Youtube comments of Stephen Hendricks (@stephenhendricks103).

  1. I think self-styled automotive "enthusiasts" sometimes underestimate the challenge of designing and producing of a vehicle that appeal to broad categories of consumers. The Civic Type R is an awesome vehicle but to build it on the same platform as a compact family sedan is a triumph of design and engineering. Likewise, the Civic Hatchback meets many of the requirements of a small SUV in terms of interior space while offering a superior driving experience. And while the option of a manual transmission won't attract many buyers, it's to Honda's credit that they continue to offer it in a compact "family" sedan.
    462
  2. It's videos like this that are the reason I subscribe to this channel. Like most self-styled "enthusiasts" I didn't like the start/stop system on my new GTI and thought mistakenly that any fuel efficiency advantages were probably cancelled by the fuel needed to restart the engine. But as an old professor of mine once said, "The thing about data is that it sure does cut the bulls**t." In the meantime, I discovered another benefit of the system. Each day I make a trip to the local Starbucks and wait in line in an enclosed "tunnel" outside the store. Typically, my engine shuts down when I pull into the tunnel and when I reach the window. The baristas at the window have thanked me on multiple occasions for shutting off my engine, noting that they have to breathe exhaust fumes all day long. It's not a big thing but it's worth noting that in addition to reducing fuel consumption to some degree, start/stop technology makes the air a bit more breathable for everyone, some more than others.
    338
  3. Several automakers, including Honda, use the "Sport" trim designation to disguise the fact that it lacks a significant number of features found in higher trims. In reality the $1600 MSRP difference between the "Sport" and the higher priced "EX" version buys a number of significant upgrades, the most critical of which is the more powerful 180 HP turbo engine. Along with that comes a power moonroof, blind spot monitoring, and more extensive driver assistance and safety features. The Sport's "advantages? 18" rather than 17" wheels and paddle shifters, a feature about as useful on a CVT equipped vehicle as they would be on a poodle. The new Civic is an impressive vehicle but the "Sport" trim is hardly the "value" leader. That designation arguably belongs to the EX trim.
    267
  4. Interesting fact. It's widely assumed that minivans were the choice of "soccer moms" and the category has nearly died because males opted for SUVs. In fact, the opposite is the case. Market research indicates that males appreciate the versatility of vans and it's women who shifted their allegiance to SUVs out of a belief that they were "safer" than vans, provided more visibility with elevated seating, and didn't stigmatize women who drove vans as those soccer moms.
    233
  5. Sorry, guys. The vehicles you're comparing are NOT in the same market category. At 179" long The CX-5 is firmly in the compact category along with the CRV, RAV4, Escape, and Forester, each of which ranges from 179" to 182" in length. The Santa Fe at 188", on the other hand, anchors the lower end size wise of the midsize category comparable to vehicles like the Ford Edge, Honda Passport, Jeep Grand Cherokee, KIA Sorento, etc. The claimed curb weight of the CX-5 is 3825 lbs vs the Santa Fe's 4085 lbs. The CX-5's overall passenger volume is 103.6 cubic ft, less than the CRV's 106 cubic ft. The Santa Fe offers over 110 cubic ft, virtually the same as the Subaru Outback and closer to the Edge (114 cf) and the Honda Passport (115 cf) than to the CX-5. Taken together these specs suggest why the Santa Fe offers so much more overall cargo space. (71.3 cf vs 59.6). In fact the Santa Fe offers the same overall cargo space as the humungous (and space inefficient) CX-9. I wouldn't dispute your assessment that unless one is looking exclusively at 0-60 performance or handling on secondary roads, neither of which is a high priority for most crossover shoppers, the Santa Fe is superior to the CX-5 on almost all other points. But a better comparison would be between the CX-5 versus its compact crossover rivals and the Santa Fe versus other midsize two row competitors.
    200
  6. Wow, rear seat HVAC vents! I passed on a second generation RAV4 years ago due to the lack of AC in the back seat for the kid and the dog. Good to see Toyota joining the 21st century on this point, at least.
    138
  7. I try diligently to avoid being a fan boy of any automotive brand. But KIA is making it more and more difficult. Purchased our second Sorento earlier this year to replace a 2012 model. Seriously considered the Stinger as a personal daily driver but ultimately decided I preferred a smaller car so I went with a GTI. Nevertheless, the Stinger is a great example of a true GT at a price that makes the European competition look seriously overpriced. I see KIA Souls all over the place driven by everyone from college students to retirees. My local KIA dealer could probably install a vending machine to sell them. The 2019 KIA Forte won't outsell the Corolla or the Civic sedans but it probably should given its standard features and appealing looks. And for first time purchasers it's likely to give KIA a leg up holding onto those customers when the move up the food chain for subsequent purchases. Add to all of that KIA's forthcoming "premium" Crossover, the Telluride, that looks to be another winner. Acura, Lexus, and Infiniti be warned. And when KIA introduces new generations of the Optima and Cadenza Honda and Toyota and even BMW and Audi should watch their backs. I notice fewer and fewer comments these days about questionable quality and reliability of KIA vehicles. Not surprising given Kia's rising ratings on indices like Consumer Reports customer surveys. Toyota still sits atop those ratings but KIA has rapidly closed the gap. And the reports of friends of friends who had bad experiences with KIA's are more and more outnumbered by positive testimonials from owners. There is still a widespread perception that the frequent discounts off MSRP for a KIA are outweighed by resale value. But even that is changing. When I traded my 2012 Sorento for a 2018 version earlier this year, the dealer gave me a trade-in value of within $800 of the KBB estimated trade-in value of a comparably equipped, similar mileage Toyota Highlander. Considering that I had gotten a $7000 discount off MSRP on the 2012 Sorento, and a $8000 discount on the 2018 model, and that the out the door price was more than $8000 less than the Toyota offered on a 2018 HIghlander, I came out way ahead on both ends of the deals. As Alex says, Kia isn't going to sell a boatload of K900's. But I suspect that their sales in Asia will probably consume their production capacity. And like the Stinger, it may draw customers into Kia showrooms just to see it while they end up purchasing a less expensive model. As for its intended market segment I have to wonder how the country club set can justify $20K or more for a comparable vehicle. Looking prosperous to one's peers may be important but if it also means looking like a sucker, I have to wonder.
    127
  8. KIA is playing a long game with the Forte. It doesn't have to be the best possible entry in the compact sedan segment. It just has to be an attractive, competent, tech packed daily driver that appeals to young and other first time buyers. Most of that market segment doesn't know what a CVT is. As long as it shifts imperceptibly and doesn't drone, it's an automatic transmission. End of story. 0-60 mph? Who's counting? As long as it gets up to freeway speed in 9 seconds of less, it's quick enough, even peppy. What does matter is purchase price, fuel economy, safety, and practicality. For those drowning in student loan debt and parents buying their kids a first car, even a few hundred dollars difference in a purchase price is important. A very well equipped car for less than $24K draws attention. For those paying for fuel and insurance at near entry level jobs, 40 MPG is a magic number. Forty MPG jumps off the window sticker to a potential customer. Thirty-nine mpg? Not so much. Parents buying their kid a first car LOVE safety and convenience features like lane keeping assist and automated emergency braking. (I know; I'm one of those parents.) Need an attractive car that will carry that massive load of stuff to and from college? Just look at what can be stuffed into the Forte. But there's even more to this game from KIA's standpoint. Loyalty to automotive brands isn't what it used to be but it's still true that if a customer buys their first new car from a company and remain happy with it they're more likely to consider that brand when they move up to a second, a third, or a fourth vehicle. KIA can afford to make almost no profit from the Forte if they substantially improve their chances of selling an Optima, a Sportage, a Sorento, a Stinger, or whatever else they come up with as young buyers mature and their needs/desires change. Fond memories of a first car is a powerful sales tool. It might even tempt mom and dad to think about a KIA for their next purchase.
    123
  9. Rav4, baby how you've grown. I remember when you were just a little shaver and when your rear view mirror was just a mirror. Now you can sit innocently in the driveway while your driver spies on the entire neighborhood. And your face. You're starting to resemble Uncle Forerunner. Tough, baby. Climbing those boulders in suburban parking lots won't scare you anymore. So proud of you. :)
    120
  10. Apart from Alex' puns and other examples of his sense of humor, the main reason I subscribe (and send a few bucks each month to support his channel) is that I nearly always learn something when I watch one of his videos. Not living "off grid" and not being a "truck guy" I'm about as likely to shop for a half ton pickup (hybrid or non-hybrid) as a fixed wing aircraft or a 60 ft yacht. Nevertheless, I'm much better informed about the designs of hybrids and EVs in general after watching his videos. (Sometimes repeatedly.) And in this case I'm far better prepared to understand the choices Ford designers and engineers made in the forthcoming F-150 Lightning. Kudos, Alex. It was well worth investing 25 minutes in watching the video about a vehicle I'll never consider purchasing.
    112
  11. 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.
    111
  12. Hyundai is in the process of establishing Genesis as a standalone luxury brand. To succeed they need to create buzz and showroom traffic in their new dealerships. The G70 is obviously part of that strategy. What better way to create interest among auto journalists (like Thomas) than to offer a classic European sport sedan in their lineup, especially as the Europeans have all but abandoned that small but still prestigious market. They won't sell many of the 2.0L, RWD, MT versions but offering it will draw some feet into the dealerships that wouldn't necessarily come to see the G80 or G90. If you like it, you better buy it because as another poster noted, it's not likely to be around in four or five years as the Genesis brand becomes established and demand for production of better selling V6 and AWD models increases. As for a comparison between the G70 and the Stinger, that's an "apples to pineapples" comparison. Neither is the "better" car. Despite sharing engines, interior features, and important drive train components, they're aimed at different market segments. The Stinger is a true Grand Touring automobile, designed for more than a weekend away with a significant other. For those who want to take a long vacation and don't want an SUV, the size and liftback design make it a great choice. (Try putting luggage for a two week trip for four or a mountain bike in a G70.) The Stinger will carve back roads, but the G70 is far better for that duty. And for the rising young mid-level executive the G70 says, "I'm hip but still conservative and value conscious. Promote me."
    91
  13. 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.
    85
  14. If the worst feature to be found is the look of the steering wheel it's obvious that the GV70 is a winner.
    79
  15. Like many "enthusiasts" I love wagons. We usually don't buy 'em but we love 'em. In my case I've owned a couple of Volvo wagons and a Saab wagon in the past. Loved them all. Our neighbor has a V90 wagon (not the XC) and she loves that one, too. To me, though, it's something of a beast; the V60 is more my style and size. Unfortunately, my wife suffers from crossover fever. She loves the "command" (i.e up high) driving position of our Sorento and can't be persuaded to go back to a "normal" driving position. I'm convinced, by the way, that women like my wife are a major force in crossover mania. They don't want the stigma of driving a minivan. They do want the practicality of a wagon but being surrounded by SUV's and crossovers, and gigantic pickups in traffic, they don't want to be at a disadvantage height-wise. Oh, well. It's her daily driver; she gets to choose. So good luck to Volvo for keeping alive the concept of an "estate" vehicle in the US. I doubt they'll turn the tide but bully for them.
    78
  16. As someone with a wife, daughter, a big dog, and a two car garage limit, the MX5 isn't a car for me. Nevertheless, I'm grateful it exists. Kudos to Mazda for resisting the temptation to make it bigger, fatter, give it a turbocharger, oversize wheels/tires, power seats, heads up display, etc., etc. There are many alternatives with all those features and more. The Miata is what it has always been, a classic two seat sports car designed with goals of light weight and linear, balanced performance. For those who insist on "improving" it, a wealth of aftermarket options, including turbochargers and even superchargers are readily available. Thankfully, those who want to experience a classic sports car can walk into a Mazda dealer and buy one without getting a second mortgage.
    71
  17. MIke, good comparison. I think you're spot on in a number of points; I'd quibble with a few. First, price. I faced exactly this choice about 4 months ago in the Seattle area. Comparing six dealers in the area I found only one willing to offer the "R" at the $42, 000+ MSRP and that was for a single example that another customer had ordered but then refused on delivery. Every other dealer added a second sticker of $2000-$4000 to the MSRP price for "R's" on their lots. In contrast I was able to purchase a fully loaded GTI Autobahn/DSG edition in the color I wanted for $32,043 + TTL. That's a much closer apples to apples comparison between the two new vehicles than a lower trim GTI vs an "R". So the real world price difference, at least here in Seattle for similar trims, was a minimum of $10,000, or so, rather than $15,000. Still, it was a much greater difference than the oft-cited "few thousand dollar" difference between MSRP's. And if I had been willing to pay a "market adjustment" for the R the difference would have approached the $15,000 you noted. Second, build quality in Germany versus Mexico. I had a 2013 MK6 GTI, the last model built in Germany. Overall, I've found the 2018 GTI assembled in Mexico to be tighter, stronger, and overall a better built vehicle. I attribute that to the MQB-based architecture in the MK7.x version of the Golf. Over the first 6000 miles in my GTI I've had literally no rattles or fit/finish issues. I'm sure the R is just as solidly built but I can't imagine how it would be better. In short, Mexican robots are just as capable as German robots. Third, AWD vs FWD. If I lived in Minnesota rather than the Pacific NW this would be a bigger issue. And I'd readily admit that the "R" feels more "planted" than the GTI. But as you noted, VW's 4Motion AWD is a front wheel biased system. The rear wheels come into play only when the car detects front wheel slip. And for that AWD you pay a penalty of about 300 lbs, the weight of an NFL lineman sitting in the back seat of a GTI. No wonder the R feels more "planted" in normal driving. Furthermore, the weight penalty in the R comes into play in braking. The two cars have the same brakes (as of 2018). With identical tires, it's only logical that the GTI has an advantage in stopping distance and that advantage is also felt in handling on twisty roads. The GTI is simply more nimble in most driving situations. Fourth, tune-ability issues. Stock vs stock there's no question that the GTI is at a serious disadvantage. But a Stage One (APR) tune in the GTI provides essentially the same HP and torque as a stock R. Of course, an R can be tuned, as well, and the results are fairly amazing. But apart from performance at a dragstrip and bragging rights over beers, I simply don't see the point of a 400 HP Golf. And for less than $1000 an ECU flash and improved intake is a very inexpensive performance improvement and one I could use every day. YMMV, of course. Tune-ability also has consequences in terms of a DSG vs MT choices. When I added a Stage One tune to my MK6 GTI, the shop owner asked if I had a DSG or a manual transmission. When I told him it was a DSG he replied, "OK. Well we won't have to the 'talk' about replacing your clutch on a regular basis." He was right. Over 20K miles, I never encountered a problem with my transmission after the tune, from what I've seen among other owners, that's a common experience not shared by those with manual transmissions. Fifth, other GTI features vs R features. The "R's" digital cockpit is attractive eye candy. I wish my GTI had it. But, for me, it's not a big deal and from what I've seen, that difference will disappear with the 2019 model year. The "R" has a seven speed DSG vs the GTI's six speed unit. Whether that's an advantage is debatable, I think. Personally, I drive my GTI in manual mode most of the time and the six speed unit is easier to manage and more than adequate. The seven speed unit may improve the R's fuel efficiency a bit but otherwise I'm skeptical. Again, YMMV. On the GTI side, the standard sunroof was more than a minor deal for me. When you live in Seattle you can use all the light in the cabin you can get. The fact that the R doesn't offer it, even as an option, wasn't a deal breaker but it was a disappointment. Otherwise, differences in the features of the GTI Autobahn edition and the R amount to badging and whether you prefer a frown or a smile on the front fascia. So for me, at least, the $10,000+ difference in price between the GTI and the R was simply too much to ignore. But I wouldn't criticize anyone who makes the opposite choice. As noted above YMMV.
    67
  18. As an American I find this channel worth checking out on a regular basis. Broadens one's perspective. As Europeans probably recognize Americans have a very different perspective on the size of vehicles. A number of SUV's offered here are only slightly smaller than an average apartment in Europe! (Well, that's perhaps a slight exaggeration.) We don't get the Skoda on this side of the pond and the Tiguan-Allspace is simply the Tiguan. It's(The European Tiguan has been carried over as the Tiguan Sport here but it's likely to disappear soon.) It's usually classified as a "small" or "compact" SUV in North America though its among the largest in that category. And it's usually equipped as a five passenger vehicle. The third seat is a relatively low cost option but it's typically viewed as a place suitable only for transporting a hostage, small children, or big dogs. (Cheap fuel and fast food have a significant impact on our requirements in America.) We do get the Sorento though it usually comes with a V6 petrol engine. The diesel is said to be coming soon. And far from being considered a "large" vehicle, it's the smallest of the "midsize" category at nearly a foot shorter than the VW Atlas and Mazda CX-9, each of which is in the midsize category here. (Remember, cheap fuel and fast food.) Earlier this year my wife and I looked seriously at both the Tiguan (Allspace to Europeans) and the Sorento along with several other "midsize" SUV's. I'm a VW fan with a beloved GTI but the Tiguan failed to impress in terms of performance, even compared to the Golf Alltrack. The vehicle is my wife's daily driver and she wanted a higher seating position of an SUV so the Alltrack was out. (sigh). And though we need it only occasionally, the Tiguan's third row seating was simply a joke. So that left the Sorento. We love it. Comfortable, roomy, and upscale (in its top level trim.) Great cruiser on the highway and sufficiently compact for suburban traffic and parking lots. A great warranty. Excellent room in the first two rows and a third row that's reasonably accommodating. It's no canyon carver but I have my GTI for that. All in all, it fits our needs better than any other SUV.
    66
  19. 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.
    64
  20. KIA won't sell boatloads of the K900 in the US. But that's not especially important. It sells extremely well in its Korean home market and other nations in Asia where its K9 moniker doesn't prompt jokes about canines. And in the luxury segment where most vehicles are leased for three years or so, the K900 value pricing for a long term purchase is less important, especially for badge whores and others who judge the quality of a vehicle by the comments of their friends at the local country club. Nevertheless, the K900 is a valuable asset for KIA in the US. It's a halo model sitting in dealer showrooms that shows off the quality and appeal of the brand when shoppers actually shop for less expensive vehicles. Like owning the least expensive house in an upscale neighborhood it improves customers' feelings about their purchases. Furthermore, Hyundai/KIA have shown a genius for sharing components, engineering, and design while appealing to slightly different market segments. Feel a little queasy about buying a luxury car from KIA or Hyundai? No problem. There's that Genesis brand available that betrays almost nothing about its Korean heritage. And whether it's a Stinger, a K900 or one of several Genesis models, they're vehicles at least as Germanic as their rivals in almost every Important respect. The K900 isn't the car for me and my family, as appealing as it is. My backseat is usually reserved for my teenage daughter who requires nothing more than USB charging capabilities and a large dog who is happy in any vehicle as long as he gets to go. But for those feel a car should reflect less about one's economic status and more about one's sense of actual value, it's a winner.
    57
  21. "They need to let car enthusiasts run the marketing departments of car companies..." Right on, Sarah. Unfortunately car companies are run by people who want to make a profit.
    56
  22. Alex, the engine option explanation was seriously impressive. The only way to improve it would be a full-on PowerPoint presentation. :)
    55
  23. I own a 2018 Autobahn GTI. It's the most versatile "do it (nearly) all" vehicle I've ever owned. Mine is the DSG (automated manual, not automatic) transmission. After many, many years of having at least one MT vehicle in my garage I chose the DSG in part so my soon-to-be-driving daughter could share it. (And it's not because she can't learn to drive an MT. Nuff said.) But even if that weren't a consideration, I've come to LOVE the dual clutch transmission. It gives me every bit as much control and "engagement" (in "manual" mode) as an MT with better performance and the option of turning over shifting duties to the transmission when I'm stuck in stop-n-go 5-25 mph freeway traffic. No apologies or excuses for the choice. Until one has owned or driven a GTI for an extended period, it may be difficult to understand its strong appeal to its fans. When I was shopping last year I looked seriously at the EcoSport Mustang and at the 2.0L Accord and the Mazda6 . Each had its strong points. But when I sat in the GTI, I felt at home. Controls exactly where they should be. Easily accessible and usable power. A perfect size. Near small SUV cargo capacity when I need it. Room for me, my wife, daughter, and big dog in comfort. Here in Washington it qualifies for a ferry discount for vehicles 14 ft and less in length. :) Driven sanely I average around 27 mpg and up to 34 on long freeway slogs. The challenge is remaining "sane" on mountain roads in the Cascades. For those who feel the American version of the GTI is underpowered, drive it before you reach that conclusion. But if more power is required, thirty minutes and about $800 will give you another 60+ HP, and substantial torque improvement via an ECU tune. Believe me, you'll feel it. And with a DSG you don't have to budget for periodic clutch replacement. By the way, contrary to rumor, it won't cancel your warranty. My "tuner friendly" VW dealer even recommends a local tuning shop. Other VW dealers even offer tuning services, themselves. And if that's not enough reassurance APR offers a third party warranty that matches the excellent six year, 72K VW warranty. Americans sometimes complain about the GTI features and individual options available to European buyers (e.g. digital cockpit, numerous color choices) that aren't available here. That can be a bit disappointing but it's balanced by the price we pay for a GTI. I purchased a fully loaded DSG Autobahn model last spring for $32,043 plus TTL. The MSRP for a (largely) comparably equipped model in Europe amounted to about $54,000 in then current exchange rates. VW apparently (and correctly) believes Americans wouldn't pay what Europeans pay for a GTI so they limit the features and package individual options into a few trim levels to contain costs. When one considers purchasing a GTI, it's tempting to think about the "R" for "only a few thousand dollars more." But MSRP's don't necessarily equate to real world prices. When I purchased a GTI I found the actual price difference here in the Pacific Northwest was at least $10,000. (The best price I found for an R was MSRP; several other examples had "market adjustment" stickers of several thousand dollars. The R is a magnificent vehicle imo. But it's a lot to pay for AWD, especially considering there's no sunroof available for the R. Around Seattle we need all the light we can get in a dark cabin. Furthermore, the R is about 300 lbs.heavier than a GTI; it's like having an NFL lineman in the back seat. The R's a great car but it simply wasn't worth the price premium for me.
    54
  24. Great review and an especially good "canoe" metaphor to explain the difference the torque vectoring of SW-AWD vs brake based AWD systems. The big news this morning is the F-150 Lightning but the TLX Type S deserves some attention. It's an outstanding effort from Acura.
    53
  25. The question isn't whether the XT6 is as good as the Escalade. It's whether it's as good as the Lincoln Aviator. And the answer is no.
    53
  26. Actually, it was that "slightly condensed form factor" that was a major factor in our choice of the Sorento over the CX-9, Highlander, and the VW Atlas. The Sorento is nearly a FOOT shorter than the CX-9 while providing more passenger room in the third row, the second row, and overall cargo capacity.
    53
  27.  @simplicated99  Wheelbase comparisons are less critical in this case than overall length and interior room.
    53
  28. KIA is clearly playing a long term game here. Manufacturers know that if they can capture first time purchasers those buyers are more likely to stick with the brand when they later "trade up" to more expensive vehicles. KIA's old strategy of offering cheap (both in terms of price and quality) alternatives has been replaced by offering vehicles that compete primarily in terms of more and better features at near equivalent MSRP's (with better discounts than Toyota and Honda dealers typically offer.) It's clearly a successful strategy for them.
    50
  29. First rule of business: "Underpromise and Overdeliver. NEVER the other way around." That motto should be tattoed on the forehead of every Ford executive and engineer responsible for the Edge ST. My wife and I looked seriously at the Edge Sport last year. I liked the exterior styling and the size. At 188" long it was more maneuverable in suburban traffic and parking lots than some other midsize SUV's we considered, especially compared to the humungous Mazda CX-9. Overall passenger room and cargo capacity were good compared to some other rivals, especially the much larger Mazda. No third row of seats but as a small family we could get along without the extra passenger room. I liked the 2.7L V6 twin turbo engine. In terms of straight line acceleration it was impressive. The MSRP (as I recall) was around $48K but I could have purchased a fully loaded version for about $40K. At that price it was worth considering. On the hand, the family SUV is my wife's daily driver so there were other considerations. The interior was 50 Shades of Gray. Not objectionable but nothing exciting. The dash stretched out for what seemed like 20 feet in front of the driver. My wife, a sailor, said she felt like she was piloting a long outboard skiff from the stern. For my part I found it odd (at best) that a "Sport" model had a tiny, barely readable tach tacked onto the far left side of the instrument console. We didn't select the Edge Sport but I was intrigued when the Edge ST became available. What does it offer compared to the Edge Sport? Lots of "ST" badges. A slight bump in power but slightly slower 0-60 performance due to a weight gain. An eight speed transmission whose purpose appears to be nothing but keeping up with the competition with the shift lever replaced by a dial. Finally, to add insult to injury, the same tiny, barely readable tach crammed like an afterthought in the instrument cluster. Oh yeah, the MSRP is several thousand dollars more than last year's Sport apparently to pay for the badges. I'm not an "ST" aficionado but if I were I'd be offended. It appears that Ford opted to invest its efforts and resources wholly in the new Explorer. That's sad.
    47
  30. I think self-styled automotive "enthusiasts" often underestimate the challenge of designing a vehicle like the Civic. An automobile that isn't necessarily the best on any one checkbox but is above average on almost every checkbox. Honda consistently meets that challenge better than any manufacturer.
    47
  31. I own both a KIA (Sorento) and a VW (GTI). I love them both so there's no brand bias here in a choice between the Arteon and the Stinger. I've driven both vehicles and if I were choosing between the turbo4 engines in each, I'd opt for the Arteon without question. Comparing the Arteon to the higher spec 3.3L V6 in the Stinger and the choice is more difficult. I think Mr. Biermann and his colleagues at Hyundai/KIA have done a remarkable job of building an American-ized version of a European GT sedan at a reasonable price. But I think the differences between the Stinger and the Arteon highlight the different perspectives of Americans (both north and south of the Canadian border) and Europeans in terms of what "performance" means. There's a reason that Americans invented drag racing while Europeans invented rallies. Road racing in America often means circling high banked ovals in stadiums while Europeans think of road racing on public roads or tracks designed to emulate them. For Americans "performance" often begins and ends with straight line acceleration to 60 mph and quarter mile times. For Europeans "performance" in a GT sedan often means traveling in comfort at 100 mph+ on superbly maintained highways or threading roads often laid down originally by the Romans two millennia ago. VW has a history of trying to interest Americans in the Euro-spec vehicles with almost no success. Americans want larger, cheaper VW's than Europeans. The Arteon represents still another effort along that line. (One exception for the Arteon. The North American version uses a conventional 8 speed transmission while the Euro version has a DCT.) I have no doubt that more Americans will choose the Stinger over the VW. But for those who value a true European GT driving experience with accommodations for four the Arteon outpoints the Stinger.
    45
  32. Wait for a redesign? More likely buy one now and put it away as a collector's item. I suspect we've seen the last of this vehicle.
    44
  33. Hyundai and Kia continue to kill it in one market segment after another. Soon it won't be news that the Koreans are turning out some of the best vehicles out there. I suspect we'll see automotive journalists proclaiming, "Well, the European (or Japanese) "X" is a good vehicle but it's really a step or two beneath the Korean standard."
    43
  34. Here's a hint for Ford. Make sure your "press" cars, i.e. vehicles provided to reviewers are trouble free.
    43
  35. As a US resident I have to admit you don't have to be "biased" to feel the Canadian Rockies are more spectacular than the beautiful Colorado Rockies. You folks are blessed. As far as the review is concerned kudos for noting the Atkinson cycle in the 3.8L engine. KIA's have traditionally been challenged in terms of fuel efficiency and it's obvious they didn't want that to be an obvious negative on the Telluride. It does hurt performance a bit. The 0-60 time for the Telluride is virtually the same as that of the smaller Sorento with its 3.3L V6 but the fuel economy of the Telluride is at least as good in a vehicle that's about as aerodynamic as a very large brick. In terms of size and utility, the Telluride is almost exactly the same length as the Honda Pilot and Subaru Ascent. (196.9 for the Telluride, 196.5 for the others). And the KIA is about an inch shorter than the VW Atlas. But in terms of overall packaging efficiency the Telluride comes out on top. (Divide the total passenger space by the overall length of the vehicle.) In fact, the Telluride is the most space efficient of all midsize crossovers. (Interestingly, the KIA Sorento is second with 153 cubic feet of passenger space at only 189" in length.) And in terms of carrying passengers AND gear behind the third row, the Telluride is second only to the buslike Chevy Traverse (23 cf vs 21 cf. The Atlas is almost equal to the Telluride at 20.6 cf.) There are some significant differences between the US and Canadian trim levels. Unlike Canada, the US market does get some lower trim versions of the Telluride, specifically an LX model FWD model priced at less than $32K (USD). And while the US gets the option of an AWD Telluride at all trim levels for an extra $2000, each of the trim levels in Canada is an AWD vehicle. (Not surprising given the take rate of AWD in Canada.) All in all, the Canadian SX trim level more or less matches the AWD EX version in the US. And the American SX appears to correspond to the SX-L Canadian trim. Currently there is no SX-L trim in the US. The biggest weakness of the Telluride? Actually finding one to purchase. Here in the Seattle area the wait time for a top trim SX model is eight months or more. KIA and KIA dealers seriously underestimated the demand for upper trim Tellurides and KIA is scrambling to catch up. But with only about 41,000 vehicles (of all trim levels) planned for the entire 2019 model year it's a huge challenge. At least here in the US if you haven't already purchased a Telluride or have your name near the top of the waiting list, you may well be getting a 2020 model.
    43
  36. Great review as always, Alex. Special kudos for focusing on the interior packaging "efficiency" of the Telluride. As you note, it's in the middle of the pack in terms of overall length of a larger 3 row crossover while offering an extraordinary amount of passenger and cargo room. The most obvious competition for the Telluride is the Palisade. Not just a corporate cousins, they're more like fraternal twins. The Palisade is dressed in a three piece suit and the Telluride in a plaid shirt and (well pressed) blue jeans. It's worth considering why this is so. Both the Telluride and Palisade were initially designed in Hyundai's and KIA's design studios in California but the Telluride has been designed for and is produced in North America (West Point, GA). It is not even offered in Asian markets including Korea. The Palisade, on the other hand, is built in Korea and designed to be sold in international markets, especially in Asia. "Ruggedness" has great appeal in North America. Much less so in countries where a relatively affluent middle class is a recent phenomenon and "luxuriousness" trumps "rugged." If you or your parents grew up in poverty and you've made it to the middle class, you may well have had all the ruggedness you care to experience. It's no accident that the Telluride most closely resembles the Land (and Range) Rover models, vehicles with a long pedigree of "ruggedness" (plus luxury) while the Palisade more closely resembles European pure luxury vehicles from BMW, MB, and Audi. By the way, Alex, your various top picks for the category suggest you might have a real future in politics. :)
    42
  37. Gotta say, no one should ever accuse Alex of being driven by "click bait" temptation in his videos. To devote so much time and effort into an exhaustive examination of minivans, an automotive category that amounts to about 2% of all vehicle sales in the US (and shrinking at that), is obviously not an investment for which he expects a large return in terms of views. These five (!) videos are a tribute to his commitment to public service for a relatively tiny segment of consumers. No one should shop for a minivan without reviewing them in detail multiple times. Kudos Like the other 98% of automotive consumers, I'm not a minivan shopper. But I did own an '89 Mazda MPV. It was (as I recall) the only minivan available at the time with AWD. And though we didn't have kids we did have dogs in the family and the AWD was an especially attractive feature when we lived in Spokane, Washington and winters were often challenging. We got a great deal on a lightly used MPV from a friend and it served us well for about 5 years. On one occasion its AWD enabled me to extract it from a deep snow covered ditch on an isolated logging road in the Cascades and arguably saved my wife's and my lives. It was the sort of experience that established a strong bond with that vehicle. And I wondered for years why other minivan brands offered only FWD models. In the years that followed we left Spokane for the less challenging driving conditions of Seattle and found a couple of wagons from Volvo and Saab more appealing than vans while still being as versatile as we required. When affordable Volvos and Saabs of any kind disappeared we briefly considered another minivan as my wife's daily driver and our family long trip vehicle. But my wife objected to being seen as a "soccer mom" and she preferred the elevated driver seating of an SUV. We bought a KIA Sorento in 2012 and replaced it with another in 2018. I suspect we weren't alone in my wife's preference for an SUV over a minivan. In fact, market research suggests it's women abandoning the minivan that has strongly contributed to its decline.
    42
  38. 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.
    42
  39. Two excellent vehicles (IMO). As I noted in Alex' recent review of the Santa Fe, I'm a 2018 KIA Sorento owner, the 3 row sibling of the Santa Fe. So it's probably not a surprise that I'd opt for the Santa Fe over the Outback. (I hesitate to say that publicly because living in the Pacific Northwest one risks friendships and family relations by saying anything remotely negative about a Subaru.) In the past I've opted for the Sorento over the Santa Fe in large part because the occasional use third row is such a great convenience on those occasions when our family has to transport 6 or 7 passengers on a short local journey and the alternative with a two row SUV is taking two vehicles. That doesn't happen frequently but the 3rd row is a godsend when the occasion arises. Perhaps more surprising (to me) is that if I were shopping for an SUV today, I'd choose the Santa Fe over the Sorento and just about any other midsize SUV. The reasons are detailed in my comments in Alex' review of the Santa Fe. Suffice to say here that some design decisions in the latest generation Sorento are sufficiently undesirable that I'd be willing to give up the third row seating in the KIA and make do with the two rows of seats in the Santa Fe. As far as Santa Fe versus the Outback is concerned, in my opinion the edge goes to the Hyundai for several reasons. I prefer the optional 2.5L turbo engine and DCT vs Outback's boxer engine combined with a CVT. And if fuel efficiency were a top priority for me the hybrid (and soon the PHEV) versions of the Santa Fe have no counterparts in the Subaru. I don't go rock climbing in my Sorento but the AWD system it shares with the Santa Fe with a user selectable 50/50 front and rear torque split is a valuable feature. I've employed it repeatedly in steep snow covered terrain and it's a valuable benefit. Not to disparage the Outback. As someone who loves wagons (having owned both Volvo and Saab versions) I appreciate the Outback's roots as a Legacy wagon. And if given the choice between an SUV vs sedan driving position I'll take the latter. (My wife would disagree.) Finally, the strong brand loyalty of Subaru owners is worth noting. (I feel obligated to mention that in order to preserve Thanksgiving invitations from several of my relatives.)
    41
  40. Been waiting anxiously for this review of the US spec GTI from Alex. As US owners of the GTI know well, the Euro spec version often has more available bells and whistles and more individual trims than Americans. (Of course, Europeans willingly pay much more for their GTIs than Americans.) As the owner of a 2018 MK7.5 (DSG) Autobahn version I've been trying to decide whether to opt for the MK8 GTI or avoid the feeling of replacing the family dog and hold onto my beloved current vehicle. So far, despite the bells and whistles of the MK8 and the slight improvement in power, I'm not convinced to make the change. However, I did have to do something to reduce my 17 y/o daughter's constant requests to borrow my GTI. So about a month ago I purchased a gorgeous 2012 VW CC R-Line with a manual transmission and only 44K miles on the clock. Now I can pester her to borrow it. For those who've never driven, much less owned, a GTI (or Golf R) its iconic status and owner loyalty may be something of a mystery. Its remarkable versatility is one factor. The 54 cubic ft of well designed rectangular cargo space behind the front row rivals that of some small SUVs. My GTI provides ample space for three humans and our large dog on extended drives. And its performance belies its claimed HP and torque figures. As Alex notes, its handling is remarkable for a FWD vehicle. Ideal for Sunday morning drives in the Washington Cascades. And while it's a parochial benefit that few others enjoy, the fact that it's 168" length means I enjoy a significant discount on Washington state ferries in the Puget Sound. An advantage that few other vehicles provide. The MK8 generation isn't perfect, of course. No vehicle is. the replacement of knobs with haptic feedback controls is already a widespread complaint. Personally, I'm no fan of the integrated and non-adjustable headrests in the front row. And I'm sorry to see the manual e-brake lever replaced with an electronic version. But none of those issues is a deal breaker. I'll likely hold onto my MK7.5 version and care for it like a first born but if I didn't already own it I'd be sorely tempted to purchase the MK8.
    40
  41. When I showed it to her, our 2018 Sorento said, "Please bring this guy home to share my garage!" :) I can't tell whether the Telluride shares the Sorento platform and adds macho styling or is a completely different vehicle. Given that KIA has recently been touting the Sorento's off-road prowess (e.g. the Moab, Utah commercial) perhaps this is going to be a Sorento variant. On the other hand, it looks larger than the Sorento with a more accommodating third row. In any event, it looks good. Whether its distinctiveness will survive translation into production is the big question.
    40
  42. Obviously, the boys ain't skiers.
    39
  43. Good review and an excellent entry in the "Goldilocks" (i.e. tweener) sized crossover category. However, along with every other review I've seen there's no mention that the Santa Fe is a two row, four cylinder turbo version of a Kia Sorento. Same size. (The Santa Fe is one inch shorter.) Same weight. (Oddly, the Santa Fe is a few pounds heavier.) Same passenger space in the first and second rows. Almost identical overall cargo space. Same transmission. Same suspension. Same AWD systems with the same center locking differential. Same ground clearance. Kia dropped the turbo4 from the Sorento lineup in 2018. Hyudai picked it up for the Santa Fe. Likewise, Kia dropped the two row option in 2018. The Santa Fe picks up exactly the same configuration with identical under-floor storage in the space the Kia devotes to storing the third seat row. Worth noting that the under floor storage in the Santa Fe is a nice feature but access depends on the cargo floor being empty. So it's a good place to store smaller items you don't need often but not for large items or stuff you need to access when the regular cargo space is being used. Slightly different interior materials in the Ultimate Santa Fe trim versus the KIA SX-L (The SX-L has somewhat more upscale interior materials) but the overall look and feel are nearly identical with the same infotainment screens, (though the Sorento has its screen integrated into the center stack). Same switch gear in the same places. Identical safety and driver convenience systems. (e.g. BLIS, ACC, Lane keeping, etc.) Don't need or want third row seating? Want a turbo4 engine? Take the Santa Fe. Want the same vehicle with a reasonably sized third row of seats for occasional use and think a V6 is better suited to this class of vehicle? That's the KIA Sorento. There is a price difference at the top trim levels. Not surprising since the Santa Fe is being pitched as a competitor to the CR-V and Rav4 (though it's somewhat larger than either one) while the Sorento competes against three row midsize crossovers like the CX-9, Highlander, etc. But given the typical discounts from MSRP for Kia's and Hyundai's it's unclear just how much the difference actually amounts to. All in all, each vehicle is a strong contender in the growing category of "tweener" crossovers positioned between "compact SUV's" and much larger "midsize" vehicles. Depending on one's priorities each deserves a serious look.
    39
  44. Great initial review, Alex. I've been looking forward to the introduction of the ID4 AWD. Living in the Puget Sound region our winters are typically wet rather than frozen but the nearby Cascades are a temptation for ski trips and AWD is highly recommended for trips on the "eastside" of the mountains where winter snow is more prevalent. At least on paper a RWD biased AWD configuration is ideal. It's clear that VW has decided the ID4's target market consists of consumers who might otherwise find a conventional compact crossover an appealing choice rather than those looking for the scalding performance of a muscle car or even an exotic. Smart choice, I think. Especially with an MSRP with a tax incentive that makes the ID4 rival the price of a CR-V or RAV4. Like everyone else I'd like to see a bit longer range at least until public fast charging stations are more widespread. But I'm fortunate to live in a suburban home where a home charging system is an easy addition and well over 95% of my miles are spent on local streets or nearby destinations. I'm already seeing a few "First Edition" ID4s on the streets around here and I expect the AWD version will explode in popularity as long as the Federal tax credit is in place.
    39
  45. For those who have never driven, much less owned, either a GTI or a Golf R the loyalty of of owners may be difficult to understand. Why are changes so infrequent and subtle? So subtle, in fact, that only a discerning eye can recognize a new model versus a version introduced a decade ago. The answers are simple. Golfs aren't perfect. No vehicle is. But the various Golf variants come closer to all round perfection than any vehicle I've ever owned. The versatility of the Golf design and the flexibility of the magnificent EA888 engine family is unmatched. And if power is insufficient for a driver, a 30 minute Stage 1 ECU tune adds substantial HP and Torque at a modest cost. (And contrary to what one might think, it does NOT necessarily invalidate the VW factory warranty.) The manual transmission is a fine unit for those wedded to 3 pedal driving and the DSG is superior to any conventional automatic and almost every other dual clutch short of a Porsche TDK. Put the DSG in manual mode and it holds a driver selected gear all the way to redline. And if that isn't good enough, an APR transmission "tune" will hold the selected gear at redline and beyond. Drivers well over 6 ft and those (like my daughter) at barely over 5 ft tall can find an ideal driving position. At around 168" in length a Golf is a joy to maneuver and park in the urban traffic jungle. And if you live in my area, you'll receive a substantial discount on the Washington State ferries around the Puget Sound that few other 4 wheel vehicles enjoy. Our family of four (two adults, a teenager, and a big dog) travel for hours (or days) in comfort. And for those trips to Costco for provisions to last for months, the Golf swallows nearly as much cargo as a foot longer SUV. If I could own only one vehicle for a lifetime it would be a GTI or a Golf R. But then the question becomes which Golf variant is worth the investment considering the price difference between the models. That's a tough one. Obviously the engine tune on the "R" provides substantially more power and performance. But that comes at a penalty of about 300 lbs in curb weight from the R's AWD. That's the equivalent of hauling an NFL lineman around in the back seat. And while the R's excellent AWD gives it the edge in handling on twisting mountain roads, the weight difference makes the GTI's performance deficit less than one might expect on tight roads or similar tight tracks, especially for a Stage 1 tuned GTI vs a stock "R". Despite the enhancements in the MK8 generation of each Golf I suspect I'll hold onto my MK7.5 GTI. Trading it would be like replacing a member of the family. And to deal with my daughter's frequent requests to borrow my GTI I recently purchased a beautifully maintained 2012 VW CC with its version of the EA888 engine and a manual transmission primarily for her. Driving the new "R' may influence my decision but I have to admit that the CC has tempted me to look closely at the "R" version of the Arteon that's set to arrive in the US in a few months. Perhaps I can keep my GTI in the family for my daughter and replace the CC with an Arteon. Hmmm....
    39
  46. 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.
    37
  47. 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.
    36
  48. SG hit the bullseye when he mentioned the Forte in the context of "new drivers." It's a car packed with tech. And it's premium tech. A vehicle that parents can buy and send their kid off to school with the safety systems they feel good about. It's roomier than the competition. Susie or Billy can travel back and forth on holidays loaded with stuff or out with several friends. Likewise, for recent grads buying their own first car while drowning in student loan debt it's also affordable. And that 41 highway mpg will jump off the window sticker in the showroom. At the end of the day in the market segment KIA is aiming for a CVT (especially a good one) and torsion bar suspension won't be a deal breaker. Few buyers will even notice. KIA no longer advertises an MSRP thousands of dollars less than the competition. They're selling features and value for the price. But the fact remains that KIA dealers are likely to be more flexible in price negotiations than Honda or Toyota dealers. Getting a discount of a few thousand bucks isn't difficult, especially for upper level trims. And comparing feature for feature the Forte will likely come out ahead of a Corolla or a Civic for many customers. Toyota and Honda will sell many more Corollas and Civics but Kia buyers will feel they got a better deal for their money. Finally, KIA's game doesn't end with the Forte. Brand loyalty isn't what it used to be but selling a first car to a customer is still valuable to a manufacturer. If a first time owner is happy with a vehicle they're likely to take a serious look at the next step up the model ladder. When the time comes KIA will be ready with an Optima, a Sorento, or even a Stinger.
    36
  49. A truly remarkable vehicle. It's a bit too big for my needs. That's why God...I mean KIA...has given us the Sorento. Great review as always, Alex. Happy holidays.
    35
  50. The KIA without question. The warranty advantage versus Toyota's well earned reputation for reliability. But I've owned two KIA's and I spent not one dollar more owning it than if its warranty was an hour and half. Each has been totally reliable and durable. My experience with KIA dealers is that real world pricing with a dealer is considerably less than MSRP. Not so with a Toyota dealer. So I strongly suspect I could purchase an upper trim Soul for the actual price of a mid-trim C-HR. Performance. I'd go for turbo 4 that isn't even available from Toyota. Versatility/Practicality. No question on that score. Kia without a doubt. As for style/looks, around Seattle I see everyone from hipster millennials to senior citizens in Souls. On the funkiness dimension alone the Soul takes the prize. The C-HR strikes me as a nice little daily driver. The Soul is that and much more.
    35
  51. Think $50K for a Hyundai is an issue? Try the new Explorer where $50K buys you the next to the lowest trim and a 2.3L turbo 4 banger.
    35
  52. The Hyundai/Kia partnership continues to knock it out of the park. They're doing an amazing job of offering vehicles that share components while appealing to somewhat different sub-segments of a particular market category. The 2019 Santa Fe and the Kia Sorento is one example. The G70 and Stinger is another. I suspect that the Hyundai Palisade and Kia Telluride will follow a similar pattern. Unfortunately, while the shared aspects of their vehicles is a strength, it's also a weakness in a few areas. The most obvious is in engine design where they continue to trail the competition in fuel efficiency. Not a deal breaker but a compact sedan that struggles to average 20 mpg reminds me of the atrocious mileage I experienced in my Mazda RX-8. It was a constant irritation. Overall of course, Hyundai's biggest blunder with the G70 has nothing to do with the quality and features of the vehicle. It's the almost unbelievable failure to get their ducks in a row with a Genesis dealership network in the US by the time their most popular vehicle was set to be introduced. Hopefully it won't prove to be a long term injury. The G70 deserves far better than to be a great car that most consumers can't buy.
    35
  53. 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.
    33
  54. Kia will sell boat loads of Tellurides. Except they won't need boats since they build it in West Point, Georgia in the same factory as the Sorento. And that, of course, raises the question of what effect Telluride sales will have on the Sorento. It's a legitimate concern since Subaru has found that sales of the Ascent have meant fewer sales of the Outback and Forester. Obviously not the result Subaru was hoping for. What effect the Passport will have on Pilot sales isn't yet known but I'm sure Honda is watching closely. So how about the Telluride and Sorento? At first glance it seems it's an even more challenging situation than Subaru has faced. After all, the Sorento, like the Telluride, is a three row crossover. Engines in both (top trims) are naturally aspirated V6 mills though the Telluride has 500 cc more displacement. Still, the two vehicles are likely to have very similar real world performance and fuel economy numbers since the Telluride runs the more fuel economy, less performance focused Atkinson cycle. Same transmissions. Same AWD sytems. Larger infotainment screen in the Telluride but running the same software. Classier, more up to date interior overall in the Telluride, but the SX-L trim of the Sorento is no slouch. Then there's MSRP's. The lowest priced trim of the Sorento is less significantly less money than the comparable Telluride but as one goes up the trim ladders, the two move closer and closer. At the top trim level (SX-L vs SX), the 2019 Sorento currently has an MSRP a few bucks higher than the 2020 Telluride. In the real world, though, I 'd expect KIA dealers to offer significantly greater discounts on the Sorento than on the Telluride. Lets' call it a slight advantage for the Sorento without more information but it's not a big difference. So, as someone asked on another review (lookin' at you, Justin), "Why would anyone buy a Sorento when there's a Telluride sitting on the same showroom floor?" Full disclosure, I bought a Sorento a year ago and despite the emails and phone calls from my dealer tempting me to come trade it for a new Telluride, I'll stick with it. And not just because trading in the Sorento would be economic nonsense and my wife would leave me. In fact, if I were shopping today, I think I'd still go with the Sorento. But unlike last year when the it was a runaway choice for my family compared to the other crossovers we considered, it would be a tougher call today. How come? Overall size is the main factor. At eight inches shorter than the Telluride the 189" length of the Sorento means I can put a four bike hitch mounted rack on the back and still close my garage door. It means the Sorento fits more easily into spaces in parking structures and mall parking lots. And it means that in the jungle of urban/suburban traffic, it's more maneuverable. I'll take Alex' word that the Telluride drives smaller than its size, but so does the Sorento and physics is physics. Of course, the elephant in the room is the Telluride's vastly greater interior space. Most "midsize" SUV's can accommodate six or more passengers on a local trip but NOT if those passengers have gear and luggage for a longer journey. Our Sorento is perfectly adequate for our small family and big dog on a long trip. And it works well for chauffeuring our daughter and three or four friends around town or taking another small family to a local event when two vehicles would otherwise be required. But it can't carry six or seven passengers AND their gear on a longer journey. On the other hand, neither can almost any "midsize" crossover other than (perhaps) the VW Atlas. The Telluride can, at least if everyone is friendly and doesn't overpack. Bottom line is that at 189" the Sorento is more a "tweener" size vehicle than a "midsize" crossover. And it's the only vehicle in that category that can accommodate six or seven passengers, at all. The others are all two row SUV's. (e.g Hyundai Santa Fe, Outback, Ford Edge, Nissan Murano, Grand Cherokee, etc.) We use the third row of the Sorento less than 10% of the time but when we need it, it's very convenient. And when we don't, the cargo space is more than adequate for us. More, in fact, than some much larger "midsize" crossovers. (Lookin' at you, CX-9). So, yes, the Telluride seems to be an outstanding vehicle. And the advantage of being late to the party is that you get to see what everyone else is wearing. KIA needs a crossover the size of the Telluride and they've apparently done a great job in this case. But there's also a market for "tweener" size vehicles and the Sorento is, imo, an outstanding choice in that category.
    33
  55.  @kendrickbrown65  One does pay for cleaner air.
    32
  56. Hear, hear! For long freeway slogs I figure the combination of adaptive cruise control, a very quiet cabin, and the extending thigh support in my Kia Sorento adds at least an hour between rest stops. Maybe millennials don't experience the same benefits but we middlennials (and older) drivers REALLY like those features.
    32
  57. For an American (like me) it's interesting to see an Australian perspective on these crossovers, each of which is typically classified as a "midsize" SUV by American standards. Some thoughts. The US spec CX-9 is nearly identical to the Australian version. Same engine and drivetrain. Almost all of the same features. Though I don't have exact figures on sales in Australia my impression is that the Mazda brand is considerably more popular there than here in the US. That appears to be especially the case for the CX-9. In fact, the CX-9 has been the worst selling mainstream midsize SUV (19th out of 19) in the US ever since the current generation was introduced in 2017. In 2020 it was even outsold by eight "luxury" SUVs. The good news, such as it is, is that 2020 sales of the CX-9 in the US were basically flat at slightly over 27,000 units but that did nothing to overcome its dismal pattern of declining sales ever since its introduction. The US version of the Palisade is a different story, altogether. No diesel version offered in North America. The sole engine and drivetrain option is a 3.8L naturally aspirated V6 petrol with an 8 speed conventional AT. (That's not unusual. In the wake of VW's "dieselgate" the limited appeal of diesel engines in the US for passenger cars disappeared altogether. That killed not only VW's diesels but that of other brands as well.) Furthermore, the V6 running the Atkinson cycle is offered in both FWD and AWD versions, a choice apparently not available in Australia. Unlike the CX-9, the Palisade and its closely related KIA cousin the Telluride (built and available only in North America) have enjoyed huge success in North America. In 2020 Palisade sales were three times (!) those of the CX-9 in the US. The combination of Palisade and Telluride sales in 2020 (157,000 units), was nearly 6 times that of the CX-9. (The combined sales of the Korean twins would have been even greater if not for the result of COVID-19 in terms of production delays of the Telluride in the US.) The basis for the disparity in sales isn't difficult to explain. Americans, perhaps more than Australians, value interior space in midsize 3 row SUVs. On that score the CX-9 sits at the bottom of the category while the Palisade (ironically slightly shorter than the CX-9) is near the top. The CX-9 provides a total of 135.1 cubic ft of passenger volume; the Palisade offers 155.3 cf. The cargo space in the CX-9 is 14.4, 38.2, and 71.2 cubic ft behind the 3rd, 2nd, and 1st rows respectively. The Palisade counters with 18, 45.8, and 86.4 cubic ft. In fact the total cargo space of the CX-9 is not only small considering the oeverall length of the vehicle; it's less than a Honda CR-V! Like this video review, American automotive journalists have long praised the driving "feel" and handling characteristics of the CX-9. But reviewers have largely ignored or minimized the incredibly inefficient packaging of the Mazda. In the US at least, most consumers haven't made that mistake.
    32
  58. Solid and detailed review as always, Alex. I was struck by the reference to KIA's targeting of first time buyers with the Forte. The first thing that struck me about the Forte was its appeal to recent college graduates struggling under a mountain of student debt and to parents sending a kid off to college in a (relatively) affordable, attractive, roomy vehicle with loads of safety features. And as a daily driver I'm sure KIA is thrilled with that 40+ mpg figure. It will jump off the Moroney sticker on the car window in the showroom where 40+ mpg is much more impressive psychologically than 39. As far as comparisons are concerned, as an owner of both a KIA (Sorento) and a VW (GTI) the relative merits of the Forte and the Jetta are especially interesting to me. If I were shopping in this category I might have to give the nod to the Forte. But as a GTI owner, the more relevant comparison would be the GLI and the Forte GT. And I'd have to know more about each before making that choice. Of course, KIA will be selling only a fraction of the Civic's (and the Corolla's) numbers. But KIA is playing a long game here. Brand loyalty isn't what it used to be but if KIA can hook first time buyers on a Forte and the experience is a good one, those buyers will take a close look at the Optima, the Sportage, the Sorento, and even the Telluride when the time comes to trade up several years down the road. All in all, the associated Korean brands continue to knock it out of the park.
    31
  59. Amusing to see the comments about the price of the Range Rover. This is a vehicle for residents of upscale suburbs like the Hamptons, or Rye, New York, and Marin County, California. It's meant to be parked on Rodeo Drive and filled with purchases from the boutiques that adorn that LA neighborhood. If you have to prioritize your purchases between a vehicle and remodeling your kitchen, the Range Rover (along with other luxury SUV's) isn't meant for you. If you, like 99+% of consumers, didn't get a significant benefit from the 2017 Trump tax cuts, you're not in the target market. If you're not a surgeon or a hedge fund manager, look elsewhere. In fact, if you even glance at the window sticker when you're shopping for a car, you're not a potential customer for the Range Rover HST. And if you think Elizabeth Warren's plan to tax fortunes over $50 million with a 2% wealth tax wouldn't affect you, you should probably consider a KIA Telluride.
    31
  60. As a GTI owner I could (and have) go on and on about the virtues of the various Golf models. But sticking to the basic Golf, I'll just add a comment that applies to all three models (currently) sold in the US; the overall size and shape of the vehicle. Some find the Golf styling dated. I find it classic and remarkably versatile. As Alex notes, it's nearly a foot shorter than the Civic hatchback. Other rivals are closer to the Golf in size but only the Veloster at 166.9" in length and the KIA Soul (163") are shorter than the Golf (167.6"). That length is combined with an awesome amount of overall cargo space (53.7 cubic feet) that's over twice that offered by some rivals and rear seat headroom near the top of the category. And while it's definitely a personal and parochial advantage the Golf is one of the few vehicles that qualify for a significant discount on Washington State ferries with its sub-fourteen feet length. ;) The basic Golf is no longer the unique, standout vehicle in its class it once was. VW has found repeatedly that Americans prefer larger, cheaper vehicles and don't value the driving dynamics provided by a European sedan, particularly if it's not combined with straight line performance. With the introduction of the new generation Jetta and the GLI VW is even considering discontinuing the sale of the basic Golf in the US. (The GTI outsells the Golf two to one.) Were it not for the Golf's overall balance of driving dynamics and versatility I might look elsewhere in the category. But for a satisfying daily driver with the best bumper-to-bumper warranty in the industry, room for at least three adults and a big dog or a couple who doesn't want a crossover and still wants the versatility of one, and over 30 mpg's, it's an appealing choice.
    30
  61. So long story short. The SUV of the year is the vehicle that gives a big middle finger to the major priorities for an SUV. In other words, an SUV for those who hate SUV's. And the performance car of the year award goes to a vehicle that only the major beneficiaries of the Trump tax cut could afford. And one whose performance could only be experienced on a track. No criticism intended, gentlemen. It was a fun video and I'm sure that the folks at McLaren will be more inclined to let each of you take a test ride in their next model.
    28
  62. I'm disappointed that North America won't be seeing the i30N (aka super version of the Elantra Hatch) that's available elsewhere. As another poster noted, that car is the true GTI competitor. The Veloster is stylish; no doubt about that. And the third door makes it at least possible to take along more than one passenger (though it strikes me as more appropriate for the family dog.) But it simply is not the "do everything" vehicle that the GTI has always been. Not to mention that rear visibility is a nightmare. The Korean manufacturers are definitely on a roll but I think they've missed the mark (for North Americans) with the Veloster.
    28
  63. They're not "bland." They're classic and timeless.
    28
  64. One further bit of useless trivia. The K900 is known as the K9 in Korea. When it was introduced in English speaking markets KIA apparently decided to avoid jokes about the car being a dog.
    27
  65. A word about "blind spot monitoring." Kudos to Ford for including it in their standard suite of safety systems versus brands that make it an extra cost option or limit it to upper trim levels. I live in Washington state but drive fairly frequently in California. For those unfamiliar with the experience California allows "lane splitting" a practice in which motorcycles may legally "share" a lane with automobiles. (Though it's explicitly legal only in California, it's apparently tolerated in 13 other states.) The result is often an unwelcome surprise as a bike shoots past a car inches from the driver or passenger. (There are technically limits to the speed at which a motorcycle can move relative to other traffic but those limits are often ignored.)
    27
  66. "Ya don't need the RF," says the guy living in Southern California driving by palm trees. Unfortunately (or fortunately), many of us live in places with more than one season a year and if I have to have the top up six to nine months a year, I'd prefer it to be something other than a piece of canvas. And that's why RF's outsell the MX-5 roadster. Anyhow... I've loved Miatas for a quarter century. And I love the ND version most of all. Unfortunately, I have a wife, a teenage daughter, and a big dog. My car doesn't have to accommodate us all but I need a vehicle that lets me take more than one of them with me. And with a two car garage that means there's no room for a third vehicle. Sadly, that means the Miata won't work for me. Granted the BRZ/84's back seat is a torture chamber but the dog wouldn't care and the daughter (who'll soon be driving and would LOVE to share a sports car with her dad) is sufficiently flexible to be folded up in the back. Likewise the Mustang or Camaro. (Of course, I like to be able to see out of a car I'm driving so that axes the Camaro.) So it's no MX-5 for me. But kudos to Mazda for building it and sticking to the classic formula for a two seat British sports car.
    27
  67. Great review, Thomas! On this side of the Atlantic (US Washington state in my case) the Areton is tremendously underappreciated though not by me. Sadly, as is the case with almost all VWs we Americans don't have the options provided to Europeans. The basic Golf has been dropped in the US as a result of slow sales. Our Passat is larger, less expensive, and less well equipped than the European version. The US version of the Jetta is larger than its predecessor and not sold in Europe as far as I know. The same is true of our "midsize" VW SUVs, the Atlas and the Cross Sport. The Touareg disappeared when the Atlas was introduced. Our only Tiguan is what Europeans know as the "AllSpace" version. Even the fabulous EA888 2.0L engine lacks the dual injection found in Europe. Of all the vehicles VW offers in the US the GTI, the Golf R, and the Arteon are the closest to their European counterparts. As far as the Arteon is concerned, there are a few noteworthy differences. We have no "Shooting Brake" version available here. Like other automakers VW has given up trying to interest Americans in what we once called "station wagons." A few versions from European luxury brands survive but even those are difficult to find on dealer lots and their prices are firmly in the "luxury" category. Among mainstream brands only the Subaru Outback survives and Subaru goes to great lengths to disguise it by calling it an SUV. Other differences include the aforementioned lack of dual injection on the EA888 engine in the US Arteon. It's not a major issue (except as a weakness widely cited on the internet) and it's easily remedied with head cleaning mostly in high mileage engines. Still, it's an annoyance. In addition, the US version has a conventional 8 speed AT rather than the European 7 speed DCT. As a GTI owner I think that's a shame but VW has undoubtedly discovered that Americans are suspicious regarding the behavior of an automated manual transmission compared to a conventional automatic. Finally, the US won't be getting a full-on "R" version of the Arteon. Rather, we have the "R-Line" in the mid and top trims of the Arteon with HP and torque figures of 268/258 from the 2.0L petrol engine (our only choice). That, too, is a shame but companies including APR offer a Stage I ECU tune that adds significantly to the Arteon's (as well as other VW's) engine performance . And for those who fear risking the loss of VW's factory warranty APR offers a backup warranty that matches VW's version for less than $1000. The HP and torque improvements come close to the European "R's" specs but lacking a brake upgrade it doesn't quite match the factory European specs. Still, it's a time tested ECU upgrade that improves performance tremendously with no discernible loss in reliability and surprisingly little loss in fuel economy. (My last GTI had the APR Stage I tune for 40,000 miles without a single issue.) On the bright side for North American consumers, the price of an Arteon on this side of the Atlantic is tremendously appealing. The top two "R-Line" trims of the Arteon with AWD can be purchased for $40K to $43K here in the Seattle area. (Discounts of $6000 to $7000 from MSRP are common.) Even adding $1000 for a Stage I ECU tune and backup warranty puts the transaction price as low as $41,000 plus tax, title, and license (typically amounting to less than 10% of the purchase price.) Current conversion rates put $43,000 equivalent to less than 36,000 Euros. According to sources on the internet, the Arteon R has a starting MSRP of 63,000 Euros plus considerably higher charges for tax, title, and licensing. To be fair, however, Europeans pay in a number of ways including taxes to have excellent well maintained highways where the Arteon can be driven safely and legally at over 100 mph. Our crumbling infrastructure and speed limits allow for no such adventures. :) All in all, even with the cost cutting and restricted choices for the Arteon in America, it's a fantastic automobile (imo). For the price the most obvious rival is the KIA Stinger with KIA's new 2.5L turbo 4 cylinder engine that's found in at least 7 KIA, Hyundai, and Genesis vehicles. As the owner of both a VW and a KIA (Sorento) I'm torn as I consider giving my teenager unfettered access to my beloved GTI and I get a new daily driver. The KIA has an advantage in terms of its RWD architecture but with AWD in each, that advantage is mitigated. The Stinger has a superior infotainment and embedded navigation system but in terms of other features and interior quality, the Arteon has numerous advantages. All in all, each is an excellent example of a relatively affordable GT (Grand Touring) sedan in the European tradition with the Stinger leaning more to the sport sedan side and the Arteon projecting a near luxury ambiance. A difficult choice.
    27
  68. Sales of the Ascent have been disappointing for Subaru. When it was first introduced it was Subaru's hope to make a major splash in the midsize 3 row SUV market category. The only worry was that it would cannibalize sales of Subaru's best selling Outback. In fact that hasn't occurred. Sales of the Ascent have been mediocre and while Outback sales are down substantially in 2020 it still outsells the Ascent two to one. (62,305 vs 31,397 in the US.) There appear to be several reasons. First, of course, is the competition. Sales of the Palisade and Telluride since the start of 2019 have seriously impacted the Ascent (along with other rivals.) In the first half of 2020 the combined sales of the Palisade and the Telluride, essentially the same vehicle, are twice those of the Ascent (36,000 and 25,000 respectively) and each, especially the Telluride, have been limited by production shortages as a result of COVID-19, not by demand. Furthermore, the Ascent along with the Mazda CX-9 are currently the only midsize three row crossovers not to offer a standard or optional V6 engine. It's less an issue of performance, not a high priority among most consumers in this segment, than of long term durability in a vehicle that weighs over two and a half tons. Furthermore, the Ascent offers only a CVT transmission. Again, it's likely to be a deal breaker for only a minority of consumers but Subaru has recalled 77,000 2019 Ascents for a variety of transmission problems. It's one thing to have scattered, unconfirmed reports of reliability issues; it's quite another for an automaker to issue a significant recall based on issues in a major component. Finally, it's noteworthy that Subaru's own Outback XT offers the same turbo4 engine in a vehicle that weighs at least 666 lbs (!) less than the Ascent. What it comes down to is why would a Subaru fan choose an Ascent rather than an Outback XT that has better performance, a less stressed engine, and a price thousands of dollars less unless three row SUV is a very, very high priority. And why would consumers not already committed to owning a Subaru choose an Ascent rather than a competitor.
    26
  69. Love the Alltrack. Tried to convince my wife of its appeal last year when we were replacing an SUV. But since that car is her daily driver she got to choose a vehicle with a higher driver's position. (That choice among female drivers, by the way, largely explains the obsession with SUV's and the decline in both the wagon and family sedan segments.) I would have gone with the Alltrack but I have my GTI to salve my wounds.
    26
  70. Here in the Pacific Northwest the Soul must have the widest demographic appeal of any vehicle. Seattle hipsters, downsizing seniors, small families, car pool commuters, and the snail mail delivery person on my small island in the Puget Sound all drive and love 'em. And speaking of islands, at less than 14' in length the Soul earns a discount on the stiff fares aboard Washington State ferries. Few other vehicles qualify and none with the 66 cubic ft of overall cargo space. Makes those Costco runs a snap. One of the few downsides of the GTLine? The center exhaust makes fitting a trailer hitch difficult if not impossible. And that means bike(s) have to be carried inside or on the roof. All in all the Soul is a magnificent vehicle. Honda and Nissan must kick themselves for failing to hire rodents to sell the Element and the Cube.
    25
  71. In a time and place that definitely needs a laugh, Alex comes through in spades. :)
    25
  72. Excellent review as always. As a long time GTI owner if I were shopping for a compact sedan, it would be be difficult to top the appeal of the GLI. As implied in the video the GLI doesn't get the engine enhancements of the MK8 GTI, sticking with the MK7 version. But that's not a significant deficit. The EA888 engine is a marvel in terms of performance and versatility and the fact that it's the same engine as the GTI MK7.5 is a strong point. It's noteworthy that some buttons/dials are retained in the Jetta (including the GLI) and that should make the anti-haptic crowd happy. But as always there will be some features of any vehicle that prompt howls of protest from some. For me, there are two. The GLI, unlike the GTI has no rear seat HVAC vents. Given that my dog's second home is the backseat of my GTI, the fact that a breeze can't be directed from the back of the center console is a near deal breaker. Less critical but still annoying is the lack of a ratcheting lid for the center console. It's a wonderful convenience to be able to adjust the lid on my GTI (and on my recently acquired used CC) for my right elbow. I don't understand why more vehicles don't include it.
    25
  73. I subscribe and send a few bucks each month to this channel for several reasons. Alex' reviews are the most informative and most carefully nuanced to differentiate facts from his opinions I've found on the web. Videos like this are another reason. An entire video devoted to swapping out wheels and tires with all the process entails. Who does such a thing??? No one I know of. And who can make it a compelling enough presentation to hold my attention for twelve and a half minutes. Again, nobody. Thanks, Alex.
    25
  74. Back in the day I owned a 240Z and loved it dearly. I'm happy to see the simpler, more elegant design returning.
    25
  75. Another example of why I throw a few bucks each month to this channel and when I'm in the market for a vehicle this is the first (and last) place I go in my research. I'm not in the market for a minivan, nor for a pickup for that matter, but I never miss one of Alex' reviews. Others may be more amusing (though Alex gets an A for effort with his puns) but no one provides such a comprehensive and detailed perspective.
    24
  76. As Thomas says, "Attractive." "Solid." "Packed with features." "Elements of the Kia Stinger," Very refined." "Premium feel." "Fantastic infotainment." "(A CVT) You're not going to notice." Torsion beam suspension? "Completely acceptable." Upper trim levels? "A fairly luxurious car." Though he doesn't mention it, passenger room overall and in the back seat, which can be flattened, is excellent. Overall cargo capacity is among the best in class. All this in a car that sells for $25K or less (USD). Who's the market? Self-styled "enthusiasts?" Of course not. Purchasers of this car wouldn't know the difference between a CVT, especially a well disguised CVT, and a pineapple. And they don't care as long as they're not required to shift the transmission. Torsion bar suspension? Again, it doesn't matter to this market segment as long as their teeth don't rattle over potholes. Performance? It goes 0-60 under 9 seconds. That's quick for those who are likely to purchase this car. Potential Forte customers are downsizing seniors and, even more importantly, first time car buyers (and their parents.) These groups share some priorities. And it goes a long way to explaining the Forte (as well as the Soul's appeal to many of the same customers.) () Reliability. Check. As of 2018 Kia ranks third among all brands behind only Toyota and Lexus in reliability according to tens of thousands of owners who respond to Consumer Reports annual surveys. (Remember these are owners, not friends of friends or reviewers who drive a new car for a few days, at best.) And as a further reassurance Kia's (and cousin Hyundai's) warranties are among the best in the industry. () Fuel Efficiency and Price. Check. That Monroney sticker on the window of the Forte in the showroom reads 41 mpg highway! That figure jumps off the page and helps explain why there's a CVT and no turbo engine in this car. Moreover, for parents sending a kid to college (ouch) and recent graduates mired in student loans (double ouch) even a few hundred dollars difference in price can be important. For retirees coping with a stagnant (or shrinking) annual income, ditto. () Safety. Check. For $25K or less it has virtually every system available short of fully autonomous operation. The older you get the more risk averse you become. And for parents (like me) who are buying a first car for a kid it's a major priority. () Premium and accommodating interior. Check. Seniors can feel they're giving up very little when they downsize and young buyers can feel like it's worth more than they (or their parents) paid. Trips to and from college are easier when you can stuff a Forte full to the brim. In addition to all of those factors, the Forte plays another important role for KIA. Brand loyalty isn't what it used to be but manufacturers recognize the value of capturing a first time owner's purchase. If that experience is a good one the same buyer is more likely to consider the brand when they upgrade or when their needs change. In short KIA can afford to forego a significant portion of their profit on a Forte if the next purchase is an Optima or a Sportage and the purchase after that is a Sorento, a Cadenza, a Stinger or whatever else KIA comes up with by that time.
    24
  77. Toyota prioritizes reliability and durability above virtually everything else about their vehicles. Their reputation on those factors is all important in terms of sales. But it does come at a price in terms of innovative design and engineering. And while Toyota typically ranks above other brands in terms of those factors, the actual risk of problems among various brands is both far less than even a decade ago and among the most reliable brands close to equal for purchasers who keep a car for, say, seven years or so. If I were buying a compact pickup I expected to abuse and neglect, Toyota would be my first choice. What's good enough for ISIS terrorists is good enough for me. But in my case, I take good care of my vehicles and haven't experienced a single breakdown in any vehicle I've owned for the last 20 years.
    24
  78. Near the beginning of the video Alex noted my first thought about the MX-30. Its natural rival is the MINI E, the MINI hardtop with a 115 mile range. While other automakers are striving for far longer range and more scalding performance in their EV offerings, Mazda and MINI are unabashedly aiming for urban/suburban consumers with home charging stations and a mission to supplement rather than replace one or more other vehicles. With that in mind, Mazda's decision to limit initial distribution to California with its huge population of relatively affluent consumers and mostly mild climates is understandable. Will it be a strong seller? That's doubtful. As Alex notes, automotive purchases are often strongly influenced by a consumer's "worst use" case. Thus, consumers buy gigantic, gas guzzling pickups to tow a trailer to a campground once a year or for an occasional trip to Home Depot for that famous 4x8 sheet of plywood when they could rent a pickup at Home Depot for $20 for the same task. And while few families have more than a rare need to transport 7 or more passengers, massive 3 row SUVs continue to sell. Just in case. I suspect that Mazda sees the MX-30 simply as a placeholder in the marketplace. Designed to demonstrate their commitment to electrification while they complete development of a PHEV that (hopefully) comes along a year or two later. Pairing an electric motor with a rotary "helper" engine is an interesting choice. But having owned an RX-8 for five years, I'm not sure how "helpful" it will be. But its prime virtue is the small size of a rotary engine. It should fit easily in the space available in the MX-30.
    24
  79. "Down here you'll see the skid plate area as we call it. Not a real skid plate but the skid plate 'area.'" (0:35) That pretty much says all that needs to be said about the Santa Fe XRT. But that's OK. Walk around in Dallas, Houston, or Austin and you'll see folks wearing Stetsons, Tony Lama boots, and string ties. Don't be fooled. Those folks aren't real ranch hands. They're simply paying homage to a particular style. So if they're drugstore cowboys the XRT might be seen as a "Drugstore SUV." 😊
    23
  80. I've been surprised to see automakers take so long to (re)introduce AWD to their minivans. I owned a late 1980's Mazda MPV with AWD. It was a magnificent vehicle that arguably saved my and my wife's lives when it slipped off a snow covered isolated logging road in the Washington Cascades into a ditch in the middle of a snowstorm. We were miles and miles from civilization in early spring. Leaving the vehicle on foot was a very risky option. I doubt I could have extracted a two wheel drive vehicle from the ditch where it sat at a 45 degree angle. With some diligence and persistence the Mazda climbed out. When I car saves your life you retain fond memories for a very long time.
    23
  81. Recently purchased the 2018 SXL version, replacing a similarly loaded 2012 Sorento. Virtually every one of our (short list of) complaints we had about the 2012 model has been addressed in the 2018 model along with a raft of additional features, mainly in the driver assistance and safety categories. Our 2012 model had been trouble free over nearly 70,000 miles so we were inclined to believe the 2018 version would be reliable. The excellent KIA warranty only added to that confidence. We live in the Pacific Northwest where sloppy weather in the winter, especially for ski trips in mountains, makes AWD a near necessity. Our 2012 Sorento handled those duties very well. The same is true of our new Sorento. I seldom trade a vehicle for the same brand/model and we did seriously consider the Ford Edge Sport before our purchase. We very rarely need a 3rd row of seats so the 2.7L V6 in the Edge Sport was a tempting alternative, especially for me. Still, this is mainly my wife's car and she strongly preferred the KIA, mainly due to her familiarity with and affection for the Sorento and her dislike of the VERY long distance from the driver's position to the windshield in the Edge. (YMMV). And while the 3rd row of seats is seldom needed for our family of three plus a 60 lb dog, being a chauffeur for a gaggle of teenage girls is an occasional short trip duty. (Don't count on seating for 7 AND luggage, though. It's an either/or proposition.) All in all, I've been very impressed by KIA's commitment to incremental improvements in their vehicles even within model cycles. Minor and even fairly major complaints were addressed from one model year to the next. Suspension harshness in our 2012 model was addressed in 2013. And low ratings of the 2017 model headlights were rectified in 2018, for example. If a compact CUV is a bit on the small size and other midsize alternatives feel like buses, the Sorento is an ideal alternative. And if spending near $40K (or more) for a KIA seems crazy, you simply haven't driven their vehicles in recent years.
    23
  82. Honda builds a number of good vehicles and very few truly bad ones. But their wheelhouse going back many years to the original Civic is small, affordable, economical, flexible, and reliable vehicles with more than a few innovative features. If you don't have the time and energy to undertake exhausting research on every subcompact SUV you could do lot worse than just grabbing the HRV.
    23
  83. Like it a lot. A weight savings of over 300 lbs compared to the GT it's like asking that NFL lineman to get out of the car.
    23
  84. Wow! Such an abundance of testosterone poisoning in the comments.
    23
  85. Took a serious look at the CX-9 along with several competitors earlier this year. Ultimately, we chose the Kia Sorento SX-L rather than the top trim (Signature) of the CX-9. Each is a good vehicle. At the top trim levels they're comparable in terms of fit, finish, and gadgetry. And some of the minor differences between the two in 2018 have been eliminated in the 2019 versions. A panoramic moon roof and a better infotainment system are the remaining Sorento advantages. Slightly better handling remains a Mazda trademark but considering the mission of these vehicles that handling advantage, to the extent it exists, is minimal. You're not going to be carving canyon roads in one of these crossovers. Let's be honest, vehicles like this are meant for several primary purposes; most importantly hauling people and cargo around in the suburban jungle and long slogs on the freeway for trips with five or fewer passengers. (Though each has a nominal 7 person capacity, neither can accommodate 7 people plus luggage. That's minivan or large SUV territory.) And for us, at least, the Sorento was a clearly superior choice. Most important was efficient use of space. The CX-9 is nearly a FOOT longer than the Sorento. It's nearly the size of the (relatively) gigantic VW Atlas. That's a real disadvantage in traffic and parking lots that good handling doesn't make up for. What does that extra length provide? The space behind the third row is slightly larger (14 cuft vs 11 cuft.) But passenger room in the third row of the CX-9 is actually smaller than the Sorento (and lacks the third row climate controls that the Sorento provides.) Likewise there's less head and legroom in the second row. And amazingly, the cargo capacity behind the first row is actually less than that of the Sorento. (73 cuft vs 71 cuft). I was honestly puzzled by the comparative specs. I finally came to the conclusion that the extra length of the CX-9 came mainly from its longer hood. That contributes to its attractive exterior looks but it does nothing for the vehicles utility. For trips we found the KIA also outpointed the Mazda. The turbo 4 banger of the CX-9 is impressive. But the V6 in the Sorento has more HP with regular fuel than the CX-9 with premium. The gap is even greater using regular fuel in the Mazda. The Mazda's torque is very impressive but the Sorento's tow rating (where torque is important) is 5000 lbs versus the CX-9's 3500 lbs. Even more important for freeway slogs, the Sorento's V6 is quieter, smoother, and arguably more durable. And while the Mazda's fuel efficiency rating is slightly better, it's a very small difference. Add to all of this the much, much better bumper-to-bumper and drivetrain warranties the KIA provides and it was no contest for my family. I really wanted to like the CX-9; I've owned four Mazda vehicles over the years so I didn't have a bias against the brand. But on a point by point basis the Kia was just a better choice.
    22
  86. Each is a very good car. But considering that for the price of the Audi one can purchase a Golf R AND a mid-trim GTI, on the smiles per mile meter, the VW is a clear winner.
    22
  87. I think Alex is correct that the Seltos and the Mazda CX-30 are the two most appealing subcompact crossovers available, at least to me. The two are essentially equal in terms of power specs if one compares the 1.6L turbo in the Seltos to the 2.5L NA engine in the CX-30. The CX-30 offers a very slight advantage in terms of HP (186 vs 175) while the Seltos has a similarly slight advantage in terms of peak torque (195 vs 186). But the torque curve in the Seltos is much broader and reaches its peak at 1500 RPM while the CX-30 doesn't reach its peak torque until 4000 RPM. That's a significant plus for the KIA in terms of performance. Furthermore, there's one crucial difference that Alex doesn't mention and it gives the Seltos a significant advantage (imo). The Seltos and CX-30 are essentially the same size in terms of length. In fact the Seltos is about an inch shorter than the CX-30 But the CX-30, like other Mazda CUV's sacrifices interior room, especially cargo space for what Alex calls its "pretty" looks that stems in part from its long hood/short body. The Seltos has 26.6 cubic ft of cargo space behind the second row compared to the 20.2 cf in the CX-30. But the huge difference is in total cargo space behind the first row, 62.8 cf in the Seltos vs 45.2 in the Mazda. In fact, the Seltos has more total cargo space than the larger compact Mazda CX-5 (59.6 cf). And the difference in capacity is the equivalent of a typical trunk in a midsize sedan. For a subcompact UTILITY vehicle, such generous cargo space is a MAJOR advantage. I agree with Alex that the CX-30 is "pretty." But for an SUV I prefer versatility over looks.
    21
  88.  Armando Sturzenegger  West Point, Georgia USA
    21
  89. Nolan, excellent review. Or at least it matches my own evaluation of the Mazda6. Several months ago I looked seriously at several midsize sedans, all with top level trims: the Accord 2.0L Turbo Touring, the Camry v6 XSE, the Mazda6 Signature, and the Ford Fusion 2.7L V6 Turbo with AWD. For me, as for you, the Honda came out in first place with the Mazda6 slightly behind, the Camry in third place and the Fusion trailing the field. In terms of exterior styling the Mazda6 was, imo, the best. The Accord and especially the Camry seemed to take their design inspiration from a 1930's Flash Gordon spaceship. I could get used to the Accord but the Camry was (again imo) simply awful. The Ford, unfortunately, looked somewhat tired, no doubt because it is. On the interior it was a "pick 'em" between the Mazda and the Accord. Each had its strengths. The Mazda is clearly designed to look and feel near-luxury. The Mazda scored in terms of materials (though I had some doubts about their durability) while the Accord has better interior space. The "6" has standard rear seat usb ports (a big deal with the teenager in the family) that are extra cost options on the Accord. On the other hand, the Accord has a significantly superior infotainment system including cameras, screen, and navigation. The Camry's panoramic sunroof didn't make up for the fact that it carried the "Flash Gordon" design scheme to the interior and compared to the Ford and Mazda was simply cheap looking and feeling in the back seat. The Ford's interior was functional but the 50 shades of gray theme was just too boring. As far as handling and driveability the Mazda continues to shine. But both the Accord and the Camry have seriously upped the ante in the new models. Even if the Mazda was the best, it was by a very small margin. The Fusion, despite AWD, couldn't mask its weight. It was easily the quickest in a straight line but relatively ponderous when the road turned curvy. It was in the engine/drivetrain department where the Honda was the clear winner for me. I had high hopes for the 2.5L Turbo in the Mazda but I was surprised to find it felt more like the naturally aspirated V6 Camry than the turbo 4 in the Honda. Anyone expecting that 300+ ft lbs of torque to yield the "kick" of a turbo is going to be disappointed. Power is more than adequate but while the Honda approaches the feel of a sport sedan, the "6" seems to be tuned to deliver smooth rather than exciting performance. It's not necessarily a bad choice considering the market Mazda hopes to capture but it fades compared to the marvelous Honda engine. Likewise, the six speed automatic in the Mazda is a step behind Honda's ten speed AT. On the other hand, those who prefer to drive in a manual mode may find the Mazda more convenient than trying to manage 10 separate gear ratios, themselves. The Camry's eight speed AT splits the difference. With the larger V6 and eight speeds it's as quick as the Honda (and perhaps more durable in the long run) but it's just not as much fun. As for the Fusion, if you're looking for a hot rod masquerading as a family sedan, it comes the closest but I found the 2.7L V6 twin scroll turbo better suited to the Ford Edge Sport than to the Fusion. Finally, it's worth mentioning that a sleeper in this category worth considering is the VW Passat GT. It wasn't available when I was in the market but at a real world price of $25K-$27K, with a 290HP V6, class leading interior room, classic styling, and handling that more closely approximates a European GT than any of the options mentioned here, it's worth a look.
    21
  90.  @nickr3441  Look, asshole. You know nothing about me, my wife, or my daughter. On the other hand, if your comments are any indication of your attitude, I can only hope no child is ever subjected to putting up with you as a parent.
    21
  91. Lots of folks. The Explorer will remain the biggest selling midsize SUV due in large part to Ford's fleet sales. But that doesn't make it a smart choice.
    20
  92. Very nice car. Unfortunately in most areas of the US consumers don't yet have the opportunity to test drive, much less purchase, a G70 as a result of Hyundai's incredible mishandling of opening Genesis dealerships coupled with the decision to cease making the brand available from existing Hyundai dealerships. In fact, as of today (1/9/2019) according to CarGurus, there are a total of 13 3.3L G70's available in the entire US. Hopefully that will change in 2019 but it's a black mark that will take some time to correct.
    20
  93. Looked seriously at the Accord 2.0L turbo (Touring), the Mazda6 2.5L turbo (Signature) and the Camry V6 (XSE) last year. For me it was a close contest but the Accord outpointed the Mazda6 overall followed by the Camry. The Mazda was top in exterior style but the Honda had many other advantages, the most important of which was the excellent 2.0L turbo. Anyone who mourns the demise of the V6 Accord should give the turbo4 a closer look. It's simply an awesome engine/drive train combination.
    20
  94. Mzn T: What a crock! Mr. Biermann's knowledge and experience don't belong to Germany; they belong to Mr. Biermann. There was a time when the official ideology of Germany was that all Germans, wherever they lived "belonged" to the German nation. Fortunately, that point of view was destroyed in 1945.
    20
  95. As a GTI owner, if I were looking for a compact sedan the GLI would be at or near the top of my list. It's not nearly as versatile as the GTI but no sedan is. Unfortunately, at least for me, the most serious omission in the GLI compared to the the GTI is the absence of rear seat HVAC vents. My large dog's second home is the back seat of my GTI and though he wouldn't complain, I wouldn't deny him a gentle breeze of cool air when we return from a romp in the woods or on the beach.
    20
  96. Obviously Hyundai is going for a "near luxury" vibe with the Palisade while Kia is aiming for an "adventure" vibe with the Telluride. The Hyundai/KIA conglomerate is doing an extraordinary job of designing vehicles that share major (and often minor) components while appealing to somewhat different market sub-segments. (Consider the Kia Stinger vs Genesis G70 and the Kia Sorento vs Hyundai Santa Fe.) Personally, I've always found Hyundai's exterior designs to be kinda "fussy." (Not as true for the Genesis brand.) So I'm drawn more to Kia's simpler and (imo) more elegant designs. And that carries over (for me) to the interiors of the Telluride and Palisade. And despite the undeniable appeal of each vehicle, I'm more drawn to the "tweener" size of the KIA Sorento. But each of these models will appeal to those looking at larger crossovers. Ford looks to have done a credible job with the new generation of the Explorer so I expect these three to be strong contenders in the "larger midsize" category. (I'm not sure how many slices of the midsize category there can be but there appears to be more and more every year.)
    20
  97. Minis are great fun, closer to a jet powered skateboard than just about any other vehicle. Just about any version is a hoot to drive. In addition one buys into a cult-like ownership experience in which Mini drivers still wave to one another on the highway and drive long distances for annual events. The Mini offers far more configuration options than any vehicle in its class with literally thousands of variations possible in each version. But that configurability comes at a significant cost. It's possible to layer on options that take the MSRP to well over $50,000 for a loaded JCW Countryman. The $40K MSRP of the model Joe is driving suggests Mini is hoping models with a limited number of popular options will improve sales. And his ad for the local Florida dealer suggesting a $4000 discount from that price illustrates just how dismal the sales figures are for Minis in 2019. In the first four months of 2018 Mini reported sales of all their models to be 14,264. A terrible number that reflects the lowest total yearly sales in 10 years! And 2019 is even worse. This year first 4 month sales are down to 11,532, a 19% drop compared to 2018. (http://carsalesbase.com/us-car-sales-data/mini/) At $36K, or so the Countryman is not a bad deal versus comparable rivals like the Golf R, the Civic Type R, and what's likely to be the real world price of the Veloster N. That assumes, however, that it's not a loss leader price designed to draw customers into a showroom where they find that the last $36K model was "sold yesterday" but some other more expensive models are still available. I think MINIs are great cars. But unless the sales declines are reversed I suspect BMW may decide that tradition, funky design, and distinctiveness aren't worth the effort.
    20
  98.  @Taylor-cx7cp  If you can afford the price premium, I think the EX is a significantly better value.
    20
  99. KIA is unlikely to sell many K900's in the US but that's not the point. It's a very popular alternative to German luxury brands in Asia. For example, the Korean version of the K900 cut the sales of upper level models of Mercedes and BMW in the Korean home market by about a third last year. In the US the K900 is a halo model designed to draw customers to KIA showrooms where it can be admired by customers who purchase less expensive KIA models. They'll sell a few to luxury buyers who care more about value than prestige but the more important mission is to further bury KIA's earlier reputation as a "cheap" brand and to add to the image of models like the Stinger and the forthcoming Telluride.
    19
  100. "...The Mach-E "has this angry handlebar mustache going on..." Now I have to clean the coffee I spit up all over my screen! As usual, a tremendously informative review. I have to say if I were seriously in the market I'd have to pull out a spreadsheet and go slowly through the video to construct a point-by-point checklist to make a decision. As a GTI owner living in Washington State I tend to prioritize handling over straight line acceleration so my ultimate preference might go to the ID.4. But I'm very impressed by the job Ford has done in the initial incarnation of the Mach-E. Frankly, I didn't think they had it in 'em. Of course the elephant in the room is Tesla. And I have tremendous respect for Musk & Co's efforts to design and build not only several compelling automobiles but the even more challenging job of successfully building an automotive manufacturer from scratch. No one else has managed to do that in America since well before WWII. (e.g. noble failures like Kaiser and Tucker.) But while pioneers are deservedly lauded they're frequently long term failures. (e.g. Nikola Tesla.) The jury's still out on Tesla's challenges in terms of fit/finish and building a service and repair network to match mainstream manufacturers like Ford and VW. I wish Tesla the best of luck but many consumers are likely to opt for more familiar nameplates. And ultimately the future of EVs is in the hands of those automakers.
    19
  101. Interesting comparison, folks. As the owner of a KIA ( 2018 Sorento) and a VW (2018 GTI) I really don't have a dog in this fight. At least as far as the brands are concerned. In any event, if the sort of off-roading represented by the Washington Overland Trail was a major priority neither of the vehicles would be my choice. And if forced to undertake the mission I'd certainly replace the All Season tires with more appropriate rubber on either one. So let's be frank. The Sorento and the Cross Sport are each 21st century versions of family station wagons for Americans who have abandoned both wagons and minivans. Serious off-roading is the mission of few midsize SUVs. It's certainly fair to test the Sorento and Cross Sport marketing-base off-road pretensions but for the vast majority of customers neither will be subjected to challenges more severe than inclement weather on paved roads and occasional forays on well traveled dirt or gravel. Want to be totally confident in traversing the Overland Trail? Get a trail-rated Wrangler, a Bronco, or a Defender. That's not to say, of course, that your review was inappropriate. But as my Daddy used to say, "When you see dogs dancing you don't ask how well they do it. It's amazing that they do it at all."
    19
  102. There's no question that the Mazda3 is the "sportier" contender here. And if that's a consumer's single greatest priority the Mazda is a clear choice. But Toyota knows its market and that's why it's the largest independent manufacturer on the planet and Mazda is the smallest. A difference between 30 and 34 mpgs may not be significant for some but saving $200 or more per year has an impact on many people's budgets. The relatively cramped back seat of the Mazda3 may be irrelevant to those who never use it but to those who regularly transport 3 or 4 passengers that's important, too. The Mazda3 is a fine automobile and of the two it's certainly the one I'd choose if I were in the market. But those who hope for a return to "zoom zoom" design are almost certain to be disappointed. Mazda is firmly committed to a strategy that emphasizes affordable near luxury vehicles and they're unlikely to confuse that message. As for Toyota, they avoid selling ANY vehicle that doesn't turn a profit on its own. So the largely cosmetic "sportiness" or the Corolla XSE is all they're likely to offer.
    19
  103. This is Alex' second review of the CX-9 in which he has raised the question of why the CX-9 sells so poorly. I'm not sure why he's puzzled. The CX-9 is among the largest three row midsize SUVs. At 199.4" long only the Dodge Durango (200.1") and Chevy Traverse (204.3") are larger. The Highlander (194.9") is five inches less and even the Telluride (196.9") is over two inches less in length. But in terms of overall cargo space, the CX-9 provides less than a Honda CR-V (71.2 cubic ft vs 75.8 cubic ft) and barely more than a RAV4 (69.7 cf). The Telluride counters with 87 cubic ft and even the Highlander provides 84.3 cubic ft. Passenger room is no better. Car and Driver puts the overall passenger volume of the CX-9 at 135.8 cf. That's a bit less than the smaller Highlander (139.1 cf) but it's far less than the (also smaller) Telluride's 157.1 cubic ft. It's even tiny compared to the KIA Sorento (154.2 cf) that's almost a foot less in length than the CX-9. The same story plays out in terms of legroom. In the third row the CX-9 provides 29.7". At least that's more than the Highlander's absurdly cramped Highlander (27.7") but virtually every other 3 row midsize SUV has over 31" of legroom in the third row. When total legroom in all three rows is considered, the CX-9's deficit is even greater. The Mazda provides 110.1" in all three rows. The slightly shorter Telluride offers 117.9" that can be allocated as needed among the three rows. Alex seems to imply that most consumers cross shopping 3 row SUVs will find the interior space of the CX-9 to be adequate. But what he ignores, I think, is the extremely inefficient packaging of interior space in the CX-9 when the vehicle's overall size is taken into account. A cross shopping customer who looks at the length of the CX-9 is likely to expect more than the smallest interior in the entire market segment. Then there's the engine/transmission offering of the CX-9. It's true, as Alex notes, that automakers are moving to smaller displacement 4 cylinder turbo engines even in their midsize SUVs. He cites the example of the Ford Explorer and he might have mentioned that the 2021 KIA Sorento is replacing its aging V6 with the same 2.5L turbo as the base engine in the Genesis GV80. But while the CX-9's drive train is adequate, consumers might well be aware that the same aging engine/transmission is offered in the CX-5, the Mazda6, and soon in the CX-30 and the Mazda3. As Alex notes, the CX-9 has demonstrated relatively strong reliability over the last three years but consumers may well be skeptical about the combination's durability over the long haul in such a large vehicle. And for those who don't prioritize interior space and 3 rows of seats in an SUV the CX-5 offers that same drivetrain in a much lighter and less expensive CX-5, a vehicle that outsells the CX-9 by over five to one in 2020.
    19
  104. Excellent video, guys. I would quarrel with a couple of points, however. You didn't award points to either vehicle in terms of cargo space behind the third row. I'd argue that the 21 cubic feet of the Telluride compared to the 18 cubic feet of Palisade deserved a half point advantage on your rating scale. It's not a huge difference, of course, but the Telluride's space is exceeded only by the humungous Chevy Traverse (23 cf) while the Palisade's space is essentially equal to the Subaru Ascent and Ford Explorer and barely more than several other rivals. The difference can mean a lot when a three row SUV is packed with passengers and gear. More important, though, is the 2 points you awarded the Palisade for its alleged price advantage. There are many different ways to compare MSRP's of two vehicles. I find the most useful comparisons result from the top trim, fully loaded versions of each vehicle. That approach reduces or eliminates the impact of features available/not available at various other trim/option levels and take into account the entire set of features each vehicle has to offer. Using the "build and price" tools for each vehicle in their respective AWD, top trim, fully optioned versions, the Telluride (SX) has an MSRP of $47,330 vs the Palisades (Limited) at $47,445, negligible difference of $115 in favor of the KIA. Had the 2 points given to the Hyundai not been included, the KIA would have "won" the overall comparison on your rating scale by a significant margin. Of course, the entire video is an entertaining and detailed perspective about two very impressive vehicles rather than a than a definitive comparison. MSRP comparisons don't take into account "real world" prices that result from serious negotiations with a dealer. The huge demand for the Telluride may mean its availability is more restricted than the Palisade. And had the Palisade's Limited trim been compared to the Telluride's SX trim, the appeal of the Hyundai's interior might have been greater. All in all, either vehicle is a very strong contender in the midsize three row mainstream crossover market.
    19
  105. Great review, folks. I think self-styled automotive "enthusiasts," including myself, often underestimate the challenges of designing a vehicle like the Civic. A car that can be driven for five years or more without looking and feeling out-of-date. An economical vehicle that serves the missions of a daily driver and a long distance "tripper" equally well for a single driver, a couple, or a small family. Compared to such competing demands designing a vehicle aimed at a single mission is far less challenging. The design of the new Elantra is undeniably arresting but its over-styled creases and bulges (a common feature of Hyundai's design language) suggest it's a descendant of a spaceship in a 1930's Flash Gordon movie serial. I couldn't agree more that the new Civic's design will age far better. All in all, I think Honda has a winner in the new generation.
    19
  106. Good and fair review, Ryan. The Telluride is impressive in many ways. Ignoring the marketing hype about its suitability for rock climbing, river fording, and such, it's a very strong contender in its class. And it's clear that both KIA and Hyundai needed vehicles to compete in the larger midsize crossover market segment. The Sorento and the Santa Fe, each about 189 inches in length, are in the "tweener" class with vehicles like the Honda Passport among others and where all but the Sorento offer only two row seating. I have to object, however, to your characterization of the third row of Sorento as being "too small for anything other than the tiniest of children." (0:30-0:35). The Sorento's third row is definitely an "occasional use" feature. In our family, it's stowed about 90% of the time. But when we need it, it easily accommodates a couple of teenagers or average size adults on a local trip. In fact, it does a better job of that than several of its larger competitors. Consider the third row headroom and legroom of the Sorento vs several rivals. KIA Sorento: 36.3" HR; 31.7" LR; 189" Length Mazda CX-9: 35.4" HR; 29.7" LR; 199" Length Honda Pilot: 38.9" HR; 31.9" LR; 196.5" Length Toyota Highlander (2020 w/o sunroof): 35.9" HR; 27.7" LR; 192.5" Length Subaru Ascent: 36.3" HR; 31.7" LR; 196.8" Length Ford Explorer (2020): 38.9" HR; 32.2" LR; 199" Length KIA Telluride: 38.1" HR; 31.4" LR; 196.9" Length. As the actual specs indicate, the Sorento offers a surprisingly accommodating third row. More than the CX-9 that's 10" longer, more than the Highlander, and virtually identical to the Subaru Ascent that is nearly 8" greater in overall length. Most surprisingly, it has a tiny bit more legroom in the third row than the Telluride! If the Sorento's third row is suitable only for "the tiniest of children," what does that say about practically every other three row midsize crossover? I wouldn't claim the Sorento is an ideal vehicle for six or more passengers on a trip with luggage/gear. (That's a minivan's mission statement.) Given its smaller size than other "midsize" SUV's, it sacrifices cargo space behind the third row (11 cubic feet) to accommodate third row passengers. And the fact that access to the third row is available only from the passenger side is a weakness justified by KIA as a "safety feature." But for chauffeuring a gaggle of teenagers around town or transportation to an event for 6 or 7 average size teens or adults when a second vehicle would otherwise be required, it's more than adequate.
    19
  107. Sorry, Sarah. Mazda is unlikely to put a manual transmission in the upper level trims with the turbo4 just to see them sit un-purchased and eventually heavily discounted in dealer lots.
    19
  108. Whenever I watch/read a pickup review I feel like a visitor from outer space struggling to understand the culture of another planet. And the most bizarre pickups are the "full size" behemoths with prices that easily exceed $60K. Of course, I understand that some folks truly need a pickup on a frequent basis for one reason or another and those whose occupations make a pickup a daily necessity. But those folks can't possibly explain the fact that the F150 has been the best selling vehicle in America for decades. Not even when fleet sales make up a significant portion of sales. And when I see pristine examples of mega-pickups prowling the streets of my suburb and taking up a couple of parking spaces at the mall I suspect that testosterone issues may be a contributing factor. In other words I suppose I'm in the demographic Ford hopes to interest in the Maverick. Rather than rent a pickup for a day or two when I need one Ford hopes I'll join the truck crowd with a more affordable "compact" truck that drives like a unibody vehicle. But the measuring stick for pickups is unique. The Maverick is the size of a Ford Explorer, not a Ford Escape. At 200" long, it won't fit in a "compact" parking space (though many drivers will do so anyway.) And yes, the Maverick hybrid claims impressive fuel economy. But that's a model coupled with FWD and a CVT, neither of which appeals to me. If one is willing to give up the fuel economy of the hybrid you can get an Ecoboost 2.0L engine, AWD, and a conventional automatic transmission. But that pushes the price into Ford Ranger territory. I don't tow anything more challenging than a wheeled trash can up and down my long, long driveway every week but if I did, I"d grant that the 4000 lb tow rating of the Maverick Ecoboost model might be appealing. Then there's the bed of the Maverick. As a "compact" pickup lots of room back there isn't expected but despite a number of clever features it's still small, especially considering that the Maverick isn't that short. Other than the advantage of transporting a dead deer home from hunting in the separate bed I don't see much advantage over the cargo capacity of a large midsize SUV the length of the Maverick. So that's me. I wouldn't presume to know better than Ford how to design trucks that appeal to the masses. But the Maverick doesn't offer enough to tempt me, a confirmed non-truck owner, to consider one. Others, no doubt, will disagree.
    19
  109. Good point. Fortunately oil can be used as a fuel straight out of the ground and requires no extensive refining or transporting to filling stations. If that weren't the case, no one would drive ICE vehicles. :)
    19
  110. Does it come in yellow for those who've always wanted to drive a school bus?
    19
  111. Karza: Considering that surveys consistently show that around 90% of drivers believe they are "better than average," (a statistical impossibility) I'm not inclined to trust the judgment of consumers regarding whether they can "control a high horsepower car." Your point might have some validity in countries with stiff requirements for driver licensing (e.g. Germany) but in the US where my 20 year old moron neighbor can gain access to a 400 HP Mustang, I'd rather that he not end up in my living room because he doesn't know how to control his car.
    19
  112. Khargan: Since you would "never own a vehicle with a start/stop system" I suspect you've never even driven one. I have. Several, in fact, including the two I own. Besides, the notion that less than a half second hesitation in your car's movement would avoid or even mitigate the impact of a vehicle bearing down on you at speed is ridiculous, especially since you would not be able to judge whether the vehicle was approaching too quickly until it was nearly on you. Furthermore, even if you make such a judgement accurately, you're probably better off bracing for a rear end collision than plowing into a vehicle in front of you or running a red light where cross traffic could well result in a far worse collision. Finally, do you really think a manufacturer would install a dangerously sluggish start/stop system in a vehicle sold to the public? If you can document any such system, feel free to cite it. I thought not. Rear end collisions are, indeed, a problem. But they nearly always result from vehicles following too closely, a situation that has nothing to do with a start/stop system. And thankfully, such collisions have been reduced significantly since vehicles were required to add a third high mounted brake light.
    19
  113. Kudos for reviewing the GT-Line Stinger. At an MSRP of slightly over $40K with AWD, upgraded HK sound with 15 speakers, and a sunroof, it's a screaming bargain. That's especially the case with the addition of the 2.L turbo that replaces the previous 2.0L engine. (That 2.0L version, by the way, is inexplicably retained in the base Genesis G70 model, at least for the present.) With the new engine and AWD 0-60 mph in ideal conditions is 5.1 seconds. That's about 1.5 seconds quicker than the model with the previous engine and only about 0.5 seconds slower than the comparable GT1 and GT2 V6 twin turbo models. Willing to sacrifice half a second in 0-60 time for a savings of up to $14,000? I would. Furthermore, the GT-Line comes with the same engine as the KIA K5 GT and Sonata N-Line. But each is available only in FWD that without any form of LSD makes putting the full power to the road very difficult. The Stinger's available AWD largely solves that problem. With a significantly more upscale interior and amenities that include greater passenger and cargo space than the K5 or Sonata the MSRP difference of around $4000 for the Stinger seems well worth it. And compared to a top trim Touring model Accord or an XSE Camry V6 with MSRPs around $38K and no AWD, the Stinger is even more appealing. Finally, it's worth understanding just what kind of vehicle the Stinger is. Unlike its G70 cousin, the Stinger isn't a "sports sedan" in the BMW 3 series mold. Rather, it is a true "GT" (Grand Touring) vehicle designed to transport four or five passengers and their gear at high speeds (100 mph+) over meticulously maintained European highways and over winding backroads many of which were originally laid down by the Romans. Comparable GT vehicles are the far more expensive Audi A7 Sportback and the VW Arteon. The VW is comparably priced to the GT-Line Stinger with slightly less power. That deficit, however, can be eliminated with a relatively inexpensive ECU tune in about half an hour. And for 2022, the US will be getting the Eurospec Version of the Arteon with power and performance comparable to the GT-Line Stinger. I've driven both the current GT-Line Stinger and the R-Line Arteon. For me, the VW wins but only by a nose. Despite earlier reports that KIA would drop the Stinger after mid-2022, KIA now says that the Stinger will continue at least until the 2023 model. Whether there will be a new generation Stinger, however, is questionable. KIA is putting their performance eggs in the fully electric basket with the EV6, a vehicle with considerably better straight line performance in its top trim than the V6 Stinger. Some speculate that if the Stinger survives it will be an EV, not an ICE vehicle. Time will tell. What is certain, however, that anyone tempted to purchase a top trim Accord or Camry or the KIA K5 GT or Hyundai Sonata N-Line would be well advised to take a close look at the GT-Line Stinger.
    18
  114. I was interested in your take on the Highlander since it was one of the vehicles we considered when we replaced our 2012 Kia Sorento a few months ago. The Toyota did have a few advantages over the 2018 Sorento we eventually purchased. The most notable were the eight speed transmission versus the six speed unit in the KIA (now replaced with an eight speed for 2019), lane keeping assist (again, now standard on the KIA for 2019), and the trick rear window opening in the Highlander. On the whole, however, the KIA offered much more at considerably less money ($8,000 off MSRP in our case) than the comparable top trim of the non-hybrid V6/AWD Highlander. A longer warranty (bumper to bumper and drivetrain). Apple Carplay and Android Auto. A much, much better infotainment system including real-time traffic navigation (included with a five year subscription). More upscale interior including Nappa leather seating, etc. The Sorento is slightly smaller on the outside than the Highlander, as you noted. Frankly, though, that was an advantage as far as we were concerned. Marginally easier to maneuver and park in the city. And on the interior the Sorento had more room, especially leg room in the third row, than the Highlander. Neither vehicle, of course, is adequate for seven or eight passengers for more than short trips. But of the two, the KIA is more accommodating. Our 14 y/o daughter and her girlfriends find it preferable to the second row presumably to get as far away as possible from her parents. We found the Highlander a good choice. Just not as good as the SX-L Sorento. And for thousands of dollars less in real world pricing, there was no contest.
    18
  115. As a long standing Honda fan, I've been disappointed over the last few years to see them become rather complacent and lose their design and engineering mojo. Happily, they have really turned that around. The Civic Type R, new Honda Accord, new Acura RDX, and now the Insight all appear to be at least extra base hits, even home runs. The story of how that happened would be interesting.
    18
  116. C'mon, guys. You've been driving too many off-road vehicles in the sort of challenging environments encountered by less than 1% of drivers on even a rare occasion. The Seltos isn't in that category and KIA doesn't claim it to be. I haven't driven the Seltos but I own KIA Sorento with the same 50/50 center locking of the Seltos and theTelluride (and the Palisade.) We don't typically have challenging winter driving conditions in the Puget Sound area but last year we got over a foot of snow over a couple of days on my island in the Sound. We live at the top of a hill with an quarter mile steep driveway and while my neighbors with their AWD crossovers parked on the street at the bottom of the hill and left them there, my Sorento dutifully trudged up and down the foot of snow on my driveway throughout the week with nary a hiccup. All on its standard all-season tires. Bottom line? AWD (and the various forms and features of 4WD) isn't useful just for climbing over boulders in Colorado. It may well not be essential compared to FWD and good winter tires in many situations, the AWD system in KIA's coupled with the ability to split power equally between the front and rear wheels has major benefits in getting out of messy winter conditions.
    18
  117.  @bextar6365  Riiight..And so different from reviewers who plead for Patreon support or hawk unrelated products on an ongoing basis to support their channels. In Voelk's case he opened a "GoFundMe" site to help pay for the professional video tools he uses and closed it as soon as the target was met. YouTube reviewers don't support themselves with the revenue they derive; it's an expensive hobby. If there's a "mooch" involved here, it's viewers who expect to get information and entertainment for free and complain when they're asked to support it. Look in a mirror.
    18
  118. Joe, I agree with your dislike of the front row armrests on the Pilot and Passport, reminding me of sitting in coach on an airliner. But I think you've ignored the rationale for the design. In most vehicles the front seat armrests double as the lid of a vehicle's center console. That means the console storage can be accessed by the front seat passenger only by disturbing/distracting the driver if the driver's elbow is resting on the armrest. Some vehicles employ a split opening on the console allowing the passenger to open one side but that's a compromise, at best. The Honda design enables a front seat passenger to open the console completely without affecting the driver. Personally, I'd prefer the armrests to be a bit wider but the design itself is reasonable and would avoid my wife repeatedly saying, "Honey, please move your arm so I can open the lid."
    18
  119. Excellent review, Ryan. And kudos for at least giving the old college try in the back seat. I know it's cramped. But having owned a Mazda RX-8, it's not much worse. (Though the Mazda provided hidden rear doors that improved access.) And for me the BRZ (and GR 86) offers a huge advantage over a Miata and other sports cars with room for only two passengers. Specifically, the back seat provides a spot for my large dog. That means I can share drives with my wife (or daughter) and "Fido." He's very appreciative of that. (Yeah, I know that few consumers consider the accommodations for a 4 footed passenger but at least from their commercials it appears that Subaru understands my family's eccentric ways.) As for the obvious question about of the GR 86 vs the BRZ, I'd give a slight edge to the Subaru. In terms of styling, the BRZ's rear end is less busy and (to my eye) more attractive. And since I put many more miles on mountain roads around Mt. Rainier than on a track (where I prefer 2 wheels to 4), the advantage you cite in terms of stable handling trumps the "toss-ability" of the Toyota. When each vehicle manages to find their way to the PNW, I'll be looking seriously.
    18
  120. And at other points, as well.
    18
  121. 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.
    18
  122. A truly EXCELLENT review. I realized how much you know about VW's when you mentioned that the DSG can handle the additional power of chip "tuning" that can overwhelm the durability of a manual clutch. That's a rare insight by a reviewer. Some thoughts... () DSG vs MT. I've been driving since 1965 when dinosaurs roamed the highways. First a 1954 Kaiser followed a year later with a Beetle. Over those many years I always had at least one MT in my garage until 2013 when I purchased a new GTI (the last model built in Germany) with a DSG. That was a concession to my wife who sometimes used the car for commuting in Seattle and begged me to get an automatic transmission. Actually, as I discovered, the DSG isn't an "automatic" transmission. It's an "automated manual" transmission that can be driven in either automatic or manual modes. When I purchased a new GTI in 2018 I didn't hesitate to choose a DSG despite the fact that my wife no longer needed to drive the GTI. A couple of reasons. First and foremost I typically drive my GTI in manual mode and the DSG, controllable either with the stalk on the central console or the paddle shifters, gives me every bit as much control and "engagement" as a manual transmission. The only "engagement" the DSG lacks is downshifting to first gear when I come to a stop; the DSG does that automatically even when I have the transmission in manual mode. It's a level of "engagement" I don't miss at all. Furthermore, when I'm creeping along at 2-25 mph in Seattle traffic, putting the DSG in auto mode is a huge benefit. I find no enjoyment in repeatedly shifting between first and second gear as I creep along in stop 'n go traffic. Second, I added an APR Stage I tune to my 2013 GTI after the first 40K miles. When I did the tuning shop manager asked if I had a DSG or manual transmission. When I said it was a DSG he said, "Good. We won't have to have 'the talk' about upgrading and periodically replacing your clutch." He was right. I put another 40K miles on my GTI without a single issue. And I should add that if you've never driven a VW with a tuned E888 engine, you have no idea the performance potential of that engine. (Furthermore, contrary to claims to the contrary, electronic tuning does NOT invalidate a manufacturer warranty.) I bear no disrespect for anyone who chooses a manual transmission in these vehicles. But anyone who has never driven the VW's DSG may not understand that it is not a typical slushbox torque converter transmission. The only "engagement" one loses with a DSG is exercise for one's left foot. () GTI vs GLI. As a GTI owner I was surprised and gratified to see that VW didn't neuter the engine/drive train compared to the GTI in the GLI. The GLI is (imo) a great vehicle and provides features that many consumers prefer at a very attractive price. My choice, though, is the GTI. Several reasons. First, the GTI's versatility in terms of cargo capacity. The 53.4 cubic feet of overall cargo space and rectangular design of that space gives the GTI more cargo space than virtually any "sub-compact" SUV and more than some compact SUV's. Furthermore, one of my frequent passengers is a big dog who loves the unobstructed space he has in the back with the rear seats folded. I'm happy to give up a bit of rear seat legroom for those benefits but I can understand that others might differ. Second, I'm addicted to the overall size of the GTI. At 168" in length it's 17 inches shorter than the GLI. And while I grant that the negative impact on the ride, especially on log freeway slogs, the GTI more than makes it up for me in terms of maneuverability in parking and crowded traffic. And though it's a very personal issue, I get a discount on Washington State ferries because my GTI is (barely) short of 14' in length. I appreciate that every time I ride a ferry. (If you've never been to Seattle and the San Juan islands accessible by ferry, you're missing a great experience.) Finally, I currently own a 2018 Autobahn GTI. I recognize VW's objective of constraining the cost of the GLI even with the eye candy of the digital cockpit in the GLI that's still missing in the GTI. But I would miss the adaptive cruise control in my GTI and the built-in nav system, neither of which is available on any trim in the US spec GLI. It's true that the MSRP's of the top trim GLI and GTI are significantly different. But I purchased my 2018 Autobahn/DSG last summer for more than $6000 under MSRP, making it about $2K more than the MSRP of the GLI. I don't know how much, if any, discount is available for the GLI, but the extra bucks I paid for the GTI was worth it to me. (YMMV) () VW's crazy trim level games. Anyone familiar with VW pricing understands that US spec versions of their vehicles often have far fewer features and options than the same vehicles in Europe. What isn't as often understood is that a top trim Autobahn in the US is almost $20,000 less than a comparable model in Germany! Americans simply will not pay what Europeans are willing to shell out for a vehicle with a VW badge. More puzzling is the fact the US and Canadian spec GTI's and GLI's also differ in significant ways. I've thought for some time that someone in VW Canada has embarrassing photos of VW executives, enabling them to extract concessions from VW that US spec vehicles don't get. In the particular case of the GLI the limited edition 35th Anniversary GLI is a separate trim level in the US while in Canada it's simply an option package that can be added to any trim. This means that the most important feature of "35" model, adaptive dampers, can be added to any GLI in Canada while in the US they're not available on either the base S or the Autobahn trims. That, I think, is nuts. My guess is that VW's supply of suspension components required for adaptive dampers is in short supply. Sufficient for the smaller Canadian market but only sufficient to supply the limited edition "35th Anniversary" trim in the US. I suspect that once the "limited edition" of the "35" is exhausted and a larger supply of VW's adaptive dampers is available, they'll be found at least on the US spec Autobahn trim, just as they are on the GTI. () Bottom Line. I'm delighted to see the new GLI receiving such positive reviews. At a top trim $30K ceiling it's a bargain. Obviously, I'll stick with my beloved GTI and probably hold onto it even when the MK8 appears in the US in 2020 or 2021. But for those who have different priorities I'll be happy to see more GLI's on the streets. (And for the few readers who make it this far in this long, long post, I hope you found something worthwhile.)
    18
  123. Here in the Pacific Northwest the Soul is everywhere and the demographic appeal is amazing. Everyone from 20 something hipsters in Seattle to senior citizens around the Puget Sound tool around in them. It's no wonder that KIA has expanded the trim range in the new generation. There will be the predictable complaints about the lack of AWD but KIA found in their research that gas mileage was a much higher priority among owners and potential buyers than AWD. In fact KIA says about a quarter of current Soul owners believed their Souls already had AWD! And given that KIA/Hyudai vehicles have historically faced challenges in fuel efficiency adding the weight equivalent to an NFL cornerback to the rear of a FWD biased AWD system is no way to improve mileage or handling. AWD is a trendy feature but in a small light vehicle like the Soul putting the engine weight over the drive wheels and adding a good set of winter tires will accomplish about 95% of the mission of AWD in challenging driving conditions. And in climates where snow is seldom if ever encountered, AWD is simply a waste.
    18
  124. Took a serious look at the Mazda6 (Signature) along with its major competition (most critically, the Honda Accord 2.0L Touring and Toyota Camry V6 XSE) several months ago. I'm a Mazda fan, having owned an AWD minivan, a 626 Turbo, and most recently a much loved (but significantly flawed) RX8. In general I was impressed by the Mazda6. Beautiful exterior styling that will stand up over the years (imo). Likewise, a very, very nice and functional interior. Have to say, though, that it fell just short of the Accord in terms of performance, fuel efficiency, and features. Most disappointing to me was that the tuning of the engine didn't seem to take advantage of the turbo, at least compared to the Honda. Add to that the inferior infotainment system, smaller back seat and cargo capacity and the still missing (though promised) support for Apple CarPlay/Android Auto and the Mazda6 came out a close but clear second. The Mazda6 is a good, even an excellent, family sedan. Had the turbo option been available a couple of years ago, it would have been the best of breed at the time. Now, though, it hasn't quite caught up.
    17
  125. The Ecoboost Mustang deserves far more respect than it gets. For those who live in flyover country and other places where the roads are flat, straight and all that matters is 0-60 and quarter mile times, the GT is, of course, a better choice. But I live in the Pacific Northwest and among my favorite drives is a 50 mile loop around Mt Rainier and other runs in the Cascades in Washington, Oregon, and British Columbia. Pitting the Ecoboost Mustang against the GT and I'd bet the farm that the Ecoboost driver would be having a second cup of coffee by the time a GT driver completes that loop. With a weight advantage of nearly 200 lbs and a weight distribution much closer to 50/50, the Ecoboost Mustang isn't just a performance coupe, it comes closer to a true European sports car. If I were in the market I'd opt for a number of options that raises the MSRP to slightly over $40K but even with the vehicle loaded with those options, the MSRP would be about $8000 less than the GT with fewer options.
    17
  126. Recently purchased a 2018 Sorento SX-L based on several factors. We had a 2012 Sorento that had given us great service for 80K miles. No problems, at all. Got a very good price on the new Sorento (about 8K under msrp). And got a good trade-in price for the 2012 vehicle, about 20% over blue book. Not much buyer's remorse for not waiting for the 2019 model. The eight speed transmission would probably give us a couple of additional mpg's, a bit of a weak spot for the V6. On the other hand, the six speed in our car is excellent and the 5,000 lb towing capacity has to be paid for in mpg's somehow. The LED headlights in the 2019 model would be nice but the lights in the 2018 were an improvement over the previous year and met the IIHS standards to give the Sorento a "Top Safety Pick +" rating. So no complaints there. Frankly I'm a little disappointed that the 2019 model is a tiny bit longer than the 2018. One of the strong points for us was the fact that the Sorento is such an ideal size and though the lengthening is minor, we rejected some competitors because they were simply too damn big with no apparent functional advantage. (See the otherwise excellent Mazda CX-9 and the VW Atlas.) We did look at alternatives. We don't need a dedicated off-road vehicle, but living in the Pacific NW near the mountains messy weather and winter skiing make AWD a highly prized feature. The closest competitor for us was the Ford Edge Sport. I loved the 2.7 L V6 Turbo but my wife is the main driver of the SUV and she was less impressed. And though we don't often need the third row of seats, that trumped the Ford for her. I couldn't convince her that automated parking in the Ford balanced the scale. I've seldom stuck with a brand, much less a specific model, when I purchase a new car. The exceptions were a couple of Mazdas and Saab 96's back in the stone age. But I have to say that deciding to stick with a Kia Sorento was an easy decision; it's a very, very well designed and built vehicle.
    17
  127. Who parks their car in a spot where someone else can back into it? Everyone. The point is not who happens to be at fault in a minor fender bender. It's the nightmare of trying to get it repaired.
    17
  128. Some years back I watched in dismay as GM destroyed my favorite auto manufacturer, Saab. Ford hadn't managed to do the same with Volvo at that point but when they sold the automobile division to a Chinese firm I figured the same fate awaited it. Was I wrong! Geely has done a magnificent job in not only saving a great marque but in infusing the brand with style and technology that Volvo never had in the past. Kudos!
    17
  129. 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.
    17
  130. Shopped for a midsize 3 row crossover earlier this year. I've owned four Mazdas over the years so I was disposed to like the CX-9. Among its pluses were the exterior looks, the Signature trim interior, and the CX-9 driving dynamics, especially on secondary roads. Unfortunately, for my family the negatives were significant. Despite the upscale interior of the Signature trim, the inferior infotainment center and the lack of a panoramic sunroof were negatives, as noted in the review. But those were minor issues for us. The turbo 4 cylinder engine in the CX-9 is impressive for what it is. (Though I think it's better suited to the implementation in the Mazda6.) But rivals from Honda, Toyota, VW and Kia all offer V6 engines in equivalent upper trims and don't require premium fuel to provide HP. And if towing is a priority, the 3500 maximum in the CX-9 is outclassed by the 5000 lb rating of several rivals. I'm a fan of turbo 4's, having owned several, but it's clear that in this class of vehicle a V6 is smoother, more reliable, and more durable. Mazda has done a good job with its relatively large 4 banger but a V6 provides at equivalent or better power with less overall stress. More importantly, the CX-9 is huge. In fact, except for the GM twins (Traverse and Enclave) it is the longest midsize crossover in the marketplace. It's even longer than the humungous VW Atlas. It's a full 10" longer than the Kia Sorento! Considering that a primary mission of a vehicle like this is driving in suburban traffic and maneuvering in parking lots, its size had better be balanced with interior room and utility. In this case it isn't. The CX-9 has less passenger room in each of the first, second, and even the third row and less overall cargo capacity than the Sorento! It even has less cargo space behind the first row than a Honda CRV or a Toyota RAV4. So what accounts for such an inefficient allocation of interior space combined with the large overall size? The answer is the extremely long hood and protruding grill on the CX-9. It contributes to the overall looks of the vehicle but also, as my wife complained, makes it difficult to locate the corners of the car are from the driver's seat. And it does nothing for the functionality and utility of the vehicle. Automotive designers have known for nearly a century that a long hood and short rear deck holds strong appeal for drivers who feel the need to reflect their "manhood" in the shape of their vehicle. The CX-9 is a prime example of the design approach and a major reason that (almost exclusively male) journalists have such glowing comments about the looks of the vehicle. All in all, as much as I respect the Mazda brand and as attractive as the interior of the CX-9's Signature trim is, we found that the KIA Sorento offered an equivalent upscale interior in the SX-L trim along with a naturally aspirated V6, a higher tow rating, a much superior warranty, and a size that makes driving and parking in the city/suburban environment much more convenient. If I had been looking to carve canyons in a three row crossover, the CX-9 might have been more appealing. But I have a GTI for that.
    17
  131. If I were forced to choose between the two I'd take the CX-5. Same engine and drive train as the CX-9. But the curb weight of the CX-5 is almost 600 lbs less than the CX-9. That's the equivalent of hauling around a couple of NFL linemen in the CX-9. Add fuel, maximum passenger capacity, and luggage/gear and the difference is more like 800 lbs. There's a reason that EVERY other 3 row midsize SUV except the Subaru Ascent offers a standard or optional V6. Physics is physics and almost every other manufacturer recognizes that a small displacement turbo moving a loaded vehicle edging toward 5000 lbs when fully loaded is inherently less durable than a larger displacement naturally aspirated V6. (To be fair, the 2020 Explorer only offers a NA V6 in their hybrid and that vehicle or the turbo V6's in the ST and Platinum trims have MSRP's in the mid-$50K range or more.) Performance when new isn't the issue. Turbo 4's can be tuned and geared to match the performance of V6's. The issue is long term durability in a large, heavy vehicle. Joe says the CX-9 is "obviously a little bit larger" than the CX-5. What an understatement! It's 20" longer. In fact, the only larger midsize SUV's are the Dodge Durango and the Chevy Traverse. What does that size buy you? The least overall cargo capacity and passenger space in the entire three row midsize category. At 71 cubic ft of cargo space, the CX-9 has less than a Honda CR-V or a Subaru Forester. It has less than a KIA Sorento, a 3 row SUV that's 10 inches less in length. At 134 cubic feet of space the CX-9 offers the least combined passenger room in the entire category. The smaller Sorento offers 19 cubic feet more. Cargo space behind the third row is 14 cubic ft, three more than the Sorento but less than every other midsize crossover. Third row legroom is 29.7". Two inches less than the Sorento and even less than the back seat of a Mustang! Ever tried to sit in a Mustang's back seat? Almost every other three row SUV has more room in the third row. (Only the Highlander has less. At least Mazda doesn't put three seat belts in the third row as Toyota does...a cruel joke to be sure.) How about the CX-5? The turbo 4 in the Mazda is better suited to the smaller, lighter vehicle. And it stands up better vs its rivals in terms of packaging efficiency, but not much. With 59.6 cubic ft of overall cargo space, it's at the bottom of the compact crossover category. The CR-V and Forester are more than 25% larger in a vehicle only an inch and a half longer! Likewise the RAV4 has 10 more cubic ft of cargo space. In fact, the CX-5 has only about six cubic feet more overall cargo space than a VW Golf. All in all, the CX-5 is a great SUV choice for those who don't need the utility of a sport UTILITY vehicle. The Signature trim of the CX-5 is obviously superior to the Touring trim of the CX-9. Of course, one can get the Signature trim in the CX-9, as well and it comes with standard AWD. But that puts the MSRP at $46,000 plus. And it means cross shopping with vehicles like the Telluride and Palisade comes into play. And as attractive as the Signature trim in each model is, there remain some deficiencies. The infotainment system of each is seriously dated. Neither offers the updated infotainment system of the Mazda3. The small sunroof in each model doesn't compare to the panoramic versions in most rivals. And that's only the beginning when the Signature trim of the CX-9 is compared to the top trims several rivals, especially those from Hyundai and KIA. The Mazdas' trump card is handling. And it's true that each model handles well compared to their rivals, especially on secondary highways and back roads. But few shoppers place canyon carving as a high priority in their choice of an SUV. The intended mission for the overwhelming majority is negotiating suburban traffic and long slogs on freeways where Mazda's signature handling advantage is only marginally better or non-existent and the humungous size of the CX-9 is a handicap in traffic and parking. Want an excellent handling Mazda with the turbo4 engine? Get a Mazda6 and enjoy its superior styling as well. Willing to give up some performance for even better handling? Get a Mazda3. Want even better handling than any Mazda in a vehicle almost a foot shorter than a CX-5 with nearly the same cargo space? Get a GTI.
    17
  132. No real advantage over the turbo 4 banger in terms of performance but a significant penalty in terms of weight and balance.
    16
  133. Good review as usual, SG. I'm surprised, though, that you (and other reviewers) don't mention that the Santa Fe is in effect a two row, 4 cylinder version of the Kia Sorento. Same platform. Same suspension. Same transmission. Same weight. The Santa Fe is about an inch shorter in overall length with virtually identical passenger room and cargo capacity. The interiors are almost identical as well, with the exception of the Kia's integrated infotainment screen on the center stack rather than the on-dash tablet of the Santa Fe. Same controls in the same highly functional and intuitive placement. Identical second row seating and features. All in all, the amenities and interior of the two vehicles are almost identical, item for item. For anyone who lives in a climate with messy winters the Hyundai/Kia AWD system is a big plus. Personally, I prefer the smoothness and linear performance of the Kia's V6 but the Santa Fe counters with somewhat better fuel efficiency from the turbo 4. In addition, the Santa Fe offers a couple of innovations that the Sorento lacks. The interior motion sensor alerts an owner when a pet or a child has been left in the car. Not an insignificant feature. And the blind spot monitor in the Santa Fe prevents the rear passenger from opening the door when another vehicle is approaching. Another useful safety feature. The under-floor rear cargo tray of the Santa Fe is identical to that offered in the Sorento prior to 2018 when KIA dropped the two row seat option. Eliminating the space required to store the third row of seats provides a useful spot for seldom used items but its functionality is somewhat compromised by the fact that the cargo floor above has to be empty to access it. As for the third row of the Sorento, like most of the smaller three row CUV's, its benefits are limited to chauffeuring a gaggle of kids or when accommodations for seven on a short local trip means using only one vehicle rather than two. But in those cases it's very convenient. And it's worth noting that the Sorento's third row offers more room than several larger midsize crossovers (e.g. Mazda CX-9, Toyota Highlander.) All in all, both the Santa Fe and the Sorento are well designed "Goldilocks" sized SUV's, larger than rivals in the "compact" category but smaller than the some of the massive vehicles in the three row midsize segment. Hyundai has done an excellent job with the Santa Fe. But I think it's a stretch to imply they started with a blank sheet of paper in designing it. They took the existing Kia Sorento, deleted the third row of seats, and inserted the optional four cylinder turbo engine that Kia dropped from the Sorento. Makes for an excellent choice for a lot of folks.
    16
  134. Agree completely. For those of us whose conception of "performance" means more than going from 0 to 60 mph in a straight line while making as much noise as possible and don't have to bolster their gender identity with a vehicle, a properly configured Ecoboost Mustang is a credible alternative to a European sports car at a significant savings. I"m lucky enough to live in the Pacific Northwest where roads frequently curve and mountains exist. No doubt a Mustang GT will outperform an Ecoboost version in a quarter mile drag race. But take each on a 50 mile mountain loop and the driver in the Ecoboost Mustang will be on a second cup of coffee when the GT (with the equivalent of an NFL lineman sitting in the passenger seat) arrives.
    16
  135. Very, very good review, folks. Kudos for recognizing that the Taos is effectively the North American replacement for the standard Golf and the Sportwagen, each of which has been withdrawn from the marketplace in the US and Canada. Your recognition of the fact is rare in the reviews of the Taos and is explains a lot about the Taos. Likewise, your recognition that VW has learned that North American consumers like their VWs to be among the largest vehicles (especially SUVs) in each market category. The Taos has the most overall cargo space in the subcompact class. The Tiguan is the largest in the compact category and the Atlas (and Atlas Crosssport) enjoy the same distinction in the midsize two and three row SUV category. As far as the Taos is concerned, its 65.9 cubic ft of overall cargo space is nearly as much as the RAV4 and significantly more than the Mazda CX-5, each of which is in the larger "compact" SUV class. Furthermore, Andrea's comments about the "peppy" 1.5L turbo engine in the Taos (a very slight displacement increase in the previous 1.4L engine in the Golf) are not surprising. VW is famous (infamous?) for understating the power of their smaller 4 cylinder turbo engines, likely due to an effort to qualify for lower insurance rates in some European markets. The GTI, for example, is well known for the practice. Before assuming that the Taos is "underpowered," consumers should experience an extended test drive in the vehicle. Among the Taos competitors the CrossTrek and Jeep Compass are, imo, very different vehicles with more off-road chops but less engaging on-road manners. The Taos' most obvious rival is the KIA Seltos. And as an owner of both a VW (GTI) and a KIA (Sorento) I find both appealing. The Seltos has the typical KIA advantage of offering more bells and whistles for the same (or slightly less) money. The Taos, on the other hand, enjoys the advantages of a European driving feel that the Seltos lacks. If I were shopping in the category, I'd opt for the Taos. Others, of course, will differ. Each is solid entry in the compact SUV category and offer many of the benefits of a larger compact SUV in a smaller overall, easier to manage package.
    16
  136. 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.
    16
  137. Not happenin'. In the first place it would undermine Mazda's strategy of offering upscale models. In addition, though internet fan boys loudly proclaim their fondness for Mazdaspeed vehicles, actual sales don't support them.
    16
  138. I suspect that those who reject the Arteon because it has a four cylinder turbo engine haven't driven and lived with VW's version of that engine. Not only does it perform superbly in its stock form, it's easily tunable. Obviously, I haven't had an opportunity to drive the Arteon but having driven the CC and the Passat with earlier incarnations of the engine and the Golf R with a slightly more powerful version of the Arteon engine I'd have no worries that VW has provided a great engine for the Arteon. On the other hand, I'm slightly disappointed that VW has elected to substitute a tiptronic automatic for their DSG (at least in Canada and probably, I'm guessing in the US). Having owned a couple of VW's DSG vehicles, it's a favorite of mine. Minor issue, though, since the functionality of the tiptronic (if not the architecture) provides much the same manual control option. As far as competition is concerned, the Kia Stinger is obvious. But despite the similarities, I think the two vehicles appeal to somewhat different demographics. Just guessing, but I suspect the modal Stinger buyer is a mid-30 y/o male (or an older male who would like to be 35 again.) The Arteon, I think, will appeal to a slightly older buyer and to a larger proportion of women buyers than the Stinger. Comparing configurations and (estimated US) price, the Stinger has a much wider range. The base Stinger with the 2.0 turbo will be significantly less expensive with either real wheel or all wheel drive. But move up to various GT trims with the twin turbo V6 and I'm suspecting that MSRP will be nearly as much if not more than the Arteon, especially for the GT2. Both vehicles fit broadly into the Grand Touring category. The 2.0 turbo Stinger is certainly an adequate performer but I suspect the Arteon will be somewhat better, at least as a long distance cruiser. The RWD option of the Stinger (at least in the US) is an advantage (in price) but both vehicles offer AWD. I own both a Kia (Sorento) and a VW (GTI) so my brand loyalty is split but I suspect that the overall material quality of the Arteon will be maybe half a step better than the Stinger. For me, it would be a difficult choice, but I think I'd go with the Arteon. If the Genesis G70 were in the mix, though, I might go with that over either.
    16
  139. The Hyundai/Kia conglomerate has done a remarkable job of offering vehicles that share components while appealing to slightly different market segments. The new Hyundai Santa Fe is essentially a two row, turbo4 version of the V6, three row KIA Sorento. Each is compelling option in the "Goldilocks" tweener size SUV category, one on the high end of the compact segment and the other on the low end of the midsize category respectively. The Genesis G70 and Kia Stinger tap both the sports sedan and true GT market segments with vehicles that are closely related under the skin. And the Hyundai Palisade and the KIA Telluride are smack dab in the thick of what Americans call the "midsize" SUV category with the Palisade projecting a near luxury vibe and the Telluride going for a more "adventurous" feel. One advantage of being late to the party is that you get to see what everyone else is wearing. The Subaru Ascent and VW Atlas enjoyed that benefit in 2018. The Palisade and KIA have the same advantage in the current marketplace. The choice of the 3.8L V6 running the Atkinson cycle in each vehicle is noteworthy. Internet fanboys who want 400HP in every vehicle from a Mazda Miata and up will be disappointed. But Hyundai and KIA recognize that smooth, linear, and quiet power delivery is what counts in this category. Those priorities imply a naturally aspirated V6. Furthermore, one of the challenges of Hyundai and KIA vehicles has been fuel efficiency and relatively weak low end torque in their 3.3L NA V6. Running the Atkinson cycle and adding half a liter to the displacement of the V6 address each of those weaknesses. Why not turbocharge the 3.3L V6? That's reserved as an option for the Genesis G70, the Stinger, and the forthcoming true luxury Genesis SUV. It's important for the first two but I suspect the take rate for the Genesis SUV will be relatively low. Of the competitors in terms of sales expect the Palisade and the Telluride to take a bite out of premium and some luxury SUV's. The most compelling alternative in the mainstream segment is likely to be the sixth generation Explorer. Its RWD platform will appeal to some, especially those who want to tow. (The 5000 lb tow rating of the Telluride is no greater than that of the Sorento. On the other hand, the 5600 lb tow rating of the Explorer is nowhere near that of the Dodge Durango.) Ford is offering a range of engine choices that include some true hot rods. But that platform also limits interior space, just as it does in the Durango. And if the past is a guide, Ford doesn't exactly set the world on fire with its interior designs and materials. A new generation Highlander is coming but Toyota will probably continue to rely on its reputation for reliability rather than introduce significant innovation. Time will tell. As far as pricing is concerned I'm guessing the Telluride's MSRP will start in the high $40K neighborhood and top out in the low $60K territory. But MSRP's for Kia's is truly a "suggested" price. I purchased a top trim 2018 Sorento last year with an MSRP sticker of $48K for $40K. In the especially competitive midsize SUV category, I'd expect similar discounts to be available for serious shoppers. Time will tell about that as well. EDIT (3/29/19): Well, I was obviously wrong about the price of the Telluride. KIA is extremely aggressive in the MSRP for the vehicle, topping out about where the SX-L Sorento does. But I was also wrong about discounts for the Telluride. It appears that dealers are slapping "market adjustment" stickers on top trim Tellurides that increase the asking price to the mid-$50K neighborhood. Discounts will come in time but it may be quite a while until supply comes close to matching demand.
    16
  140. It goes largely without saying that the Palisade and Telluride have raised the bar in the larger midsize crossover category. Unless one has a priority not shared by most consumers such as outstanding substantial towing (Durango), outstanding fuel economy (Highlander Hybrid), scalding performance (Explorer ST), ease of managing multiple child seats (Atlas), canyon carving in a 16.5' long crossover (CX-9), or simply brand loyalty, it's difficult to justify an alternative. And for each of those alternatives a consumer will pay more (sometimes MUCH more) to realize them. As far as the Palisade versus the Telluride is concerned, there are few differences. Alex mentioned one key difference; the Palisade is built in Korea while the Telluride is built in West Point, Georgia. What he didn't mention was that the two vehicles are aimed at different national markets and compete with different rivals in those markets. The Telluride is aimed squarely at the mainstream 3 row crossover market in North America. It's not even sold in Korea or most other Asian and European markets. It has a "rugged" vibe that is so appealing to American consumers. The Palisade, on the other hand, is designed to compete with large luxury crossovers outside North America such as MB, Audi, BMW, and Volvo. In those markets what Americans call large "mainstream" three row vehicles are rare or non-existent. Thus, the Palisade emits a budget "luxury" vibe that's especially appealing to the growing middle class consumers in Asia, especially in the 800 lb gorilla market in China. (The Palisade is not yet for sale in China but Hyundai clearly wants to break into that market.) Personally, I prefer the somewhat simpler and less complicated looks of the Telluride. Hyundai's design language in most of their vehicles strikes me as somewhat "overstyled" with a few too many creases and bulges. Hyundai seems to think that quilted interior materials suggests "luxury" but it reminds me of my grandmother's sofa from 50 years ago. Obviously, others will differ. Beyond that, there are a couple of differences that would make a difference for me. The Palisade's headlights are located just above the lower edge of fascia. In the Telluride they're placed in a more conventional spot near the top of the fenders. Here in the Pacific NW we suffer from rocks and gravel coming down when the mountains in the Spring thaw. Headlights placed just above the bumper are far more vulnerable to those annoying little missiles thrown from vehicles ahead. It's bad enough to replace a windshield every year or two; headlights sitting 18" or so above the road are even worse. Secondly, one difference between the two vehicles is the Palisade's motorized third row seat backs that can be raised or lowered with a button. Frankly, it's so slow it makes watching paint dry seem like an active sport. And since I don't have arms like a T-Rex I find the much simpler push/pull action of the straps in the Telluride a superior solution. Further, the motorized system in the Hyundai results in the loss of about 3 cubic ft of cargo space behind the third row. The Telluride's 21 cf ranks near the top of the category; the Palisade's 18" cf is only a bit over average.
    16
  141. For those looking for a RWD or RWD-biased AWD crossover the Durango is worth serious consideration. And compared to the 2020 Explorer it's a huge bargain. The GT version Joe tests in this video is significantly under-optioned compared to what is available in the GT trim level. But even with a significant set of options, the GT is less expensive than an Explorer and comes with a higher tow rating and a V6 engine.
    16
  142. The rationale for the Venza? It's pretty simple. By 2020 every mainstream automaker other than Toyota and Mazda offered two midsize crossovers in the US -- one a smaller vehicle about 188" to 193" in length and a larger vehicle between 195" and 204" long. With the exception of KIA Sorento (with a standard 3rd row) every vehicle in the smaller midsize group was a two row CUV and every offering in the larger group was a three row vehicle. Toyota had only the 4Runner that even remotely filled the hole in its lineup. And as a body-on-frame SUV it had a very different mission than the crossovers other automakers offered. To fill the hole in their lineup they could have followed Honda's and VW's example (the Passport and the Cross Sport) i.e. chop a few inches off the rear end of their larger three row vehicle and offer a two row version of a Highlander. Or they could have designed a two row midsize CUV from scratch built on a different platform than their three row midsize vehicle. No one doubts that Toyota builds good vehicles. But if they do anything better than offering good, reliable automobiles it's making highly profitable vehicles. A two row version of the Highlander would involve new a new design and potentially risk cannibalizing sales of their larger three row CUV. Furthermore, as Honda and VW found, two row versions of their larger CUVs were nearly as expensive to build as their 3 row siblings. What to do? Here's an idea. Look around among Toyota's stable of existing two row CUVs sold internationally and rebadge it for the US. Aha! The Toyota Harrier was a perfect candidate. Call it a Venza and Voila! An inexpensive way to fill the hole in the CUV lineup. Furthermore, sales of hybrid RAV4s and Highlanders were already very strong. Why not make AWD and a hybrid drivetrain standard on the Venza. Production complexity and costs could be further constrained. Problem solved with a low risk of impacting the profitability of the RAV4, the Highlander and the Venza. A perfect solution from Toyota's perspective. Of course, the Venza's cargo capacity is less than the RAV4. But looks like a larger vehicle. And it's hardly suitable for any environment other than an occasional unpaved road. But for seriously adventurous consumers Toyota is happy to point them toward the 4Runner, still a strong seller despite its age and due for a new generation in 2022 or 2023. For the "jungle" of suburban driving the Venza is more than adequate.
    16
  143. Nissan salesperson to potential customer..."Hey, take a look at the new Altima. It has a new, powerful four cylinder turbo that will take you from 0 to 60 in about six seconds. Pretty impressive, eh. Quite competitive with the Accord 2.0L turbo and the Camry V6. And that's not all. Other than the Subaru Legacy our new Altima is the only midsize mainstream sedan with AWD! Like that, too, eh? Uh...I should mention you can't have both in the same car. Could I interest you in purchasing two?" And then there's the CVT. I get it. If you're going to buy a Nissan you're going to get a CVT. But it has eight (!) "simulated" gears and paddle shifters. HUGE paddle shifters! But why not a dozen "simulated" gears? How about two dozen? Bottom line is that "simulated" gears on a CVT, even with gigantic paddle shifters only adds insult to injury. If you're going to stick with a CVT, own it!
    15
  144. Good review as usual, gentlemen. I have only one complaint. That's the selection of the 3.5 twin turbo version of the GV70 rather than the base 2.5L four cylinder turbo engine for the review. I realize that the vehicles made available by automakers for review are often limited to top trims and the most powerful engines. And even if other choices are available to review there's an advantage in terms of the number of views by internet fan boys (the overwhelming majority of whom can't afford to purchase vehicles like the GV70) but the 2.5L engine that Hyundai, KIA, and Genesis are deploying in (at my last count) at least 9 separate vehicles is by all accounts an excellent powerplant and worth attention considering that a well equipped version has an MSRP including destination charges of about $50,000 compared to almost $59,000 for a comparable V6 version. If the base 2.5L engine were clearly an inferior powerplant that few consumers would want, it might be a different story. But judging by performance of 2.5L engine in the KIA Stinger GT-Line compared to the 3.3L V6 in the GT versions, the base engine in the GT-Line comes very close to the more expensive trims and the weight savings, especially over the front wheels, suggests it might even be superior in terms of handling. It would be interesting to see whether the same is true in the GV70. I realize that the same 4 banger in the K5 GT and Sonata N-Line introduces significant handling problems as a result to the absence of AWD (or even an LSD) in those vehicles but the GV70's AWD should, I assume, eliminate those issues. All in all, it's obvious that Genesis is presenting a "value" argument compared to its luxury rivals from Europe and Japan. It would be interesting to know whether V6 version of the GV70 is worth $9000 or more than a comparably equipped base engine version and just what a consumer is getting for those extra dollars.
    15
  145. abghere: Blame the weight of the Santa Fe. The AWD turbo4 is actually slightly heavier than its corporate cousin, the Kia Sorento 3 row crossover. And it's about 700 lbs (!) heavier than a Honda CRV AWD. That's like hauling around a couple of NFL linemen in the back seat. Edit: The comment above about the Santa Fe being heavier than the Sorento and 700 lbs heavier than a CRV is incorrect. It was based on a google search for the Santa Fe's weight. The result of that search placed the weight at over 4300 lbs. A more thorough search indicates the actual weight is between 4100 and 4200 lbs. That is still very heavy compared to a CRV, for example, but it's more like 500 lbs rather than 700 lbs. Just wanted to set the record straight.
    15
  146. Interesting review, folks. I'm much more familiar with so-called "mainstream" SUV's than the "luxury" segment. And I find it interesting that different standards and comparisons appear to be applied to the different market segments. For example, the VW Atlas is 198.3"in length while the XT6 is 198.5" long. Yet reviews of the Atlas routinely emphasize how large it is while the reviews of the XT6 speak of it as relatively small in comparison to the Escalade. No criticism intended. I just find it interesting that perceptions of a vehicle's size are implicitly based on completely different comparisons. A similar distinction in terms of interior size appears to apply to vehicles in the "mainstream" vs the "luxury" SUV categories. An Atlas provides a total of 97 cubic feet of overall cargo space. The XT6 has 79 cubic ft, only three cubic feet more than a Honda CR-V. The third row of the Atlas has 33.7" of legroom while the XT6 has less legroom(29.5") in the back row than a Ford Mustang's back seat (30"). There appears to be an implicit assumption that for buyers of "luxury" SUV"s actual "utility" in terms of cargo space and passenger room is less important than for consumers looking at "mainstream" brands. It's a difference that may be based distinct demographics and needs of those consumer categories. (e.g. affluence and family size.)
    15
  147.  @Fadic4  KIA sold over 100,000 Forte's in the US in 2018. That's a bit more than "17 a month."
    15
  148. We looked seriously at the 2018 CX-9 here in Washington State earlier this year. Despite a soft spot for the Mazda brand, though, we chose the 2018 Kia Sorento (SX-L) over the CX-9 (Signature.) For 2019 each brand has upped the ante a bit but the comparative features of the two brands remain more or less the same. () Drivetrains. Mazda's Skyactiv 2.5L 4 cylinder turbo is impressive. But KIA counters with a naturally aspirated V6. And despite my fondness for turbocharged engines, (eg. my GTI), there's no question that turbocharged engines are more expensive to maintain and are less reliable in the long run. And for long highway slogs, a major mission of these vehicles, the V6 is simply smoother and quieter. The fact that KIA has upped the ante with an eight speed AT in 2019 only increases those advantages anddiminishes any fuel efficiency advantage of the CX-9. And while it's not important to our family, it's worth noting that the KIA's tow rating is 5000 lbs compared to the Mazda's 3500. () Reliability and Warranty. According to Consumer Reports 2018 owner survey KIA ranks third in overall reliability, trailing only Toyota and Lexus; Mazda ranks 12th and the least reliable of Mazda's vehicles is the CX-9. Remember this isn't based on journalist impressions or friend-of-friend reports but the experience of thousands of owners of vehicles. As far as warranties, both bumper-to-bumper and for drivetrains, the Kia (and Hyundai) are among the longest and best in the industry. Mazda's warranties are a bit more than half of Kia's. () Interior Quality and Features. Mazda's Signature trim is impressive especially at first inspection. But Kia's SX-L trim is comparable, if less colorful. The same Napa leather, a more up-to-date and feature laden infotainment system, more convenient third row climate controls, a 120 volt outlet in the second row, and most striking, a panoramic sunroof that can't be had in the CX-9. And it's admittedly just a guess but I have a feeling that the KIA's interior will be more durable in the long run. If there is an advantage for the CX-9, we found it to be very small and limited to looks rather than functionality. () Ride and Handling. This should be the Mazda's strong suit. The MX-5 and the Mazda6 are justly celebrated for a superior "driving experience." But for a couple of reasons we didn't find it a significant advantage in the CX-9 over the Sorento. First, it's important to keep in mind the primary missions of these vehicles. Neither is meant to be a canyon carver on mountain roads; they're designed for the jungle of suburban traffic and shopping malls and for freeway slogs on family trip. And in those environments we didn't find a significant advantage in the CX-9. Second, the huge size difference between the CX-9 and the Sorento was a significant advantage in daily driving. The CX-9 may drive "smaller" than expected but thank God that's true. It's enormous. () Exterior Size and Interior Room. And that raises the most important advantage for our family of four (2 adults, a teenage daughter, and a big dog).The CX-9 is gigantic. It's longer and as tall as the relatively enormous VW Atlas. It's nearly a foot longer and several inches taller than the Sorento. Yet amazingly, it has LESS cargo capacity and interior passenger room. It's only advantage over the Sorento is in cargo capacity behind the third row (14 cuft vs 11). Otherwise it trails the overall cargo capacity by several cubic feet. Moreover, the CX-9 has less passenger room overall and most critically in the first and third (!) rows. Of course, no one should buy either of these vehicles to take six or seven passengers and their luggage on long road trips. But for occasional use of the third row, the fact that the Kia has almost 3 inches more legroom is a big deal. And while the second row passenger room is is close to identical, the fact that the Kia's first row offers more than 3 inches more legroom means the first row driver or passenger can move the seat up to accommodate the passenger behind.All in all, the KIA is simply far more maneuverable in urban/suburban traffic and in parking lots than the CX-9. It can fit in parking spaces the Mazda cannot manage. And with all that, it has more room for passengers and cargo. What's the deal? Why is the KIA so much more space efficient than the CX-9. The answer is in the exterior styling choice of the CX-9. That "long, sweeping, athletic hood" that Paul likes so much is where the extra length is concentrated. It does adds to the style of the CX-9, an aspect that Freud would understand, but it does nothing to add functionality or, for that matter, visibility for parking lot maneuvers. The Sorento is my wife's daily driver and she's less concerned with a "long...athletic hood" than I or many other males. So for us, functionality and convenience won out.
    15
  149. Interesting comparison. At 179" long the CX-5 is the smallest vehicle in the compact SUV class while at 185" in length the Tiguan (along with the Nissan Rogue) is the largest. All the others from the CR-V to the RAV4, the Tucson, Escape, etc. are between them. I think you've largely nailed the critical differences between the two. From a performance standpoint the CX-5 is an obvious choice. In fact, in its turbo guise it's at or near the top among virtually all compact SUV's. And considering that the CX-5 has the same engine and drive train as the bloated CX-9 in a package that's 20" (!) shorter and 600 lbs (!) or more lighter, it appears to be a superior choice from a performance standpoint among Mazda's crossovers. On the other hand, the typical use case for a compact crossover doesn't prioritize performance for most buyers. And if a customer is looking for a vehicle that seats five and has cargo space both behind the second and first rows, the Tiguan offers considerably more than the Mazda. The Tiguan provides cubic ft of cargo space behind the second row compared to 30.9 cf for the CX-5. Total cargo space in the Tiguan is 73.5 cf compared to 59.6 in the CX-5. In terms of seating, two vehicles are very close but the rear seat is about 2" wider in the Tiguan and that makes a difference in fitting three passengers there. In terms of back seat features the Tiguan has a single USB port compared to the CX-5's two ports. But it's worth noting that the Mazda's rear seat USB ports are in the fold down center console. With three passengers in the back seat, there are no accessible USB ports. For a family of five the Tiguan is arguably a better choice, especially if road trips for the family with luggage is a priority. For a single driver, a couple or a family of three or four, the Mazda has much to recommend it.
    15
  150. Resale value is a frequent argument in discussions of the value of some vehicles -- Toyotas and Hondas on the high end and KIAs on the low end. But here's an example that doesn't apply directly to the vehicles reviewed here but may be instructive. In 2012 I purchased a KIA Sorento. The price I paid was over $6000 less than the best offer I received for a comparably equipped Toyota Highlander. Six years later I traded the Sorento for a new model (same top trim). The dealer gave me a price for my trade-in that was about $600 less than the KBB estimate for a comparable (trim and condition) 2012 Highlander trade-in, the resale champ in the category. Simple arithmetic indicates I saved about $5400 on the pair of transactions. The keys, of course, were (a) substantial savings on the original purchase price; (b) keeping the Sorento for six years rather than trading it within a couple of years of its original purchase; and (c) the significant improvement in KIA's resale value over the last decade. Personally, I don't buy vehicles based on my expectation that it will hold its value, especially over a period of five years or more. Vehicles are almost universally depreciating assets and the longer they're owned the less difference in resale value of comparable vehicles. P.S. This comment is aimed at contradicting your post. I suspect that you're correct that the "price difference might end up being less than it seems." But the greater the initial savings and the longer you keep a vehicle, the less it matters.
    15
  151. 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.
    15
  152. The CX-5 is good looking and has the signature Mazda handling. But each of the Mazda crossovers sacrifices passenger and cargo space compared to their competitors. (The CX-9 is the worst.) The exterior design with an extended hood looks good but forces significant compromises in terms of utility.
    14
  153. One of the advantages of being late to the party is the opportunity to see what everyone else is wearing. Nissan obviously looked at the Telluride's and the Palisade's outfits when the Pathfinder got dressed for the party. It may not top those choices but it's a credible alternative. And considering it's coming from Nissan that's a huge step forward.
    14
  154. Certainly true if heavy towing demands and a off-road mission are priorities. But neither of those features is a priority for the vast majority of consumers in this category.
    14
  155. Not a fan of CVT's either but I have to admit that they've come along a fair bit since I drove my first CVT in a droning Murano a few years back. I understand why manufacturers are using them to squeeze a few more mpg's out of their vehicles and Subaru's deficit (due to AWD) on that score gives them even more incentive to push CVT's. Have to say, though, that putting paddle shifters on a CVT vehicle just adds insult to injury and would remind me every time I used them that it's not a geared transmission. If a manufacturer is going to force a CVT on their customers they should own it. That reminds me of a similar issue. Are the exhaust tips on the Legacy real? BTW, does the Legacy have radio controls (tuning and volume) on the steering wheel? I suspect that the reason for putting the radio controls on the right side of the screen may be because they're about the only controls likely to be used by the front seat passenger. Putting redundant controls on the steering wheel for the driver gives both driver and passenger an option to control the radio. All in all, it's hardly an exciting entry in the midsize sedan category. But here in the Pacific NW, Subar-ites are a fanatically loyal and vocal group. I'm not sure many are attracted to a vehicle with less than eight inches of ground clearance and the option of a roof rack but if they're out there, they'll love it.
    14
  156. In 2012 my wife and I drove just about every SUV/CUV on the market to replace our much loved Saab wagon. The final two candidates were a Subaru Outback and a KIA Sorento. We ended up going with the Sorento based largely on my wife's preference for the seat and seating position. (She's the primary driver.) This year we went back and did the same dance. We found the Outback almost unchanged while the 2018 Sorento was improved/enhanced in dozens of ways. In fact, virtually every complaint (and more) about our 2012 Sorento had been addressed while the Outback was basically the 2012 vehicle dressed up in slightly different clothes. The choice was not even close. Six years is a dog's life in terms of automobile design. And while I understand Subaru owners' loyalty to the brand, the Outback is woefully outdated today.
    14
  157. 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.
    14
  158. A VERY interesting comparison, Alex. I doubt that many consumers will cross-shop these two vehicles but the comparison serves as an instructive video in terms of just what one gets (and gives up) with vehicles in each category, especially considering that the two are from the same manufacturer and share so many components and features. An approach that eliminates a lot of apples vs oranges comparisons that would be problematic trying to compare a brand Y midsize sedan to a brand X crossover. I was struck by one obvious difference that you didn't stress; the relative distance from the driver seats to the pavement. (See 1:35). A Rav4 driver is seated at a height that's equivalent to the top of the headrests of the Camry. It's that "command" driving position that my wife loves in her crossover (a KIA Sorento) and she's more than willing to give up the superior driving dynamics of a sedan to get it. That appeal, especially to females, is the single most important reason that SUV's have killed off minivans, station wagons, and have now turned to gobbling up sedan sales. Personally, there are crossovers that I prefer to the RAV4 and sedans I find more appealing than the Camry. But for those who hate (or love) crossovers and feel a sedan alternative is a far better (or worse) alternative this video may give them insight into the strengths/weaknesses of the alternative.
    14
  159. Perhaps you're right about the KIA badge but the long waiting lists for the Telluride, especially the top SX trim, don't seem to support the need for a new badge. But as long as we're on the subject, what's with that old fashioned bow tie on Chevy's. Who the hell wears a bow tie these days. And then there's the outdated blue oval on Fords. Is Ford trying to remind us of the Pinto? The Telluride's biggest downside? Actually purchasing one. I was told a couple of weeks ago by my local KIA dealer here in the Seattle metro area that if I put down a deposit to get on the waiting list I could expect to take delivery on an SX model in January, 2020. Out of curiosity I checked Autotrader and Cars.com to see what was available within a thousand miles of Seattle. A few dealers appeared but when I checked with those dealers it turned out that virtually all had already sold the particular vehicle listed or already had multiple deposits on the single SX model expected on their lots in case anyone ahead of those customers changed their minds. The problem appears to be that KIA dealers seriously "under-ordered" the top trims of the Telluride and KIA responded to those orders in setting their entire 2019 production run to 41,000 vehicles, only a fraction of which were the top trims. Obviously, the public is somewhat ahead of KIA dealers in terms of its willingness to consider KIA as something other than a "budget" brand.
    14
  160. Great review as always, Alex. As a long time KIA Sorento owner (a 2012 and now a 2018 model) I'm always interested in the Santa Fe with which the Sorento shares so many aspects along with some significant differences. In the model years beginning in 2018. Same size, same engines, same drivetrains, mostly the same amenities, etc. The Santa Fe has generally leaned toward projecting a more "budget luxury" vibe (e.g. top trim "quilted" upholstery) compared to the Sorento's more "utilitarian" feel (e.g. traditional transmission lever rather than pushbuttons). But the biggest difference has been the standard 3rd row seating in the Sorento vs the Santa Fe's sole two row configuration. We're a family of four (2 adults, a teenager, and a big dog) so a 3rd row isn't a necessity. Nevertheless, the KIA's third row is a major convenience on those occasions when we have to transport 6 or 7 passengers on a local trip and the alternative is using two vehicles. The Sorento has been a "Goldilocks" vehicle for us. My wife's daily driver, my daughter's transportation when she can't convince me to lend her my GTI. A great size for the jungle of urban/suburban traffic and parking. Ideal for our dog's daily trips to the park or the beach either in the backseat (going) or the cargo hold (coming home dirty and muddy.) And for us, it has been ideal for long freeway slogs on vacation roomy enough for everyone plus luggage and gear. Thus, although we seldom use the third row, it was an important factor in Sorento's favor. Unfortunately, in 2022, at least for us, the third row doesn't make up for the Sorento's deficiencies compared to the Santa Fe. For example... () Our 2018 top Sorento has a 2nd row bench with nappa upholstery. For 2022 Kia has eliminated a second row bench for every trim level other than the lowest two trims of the Sorento. That means NO option for the 2.5L turbo engine or the hybrid drivetrain, each version of which is solely available with captain chairs. As noted, we seldom deploy the 3rd row of our Sotento but the four legged member of the family doesn't fit comfortably in a captain chair. Without a 2nd row bench the only option is to deploy the third row for him and almost completely eliminate cargo space or keep him permanently consigned to the cargo area behind the second row. He not only would find that to be a form of discrimination, it would significantly reduce the space for cargo even with the third row folded into the floor The Santa Fe, of course, does have a second row bench seat for both ICE and hybrid versions and for every trim level. Without a third row it's a necessity to provide seating for five. () As noted in the video, the hybrid version of the Sorento is available ONLY with FWD. (The forthcoming PHEV version will apparently offer AWD.) What is KIA thinking??? Once again, the Santa Fe tops the Sorento. () KIA calls the 2022 Sorento a "new generation" while Hyundai characterizes the new Santa Fe as a "face lift." Perhaps this is an example of the truism that a "new generation" isn't necessarily superior to its elders. Among other features our 2018 Kia Sorento has driver's seat memory. So does the Santa Fe. It has been dropped from the Sorento. Our Sorento has powered extending thigh support for the driver. So does the Santa Fe. Not in the new Sorento. Our car has 4 way lumbar support. Ditto the Santa Fe. Only two way in the Sorento. Nappa leather upholstery in our Sorento. The top Calligraphy trim of the Santa Fe has it, too. The leather available for the Sorento is a lower grade. And those aren't the only examples. Only the ones I bothered to check. Bottom line? If our family were shopping for a replacement for our 2018 Sorento we'd sacrifice the third row seating and buy a Santa Fe. And I have to admit that hurts a little.
    14
  161. 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.
    14
  162. Not available nor designed for the US market.
    14
  163. Fun review from my three favorite reviewers. A few points. Alex is correct, I think, in noting that "midsize" three row crossovers covers vehicles of significantly different overall sizes. The KIA is about the shortest of all. It's over 10 inches shorter than the Mazda CX-9. and well over a foot shorter than the humungous GM siblings. So what does one get for that extra length? In some brands there's more overall interior passenger and cargo space. The Mazda CX-9, however, is an exception. Despite its greater length, it offers less passenger room in each of the three rows and less overall cargo capacity than the KIA! Find that surprising? Check the specs. So what's the deal? The consensus among (overwhelmingly male) reviewers and in comments is that the CX-9 is the best looking midsize crossover. Why doesn't that translate into actual functionality? The answer is the long, long hood and protruding grill of the CX-9. Freud might better explain the appeal to males. I'll just note that sports car designers have long used a long hood and short rear deck to achieve the same appeal. No functional advantage but perhaps it makes men feel more, ahem, "potent." As far as third row accommodations are concerned, let's be frank. No midsize crossover offers great accommodations for adults. If you need room for five or more adults and their gear on a road trip, you're better off with a minivan or a full size crossover/SUV or even a crew cab pickup. But the Sorento does better than most and considering its overall size, it's impressive. More legroom than either the CX-9 or Highlander, for example. And unlike most other crossovers, the KIA SX-L has leather upholstery and separate HVAC controls in the third row. As Nathan discovered (once the access process was made clear), the third row of the Sorento isn't bad. And for occasional use, especially for a couple of adults or teens, it's very handy. As far as the V6 engine is concerned, I'd agree with Alex that an update is in order. But it's worth noting that I believe KIA and Hyundai use a turbo version of the same engine in the Stinger and the G70. So there's probably quite a bit of life left in the architecture. Otherwise, it's a perfectly adequate and smooth naturally aspirated V6. Not really sure what to say about the "dated" controls and cockpit. It's true that KIA hasn't changed it much over the last several years but (imo) it's by far the most intuitive and convenient design of any of the midsize crossovers. And in the top trim SX-L trim it compares very favorably with comparable trims in its competitors. I'm just not sure what the value of change for change sake is. Price. The elephant in the room appears to be some commentors' reaction to price of the SX-L trim of the Sorento. In the first place, however, that ignores the widespread discounts available for the Sorento. For example, I paid $8000 less than MSRP on a 2018 Sorento in January of this year, several months before the 2019 models were delivered. That was $4000 to $8000 less than the best offer I received for a CX-9 or a Highlander. But how about resale? Isn't that savings eliminated when the Sorento is replaced? Not in my case. I traded a six year old Sorento SX-L with 75K miles for the 2018 model. The dealer gave me within less than $1000 of the blue book value of a comparable trim 2012 Highlander (the resale champ) with similar mileage and condition. So considering I received a similar discount on the original price of the 2012 model, I made out like a bandit compared to having purchased a 2012 Highlander and trading it for a comparable 2018 model. There is still an urban myth that KIA has a reputation for steep depreciation but it's not borne out in the real world, at least here in the Pacific Northwest.
    14
  164. Excellent review, folks. A few observations from south of the (Canadian) border about the Telluride. Though the Telluride and Palisade are cousins, perhaps even siblings, their design objectives and competition are quite distinct. The Telluride is built in Georgia and sold almost exclusively in North America (not available even in Korea) while the Palisade is built in Korea and aimed at a wide variety of international markets as well as North America. Thus, the Telluride competes against a whole range of mainstream midsize unibody SUVs (e.g. Explorer, Highlander, Pilot, Ascent, Atlas, Traverse, CX-9 etc) that are rare or even unavailable in Asia and Europe. The Palisade, on the other hand, is mainly up against more expensive premium or luxury brands in Asia and Europe. (e.g. Audi, Mercedes Benz, Volvo, etc.). As a result, the Telluride leans toward a "rugged" vibe that North Americans love while the Palisade projects a premium or even a "budget luxury" image in markets where luxury trumps rugged. That's not to say that the North American market is unimportant for Hyundai but the overall emphasis of the Palisade is meant to appeal to markets where the middle class is growing and affordable luxury is a huge selling point. Thus, the Telluride projects a tough, masculine truck-like vibe that lacks the digital cockpit eye candy, the motor driven third row folding seats, and the faux quilted upholstery of the top trim Palisades. Different markets, different emphasis. When KIA reached the final stages of development for the Telluride the company believed they had a winner. With that in mind they optimistically planned to produce 50,000 Tellurides in the first calendar year. KIA dealers were also optimistic but they were accustomed to budget constrained customers who hoped to find a bargain in a KIA showroom. So when KIA asked dealers which trim levels they believed would be the most popular, the response was that the volume sellers would be the base and one step up trims. Dealers ordered accordingly and KIA began building what dealers ordered. As it turned out both KIA and dealers were spectacularly wrong. Demand was overwhelming and much to dealers' surprise customers were more than happy to spend $50,000 (US) or even more for a KIA. The company rushed to expand production in Georgia but that wasn't like flipping a switch. Hiring and training more workers and setting up new production lines takes time. And like all automakers many of the components in their vehicles came from third party suppliers who found ramping up production to be even more of a challenge than KIA, itself. For a while, in fact, production of the top trim SXL model with the "premium package" was effectively halted because KIA couldn't get enough captain chairs from their suppliers. In the end KIA's estimate of selling 50K Tellurides fell short of reality. Almost 60,000 Tellurides were sold in the first year of availability. And even that didn't meet demand. In 2020, the sales went up again to over 75,000 units. For dealers the result meant adding "market adjustment" stickers to the vehicles they received, creating long waiting lists of customers, or both. All of this in the midst of the COVID pandemic that impacted production in Georgia while KIA still struggled to meet demand. Had dealers been able to fill their orders, US sales of Tellurides would probably have reached over 100,000 units in 2020. Meanwhile, by the way, Hyundai's production of Palisades in Korea was hardly affected as the country actually controlled the pandemic with only a few hundred casualties compared to half a million deaths in the US. The difference being between a competent and a completely incompetent national government. So while the Telluride outsold the Palisade by a ratio of 2 to 1 in 2019 in the US, Hyundai outsold KIA with over 81,000 US Palisade sales in 2020. The good news is that the long wait for would-be Telluride customers has eased somewhat. What was a six month wait for a top trim Telluride in 2019 from my local dealer has shrunk to about half that. Still, much to the displeasure of my dealer, his Hyundai competitor has comparable Palisades sitting on his lot ready for customers.
    14
  165. "If manual sales were to take off..." Wait! I think I just saw a pig fly by.
    14
  166. 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.
    14
  167. jtothada06: Don't count on it. You're comparing the top "Signature" trim to the lowest base trim of the RDX. Matching the features puts the RDX at close to $10K more than the CX-5 Signature. And that ignores the greater likelihood of discounts from a Mazda dealer.
    14
  168. GM isn't calling the Trailblazer a "Blazer." Only you are. The Blazer is Chevy's midsize two row crossover.
    14
  169.  @AAutoBuyersGuide  Don't worry, Alex. We won't tell anyone. :)
    14
  170. As usual Alex crams his videos with useful information and persuasive arguments. His humor is more subtle than found on some other channels but the depth of information he presents is unsurpassed. I've heard him make the argument in favor of hybrids compared to pure EVs in the past and from a collective (i.e. societal) standpoint it's largely unassailable. From a pragmatic standpoint the strategy of providing partial electrification for a massive number of vehicles is more effective in reducing dependence on fossil fuels than full electrification of a much smaller pool of vehicles. As far as the Prius is concerned, I've never been a fan. It's simply too damn ugly. An attribute that began with the first generation. Even worse, every time I accustom myself to its looks Toyota introduces a new generation that forces me to get used to another version that looks like it's descended from a spaceship in a 1930's Flash Gordon movie serial. I have to admit, though, that the latest incarnation isn't as offensive (to me) as the last generation. Perhaps the retro spaceship look is just becoming more common on other vehicles. (Lookin' at you, Hyundai.) I'm a bit too old and set in my ways to be comfortable owning a vehicle that more closely approximates an "appliance" (as Alex puts it) than an aesthetically pleasing automobile. But I recognize it's a point of view many others, (e.g. owners of SUVs), don't share. And in the face of global climate change it's a perspective that may well require some sacrifice.
    14
  171. I'd never owned (or even considered) a KIA until I purchased a Sorento in 2012. The reason I stopped at the dealership was the fact that I'd rented several KIA's on business trips and been very surprised by the apparent quality of those vehicles.
    14
  172. Mazda is by far the smallest of the major independent manufacturers. That means they have to invest their efforts wisely and make their components serve in multiple applications. Developing a wholly new transmission is a very, very expensive operation and full of risks. (Ask Honda among others). In the case of Mazda their 2.5L turbo's outstanding torque numbers make up for a lot of sins including fewer gears in the transmission.
    14
  173. When the Ascent was introduced last year and the Forester continuing to grow year after year like a high school football player I wondered if the Outback would still have a place in the Subaru lineup. Obviously, they've found a place with the Outback XT. The same engine as the Ascent finds a much more appropriate home in the Outback with a 700 lb lower curb weight. (3900 lb vs 4600 lb). Add fuel, passengers, and gear and the difference is closer to half a ton! Further, in the past Subaru owners have often had to apologize for the interiors of their vehicles in terms of features and materials. The Subaru's standard AWD system meant being price competitive with rivals called for cost cutting somewhere. Obviously, Subaru has found a way to significantly improve their interiors while still offering AWD as a standard feature. All in all it's an impressive effort. Here in the Pacific Northwest (US), Subaru owners are a fanatic group. Very polite folks but still fanatics. :) Even the mildest criticism risks losing friends, invitations to neighborhood gatherings and Thanksgiving dinners. Fortunately, the Outback doesn't appear to risk those dangers.
    13
  174. If Volvo were still "Swedish owned" they would have gone the way of Saab. Kudos to the Chinese for injecting needed cash and leaving the Swedes to design the cars.
    13
  175. A trim package, not much more other than (probably) a "firmer" (i.e. teeth rattling) suspension. In fact, though, the current generation of the Camry (XSE V6) is already a vast improvement over previous generations. The reference to "1980's Buck Rogers) interior appointments suggests how young Joe is. It's actually more reminiscent of the design of Flash Gordon spaceships from the 1930's movie serials. As for substantial performance improvements, it ain't happenin', folks. Toyota avoided offering a turbo 4 in the Camry and stuck with the naturally aspirated V6 in the current generation exactly because they didn't want to mess with their reputation for reliability and conservative engineering. They sure as hell aren't going to undermine it with a turbo V6. And if they did, they'd have to figure out how to put the extra HP and torque to the pavement with AWD and they aren't going to do that, either. Why put the equivalent weight of an NFL cornerback in the the back seat when doing so would cancel much of the performance gain in a turbocharged V6. Toyota didn't become the largest automaker in the world and the Camry didn't become the best selling sedan in the US by offering a version with a minuscule "take rate." Want your Camry to look like a real world size Hot Wheels sedan? Toyota will oblige but don't expect them to cater to internet fan boys' fantasies with a vehicle that almost none of those fanboys would/could actually purchase.
    13
  176.  @eddiefniii  Good for you, Eddie. But you might want to rethink your attitude about Amazon. A delivery truck doesn't make a single delivery and then return to a distribution center. Compare a delivery to, say, thirty customers to thirty customers driving to and from a brick and mortar store to bring home a purchase. Not only is the delivery truck's use of fuel far less than the total from a group of customers, by eliminating multiple customers from traffic the fuel of other drivers the results from congestion is also reduced.
    13
  177. 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.
    13
  178. 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.
    13
  179. It's "madness" only if you're a badge snob. Feature for feature the SX-L Sorento matches or exceeds its rivals at the $40K price.
    13
  180. I'm a fan of the 2.3L Ecoboost Mustang. For those who don't live in "flyover" country and other places where turns and curves are only occasional and mountains are non-existent, the smaller displacement 4 banger with its turbocharged power delivery, lighter weight, and better weight distribution makes a great deal of sense.(The curb weight of the Ecoboost is almost 200 lbs lighter than the GT, with all that weight in the front end. It's like having an NFL corner back sitting on the hood.) I'm skeptical about the durability of the 2.3L Ecoboost engine in a loaded 5000 lb Explorer but in a 3500 lb Mustang it's a different ballgame. In fact, for those attracted to the design/engineering philosophy of European vehicles, the high performance ecoboost Mustang demonstrates that Ford can build a worthwhile competitor at a bargain price. My favorite mountain roads include a 50-100 mile loop in the Cascades around Mt Rainier in Washington. And while the Ecoboost High Performance won't keep up with the Mustang GT in a straight line to 60 mph or on a flat quarter mile, a skilled driver in the 2.3L Mustang can be drinking a second latte while waiting for a Mustang GT to finish that loop. And on a tight, technical track, I'd expect it to keep up with the heavier Mustang GT. With an up to a $9000 difference in price between a fully loaded high performance Ecoboost Mustang and a comparably equipped GT Premium fastback, I'd take the High Performance Ecoboost and laugh all the way to the bank.
    13
  181. RIght Lane Hog: There's an easy answer to that question. Toyota and their dealers don't want to see V6 Rav4's sitting on dealer lots for months.
    13
  182. I find it ironic that the entire minivan category has been decimated largely as a result of women deserting them for crossovers. Contrary to conventional opinion men are more positive toward minivans than "soccer moms" as a result of the vehicles' utility and versatility. In the last decade, though, women appear to have opted for the elevated driver seating and image (if not the reality) of being a "safer" choice. And judging from my wife's point of view perhaps women aren't as willing to be dubbed "soccer moms" as they used to be.
    13
  183. Sorry to see the SportWagon discontinued but the 1.4L FWD version doesn't sell well in North America and the 1.8T AWD is so close to the AllTrack in terms of features that I'm sure VW feels it simply serves to cannibalize the latter's sales. For those who feel the 1.8T engine is underpowered, a couple of points. First, drive either a SportWagon or an AllTrack before coming to that conclusion. It's a very appealing engine that combines good fuel economy with peppy performance. Second, for those who want more power the VW four bangers are eminently tunable for more HP and torque. And contrary to widespread opinion a Stage I tune of a VW does not invalidate the vehicle's warranty unless the tuning mods can be shown to have resulted in a warranty claim. All in all, if you find the AllTrack appealing but you'd like to save some bucks, take a close look at the Golf SportWagon before it disappears from the North American market.
    13
  184. If memory serves, virtually every new generation of Golf variants (e.g. GTI and Golf R) is met with cries of despair from the previous generation that the vehicle has been ruined. The MK8 generation is no exception. It might be worthwhile to consider that virtually every review I've seen of each variant points to significant improvements in power (including the benefits of lower RPM peak torque) and improved suspension and handling. Furthermore, the availability of eye candy in the form of the highly configurable dash and heads up display has drawn praise. It may seem obvious but apparently it's necessary to point out that those changes don't come at no cost either in terms of design or production, especially when the development and production costs of the previous generation have long since been paid for. Thus, to keep the MSRPs constrained, it's necessary to find cost cutting measures somewhere. It's clear that VW has done so by cheapening some controls and overall interior designs and materials. As an owner of a Mk7.5 (Autobahn) GTI I share some of those sentiments. And I'm unlikely to benefit greatly from more HP and torque or eye candy that doesn't tell me more than I already can access on my vehicle. On the other hand if I were using my GTI on the track frequently I suspect I'd be happy to make the trade VW has made available in the MK8. And if I felt I was at the upper limit or performance or handling on my current ride I'd look forward to considering the MK8 GTI or Golf R. And I'd be grateful that the price increase in the new models are no more than they are.
    13
  185. When Subaru introduced the Ascent last year I wondered about the future of the Outback being squeezed from below by the ever growing Forester and from above by the Ascent. The Outback XT answers that question. With a curb weight almost 700 lbs (!) lighter than the Ascent the 2.4L turbo is far more suited to the Outback than to the Ascent. Not only in terms of performance but likely in terms of durability, as well.
    13
  186. I absolutely HATE the trend of placing headlights just above the front bumper. And not just because it was a style pioneered by the consensus ugliest vehicle ever built, the Pontiac Aztek. I live in the Pacific Northwest. Every spring the melt in the Cascades brings tons of rocks and gravel down to the highways at sea level. Tiny rocks become bullets thrown by vehicles one follows, especially large trucks. Those who live here learn after replacing a couple of windshields or headlights in three or four years to maintain a large buffer between a logging truck and one's own vehicle. Putting the headlights just above the bumper rather than at the top of the fender only makes them more vulnerable, often to attacks from sedans and pickups in addition to 18 wheelers. Jeep picked up on the Aztek design several years ago. Fortunately, they quickly abandoned it. Unfortunately, it has been resurrected by Hyundai and now by Nissan. Please STOP.
    13
  187. Good review. Concise and full of details. And special kudos for noting the six year/72K bumper-to-bumper warranty on all VW vehicles. The 5yr/50K BtoB warranty from Hyundai and KIA is reassuring but the VW BtoB warranty is the best in the industry. And there's a reason that Hyundai/KIA offers a 100K power train warranty. Very, very few power trains fail within the first 100K miles. No offense to the Korean brands. I own a KIA Sorento but VW's transferable BtoB warranty is more impressive. As a GTI owner I'd endorse much of what you had to say. VW deserves a lot of praise for offering so many of the most important features of the GTI on the GLI. Especially the same engine and transmission options, the excellent VAQ electronic differential and the GTI's brakes (identical to those in the Golf R) . I would, however, quibble with a few points you made. (By the way, the VAQ wasn't "developed for the GLI" (2:21). It's been available on the GTI for at least two years. It's obviously true that the GLI is a larger vehicle, at least in length (185" vs 168"). But the comment that the GLI offers more space than the GTI is misleading. (1:10). In fact, the interior passenger space of the two vehicles is nearly identical. (GLI: 94.7 cubic ft; GTI: 93.5 cubic ft). Front seat accommodations are identical in terms of headroom, legroom, and shoulder room. The GLI has more rear seat legroom (37.2" vs 35.6") but the GTI has more headroom (38.1" vs 37.2") and shoulder room is identical in the two vehicles. If cargo space is taken into account, the much shorter GTI wins hands down with 17.4 cubic ft behind the second row versus 14.1 cf in the GLI's trunk. And in terms of overall cargo space, the GTI provides over 53 cubic ft, rivaling some compact crosssovers. That, of course, is the nature of a hatchback's advantage in versatility compared to a sedan. Some may prefer the style of a sedan and the isolation of the trunk may well result in somewhat less cabin noise but in terms of interior space the GLI simply doesn't offer more than the GTI. On the other hand, VW has made its excellent digital cockpit available in the GLI while it's missing in the US version of the GTI. It was originally promised for the 2019 GTI but VW traditionally deletes features in the US that are available in Europe. That's not surprising when one realizes that a fully loaded Autobahn trim GTI sells for the equivalent of over $50,000 in Europe at current exchange rates. Obviously, VW decided to make a splash with that feature in the GLI and to imply it's a budget version of an Audi A3. It was a smart marketing move, I think. The US spec GTI will have to wait for the next generation of the vehicle next year. As far as features offered on the GTI that aren't available on the GLI, I'd mention adaptive cruise control. Frankly, I always considered it an unnecessary gimmick compared to the non-adaptive CC that I've had on vehicles for years. Once I had it, though, I changed my mind. On long slogs on the freeway with moderate to heavy traffic at highway speeds it's a godsend in terms of reducing driver fatigue. I don't have to continuously monitor the space between my GTI and the vehicle ahead of me, a task that's inevitably error prone and I don't have to brake and reset the cruise control repeatedly. I'd estimate it lengthens the space/time between rest stops by about 25%. That makes for a more relaxing and ultimately a shorter trip when the object is to reach a destination rather than to enjoy the drive. Lane keeping assist? Meh. I leave it engaged in part because it's easy to defeat its slight tug on the wheel. But I find it's not perfect in its judgment, especially when I'm exiting a freeway and haven't activated my turn signal. (That's not unique to the GTI; the same is true of my KIA Sorento.) If I were prone to driving when I should pull over and rest it might be more valuable. Sometimes what seems to be a minor difference can be a deal breaker for an individual. In my case it's the rear AC vents in the center console of the GTI that aren't available in the GLI. My big dog's second home is the back seat of my GTI. And after a strenuous romp he depends on the cool air coming from those vents. Technically, the GLI does have rear A/C but the air is piped under the front seats and doesn't have the same effect. My dog wouldn't complain but he'd be miserable. And my teenage daughter would have no hesitation in whining about it when she's banished to the back seat. Finally, I'd have to differ with your comments about the automated manual DSG transmission. Over nearly 40 years of driving I always had at least one MT vehicle in my garage until I purchased my 2013 MK6 GTI with a DSG. When I traded it for the MK7.5 last year, I didn't hesitate to choose the DSG again. My 2018 GTI has the last generation six speed DSG rather than the current seven speed version so perhaps there's a difference but I've simply never encountered the "lurching" or "jerkiness" you note. (3:13). Instead, it's an ideal transmission that I can drive as an MT (which I do over half the time) with quicker shifts and better performance than an equivalent MT vehicle. On the other hand, when I'm creeping along in crowded traffic, I can simply let the DSG do its thing and shift appropriately. The only "engagement" I miss is that in manual mode the DSG downshifts automatically to first gear when I come to a stop. Otherwise, it holds any gear I select all the way from idle to red line. It took me about a week to adjust to letting the DSG take the place of my left foot. I've never missed it. And as a bonus when I added a Stage I APR tune to my GTI I didn't have to upgrade my clutch or plan to replace it periodically. The DSG handles the additional power without skipping a beat.
    13
  188. Not a CVT fan but Nathan wins this one. I'm old enough to recall when AT's were limited to three speeds, provided worse gas mileage and much worse performance than MT's. The ONLY advantage of an AT was that one didn't have to know how to shift gears. And as everyone knew, AT's were for sissies who should be home making dinner rather than driving. If this taken place in t in 1955, the title would have been "The AT is DEAD - it just doesn't know it yet." CVT's are obviously not an optimal choice for all vehicles or for all applications. But to criticize the design based largely on the applications from Nissan is simply unfair. Honda, Kia, Toyota and Subaru have all made significant strides in improving the behavior of CVT's and there is no reason to believe that the progress on that front will end. Furthermore, consider the recent reviews of vehicles with improved CVT's from dedicated CVT haters. Video after video of reviewers who grudgingly admit that a particular CVT operates so much like a traditional AT that it's not a serious disadvantage. I know you guys know all this and the discussion was designed to fit the "No, You're Wrong" requirements. And the progress in developing more capable geared transmissions is laudable, as well. In fact, CVT's represent only one alternative. Personally, I love the dual clutch transmission in my GTI that provides better mpgs and better performance than a manual while giving me all the control and engagement of a manual when I put it into "manual" mode.
    13
  189. Our family has owned two Sorentos in the last decade, a 2013 model and currently a 2018 version. Each a top trim SX-L with the (then) optional V6 engine. The car is my wife's daily driver, our big dog's 2nd home, and the family's "trip-mobile" for extended journeys. We've been very happy with each of vehicle having put about 80K miles on the first and now nearly 60K miles on our current Sorento. No significant issues with either one and I might have to pry my wife's cold dead fingers from the steering wheel to convince her to replace her beloved Sorento. That's not an issue, however, since unfortunately, despite some significant upgrades and the replacement of the V6 with a more fuel efficient turbo 4 engine as well as hybrid and plug-in hybrid versions, we won't be considering the new Sorento. The reason? The only way to get a 2nd row bench in the Sorento is to opt for the lowest trim of the non-hybrid version without the turbo engine along with a host of other features. To be clear, as a family of only three humans plus a large dog, we, like most Sorento owners, keep the third row folded beneath the cargo floor about 90% of the time. Nevertheless, the third row is a major convenience when we need to transport 6 or 7 passengers on a local outing that doesn't require more than minimal cargo space in the rear and the alternative is to use two vehicles. By eliminating a 2nd row bench in all but the cheapest, least powerful version of the Sorento KIA has limited accommodations to four or fewer humans. And to make matters worse, "Fido" is simply not "designed" to use a captain chair. Therefore, accommodating him would involve nearly always deploying the third row bench or having him share space behind the second row with cargo such as groceries. (Not a good idea.) When the 2022 Sorento was introduced, I had hoped that the hybrid versions would include a 2nd row bench at least as an option. No such luck. So if we opt to replace our 2018 model, we will likely have to sacrifice a third row, altogether, by choosing the closely related Hyundai Santa Fe.
    13
  190. My local KIA dealer loves the Soul where they disappear practically as fast as they arrive on the lot. I've been puzzled for years as to why the Soul not only survived but prospered as the Honda Element, Nissan Cube, and Scion XB (among others) went to the Great Beyond. All I can conclude is that rodents are a powerful marketing tool. It's a remarkably versatile vehicle. Last year my brother-in-law was faced with moving a huge load of "stuff" from his parents' home to a storage unit. He raved about the the capacity of the Soul and its maneuverability. And in the sub-compact class, it's passenger room is class leading.
    13
  191. Unless Honda offers a different configuration with their 2.0L turbo Accord in Canada than in the US, the Honda with the 2.0L engine comes with a 10 speed automatic, not a CVT.
    13
  192. The Type R's Catch 22: Most appealing to 14 y/o boys and most affordable for 40 year olds. The venn diagram shows a less than optimal overlap between those who love it and those who can afford it. I'm reminded of a friend who purchased a Ferrari a few years ago. He said, "I bought it to attract women. Unfortunately, it mostly attracted 12 year old boys." :)
    13
  193. Norm T: Actually, I'm a Mazda fan, having owned several Mazdas over the years. And the Signature trim is fairly impressive. But frankly, I find the turbo 4 more suited to the Mazda6 than to the CX9. I wouldn't necessarily say the CX-9 is "under powered"; it's adequate for the vehicle's mission. But even with the substantial torque it's hardly impressive. Further, for highway cruising it's not an especially smooth engine, especially when compared to the V6 in the Sorento. Finally, I just don't get the fact that the CX-9 is so large on the outside without corresponding interior space. The length appears to come from a long hood and an extended rear end behind the hatch. I can only assume that's done for styling purposes but it certainly adds nothing to the vehicle's functionality.
    13
  194. Really fine review as usual, folks. I think VW has hit the bullseye on the target they set for themselves -- an EV that drives like a conventional dinosaur juice drinker. More than sufficient power in the AWD model for the vast majority of drivers. Aimed squarely at the most popular SUV size segment. A price point that even without a tax rebate won't cause most consumers willing to purchase a new vehicle to run screaming from a VW showroom. And importantly, looks that aren't reminiscent of a spaceship from a 1930's Flash Gordon movie serial. Personally, I find the looks of the forthcoming KIA EV6 and the Hyundai Ioniq5 appealing but I think VW is right that a more conventional looking SUV appeals to a wider range of consumers. After all, despite the hype associated with EVs, the 2% "take rate" is about the same as the vanishingly small minivan market in the US. There is a huge potential market among folks who would feel comfortable in a "stealth" EV, just as so many have moved to "stealth" hybrids. And while the neck snapping acceleration of high performance EVs will excite internet fanboys, the price for that performance means only a tiny minority will ever sign up such vehicles (or have the credit rating to qualify to do so.) Range anxiety and the absence of a home charging option for many will continue to constrain the EV market for a while. But here in the US the recent infrastructure bill passed by Congress will pump about $7.5 billion into expanding the network to half a million recharging stations. And a substantial segment of consumers will opt for an EV as a "second" vehicle and discover that their "first" vehicle is actually not used nearly as much as they had anticipated. With a kid shortly off to college and a shortage of supply I'm resisting the temptation to purchase a new car at the moment. But I suspect that in a year or two, the next inhabitant of the garage will need a level two electric power source.
    13
  195. I'm a fan of this entire "tweener" category of crossovers that average around 189"-190" in length and includes the Edge, the new Blazer, the Santa Fe, the Grand Cherokee, the Passport, the Outback, etc. As a group, they're larger than those in the compact segment but half a foot or more shorter than the larger three row crossover category. In fact, it may be surprising to find that most vehicles in this category are an inch or so shorter than a midsize sedan like the Accord and Camry, making maneuvering in traffic and parking more convenient. And if one hangs a bike rack on the back, extending the length by 12"-18" it can make the difference between fitting a vehicle in a crowded garage and lowering the door or removing the rack. When my wife and I were shopping for a new SUV last year, we zeroed in on vehicles in of this size. In our case, though, we opted for another vehicle in the same size category -- the KIA Sorento. It's often ignored when the "tweener" group is considered because it has a third row of seats but except for offering a naturally aspirated V6 and the additional seating it's virtually identical to the Hyundai Santa Fe in terms of overall dimensions, passenger room (in the first two rows), cargo capacity, and with the same transmission, AWD system, infotainment system, switchgear, etc. Considering that the Santa Fe is essentially an updated version of the 2017 two row Sorento with the same turbo4, that's not surprising. We're a small family (two adults, a teenage daughter, and a big dog). We could have opted for a two row crossover. In fact, the Sorento was the only three row vehicle that made it to the "finals" in our shopping. And like many Sorento owners, we keep the third row stowed over 90% of the time giving us the same cargo space as a Santa Fe or an Edge. But it's a great convenience occasionally when we have six or seven passengers on a local trip that would otherwise require two vehicles. We're no longer in the market but if we were we'd take a serious look at the Passport. Its V6 is solid and (imo) more suited to a two ton vehicle than a turbo4 cylinder engine in terms of durability and smoothness. The AWD system is arguably the best in the mainstream class. Yes, it's essentially a shorter version of the Pilot but that's not a bad thing. I haven't driven the Passport with its nine speed transmission but I'm guessing it might be less than ideal but perfectly acceptable. I suspect we'd still opt for a Sorento (It's my wife's daily driver and I'd have to pry her cold dead fingers off the steering wheel if I insisted on replacing it) but the Passport adds another option in the "tweener" SUV category and that's not a bad thing, either.
    13
  196. This is the second review of the GLI DSG I've seen that notes the fact that the transmission automatically upshifts when set in manual mode. If that's the case it's quite different from the behavior of the same transmission in the GTI. I initially believed it was a failure on the part of the reviewer to engage manual mode properly. Now I'm not so sure. Here's the way the DSG works in my GTI. (1) Move the console shift to the right. That locks the transmission in manual (i.e Tiptronic) mode. (2) Select the desired gear with either the paddles or the console shifter (forward for upshift, backward for downshift.) Following that procedure the transmission stays in the selected gear all the way to redline. No automatic upshifts. While in manual mode the transmission will automatically downshift to second gear as one slows to a stop, first to second gear at about 5 mph and then to first gear as the car comes to a stop. Otherwise, however, the car remains in the selected gear regardless of throttle position and acceleration. It is possible to select manual mode temporarily by use of the paddles alone without moving the console shift to the right. If the transmission is in "auto" mode and either of the paddles is used the transmission changes to manual mode and can be controlled by the paddles for a short time. However, the car will revert to "auto" mode and automatically upshift after a few moments. Is it possible that was the procedure you guys followed? In addition to the possible difference between the GLI and GTI there's one other possibility. My GTI is a 2018 model with the six speed DSG. I haven't seen any reviews of the 2019 GTI with the seven speed DSG that mentioned any automatic shifts but I suppose it's possible the reviewers missed the behavior. In any event if the DSG behavior in the GLI is as you describe it, it's a big disappointment. And assuming it doesn't apply to the GTI, it's a significant difference between the vehicles despite supposedly having the same engines and drive trains. EDIT: Did some further checking with my local VW dealer and more importantly with my local APR tuning shop, Achtuning, who perform more tunes on VW's than just about anyone in the country. As I suspected, there's no difference between the DSG transmission tuning in the GTI and GLI. Furthermore, if the transmission is put in Tiptronic mode with the console shifter it will hold a selected gear up to redline. At that point it will upshift but not before.
    13
  197. Let me guess. You don't often transport passengers in the back seat. For a driver a panoramic sunroof is almost invisible. Not so for those in the back seat.
    13
  198. You might want to mention that the road from Gareway to Telluride goes from an elevation of circa 4600 to 8700 feet above sea level. The effect on performance of the NA V6 is about the same as filling the vehicle with a load of NFL linebackers compared to driving in Florida. OF course, skeptics will point out that the dirt road you drove wasn't Hell's Gate in Moab, UT, a hundred miles or so from where you started and where KIA filmed their well known Sorento commercial. But it was a great demonstration of the worst conditions 90% or more Telluride owners will encounter. For a vehicle not meant for rock climbing, it acquitted itself quite well. I live in the Puget Sound region and own a Kia Sorento. Essentially the same AWD system as the Telluride without the various user controlled AWD settings (other than a 50/50 torque split for getting out of messy conditions). It's been great for trips from the island where we live to skiing in the Cascade mountains. Only moderately challenging for the most part with mostly plowed roads. But last month we had the biggest snow storm in the Puget Sound in 40 years. Getting from the road to our house about 500 feet higher up a long driveway covered by a foot of snow was something of a challenge and the Sorento dug in and conquered it without an issue on all season tires. Meanwhile several of my neighbors left their SUV's parked beside the road below. (I was proud of her. :) ) Journalist reviews, sales, and waiting lists for the Telluride have largely eliminated the typical "Yeah, but it's a KIA" comments. They've been replaced by well deserved comments along the lines of "Yeah, and it's a KIA!" :)
    13
  199. Tomasz Dominikowski: Other than prompting a lot of content-free comments from trolls I'm not sure there's much value in that. A few points. First, no vehicle is perfect and every model has its fans based on their priorities and tastes. There are number of cars I wouldn't have in my garage but that's because I have specific aspects I find especially appealing or deal breakers. I don't like CVT's, for example, but I understand why others have a different perspective. Second, there are few, if any, truly bad cars. When I was a kid in the dark ages and dinosaurs roamed the earth, it was unusual for a car to be driven for 100K miles. Those who managed to squeeze six figure mileage from a vehicle bragged about it to anyone who would listen. Today, a car with 100,000 miles is middle aged. Likewise, in 1969 the death rate from auto accidents was more than twice what it is today. Virtually any vehicle is far safer with better performance than in the "good ole days." There are better and worse vehicles by that measure but thanks to government regulation virtually all cars provide a substantial level of passenger protection in cars that outperform those of 20 years ago. Finally, despite complexity that was undreamed of even 20 years ago, automobiles are incredibly reliable consumer products. As others have noted if our vehicles were as "reliable" as our home computers, we'd be accustomed to the entire product experiencing a major failure on a regular basis. When did you last regret you failed to "back up" your car? And if not a catastrophic failure we'd at least have to deal with "rebooting" our cars a few times a month. The only consumer products that provide longer trouble-free lives are TV's and home appliances, each much simpler than an automobile.
    12
  200. For those not familiar with the details of VW's history and portfolio in North America it may not be obvious that the Taos is something more than another subcompact SUV. In fact, it's the replacement for the basic Golf on this side of the Atlantic. The Golf will live on in Europe in its MK8 version but in the US only the GTI and Golf R will survive. Instead, American consumers will get the Taos. A vehicle aimed at essentially the same consumers looking for a small vehicle with more than ample interior passenger and cargo space in a relatively economical package. The engine is a version of the Golf's four cylinder turbo enlarged slightly from 1.4L to 1.5L. The iconic Golf has always offered generous passenger and cargo space in a small package. The Taos continues and reinforces that tradition. Only about 6" longer than a Golf, the Taos provides considerably more overall cargo space (and more than nearly any rival subcompact SUVs.) And unlike the basic Golf the Taos offers optional AWD. All wrapped in an SUV costume to appeal to American consumers. Vw has long (and often bitter) experience with Americans' taste in their vehicles. We like our VWs larger and usually less expensive than Europeans. Thus, the American Passat is larger and cheaper than the European version. The Atlas and the Cross Sport are each larger and considerably less expensive than the Touareg. The current Jetta is larger than its predecessor and isn't even offered in Germany. Our version of the Tiguan is the larger of two versions sold in Europe where it's known as the "AllSpace" and considered a midsize or even a large SUV. Of all the VWs offered in the US the GTI, Golf R, and Arteon are closely related to their European versions and even then there are significant differences in features, options, and price. The same pattern holds for the Taos. It is built in Mexico and destined for North and South America with similar vehicles slated for Russia and China. It won't be sold in Western Europe where the T-Roc, an even smaller SUV is available. The increasingly dismal sales of the basic Golf in the US undoubtedly contributed to the decision to withdraw it from America. VW obviously hopes that our obsession with SUVs will make the Taos more appealing.
    12
  201. Definitely well suited to those rough trails to and from the local country club.
    12
  202. 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?
    12
  203. Mine is the 2018 Autobahn with a DSG. Love it dearly, especially since the DSG provides all the "engagement" I crave in manual mode and a relaxed driving experience when putting along at 5-20 mph in stop-n-go freeway traffic around Seattle.
    12
  204. As others have noted, my two favorite reviewers together. I recently replaced a 2012 Sorento with the 2018 model (loaded SX-L AWD) for just under $40K. Looked thoroughly at alternatives and found only the Ford Edge Sport to be a close competitor. I loved the 2.7L twin scroll turbo in the Edge. But since the Sorento is primarily my wife's car and we have an occasional need for a 3rd row she cast the deciding vote. And since I drive a chipped GTI I have an alternative for my thrills. We put 75K on the 2012 model with nary a problem. And we probably would have held onto it had it not been for the significant improvements in ride and features in the new generation. Have to say that one of the most impressive aspects of the KIA brand is the commitment to continual improvements even within a single model's generation. Furthermore, I think the excellent deal I was able to negotiate stemmed in part from the dealer's desire to clear inventory before the 2019 version made an appearance. From what I can tell, the eight speed transmission and LED headlights are the single most significant changes in the 2019 refresh. Not without value but I have no complaints about the six speed transmission and KIA made major improvements in their headlights in 2018. (Resulted in a Top Safety Pick + from IIHS.) Among the most significant features for us is the Sorento's size. It's a foot shorter than the Mazda CX-9 with more interior space, for example. I can park in the ubiquitous "compact only" spaces at the mall without guilt or risk of damage. And it drives like a car, not a bus. For a family of three (including a teenage daughter and frequent friends) and a large dog, the space is more than adequate. I do find it amusing that so many reviewers, almost always male, make snide remarks about the Sorento resembling a minivan rather than a "true" SUV. I think that stems from two factors; the relatively rounded shape and the short hood compared to more "manly" vehicles. For the most part, however, I think curves rather than sharp edge designs age better. As for the short hood, that's a topic Freud would have a field day with. ;) I've almost never replaced a vehicle with a later version of the same model but our experience with our first KIA Sorento and the numerous enhancements in the current generation convinced us to stick with it.
    12
  205. 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.
    12
  206.  @justsomeguy934  All true but it's worth noting that the Pacific Northwest has experienced literally dozens of "once-in-a-century" floods over the last couple of decades. Along with several "once-in-five-century" floods. Global climate change makes such labels rather laughable.
    12
  207.  @alexcoyg3281  Depends on what "people" you're talking about. Believe it or not, the market for compact crossovers isn't composed of internet fanboys many of whom aren't old enough for a driver's license and/or couldn't afford any new car. The Tiguan's 184HP puts it right in the middle of the category of compact crossovers and at 221 ft lbs of torque it leads every other compact crossover by a significant margin. Some brands offer optional higher performance engines but such models constitute a minority of the vehicles actually and typically add several thousand dollars to the MSRP. Tiguan 184 HP/221 Ft lbs Torque CR-V 190 HP/179 Ft lbs Torque Rav4/ 203 HP/ 184 Ft lbs Forester 182 HP/ 176 Ft lbs CX-5 162 HP/155 Ft lbs Sportage 181 HP/175 Ft lbs Rogue 170 HP/175 Ft lbs Escape 180 HP/ 177 Ft lbs
    12
  208. I'll take a Golf R.
    12
  209. Though it's obviously tedious to create (and view), I find the detailed review of an infotainment system extremely useful. In fact, their importance in the choice of a vehicle grows with each new model. Manufacturers are obviously struggling to find the best balance between screen control, buttons, and knobs. In the long run I suspect that all brands will move increasingly to voice recognition and control but we're a ways away from that ideal in even the most expensive vehicles. With that in mind comparative reviews of infotainment systems would be especially useful. Sepate buttons and dials to control features that are changed frequently combined with screen controls for making seldom modified choices seems an obviously superior design strategy. Configurability is welcome up to a point but once changed it's often difficult to remember how to reconfigure, especially for a second driver. Touchscreens are fingerprint magnets but a separate dial required to manipulate a cursor on the screen can be more distracting than a simple touchscreen. And then there's the worst of all worlds, a touchpad between the seats with handwriting recognition. (I'm left-handed and handwriting with the index finger of my right hand is simply impossible. I suspect that right handed drivers in places such as the UK have much the same complaint if they try to write with their left hand.) I own a recent KIA Sorento model as well as a VW GTI. The infotainment systems differ in a number of ways and the simpler VW system has some advantages even though it's less colorful and has a smaller screen. But overall I find the Hyundai/KIA systems to be among the most intuitive, feature rich, least distracting, and easily operated in the market. I can't really compare those systems to others because like most consumers when I shop for a car I don't have time to spend an hour learning how to use the infotainment system in each vehicle I'm considering. I know it would be a burden, Alex, but comparative reviews of two or more infotainment systems would be much appreciated by someone like me.
    12
  210. I usually wouldn't spend an hour and a half on an automotive review of a vehicle I cannot even drive, much less purchase. So kudos for this review, Thomas. It was excellent.
    12
  211. Spent some time earlier this year testing and researching several top trim mainstream midsize sedans. (Honda Accord 2.0L Touring, Toyota Camry V6 XSE, and Mazda6 Signature among others.) It was a close finish but on my scorecard the Accord finished in first place followed by the Mazda and the Toyota. If I'd been handing out a "most improved" award it would have gone to the Camry. It no longer deserves to be called an "appliance" but the Accord and the Mazda6 with its 2.5L turbo four banger were improved, as well. In terms of looks, the Mazda took the prize with the Honda in second place even though it looked, to me, like its front end and rear end were designed by different committees. The Camry finished last in looks, at least for me. Outside and inside it looked like its design was based on a spaceship from a 1930's Flash Gordon serial. And the materials in the rear seat bore all the earmarks of "value engineering." Infotainment was definitely second rate, especially compared to the Honda. I was pulling for the Mazda, having owned several over the years. But while the Signature trim interior was impressive, it didn't make up for the dated infotainment system and comparatively cramped interior compared to the Honda. Finally, the Honda's turbo four was much more impressive than the Mazda mill and equaled the performance of the Camry's V6. All three are good cars, I think. But the Honda definitely stands out in this crowd.
    12
  212. For those who find simple, elegant designs that aren't over-styled with creases and bulges slapped here, there, and everywhere, the 2 series (true) coupe is a masterpiece. Internet fanboys who can't afford either version will immediately ignore the four banger but for those who remember the 2002 series BMW that gave birth to the concept of a sports sedan will understand what the 230i is all about.
    12
  213. No doubt Subaru felt offering the turbo on the lower priced Forester would cannibalize sales of the Outback. No doubt they're right.
    12
  214. Looks "very futuristic?" Reminds me of a space ship design from a 1930's Flash Gordon movie serial. :) No matter, a Prius doesn't try to be the prettiest girl at the dance. Her appeal is a great "personality" and being a cheap date.
    11
  215. Bryle Smith and David Santora (above): Obviously you guys don't know many (if any) Subar-ites. When you're axle deep in mud or snow a turbo isn't going to help and you're not going to be using your stopwatch for 0-60 times. As Mamo notes, fuel efficiency is a priority, not acceleration. It's not my kind of vehicle but the Subaru owners I know would have to have their cold dead fingers pried off the steering wheel before they'd give 'em up.
    11
  216. The midsize unibody SUV category is HUGE with about 30 vehicles from mainstream manufacturers alone. It's further divided into two subcategories: a group of smaller vehicles that range from about 187" to 193" in length, nearly all of which are two row offerings, and a group of larger vehicles (195" - 204" long) where 3 rows of seats are the norm.* Nearly every mainstream automaker offers a vehicle in each sub-category in the US. But prior to the introduction of the Venza Toyota had a gaping hole in their portfolio. No two row midsize SUV. Now Mazda stands alone as the only mainstream automaker without a midsize 2 row offering. To fill the hole in their lineup Toyota could have followed the practice of some automakers with significantly different vehicles in the two sub-categories (e.g. Hyundai, KIA, Ford, Chevy, etc.) Or they could have simply chopped off a bit of the length of their existing 3 row midsize SUV for a two row offering (e.g. Honda Pilot, VW Cross Sport) and called it a day. But if Toyota does anything better than building good, reliable and appealing vehicles, it's building PROFITABLE vehicles. So why not take an existing vehicle, the Toyota Harrier (built on the same platform as the RAV4 and designed for international markets including Japan) and re-badge it as a Venza. Voila! Inexpensive design and production and a vehicle that meets Toyota's needs for a midsize two row vehicle. It might not be a sales leader like the Highlander and the RAV4 but the Venza is unlikely to seriously cannibalize sales of those vehicles. Furthermore, Toyota could offer it solely as a hybrid and include the same unique (though with limited functionality) rear wheel electric motor powered AWD system that sells so well in the Highlander and RAV4 models. Who's the target market? That's easy. The Venza, more than most rivals, is a 21st century station wagon for those who wouldn't be caught dead in a wagon. Mid-level managers and spouses in suburbs with no more than a kid or two and empty nesters who aren't prepared to pay Lexus prices. Off road adventurers? No way. This is a grocery getter/freeway hauler that will seldom see any environment as challenging as a gravel road. But that's OK. It's economical and sends the message of being the car an upwardly mobile, environmentally conscious, and frugal consumer would find appealing. Largely the same demographics that bought station wagons in the 1980's. *This categorization applies to almost all vehicles but there are a couple of exceptions. The KIA Sorento sits alone among the the group of smaller SUVs with a standard 3rd row and the VW Cross Sport is large for a 2 row SUV at 195.5" in length, half an inch longer than a 3 row Highlander. Otherwise, the smaller vs larger midsize sub-categories applies to virtually every automaker's offerings.
    11
  217. Very interesting review, Russ. Personally, I think the most appropriate application of Mazda's ubiquitous 2.5L turbo is the CX-5. The Mazda6 is also an appealing choice but the competition from the Accord's punchy 2.0L turbo and the Camry's naturally aspirated V6 is tougher in that category. As for the two-ton plus CX-9 where the competition is mainly V6's (except for the Subaru Ascent) and vehicles with MUCH more passenger and cargo space in tidier (i.e. shorter) packages it's up against some really tough competition. Want a vehicle that prioritizes performance over utility in the compact category and the CX-5 is very appealing. Want to reverse those priorities and the CR-V is an obvious choice with virtually all of the others ahead of the CX-5. More broadly, I like your categorical division among crossovers. I'd add another distinction based on size with several more categories. At the small end are the well recognized "sub-compact" crossovers. But lets save these "hatchbacks on stilts" for another time. At the other end of the scale are the "full size" SUV's or what the rest of the world refers to as Godzilla-mobiles. Let's ignore those, too. That leaves the conventional categories of "compacts" (average 180"-182" with a couple of outliers (Tiguan, Rogue) coming in about at 185" in length and the large hodgepodge of different vehicles typically called "midsize" SUV's that range from about 188" to 203 in length. That midsize category is too numerous and too varied. So lets define a "tweener" category of vehicles larger than the compact group and smaller than the larger 3 row midsize vehicles. If one takes your categories of "soft crossers" and "car crossers" and combines it with "compact" and "tweener" categories, the result is a 2x2 matrix with some interesting similarities and contrasts. Almost without exception the "compacts" are four banger mills, some turbocharged and others NA. The "tweeners" typically have standard or optional V6's, almost all naturally aspirated. Exceptions are the Edge ST turbo V6, a V8 option in the Grand Cherokee, and the Santa Fe's single option four banger turbo. The compacts and tweeners are almost all two row SUV's with the exception of the Kia Sorento in the tweener category and the Tiguan's optional third row suitable for stowing a bound and gagged hostage at the lengthy end of the compact category. As you note, both the CX-5 and the Ford Edge are "car crossers." But the CX-5 is clearly a "compact and the Edge (188") is a tweener. Similarly, with the CX-5 and the Hyundai Santa Fe. The Forester and CX-5 are near the same size but the Forester arguably falls in the "soft crosser" group and the Outback is more suitably termed a "tweener car crosser." Likewise for the Jeep Grand Cherokee while some configurations of the compact Cherokee (e.g. Trailhawk) are in the more rugged group of "soft crosser" compacts and other configurations in the "car crosser" group. I'll stop there. At least some of those who've made it this far think I've gone on far too long anyway. But I do find that Russ' categorization of crossovers' character combined with a recognition that there's a definable category of SUV's between compact and midsize to yield a useful set of comparisons and contrasts.
    11
  218. "If you have a CVT...let it act like a CVT..." Hallelujah. I think if we'd all been driving CVT's for the last 60 years, or so when stepped gear transmissions were introduced, there would be loud complaints about the abrupt gear changes they imposed on the driving experience. Personally, I'm not a fan of either CVT's or conventional torque converter AT's. I prefer a DCT. But the good news about CVT's is they're more fuel efficient and offer the potential of better performance than the torque converter alternative. And unlike the latter they can be tuned with software rather than by replacing gear sets. They're by no means perfect but they're getting better. And the bottom line is that their advantages mean they'll be further improved as development continues.
    11
  219.  @activersky8769  At this point KIA has not sold any Tellurides to the rental fleets.
    11
  220. Nolan, it's true that the more compact external dimensions of the Sorento (for a midsize crossover) limits the overall cargo capacity of the Sorento. It's worth noting, however, that the total of 74 cubic feet behind the first row is greater than that of the much larger Mazda CX-9. Amusingly, the cargo capacity is the same as the Ford Edge two row crossover, a capacity that some reviewers have characterized as "cavernous." Seems the standards on cargo capacity shift depending upon what the vehicles are being compared to. ;) As you imply, KIA designers have opted to provide a bit more room for third row passengers compared to its rivals. (Third row legroom is greater than the CX-9, the Toyota Highlander, and the Honda Pilot, for example.) It's only in cargo space behind the third row that the Sorento trails the competition. But let's be honest; none of the midsize crossovers is really suitable for accommodating six or more passengers and their gear for an extended road trip. That's the mission of minivans and large crossovers. All in all, we chose the Sorento over its competitors in part because its relatively compact size offers solid advantages in terms of maneuverability in suburban traffic and parking lots. We also wanted a usable third row for occasional short trips hauling our daughter and her friends or with another family without paying the penalty of a more massive vehicle in day to day use. The Sorento checks the "Goldilocks" box almost perfectly.
    11
  221. Ah yes, the standard complaints. "Why don't they offer a stick in upper level trims? Answer: They don't want to see cars sitting for months in dealer lots that end up being heavily discounted to sell. "Why don't they include (fill in the blank) feature, especially in the least expensive package?" Answer: Manufacturers have the irrational objective of making a profit and, especially in this market segment, price is an overriding priority and upselling to higher level trims for those with the budget to support it adds profit, as well. How unfair! "Why did they drop the larger engine and substitute a smaller power plant?" Answer: Another critical priority in this market segment is fuel efficiency. And achieving that magic "40 mpg" for highway mileage on the window sticker is a prime objective. That's especially true if similar real world performance can be achieved by mating that smaller engine with an eight speed automatic and still get "40 mpg" on the highway (or at least on the window sticker). "Why did they 'cheap out' with a torsion bar suspension?" Answer: See answers above, especially if it doesn't affect overall comfort in normal driving for the vast majority of consumers. "What about reliability?" Answer: Here's the longest bumper-to-bumper warranty in the industry. And it's transferable to boot. "Why isn't this a sedan version of a GTI?" Answer: Consumers who want GTI performance buy GTI's (and love them.) Next question?
    11
  222. Appealing sedan. Unfortunately, Genesis didn't follow the example of its cousin, the KIA Stinger in offering the 2.5L turbo 4 in the base version of the G70. A bad, very bad decision since it denies consumers an entry vehicle to the Genesis brand's sedans. Even more puzzling is that the 2.5L turbo is the standard engine in the GV70 SUV as well as the G80 sedan.
    11
  223. More than a "hint" about the diesel, I think. KIA offers that 2.2L diesel in most other markets including Australia. I'm surprised to see the turbo 4 cylinder disappear from the options so soon and it leaves a large hole between the base 4 cylinder and the V6. Betting that the diesel appears sooner rather than later. It's worth noting, by the way, that what is considered a 2019 model in the US is apparently already available as a 2018 model in other markets, most notably in Australia where the diesel engine, the eight speed transmission, the LED headlights are all included in the top trim level of the 2018 model.
    11
  224. Most VW customers agree. The GTI outsells the base Golf models about 2 to 1.
    11
  225. David B: Those who need an automobile to confirm their sexual identity should seek therapy.
    11
  226. Yeah, those Mexican robots are SO much less competent than the German ones.
    11
  227.  @JEFFSMITH95  I've owned both the last generation MK6 GTI built in Germany and the MK7.5 built in Mexico. If anything, the Mexican assembled GTI is tighter and less prone to "vibration" than the MK6 built in Germany.
    11
  228. Very attractive vehicle. And probably the best application of Mazda's ubiquitous 2.5L Turbo. The CX-9 is in a competitive space with vehicles almost all of which offer standard or optional V6 engines. The Mazda6 is also an attractive offering but it has much tougher competition in the form of the Accord with 2.0L turbo engine and the Camry V6. In all three vehicles the attractive looks stem in large part from a comparatively long distance from the firewall to the front bumper and resulting reduced distance from the base of the windshield to the rear bumper. In the Mazdas it's necessitated by a massive exhaust manifold located behind the turbo engine but it has the additional benefit in a profile that automotive designers have used for about a century in sports cars and sedans to imply potency and performance. Unfortunately, that stylish profile comes with significant design challenges, especially in a compact SUV category with "utility" in the name. At 179" in length the CX-5 is about an inch or two shorter than the its main competitors, the CR-V and the RAV4. But the CR-V has up to 39.2 cubic feet of cargo space behind the second row and a whopping 75.8 cf of total cargo space. In comparison the CX-5 has only 30.9 cf behind the second row and 59.6 cf overall. That's a whopping deficit in total cargo space of over 27% (!). In fact, the CX-5 has only about six cubic feet more overall cargo space than a VW Golf. The only consolation is that the massive CX-9, twenty inches longer than the CX-5 also trails the CR-V (and the Subaru Forester) with only 71 cubic feet of total cargo space. The bottom line is that the CX-5 has a great looking profile and a seriously upscale interior in the Signature trim. The 2.5L turbo engine is tuned to provide massive torque at a low rpm giving it an almost diesel-like character that's appealing in off the line acceleration even if it falls off a cliff at high rpm's. MPG's aren't the best, especially if one takes advantage of the turbo but they're not awful. The infotainment system is dated but for 2019 the CX-5 finally offers both Apple CarPlay and Android Auto. And it will probably be updated to keep up with the Mazda3 next year. So for those who neither need nor want the actual utility and versatility offered by several other compact SUV's but feel the need to join the SUV crowd, it's an appealing choice.
    11
  229. I think I can answer the question of why the CX-9 is the worst selling midsize 3 row crossover. And it's not the worst by a little; it's the worst by a LOT with fewer than 27,000 units sold in the US in 2019. The KIA Sorento, hardly a sales champ, sold 96,000 units. The Telluride, available for only 10 months and hampered by limited supply, had twice as many sales. Comparisons with most other competitors is even worse. In a category where the "U" in CUV stands for UTILITY, the CX-9 simply doesn't offer what most customers are looking for compared to the competition. At 199" long, it's among the largest midsize crossovers in the category. Only the Durango and the Chevy Traverse are longer. It's even a fraction of an inch longer than the 2020 Explorer and the VW Atlas and a couple of inches longer than the Telluride.. It's 4" longer than a 2020 Highlander and a full 10"(!) longer than a KIA Sorento. Bottom line? It's a BIG vehicle. On the other hand, the interior space of the CX-9 isn't just below average. With only 71 cubic ft of overall cargo capacity, it's TINY. The much smaller Sorento offers more (73 cf). So does the compact CR-V! And it's not just cargo space. The CX-9 has 135 cubic ft of passenger space; the Sorento has 154 cubic feet. Even more striking is the passenger room in the third row, presumably a major reason for opting for a 3 row crossover. A Ford Mustang provides 30" of legroom in the back seat. There are only two midsize crossovers that offer less, the ridiculously cramped Highlander at 27.7" and the CX-9 at 29.7". Again, the much smaller Sorento offers 31.7". To be fair, the CX-9 does offer superior handling on twisting secondary roads. But who buys a 3 row crossover for its canyon carving prowess? Apparently not many consumers. And if Mazda's handling is a priority there's an alternative and a third row of seats isn't needed, the CX-5 offers the same engine/drivetrain as the CX-9. It, too, is relatively cramped compared to rival compact crossovers but with a deficit much less than the CX-9 vs its competition. The CX-5 has a curb weight over 550 lbs less than a CX-9 in a package that's 20" (!) less in length. Better handling, better performance, and MUCH less expensive. It's no mystery why Mazda sold about 6 times as many CX-5's as CX-9's in 2019.
    11
  230. 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.
    11
  231. Sounds like you take care of your vehicle. As a matter of fact despite the RANKINGS of various automotive brands and models the actual INCIDENTS of reliability issues of new automobiles are very, very close. Well over 90% of the owners of ANY new car can expect to drive it for at least 5-7 years without a single major issue with reliability. Automotive reliability rankings are like horse races. If a horse finishes second it's impossible to tell from that information whether the horse trailed by a nose or by 17 lengths.
    11
  232. I'm surprised that several other posters noticed the abysmally slow power folding rear seats in the Palisade. It's a feature that Hyundai apparently believes spells "luxury" but in addition to its pokey performance, the motors and wiring required means a sacrifice of about 16% in the cargo space behind the third row. And then there's the relative reliability of the human arm vs an electric motor.
    11
  233. Seriously considered the Tiguan last year when my wife and I were considering a new crossover as her daily driver and the family's trip vehicle. My impressions... () As a GTI owner I found the performance sluggish. However, putting the Tiguan in "sport" mode made a significant difference. Still not a GTI but no longer sluggish. If I owned one I'd add a Stage I APR tune to the engine for about $800 and increase the HP and torque by about 40%. (Unless a warranty issue can be shown to result directly from the tune, it doesn't invalidate the warranty by the way.) Remember this IS the same engine as the GTI; the difference lies in the tuning. () The third row is a cruel joke. Suitable only for the S&M crowd for holding a small bound and gagged hostage. Fortunately, it's a low cost option rather than a standard feature. Save the $500 and put it toward a Stage I tune. () Handling and drive-ability. Best in class. No contest. Unfortunately, though, the American version of the Tiguan uses a conventional automatic rather than the DSG available in Europe (where it is known as the Allspace rather than the Tiguan and the smaller previous version of the Tiguan is still sold.) Nevertheless, if you're partial to the handling of European vehicles, the Tiguan is far and away the best in its class. () Utility. Although the Tiguan (along with the Nissan Rogue) is typically considered a "compact" crossover, at 185" in length it's up to six inches longer than the competition (e.g. Mazda CX-5) in the class and has extremely generous cargo space. It has up to 73.5 cubic ft of cargo space behind the front row (versus 59.6 in the Mazda CX-5) Furthermore, the cargo space is especially well designed as a box with relatively wide space, low liftover, and minimal intrusion into the space. () Bottom line. Ultimately we purchased a KIA Sorento, slightly larger than the Tiguan (189" in length), a close cousin of the Hyundai Santa Fe but with a V6 engine and an occasional third row that's actually usable. Had the priorities been solely mine I might have opted for the Tiguan and invested in a Stage I tune. But since the family truckster is my wife's daily driver and the vehicle we use for f trips, the Sorento better met our overall needs.
    11
  234. I try to remain objective and not fall into fanboy-ism about any brand or vehicle. But I have to admit that KIA makes it more and more difficult. Bought our second Sorento last year. It's a perfect Goldilocks size for our family of three plus a big dog, especially when we need a surprisingly accommodating third row of seats for six or seven passengers and would otherwise have to take two vehicles. The Stinger is a widely praised version of a European style GT at price point that leaves enough in a wallet for a long, long "grand tour." The new Forte is a feature packed compact sedan priced so a parent sending a kid to college or a recent graduate drowning in debt can consider it. The Telluride is so popular that waiting lists of months and/or "market adjustment" stickers are not just common, they're near universal. Want a true luxury full size sedan, again at a price tens of thousands dollars less than the European competition? KIA suggests you take a look at the K900. You'll have enough $$$ left over to hire a part-time chauffeur the KIA was designed for while you stretch out in the back seat. And then there's the Soul. They're so popular here in the Pacific Northwest my local KIA dealer could install a vending machine in the showroom and save the cost of a salesperson or two. The demographic appeal ranges from 20-something hipsters in Seattle to downsizing seniors and young families. The snail mail delivery person on my small island uses hers to deliver everything from the daily mail to huge packages and would have to have her cold dead fingers pried off the steering wheel before she'd give it up.The Soul has 62.1 cubic ft of overall cargo space. That's more than the Mazda CX-5. Speaking of living on an island, a unique personal benefit is a discount on the stiff Washington State ferry fares for vehicles less than 14' in length. Few vehicles qualify (Happily, my GTI does) and none with the cargo capacity and passenger room of the Soul earns it. I wouldn't give up my beloved GTI for the Soul GT. But it would be a choice not a joke to consider it. Being a GTI owner I'm already committed to "function-first" brick-like styling. The Soul is a bit farther along the "funky" styling dimension but it's in the same ballpark as the GTI. I love my GTI's dual clutch transmission. I'm not sure the KIA would match its behavior but I'd give it a chance. The Soul GT won't match the performance of my GTI but its mpg's are a bit better. And as versatile as my GTI is, the Soul GT offers more cargo space and competitive passenger space. Owning a Sorento I'm familiar with the KIA's infotainment system and it's frankly superior to my GTI's. Still, there's handling and intangibles the KIA can't match. So I'll keep my GTI but I'll offer a thumbs up to anyone I see in the new Soul GT. As for the more obvious competitors like he Kona, the Honda HRV and the Toyota CRV ...No thumbs up.
    10
  235. MINIs, Gotta love 'em. I've seriously considered a MINI twice in the last decade but have opted for a GTI in each case. More room, somewhat better performance, 4 doors, and a DCT with paddle shifters made the difference. And as someone with a spouse, a daughter, and a big dog, all of whom I like to have with me more often than not, the GTI just fits my needs more completely. The MINI Countryman or Clubman would make up some of those deficiencies but in doing so those models lose some of the MINI's panache (imo). I have to say, though, that the new MINIe (the EV) even with a relatively limited range is a tempting option with a new driver (my daughter) in the family. With the US Federal tax credit of $7500, a well equipped MINIe is quite affordable and would extend the life of the family's gas guzzling SUV and my beloved GTI by a significant degree. Very tempting.
    10
  236. That's good. And you can use that money to maintain the Renegade.
    10
  237. A truly GREAT review, Paul. You focused on what I think is the key improvement in the GR 86/BRZ twins -- the new engine's substantial reduction in the infamous mid-range torque "dip" and the absurdly high peak torque at over 6000 rpm in the previous generation. I happened to have owned a Mazda RX-8 for five years, or so. The rotary engine had a redline at 9000 RPM and was a hoot to drive on the track or on deserted mountain roads. But the absence of torque at low and midrange RPMs made it annoying at best for daily driving on public roads. It was a DOG in that environment. And not having either the room in my garage nor the budget to allow for a "track only" toy, well over 90% of the miles I put on the Mazda was as a daily driver. I put up with the RX-8's behavior for five years before replacing it with a GTI. A decision I doubled down on in 2018 with a MK7.5 GTI. The most enjoyable car I've ever owned. The new generation 86/BRZ twins have me very interested. I wouldn't give up my GTI for one. (It would be like selling the family dog.) But my 17 y/o daughter isn't shy in hoping she'll inherit the GTI. That option would at least keep it in the family. Over the years I've lusted after a Miata but the absence of any form of back seat excludes the possibility of journeys with both my wife and "Fido". Sadly, that's a deal breaker as far as the MX-5 and the Supra are concerned. I know I'm in the minority of self-styled "enthusiasts" in being happy that the 86/BRZ doesn't include a turbo. But as the spiritual descendants of British sports cars (e.g. the Austin Healey 3000, and the iconic E-Type Jaguar) I not only don't think a turbo is needed, I think it would be inappropriate. So when the new versions of the 86 and BRZ show up at my local dealers I'll be at the door.
    10
  238. So the Toyota Hybrid wins the MPG contest and the Honda takes the trophy in the prior "slip" test of traction in adverse conditions. Makes the choice between the CR-V Hybrid and the RAV4 Hybrid even more difficult depending on one's priorities.
    10
  239.  @Al13n1nV8D3R  Then you should buy a GS 350. Oh, wait. I'm guessing you can't afford either a RAV4 or a GS 350. Manufacturers don't offer vehicles based on what internet fan boys dream about. They're in the business of selling cars.
    10
  240. Gee, Micah. Try to contain your enthusiasm for the Passat. :) The truth is that VW has found repeatedly that Americans aren't willing to pay for European spec VW's. Americans want cheaper, larger vehicles from VW. Thus, the Euro-spec Passat was replaced by what VW believes Americans want. When the American-ized Passat was introduced sales nearly tripled. The excellent but expensive Touareg was dropped in the US and replaced by the Atlas. The first generation Tiguan, still sold internationally, has been replaced by the larger, less expensive Tiguan in the US, a vehicle that's called the AllSpace internationally. The current generation Jetta is not even sold in most of Europe. Even the iconic basic Golf won't be sold in the US for 2020. And the GTI and Golf R are significantly "de-contented" in their US guise. The MK8 versions won''t be available as 2020 models. For a European spec VW sold in the US, the primary example is the Arteon. It's fine European touring sedan but VW admits their expectations for sales are modest in the US. Hopefully, those sales will be sufficient for those of us who appreciate a true European GT at a reasonable price will be able to consider it.
    10
  241. Happy to see this rare review of the Trailblazer, a vehicle that with 48,000 sales in the first 9 months of 2021 ranks 4th (!) in sales among 20 subcompact crossovers. (The Buick version of the Trailblazer, the Encore GX, is 5th.) I don't know about others but I'm shocked that only the Honda HR-V, Subaru CrossTrek, and Hyundai Kona have had more sales in 2021. The little Chevy outsold the Mazda CX-30 in the first 9months of the year by 14,000 units and the KIA Seltos by nearly 17,000. And in the third quarter the Trailblazer ranked #1 in the subcompact category. Some of the Trailblazer's success may be due to fleet sales but even if that's the case, the Chevy is undeniably appealing to consumers. Who woulda thought it? Not me. Some will be skeptical about the tiny 1.3L 3 cylinder engine available in the Trailblazer (and the Encore GX). The sales leaders in the category all have 4 cylinder engines that range in displacement from 1.6L (Kona) to 2.5L (Crosstrek). But the story is more complicated than total displacement. In the world of motorcycles, for example, "twins" from Harley Davidson and others and "triples" from Triumph often provide greater low and midrange power than 4 cylinder bikes with equivalent or greater overall displacement. That's simply because individual cylinder displacement produces greater power. At top end rpms 4 cylinder bikes (typically from Japanese manufacturers) have a decided advantage but as HD sales have demonstrated for years, many riders prefer the experience provided by Harley twins. I haven't driven the Trailblazer or Encore GX but I suspect that much the same phenomenon is true for their 3 cylinder engines. Reviewers of the two vehicles frequently temper their criticism of overall 0-60 acceleration, for example, by noting that the vehicles are surprisingly "peppy" in normal driving. That's likely because peak torque (of 174 lb/ft) is virtually equal to the Crosstrek (175 lb/ft) but comes at only 1550 RPM compared to the Subaru's 4400 RPM. So why don't other automakers offer 3 cylinder turbo engines? It's less complicated to limit vibration in a 4 cycle engine when each crankshaft revolution includes a power stroke from one of the cylinders. Counterbalancing a 3 (or 6 cylinder) engine to counter vibration and make for a smoother operation complicates engineering. But reports suggest that GM engineers have dealt with that issue reasonably well.
    10
  242. I'm impressed by the vehicles coming from Hyundai and KIA. But I have to say that Hyundai's design language in most of their vehicles (including the Elantra) strikes me as descended from a spaceship in the 1930's Flash Gordon movie serial. As if Hyundai designers submit a final design to a committee charged with adding bulges and creases here, there, and everywhere. It's understandable that Hyundai seeks to break the stranglehold that the Corolla and Civic have on sales in North America with vehicles that "stand out" from the crowd in a shrinking market segment but I can't avoid feeling that the designs won't age well compared to the more classic, more elegant, and simpler looks of the Civic (and even the Elantra's sibling, the KIA Forte.)
    10
  243. Fortunately, you don't have to purchase a 2017 model. The 2019 model has LED's front and rear.
    10
  244.  @antoniocalimero1173  Those who are arrogant enough to decide what "a true car enthusiast" would buy is a fanboy, not a "true car enthusiast."
    10
  245. A number of those posting comments don't appear to understand that Honda, Hyundai, and Toyota are treating their fuel cell vehicles as opportunities for large scale "beta tests" by consumers, not as mainstream vehicles for the vast majority of customers. In fact, Honda will only lease the Clarity FC and only to lessees who live in particular California zip codes with access to hydrogen fueling stations. Hyundai has decided to sell the Nexo to customers who don't want to lease though I'm not sure why most customers wouldn't opt for the lease option since the current purchase price is well over $60K. I'm unsure about Toyota's stand on that issue since their website directs a potential customer to a dealer for information. In essence these manufacturers are testing an "ownership" experience as it's anticipated will exist in the future with some additional perks. Each eliminates the cost of fuel over the three year lease. Each provides a bumper-to-bumper warranty and roadside assistance. And in the case of Toyota three years of scheduled maintenance. And since it's anticipated that owners/lessees will want to travel outside the 350+ mile range of the vehicle, each manufacturer includes 7 days of luxury car rental per year to enable owners to fly to a destination and drive a luxury vehicle free of charge. In effect, fuel cell vehicles are aimed at "early adopters," much as cell phones were aimed 25 years ago. And they're aimed at consumers who live in California because at this point it is the most FC friendly state in the US. All in all, if one happens to live in the Bay Area, Silicon valley, or Southern California these deals are very appealing. In the case of the Honda, a $379 per month 36 month lease gives you a car with a 360 mile range, refueling time at multiple locations of less than five minutes, and $0 fuel costs for three years along with other state and federal incentives to lower the cost of ownership. Can you drive from San Francisco to New York City? Of course not. But that trip is challenging even for EV's. For those whose commutes fit the parameters and whose trips are within California, FC vehicles are beginning to have considerable appeal.
    10
  246. Alex, thank you, thank you, thank you for your comments about reliability. As you note, almost all modern vehicles are highly reliable, especially compared to a decade or two ago. In fact, when I was a kid and dinosaurs roamed the highways a vehicle that lasted for 100K miles without completely falling apart rated a small article in the local newspaper. Today almost any new vehicle can be expected to last well over that 100K standard. And every manufacturer offers a bumper-to-bumper warranty of at least 3 years/36K-50 miles and power train warranties about twice that. The reason? Very, very few vehicles fail in any way during those periods. The longer warranties offered by the Korean brands are reassuring but they're primarily a marketing tool originally meant to counter perceptions that the brands were cheap and failure prone. It's true that the most widely available and comprehensive source of data on reliability, the annual survey of Consumer Reports readers, routinely puts Toyota products at or near the top of the list. But it's also the case that CR provides rankings of reliability not actual incidence of problems. In fact, virtually all major brands have very similar and very low incidence of problems over the period that a new car buyer owns a vehicle. That's supported by the fact that rankings among brands change fairly frequently from year to year. A statistician will point out that's a pattern that stems from simple sampling error. Toyota products typically retain their high rankings year after year as a result of the company's extremely conservative engineering philosophy that frequently avoids introduction of innovative features (e.g. turbocharged engines.) It's a good business strategy for Toyota for whom reliability is the single highest priority in their marketing. It may well serve Toyota very well but the price consumers pay is relatively late introduction of new technology and innovative features.
    10
  247. One of the advantages of being late to the party is that you get to see what everyone else is wearing. For example, if Subaru had introduced the Ascent a few years back they might have assumed that 10 or 12 cupholders and six usb ports were enough. Now it's obvious that to stay on top in the midsize crossover cupholder race, nineteen sets the standard and every passenger must have instant access to at least one usb port. (Just ask my teenage daughter.) In other critical areas, the Ascent looks like a pretty good effort. It lacks real off-road cred but that's not the most important priority in the midsize crossover market. Anyhow, Subaru shifted its marketing focus several years ago from driving ON a trail to taking owners TO a trail. And, of course, the vehicle your dog wants you to buy. I'm a card carrying member of the anti-CVT brigade but I'll admit that some manufacturers have improved them in the last few years. Sounds like Subaru isn't necessarily among them but most customers couldn't care less about the design of an automatic transmission as long as they don't have to shift gears themselves. And Subaru probably wrings a few extra mpg's out of that transmission at a lower cost than say an eight or ten gear alternative. Given that Subaru engines are not known for their frugality, that's probably a good decision. Otherwise, the Ascent appears to offer a lot of functionality and efficient design of interior space. At 197" long it doesn't necessarily offer the most efficient use of space but it's comparable to the Highlander, Pilot, and Atlas. And it's far better on that score than the even bigger Mazda CX-9 that has less space interior space than the much more compact Kia Sorento. Driving dynamics don't look like the Ascent's strong suit but for negotiating the wilderness of the suburban traffic jungle and droning down the freeway for mile after mile it looks like a winner. All in all, it looks like it's a hit with Suba-rites, at least here in the Seattle area (where they're legion.) And I have no doubt that dogs will love it. P.S. Great review as usual, Micah.
    10
  248. Pretty impressive. I'd want another paint job, though.
    10
  249.  @bryanmabbott  You forgot Ford and Chevy's other sins. I'll never consider a Ford after the exploding Pinto scandal and the "unsafe at any speed" Corvair. My question is how long the boycott should last. Is it over yet? And another question. Should the boycott extend to VW's other brands and to VW's that were never involved in emission cheating? No GTI's, no Porsche's, no Audi's, etc. etc. Should the tens of thousands of VW employees who had nothing, whatsoever, to do with Dieselgate be punished? No one should seek to excuse VW's emission cheating with "what-about-ism." It was a terrible episode and deserved severe punishment. And the 22 VW executives who actually went to jail in Germany, along with many others whose careers were ruined, and the ninety plus that are still under criminal investigation would argue they were, indeed, punished. Dieselgate cost VW over $2,000,000,000 (that's $2 billion) in direct costs. Their market for diesels, a major profit center in North America was destroyed and the company has effectively abandoned long-term diesel development. Just how much punishment is enough?
    10
  250. Excellent point, Alex. And it's worth noting that the bulk of sales for almost manufacturers is not from top trim models. Nissan is aiming precisely at budget shoppers where the Sentra looks like a reasonable choice. If I were in the market in this segment I'd opt for the Forte GT or the Jetta GLI but I understand that others have different priorities and constraints in their choices.
    10
  251. If you're expecting Toyota to treat the TRD designation as a sacred label rather than a marketing tool designed to move units off dealer lots you don't understand how consumer capitalism works.
    10
  252. I really like this emerging category of Goldilocks or Tweener SUV's with a length of 190" give or take an inch. Its size was one of major factors in our choice of a Kia Sorento (189") over the larger so-called "midsize" crossovers. By the same token this class is more versatile than compact suv's that average around 180" in length. The Passport looks like a strong entry in the category for those who don't want the option of an even occasional use third row of seats. (The third row in the Sorento was a major factor in our choice versus the Ford Edge.) Trying to thread the needle between a comfortable on-road vehicle suitable as a daily driver and freeway cruiser and a vehicle with off-road chops is a challenge. Honda's compromises will satisfy many buyers, I think. Others will be disappointed that Honda paid so little attention to making a more distinctive interior to differentiate it from the Pilot. The interiors of the KIA Telluride versus Hyundai's Palisade might be a better example of sending a message of "adventure" in one vehicle versus "near-luxury" in otherwise near identical vehicles. Of course, serious off-road enthusiasts will dismiss the Passport. But that's unlikely to bother Honda. The pool of buyers who want the image of a rugged SUV while facing the "challenge" of an unpaved road or a muddy trail is much, much larger than that of those who want to take their vehicle rock climbing.
    10
  253. Identical to the Telluride.
    10
  254. I purchased a 2012 Sorento and after 80K miles mine was an identical experience. Led my wife and me to purchase the 2018 Sorento SX-L last year. I nearly had to pry my wife's cold dead fingers off the steering wheel of the 2012 vehicle but after a week it was the same story with the new one. Before the 2012 purchase I'd never even considered buying what I thought was Korean junk. I was SO wrong.
    10
  255. 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.
    10
  256. One of the most impressive things about KIA vehicles over the last decade is the brand's commitment to incremental improvements, not only with a new generation or a mid-cycle refresh but from one model year to the next, even mid-year on occasion. Bought our first KIA in 2012, a Sorento. Liked the vehicle a lot despite its teeth jarring reaction to speed bumps. In 2013 KIA made significant improvements in its suspension. Not a model refresh, just a significant improvement. When I suggested we replace the KIA in 2018 my wife (the daily driver) was hard to convince. So I suggested she make a list of each and every annoyance and deficiency, major or minor, she had experienced over six years of ownership. (The Sorento was her daily driver and our family road trip vehicle.) Not only had KIA addressed each every item on her list, the new version had features and improvements my wife didn't even consider until we bought the new car. I practically had to pry her fingers off the steering wheel of the 2012 Sorento when we traded it. But like an ex-boyfriend, she'd forgotten about the 2012 version within a week.
    10
  257. Been waiting for this (and the 86) review from Alex. The upgrades, especially much lower RPM of max torque and the near elimination of the infamous midrange torque "dip," greatly improve the appeal to me. (I owned a Mazda RX-8 with the torque curve of a small Japanese motorcycle and while exciting to drive at 7000 RPM and above it was a dog in daily driving.) A small but usable +2 back seat for my (flexible) teenage daughter or my big dog, the lack of which in a Miata sadly eliminates it for me. BRZ vs 86? I'm torn. In terms of looks, I find the 86 front end slightly more appealing. But from the rear the BRZ has a major edge for me. In general, simpler designs age better as the timeless look of the E-type Jaguar demonstrates. Every time I look at the Toyota's spoiler I'm reminded of Donald Duck. All in all, the BRZ wins on that score. Otherwise, my track days are spent on two wheels rather than four and even if that were not the case, I'm inclined to choose a vehicle for the experience on public roads, specifically the secondary mountain roads in the Pacific Northwest. At least according to Alex, the choice for that use case is the BRZ. MT vs AT? Again, I'm somewhat torn. The half second 0-60 advantage of the MT is a nit as far as I'm concerned but much like the Miata, these cars seem to demand a manual transmission. And having driven MTs for many years it would be nice to have one, especially in an RWD car again. On the other hand since my teenage daughter would be driving the vehicle occasionally, I value the safety and driver assistance features that come with the Subaru "Eyesight" system on the AT versions of both cars. (It's a Dad thing. What can I say.) If the 86/BRZ had a DCT with the manual control provided in my GTI's DSG, it would be an easy choice. I love that "automated manual" transmission. I think I'll have to try the AT version of each car to see whether it would be too much of a sacrifice. Bottom line? At this point I'm inclined to agree with Alex and favor the BRZ. I've purchased a couple of vehicles in the last decade based in part on the views he has expressed and have found him to be uncannily accurate. (That explains my willingness to throw a few bucks each month to support this channel.) I don't buy cars sight unseen, however, so I'll try each when they show up at my local dealers.
    10
  258.  @JJ-mh3hb  If you'd like to put your money where your mouth is, let me know. Subaru very seldom makes errors in their product offerings. (The Ascent being the exception.) As a result they have an extraordinary record of increasing sales year after year that any automaker would envy.
    10
  259. Your response would be more effective if you included any facts. You're correct that you didn't say "dangerously sluggish." What you did say was that a start/stop system would prevent you from avoiding a rear end collision. If you meant something other than "dangerously sluggish" feel free to clarify.
    10
  260. 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.
    9
  261. Very interesting review, Alex. Like many others I assumed that the natural competition for the Regal GS would be the Stinger. And I wasn't at all surprised to see the Stinger come out ahead in almost all areas. But what I found unexpected and interesting in your review was the comparison to the 2.0L Turbo Accord. A few months back I was looking seriously at the crop of mid-size sedans and the Accord came out on top in my scoring. But while I looked seriously at the new Mazda6, the new Camry, and the Ford Fusion 2.7L V6 AWD as well as the Accord, it never occurred to me to consider the Buick Regal GS. If I had it to do over, I think I'd at least consider the Regal.
    9
  262. Excellent and fair review of the Optima, I think. The complaint that KIA restricts color choice combinations and bundles a large set of individual options into trims and a few relatively expensive option packages is a common one in most of their vehicles. It's very different from the practice of European manufacturers and to a slightly lesser extent American and Japanese brands that offer individual feature options and a vast choice of color combinations on various trim levels. Even more puzzling to some is that the range of color combinations actually shrinks as one moves up the trim ladder. But there's are reasons for KIA's (and Hyundai's) approach. First and foremost it constrains production costs. A simplified assembly process combined with the advantage of purchasing a greater volume of components from suppliers means the overall cost of producing a vehicle is significantly lower than an approach that enables a consumer to select literally hundreds of combinations of color combinations and individual options. Bundling options into a few packages and restricting color combinations are key to KIA's pricing strategy. And it doesn't end there. Restricting the combinations of options and color combinations on upper level trims means that dealers are less likely to have less popular combinations sitting unsold on their lots for longer periods of time until they are ultimately sold at greater discounts. Those upper trim levels are the most profitable to dealers and the manufacturer. Avoiding flooring charges by selling top trims as rapidly as possible is the goal of every dealer. Does KIA lose some sales because they don't offer as many color combinations as competitors, especially in their most expensive trims? Undoubtedly. But would a KIA dealer be willing to sacrifice a potential customer who wants a vehicle in a rare color or option combination if they can sell the next customer who's happy with a more limited and conventional combination loaded with options at a significant savings compared to another brand? The answer is obvious. And that's why the top trim Optima has as many options including bells and whistles, but likely with fewer color combinations, as comparably equipped Honda Accords, Toyota Camry's and Mazda6's at an MSRP about $5000 less.
    9
  263. It's a great car. But if you want to buy the 4 cylinder version, do NOT drive the V6.
    9
  264. Seems like bullying to slam this poor excuse for a cute ute too much. Obviously, Ford had invested nothing in designing for this emerging market segment and simply looked around for something they could use as a placeholder until they can design a proper Fiesta replacement. Its peculiarities suggest that in non-North American markets it may fill some niches that don't exist here. For example, the cargo space, though smaller than its competition, is tall and square. As such the car can be used for light commercial purposes in urban environments in Asia and South America. Yes, its base engine is ridiculously under-powered, but in environments where going over 30 mph on a backroad is potentially hazardous, that may not matter so much. And though the larger engine is also low on performance and not very efficient, it has been around a while and is probably relatively simple to maintain. All in all, the review gets it right. If you must have a Ford product, the local dealer will be happy to take your money and will probably give you a decent discount in appreciation for your patronage.
    9
  265. Manufacturers typically stack their press fleet with top trim models for obvious reasons. They want to show off all the bells and whistles available in their vehicles and they're caught in a sort of "arms race" with other brands. If they make base trim models available reviews are likely to make invidious comparisons to the top trims available from other brands. On the other hand, some reviewers like Joe borrow their vehicles from local dealers and have a greater opportunity to review base trims. But there's a downside to that approach as well. Joe, for example, seldom has access to a vehicle for more than a few hours and a short test drive around the highways and suburban streets in the Tampa/St. Pete metro area. Reviewers who obtain vehicles directly from a manufacturer typically has a week or so to drive a car in a variety of environments and to get a far more intensive and extensive perspective. There's a place for both approaches.
    9
  266. When VW replaced the European Passat with the larger US version, its sales doubled. For some mysterious reason VW thought that was important.
    9
  267. Is the power dip at 4500 RPM similar to the infamous torque dip in the BRZ/86? Seems too similar to be coincidental.
    9
  268. Sadly, we Americans prefer our VW's bigger and cheaper than European consumers. So we get the Atlas and have lost the excellent Touargeg.
    9
  269. VW is betting, I think correctly, that sales success for the "ID" sub-brand won't be based on scalding performance that excites internet fanboys but on delivering an EV that looks, feels, and drives like a vehicle familiar to the vast majority of buyers. Not to say that the dual motor version won't be quick compared to ICE vehicles but the under 8 seconds 0-60 acceleration and $45,000 MSRP of the single motor version that happens to be the average transaction price for new vehicles in the US is no accident.
    9
  270. If I lived and drove at least a mile and up to two miles above sea level I might find the NA engine in the Mazda3 lacking in performance. But that's an environment that only a minuscule portion of the US public faces (i.e. About 1/4 of one percent). A 0-60 time of 7 seconds (C&D testing) at near sea level is more than adequate for the vast majority of drivers, especially if it's coupled with excellent handling. Typically TFL discussions of performance in vehicles with naturally aspirated engines include a reference to the elevation of Denver/Boulder. That should have been included here. I'm usually skeptical about the value of AWD in a small, light FWD-biased vehicle. Typically a good set of snow tires and the weight of the engine over the drive wheels will accomplish about 95% of the missions of an AWD vehicle. But if Mazda's claims about the programming of the AWD system in the Mazda3 are valid, this may be an exception. A poor man's version of Acura's SH-AWD that aids handling in many situations. Comments will be full of the typical youtube fanboys who believe that any car with less than 300 HP is suitable only for little old ladies and for whom "performance" consists of stoplight drag racing but Mazda has said repeatedly that the corporate direction of the company no longer includes Mazdaspeed vehicles. Instead, they hope to improve the brand's limited sales appeal with vehicles that handle well, have appealing profiles and upscale interiors. It's unclear whether that corporate strategy will succeed but it's also clear that earlier strategies didn't work. And for the tiniest of the independent "major" brands, the new direction is unlikely to be changed.
    9
  271. Just what I've always wanted in a vehicle; the ability to remove the doors, fold the windshield onto the hood, and get rid of the roof. Many are the times I've wanted to ditch the doors on my car. I've tried it on several vehicles without success. Just kidding. I fully support the availability of the Wrangler for the Jeep cult. Otherwise, I suspect they might consider armed revolution. :)
    9
  272. "Getting smoked" won't be an issue for the overwhelming majority of Subar-ites.
    9
  273. View from a VW fan. No, it's not the "BEST 3-row midsize SUV." VW has learned that Americans resist their Euro-spec vehicles. The Atlas is a replacement for the Touargeg, a smaller, more expensive, but much more impressive vehicle that's still sold outside North America while the Atlas is offered almost nowhere outside North America. VW has found that Americans want their vehicles larger and cheaper than European consumers. The Atlas is one of several models that respond to that realization. It's a large, heavy entry in the segment. Scalding performance isn't a high priority in the segment but even so the Atlas is under-powered even in the V6 version, especially taking into account that its curb weight is up to 200 lbs heavier than its rivals. Its primary advantage over competitors is in its "family friendly" features that are mainly relevant to families with multiple children who require car seats. That may well be an important plus for such families but they constitute a relatively tiny market category. I suspect that Joe has been listening to VW's marketing folks when he indicates that adding 3" of length to the Atlas improves cargo or passenger space. In fact, that extension is mostly in the front bumper design for improvement in pedestrian impact situations.. The rear cargo area and rear seat passenger space is excellent but the Atlas didn't need to improve cargo space or third row passenger room. It was already near the top of the class. Altogether, according to VW the 2021 version has 98.6 cubic ft of total cargo capacity compared to 96.8 cf in the previous version. The cargo space behind the third row has allegedly increased by 0.1 cubic ft to 20.6 from last year's 20.5 cf. It's not clear whether these are real increases or changes in the way they're measured. The Atlas isn't a bad vehicle. Far from it. For those, like me, who appreciate minimalist Euro design, it's attractive if not especially luxurious even in the top trim. As far as Joe's comment about the center arm rest, I'm puzzled that VW doesn't offer a ratcheting feature to raise the arm rest to a comfortable level. I love that feature in my GTI. The bottom line is that the entire category of midsize 3 row crossovers has been transformed by the Telluride and Palisade. The Atlas, along with most other 3 row crossovers, doesn't match them even at a somewhat higher price. I wish it did or that VW would offer the newest generation Touareg in the US.
    9
  274. It's a long standing measure of performance that virtually every driver can understand and relate to. Few drivers ever take a car to a track, much less actually race but everyone accelerates from a stop to highway speeds. It's not, of course the most comprehensive measure of performance. Neither is home run totals in baseball but it's a measure that's widely understood.
    9
  275.  @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.
    9
  276. I have to agree. In fact, it's one of the few significant negatives about the Forte, I think. In addition to the vulnerability of the turn signal lights I'd be concerned that their unusual placement may not grab the attention of drivers following the car. Frankly, I'm surprised that given the detailed regulations governing rear lights in the US (including some rather lame requirements) that the placement of the lights in the bumper is even legal.
    9
  277. THe MX-5. The golden retriever of cars. The last and in many ways the best British sports car even if it's built in Japan. The only car I know that DEMANDS a manual transmission. Full of flaws (not even a glove compartment) yet perfectly suited to its mission. If Mazda built no other vehicle worth owning the Miata would justify the automaker's existence. Few automobiles deserve to occupy a spot in an automotive Hall of Fame. The MX-5 is one that does.
    9
  278. My first experience with a GTI was a MK2 followed by a long gap until the MK6, one of the last before production moved to Mexico. Like many GTI owners I was initially hesitant about the change of continents in terms of production but in 2018 I took the plunge with the MK7.5. Simply put, it's the best car I've ever owned. And that covers many, many vehicles. We're awaiting the introduction of the MK8 late this fall but I suspect I'll stick with my MK7.5. Trading it would feel like selling the family dog. I might feel differently if we Americans get the Club Sport version but that seems very unlikely.
    9
  279. To paraphrase a comment attributed to Mark Twain about himself, "The reports of (Nissan's) death have been greatly exaggerated." And one of the advantages of being late to a party is that you get a chance to see what everyone else is wearing. It's clear that Nissan benchmarked the Telluride in the design and features of the new Pathfinder. It may not be the earthshaking vehicle that the Telluride has been but it's clearly a credible contestant and superior to a number of other rivals. Andrea, the reason the Pathfinder's hood is so long is that it's an approach used by auto designers, especially those who design sports cars, for nearly a century. to suggest potency and performance even though it sacrifices interior space. If you wonder why, check with Sigmund Freud.
    9
  280. I live near Seattle. I have friends and neighbors. Therefore, I have friends and neighbors who own Subarus, some of whom own Outbacks. Around here Subar-ites constitute a cult. A harmless cult but a cult nonetheless. I've considered an Outback a couple of times. Back in 2012 my wife and I looked at the version with the 3.6L boxer 6. It was a close contest between the Outback and the KIA Sorento we purchased. The deciding factors were the fact that the Outback felt more cramped than the KIA and my wife found it difficult to find a comfortable position in the driver's seat. (The family crossover is my wife's daily driver so I get a veto but she has a bigger voice in our selection.) When we replaced the Sorento last year we looked at the Outback again but it was long in the tooth by then and overdue for a redesign. And then there was the CVT. I'm aware that CVT's are much improved over the horrible unit I first experienced in a Nissan Murano in 2012. And I'm also aware that all CVT's aren't created equal. But while I accept that they're the wave of the future, I still prefer a traditional geared transmission in a vehicle weighing close to two tons or more. So once again, no sale. We purchased another Sorento. All in all, I like the 2020 model's updated looks. And I love the "tweener" size of this category, around 188"- 191" long. And like many others in the abused minority of wagon lovers, I appreciate the wagon-ish style even if Subaru doesn't want to hear it mentioned. The interior is VAST improvement both in terms of materials and bells and whistles. Subaru seems to have reduced the amount of cost-cutting a buyer has to endure to get its full-time four wheel drive. And I have no doubt that if the family dog had a vote, he'd go for the Outback as enthusiastically as he reacts to Subaru commercials on TV. If I were shopping this forthcoming year, I'd give it a more serious look than last time. I suspect I'd still opt for the KIA Sorento; the occasional use third row of seats is a huge convenience from time to time despite the fact that we keep it stowed about 90%+ of the time. And though I'm fond of turbo 4 cylinder engines, I think a naturally aspirated six cylinder is a better choice in vehicles this size. That and the CVT also took the Ascent off our list last year. I'm sure I'll be asked by at least one friend to comment on their new Outback over the next year so I'll practice my ooh's and ahhh"s and swallow my reservations when that happens.
    9
  281. Who needs them? People who live in the Pacific Northwest and want all the light they can get in a dark cabin.
    9
  282. You need to make more trips, especially with seats, Bryan. :)
    9
  283.  @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.
    9
  284. For those complaining about the absence of an MT in the Stinger, it's important to understand KIA's overall corporate marketing strategy. They design their vehicles to hit a market "sweet spot" rather than attempt to meet each and every customer's desires by offering numerous options, some of which will sit un-purchased on dealer lots until they're finally sold at deep discounts. When KIA does offer options, they're typically combined into larger "packages" or (more often) defined by trim levels. Options likely to be chosen by, say, fewer than 10% of customers simply don't make the cut. It might not be understood that this approach contains costs not just in terms of the expense of offering relatively unpopular options. It also contains the cost of other vehicles, as well. That's because complicating designs and/or adding separate production lines are sunk costs that must be factored into the cost of every vehicle. Many components in modern vehicles are manufactured by third parties. Reducing the number of components from a third party may well impact the per component price of each. Other manufacturers, especially European premium brands, offer literally pages of individual options ranging from a vast array of colors to features such as satellite radio choices. That approach enables a customer to tailor a vehicle to their specific requirements. But it also adds significantly to the price of vehicles, both those produced with particular options and those without them.
    9
  285.  @rightlanehog3151  Don't have a Forte but I traded a six year old KIA Sorento last year for a 2018 model. Literally nothing ever went wrong with the 2012 model. Nothing. Furthermore, the dealer gave me a trade-in value within $800 of the Blue Book estimated value of a comparable 2012 Toyota Highlander. Having paid nearly $8000 less than the price of the Highlander in 2012, I made out like a bandit.
    9
  286. Sorry, but the claim that "At $50K (the Telluride) begins to compete with the Tahoe..." is simply not true. Comparably equipping a Tahoe versus a top trim SX/PP Telluride amounts to a difference in MSRP of at least $17,000. (Based on Chey's "Build and Price" website.) Even if one assumes that an actual transaction price of a Tahoe is significantly below MSRP and the Telluride may command a "market adjustment" second sticker, there's very likely to be at least a $10,000 difference in transaction prices. And unless one opts for a version of the Tahoe with few if any options AND a substantial dealer discount getting a Tahoe for $50K is a pipe dream. That same $50K will get a top trim fully loaded Telluride at my local KIA dealer.
    9
  287. At last! I'd been waiting for your updated test of a GTI. Ultimately, I couldn't wait and last month purchased a new Autobahn DSG for $32,043 + TTL. That's nearly $6000 off MSRP . And that's the difference between MSRP comparisons and real world pricing. I was unable to find an "R" at any dealer within 500 miles of my location (Seattle area) without a second sticker that added several thousand dollars to the $41,000 MSRP. Likewise, finding a Civic Type R is almost impossible in the Pacific NW and for the few examples available, the second sticker added $5000 or more to the MSRP. Thus, the difference between what I paid and either of the competitors was about $10,000 or more. An Audi? Not on this planet. Even the least expensive model means I could buy a Honda Fit in addition to the GTI for the price. I realize, of course, that Alex can only go by MSRP figures but in the real world there can be a huge difference. Having driven the R on several occasions, it's a magnificent machine. But it's significantly heavier and not nearly as nimble as the GTI. If the real world difference was, say, $4000, I'd have considered it. But not for a $10K difference. As for the Honda, I'm a fan of the brand having owned an ultra-reliable and great driving Prelude in the nineties. But I simply don't like the thought of driving a car with the styling of a Hot Wheels slot car. Maybe if I was 16 again. But I couldn't afford it if that were the case. Ah, well... After 1200 miles of mixed driving my (verified) mpg is 29.9 with a recent 200+ mile road trip on back roads to the coast of 36.3 mpg. My previous vehicle was a 2013 MK6 version with an APR I plus tune that averaged 24 mpg over the 10,000 miles after the tune, down about 2 mpg from the untuned version. I'll eventually add the tune to the new car but I have to say that "seat of the pants" impression is that the untuned MK7.5 is nearly as quick as the tuned MK6. Can't speak to reliability of the MK7.5 at this point but my MK6 required nothing but gas, oil, and new tires at 48,000 miles. Service was complimentary for the first 3 yrs/36,000 miles on the MK6 but hit hard at 40K service, mainly because of the scheduled service for the DSG. No free maintenance on the new car but the 6 year/72,000 bumper to bumper warranty on the new car compensates in terms of peace of mind, at least. And my local trusted mechanic can provide verified warranty service at a fraction what a dealer charges. Of course, personal anecdotes and friend of friend stories aren't worth much but VW appears to have improved reliability significantly in the last few years and the extended warranty coverage speaks to that. The bottom line, I think, is that European brands are simply more prone to minor issues and more expensive to maintain than their Japanese and Korean counterparts. When you buy a European car, you bear that penalty. And then there's the question of "Dieselgate." Can't pretend it didn't matter to me. And I have a good friend who won't purchase any VW as a result. But the several billion dollar hit VW has taken for their dishonesty seems (imo) a reasonable penalty and a good lesson both to VW and to others tempted to cheat. Further punishment for those not responsible for that dishonesty doesn't seem reasonable.
    9
  288.  @jasonlarsen3515  Thanks for confirming my comment.
    9
  289.  @802Garage  Tom Voelk has the "Driven" YouTube channel. He's the former auto reviewer for the New York Times and before that a professional TV producer. His reviews display a professionalism both in their presentation and in his commentary that few other channels match. And as a bonus he lives in Seattle so viewers have the opportunity to see the gorgeous scenery (and the driving experience) of the Pacific Northwest in most of his videos. Along with "Alex on Autos" and "SavageGeese," he's among my favorite reviewers, as well.
    9
  290. A much appreciated comparative review. Too often reviews of either KIAs or Hyundais the closely related cousin is never even mentioned. Almost as if each manufacturer requests that reviewers avoid mentioning what is obviously a cross shopped vehicle. In the case of the Santa Fe and Sorento the two vehicles have shared numerous components and features for several years. For 2021 they're arguably even more closely related with virtually identical engine and drivetrain lineups . The two are almost identical in size (The Sorento now has 2" longer wheelbase than the Santa Fe and is about half an inch greater in overall length) Identical AWD and infotainment systems (with slightly different screens), and almost identical interior space.(The KIA has about 75.5 cubic ft of total cargo space compared to the Santa Fe's 72.1 cf. Cargo space behind the second row is 36.4 cf in the Santa Fe vs 38.4 cf in the Sorento.) The biggest difference, of course, is the Sorento standard 3 rows of seats compared to the Santa Fe's two rows (in North America). It's a difference that began in the 2018 model year when KIA dropped its two row option and Hyundai dropped its optional 3rd row. That difference has another impact. Captain chairs are standard on upper level trims in the Sorento with a second row bench seat available only in lower trims . In the Santa Fe, on the other hand, the absence of a third row means all trims by necessity have a 2nd row bench seat. So for those who complain they cannot get a bench seat with a top trim Sorento the Santa Fe offers an attractive alternative. Perhaps the most revealing comparison is between the (US) top trim X-Line Sorento and the new Calligraphy version of the Santa Fe. MSRP's are nearly identical (circa $44,000). AWD and 20" wheels are standard in each as are 20" wheels. But the image each projects is somewhat different. Different, in fact, in a way that mirrors that of the Telluride and the Palisade. The top trim fully loaded Calligraphy Santa Fe projects a "near luxury" image similar to the Palisade while the X-Line Sorento presents a more rugged vibe with greater ground clearance, superior roof rails, a lever gear selector and more external cladding compared to the Santa Fe's additional bells and whistles that include true "nappa" leather upholstery compared to the Sorento's somewhat less premium leather and a dial gear selector rather than a lever. In short, if you're more attracted to the Telluride than the Palisade, you may well prefer the Sorento. If your taste runs toward the Palisade the Santa Fe may well be your choice.
    9
  291. With a kid heading off to college in a couple of years, in the midsize two row category I'm more likely to be looking at the Ford Edge than the Lincoln Nautilus. But that might be a mistake. Overall, I'm impressed by Lincoln's efforts with the Nautilus and the Aviator. Neither, of course, pretends to be a "rugged" SUV. Rather, the Lincoln models are aimed squarely at the bulk of consumers in this category whose needs and priorities lean toward dealing with the challenges of suburban/urban daily driving and comfortable highway slogs in an upscale environment. The moderately optioned Nautilus "Reserve" trim has an MSRP in the low to mid $50K neighborhood. Considering that its features are comparable to a top trim Edge ST with an MSRP in the same range as that Nautilus it's tempting to look carefully at the Lincoln. (BTW, the same is true of a top trim Ford Explorer vs a moderately optioned Aviator.)
    9
  292. Personally I'm not a great fan of the GTI's plaid seats but it's a virtually iconic design signature of the GTI. Many GTI owners willingly sacrifice other features just to get them.
    9
  293. I'm typically inclined toward Honda over Toyota products. I've owned Honda automobiles, motorcycles, and lawn mowers, each of which has given me sterling service over the years. And when I was evaluating midsize sedans about 18 months ago the Accord 2.0L Touring model topped the Camry V6 on my personal checklist. If I were shopping this this category though, I think I'd join Alex in opting for the RAV4 over the CR-V. It wouldn't be a decisive win for the RAV4 but in terms of my priorities the Toyota would probably eke out a win. It would be a decisive win for the Toyota if the RAV4 Prime was the contestant. But that comes with a caveat. Toyota's "introduction" of the RAV4 Prime strikes me as a marketing ploy rather than a vehicle consumers can actually purchase in the next two years, or so. Only 5000 RAV4 Primes will be available in the first year of its availability. Virtually every one, I'm sure, is already spoken for. And while Toyota promises another 20,000-25,000 vehicles will be available in the US for 2022 model year, I suspect even that supply will command significant "market adjustment" stickers at dealers or be simply unavailable as a result of pre-sales. So what's up with sending a few pre-production RAV4 Prime vehicles to reviewers? The answer is obvious. To put the brakes on sales of competing plug-in hybrids over the next two years and to encourage traffic at Toyota dealers where consumers can be convinced to purchase the currently available RAV4 hybrid rather than wait for two or years or more for the RAV4 Prime. Smart marketing? Yeah. Verging on dishonesty. Also yes.
    9
  294.  @nickolastiguan  Believe me, you'll change your mind about many things, a panoramic sunroof being the least of them, when you have kids. :) Even without kids if you live in the Puget Sound area around Seattle where winters are dark and dreary (as I do), you might well find that getting as much light as possible into the interior of a vehicle is a major plus. The bottom line is that features that seem minor or even worthless to one person may be a dealbreaker for someone else. When I purchase a vehicle I apply my own priorities to its value. But when looking at other vehicles I try to understand what those with other priorities might see in them.
    9
  295.  @nickr3441  Well you're right on that score but you shouldn't let your envy of what you think my economic status is determine your comments.
    9
  296. Coincidentally, my colleague has a Jag that was struck from behind by an elderly lady in a Mercedes "tank" last week. His Jag was totaled while her MB emerged relatively unfazed. (I suspect the MB also had at least $3000 worth of damage. It doesn't take much of a collision to total $3K in repair bills.) Both my friend and the lady emerged unhurt. But that's not really the point. Of course the "weight helps the Grand Cherokee in accidents." That's why IIHS and NHTSA evaluate vehicles of the same type and weight relative to one another, not across categories. The average curb weight of a Jaguar XE is about 3500 lbs. A JGC weighs an average about 1200 lbs more. Depending on the type collision it's not surprising that a JGC will sustain less overall damage than a Jag, especially in low speed accidents. But the relative damage to vehicles is not the purpose of crash tests, either. It's the damage to occupants of vehicles. A vehicle that is totaled in a "small overlap" test can still get a positive rating in a crash test if the passenger compartment is not breached . The JGC apparently does not do as good a job of protecting occupants as other comparable SUV's regardless of damage to the vehicle, itself. In the case of the JGC its problems were in the small overlap tests (driver and passenger) and especially pronounced in passenger side small overlap tests where the JGC received a poor rating According to IIHS... "The dummy’s head loaded the frontal airbag, which stayed in front of the dummy until rebound. However, the side curtain airbag did not deploy and the front passenger door opened during the crash, which shouldn't happen because the passenger could be partly or completely ejected from the vehicle. In fact during rebound, the dummy's head moved outside the vehicle, leaving the head vulnerable to contact with side structure and outside objects."
    9
  297.  @djhrjeiwhri  Reading challenged, are you?
    9
  298. That's the problem with capitalism. Here's a test. If you're Tesla and you're selling every single Model 3 you can produce at a price averaging about $50K plus, would you eliminate some of the production of those models to produce a version selling at $15-$20K less? If you have trouble answering that question, try the Kahn Academy.
    9
  299. Seriously considered both of these exact models last year (along with the Mazda6 and a couple of other "family sedans") when I was looking to replace my MK6 APR tuned GTI with a new car. My teenage daughter is about to begin driving and I wanted a vehicle with all the latest safety/convenience features if she was going to share it. As most reviewers have found, I thought the two vehicles (along with the Mazda6) were very close. I was impressed by how much the Camry XSE had improved over its predecessor; it no longer deserved to be dismissed as an "appliance." In the end, though, on my "scorecard" the Accord came out ahead. Some thoughts... () Styling. This is by far the most subjective category and for me the Mazda6 was best looking. But the Honda ranked ahead of the Camry. Outside and inside the Camry just seemed to try too hard. I thought it looked like it a descendant from a spaceship in a 1930's Flash Gordon serial. Have to give the Camry points for the traditional shift lever but all in all, I thought the Honda's more traditional cabin layout was more appealing and in terms of the vehicles' profile, the Honda bested the Camry significantly. () Performance. Again, very close and both the Accord and Camry ranked ahead of the Mazda6. But perhaps because I'm accustomed to the "punch" of a turbo 4 in my GTI, I found the Honda's Civic Type R derived engine to be more appealing. There are applications where a naturally aspirated engine is definitely a superior choice (e.g. two ton crossovers) but in this case I was more impressed by the Honda than the Toyota or the Mazda6. () Features. When I was shopping the Camry didn't support either Apple Carplay or Android Auto. And a fully featured, integrated nav system was (and still is) available only via a $2000 package upgrade. The Honda provided all those features as standard. Now the Camry has Apple Carplay but no Android Auto. Not acceptable. In place of Android Auto Toyota provides Alexa integration. Wonderful! I've always wanted to ask my car to tell me the exact date of the Treaty of Versailles. Otherwise, while the front row of seats were more or less comparable, the back seats in the Honda were both roomier and had better materials than the Camry. That's not unusual. Toyota tends to cut costs in their rear seat accommodations to meet a price point. All in all, the Honda won the "features" competition hands down. () Overall. In the end I didn't purchase any of the "family sedans" I considered. Instead, I replaced my 2013 GTI with the 2018 Autobahn edition with an "automated manual" DSG. The out-the-door price was about $5000 less than either the Accord or the Camry but the deciding factor was just how engaging (and familiar) the GTI felt to drive. My daughter lobbied to the end for a Mustang 2.3L Ecoboost but she has come to love the GTI almost as much as I do. :)
    9
  300. Hyundai and Kia have never been fuel efficiency champs. Though it must be said that the new KIA Forte hits 40 mpg in DOT testing. It's fair to say, I think, that the Korean manufacturers haven't prioritized fuel efficiency compared to other engineering aspects. And frankly, I think they believe they're better off investing in electrification than in improving technology in internal combustion engines. But in the case of the Santa Fe, there's another more specific issue. The Santa Fe actually weighs more than a comparable Kia Sorento (almost 4400 lbs), its 3 row cousin. That's about 700 lbs(!) more than a Honda CRV. It's the equivalent of carrying a couple of NFL lineman around in the back seat.
    9
  301. Your videos are amazing, Alex. You review a vehicle that I would never, ever, ever consider purchasing and by the end of the video I'm thinking, "Hmm...well, gee whiz, maybe I should look at one." Get thee behind me, Satan. :)
    9
  302. I'll leave it to others to determine who has provided facts and logic in this discussion.
    9
  303. No question about that but I'd argue that the Santa Fe is in a larger size category. At 188" long, it's in a "tweener" category between "compact" and "midsize" SUV's. As an owner of the near identical KIA Sorento I'm a fan of that "Goldilocks" size that includes the Santa Fe, the Ford Edge, the Subaru Outback, and the Sorento, among others.
    8
  304. Good review. I might quibble over some points awarded here and there but the overall result is what I'd expect. There's no question that the Pilot needs an update to stay competitive in the segment. On one point, though, the Honda is definitely superior. Despite lengthening the Highlander by almost 3 inches, the third row is still a torture chamber suitable only for tiny children or bound and gagged hostages. Its 27.7" of legroom is 4" (!) less than the KIA Sorento, a three row crossover that's half a foot shorter! In fact, the Highlander has 139 cubic ft of total passenger room compared tp the Pilot's 152 cf. Finally, while the Highlander has definitely improved compared to the last generation the entire category has been affected by the availability of the Telluride and Palisade. Each is a far better midsize three row crossover.
    8
  305. I'm a KIA Sorento owner (my second) and couldn't be happier with the vehicles. But comparing the reception of the Telluride which has been widely reviewed and available since February to that of the Palisade is inappropriate since it hasn't been reviewed at all and won't be in showrooms for months.
    8
  306. @Benjamin Burkhardt The relationship between Hyundai and KIA is complicated. Ownership is shared with Hyundai owning more of KIA than vice versa. Overall product strategies are "coordinated" but actual design is claimed to be rigidly separate though obviously the two brands have access to many of the same parts bins. I can't quarrel with the results. KIA and Hyundai have done a masterful job of slicing market segments into sub-segments that provide wider overall market coverage while avoiding cannibalizing sales of one vehicle with another. Interesting suggestion from you. Of course, KIA Sorentos (and now the Tellurides) are assembled in Georgia while Hyundais are built in Alabama. Sounds like an all SEC battle. :)
    8
  307. Beautiful car (imo). All the performance needed in what amounts to an "ultimate tanning machine." If one is looking for scalding 0-60 and quarter mile times, any roadster is a poor choice. Price is seldom irrelevant so I'd opt for a Miata for a weekend vehicle in the real world, especially since the RF is an excellent choice for the wet season (about 8 months a year) in the Pacific NW. BTW, before moving from the "Eastside" of the Puget Sound to the South Sound I spent many happy hours on two and four wheels on the roads in the video. We're very fortunate to live in such a beautiful place.
    8
  308. Whenever the US Passat is reviewed, there are comments decrying the fact that the European version of the car is so much better featured than the US version. A couple of points. First, at current exchange rates the European version of the car (top trim) would start at over $42,000. (That's deducting the VAT included in the European MSRP.) But more importantly, the top trims of the Euro version is available only with a choice of diesel engines. The V6 available in the SEL and GT trims of the Passat in the US is not available in Europe. Nor, of course, are VW diesel engines available in the US.
    8
  309. "Squirellier"? Hold onto that one, Alex. You may need it again. But more importantly, what's the tow rating? :)
    8
  310. With the new generation Soul Kia continues to knock it out of the park as it joins the Stinger and Telluride generating rave reviews. It's no wonder that the Soul model lineup has been expanded. The demographic range of buyers is probably broader than any vehicle in the industry. My local dealer could install a vending machine in the showroom and eliminate a salesperson or two. They sell as fast as they're unloaded on the lot. The strength of each Soul model is its versatility. This is compact hatchback marketed as an SUV that's nearly a foot and a half shorter than a Mazda CX-5 yet offers more overall cargo space (62.1 cubic ft vs 59.6). Comparisons of the GT Line to the Subaru WRX or the Veloster N are amusing. One might as well compare the Soul GT to the cost of remodeling a kitchen. The WRX is a great platform for building a rally vehicle. And the Veloster N is a track toy out of the showroom. But which best accommodates four passengers for a several hour drive (or even a journey half that)? Which is the best vehicle for a monthly trip to Costco? Which offers the best infotainment system and other convenience and safety features? Bottom line? Boxes have been used for hundreds of years as containers. There's a reason for that. They hold a lot of stuff. It's not a perfect vehicle. No vehicle is. Some will complain that it lacks AWD. But KIA says their market research indicates neither current Soul owners nor potential customers rank AWD as a high priority. In fact, about 30% of current owners thought their Souls already had AWD! In any event while AWD is a trendy feature in some climates, FWD in a small vehicle with a good set of winter tires and the weight of the engine over the drive wheels will perform just about as well in challenging winter conditions as a comparable AWD vehicle. All at a weight savings equal to an NFL defensive back sitting in the back seat. And sometimes a small item can be very important to some. For me, it's the lack of rear seat HVAC vents. My big dog's second home is the back seat of my GTI. He would complain loudly if he couldn't have that. (Not to mention my 15 y/o daughter.) All in all, I wouldn't trade my GTI and its superb DCT for a Soul GT. But I can understand why my local snail mail person who delivers a wide range packages all over our island in her Soul is so happy with it after 200K miles.
    8
  311. Like the Mazda3? Do Mazda a favor and buy one. In 2018 US sales of the Mazda3 amounted to 64,638 vehicles. In 2019 sales dropped 21% to 50,741. But the worst was yet to come. In the first half of 2020 Mazda3 sales (sedan and hatch) amounted to 16, 228 vehicles, down 43% (!) compared to the first half of 2019. Granted it's a tough environment for auto sales with soft non-SUV markets, the ongoing inept response to the pandemic and unemployment that makes the "great recession" of 2008-9 look like a walk in the park. But Mazda has been impacted to a far greater extent than any other manufacturer. If sales of the Mazda3 reach 30,000 for 2020, it will be a stretch. So make your local Mazda dealer's day and go buy a vehicle. If you're feeling especially generous, buy two and consider making a Mazda6 one of them. Despite its excellent reviews the current generation of the Mazda6 has never sold well. In 2018 sales were about 31,000 in the US. In 2019, sales dropped to 21,500, a decline of 30%. Sales in the first half of 2020 were a meager 8000 vehicles, down 38% vs the first half of 2019. No one expects the Mazda6 to compete with the Accord or Camry (despite arguably being at least as appealing) but Mazda6 sales trailed the VW Passat by over 2,000 vehicles. And that is a very ominous sign. Overall, the only semi-bright spot in Mazda's entire lineup is the CX-5, with 65,000 sold in the first half of 2020, down 13% vs the first half of 2019. But for the entire 2019 calendar year CX-5 sales amounted to slightly less than 155,000 and if total 2020 sales reach 130,000 they'll be drinking champagne at Mazda dealers on New Year's Eve. Reviewers and internet fans love Mazda vehicles. The brand has a well earned reputation for engineering and innovation. But they are also the smallest independent mainstream automaker on the planet and sales in North America are dismal. If things don't turn around in a big way Mazda is likely to go the way of Saab, another brand known for building excellent vehicles that was absorbed by GM before going out of business, altogether.
    8
  312. Coming from someone who drives a GTI and a KIA Sorento I have to say that KIA once again hits the ball out of the park with the new Forte, especially the GT model. If I won a raffle that gave me a choice among the vehicles Alex cites in the video I'd probably opt for the GLI based on my long experience with the GTI and its superb EA888 engine. But I'm not a recent college grad laboring under a massive student loan debt in what is (and will be for quite some time) an uncertain economic climate. Nor am I a family breadwinner with a budget that makes a several thousand dollar price difference a major issue. And for those and many other consumers the Forte's generous dose of features, enjoyable driving dynamics, and extensive bumper-to-bumper and power train warranties make a compelling case for the Forte.
    8
  313. It's going to be interesting to see the new Palisade and the Kia Telluride. The Santa Fe and the Kia Sorento are essentially the same vehicle with somewhat different variations on the "Goldilocks" size theme. I suspect that the Palisade and the Telluride may follow the same pattern. The new Pallisade appears to be aimed at a "premium" or "near luxury" mainstream market. The Telluride promises to be a more "adventure" themed vehicle. Hyundai and Kia seem to have a strategy to offer vehicles aimed at slightly different market segments based on the same platforms.
    8
  314. Typical nonsense from a troll.
    8
  315. Not familiar with the practice of introducing new models a year before they're available at the various auto shows, I presume.
    8
  316. Range is the obvious issue with EV's. But even the limited range of 100 miles isn't a deal breaker if one's round trip commute is less than 20 miles. I live on an island in the Puget Sound where many of my neighbors have a fifty mile trip to Seattle daily. The EV Mini (or other short range EV's) won't work for them. But I work at home and could get along fine for short trips to/from shopping, errands, and entertainment in our small town 3 or 4 times a week as long as I have another vehicle for longer trips. Furthermore, it's worth noting that many European city centers are also residential centers, a situation not found in many US cities where suburbs are far more widely scattered. Add to that the fact that more and more European cities are banning internal combustion vehicles from urban centers and a vehicle like the E-Mini makes a lot of sense for many of those consumers. Considering that a major weakness of the Mini brand has been a premium price, the fact that a pure electric vehicle that's fun to drive can be had for a mid-$20K price is a strong selling point. Good luck to Mini.
    8
  317.  @Alumnikiid : It's also why the V6 option in the RAV4 was discontinued about eight years ago. I tested one of those and it was quite "exciting," meaning it was scary as hell. Not every vehicle has to have a sub six seconds 0-60 time. There are purposes other than stoplight drag racing.
    8
  318. So envious of the range of "estates" in Europe. Unfortunately, here in the US SUV mania leaves us very few options.
    8
  319.  @Robstafarian  That's a reasonable concern, I think. One piece of relevant data may be the effect of the government regulation, beginning in 1986, to require placement of a third brake light in or above the rear window. Over the years, it has reduced the incidence of rear end collisions tremendously and saved hundreds of millions of dollars in repair costs. The turn signals are different from brake lights, of course, but I'm inclined to think that placing them on the rear bumper will not last long.
    8
  320. FInally a major update for the Outback. For the Subar-ite faithful it's about time. I'm inclined to feel that a naturally aspirated six is a better choice than a turbo 4 in this class. The Ascent uses the same engine and (imo) it's outclassed by the V6's in the larger midsize class. So perhaps the application in the smaller (and presumably lighter) Outback will be more competitive. I'm not a fan of CVT's in general but there's no denying that all CVT's are not created equal and if I were shopping in this class I'd give it a chance. Otherwise, Subaru has seriously improved the interior features, appointments, and quality of materials. It's no longer necessary to apologize for the interior with the excuse that offering full-time AWD means serious cost cutting elsewhere. And the overall looks are a major improvement, as well. The Outback no longer looks like the styling was done by a committee from REI. And for those who love that look, there's always the Forester. Finally, for those of us who hold onto the fond memories of station wagons when they were kids, the Outback offers one of the few options available. (Though I'm sure Subaru marketing folks have to put a hundred bucks in the penalty jar if they ever forget to refer to the Outback as an SUV.) The wagon configuration sacrifices some overall cargo space, especially for tall or stacked items, compared to the boxier shape of some competitors but the overall shape feels and drives less top heavy and the sacrifice is small. Here in the Pacific Northwest expressing anything less than awe and admiration for any Subaru risks loss of friends and alienation of neighbors. It's a cult, very nice and mostly polite, but a cult, nonetheless. If it turns out there are some major negatives that emerge when actual reviews are available I'll be careful to keep my mouth shut about them in conversations with my many Subar-ite friends.
    8
  321. Having owned both Volvo and Saab wagons, I qualify as a wagon lover. But when we replaced our Saab wagon in 2012 my wife fell in love with the KIA Sorento, especially its elevated seating position. And since it was her daily driver, I acquiesced. In 2018 when we decided to replace the Sorento we looked at a number of alternatives. But once again we purchased a top trim SX-L for about $8000 under MSRP. I practically had to pry my wife's fingers off the steering wheel of her 2012 Sorento but after a week in the new Sorento she was in love once again. And speaking of the Sorento. With the exception of its 3.3L naturally aspirated V6 and its standard third row seating, it is virtually identical to the Hyundai Santa Fe. Same size both inside and out despite the fact that the Sorento is typically called a "midsize" crossover while the Santa Fe is marketed as an alternative to several compact SUV's. Same transmission. Same AWD system. Same infotainment system. Same controls in the same intuitive locations. Same comfortable seats. All in all I prefer a NA V6 in a two ton vehicle and find the surprisingly accommodating third row to be a great convenience even though we use it only about 10% of the time. I still love wagons like the Volvo. But for a family with two adults, a teenage daughter, and a big dog looking for versatility and utility, the Sorento (and the near identical Santa Fe) makes more sense.
    8
  322.  @paulholterhaus7084  I'm sure the millions of apartment dwellers would be interested in where they should build their garages.
    8
  323. Attracted to the MT in the CT4? Consider getting one soon. As other brands have found, offering a manual transmission generates applause from self-styled "enthusiasts" and automotive journalists and then sit unsold on dealer lots until they're sold at deep discounts. So after offering the MT for a year or two, the option disappears.
    8
  324.  @fangyideng3131  Much like an Italian model, the CX-9's looks don't compensate for its lack of actual "utility."
    8
  325. I've owned four Mazdas over many years of driving ranging from a "626" in the 80's, an MVP AWD minivan in the 90's, an early Mazda6 successor to the 626, and a much loved but significantly flawed RX-8 in this century. All in all, I think I know the brand pretty well. Of the brand's current offerings I think the new Mazda3 ranks second compared to their rivals. The MX-5 is undoubtedly in first place. If Mazda built no other vehicle the Miata would justify the brand's existence. Behind the Mazda3 are the Mazda6, the CX-5, and the CX-9. The "6" is an excellent car but the 2.0L turbo Accord and the current Camry with a V6 are tough competition, especially the Accord. The CX-5 is a fine compact SUV if you prioritize its looks over its actual utility. But it offers less passenger and cargo space than literally every other SUV in its class. Only a few more cubic feet, in fact, than a VW Golf. The CX-9 is even worse in terms of comparison with its rivals. At 199" long it's among the largest midsize SUV's and offers less interior space than a Honda CR-V. You have to really love its looks to overlook its numerous weaknesses. (I'll skip the CX-3. The subcompact SUV class is better described as hatchbacks on stilts. Some may find them appealing but I don't get it.) In contrast, the Mazda3 both in sedan and hatchback form is arguably at or near the top of their categories. I prefer my GTI as a "hot" hatchback but the Mazda3 hatch is a very appealing vehicle in the not quite so hot category. Mazda has obviously decided that its corporate direction is to offer premium mainstream vehicles and to jettison its "mazdaspeed" performance reputation. Yes, Mazda might offer a turbo version of its Mazda3 engine but I doubt it and Mazda execs firmly reject the idea. And if you look at the performance of its ubiquitous 2.5L turbo engine in the Mazda6, CX-5, and CX-9 it's not difficult to understand. It's a very good engine but it's tuned more for satisfying torque than outright performance. That doesn't mean a Mazdaspeed3 would be the same but I suspect that trying to compete with Honda in the 4banger turbo performance arena is a fool's errand and would only serve to dilute the overall image of premium vehicles at mainstream prices that Mazda is committed to.
    8
  326. 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.
    8
  327.  @matthews95_  Different strokes for different folks. Of course purchasing a carefully cared for low mileage used car can be a smart financial decision. But a KIA five year bumper to bumper and 10 year power train warranty delivers a lot of piece of mind to a purchase. Add to that the fact many buyers aren't equipped to evaluate a "well taken care of older model" vehicle, especially if they have no way to determine how a vehicle has been treated. A CPO vehicle may reduce those problems but it also reduces the price advantage of purchasing a used car in the first place. All in all, it's not just "marketing." There are rational arguments on both sides of the issue.
    8
  328.  @justsomeguy934  Except that we've already learned that extreme weather events are no longer "exceedingly rare conditions."
    8
  329. Because Americans want VW's that are larger and cheaper than European consumers. When VW applied the Passat label to the "American-ized" version sales increased substantially. Americans rejected the excellent Touareg so VW replaced it with the Atlas and sales zoomed. The American version of the Tiguan...Same story. Even the American version of the GTI lacks features of the European version (e.g. digital cockpit) to cut costs. (Top trim GTI's in Europe go for over $50,000 at current exchange rates.) And the latest (larger) version of the Jetta is not even offered in Europe.
    8
  330. Very, very impressive update to an already excellent sports car. For those who believe the British invented the sports car, who feel the Austin Healey 3000 still ranks as one of the most beautiful automobiles ever made, and know that a turbocharged engine is not only not needed but is not even desirable, the GR86 gives the magnificent Mazda MX-5 a run for the money and has the significant advantage of a back seat that can accommodate a small child or a big dog. However, while I realize that fuel economy is barely more important than cargo capacity in a vehicle like the GR 86, the reported fuel efficiency is not only atrocious, it's puzzling. At 19/26/21 it's approximately the same as my KIA Sorento with a naturally aspirated V6, the aerodynamic shape of a brick, and a weight disadvantage of about 1200 lbs. My GTI that weighs the equivalent of an NFL lineman more than the GR 86 with approximately the same performance numbers routinely turns in well over 30 mpg on the highway and around 26 mpg in town. According to the EPA a MT Mazda MX-5 provides 26/34/29 mpg. The only comparable sports car I can recall with worse mileage was my Mazda RX-8 that struggled to yield 20 mpg on the highway and about 18 mg overall. But the Mazda had the excuse of having a notoriously thirsty rotary engine. As I said, it's puzzling. Could the gearing of the GR 86's manual transmission make such a significant difference in efficiency? Inquiring minds want to know.
    8
  331. 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.
    8
  332. Folks, I think the price comparisons cited here are more than a little off base. I own (and love) a GTI but I've also purchased two KIA's in the last seven years (and helped friends purchase two others). My experience suggests that the $27K MSRP for the top trim level of the Soul is considerably more than one can expect to pay in the "real world." Manufacturers set the MSRP of their vehicles to send a variety of messages. In KIA's case the MSRP says, "This is what our car is worth. It's not a 'cheap' vehicle; it simply gives you more for your money." But based on my experience I'm willing to bet that just about any KIA dealer will sell the $27K Soul for about $24,000 or even less. Furthermore, that price is for the loaded top trim version of the Soul. A $27K GTI simply does not have the same level of features as the Soul GT. Those features may not matter to a particular buyer but they shouldn't be ignored in a comparison between the vehicles. In terms of driving dynamics I'd take the GTI any day. But the Soul provides a number of convenience features and appealing options that only the top trim GTI Autobahn comes close to matching. And while a VW's real world price is often somewhat below its MSRP, the discounts are neither as much nor available as frequently as those of the Soul. The bottom line is that for comparable top trims of the two vehicles, a GTI is likely to be around $7000-$8000 more than the Soul. I'd still prefer the GTI Autobahn DSG that I purchased last spring for $32K plus TTL. But I don't kid myself that it was only a few thousand dollars more than a Kia Soul.
    8
  333. Want more power. Take it to your local APR tuning shop. Thirty minutes later and and less than $800 and you'll have it. And contrary to common opinion, it won't void your warranty.
    8
  334. Hurrah for the knock on quilted interiors! Every time I see one I'm reminded of the sofa in my grandmother's living room in 1955!
    8
  335. My wife and I seriously considered the current generation (US) TIguan about a year and a half ago when we were looking for a replacement for our 2012 Kia Sorento. As a GTI owner (both the MK6 and MK7 generations) I was especially interested in the performance of the Tiguan's EA888 2.0L turbo engine and my wife appreciated the "Golidlocks" size of the Tiguan. We're a family of four; two adults, a teenage daughter, and a big dog. We only rarely need room for more than five but for occasional use, the third row was a welcome feature when we had to chauffeur a gaggle of teens or went on short trips with others that would otherwise require a second vehicle and a second driver. My impressions were much the same as Alex's. The driving position, visibility, and handling were excellent. I liked the minimalist aesthetic of the interior and the overall size of the Tiguan. All of those aspects were as reminiscent of my GTI as one could expect in a crossover. And in my case that familiarity was a significantly positive aspect. Unfortunately, my GTI experience also led to disappointment in the Tiguan's performance. I found that I could partially cure the sluggishness VW had built into the Tiguan's detuned version of EA888 engine and the conventional eight speed AT by selecting the "sport" driving mode but it was a halfway fix, at best. As it happened we eventually opted for the current generation of the KIA Sorento over the Tiguan (and several alternatives). Other than the replacement of my MK6 GTI with the MK7 version it was the only time in many years of driving that I'd replaced a vehicle with a current version of the same car. The KIA is bit larger than the Tiguan but still meets the "Goldilocks" standard at 189" in length. As a result of its especially efficient packaging the Sorento's interior space is significantly larger than Tiguan. The third row legroom, for example is 31.7" (even a fraction of an inch more than the Telluride) compared to the Tiguan's 27.9". The Tiguan's interior space is generous for its size but the KIA's is even more generous and not much larger externally. Finally, we opted for the 3.3L naturally aspirated V6 in the Sorento vs the 4 cylinder turbo in the Tiguan. As much as I like VW's EA888 engine I felt the larger, less stressed V6 in the KIA (that I knew well from our 2013 Sorento) was a better choice in a two ton plus vehicle. Looking back on our decision I think I'd make the same one today. But for those who prefer the Tiguan there is a permanent cure for the performance issue. A Stage I tune from APR, for example, increases the HP and torque of the EA888 engine tremendously without affecting engine durability and in a vehicle with AWD does not significantly impact handling in terms of torque steer. It's an ECU modification that costs about $800 and takes about 30 minutes. Judging from the impact that tune has on my GTI, it's well worth the investment and contrary to claims that it invalidates the VW warranty, it does so only if a modification can be shown to lead to a warranty related failure.
    8
  336. I envy you, man. I've wanted an MX5 for twenty years. The closest I've come was a great (but flawed) RX8. With a wife, a daughter, and a dog I have to have a car that allows me to take at least two of them with me. So it's a GTI for me.
    8
  337. The CX-9 is a stylish vehicle, especially in its upscale Signature trim, a point made by most reviewers and fans. I like the brand. I've owned four Mazdas over the years and the company builds some outstanding vehicles. Unfortunately, the CX-9 isn't one of them. At 199" in length, the CX-9 is enormous for a midsize crossover. The only longer vehicles are the Dodge Durango (201") and the Chevy Traverse (203"). In terms of interior space, however, it ranks at the bottom of the class. Its 71 cubic ft of cargo space is less than compact crossovers such as the Honda CR-V and a Subaru Forester. Its total of 135 cubic ft of passenger space in its three rows compares to 151 cubic feet in the KIA Sorento, a vehicle that is nearly a foot (10") shorter. The third row is especially cramped with less legroom than the back seat of a Mustang and the least 3rd row headroom of any midsize SUV. The relatively cramped interior dimensions result from the extremely long distance from the front bumper to the A pillar. That's a trick that sports car designers have recognized for about a century. And while it makes for an attractive vehicle it does nothing for utility. Whether one considers these vehicles SUV's or CUV's, the "U" stands for utility and that's where the CX-9 is seriously deficient. The engine and drive train of the CX-9 is adequate but nothing more. Unlike all but one other midsize three row crossover it offers only a turbo 4 cylinder engine choice. (The exception is the Subaru Ascent.) The engine/drive train are appropriate for the smaller vehicles where Mazda offers it (Mazda6 and CX-5) but in a vehicle that weighs as much as 2.5 tons when loaded with fuel, passengers, and gear the long term durability of a small displacement 4 banger is a question. And even if it lasts, trying to match EPA estimates for fuel efficiency is a challenge in large vehicles with turbocharged vehicles. Topher's 20 mpg in mixed driving is not uncommon especially when the turbo is accessed on a regular basis. Why no V6 and an aging six speed transmission in the CX-9? Mazda says they're not needed. But as the smallest independent mass market manufacturer on the planet the more likely reason is that Mazda hasn't yet had the development budget to offer a V6 and a more efficient transmission. However, an inline six is under development and that may find its way into the successor of the CX-9. Considering the length of the engine department there's certainly enough room for it. On the plus side the CX-9, like all Mazdas, handles relatively well for what it is. But like any large three row crossover it's no canyon carver. If handling is a high priority and one doesn't need seating for six or more passengers and the cargo space offered by other three row crossovers, the Mazda CX-5 or even the Mazda6, each much lighter with the same power train and commitment to handling, are far superior both in handling and in straight line performance.
    8
  338. I've owned three GTI's over the years, a MK2 from the '80's and the last of the MK6 generation (2013 in the US) and my current MK7.5 Autobahn with a DSG transmission. Obviously, I like the car. No vehicle is perfect but there are a number of aspects of the GTI that I love. () Size and versatility. The GTI is 168" long. It's a parochial benefit but it means I get a significant discount on Washington State ferries for a car that isn't over 14 ft in length. There are always complaints that the Golf size and shape has stayed more or less unchanged over the years, often from those who yearn for a vehicle that resembles a Hot Wheels toy. But the reason the Golf has changed so little from one generation to the next is that it is so perfect for its mission. Small on the outside designed for European city streets but with a voluminous interior. A Civic Type R, for example, is about a foot longer than the GTI (179.4") but has less overall cargo space than the GTI (46 cubic ft vs 54.) And unlike its "hot hatch" rivals the rectangular shape of the GTI means every single cubic inch of the cargo space is usable. Need to bring home a semi-annual trip to Costco? The GTI will do that job. Need headroom for a six footer in the back seat. Ditto. () Engine and Performance. The EA888 turbo 4 engine is a wonder, deployed in a variety of VW and Audi products in various stages of tune. My 2018 GTI is rated at 218 HP/258 ft lbs of torque. The 2019 and 2020 models upped the HP rating by 10 with the same torque. Based on my experience I'd guarantee no one can tell the difference. VW engines are known for underestimating their engines' spec figures, likely because insurance rates in Europe are heavily influenced by stock HP. And if the stock specs aren't enough a Stage I APR ECU tune upped the the HP of my 2013 GTI by 60 and the torque by about 50 ft lbs. All without impacting the reliability of the vehicle. More on that below. Unlike the Veloster N or the Civic Type R the GTI isn't designed to be a track toy off the showroom floor. But my track days are spent on two wheels rather than four so that's not a weakness for me. And for spirited driving on public roads in the mountains, it's hard to beat especially by a FWD vehicle. () Comfort. European vehicles tend to have firmer seats than Asian and American counterparts. Personally, I find the seats of my GTI among the most comfortable, especially over a long drive, of any car I've ever owned. And my wife, notoriously hard to please, agrees. But I have an Autobahn version with lumbar support so that may make a difference compared to Joe's experience. Likewise, my Autobahn trim includes dual zone climate controls and that's a huge plus since I like to put the A/C to a temp that would be suitable for hanging meat in the cabin and my wife differs strongly. Otherwise, the fantastic visibility and easily understood controls are large pluses. () DSG Transmission. Until I replaced my Mazda RX-8 with my 2013 GTI I had never been without at least one MT vehicle in my garage. Thinking about commuting in Seattle (arggghh!) I decided to take a chance with VW dual clutch. When I replaced that vehicle in 2018, I didn't even consider the MT despite the fact that long commutes were no longer a priority. I spend about 60% of the time with the transmission in manual mode so I can select a gear that's held until an automatic upshift at red line or downshifts when I come to a stop. Otherwise, I let the transmission shift for me. It's quicker than I (or any human) am.A major benefit of the DSG for those who "tune" a GTI is that it handles the torque without a problem. Not so for the MT choice where an upgraded and/or periodic clutch replacement is highly recommended. () Price. This is an issue that has both positive and negative aspects. GTI's in North America are far less expensive than in Europe. A top trim Autobahn GTI in Germany, for example, has an MSRP converted to the US MSRP would be over $50,000. Furthermore, VW dealers are frequently willing to sell GTI's at well under MSRP. I purchased my fully loaded GTI a year and a half ago for $32,000 plus TTL, a price about $6000 less than the Autobahn MSRP. On the other hand, as GTI owners are well aware, the vehicles sent to the US typically lack some features available on the GTI in Europe (e.g. the digital cockpit available since 2019 in Europe and missing altogether in the MK7 generation in the US.) Additionally, European customers can pick and choose individual options they prefer while US consumers are typically presented with a largely "take it or leave it" set of features at each trim level, a practice that enables VW to contain production costs and VW dealers to avoid having vehicles sit unsold on their lots because they lack a popular option or have an individual option that most buyers don't want to pay for. Overall, GTI's command a moderate price premium over most rivals, not unusual for any European vehicle. Part of that premium is the result of the iconic reputation of the GTI and some results from its uniquely versatile character. But the bottom line is (at least here in the Pacific Northwest) the real world price of well equipped GTI's (SE to Autobahn) range from the high $20K's to the low to mid $30K's.
    8
  339. VW has faced repeated challenges in selling their Euro-spec vehicles in North America. The European Passat was replaced in the US with the larger, cheaper American version. The Atlas replaced superb Touareg. The latest version of the Jetta including the GLI is not even offered in most European markets. The American Tiguan replaced the smaller, more expensive European version (still sold in Europe.) Even the iconic Golf is being dropped in the US and the GTI and Golf R are significantly "de-contented" in their American versions. The bottom line is that Americans want VW's that are larger and cheaper than their European counterparts. With that in mind the Arteon stands out as another effort to interest Americans in a Euro-spec VW. They don't expect to sell many but for Americans interested in a true European GT sedan at under $50K MSRP it's an appealing vehicle. In fact, the only significant difference between the US and European Arteon is an 8 speed conventional automatic versus VW's excellent DCT in Europe. (Too bad, imo.) If I were shopping in this category I'd be torn. I own both a KIA (Sorento) and a VW (GTI). So the Stinger vs the Arteon would be a natural comparison for me. If I were looking at the 4 cylinder Stinger vs the Arteon I'd definitely opt for the VW. On the other hand, the V6 Stinger would make the choice far more difficult, especially considering the AWD versions of each vehicle. As difficult as that choice would be, though, I think I'd still opt for the Arteon. And that surprises me a bit. I've driven both vehicles. The Stinger is an excellent "Americanized" European GT sedan. But the Arteon IS a European GT. Built expressly for cruising at 100+ mph well maintained European highways and following winding roads that have been in place for centuries. Perhaps if I lived in flyover country where roads curve only occasionally and mountains are non-existent I'd feel differently. But I live in the Pacific Northwest and my Sunday drives take me on a 100 mile loop in the Cascades. And I have to drive awhile to get to Montana's highways where top speed limits are suggestions. But when I do, I think I'd prefer the VW.
    8
  340. We can't get the G70 in the US yet. I'm guessing it will be Christmas or next spring before we can get our hands on them. But I seriously considered the Stinger earlier this year. As it turned out it was just a bit too large (long) for my taste. (It's as long as my Sorento, for example.) I recognize the greater practicality of the liftback Stinger but the more compact G70 is more my style (and, as noted, we have the Sorento for practical demands.) I was impressed by the performance of the 2.0L Turbo in the Stinger until I drove the 3.3L version. My advice is if you're interested in the base engine in the G70, don't drive the 3.3L version. :) As far as the shared interior features are concerned, they don't bother me. The Stinger and the G70 share many of the same features and control placements as the Sorento and ours has among the most attractive, ergonomic, and functional interior features of any car I've owned. It's my wife's daily driver and she repeatedly brags about what an intuitive and functional cockpit the Sorento has. As far as negatives are concerned I'm not a fan of the tablet style infotainment screen stuck on the top of the dash but it's a minor negative. Likewise, it seems that quilted upholstery is seen as a sign of "luxury" among a number of manufacturers. I may be alone in this but it reminds me of my grandmother's sofa. I do envy Canadians for the availability of a manual transmission in the base model but I believe we in the US will have a RWD option that's missing in Canada. If that's the case, it softens the blow a bit. All in all Hyundai/Kia/Genesis are increasingly setting a standard for value/quality throughout their product lines. Non-Korean manufacturers should be very, very concerned.
    8
  341. Two of my favorite reviewers and two of my favorite cars. My head says Veloster but my heart says Miata. I'm someone who values versatility in a vehicle and on that score the Hyundai obviously wins. The Mazda's perspective on versatility? "We don't need no stinkin' versatility. Go get a CX-30 if you want 'versatility.'" Want a near track ready toy? The Veloster wins again. Mr. Biermann and his colleagues have done a remarkable job on that score. But I'm also someone whose heart skips a beat when I see an Austin Healey 3000. And on the "purity" dimension as a classic sports car as Alex puts it, the Miata takes the prize.
    8
  342. The Civic over the Corolla...The Golf over both.
    8
  343. The rear turn signals are not only ridiculous; I'm surprised they don't violate safety regulations. I usually assume that every vehicle has fans of some kind and it's their business how they spend their money. In this case, I struggle to imagine who would buy it.
    8
  344. To repeat myself. At last! A suitable SUV for "Road Warriors" looking for a family SUV for transporting the kids to school and in-laws to dinner in a post-apocalyptic hellscape. Mel Gibson would be proud. 😜
    8
  345. I own a 2018 GTI DSG Autobahn trim that I purchased last year when I replaced a much loved 2013 MK6 version with a Stage I APR tune. Had 70K miles on the MK6, the last GTI on the old platform and the last version built in Germany. My MK6 was trouble free including 30K miles with the Stage I (APR) tune. The 2018 model built in Mexico on the MQB platform has likewise been trouble free while being tighter, quieter, and somewhat quicker than my (untuned) MK6 version. I could go on and on about my impressions but I'll try to restrain myself to a few comments. () The difference between the 2018 and 2019 models comes down to a seventh gear in the DSG and the addition of Golf R brakes to lower trim levels. (They were already a feature of the 2018 Autobahn trim.) The additional gear does nothing for performance; it was added primarily to make the automatic shifts slightly less noticeable and to improve highway fuel efficiency by an mpg, or so. The eight HP bump is mainly marketing-speak, possibly resulting from a difference in the calculation of HP. In any case it's virtually invisible even on a dyno. And of course with even the mildest ECU tune, it disappears completely. No criticism intended. VW needed some bells and whistles for 2019 while waiting for the 2020 MK8 generation but an 8 HP bump, even if it exists, is simply not an issue. () Trim levels for the GTI in North America are often confusing. Never more so than in 2019. The Rabbit is a limited edition in the US slotted between the S and SE trim levels. It's apparently just a separate trim level in Canada with no limit set and there are no "S" or "SE" trim levels. The plain GTI appears to correspond to the US "S" trim. The Rabbit comes with Dynamic Chassis Control (DCC) which is apparently not available (or not mentioned) for the upper Autobahn trim. (It was standard on the Autobahn in 2018.) My guess is that this all has to do with some parts availability issues and will disappear once those are resolved and the supply of the supposed "limited" edition Rabbit is exhausted. The fact that the Rabbit sticker is now sent to a US purchaser rather than placed on the car at the factory suggests a buyer should check the exact specifications of the model to see just what is included in the "Rabbit" they're considering. () GTI vs Golf R. It's often noted that a Golf R is only "a few thousand dollars" more than the top trim GTI. In my experience that's very misleading. In the first place finding a Golf R in the US can be difficult. (That's apparently not true in Canada.) And when I was shopping dealers routinely applied "market adjustment" stickers to the few Golf R's available that made the real world difference in price $10,000 or more. Second, while the R is far more powerful than the GTI, it's also about 200 lbs heavier. That's like putting an NFL cornerback in the back seat. The GTI is considerably more nimble as a result and the performance difference can be significantly reduced by adding a Stage I tune to the GTI. (That's especially true for the DSG equipped GTI's that don't require a periodic clutch replacement to handle the additional power.) Both the GTI and the Golf R are magnificent machines imo but in my case I decided that a $10,000 price difference was a bridge too far. () All in all, I'm a long time VW fan. I drove a '61 Beetle in high school, two Rabbits (when all Golfs in the US were called Rabbits) in the '70's and more recently two GTI's. When I was shopping last year I also considered the larger Accord 2.0L turbo and the Mazda6 2.5L turbo. Each is an impressive vehicle. But when I drove the MK7.5 GTI, I was at home. There are quicker and less expensive "hot hatches." But for all round driving enjoyment combined with versatility, I don't think the GTI can be beat.
    8
  346. Hey Alex...You might want to correct the headline on this video. I think you meant "Crowdsourced" rather than "Crowsourced." Unless, of course, you're getting your information from black birds. :) Otherwise, kudos for efforts to collect real world data. Rare and very informative.
    8
  347. I'm impressed by the Arteon both in its looks and in its driving dynamics. When VW brought it to the US in 2019 Herbert Diess, VW's CEO said in an interview that he didn't expect to sell many in the US but wanted to show American consumers what VW stood for in Europe. In fact, now that VW has announced it will not sell the base Golf in the US for at least the next two years, the only VW's that closely resemble their Europspec counterparts are the GTI, the Golf R and the Arteon. (The Arteon sedan lacks several engine choices and the DSG available in Europe but it's otherwise virtually identical to the European version.) I agree with Alex that the tuning of the engine in the R version would be a delight, especially in the AWD version. But since it's the same EA888 motor as the GTI, Golf R, as well as in the American version of the Tiguan and the Passat in various states of engine and turbo tuning, a Stage I ECU will provide substantially more HP and torque than the stock Arteon with HP over 300 and torque at a similar level. And contrary to claims to the contrary a third party tune does not invalidate the VW warranty unless a problem can be shown to result directly from the tuning mod. For a Stage 1 tune that's very, very rare. In any event, the stock Arteon is no slouch. If you've never driven one you're likely to be surprised by its performance. In terms of evaluating the Arteon it's important to keep in mind the difference between Americans' and Europeans' conception of "performance." Americans invented drag racing; Europeans invented rallies. In America a "road race" is likely to be NASCAR with cars going round and round an oval where turning left is a primary task. European road racing is more likely to be on actual public roads or circuits designed to emulate them. For Americans "performance" metrics begin and usually end with 0-60 acceleration and straight line quarter mile times. Europeans often think of "performance" in terms of cruising at more than 100 mph (the "tonne") in comfort for hours on superbly maintained highways. For that mission the Arteon is an appealing candidate. Finally, as far as price is concerned, here in the Seattle area dealers are offering current top trim AWD Arteons at around $38K to $40K, a price that makes it an appealing alternative to a top trim Accord or Camry. If I were in the market for such a vehicle, the Arteon would be at the top of my list.
    8
  348. You take the Alpha away for a week in Cancun. You take the Acura home to meet your parents.
    8
  349. Took a close look at the Atlas and a quick look at the Ascent last year when my wife and I were shopping for a midsize crossover. I'm a fan of 4 cylinder turbos in a variety applications but in a two ton plus SUV I think a naturally aspirated V6 is a better, more durable choice. And though I'm not a fanatic about it, I'm not a fan of CVT's so the Ascent was out. I own a GTI so I was pulling for the Atlas. But the SUV is my wife's daily driver and she found it just too damn big. And in the top trim version we considered the price was over $50K. VW has revised their trim levels for 2019 but the price of a V6 AWD with satellite navigation, leather, and other convenience and safety features remains over $50,000. NOT the $39K mentioned in the video for a lower trim FWD version. To be fair, if one needs a truly accommodating third row for regular use by two or three adults, the Atlas is probably the best choice. But as another poster noted, the "average" adult is considerably smaller than the testers. The Telluride wasn't yet on the market when we were shopping last year. But even if it had been we would have gone with the somewhat smaller KIA Sorento, instead. With a family of two adults, a teenage daughter, and a big dog the Sorento's size is perfect. And while we don't use the third row of seats frequently, it's very convenient for chauffeuring a gaggle of teenage girls or going out with six or more passengers when we'd otherwise have to take two vehicles. And surprisingly, the third row seats in the Sorento are nearly as spacious as the Telluride's.
    8
  350. Sometimes little things make a big difference in one's evaluation of a vehicle. In this case the fact that the CR-V offers rear seat AC vents while the RAV4 does not is mine. With a 14 y/o daughter who can take complaining to the level of high art and a big dog who insists on being comfortable in his second home I simply wouldn't do without rear seat vents. It prevented my purchase of a RAV4 in 2012 and it would be the same today. That doesn't mean, however, that I'd choose a CR-V for my family. I prefer one of the vehicles in the next larger category, a "tweener" larger than the typical compact SUV ( 188" to 191" long vs 180" or so in length). Most of those vehicles have standard or optional V6 engines and conventional geared transmissions.Most are two row vehicles but the KIA Sorento has a surprisingly accommodating third row that's very convenient for occasional use.
    8
  351. I own a MK7.5 GTI (my third over a number of years) but I've owned four Mazdas over the years including a flawed but much loved RX-8 and an early Mazda6. A friend recently faced exactly the choice reviewed here and opted for the Mazda3 turbo. Here's my reaction to his choice of the Mazda and this video. It was a close call and when he asked my opinion I made the case for the GTI but he made his choice based on a couple of factors. First, he has a lingering resentment directed toward VW for the "diesel-gate" scandal. I don't share that resentment, believing that VW has been reasonably punished for its sins. But I understand his point of view. Second, the vast majority of his driving is on the crumbling streets of Seattle and he reported that he found the Mazda3 had more compliant suspension than the GTI. I'll take his word for that (not having driven the Mazda3 turbo for more than a short test drive) but while it appears that Mazda has done an excellent job of disguising its torsion beam rear suspension I'm still inclined to give the GTI the edge in terms of handling where the VW's (electronic) LSD and fully independent rear suspension trumps the Mazda3 even with the latter's AWD. Finally, I place more value on driving on mountain back roads on deserted Sunday mornings than my friend. In any case a decision to purchase a car is very personal. My friend loves his new Mazda and I'm happy for him. If one has never owned or driven a GTI extensively it may be difficult to understand why so many owners love them so much and (like me) purchase multiple generations of the vehicle. There are quicker and faster rivals especially on straight, flat roads. But judging performance solely by 0-60 and quarter mile times represent a narrow and naive perspective. On a twisting mountain road it's power and suspension is extraordinary. The engine specs don't match some rivals including the Mazd3 turbo. But such on-paper comparisons fail to recognize the character of VW's extraordinary EA888 engine. It's simply one of the best engines on the planet. Finally, as noted in the video, the GTI offers an excellent manual transmission and an extraordinary dual clutch (DSG) transmission that can be driven like an MT, only quicker. (That's because it IS an "automated" MT.) The Mazda3 turbo has a lot of appeal. If I were in the market I'd consider it seriously. But as the comments above suggest, I suspect I'd opt for the GTI. (If price were no object, it might well be the Golf R thereby cancelling the Mazda3's AWD advantage and demolishing any straight line performance it might enjoy.) Usable power and the GTI's amazing versatility (53 cubic ft of cargo space behind the first row in a well-designed rectangular space.)
    8
  352. Used to be that Subaru owners had to put up with cheap interiors and uncomfortable seating to pay for the standard AWD. Obviously Subaru has made a major effort to eliminate those items from the "con" list. Here in the Pacific Northwest Subar-ites can fairly be called a cult. A very nice and polite cult, but a cult, nevertheless. And if you're inclined to voice a criticism be prepared to lose friends and be un-invited to Thanksgiving dinner. The Forester seems to be a near ideal vehicle for its intended mission. Yes, it's slow compared to a CX-5 but it has more than 25% more cargo capacity. In fact, it's about the same cargo capacity as a CX-9 in a vehicle that's a foot and half shorter. It won't climb rocks like a Wrangler but it will take a family TO a trail head or a campsite over logging roads that barely qualify as "roads." Excellent safety features. The AWD system may not be the best compared to other true 4wd but it will deal quite well with messy winter conditions and everything an average owner will encounter. A decent daily driver and perfectly suitable for long freeway slogs. Couldn't ask for a much better match to its intended mission.
    8
  353. Excellent as always, Alex. The content of your reviews is the reason I support this channel with a small monthly contribution, a contribution that I don't make to any other channel. In some cases you present a point of view I don't see elsewhere and with which I heartily agree. (e.g. some consumers' overemphasis on brand reliability and the value manufacturer warranties when almost all vehicles sold today are remarkably reliable and differ only slightly for the vast majority of owners) In other cases you present a case that I hadn't considered and has made me rethink my perspective. (e.g. the view that the limited supply of batteries may well make hybrids a better choice from an ecological perspective than pure EV's.) Sometimes I simply disagree but have to admit that your point of view has merit, sometimes more than my own. All in all I have great respect for Tesla including the extent to which they've helped create a market for EV's and their innovations that have begun to permeate the design of other vehicles. Those are remarkable achievements from a manufacturer that hadn't sold a single vehicle 13 years ago. But like most consumers I've never owned a pure EV. For some years my skepticism was a case of "range anxiety" and the premium one pays for an EV compared to an ICE vehicle or a hybrid. Or as my neighbor says, he'll give up his Porsche 911 when EV's have a range of 400 miles on a single charge. And neither a Tesla nor the the Porsche Taycan meets my neighbor's benchmark. (Of course, he puts about 4000 miles a year on his 911 so I suspect he's engaging in something of a rationalization in favor of his beloved 911.) Nevertheless, my neighbor has a point. Living on an island about 50 miles from Seattle many of my neighbors with a daily 100 mile round trip commute and without a recharging station easily available on each end find even a 250 mile EV range to be an inconvenience at best and a range of less than 150 miles to be a deal breaker, especially if recharging can't be done at home. I don't have that problem since my daily commute even before COVID-19 consisted of the 50 feet from my bedroom to my office on foot. But I'm not a typical case and neither are my neighbors with a hundred mile daily round trip commute. Millions of consumers can adjust relatively easily to the range current EV's provide. And for those willing and able to pay the initial premium price of, say, $40K or more an EV may well be a viable alternative as their daily driver or sole vehicle. Furthermore, I've begun to rethink my initial reluctance to consider a short range EV. I don't relish the prospect of replacing a car I love (my GTI) with an "appliance," much less a penalty box. And with a daughter who'll be attending college in two years, I'm unlikely to "invest" in a Tesla as the family's primary vehicle. But if I shift my thinking to viewing a vehicle like the MINI EV as a second or third vehicle in our family of three drivers, the picture changes somewhat. At a price of, say, $25K a well equipped MINI EV is a fun-to-drive vehicle that could well reduce our family SUV's and my GTI's annual mileage by 10K miles, or so, it would reduce the wear and tear on those vehicles as well as absorbing our family's overall increase in miles as my daughter drives more and more. It seems that the EV marketplace is rapidly splitting into segments similar to ICE vehicles. For a consumer who seeks to replace a primary (or a family's sole) vehicle with multiple missions, Tesla and other manufacturers are increasingly popular. But shorter range EV's serving as secondary vehicles in multi-vehicle households have a place I wouldn't have found especially appealing several years ago.
    8
  354. Don't head for that Starbucks, Steve. There's ALWAYS a looong line. :)
    7
  355. Been waiting for what seems like forever for this review. My wife and I have owned two Sorentos. The 2012 model was the first KIA I've ever owned (or even considered buying). We replaced it in 2018 to take advantage of the numerous upgrades KIA has added over those six years. Each has been completely trouble free and among the best vehicles I've ever owned. It's my wife's daily driver (She LOVES it) and the family's (2 adults, a teenage daughter, and a big dog) road tripping "truckster." For us, the Sorento has been a true "Goldilocks" vehicle. At 189" long, it's 6" to 8" shorter than a Highlander or a Telluride. And while that doesn't sound like a lot, we often hang a multi-bike rack on the trailer hitch that adds more than a foot to its length and the shorter length is critical for parking, in crowded suburban traffic, and when lowering the door in a crowded garage. Like most owners we use the third row of seats rarely. But it's a huge convenience when we chauffeur a gaggle of teenagers or need to carry six or seven passengers on a local trip and would otherwise have to rely on two vehicles. Each of our Sorentos was equipped with the optional 3.3L V6 engine. Although I'm a fan of turbocharged 4 bangers in smaller vehicles (My daily driver is a GTI), I was initially skeptical when KIA retired that NA V6 and replaced it with a turbo 2.5L four in the new generation. The fact that the same engine is not only available in the new K5 GT (and the Sonata N-Line) sedan but is the base engine in the Genesis GV80 SUV was reassuring. Add the standard 10 yr/100K drive train warranty and I suspect it will prove to be not only a better performer but just as durable. Otherwise, KIA appears to have maintained their practice of upgrading their models from year to year as well as from one generation to the next without significantly impacting the MSRP. The infotainment system and driver assistance features, already among the best in the industry, are improved. Sadly, the extending thigh support for the driver has been eliminated. It's not a big deal but my wife is especially sad about that. And I have to agree that it's a benefit on long drives. I think I'd have to pry my wife's cold dead fingers from the steering wheel of her current Sorento but I may try to interest her in taking a look at the new generation.
    7
  356. Happy to see Alex adopt the "Tweener" designation for crossovers in this category. Most of the competition fall is 188"-192" in length, about an inch than the Acadia (193.4") while the larger midsize three row SUV's range from 195" to 203". Technically, then, the Acadia might be considered a "tweener tweener." :) The differences may seem small but I've found that when fitting a hitch mounted bike rack that adds a foot and a half or more to the overall length and successfully closing a garage door every inch of length is important. And when parking on the street, in a public lot, or negotiating urban/suburban traffic, the difference between one of the shorter vehicles in the category (e.g. Hyundai Santa Fe, Kia Sorento, Ford Edge) and the larger midsize crossovers (e.g. CX-9, Durango, Traverse) where the difference in overall length is nearly a foot or more is important. If the Acadia is considered a "tweener," it's worth noting it joins the KIA Sorento as the only vehicle in the category that offers third row seating. Alex calls that an "emergency" third row (replacing his earlier designation as a "mother-in-law" seating.) I wouldn't go that far. We have a Sorento with virtually identical headroom/legroom stats for the third row and we find it's very convenient when we're chauffeuring a gaggle of teenage girls or situations when we transport six or seven passengers on a local trip and the alternative is using two vehicles. We keep the third row stowed about 90% of the time but when we need it, it's great to have. Where it comes up short in both the Sorento and the Acadia is cargo room behind the third row for gear/luggage along with six or more passengers. If that's a priority the Chevy Traverse, KIA Telluride, or VW Atlas is a better choice. Of course, a minivan trumps any crossover on that score.
    7
  357. The same driving experience offered by the Camaro can be matched by a number of other vehicles simply by wearing a blindfold while driving. Only slightly less visibility.
    7
  358. Thanks, Grandpa. You might consider a hearing aid.
    7
  359. My first car in high school was a 1954 two door Kaiser Special. A beautiful car with a faux bamboo padded dash and a six cylinder engine that best was suited for the flat prairie of Oklahoma. By far its most appealing feature was a back seat large enough for two teenagers to lie down across it. Many happy memories.
    7
  360. VW has received a considerable amount of criticism for the reduction of their bumper-to-bumper warranty from 6 years to 4 years in their current models. So purely from a PR perspective it was a mistake (imo). On the other hand, from a consumer standpoint the inclusion of two years of standard service/maintenance that's now included it's arguably a considerably better deal. Consider, for example, that only a tiny minority of owners ever redeem a warranty claim in years five and six of a warranty. Not only do all manufacturers require that all service and maintenance requirements be performed on time over the course of ownership, the percentage of owners who experience a warranty covered repair in the fifth and sixth years of ownership is minuscule, well under 2% of owners of any brand. On the other hand, annual maintenance and service runs an average of $300 per year for a VW SUV. That's a $600 savings that virtually every purchaser receives. A rational consumer might well prefer a 100% guarantee of a $600 savings vs the unknown potential of a warranty claim after four years that at least 98% of owners will never receive.
    7
  361. Jose Manuel Ruiz: The answer to your question is that each of the manufacturers you cite depend less (or not at all) on the sale of trucks. When CAFE standards were introduced and later "refined," those companies responded by innovations in engineering and design. The result was cars with reduced emissions AND improved performance. Ford and GM, on the other hand, lobbied to assure that light trucks would face much less stringent CAFE standards and largely ignored the need to invest in improving their cars.
    7
  362. Really appreciate the review, fellas. Especially given Jack's ownership experience with a MK7.5, the model I currently own. As GTI owners know, it's always risky to make judgments based on Euro-spec versions of the car. Our US versions lack some features available in Europe. A situation that stems in part from the fact that we pay considerably less for the vehicle than Europeans. Furthermore, Europeans can pick and choose individual options to meet their preferences and wallets while we Americans typically can choose only among three trim levels with an occasional fourth "special edition" (that's usually not that "special.") and few, if any, individual options. Nor do we receive GTI higher performance variants such as the MK8 "Clubsport". But VW, like every automaker, configures and prices its vehicles taking into account competition in particular markets. And it would be folly to believe that Americans would pay $50,000 or more for a GTI considering its sales competition in this country. Still, I love my GTI. I traded my Stage 1 APR MK6 version in 2018 for my current MK7.5. And I've lately been contemplating whether to have my current GTI tuned or replace it with a MK8 when it arrives and I have a chance to drive it. I do appreciate some of the NVH improvements noted in the review. And though I find removal of some physical buttons and dials to be annoying, it's not a big deal for me. Unlike an automotive journalist I don't drive 30 or more vehicles a year, each for a week or less. Accustoming myself to less than ideal design choices is typically a matter of getting used to them. No vehicle is perfect and I adjust if I like the car. What stands in the way of replacing my GTI is partly that the substantial improvements are most apparent at "10 tenths" driving. I doubt I exceed 8 on that scale more than a minuscule portion of my miles. Even when I'm having fun on backroads in the Cascades or on long drives that take me from the Seattle area to Montana, where high speed isn't exactly optional but widely tolerated, especially in the "stealth" costume of a Golf. I have no doubt that the changes VW has made to the GTI's handling, especially the near (total?) elimination of understeer, will result in faster track times. Possibly faster even than a "tuned" MK7.5. But when I do track days it's on two wheels rather than four. And on a bike leaning into a turn at 60-70 mph is more than enough to induce a rush. WOT at triple digits? No thanks. Finally, I have to admit an irrational rationale for keeping my GTI. The thought of selling it prompts a similar reaction to the thought of selling the family dog. 😢 Weird? Yeah. Nevertheless. With that in mind I'm considering passing it on to my teenage daughter and getting another vehicle for myself. That strategy means keeping it in the family (Without an APR tune. I'm a dad, after all.) And I might be able to justify a Golf R, a KIA Stinger or a (tuned) Arteon for myself. 😁
    7
  363. Looked carefully at the 2018 CX-9 (Signature trim.) last spring. The 2019 version differs little. Left out of the review is my primary objection to the CX-9. It provides the most inefficient allocation of space of any crossover of any size. On the outside, it's absolutely HUGE. At 199" long it's among the largest in the midsize class. Only the GM twins (Traverse and Enclave) and the Dodge Durango are larger. It's even larger than the humungous VW Atlas by an inch. Yet the CX-9 has less overall passenger space (135 cf) than the KIA Sorento (154 cf), the smallest 3 row midsize crossover (189"), and less total cargo capacity (71.2 cf vs 73.6 cf) as well. The CX-9 even has less room in the third row seat than the KIA. The Sorento's 10" shorter length makes a big difference in maneuverability in traffic and parking in a garage or on the street. If one is going to give up that maneuverability it seems reasonable to expect some functionality in return. The CX-9 offers none. The CX-9 is very stylish, the result of its long hood and the ratio of the length of the hood to the rest of the vehicle. That's a design trick that's been used by automotive designers for an eternity to suggest potency and performance. Check out the design of sports cars since the 1920's to confirm it. Unfortunately, a more effective and much less expensive route to satisfying the same need is a Viagra prescription.
    7
  364. MT and ICE fans "don't care which is faster" once they're no longer faster.
    7
  365. Alex does his best to explain the somewhat confusing trim level mixes of the Seltos. A simpler way to think about the approach is first to recognize that unlike a most other brands KIA typically offers few individual options or optional packages on various trim levels. Instead, KIA consolidates a large set of features to define a particular trim rather than pricing individual features (as many European brands do) or offering a number of optional "packages" for a particular trim level (as American and Japanese brands typically do.) The advantage of this approach from both KIA's and a consumer's perspective is that the overall production process is simplified, resulting in lower costs, some of which are passed on to consumers. The disadvantage and a complaint voiced by some consumers is that if you want feature "X", you have to select a more expensive trim that includes features "Y" and "Z" to get "X" rather than adding "X" as an individual option or "X" and "Y" as a option package to a lower price trim level. In the case of the Seltos KIA has extended that approach in a way. Rather than providing a single trim level "ladder," they've provided two parallel ladders that combine in the top trim SX Turbo trim level. At the base level KIA offers two trims, the LX and the S. The LX offers a relatively comprehensive set of features including AWD for an MSRP of about $22,000. The S offers even more bells, whistles, and driver assistance/convenience features for the same base price but comes with FWD rather than AWD. (AWD can be added for $1500 raising the MSRP to nearly $23,500.) One step up from the LX is the EX, a trim level that adds the "S's" bells and whistles that the LX lacks. The "S Turbo", a step up from the "S," comes standard with AWD, the more powerful 1.6L turbo engine, and a DCT transmission but it lacks some of the creature comforts of the EX. Again, the "EX" and the S Turbo have almost exactly the same MSRP. (EX: $25,290. S Turbo $25,490) Finally, the top trim SX Turbo combines the entire set of features in the separate trim levels. The turbo engine and DCT transmission from the "S Turbo" and all the bells, whistles, and creature comforts of the EX for $27,890 and an optional sunroof not available on any other trim for another $700. If all that hasn't simplified the confusing Seltos offerings (and it probably hasn't), think of it as two trim ladders. "LX -> EX -> SX Turbo" versus "S -> S Turbo -> SX Turbo."
    7
  366.  @eddiefniii  Everyone doesn't live in Houston, Eddie. And many folks, even some in Houston, are concerned about air pollution, global warming, and lining the pockets of oil companies.
    7
  367. Don't hold your breath. Mazda has made clear that the US is at the bottom of the list of markets for Skyactiv X.
    7
  368. A few words about "reliability," a much misunderstood topic subject mainly to reputations, rumors, and unverifiable internet memes not subject to actual evidence. JD Power recently awarded Genesis its 2020 ratings based on surveys of over 34,000 owners of vehicles purchased three years earlier (2017). Genesis ranked at the top of the list with their two sedans (G80 and G90) with a score of 0.89 meaning that the average owner experienced fewer than 1 issue in the first three years of ownership. That's a score 34% or so better than the industry average. Pretty impressive until one digs into the details. The Genesis score means that the average Genesis owner can expect to encounter less than one problem over the first three years of ownership. Again, very impressive. Another way to think about it is about half of all Genesis owners will have even fewer issues. But the average for all brands was 1.34, and VW's score was 1.16. That means that the dependability of virtually all other brands (including VW) is nearly as high as Genesis. In short, there is a VERY small difference in the dependability of ANY new vehicle over the first three years of ownership. Even the least reliable brands (FCA and Land Rover) had scores of slightly more than two issues per 100 vehicles sold. The vast majority of all new car buyers can expect to have virtually no reliability issues over that period. And that is why virtually all brands offer three year bumper to bumper warranties for three years after purchase. And it is why other sources of reliability data, specifically the Consumer Reports annual survey of vehicles RANK brands and models rather than providing the incidence of issues for each. What about longer periods of ownership? In that case a comparison of brands and models is more complicated. Since most brands introduce significant generational changes in vehicles every five years, or so, and likely deal with known issues when they do, what does it tell a consumer buying a new vehicle in 2020 to know that six or seven years before when a particular vehicle that was significantly changed or newly introduced since then? Reliability is important to most consumers. But the good news is that new vehicles from virtually all manufacturers are far more reliable than they were even a decade ago, much less in years before that. All manufacturers produce an occasional lemon and the internet is full of proclamations of terrible reliability based on nothing more than what someone has heard from friends, relatives, friends of friends, or personal experience from years before. Actual data suggests otherwise.
    7
  369. exviaevox: Styling is obviously subjective but imo I think the Mazda will age far better than its main competitors. The front end of the Honda Accord looks (to me) as if it was designed by a committee. And the Camry looks like it escaped from a 1930's Flash Gordon scifi serial. Great spaceship but as a car, not so much.
    7
  370. I'm very attracted to the size of the Passport. At 190" long it falls into a "tweener" category (188"-192") between compact SUV's (an average of 181" or so) and larger midsize SUV's (197"- 204"). The category includes the Hyundai Santa Fe, Ford Edge, Kia Sorento, Subaru Outback, Jeep Grand Cherokee, and Nissan Murano in addition to the Passport and some others. Most offer V6 engines as standard or optional and all but the Sorento are five passenger vehicles with total cargo space of 65 to 78 cubic feet. And if you want to hang a bike rack on the back extending the length by up to two feet, the shorter length compared to the larger midsize alternatives is an advantage in terms of fitting the rig into a crowded garage and closing the door. All in all it's an attractive alternatives for many SUV shoppers. As far as losing a third row of seats compared to the Pilot and other larger SUV's, that wasn't a big deal for our family (2 adults, a teenage daughter, and a big dog) when we purchased a new SUV last year. The Passport wasn't yet available but we looked seriously at several two and three row SUV's. Eventually it came down to the KIA Sorento and the Ford Edge. The KIA had several advantages over the Edge for us and one was the surprisingly accommodating third row for an extra passenger or two. We keep it stowed about 90% of the time (giving us up to 73 cubic feet of total cargo space, identical to the Edge) but it's very convenient when we're chauffeuring a gaggle of teenage girls around town or need to accommodate more than five passengers and the alternative is taking two vehicles. If one never needs a third row, the Passport is a strong contender in the segment. The engine is durable and offers good performance and Honda's version of SH-AWD is probably the best of the lot. In trying to distinguish the Passport from the Pilot I think Honda could have tried a bit harder to give it a more "rugged" vibe. I wouldn't be surprised to see an "adventure" version come along next year. But few consumers in this segment are serious off-roaders and for its intended mission, the Passport is appealing.
    7
  371. Ask yourself whether Hyundai/Kia would be offering among the best bumper-to-bumper and drive train warranties in the industry if their vehicles were on average unreliable. Like any insurance plan, the insurer is betting that the insured won't have to collect on the warranty. And Hyundai/KIA appear to be winning that bet since virtually every source of reliability information indicates that the brands come close to the reliability of the champs, Toyota and Lexus.
    7
  372. Infiniti: The Rodney Dangerfield of luxury SUV's.
    7
  373. Brave man to do all this on camera, Alex. I would have ended up halfway done and realized I'd made a bad cut. :)
    7
  374. Depending solely on "private enterprise" to build an infrastructure for EVs makes no sense and only invites the current hodgepodge of stations and limitations according to the brand of EV involved. That's why the current administration has proposed building a nationwide network of EV charging stations at over half a million locations by 2030. Furthermore, the spread of EVs will require a significant change in the tax structure supporting the building, repair, and maintenance of highways. Currently the lion's share of funding for those purposes come from taxes on gasoline at the pump. That makes no sense in the context of a transition to EVs. Vehicle taxes based on miles driven or street and highway funding from general revenue is inevitable.
    7
  375.  2WIREG  Spoken like a salesman trying to pry every last penny out of a consumer. Not like more than half of American families who cannot afford an unexpected $400 expense without going to a predatory payday lender.
    7
  376. Interesting take on the CX-30, Alex. As a hatchback fan (I drive a GTI) I find the entire sub-compact SUV category to be rather puzzling. They're mostly hatchbacks on stilts for people who don't like hatchbacks but neither need nor want a larger compact SUV. I don't get it but that's OK. A few observations about the CX-30. () I'm sure I'm not alone in seeing the CX-30 as the CX-3 killer, at least in the US. The latter seems to have been designed for the international market where the Mazda2 is sold and exported to the US simply as a placeholder in the sub-compact category until the CX-30 was available. If you're one of the few American consumers who find the CX-3 appealing, get one soon. I doubt it will be around for very long. () The CX-30 shares both the strengths and weaknesses of other Mazda SUV's, most notably the CX-9. The strengths include its good looks noted in the review that results from the relatively long hood and shortened cabin. It's an approach that sports car designers have used for about a hundred years to suggest potency and performance even when those attributes are lacking. (Freud can explain the design's appeal.) Add to that Mazda's efforts to offer a comparatively upscale cabin in their vehicles and you have an appealing package. Unfortunately in an SUV, however, it also results in vehicles where the "U" in SUV's is lacking. The KIA Seltos, for example, offers 26.6 cubic ft of cargo space behind the seats and 62.8 cubic ft of total cargo space. The CX-30, on the other hand provides 20.4 cf behind the rear seat and a total of only 45.2 cubic ft in overall cargo space. To add insult to injury the Seltos is about 3" shorter than the CX-30! () Furthermore, the CX-30 suffers from the same issues of an aging engine and drive train found in other Mazda models. The naturally aspirated 2.5L engine and the six speed AT are undoubtedly adequate for their mission but the combination fails to deliver the performance of the KONA's and Seltos' optional 1.6L turbo and 7 speed DCT. At the same time, the Mazda combo trails other rivals with CVT's in terms of fuel economy. Internet fan boys will loudly proclaim the need for a turbo on the naturally aspirated CX-30 engine but a MazdaSpeed version is very unlikely considering the risk of cannibalizing sales of their best (indeed their only strong) selling CX-5. () I like the Mazda brand. I've owned four of their vehicles over the years and I wish Mazda luck with the CX-30. But they're going to need it. Sales from all automotive manufacturers were down an astounding 800,000 units in the US in the first quarter of 2020 compared to estimates at the beginning of the year. And that disaster is going to look good compared to what's coming in the second quarter and with unemployment at Great Depression levels even a modest recovery won't help much. As far as Mazda is concerned the CX-9 was dead last out of 19 mainstream midsize SUV's with slightly over 7000 units sold. Sales of the Mazda6 dropped by 35% from January though March to 4500 units. Sales of the Mazda3 (sedans and hatchbacks) dropped a catastrophic 47% to slightly over 8000 units. And the CX-3 sales plummeted to about 2600 units. In this disastrous picture the only rather dim bright spots were the CX-5 with 35,000 sales (down 10%) and the CX-30 with 8300 sales since its introduction. Unless things turn around in a big way soon, I wouldn't be surprised to see Mazda cease being the smallest independent mainstream manufacturer on the planet and live on as a division of Toyota.
    7
  377. Enough whining, my friend. You get diesels. We don't. :)
    7
  378. Some of us enjoy the channel sitting here in the US. :)
    7
  379. As discussed on previous threads, Toyota learned its lesson offering a V6 on the RAV4 years ago. If you want one, there are probably a few still sitting unsold on dealer lots. They're not likely to make that mistake again in the compact SUV segment.
    7
  380. A Yates: Depends completely on one's priorities. Cargo capacity? No. Fuel economy? No. Reputation for reliability? No. And like it or not, those are high priorities among most customers in the compact crossover market segment. O-60 acceleration? Yup. Handling on secondary roads? Yup. But those factors aren't as important to most buyers.
    7
  381. It's a very impressive vehicle. Not as versatile but somewhat more upscale than the Stinger. Have to say, though, that Hyundai/Genesis seems to believe that diamond quilted leather spells "L-U-X-U-R-Y." Both in the Genesis brand and in the new Hyundai Palisade. For me, though, it recalls the sofa in my grandmother's living room half a century ago. :)
    7
  382. Wife and I went shopping for a 3 row crossover earlier this year. Neither the 2019 Pilot nor the Ascent were available on dealer lots at that point but we did look at the 2018 Pilot. Both the refreshed Pilot and the Ascent look to be strong entries in the category. Overall, if I were still shopping I think I'd go with the Pilot over the Ascent for several reasons. First and foremost, while I'm a fan of 4 cylinder turbo engines, I think a V6, especially one with a proven track record, is a better, more durable, and more reliable choice in this particular category. Second, though I'm not a fanatic about it, I just don't like CVT transmissions and adding paddle shifters simply adds insult to injury. I understand why manufacturers are increasingly relying on CVT's for fuel efficiency and I'll grant that they're improving the annoying behavior of CVT's but saving a single mpg simply doesn't make it worth it, at least for me. All in all, I can see a reasonable argument for either vehicle depending on one's priorities and brand preference. Here in the Pacific Northwest Subarites are a militant group and I'm sure they'll love the Ascent. And for the heavy drinkers 19(!) cupholders may be appealing. :) Having owned several Hondas over the years, I have a considerable confidence in the brand and the updates in the form of torque vectoring are appealing. For our family (2 adults, a 14 y/o daughter, and a big dog) the KIA 2018 Sorento was a near ideal choice. And if we were shopping for a 2019 model I think it would still be the top pick with a more convenient overall size, more efficient allocation of space, a better warranty, and (in the top trim) a more luxurious interior than either the Honda or the Ascent. Others, no doubt, will have other priorities.
    7
  383. Two of my favorite cars (at any price.) I've always lusted after a Miata but never owned one. That's the result of competing priorities in terms of passenger capacity and versatility. I don't own a Golf R either, but my Stage I tuned GTI provides the power of a stock Golf R while lacking the advantage of AWD. I wouldn't give up my beloved VW but when the kid goes off to college and the dog dies, I would consider adding a Miata to the family fleet.
    7
  384. Toyota has needed a generational update for the Highlander for a number of model years. They ignored that issue as rivals met and passed the Highlander in features, utility, and styling. A new generation comes along shortly for 2020. Unfortunately, it only moves the Highlander from a clear "also ran" to a marginally competitive entry. A couple of inches greater in length compared to the 2019 version but no significant improvements in interior space. Toyota has traditionally classified the Toyota as an "eight passenger" vehicle. But that claim is based solely on the fact that the third row includes three seat belts, not that three human beings of almost any size can actually be crammed into it without being bound and gagged. The 2020 version still offers less third row legroom than the back seat of a Mustang. Ever tried to sit in a Mustang's back seat? The most significant improvements? The interior no longer looks like it was designed for a 2012 vehicle. In the recent past the Highlander has been distinctive in two ways. It has been the sole mainstream midsize crossover with a hybrid power train. Whether that remains an advantage with competition from the Ford Explorer is a question. Otherwise, Toyota sells all of their vehicles based on the brand's reputation for reliability. But while Toyota retains its RANKING year after year its actual advantage over other brands has been shrinking for about two decades. Today, the actual advantage for top brands is minuscule. A new car buyer who purchases a vehicle today ranked anywhere among the top 10 brands can be almost certain that the vehicle will be highly reliable for the length of the buyer's ownership. No doubt Toyota will sell a lot of 2020 Highlanders based on the brand's reputation for reliability and the fact that it no longer appears at first glance to be an also ran in the category. As for the 2019 model, its biggest plus is the likelihood that dealers will offer uncharacteristically generous discounts in a desperate effort to get them off the lot before the 2020 models show up.
    7
  385. @Harvey Lee No. Just a satisfied customer of another KIA model and one who has watched the impressive progress of the brand over the last several years.
    7
  386. "Reliability" is a complex and widely misunderstood issue. The fact is that if one purchases a new vehicle in 2021 your chance of driving the vehicle for five years to seven years without a single significant reliability issue is well over 90% regardless of the brand or model. Consider the following... () A consumer buys a particular vehicle, not a brand. The reliability of a Toyota 4Runner says virtually nothing about that of a Corolla. Simply citing a brand's overall reliability is like choosing a spouse based on the behavior of a sibling. () Reliability "rankings" are like horse races. Knowing that one vehicle ranks #1 versus another that ranks #2 is like knowing the finishing order in a horse race without knowing whether the winner was ahead by 17 lengths or by a nose. In fact, vehicles these days are bunched closely together. With few exceptions the number and severity of reliability issues (which are not publicly available) are rare and close to one another. () The most widely cited measure of reliability come from Consumer Reports annual surveys. Though the data includes some useful information, the surveys are flawed in several ways. First, the CR survey responses are volunteered by CR members. Though the samples are very large any statistician will tell you that the size of a sample is irrelevant if responses are volunteered rather than chosen by quasi-random methods. And CR readers are anything but randomly selected groups of consumers. Second, the CR survey results are rankings of brands and individual vehicles. CR only says that the scores they assign come from a variety of criteria. There is virtually no specific information about the methods used to derive a reliability "score." What is one to conclude when one vehicle scores an "86" versus another that scores "82"? There is no way to tell. () The second most widely cited study of reliability comes from JD Power. It doesn't suffer from the same sampling problems of CR's surveys. Respondents are chosen from lists of owners provided by automakers. Since JDP derives its revenue from providing detailed information about consumer attitudes to those same automakers there is no reason to believe the lists are biased. Therefore, though JDP samples are much smaller than CR's, they are much more reliable. But JDP surveys have weaknesses as well. First, since automakers are concerned primarily with those who have purchased their recent models JDP's most widely cited public information focuses on "initial quality." Separate surveys of owners of vehicles over the first three years of ownership gives a better picture of longer term reliability but 3 years is hardly a study of reliability over the long haul. Furthermore, though JDP data captures actual incidents of reliability issues (unlike CR's surveys) the results invariably show that the vast majority of owners of virtually any vehicle has experienced few if any issues. And since incidents such as a loose radio control knob is weighted equally to a failed transmission it's virtually impossible to determine how significant a vehicle's reliability actually is. () In any event, the absolute WORST ways to assess a vehicle's reliability is to rely on the experiences of friends, friends of friends, or family members or the unverifiable claims of anonymous internet contributors. () Bottom line. If reliability is a top priority for a shopper there are some simple rules to follow. (1) Follow an automaker's recommendation for service religiously. (2) Avoid vehicles with innovative features and recently introduced model changes. Every automaker depends on early adopters as "beta testers." (3) On the other hand, don't rely on the alleged reliability of vehicles with older designs that have recently changed. When issues arise automakers frequently correct problems in newer models without publicizing the fact.
    7
  387. There's much to like about the new GLI, chief among the features is the fact that it shares the platform, engine, and drive train with the GTI. Unfortunately, the GLI's trim levels in the US look like they were designed by throwing darts blindfolded at a target. Most bizarre is restricting"dynamic chassis control" to the limited edition "35" trim and not including it on the higher Autobahn level. It's especially puzzling given the fact that in Canada DCC is on the top trim "35" level rather than on the only other trim level, the "GLI." It makes no sense but I suspect the reason lies in supply chain issues in which components required for DCC are in short supply in Europe. Sufficient to cover the smaller Canadian market but insufficient for more than the limited 35th Anniversary edition in the US. I suspect that once the supply of the "35" vehicles is exhausted VW will straighten out the trim options and at least offer it as standard equipment on the highest Autobahn trim level.
    7
  388. There's some Kool-Aid available at your local Jeep dealer.
    7
  389.  @nodak81  In the 1990's virtually every small volume automaker faced huge challenges to their survival in an era of globalization and consolidation. Every one of those manufacturers was eventually absorbed by much larger international manufacturers. It was Saab's misfortune to be acquired by GM, a company whose mismanagement and talent at "running a car company into the ground" dwarfed that of virtually every automaker in the world.
    7
  390. Sorry, Joe. The natural rival of the BRZ (other than the obvious TR 86 from Toyota) isn't the new Civic Si, a "sporty" FWD four door sedan. It's the Mazda MX-5 Miata, particularly the RF hardtop. The BRZ and TR 86, like the Miata, are true sports cars, the design descendants of British sports cars such as the Austin Healey 3000 and MG A and B. In terms of standard performance metrics (e.g. 0-60 mph), the BRZ/TR86 and the Miata are virtually identical at around 5.7-5.8 seconds. The Civic Si trails significantly at over 7 seconds. Of course, straight line acceleration isn't an adequate measure of performance. And on twisty roads or the track the Subaru/Toyota twins and the Miata are equally close. More power in the "twins" but lighter weight for the Miata. Virtually the only area in which the Civic Si surpasses the BRZ/TR 86 is overall versatility with a backseat where adults can be accommodated (albeit not for long periods.) And on that score, the twins top the Mazda in accommodating my large dog in a "plus 2" backseat. The Civic Si is an appealing vehicle but it's in a completely different category. The BRZ/TR 86 natural rival is the MX5.
    7
  391.  @ginsure  There's no question that a small displacement turbocharged engine coupled with appropriate gearing can provide power equal to or better than a larger displacement naturally aspirated engine, especially one running the Atkinson cycle that sacrifices some performance in the favor of fuel economy. But physics is physics and performance doesn't come without a cost. In this particular case it's a question of long term durability, especially in a vehicle weighing close to two and a half tons with an engine that faces challenges in terms of heat generation with a high pressure turbocharger. That's not a problem for Ford with a relatively short warranty on their Explorer and it may not be an issue for an owner who replaces their vehicle every three or four years but for a manufacturer like Hyundai that offers a 10 year transferable warranty on their vehicles it's an issue.
    7
  392. The more direct reference is to the Telluride ski resort located near the town. It's one of the best and most upscale ski spots in North America.
    7
  393. GTI's outsell the basic Golf over 2 to 1 in North America.
    7
  394.  @Cgee3  Right....VW intentionally fails to offer a more powerful engine so they can lose money.As either the largest or second largest automotive manufacturer in the world (depending on the model year) VW knows a thing or two about consumer demand. They offer the GTI version of the EA88 engine in the Jetta because they believe the market for a compact sport sedan exists in the US. They don't offer the same engine in the Tiguan because they correctly believe that scalding performance in a compact crossover is not a profitable business decision. Especially compared to devoting production to versions of the Tiguan (sold outside the US as the AllSpace) to other configurations. Again, VW offers vehicles meant to appeal to "auto enthusiasts" in several market categories in the US. They obviously believe that the compact crossover segment isn't one that merits such treatment. And making a contrary judgement on the basis of internet comments isn't going to change that.
    7
  395. Kudos for including the oft-ignored GLI in the list. A great engine combined with a first class manual transmission. Drives like a true European sport sedan. And the cherry on top is a back seat where adults can ride for extended periods.
    7
  396. You and very, very few others. Mazda6 sales are especially dismal.
    7
  397.  @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.
    7
  398. Every time a VW appears on the internet there's a chorus of claims about the alleged unreliabilty of Volkswagens. It's a complaint that Europeans find difficult to understand where the Golf (and its variants) is the best selling vehicle throughout the continent. The difference, I think, is that Europeans are far more likely to take care of their vehicles and follow recommended maintenance than Americans. Asian manufacturers know this and build their cars to absorb the neglect and abuse that so many of their American customers routinely practice. It's not surprising that Europeans are more careful. Owning any car in Europe is significantly more expensive than in the US. A GTI in Great Britain or Germany sells for more than $50,000 according to current exchange rates. Gasoline is roughly twice as expensive in Europe than in the US. Even getting a driver's license in Germany requires a major outlay. When you're laying out significant money to purchase and drive a car, you're more likely to change the oil regularly. I've owned European, Japanese, and Korean vehicles. With rare exceptions each proved to be a highly reliable vehicle. The exceptions were two Mazdas, one of which had an engine detonate and replaced at 8000 miles and the other an RX-8 where the rotary engine was prone to flooding if the engine was turned off before warming up. (Nevertheless, I loved each of them.) And yes, routine maintenance is more expensive for European vehicles. In return, those vehicles are more satisfying to drive. Seems like a fair trade to me. On the other hand, if you want a vehicle for which you can forget routine maintenance, skip replacing brake pads, and ignore a check engine light, get a Toyota. After all, Toyota pickups are the favorite vehicles of ISIS fighters; they obviously know a vehicle that can be abused.
    7
  399. Very, very few consumers agree. The CX9 is the WORST selling midsize mainstream SUV in the US by a WIDE margin. At 199.4" long its size is exceeded only by the Dodge Durango and the Chevy Traverse and nearly 3" longer than the Telluride. Yet its 135.1 cubic ft of passenger space is at the bottom of the category. (The Telluride ranks near the top with 157.1 cf) Even worse, the CX-9's 71.2 cubic ft of total cargo space is not only the least in the category, it's less than a Honda CR-V! The current generation CX-9 was introduced in 2017 with very few updates since. The marketplace has moved on.
    7
  400. Thanks again for the excellent EV coverage. I don't own an EV (or a hybrid) but I'm considering adding one to the small family fleet when my teenage daughter starts to drive in the next year or two. Have to say that I feel like it's 1901 and I'm considering whether to put old Dobbin out to pasture andbuy one of them new fangled auto-mobiles. So many things to consider. Dobbin eats hay but I'll need to be sure I can find a filling station if I buy a car. Dobbin's always ready to be hitched up for a drive but who knows about a machine who doesn't love me. If Dobbin throws a shoe there's probably a blacksmith nearby. But what about a mechanic? Do I need to check with the local bicycle shop to see if they can fix it? EV's are a lot like that. Which charger type can I use? Are there convenient fast chargers near me? Planned expansion? Is this like choosing Betamax vs VHS or more like IOS vs Android? Do I need active battery cooling in my climate? What is a "hot" and what is a "cold" climate as far as my EV is concerned? If passive battery cooling shortens battery life are we talking by years? And then there's the complicated question of range. Two hundred or so miles is a minimum for me. That's about half of my gas guzzler but I could deal with it. But do I calculate effective range based on recharging from 10% to 90%, 20%-80%, or 0% -100%. My wife tells me that I'm not satisfied with the temperature unless I can hang meat in the back seat. Do I have to turn off the A/C to make the expected range? My wife complains if her toes are cold on a drive. Do I have to make sure the EV has a more reliable heater than my old VW Beetle? Do I want to have a "heat pump?" Is that like the one in my house? Should I tell my wife to wear double layers of socks in the winter so we can make it to my in-laws? Answers to all these questions aren't expected. Just noting that I consider myself a fairly well informed automotive consumer who can weigh and balance features in ICE vehicles based on my personal priorities. But in a pure EV I'm like most folks, a complete novice. Your videos, Alex, have been a great educational tool. Thanks very much. P.S. I'm waiting for the Soul EV before I get serious about a purchase. If I have to give up exclusive rights to my GTI when my daughter starts to drive, I want something funky to tool around in.
    7
  401. A beautiful midsize sedan. Possibly the best looking in the category. Upscale interior in the top trim levels. Again, among the best in the segment. A strong performing turbo4 on paper. So why are Mazda6 sales so dismal, far worse than competitors even taking into account the soft sales of midsize sedans? In 2018 when the current engine lineup was introduced Mazda sold about 31,000 "6s" in the US. In 2019 sales dropped by a third to 21,000. In 2020 sales tanked again, down 25% to a total of 16,000 units. No one expects the Mazda6 to outsell the Accord or the Camry but KIA the KIA K5 was available only in the fourth quarter of 2020 and it outsold the entire year's sales of the Mazda by a factor of 2 to 1. Of course, there's no necessary correlation between a vehicle's quality and its sales but the Mazda6 is a dying model in the Mazda lineup at least in North America. And while owners may not care that the vast majority of midsize sedans, presumably Mazda does care. There are rumors and vague promises that a new Mazda6 is on the way with an inline 6 and possibly AWD. Unfortunately, Mazda has a well earned reputation for over-promising and under-delivering on their production plans. And considering that the company is the smallest independent mainstream automaker on the planet with major sales problems (with the exception of the CX-5) throughout their lineup, one has to question whether Mazda has the resources to pour into a vehicle in a shrinking market category. The picture for the turbo version of the Mazda6 is even bleaker. Performance oriented models of mainstream midsize sedans traditionally constitute a tiny percentage of total sales. Toyota says, for example, that only about 5% of all Camrys are fitted with their V6 engine. That amounted to about 15,000 sales in 2020. Assuming that Mazda could improve sales of the "6" by 10% (a VERY optimistic guess), it would do little to reverse the model's dismal sales prospects. The Mazda6 remains an appealing vehicle but it's unlikely to reverse Mazda's fortunes and prevent it from becoming a division of Toyota. And that's a shame.
    7
  402.  @chiluco2000  Yes, it has. In fact, when I sold my 2012 Sorento, the dealer re-sold it 24 hours later for $2000 more than he paid me. We both made out well and that was fine with me.
    7
  403. "It's modest size amplified its fun potential..." C'mon, Lyn. Are you referring to the passenger space that's 19 cubic ft less than a Kia Sorento? Overall cargo space less than a Honda CR-V or a Subaru Forester? The third row legroom that's virtually identical to a Mustang back seat? By"fun potential" were you referring to how "cozy" it is when filled with very friendly passengers? Surely you didn't mean the overall size of the CX-9 is "modest." At 199" long the only larger "midsize" unibody SUV's are the Dodge Durango and Chevy Traverse. It's longer than a KIA Telluride and a VW Atlas! The CX-9 received widespread praise when it was introduced, especially in the Signature trim added in 2018. But year over year sales of the CX-9 have been dropping since last June. "Fun to drive" doesn't seem to make up for the lack of "utility" in an SUV category where the U stands for "utility."
    7
  404. 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.
    7
  405. You and I share a preference for good handling vehicles and that preference has led me to own a couple of Mazda's in the past. And even if Mazda's other vehicles were trash, the very existence of the Miata would justify the brand's existence. But I'd differ from your analysis in a crucial respect. You seem to be saying that it's Americans' taste that explain the failure of models like the CX-9. I don't think that's the case. Instead it is the absurdly inefficient allocation of space in a VERY LARGE three row crossover that undermines its functionality. It's worth noting that Mazda doesn't even bother to offer the CX-9 outside North America. In other international markets the largest Mazda crossover is the CX-8, a stretched version of the CX-5. If Mazda wants to sell such a large midsize crossover in the US, they need to understand that functionality is a priority for the vast majority of buyers.
    7
  406. And for those who don't want a Cadillac.
    7
  407. If you can find one, it's a bargain. The GT is selling for under $25K here in Washington State. Strong, reliable V6, nicely appointed, very roomy, especially in the back seat, good looking elegant design. Lacks some bells and whistles such as factory navigation but it does have CarPlay/Android Auto. Drove one extensively a few weeks back and for the price I was impressed. Unfortunately, it's a limited edition that won't be available in the 2019 model year. So grab one while you can.
    7
  408. The good news is that dealers, at least in the Pacific Northwest, have been discounting the mid-trim SEL Arteon by up to $6000. That reduces the price of the AWD version to that of a top trim, loaded Accord or Camry. (i.e. around $39K to $40K). The bad news, at least within 500 miles of Seattle, is that almost every one has already been sold. Autotrader says there are 8 available in that radius and about 300 in the entire US. (The SEL Premium that Nathan drove offers very little more than the SEL for another $3K or more. Autotrader says there are only about 75 Premium versions in the entire US.) And according to my VW dealer (one of the largest in the PNW), there won't be any more available for the remainder of the 2021 model year due to the chip shortage.) Nathan mentions several Arteon competitors but he fails to mention the most obvious rival, the KIA GT-Line Stinger with the new 2.5L turbo 4 that KIA, Hyundai, and Genesis are putting in (by my count) at least 9 separate vehicles. With about 300 HP the Stinger is quicker than the VW and also offers AWD, a similar liftback design (with a bit less interior space) at about the same price as the discounted SEL Arteon. And unlike the VW, Stingers are considerably easier to find. The KIA K5 GT that Nathan does mention can be had for an MSRP several thousand dollars less but without the availability of AWD and a considerably less premium interior than either the Stinger or the Arteon. KIA's failure to offer at least an LSD (electronic or mechanical) in the FWD K5 is a major fail and takes it out of the same class as either the Stinger or the Arteon. And ironically, the K5 GT is even more difficult to find than the Arteon. (Autotrader says there are only 25 K5 GTs available in the entire US.) But wait. There's more potentially good news. My local VW dealer tells me that the US version of the 2022 Arteon will come with more power than the 2021 model. It's likely to match the European version with over 300 HP. Even better, the 8 speed conventional torque converter transmission the the US has received will be dropped in favor of VW's excellent DSG (dual clutch) that has been standard in Europe since the Arteon's introduction there. If you're like me and prefer the Arteon over the (excellent in its own right) GT-Line Stinger, you'll be waiting for the 2022 model and be grateful that VW will continue to send it to the US despite slow sales. In the meantime I picked up a 2012 VW CC (the Arteon's predecessor) with only 44K miles on the clock. I paid a bargain price from an owner who had treated it like his first born. It's no Arteon, of course, but it's a rare MT version I'm using to teach my 17 y/o daughter how to drive a stick and it's gorgeous and quick. She's likely to inherit either the CC or my DSG equipped GTI when the 2022 Arteon appears.
    7
  409. Kinda difficult for internet fan boys to get excited about vehicles like the Civic. And that's a shame considering the challenge of designing a vehicle that meets or exceeds expectations for such a large segment consumers with an MSRP that doesn't destroy many wallets. The 11th generation styling is especially noteworthy, I think. Cleaning up the front end that seemed to have been designed by a committee and ridding the rear end of its lobster claw taillights that appeared to have been lifted from a spaceship in favor of a more restrained look that will age more gracefully are definite steps forward. The sedan category is a stagnant in terms of sales having been overwhelmed by North Americans' obsession with SUVs of all shapes and sizes. Honda is to be commended for doubling down on vehicles that are practical and enjoyable to drive.
    7
  410. Excellent review, I'd say. I own a VW GTI and a KIA Sorento, each an excellent vehicle. So if I were in the market for an affordable compact sport sedan I'd be comparing the Forte GT and the GLI. Comparing top trims of each (similarly equipped) the MSRP's differ by about $3000 with the advantage going to the KIA. Whether that difference actually plays out in the real world is always uncertain and never more so than these days but I suspect the Forte would retain a significant advantage. I have a lot of experience with VW's EA888 engine in the GTI, the same engine tuned identically in the GLI. All reports are that the 1.6L turbo from Hyundai in the KIA is an excellent power plant but I know the GTI's engine. Greater displacement, excellent durability, and superb performance. Furthermore, the remarkable "tune-ability" of the VW engine gives the option of an even greater advantage to the GLI. A Stage I ECU tune of the EA888 engine adds tremendous HP and torque to the VW for about $800 without sacrificing durability (in the DSG version) and (if you can control your right foot) with relatively little impact on fuel economy. (BTW, that ECU tune does NOT invalidate the VW's warranty but that's another discussion.) While I've driven MT vehicles for many years I'd be looking at a dual clutch transmission in each case. I'm happy to hear Chris' view that the dual clutch in the KIA is a significant upgrade over other KIA/Hyundai versions but my experience with my GTI's DSG suggests it's at or near the top of such transmissions. So I'd give the GLI the edge in that department. As far as handling is concerned the specs indicate other advantages for the GLI. As a daily driver or even for "sporty" driving on back roads, though, I suspect the Mr. Biermann and his colleagues have tuned the Forte to come close to matching the GLI. It's on a track that differences are more likely to emerge. So if you're not looking for a track toy the GLI's handling advantages may not be important. In terms of conveniences the KIA probably wins the prize. The Forte has the same infotainment system as my Sorento and the GLI has the same as my GTI. (Minus embedded navigation in each.) The GTI's system is perfectly adequate but the KIA/Hyundai system is significantly better. Difficult to say which vehicle has higher quality materials, overall design, and a better ambiance in their top trims. My guess is that the GLI wins but it may well be a matter of taste. In the end it comes down to whether the price premium of the GLI reflected in the relative MSRP's is worth it. For me, it would be but a $3K (or more) difference in real world prices might well be a deal breaker for many consumers. If that's the case, the Forte is a very appealing option.
    7
  411. Have to disagree that the Blazer is a "really odd size." In fact, it's a mainstream size category (188"-192") that's becoming quite crowded. The Ford Edge, Hyundai Santa Fe, Kia Sorento, Honda Passport, Subaru Outback, Jeep Grand Cherokee, and the Nissan Murano are all in the category. Most are two row crossovers with the exception of the Sorento. Most offer V6 engines as standard or optional with the exceptions of the Santa Fe and the Outback. Most offer traditional geared transmissions with the exceptions of the Outback and the Murano where CVT's are the only option. For the most part this class adds cargo and passenger room compared to compact crossovers (179"-182") and are significantly more nimble in the jungle of suburban traffic than larger midsize crossovers (196"-203"). Personally, I find this "tweener" size very appealing. We can hang a bike rack on our Sorento that adds 18"-24" to the rear end and still fit it into a crowded garage or park in a crowded parking lot without one end or the other protruding into the lane. Its naturally aspirated V6 delivers smooth, linear, and quiet performance on long freeway slogs where a turbo4 in a two ton plus vehicle is more challenged and likely less durable. As for the Blazer, well it's no Camaro SUV. But with the possible exception of the Edge ST and some versions of the Grand Cherokee a "performance" version isn't a high priority in this market segment. The take rate for such vehicles is minuscule. Most are in the 7-8 second range in the ubiquitous (but highly variable) 0-60 tests. (The Passport's a bit quicker.) Chevy may add a "halo" model just because Ford has the ST but they won't sell many. Its cargo and passenger space is lower than most of the competition, but most rivals (other than the Passport) are only slightly larger. The AWD appears to be among the better systems though the Honda version of SH-AWD in the Passport is almost certainly superior. Towing capacity is mid-pack as well though several rivals are rated higher by 500 lbs and the Grand Cherokee is a much more capable tow vehicle in some configurations. Otherwise, for serious towing, look at another category of SUV's. The same applies to serious off-roading. Other than some versions of the Grand Cherokee each of the vehicles in this category won't be rock climbing; they're on-road vehicles that can cope with gravel roads and mild trails. As far as pricing is concerned the upper trim versions of the Blazer are about the same as the competition in terms of MSRP. Journalists have no choice except to cite MSRP in their reviews but it's often very misleading. I'd expect a near $50K Blazer to go for $45K or less at a typical Chevy dealer. Of course, the same is true of several rivals. I purchased a 48K MSRP Kia Sorento last year for $40K. I could have purchased the Edge Sport (the previous version of the Edge ST) for the same price. I strongly suspect that the same discounts can't be had on the Acura RDX with an MSRP under $50K. And that's an RDX with nowhere near the bells and whistles of a Blazer, an Edge, or a Sorento. All in all the Blazer is stepping into a growing and competitive SUV category. Careful consideration of one's priorities and serious comparisons are called for if one is shopping for a vehicle like the Blazer.
    7
  412.  @braetonwilson4296  It's certainly the case that the Tahoe has a significant advantage when it comes to serious towing. (Over 8000 lbs rated vs 5000 lbs.) But that advantage is a major priority among a tiny percentage of 3 row SUV purchasers who plan to tow VERY large loads. And yes, the Tahoe is a fullsize SUV compared to the Telluride in the midsize category. But there's a reason that midsize SUVs far outsell fullsize SUVs. When 90% or more of the miles one puts on a vehicle is in suburban traffic and as a daily driver, a midsize vehicle is far more likely to meet most buyers' needs. Finally, I seriously doubt that you can find a Chevy dealer discount a Tahoe to such an extent that you can purchase a vehicle comparable in features to a Telluride for a price difference of only $5000. I may be wrong, of course. Tahoe sales for 2020 are down 26% compared to 2019 so perhaps you can find a desperate dealer.
    7
  413. Calling it a Toyota is an insult to the Toyota brand, I think. The current generation of the Camry is a major improvement over its predecessor. Likewise, the new Corolla and Rav4 demonstrate some serious efforts by Toyota. The UX looks to be something that was on the bottom of the agenda when Lexus design execs met.
    7
  414. I do own one. Except that mine comes with a V6 and a third row of seats. It's called the Kia Sorento. Except for those differences (and an integrated infotainment screen) it is literally the same vehicle.
    7
  415. As usual an excellent review, Alex. Full of detail and insights that aren't offered by others. A few comments. () Engine/Drivetrain. Of the vehicles (CX-5, CX-9, Mazda6, and in non-American markets, the CX-8) where Mazda offers their turbo4 , I think the most successful application is probably the CX-5. The Mazda6 trails both the Accord and Camry (top trim) rivals in performance and interior room. The CX-9 sacrifices both interior space and smooth, linear performance against its V6 competition. The CX-5 also sacrifices interior room against its competition but its performance is a major plus compared to the mainstream compact rivals. It's true that Mazda trails the competition in terms of the race to provide the most individual gears but the turbo4's massive torque covers a variety of sins and the six speed transmission is undoubtedly adequate even though it hurts fuel economy to some extent. () Styling. Like the CX-9 and Mazda6, the CX-5 has earned almost universal praise for its looks. But Alex is the only reviewer I've seen who pinpoints the reason for those looks, the long, long hood and the hood-to-body ratio of each vehicle. It's a styling decision that designers have employed for about a hundred years in sports cars and sedans to suggest potency and performance. A cynic might argue that a cheaper and more effective solution for the need it satisfies is a Viagra prescription. But far be it from me to suggest that. () Utility. The "U" in SUV stands for "utility." And Mazda's styling choices significantly shortchanges that priority. The sacrifice is nowhere near as great as in the CX-9 where interior passenger room and cargo space trails the "tweener" (Goldilocks) category that includes the Kia Sorento and the Hyundai Santa Fe even though the CX-9 is nearly a foot longer. But the CX-5 still offers far less overall cargo space and passenger room than a CR-V as well as several other of its rivals. Alex says he'd be willing to lose 25% of the overall cargo space compared to a CR-V and he's probably not alone. But those who don't have a Dodge Durango sitting in the garage as an option to haul cargo and passengers may have a different take on giving up utility for style and performance. () Overall. The CX-5 is Mazda's best selling model in the US. The option of a turbo4/AWD should boost those sales. But there are some compelling alternatives including the Subaru Forester with greater utility for less money and the Hyundai Santa Fe in a larger "tweener" category at about the same price.
    7
  416. The absence of a power lift gate isn't a problem. It has no lift gate. :)
    7
  417. While it's easy to see the new Taos as another subcompact SUV and a smaller version of the Tiguan, from another perspective it's a somewhat different vehicle. Now that VW has withdrawn the basic Golf from the North American market, the Taos is designed to take its place in the VW portfolio. It's a small car versatile enough to meet a variety of needs from urban/suburban daily driver duties to a long range highway cruiser for a couple or a a family with one or two kids. The Taos makes no pretense of being an off-road vehicle like the Jeep Compass or the Subaru CrossTrek. No plastic cladding. Less ground clearance than those models. But those attributes weren't found in the Golf and the Taos follows suit. The Golf achieved its iconic status as a result of its generous passenger and cargo space wrapped in a small package. The Taos is about 6" longer than the Golf but it's designed to provide that same combination of attributes as far as Americans are concerned. Notably, the MK8 version of the basic Golf lives on in Europe. And the Taos, like several other models such as the Jetta and Atlas, isn't offered there. In other words, say hello to the new Golf for Americans. A bit larger inside and out, dressed in an SUV costume, and with a new 4 letter name. P.S. Although the MK8 version of the basic Golf won't be offered in the US, the GTI and Golf R will continue. But if sales of the Taos are strong, it's not unthinkable that VW will decide it makes sense to replace those models with the Taos fitted with the engines and drivetrains of the 2.0L models.
    7
  418. I think you hit on a key point, John. Genesis clearly benchmarked European brands throughout their lineup. Not surprising considering that Hyundai lured a whole cadre of German designers and engineers to the Korean brands. Furthermore, in the potentially huge Asian markets Japanese brands, including Lexus, remain minor players. In part for historical antipathy toward Japanese products that goes back to WWII and before. As you know, when upwardly mobile Asian consumers look for a luxury automobile, they traditionally look first to luxury German brands. Genesis has seriously undermined that appeal in Asia. Lexus, on the other hand, has become a default choice for North American consumers looking for luxury vehicles over the last three decades. Where Lexus was once a "value" alternative to German (and American) luxury brands, it has become a major, even a dominant, force in sales. Obviously, Lexus continues to rely on its strong appeal to luxury buyers and its reputation (deserved or not) for significantly greater reliability. Undoubtedly, the NX group of vehicles will outsell the GV70 in North America because of its hybrid option, its much larger dealer network, and its appeal to an older, more affluent demographic. But Genesis is on a roll in North America now that its dealer network is expanding (after several years of legal troubles with Hyundai dealers) and it is becoming better known.
    7
  419. I suspect that Hyundai opted for camouflage to reinforce the fact that the N Line Sonata won't be available in the US for nearly a year.
    7
  420. Important to keep in mind that US consumers aren't the primary focus of the G90. It's aimed at Asian and European executives who occupy the rear seat with a chauffeur up front.
    7
  421. 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.
    7
  422. A true public service, Alex. Congrats. I'd love to see you go into detail about the obsession so many consumers have regarding the comparative "reliability" of various brands and models, as well. As you noted here, virtually all brands have improved the reliability of their vehicles significantly over time. I'd say that's especially true of the last two decades. So much so that the marginal advantage of Toyota/Lexus over a number of other brands is more an urban legend and a myth born in an earlier era than an important difference in current vehicle choices. Rankings of brand and model "reliability" such as those provided by Consumer Reports tell consumers nothing about the actual differences in the frequency of problems. If one brand/model is without reliability problems in 98 out of every 100 vehicles vs another brand with 95 problem free vehicles, there may well be a numerical difference in their ranks. But the fact remains that the vast majority of each vehicle owners experience no problems, whatsoever. And "rankings" don't reveal that. I believe it's probably the case that Toyota/Lexus brands remain at the top of ladder in terms of reliability. But that margin is far, far smaller than it once was. So small, if fact, that its not a major consideration for me. And if I were interested in buying, say, an SUV I could drive for a quarter century I might well be drawn to a 4Runner or a Land Cruiser. After all, consumers don't buy "brands," they buy individual models and the 4Runner and Land Cruiser are over-engineered and lack potential troublesome innovations that undermine reliability. But like the vast majority of consumers there are other priorities for me than the likelihood I'll be driving a vehicle I purchase today 25 (or even 15) years from now. I own a KIA Sorento, my second in the last decade. Vehicles well known for their long term bumper-to-bumper and power train warranties. And each of mine has been completely trouble free. Nevertheless, I believe KIA's (and Hyundai's) long warranties are more marketing tools than significant advantages over other brands. I also own a VW GTI. (Again, my second in the last decade.) Like the KIAs the GTIs have been completely trouble free with not so much as a single "check engine" light much less an actual issue. And that from a brand that's regularly bashed with unverified, unscientific claims of reliability problems. Of course, my experience is anecdotal. Just as anecdotal as those who make unverifiable opposite claims on the internet. All in all, I'm inclined to believe the best way to assure a vehicle's reliability is to follow recommended maintenance and service schedules strictly and avoid abuse with hoonigan behavior. Doing so will likely give more than 90% of all owners reliable service for the average life span of their vehicles regardless of the brand.
    7
  423. Have to admit that I've always been puzzled by this class of vehicles. We don't have the Amarok in the US but we have many variations in what we call "crew cab" pickups. i.e. Two row pickups with (often severely) abbreviated beds. I simply don't understand the function they serve. The bed is almost useless for what a truck is designed to do. All I can imagine is that there is some unmet need for vehicles suitable for transporting tall home appliances but how many people need to haul a refrigerator or a washer/dryer from place to place? Is it meant to be suitable for taking home the haul of a hunting trip? Toss a dead kangaroo in the bed, perhaps? (Do Aussies hunt kangaroos?) I've come to the conclusion that in the US the vast majority of crew cab sales go to males who don't need a truck but do need to demonstrate their manhood without compromising the requirement to chauffeur the wife and kids around the neighborhood. I'm willing to be convinced otherwise; I'm just puzzled.
    7
  424. The K5 is an appealing midsize sedan with features that match or exceed those of rivals in the space and with a significant value advantage. Unfortunately, the 2022 "update" fails to remedy the K5 GT's greatest weakness--the lack of AWD or an electronic or mechanical LSD needed to tame wheel hop and torque steer and put power down to the pavement in a FWD sedan with nearly 300 HP and over 300 lb ft of torque. The absence of AWD (available on lower trims) is not surprising in view of the fact that it would add about $2K to the price of the K5 GT, severely reducing the K5's price advantage and would likely have such a low "take rate" that KIA would lose money by offering it. (Toyota and Nissan follow the same pattern in offering AWD on the Camry and Altima only on their less powerful trims.) On the other hand, the absence of some form of limited slip differential in the K5 GT is a major weakness. A VW GTI with a nearly 70 HP deficit has featured an electronic LSD for several years that improves handling significantly. Without it in the K5 GT a driver will have difficulty utilizing the huge power advantage over the lower trims with the 1.6L turbo engine. For those whose notion of performance is limited to rapid acceleration on a straight, flat road and who think driving "fun" consists of counteracting torque steer and wheel hop with the gas pedal pressed to the floor the lack of either AWD or an LSD may be acceptable. For those looking for an affordable midsize true sport sedan it isn't. Fortunately, there is an alternative. The GT-Line Stinger offers the same 2.5L turbo engine as the K5 GT and RWD or RWD-biased AWD, each of which promises better handling and a more premium interior and amenities than the K5 GT. With RWD the MSRP of the Stinger (with the optional "Sun and Sound" package) has an MSRP of about $38.4K and with AWD the MSRP moves to $40.6K. The $3K to $5K premium compared to a fully loaded K5 GT is a screaming bargain! Otherwise, save your money and get a K5 EX or GT-Line model at a significantly lower price than the K5 GT and power that can actually be accessed without issues.
    7
  425. Impressive car. Like many of the Hyundai and KIA models these days. I'll stick with my GTI for a variety of reasons including performance, handling, and interior passenger room. And a feature that won't matter for most folks. The Washington State ferry system provides a discount for vehicles 14 ft long or less. At 168" the GTI just makes it. The extra few inches of the Elantra hatchback disqualifies it. :)
    7
  426. Styling differences? Comes down to the following, I think. The current generation RAV4 takes its design cues and overall look from its big brother, the 4Runner. Though no one will buy a RAV4, especially the Hybrid, for off-roading, its looks hints at that. The Escape, on the other hand, is meant to appeal in part to consumers who in the past might have chosen a "family sedan" or (in earlier days) a wagon all of which have disappeared from Ford's North American lineup. Resale? Resale value and depreciation is often misunderstood. Consider the following. In the US a top trim fully loaded RAV4 Hybrid has an MSRP of $40,595 (USD) vs a comparable top trim Ford Escape of $38,290. And in the US where dealers can add "market adjustment" second stickers to vehicles (A practice that as I understand it is prohibited in Canada) the difference is likely considerably greater than MSRP. For example, here in the Seattle area according to "Autotrader.com" every RAV4 Hybrid within 200 miles is listed at MSRP or more. On the other hand, Escape Hybrids are routinely listed at $1000 or less than MSRP. So realistically assume that a top trim (Titanium) Ford Escape can be purchased for about $3000 less than a comparable Toyota Hybrid. The Toyota is indeed likely to hold its resale value better than the Ford. But even if one replaces a vehicle after a single year, the greater resale value of the RAV4 is unlikely to make up for the $3000 savings of the Escape in the original purchase. And since the difference in resale value shrinks with every year of ownership, the difference between the resale value of the two comparable models is likely to be less than a thousand dollars in five years. Thus, the initial $3000 in savings for the Escape would still amount to a $2000 savings. The RAV4 may well enjoy other advantages compared to the Ford Escape. But any advantage in resale value has to take into account the potential to realize a significant savings in initial purchase price.
    7
  427. Jun Tak: Cousins perhaps, but definitely not sisters. The Stinger adheres to the classic blueprint of a GT (Grand Touring) vehicle. The G70 is a true sports sedan. Its spiritual ancestor is the BMW 2002 and more recently the BMW 3 series. Different markets and different features/functionality/driving dynamics.
    7
  428.  @nickolastiguan  Different strokes for different folks, nickolas. If you had to chauffeur my 14 y/o daughter around on a regular basis you'd soon find just how important a panoramic sunroof is. :)
    7
  429. You don't have to leave those horses in the stable. A thirty minute Stage I tune and you have them for less than $800. (And no, it doesn't invalidate the VW warranty.) Of course, that doesn't mean it matches the Golf R with its AWD but it comes at a savings of about $9000 and a curb weight the equivalent of an NFL linebacker in the back seat. (248 lbs less.) On a tight course you don't lose much.
    7
  430. I suspect much of the problem lies with KIA dealers. I own a KIA Sorento (my second) and have had experience with a number of dealers over the last decade. Though KIA has put considerable effort into improving the quality of their dealers, in my experience they range from awful to average. My local dealer, ironically one of the better dealerships I've dealt with, doesn't have a single salesperson who knows ANYTHING about the Stinger or potential Stinger buyers. The sales people on the floor are accustomed to budget constrained bargain hunters and the only Stingers on the lot are the base model two liter versions, a fine car but not the model that potential Stinger buyers are likely to want to see when they walk in. Why is my local dealer overstocked with base models and lack a single GT? The same reason that KIA dealers over-ordered base trim models of Tellurides when the massive demand for the higher SX trim hit them. The bottom line is that the Stinger represents a completely new vehicle category for KIA. No salesperson at my local dealer understands that a potential KIA buyer is likely to be well acquainted with European GT cars. In fact, I don't think anyone on the floor even understands what a European GT actually is. The Stinger is a superb fastback that's arguably an alternative to an Audi A5. I doubt that any of the salespeople at my local dealer even knows what an Audi A5 is.
    7
  431. @A real petrol-head Better start preparing. The future for vehicles powered by dinosaur juice is not bright.
    6
  432. Use your thumb to push the start button, Roman.
    6
  433. Although it's tempting to see the Taos as simply another hatchback-on-stilts subcompact SUV, it actually more accurate to see it as a replacement for the venerable base Golf that VW has withdrawn from the North American market (and is likely not to return.) The Taos is a small, versatile car with no pretensions (e.g. no plastic cladding) of challenging anything more rugged than a gravel road but with ample passenger and cargo space for its size. Self-styled "enthusiasts" and internet fanboys will sneer at the 1.5L version of the Jetta's 1.4L four cylinder engine but it does exactly what the base Golf has always done, offering sufficient power for a urban and suburban environments and room for a couple or a family with a kid and a dog on a road trip. It's no GTI or Golf R but that's not its mission.
    6
  434. Typical American obsession with paper HP specs and 0-60 acceleration compared to European focus on high speed cruising at 100 mph and more on well maintained highways and driving dynamics on roads that follow the same routes as those put in place centuries ago. The Arteon is a true European GT at a price tens of thousands dollars less than a luxury brand such as Audi or MB. VW doesn't expect it to be a volume seller as it is in Europe. But they do expect it to be an alternative to the KIA Stinger for those who find a more authentic European GT experience appealing.
    6
  435.  @theredline  So if one is paying $5K-$10K over MSRP what's the point of the $7500 tax credit gobbled up by the dealer?
    6
  436.  @stefanfalldorf6573  Certainly that's the case. In addition, I sometimes wonder about the obsession with ever changing designs. We're not talking women's fashions here where designs much change annually to be desirable. Arguably the most beautiful automobile ever produced was the E type Jaguar nearly 60 years ago. It's is one of very few automobiles (Nine as I recall) included in the permanent collection of the Museum of Modern Art.
    6
  437. The Mazda6 is a beautiful vehicle. IMO it's the best looking entry in the mainstream midsize sedan category. And the Signature trim interior is impressive. But the competition in a shrinking market category is stiff, especially from the Honda Accord 2.0L (Touring) and the Camry NA V6 (XSE and TRD). Those looking for scalding performance from the "6" are likely to be disappointed even with the 2.5L turbo 4 banger. It's just not there in terms of straight line acceleration where the Mazda6 is almost a full second slower to 60 mph than the Accord with its detuned Civic Type R engine and the Camry's NA V6. The deficit stems from several factors. First, Mazda's aging 6 speed AT is quite adequate for daily driving but it trails the Honda's 10 speed and the Camry's 8 speed units both in terms of performance and fuel economy. Second, the turbo 4 in the Mazda offers a huge dose of torque but taking advantage of it in a FWD sedan is challenging. To prevent torque steer and wheel hop Mazda has tuned the "6" to limit power under hard acceleration. Finally, the "6" is heavy, especially compared to the Accord (3582 lbs curb weight vs 3428.) It's even 10 lbs heavier than the Camry with its V6 engine. The weight disadvantage has other effects. Mazda, of course, is known for the handling of its vehicles. But neither Honda nor Toyota have been standing still with their current generation models. The Accord's lighter weight and excellent suspension coupled with its remarkable Type R derived engine makes its handling near or equal to the Mazda. And the Camry, especially with the suspension options of the TRD model, is much the same. The bottom line is that the Mazda6 is in serious need of a generational update. Its infotainment system is dated, even compared to the system in the Mazda3. The sunroof is small and the interior and cargo space are cramped compared to the competition. As the smallest mainstream independent auto manufacturer on the planet Mazda faced major challenges in terms of keeping up with the opposition. Hopefully, they will find a way to do more than giving the Mazda6 an appealing shape and an upscale interior.
    6
  438. "A massive financial risk"? Congrats for the understatement of the week. For Toyota to have undertaken the new Supra on its own it would have more like a fiduciary crime. The word is that mid-level bean counters tried to stop the shared project with BMW based on analysis that the Supra will never make its investment back. Had Mr. Toyoda not stepped in to green light the Supra it would never have been built, at all. The Supra is pure and simple a gift to those who love sports cars. It deserves to be appreciated on that basis alone.
    6
  439. As a viewer in the US, I value sites like Chasing Cars to get an international perspective on vehicles and to see the variations in models and trims in other countries. Here in the US we don't get the digital cockpit in the 2019 GTI. It was initially promised but VW has been burned in the past by Americans' price sensitivity in various models, including the GTI. Consumers as a whole simply aren't prepared to pay what Europeans and others pay for the GTI and that's reflected in some feature content available here. On the other hand, I was surprised to hear that the MT is not available in Australia (and the reason for it.) Personally I'm a fan of the DSG in the GTI but if the MT weren't available in the US the howls of protest would be deafening. The "take rate" for the manual transmission is 50% for the GTI in the states. As usual, an excellent comprehensive and fair evaluation of the GTI. Thanks very much.
    6
  440.  @stefankoles  Not good looking enough for YouTube but I appreciate the comment. :)
    6
  441. Recently replaced a loaded 2012 Sorento with the 2018 SXL. Have to say that I tried to find an alternative to what was my first KIA but only the Ford Edge Sport came close. The turbo V6 in the Ford was tempting, especially for me, and we very seldom need a third row of seats. Nevertheless, on those rare occasions when more than five passengers is required that emergency third row is a blessing. And since my wife is the primary driver, her affection for the 2012 Sorento carried a lot of weight in the decision. And when her list of complaints about the 2012 model were literally all eliminated in the 2018 version, it was an easy choice. We also considered the Mazda CX9, having owned four Mazda's over the years. But from a utility standpoint the only clear advantage was the slightly better gas mileage of the Turbo4. The CX9 is much, much larger on the outside with virtually no greater interior space. Not an advantage from our point of view. Mazdas do handle well, but having a vehicle almost a foot longer than the Sorento with 250 lbs more weight and a less powerful engine just doesn't make sense, at least to me. The VW Atlas was another contender. (I drive a GTI.) But again, in addition to being larger than we need or want, the Atlas was at least $8,000 more than we paid for the Sorento and did not include navigation on any but the most expensive trim level. Adding insult to injury, that trim level was not available within 500 miles of our home. The new Tiguan might have been a contender but the only available engine is utterly gutless and in a 7 passenger version suitable only for Black Forest gnomes. So there it is. Taking into account the almost universal praise for the current generation of the Sorento and our own excellent experience over nearly 80K miles on our 2012 (virtually NO problems. Period), we went back to the KIA. And frankly, we love it.
    6
  442. Different strokes for different folks and different aims from different reviewers. I happen to agree that Alex provides the most comprehensive, thorough, and detailed reviews on the net and his inclusion of comparisons with rival vehicles in the same market category is especially enlightening. That's why I support this channel. Having said that, though, I find several other reviewers well worth watching, a group that includes Tom Voelk's "Driven" channel, the reviews from Savage Geese, MIcah Musio's perspectives on his own channel as well as KBB, and Sofyan Bey's perspective on Redline. As far as Sofyan's "profanity," I have to say it's pretty rare and typically "beeped." Even if it weren't I'm not especially bothered by the shift in what's considered to be acceptable language in the current world.
    6
  443. Long time fan of Mazda vehicles so when my wife and I looked at mid-size crossovers earlier this year the CX-9 was high on the list. Unfortunately, despite the quality of the Signature trim, we were somewhat disappointed, especially in comparison to the top trim KIA Sorento we eventually purchased. Our biggest complaint was the overall size of the CX-9. It's nearly a foot longer than the Sorento yet it offers less overall interior space. It does have slightly more room in the space behind the third seat but surprisingly, the third seat itself is less spacious. Likewise for second and first row seating. Even the massive VW Atlas is an inch shorter than the CX-9. And while automotive journalists frequently comment on the CX-9 "driving smaller" than its actual size, there is just no way to disguise its size in traffic and parking lots, the natural environment of crossovers like this. In addition, in comparison to the CX-9 the Sorento offers a better warranty, a better infotainment system, a naturally aspirated V6 that seemed to me to be less frantic than the CX-9's and (in top trim) an equal or slightly better interior quality. All at about the same MSRP. I do respect Mazda's commitment to handling, especially in its other vehicles (e.g. MX-5, Mazda6) but frankly, in a crossover as large as the CX-9, Mazda's emphasis is marginal, at best.
    6
  444. Keep in mind that the new generation Miata wouldn't exist without money from Fiat.
    6
  445.  @TFLcar  True. But the CX-9's third row is nearly worthless with less legroom than any other midsize three row crossover with the exception of the cruel joke of the Toyota Highlander with a third row that's cramped even for a 4 and a half foot tall human but fitted with three seat belts.
    6
  446. Heartening to see that when Ford abandoned sedans in the US they didn't abandon innovative design and engineering. The Mustang Mach-E and now the F-150 Lightning are true "game changers." An overused term by marketers that truly applies in these cases. Despite the cries of pain from some quarters of the Mustang faithful, the MachE is already the best selling Mustang. And sadly but predictably it has no doubt played a role in the demise of the current version of the Camaro and the KIA Stinger. The performance segment of the automotive marketplace is clearly shifting to EVs. Even more striking and important, the F-150 Lightning appears ready to remake the massive pickup truck market in the US where fleet sales constitute a significant portion of all sales and work trucks are often limited to local, daily use where off-hour recharging is a simple matter and long range continuous use is a minor issue. Some will undoubtedly object that Elon Musk and his colleagues deserve credit for pioneering the trend. But much like Tesla's namesake, Nicholas, pioneers don't necessarily receive the credit they deserve compared to those who follow and remake an entire industry. And the Cybertruck, if it ever appears in reality, won't make a dent in the sales of the Lightning.
    6
  447. Kudos to Kia once again. Adding the turbo to what was already a major seller for the brand was a much needed option, primarily for freeway merging, passing, etc. Of course it's not an an enthusiast's car. And one can hardly blame Kia for not loading it with features to make it one, especially considering the price sensitivity of that segment. For moving stuff and people, especially for short to medium distances, it's hard to beat.
    6
  448. The Toyota rep is doing his best to promote AWD. by noting its "convenience" in not having to mount winter tires. And it's true that modern AWD systems provide an advantage over FWD vehicles fitted with All Season tires in each case. But if one lives in a climate where snow/ice is a frequent occurrence the "inconvenience" of mounting winter tires is a small price to pay for MUCH better performance in either an AWD or 2 wheel drive vehicle. I live in the Puget Sound region where snow is infrequent and generally no more than an inch when it does occur. The only reason I would put snow tires on my car would be for frequent skiing trips in the Cascades. But last year we had the heaviest snow in 40 years on my island. About 10 inches in 48 hours that buried my very long, very steep driveway from the street to my house. Like most of my neighbors I had All Season rubbber on my KIA Sorento. While most of my neighbors left their vehicles (even SUV's) on the street and hiked to their homes, my KIA Sorento with its 50/50 locking center differential made it up and down that nearly quarter mile climb from the street to my house without a hiccup. It would have been even easier with snow tires, of course, but since I seldom need them, it was reassuring to know that I could cope with the most extreme winter conditions we usually see with all season tires and a good AWD system.
    6
  449. If they were such "lousy used cars," my 2018 GTI wouldn't be selling for about $3000 less than I paid for it new. In effect retaining nearly 90% of its value after more than 3 years.
    6
  450. Obviously a huge upgrade from the last generation Sedona. Unfortunately, I think the absence of an AWD and a hybrid option will prevent the Carnival from moving out of also ran status in sales among the tiny category of minivans remaining in the marketplace. But for those prepared to forego either of those options (e.g. potential Odyssey buyers) the Carnival should be especially appealing, especially among those prepared to shell out more than $40K for a top trim version.
    6
  451. As you note, the alignment is not 100%. And not solely due to US regulations. The version of the EA888 engine in Europe continues to have dual injection as a result of European air quality regs that is not available in the US Further, European versions generally offer a wealth of individual options that are typically bundled into a few trim levels on US spec vehicles. Nevertheless, the GTI, Golf R, and the Arteon are the only VW models that are close to identical in Europe and the US. All other US models are either not available in Europe (e.g. Atlas, Cross Sport, Taos, Jetta) or are significantly different vehicles with the same name (e.g. Passat.) In addition the US Tiguan corresponds to the "All Space" in international markets with multiple engine options not available in the US.
    6
  452. Excellent video, Tommy. My wife is interested in an EV for our next vehicle and explaining the intricacies of range and charging options is a challenge. This video is the best I've seen anywhere for that purpose. Thanks very much.
    6
  453. 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.
    6
  454.  @T16-s5o  Source? That's certainly not the case for Ford dealers in the Seattle/Tacoma metro area. According to my dealer sources, the XLT and Limited versions constitute near 90% of their sales to individuals.
    6
  455. Pretty devastating review, Chris. I find the SUV "tweener" size (188"-191") of the Grand Cherokee very appealing. It's not often recognized as a separate segment but it includes a number of popular vehicles (Hyundai Santa Fe, Ford Edge, Kia Sorento, Honda Passport, Nissan Murano, and Subaru Outback, among others.) I've never focused much on crash worthiness in assessing those vehicles because I've assumed that once SUV manufacturers largely resolved the rollover issues that afflicted an earlier generation such vehicles they were more or less equal in crash safety. Obviously, I was wrong. It's a shame considering that the Grand Cherokee stands near the top of the category in terms of off-road capabilities. Of course, none of the "tweener" SUV's is likely to be used for more than getting to a campsite on a well maintained trail but for serious off-roading the JGC stands out. But those benefits are seriously eroded if getting to a campsite involves a significantly greater risk of injury or death.
    6
  456. The Korean entries are game changers, I think. EV's with a range of 100-110 miles are effectively urban runabouts suitable for short daily commutes but not much more. A range of up to 250 miles turns an EV into a far more flexible vehicle. Here in the Seattle region daily commutes for many are in the 80-100 round trip range. In a short range EV that means daily recharging. A 200+ range not only means less frequent recharging, it means unexpected demands or even weekend trips aren't out of the question. And apart from tax rebates here in the Pacific Northwest we benefit from hydro generated electric power. That means a 64KW battery can be fully recharged for less than $9. That compares very favorably to the $40, or so, it costs me to get a 250 mile range in my GTI. Even hybrids can't match that fuel efficiency. If I were shopping, I think I'd opt for the eSoul. The funky versatility of the Soul and KIA's designs are more appealing in their simplicity to me compared to Hyundai's "fussier" design language. Those with different needs and tastes may well make another decision.
    6
  457. And that's probably why you don't know much about the MSRP of new cars these days.
    6
  458. Obviously as far as the current crop is concerned it's a contest primarily between the RAV4 and the CR-V with the Escape Hybrid trailing the two leaders. In terms of brands I'm somewhat prejudiced toward Honda over Toyota vehicles.Each has its strong points and weaknesses but I have to admit that the RAV4 takes the prize in that comparison. If the RAV4 Prime were in the mix, the gap would be even greater but since that vehicle is unavailable for up to a couple of years, or so, I see it as nothing more than a marketing ploy designed to boost sales of the current RAV4 Hybrid and put the brakes on the sale of other plug-in hybrids. I actually prefer the looks of the Escape Hybrid to either the CR-V and the RAV4. I haven't examined it closely, though, and Ford's choices in terms of cost cutting (especially in their interiors) make me somewhat hesitant about the overall package. Bottom line. Having owned two KIA Sorentos that have given my family unfailingly great service in a Goldilocks size (about 8"-10" longer the compact crossover category) I'd be waiting to see what the hybrid version of the KIA has to offer.
    6
  459. Don't bet the farm on that, Nick. Mazda has consistently denied any plan to build a Mazdaspeed 3.
    6
  460. I've commented on the fact that the 2019 Santa Fe is nearly identical to the KIA Sorento in a number of youtube reviews. At the risk of boring those who've seen it before, I'll summarize those comments. The Santa Fe is a very nice vehicle but virtually no reviewer mentions that it is essentially an updated 2017 Sorento with its turbo4 motor and two row seating. (Both features discontinued in the 2018 Sorento.) Same length. The same passenger dimensions in the first two rows and identical overall cargo space. Same switchgear in the same locations on the steering wheel and dash. Same HVAC sytem and controls. The same infotainment system. Same AWD system including center locking differential. Even the same 120 volt outlet in the rear of the center console, a rare feature. And the underfloor storage in the Santa Fe's cargo space is identical to that in the 2017 two-row Sorento. The 2019 Santa Fe has an updated 8 speed transmission compared to the 2017 Sorento but that's identical to transmission in the 2019 Sorento. The 2019 Santa Fe does differ from the 2019 Sorento in a few areas. Its infotainment screen is perched on the dash rather than integrated into the top of the center stack but the screens and controls are virtually identical. It has a fully digital cockpit display compared to the Sorento's combination digital and analog display. But again the features and displays are nearly identical, even down to the fonts used. As noted in this review, the Santa Fe has the rear door lockout feature linked to the blind spot monitor that's not available on the Sorento. And it has a unique alert feature when children or pets are left unattended in the car. Very worthwhile features that should be available in every vehicle, I think. (I believe each is available in the forthcoming Hyundai Palisade and the KIA Telluride. I wouldn't be surprised to see each available in the 2020 Sorento, as well.) None of this detracts from the value of the Santa Fe. If a buyer neither needs nor wants third row seating and prefers a turbo4 to a naturally aspirated V6, it's an excellent choice. But if an occasional use third row of seats and the smoother, more linear, and (probably) better reliability and durability of a naturally aspirated V6 with virtually identical fuel economy is preferable, the Sorento is probably the better choice. As far as whether the Santa Fe is a "compact" or a "midsize" crossover, it's neither. Like the Sorento it fits into a growing category of "Goldilocks" or "Tweener" size crossovers. But in terms of price points, the Santa Fe is clearly aimed at shoppers considering a compact crossover but who want more interior space with somewat larger exterior dimensions. The Sorento, on the other hand, is aimed at those who look at midsize, three row crossovers but don't need or want as much space as most of the rivals (other than the Mazda CX-9) offer and prefer a more maneuverable (and park-able) smaller vehicle with a V6 engine.
    6
  461. Apparently my local KIA dealer's customers haven't gotten the word. The newest generation GT with the turbo engine disappear from the lot as soon as they're unloaded from the delivery trailer. Yes, you can get a Veloster with a cheaper interior, three doors instead of four, a cramped back seat, a MT rather than a quicker shifting DCT, and 44 rather than 66 cubic ft of overall cargo space for less. Different strokes for different folks.
    6
  462.  @rightlanehog3151  I'm inclined to agree with your comments on the whole. A few additional notes. I think it's probably indisputable that in terms of overall brand reliability Toyota/Lexus rank at the top. But no one purchases a "brand;" consumers purchase a particular vehicle and not every vehicle from a particular brand is equally reliable. Unfortunately, finding any "reliable" information about a particular year/model is very difficult and for less popular models almost impossible. I'd agree that Consumer Reports is probably the best source of independent reliability information. Although the data from which the CR ratings is not a scientific random sample of consumers, the huge sample CR relies upon (hundreds of thousands of owners) provides some reassurance about their rankings. In fact, the annual samples are so large that CR can provide some reasonable estimates of the reliability of popular individual models. That, combined with CR's long-standing reputation for integrity and its policy to refuse advertising gives additional weight to its rankings. All of this is in contrast to rankings from organizations such as JD Power who don't provide detailed information about the methodology used for their rankings. Apart from independent organizations, it's worth noting that a manufacturer's warranty coverage is worth considering when purchasing a vehicle. While it's true that a manufacturer may offer a longer/better warranty to bolster its reputation (e.g VW), it's also true that like any form of insurance it's based on a calculation that the cost to provide the insurance is less than the cost of meeting the obligation it implies. No company loses money on its warranty coverage. If a manufacturer offers a long, comprehensive warranty it's because it has confidence in its product. The fact that VW, Hyundai, and Kia offer much better bumper-to-bumper and power train warranties than most other manufacturers is worth taking into account when purchasing a vehicle. Finally, the worst possible source of information about reliability is "what I've heard from a (friend of a) friend (or my brother-in-law)" or "what's on the internet," or even "what I experienced." We all live in bubbles of extremely biased samples. Relying on friends or family members, much less anonymous strangers (especially those who make generalizations with no evidence) is no way to evaluate a vehicle's reliability.
    6
  463. I'll restrain myself and let my numerous comments about the CX-9 in other reviews speak for themselves. Just a brief comparison with the KIA Telluride. The KIA is over 2" shorter than the CX-9 and offers about 1/3 more passenger and cargo space! It has a standard V6 engine in a vehicle weighing over two tons compared to the CX-9's 2.5L turbo 4. The top level Signature trim in the CX-9 is impressive; the Telluride's is at least as impressive if not more so. Feature for feature from the infotainment system to numerous other amenities including the dual sunroofs, third seat features and cargo capacity behind the third row the Telluride ranks higher. All that at an MSRP more or less equal to the CX-9. Of course, the CX-9 can probably be purchased at a discount sitting on a dealer lot while the Telluride has waiting lists and "market adjustment" stickers at most KIA dealers. But that tells you something about the comparative value, as well.
    6
  464. The Santa Fe is an appealing crossover in a number of ways. At 188" in length it anchors the smaller end of the midsize SUV category with a length virtually the same as the Ford Edge. And while many consumers don't seem to recognize the fact and reviewers seldom mention it, the Santa Fe is closely related to the 189" long KIA Sorento with many of the features and components from the same parts bin (e.g. same transmissions, infotainment systems, AWD systems, etc) and nearly identical cargo and passenger room (in the first and second rows.) Overall the Sorento's cargo space is about 2 cubic ft larger. The differences in the 2020 models are primarily that the Sorento provides a surprisingly accommodating third row of seats when needed versus the two rows in the Santa Fe that has underfloor cargo space that's taken up by the Sorento's (stowed) third row and the Sorento's optional 3.3L NA V6 engine vs the Santa Fe's 2.0L turbo 4. In terms of MSRP's, the top trim Sorento is about $1K more than the comparable Santa Fe but in real world transactions that difference may not hold up. Hyundai and KIA typically stagger the introduction of new generations of their similar products by a year, or so, with Hyundai typically including new features that show up a year later in corresponding KIA models. That pattern seems to be reversed in this case. The 2021 Sorento is heavily redesigned with a 2.5L 4 cylinder turbo engine option that replaces the V6. It's the same engine (in different tune states) found in the performance versions of the forthcoming Sonata, the K5 and in the base version of the Genesis GV80 and G80. In addition the Sorento will offer a new hybrid version. The 2021 Santa Fe, on the other hand, is a mild re-do of the 2020 model with its engine options and other features largely unchanged. Almost certainly those changes will be incorporated in the 2022 Santa Fe. As an owner of (my second) KIA Sorento my preference is obvious but both the Sorento and the Santa Fe are excellent, versatile, feature packed and Goldilocks size alternatives. Neither stands out as starkly versus its rivals as much as the Telluride and Palisade but each is an excellent choice.
    6
  465.  @canadabear72  You, too, my friend. At least you have a government committed to knowing what's going on.
    6
  466. And I purchased two GTI's over the last decade. The first, the last of the MK6 generation was flawless for 80,000 miles, 40K of which were after a stage I tune. The second, a MK7.5 model I've owned for two years and 25k miles without a single issue. Not one. The fact is that the vast majority of new car buyers of any brand can expect to experience few issues of any kind and no major issues over a 100K miles or more.
    6
  467. Does that apply to Audis, Porsches, and Bentleys, as well. How long should it deter purchase of non-diesel VW vehicles? Should consumers refuse to buy Ford products because Pintos exploded? Should they hold GM responsible for "unsafe at any speed" Corvairs? Just when does the statute of limitations run out? This isn't "whataboutism." I just want to know how long consumers should punish VW. VW has been heavily penalized for dieselgate. And they've deserved it. Apart from their financial losses and the virtual destruction of diesels from virtually all brands in the US and elsewhere, about 20 VW executives are in jail for diselgate. Another 60 or so are still under criminal investigation. And hundreds of others have lost their jobs and had their careers impacted. The total cost to VW for dieselgate is well over $1 billion. If that's not enough, how much more should they pay?
    6
  468. Also worth mentioning that the Santa Fe (as well as the KIA Sorento) has a 110V household power outlet located at the back of the center console. It's a relatively rare feature and extremely useful for powering a laptop computer or other small appliances.
    6
  469.  @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.
    6
  470. Many younger viewers would be surprised to know that in the "good ole days" people actually drove RWD vehicles in the winter. And when FWD became widely available in the 1970's, putting the drive wheels under the weight of engine made it even easier. With a good set of snow tires I suspect that FWD vehicles will perform just as well as AWD vehicles 90+% of the time.
    6
  471. Lengths: CX-9 199"; Teluride 197". Passenger space in 3 rows: CX-9 134 cubic feet Telluride 178 cubic feet. 3rd Row Head/Leg Room: CX-9 35.4"/29.7"; Telluride 37.8"/31.4" Total Cargo Space: CX-9 71 cf; Telluride 87 cf; Cargo space behind 3rd row; CX-9 14.4 cf; Telluride 21 cf. Engine: CX-9 2.5L Turbo 4; Telluride 3.8L NA V6. Curb weight: CX-9 4354 lbs; Telluride 4383 lbs. EPA Mileage: CX-9 20/26/23; Telluride 19/24/21. Bumper-to-Bumper Warranty CX-9 3yr/36K miles; Telluride 5yr/60K miles Top Trim MSRP: CX-9 $46,710; Telluride $46,930
    6
  472. For some reason, most reviewers, including Joe, refrain from comparing closely related vehicles from KIA and Hyundai. Yet because of the many shared components and features along with some critical differences consumers may well be more likely to cross shop vehicles from Hyundai and KIA than either brand with vehicles (such as the Passport and Outback) from other automakers. In this case, the Santa Fe XRT is a closely related comparable vehicle compared to the Sorento S X-Line trim. In terms of differences the Sorento offers foldable third row of seats, standard AWD, and slightly larger overall cargo space for essentially the same MSRP as an AWD Santa Fe. In addition, the Sorento offers an optional panoramic sunroof that isn't available on the Santa Fe. In short, anyone considering either the Santa Fe or the Sorento would do well to consider the other vehicle with the same engine and drivetrain, infotainment system, and a host of other shared components.
    6
  473. I've only owned one minivan in many years of driving. It was a Mazda "MPV" from the late 80's, early 90's. The only minivan at the time that offered AWD. I learned to love that vehicle when I was able to extract it from a deep, snow covered ditch on an isolated logging road in the Washington Cascades. Without the AWD, I think my wife and I would never have made it back to civilization. In subsequent years I wondered why automakers failed for years to offer AWD in the minivan category. No question that the Carnival is a major step up from the last generation Sedona. However, the absence of any form of AWD and a hybrid powertrain available on versions of both the Pacifica and the Pacifica will, I think, prevent the KIA from climbing out of fourth place in the four horse race that makes up the tiny category of minivans in the US market.
    6
  474. Looked carefully at the 2018 Ford Edge Sport, the predecessor of the Edge ST, last year. It was impressive enough to rank second in my wife's and my assessment to the KIA Sorento we purchased. I liked the 2.7L twin turbo engine a lot. And I liked the overall size, passenger space, and overall cargo capacity of the Edge, identical in all those respects to the Sorento. Where it fell short was the "50 Shades of Gray" interior and the steep rake of the windshield combined with a dash wide enough to double as a picnic table. My wife complained it felt like she was piloting a very long outboard from the stern. Finally, the Sorento provides a usable third row of seats for occasional use that the Edge lacked. We don't use the third row much but it's a great convenience when we're chauffeuring a gaggle of teenage girls or need room for six passengers for a short trip that would otherwise require two vehicles. It's a major benefit considering that no extra bulk is a penalty and when the third row is folded, the cargo space is virtually identical to the Edge. For 2019 Ford has added some features to the ST compared to the Sport. I'm not convinced, though, that the changes are sufficient to merit a several thousand dollar increase in MSRP. The ST has an eight speed transmission replacing the Sport's six speed but I doubt that's a major upgrade. In fact, even with slightly better HP/torque in the engine and the new transmission, the ST is a somewhat slower than the Sport in standard 0-60 time. Ford claims sub-six second time but the Sport was in the low five second range. Blame increased weight and transmission programming I suspect. Ford claims much improved suspension but unless one is into canyon carving I'm skeptical that those changes are a big advantage in a vehicle used mainly in suburban traffic and long freeway slogs. One bright spot for the Edge Sport was the deal I was offered by a local Ford dealer, an $8000 discount from MSRP. (Essentially the same discount I got on the Sorento.) That brought the real world price down to $40K or so. I haven't shopped the 2019 ST but I suspect dealers might make deals close to that today. If that's the case and one is looking for a "performance" SUV, the ST is worth considering.
    6
  475. Mazda may not want to call the MX-30 a "city" car and prefer to label it a "commuter." But a "city" car it is. I'm not sure how much research Mazda did on the commuting distance of Californians. It's true, of course, that many Californians' distance from work is no more than 20-30 miles, but my brother-in-law lives in Mill Valley and commutes daily to San Jose, a distance of about 60 miles. Many of his neighbors share that nightmare. And here in Washington State the distance between my home on an island in the Puget Sound and downtown Seattle where many of my neighbors drive every day is 50 miles. Unless one has unobstructed access to a charge point on both ends of that commute, the MX-30 is simply a non-starter. And even those with a somewhat shorter commute, say 40 miles each way, would find any unexpected deviation from their planned 80 mile round trip with a full charge to be risky. The MX-30 is similar to the MINI EV with slightly less range. But BMW is frank in saying they expect the MINI EV to be a second or third car for affluent suburban families to employ as a grocery getter or as transportation to and from school while another vehicle serves other needs for a longer range vehicle. It's painfully obvious that Mazda trails the field in terms of electrification of its fleet. It strikes me that Mazda's marketing strategy for the MX-30 bears a striking resemblance to that of the CX-3, their first stab at a producing a subcompact SUV. The CX-3 wasn't a serious attempt to break into the small SUV market. Instead, it was a "stalking horse' designed to signal the automakers' long term strategy before the CX-30 was ready for the marketplace. As soon as the CX-30 showed up, the CX-3 was doomed in the US market. Alex may be correct that Mazda hopes to introduce a longer range PHEV version of the MX-30. If so, it may be worth waiting for. But anyone contemplating a purchase of the current MX-30 should keep in mind that its lifespan is likely to be very short and its resale value very limited.
    6
  476. No Apple CarPlay/Android Auto? Well, that tears it. I was all ready to go searching (probably in vain) for a Genesis dealer but come on, guys... Furthermore, while the value proposition of the G90 is compelling one does have to consider the overall cost of ownership. Free maintenance and other freebies are nice. But there is also the cost of hiring a chauffeur to consider. Especially one with his/her own uniform. Sadly I suppose I'm just not in the target demographic for the G90. The G70, on the other hand....
    6
  477. Great review as always, Alex. And the Subaru faithful here in the upper left corner of the US are going to love it. I do wonder, though, where this leaves the Outback. Other than the H6 engine option, a choice with what seems to me a relatively low take rate, what does the Outback offer? It's arguably more attractive but that seems to be a secondary issue among Subar-ites.
    6
  478.  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.
    6
  479. The Mazda6 is an appealing sedan. When I was shopping about a year ago it came out a close second to the Honda Accord 2.0L Touring model on my checklist and topped the category in terms of looks. Unfortunately, few consumers agree. In the first half of 2020 Mazda sold a total of 8085 "6's". That was down from 13,075 in the first half of 2019, a drop of 38%. And 2019 was a bad enough year with a total of 21,524 sales compared to $31,000 in 2018, a drop of 30%. If Mazda can sell 15,000 Mazda6's in 2020, they'll be popping champagne corks at dealers on New Year's Eve. Yes, but there are "rumors" of an inline 6 and and new transmission. But while Mazda has a well earned reputation for innovative features and engineering, it also has a well earned reputation for over-promising and under-delivering. Heard anything lately about the CX-5 Diesel? https://www.cnet.com/roadshow/news/mazda-cx5-diesel-fate-unknown/#:~:text=You%20may%20unsubscribe%20at%20any,to%20kick%20off%20in%20August. Checked on the availability of Skyactiv-X engines that were supposed to be available in the US by now? https://www.thetruthaboutcars.com/2020/01/mazdas-u-s-skyactiv-x-arrival-definitely-delayed/ Bottom line. Don't expect those "rumors" to be realized in the near future. In fact, with the exception of the CX-5 the entire Mazda lineup is in serious trouble in the US. The CX-9 is the slowest selling midsize SUV in the marketplace. And not by a small margin. The Mazda3 (sedans and hatchbacks) sales are down 43% to 16,000 in 2020 compared to the first half of 2019. And don't expect Mazda's recent announcement of the addition of turbocharging to the Mazda3 performance model to help significantly. The CX-30 has done relatively well in its first 6 months (17,000 sales) but that has come along with the virtually total disintegration of the CX-3's sales (4757). Even the CX-5, the brightest spot in Mazda's lineup is down 13%. The CX-5 sold over 156,000 units in 2019. If Mazda manages to sell 130,000 in 2020, they'll be celebrating. Mazda owners may not care that the brand is less popular than the competition. They may even take some pride in owning a "distinctive" brand. But as Saab owners discovered some years ago a mainstream manufacturer can't survive selling their vehicles only to enthusiastic fans.
    6
  480.  @crownr0yalonice  I understand. But time machines are in short supply.
    6
  481. Interesting...On one hand comes the complaint that the MX5 doesn't have a 250-300 HP motor and from the other that it isn't really a "classic." Given those reactions, I'd say Mazda has hit the sweet spot.
    6
  482. 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.
    6
  483. Ever thought it would have been nice to save a brontosaurus before they went extinct? Buying an Armada is the next best thing.
    6
  484. The battle is over. Mazda just announced that 2021 will be the last model year for the Mazda6 as well as the CX-3.
    6
  485. I'd agree that a small displacement turbo engine in a heavy vehicle is a potential trouble spot but I'd consider it more a question of durability than reliability. A new car buyer who keeps a vehicle for seven years or less (the majority of consumers) have less to be concerned about. And I'd also agree that newly developed engines can have teething problems but Subaru has a strong reputation in terms of reliability and that should add some reassurance. Further, there's always a trade-off between choosing a vehicle with older, time tested technology and one that offers innovations that may well be significant improvements. Early adopters of vehicles like Tesla's have to be prepared for issues. But Subaru has been building boxer engines for eons. The new engines aren't exactly a new ballgame for them. Finally, the 2.4L turbo engine isn't brand new. Subaru has sold about 75,000 Ascents with the same engine in the last year. As far as I know no widespread engine problems have been reported in a vehicle where the engine is considerably more heavily stressed than in the Outback. I don't think the turbo four in the much heavier Ascent is the best engine choice but the fact that it hasn't prompted a significant number of issues is worth noting. Perhaps the problems will begin to show up later on (i.e. durability) but that raises the question of how many years one waits before deciding a vehicle is worth an investment. As far as "DI" problems, that has to be the most over-hyped internet meme of any automotive issue. Literally millions of direct injection engines are on the road from various manufacturers and the number with problems is minuscule. Even for VW where the reported problems have been most common. Although research into the issue continues it appears that problems are not necessarily related to DI, itself, but to the design of the intake track to the valves. That would account for the fact that problems are more common in VW's than in KIA and Hyundai vehicles where DI has been in use years and has never resulted in widespread problems. Not even the hysterical rumors and friend-of-friend claims that are so common on the internet. Finally, I'm not a fan of CVT transmissions, either. Especially not in large, heavy vehicles. But the behavior of some CVT's has improved tremendously in the last decade. And from all reports Subaru builds one of the best. I think the faux gears and paddle shifters in the Outback are kinda silly but even the typical automotive reviewer who make a fetish of slamming CVT's usually admits the Subaru's isn't objectionable.
    6
  486.  @normt5463  The key to your comment is "If you never see dirt..." In fact, many (if not most) Outback buyers will never see dirt but they delight in their fantasies about covering their beloved Subaru's in mud and grime. Much like the legion of Mustang GT owners who seldom if ever use a third of their vehicle's HP but dream of track days they never experience. :)
    6
  487. Few and increasingly fewer buyers agree.
    6
  488. Subaru clearly knows its market and the Ascent allows Subar-ites to forget about the Tribeca. That alone is a major accomplishment. The Ascent wasn't yet released when my wife and I were shopping for a mid-size crossover last year. If it had been available, we would have considered it seriously. I think, though, that several factors would still have placed it in second place behind the KIA Sorento. At least, for our family. I'm a longtime fan of 4 cylinder turbo engines going back to a much loved Saab almost two decades ago. And my current daily driver is a much loved GTI. But for a vehicle in the class of two ton plus crossovers, I think a naturally aspirated V6 is more appropriate. Smoother, more linear power delivery, and greater reliability and long term durability. I'm sure the Ascent's engine is adequate for its mission but I think there are better alternatives. And that is why virtually every competitor (with the exception of the Mazda CX-9) offers a V6. Second, I understand Subaru's (and other manufacturers') opting for CVT transmissions for their advantage in terms of fuel economy. But the evidence suggests that the advantage diminishes as the size and weight of vehicles increase. Overall, I prefer a traditional geared transmission over a CVT . Even one designed to be disguised with artificial gears. Finally, and this is a very personal preference, our family of three people and a big dog simply doesn't need a vehicle as large as the Ascent. Our KIA Sorento is almost seven inches shorter than the Ascent and provides comparable passenger space, even in the third row of seats. We don't need the third row often but when we do it's a great convenience. And having it in a vehicle that's easier to maneuver and park than its rivals is a double bonus. The Ascent looks like a great vehicle for many families. I can understand why Consumer Reports subscribers are crazy about it. It looks like it was designed for that precise market segment in mind. And for those who value cupholders over every other amenity, the 17 (!) in the Ascent sets a standard that will probably never be surpassed. :)
    6
  489.  @normt5463  Fair point. Real world pricing arrived at via serious negotiations with a dealer can be radically different from MSRP's. Some manufacturers set MSRP's as a message that they believe their vehicles are comparable to perceived competition, not as a realistic out-the-door price. Those who rely on MSRP figures alone to compare vehicles apparently have little experience in face-to-face negotiations with a dealer.
    6
  490. My association with the Golf goes back to the '80's when I owned two "Rabbits," the name VW applied to the Golf in the US presumably to give it a little panache. In more recent years I've owned the last year of the MK6 and now a MK7.5 GTI. Very fond of each of the ones I've owned. Great driving dynamics. Very fuel efficient. And in my experience completely trouble free. I love the size of my GTI in part for a parochial reason. Here in Washington state a vehicle 14 ft or less in length earns a significant discount on the ferries in the Puget Sound. My Golf meets that standard and I love saving a bit on those hefty fares. I'm also a fan on the 2.0L version of the EA888 turbo engine in the GTI. It's a remarkable performer and highly amenable to Stage I ECU tuning that adds substantial HP and torque for a modest price with no effect on durability (in my experience) and contrary to claims that such tuning invalidates the VW warranty, it does not.* As Alex notes, we in North America won't be seeing a MK8 Golf (any of its variants) until late 2021 as a 2022 model. This is the same practice VW followed when the MK7 version built in Mexico replaced the MK6 Golf assembled in Germany. In that case the 2014 Golf was simply a 2013 model with a 2014 window sticker for vehicles produced for sale after a particular date. The same is found for the 2020 Golf, GTI, and Golf R, all 2019 models with 2020 window stickers. It's unclear whether VW will bother to slap 2021 stickers on some of those vehicles while we in North America await the MK8 versions with a 2022 model year designation. It's also unclear to me whether the US will even receive the MK8 basic Golf. VW has committed (so far) to exporting the MK8 GTI and the Golf R to the US. But as far as I know they've been silent on whether the basic Golf will continue to be sold in the US when the MK8 is available. The comparatively strong sales of the current generation Jetta (a vehicle that isn't even sold in Europe) compared to the Golf and the attention lavished on the Jetta's features suggests VW may rely on it exclusively as a compact daily driver non-SUV in the US. Furthermore, If there is a single lesson VW has learned over the years it's that American consumers prefer larger (and usually less expensive) VW's than their European counterparts. (e.g US Passat vs Eurospec Passat; US Tiguan vs smaller European Tiguan; Atlas vs Touareg, etc.) In fact, the Arteon is essentially the only Eurospec VW now sold in the US. (Although the US Arteon lacks the DCT transmission found in Europe.) I suspect that VW's emphasis on the Jetta GLI (with the same engine/drivetrain as the GTI and a significantly lower MSRP) is designed in part to see if it can replace the GTI in the US. * Courts have repeatedly held that the VW warranty cannot be invalidated unless a third party modification can be shown to have contributed directly to a failure covered by the warranty. Such failures simply do not occur in conjunction with a Stage I ECU modification. Beyond that point to a Stage III or IV modifications, on the other hand, may invalidate a warranty in the event of engine or transmission failures.
    6
  491. As well as to your local police and fire department. Altogether about 1/3rd of all Explorers go to Fleets.
    6
  492. 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.
    6
  493.  @braetonwilson4296  Ah, yes....the old "reliability" issue. It's considerably more complicated than it looks. There are several problems with citing BRAND RANKINGS as a measure of "reliability." In the first place consumers don't purchase a "brand"; they purchase a particular vehicle and there's no guarantee that a particular vehicle matches the overall reliability of the brand to which it belongs. Second, newly designed and new generations of existing vehicles nearly always suffer from "teething problems" that take at least a year or more to iron out. Like it or not, even the best automakers count on their customers as "beta testers" of new models. That's why Consumer Reports recommends that those who want to avoid reliability issues to avoid vehicles with new technology and components such as infotainment systems and transmission designs. The current generation CX-9 was introduced in 2017 and has had very few updates since. Most of its major components were already carryovers from the previous generation and by no are seriously long-in-the-tooth. Or as Consumer Reports puts it, "One factor boosting Mazda's scores: It hasn't invested heavily in modern infotainment systems, which tend to generate complaints about flaws." They could have said the same about the CX-9's elderly engine and transmission. Furthermore, "rankings" say nothing about the relative incidence of problems or their severity. A horse that comes in second by 17 lengths is just as much a second place finisher as one that loses by a nose and vice versa. And the fact is that well over 90 to 95 percent of purchasers of new vehicles in 2021 will drive them five to seven years (the average life of a vehicle owned by a new buyer) without experiencing a single significant reliability issue regardless of the brand. That says a lot about the improved reliability of almost every brand over the last few decades and the shuffling of most brands up and down from year to year suggests just how close the actual incidence of issues is. Toyota/Lexus traditionally occupy the top spots of reliability rankings. That's because maintaining the reputation of reliability is a higher priority than virtually every other design and engineering factor. Thus, they avoid turbocharged engines in their vehicles sacrificing the advantages of more power from smaller displacement engines but avoiding even a slight risk of placing more stress on their engines. There is nothing wrong with Toyota's business strategy. It amounts to a significant marketing advantage but it sacrifices innovations in design and engineering while obscuring the actual incidence of reliability issues by focusing exclusively on "rankings." Finally, the most cited and largest publicly available ratings of automotive reliability come from Consumer Reports. It's a huge sample but it is not a scientifically drawn random sample of owners. Rather, it comes from volunteered responses of CR readers (like me). As such, it is only as accurate as the readers of CR are an accurate sample of owners. And that is certainly NOT the case. Alternatively, JD Power bases their ratings on random samples drawn from complete lists of owners supplied by manufacturers. Contrary to what one might expect, automakers have no incentive to bias those lists because they purchase detailed results from JD Power to get an accurate independent picture of owner experiences for their own vehicles and those of other automakers. That's where JD Power derives their revenue so they have no incentive to fake the results, either. And as any statistician will tell you, a much smaller RANDOM sample can reliably be generalized to a universe while a non-random sample, no matter how large, cannot. With that in mind, it's worth looking at JD Powers "Reliability and Quality" results for 2020. For midsize SUVs, the KIA Sorento earns a score of 86, tied with the Dodge Durango in first place. The Telluride ranks 6th with a score of 82 and the CX-9 comes in 11th place with a score of 77. As the scores suggest, the true differences from one to another vehicle are often small. But there's no denying that the vehicles from KIA earn significantly higher scores than the CX-9 https://www.jdpower.com/Cars/Ratings/Quality/2020/Upper-Midsize-SUV
    6
  494.  @stevensevek6151  You don't live in my neighborhood, my friend. Unless you're living in a tent. :)
    6
  495. No question that the AT is the more "practical" choice, especially now that one doesn't pay a performance or efficiency penalty with modern automatics. And since few young drivers even learn to drive a manual transmission, it's not a viable choice for manufacturers who want to sell their cars. In this case, though, it's a question of authenticity. Everyone knows Steve McQueen would never have driven an AT vehicle (in 1968). For all the wannabes looking to be as cool as McQueen (though that's impossible) it's a no brainer choice. And given that Ford will sell virtually every Bullitt edition at (or significantly above) MSRP, it's a profitable choice for the brand and its dealers even without an AT option.
    6
  496. Yum, yum. I do have some qualms, though. There's a reason that tennis balls come in cans with three or four balls. It's not because you lose them; it's because they wear out. A month or two of playing with them and my balls are ready to be the dog's chew toys. (Yes, I see what I said there.) So I do wonder about the durability of the fuzzy interior. Second, I've owned a couple of Volvos. Loved them but found each to have a never ending series of small annoying issues that required dealer intervention. Nothing big but still annoying. Maybe Volvo no longer suffers from such problems but personal experience does prompt caution. Finally, at the price point for the XC40 I think comparisons with the Acura RDX are inevitable even though they're in somewhat different size categories. I'm long past the millennial category but I think I'd (perhaps regretfully) opt for the Acura.
    6
  497. 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.
    6
  498. The triumph of wretched excess and conspicuous consumption.
    6
  499. A similar comment applies to Hyundai's sister brand, KIA. I've owned two KIA Sorentos (2012 and 2018), the first vehicle Albert Biermann controlled fully when he came to Hyundai/KIA. Over those years I've seen the Sorento improve each and every model year, not just between major refreshes or generational changes. When I asked my wife to consider giving up her much loved 2012 Sorento she made a list of the negatives and minor issues she had found in the vehicle. Literally every single item had been rectified on the 2018 model and several (e.g. suspension harshness) had been dealt with as early as the 2013 model year. I try to be objective about automotive brands and avoid fanboy-ism but the Korean manufacturers make it tough.
    6
  500. Looks like a good choice for a (relatively affluent) couple or a (very) small family. Those who find the $44K outrageous haven't been shopping in the luxury category recently.
    6
  501. 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.
    6
  502. I was struck by the title of this video. As I've watched/read reviews of the new Civic it occurred to me that self-styled "enthusiasts" underestimate the challenge of designing a car like this. Especially if it's to be sold in a variety of national markets, some with consumers obsessed with SUVs and others where a sedan is still a family's default choice. First and foremost it has to be affordable with an MSRP that tops out around $30K and with operating costs that won't put a serious dent in the monthly budget. It has to be an accommodating daily driver as well as longer distance road "tripper" with room for four (or in a pinch five) passengers and their luggage/gear. Not likely to be leased and discarded after 3 years, it should look good (not out of date) and run well six or more years down the road, retaining as much value as possible when it is replaced. If a consumer's politics or economics make fuel economy the most important priority a hybrid, PHEV, or an EV version may be a worthwhile option but even the much larger group of consumers who still opt a conventional ICE vehicle may find that big large figure on a window sticker to be a critical factor in a showroom. A one or two mpg advantage may not pencil out as a big savings but it still matters, especially to those who find arithmetic a challenge. That makes an automaker's selection of a CVT for vehicles in this category understandable, especially if its is relatively transparent. Most consumers won't care whether it's a CVT, a torque converter, or a dual clutch transmission as long as they don't have to deal with three pedals. Stop light drag races, much less track performance, don't matter to potential customers of these vehicles, either. But "peppy" performance, especially for passing is. Acceleration from 0-60 mph is far less crucial than from 50 to 70 mph. What does matter are driver assistance and safety aids, especially if combined with digital eye candy. If cost cutting is required in less noticeable areas or such amenities are used to tempt customers to select a higher trim, that's OK as long as the MSRP doesn't seriously exceed the $30K ceiling. Put it all together and the new Civic sedan is a very strong entry and a notable accomplishment in this vehicle category. The exterior styling is more "conservative" than the last generation. It will age well, I think, and that makes it appealing both to new car buyers and likely in terms of resale value down the line. For fuel misers, the base engine exceeds the magic 40 mpg bar (highway) and the more powerful 1.5L turbo in the Touring trim is no slouch at 38 mpg. Interior space is especially generous both in the back seat and in the trunk. All in all, the interior is strikingly upscale with a minimalist vibe. The entire sedan market segment (all sizes) is shrinking, especially in North America, but the Civic looks well positioned to fight off rivals from Korea and elsewhere.
    6
  503. With Tesla fanboys carping from one side and Mustang fanboys complaining from the other the Mach-E has a tough row to hoe on the internet. On the other hand a massive network of dealers for maintenance and repair and (so far at least) no widespread complaints about fit/finish issues Ford appears to have some distinct advantages over Tesla. And as far as the Mustang moniker is concerned, I'm reminded of the uproar among the Porsche faithful when the company first introduced an SUV and there were questions about whether owners would be admitted to the Porsche Owners' club in America. No matter. Ford has done more than stick their toe in the electrification water. The various Mach-E models cover a wide range of driver priorities from those looking for a daily commuter vehicle to a full-on performance vehicle. The hallowed Mustang name is appropriate for a 21st century version of an appealing "sporty" car. The same traits the original Mustang presented more than half a century ago. Tesla, like Sony when they introduced the "Betamax", deserves credit as a pioneer. But just as video recording became commonplace with VHS, Ford's entry in the EV marketplace (along with that of the Korean brands) signals an inflection point in market acceptance.
    6
  504. I'm partial to KIA designs, as well. Hyundai vehicles frequently strike me as having been fully designed before subjecting them to a final review before a committee that adds a crease here and a bulge there. Altogether just too "fussy" for my taste. KIA seems to stick to simpler and, to my eye, more elegant designs but that's obviously a personal preference.
    6
  505. I'm a fan of 4 cylinder turbo engines. I've been driving such vehicles since the early 1990's (Saabs). I was impressed by the 2.3L Ecoboost engine in a Mustang I drove last year. Likewise with the 2.5L turbo 4 in the Mazda6 and even more by the 2.0L turbo in the Accord. And I currently have my second GTI with a 2.0L turbo engine that I love. But each of those vehicles has a curb weight of 3500 lbs or less. (My GTI's is around 3100 lbs.) I'm skeptical about the durability of such engines and drive trains in crossovers that loaded with fuel, passengers, and gear can approach or exceed two and a half tons! I haven't noticed that the laws of physics have been repealed and propelling such large, heavy vehicles with small displacement engines with turbos spinning at thousands of RPM's and forced induction simply has to place more stress on an engine than a larger naturally aspirated six cylinder configuration. I understand manufacturers' incentive to meet CAFE standards with smaller engines and turbocharging is undeniably tempting to provide equivalent performance to larger displacement engines, especially when combined with eight, nine, or ten speed transmissions. And I also understand that manufacturers may see little reason to worry about durability in vehicles that new car buyers are likely to replace within six or seven years at most or lease for three years, especially when a new car warranty is not transferable to a used car buyer. Nevertheless, I think there's a reason that almost all brands of midsize SUV's offer standard or optional V6 engines (most naturally aspirated) for customers like myself who are skeptical that laws of physics can be ignored with impunity...
    6
  506. Not in my experience of about 100K miles.
    6
  507. Congrats on the new gig, Forrest. The excellent work on your own channel appears to have paid off. Keep it up. As far as the new Sorento is concerned KIA seems to have taken a lesson from Subaru. When the Ascent was introduced I wondered about the future of the Outback. Subaru responded by significantly updating the Outback with new engine options and improved improved interiors and sales have remained relatively strong. KIA faced a similar challenge with the Sorento. To remain relevant KIA needed to update the Sorento in a way that gave it a distinct personality and updated components and features without cannibalizing sales of the Telluride or elevate its MSRP to such a degree that customers opted for a Telluride (or another smaller but still midsize mainstream SUV.) At 189" long the Sorento retains its place among the large set of smaller midsize SUVs that range from 188" to 192" in length. No change there. It competes directly with the Ford Edge, the VERY closely related Hyundai Santa Fe, the Honda Passport, the recently introduced Toyota Venza, the Chevy Blazer, the Nissan Murano, the Jeep Grand Cherokee, and the Outback among others. In fact, virtually every automaker except Mazda offers a smaller midsize SUV along with their larger midsize SUVs that range from about 195" to 203" long. The Sorento's unique feature is the standard third row of seats. That's not new. KIA hasn't offered a two row Sorento in the US since the 2017 model year. In 2018 KIA made the third row standard just as the nearly identical Santa Fe dropped its third row option. So what's really new for the new generation Sorento? Quite a bit. () New engines and transmission options. The 2.5 liter four cylinder engines are new. The naturally aspirated version replaces the 2.4L base engine with some slight improvements in HP and torque. But the more important change is the optional turbo version of the new engine. It replaces the long-in-the-tooth NA V6 and comes with a dual clutch automated manual rather than a traditional torque converter AT. That's almost certainly good news. It's the same engine offered in the Genesis GV70, the GV80, the G80, as well as the Hyundai Sonata N-Line and the KIA K5 GT. The 8 speed DCT is a new unit, too. Hyundai/KIA's earlier DCT didn't get great reviews but the new version appears to be a significantly better wet clutch unit. It's usually good advice to be skeptical about new engines and transmissions until possible kinks are worked out. But the fact that Genesis/Hyundai/KIA have the confidence to offer their well known 10 yr/100K drivetrain warranty with so many vehicles offers considerable reassurance. All in all, better performance combined with improved fuel economy (a traditional weakness of KIA and Hyundai ICE engines) means dropping the V6 were big reasons to replace it with the turbo 4 banger. Then there are the forthcoming hybrid and plug-in hybrid versions of the Sorento. I'll wait to see some independent assessments of those versions but I suspect that Toyota and other automakers are looking over their shoulders nervously. () New interior designs. For those accustomed to the last generation Sorento, the 2021 version will be largely familiar. Nevertheless, lots of new shapes and materials along with some new features. It's not surprising to see KIA eliminate some features from the revamped Sorento in order to contain costs and avoid intruding on the MSRP's of the Telluride. And for the most part the deletions from the previous generation (and from the versions of the Sorento in international markets including Korea where the Telluride isn't offered) are relatively minor. Have to say, though, that the elimination driver's seat memory is a significant loss (imo.) We own a 2018 Sorento and have 3 drivers in the family. My wife and teenage daughter are close enough in size to share settings (or adjust them slightly) when each drives. But the two person memory settings are a huge convenience when I drive the Sorento. Perhaps not a deal breaker but close to it. Further, a less critical but sill annoying loss is the elimination of the driver's extended thigh support. I'd miss it on long drives. All in all, though, I find the looks and the bells and whistles of the new Sorento top trim is an upgrade compared to my 2018 version. One of the strengths of KIA's internal layout is its intuitive character. My wife says when she doesn't know how to accomplish some task she asks herself where it would logically be. More than 90% of the time she never has to consult the driver's manual even for unfamiliar tasks. () Re-jiggering interior space for more efficient packaging. KIA claims that the new generation Sorento offers more passenger and cargo space than the last generation. Technically that's true but the increases are small compared to the already extremely efficient packaging of the vehicle and some dimensions have actually shrunk. For example... The first row legroom measured 44.1" in the last generation. For those who moonlight as giants in a circus sideshow it was a real benefit. But for the vast majority of consumers it was overkill. I'm 5'10" tall and with the driver seat of my 2018 Sorento slid all the way to the rear I can barely reach the pedals. The 2021 Sorento reduces the legroom to 41.4". That's still generous. Equal to the Telluride and up to an inch or so more than other, mostly larger midsize SUVs. On the other hand, default legroom in the second row in the last generation was 39.4" compared to 41.7" in the 2021 version. A noticeable increase. Further, since both rows' legroom can be adjusted independently to allocate space as needed the important spec is the combined first and second row legroom. The last generation comes out at 83.5" versus 83.1" for 2021. A very small overall loss and in effect a case of sacrificing unused legroom in the first row for more default legroom in the second row. Third row default legroom in the previous generation Sorento was actually quite generous (31.7") especially considering the vehicle's overall length. For 2021, it's been reduced to 29.7". That appears to be the result of the roomier second row and an increase in cargo space behind the third row. But because the second row legroom can be adjusted, the total combined legroom in the second and third rows of the Sorento has actually increased a tiny bit from 71.1" to 71.4". Furthermore, the 2021 model offers a reclining third row that was missing on the previous generation. That's a benefit for passengers consigned to the "back of the bus." As far as cargo space is concerned the tiny 11.3 cubic ft of room behind the third row has been increased 12.6 cf. (For reference, that's about the volume of an additional carry-on bag.) Not generous, of course, but neither the last nor the new generation Sorento is meant to provide sufficient room for more than 4-5 passengers PLUS their luggage/gear for an extended road trip. It's a compromise or a "Goldilocks" vehicle depending on one's perspective. My family of four (2 adults, a teenage daughter, and a big dog) deploys the third row seats less than 10% of the time. With the third row folded into the cargo floor of our 2018 Sorento the 38 cubic feet of cargo space (vs 38.4 cf for 2021) is more than adequate for extended family road trips. Alternatively, when we need to transport six or seven passengers on a local outing the third row is a huge convenience when the alternative is taking two vehicles. () Sorento versus Santa Fe. Though the Sorento is often compared to other smaller midsize crossovers (e.g. Ford Edge, Honda Passport, Outback) , the Hyundai Santa Fe is almost NEVER even mentioned. The same blind spot exists when the Santa Fe is reviewed. No mention of the Sorento. Yet the two vehicles are almost as closely related as the Telluride and Palisade. Same size inside and out, same platform, same infotainment systems, same AWD system, and a host of minor features. For 2021 the similarities are even greater with the Santa Fe now sharing the same engines and transmissions as the Sorento. Other than external styling differences and some interior design features (e.g. gear selectors), the two vehicles differ only in the fact that the Santa Fe doesn't offer third row seating. With that in mind it's puzzling that KIA considers the 2021 version a new "generation" while Hyundai characterizes the 2021 Santa Fe as an "update." As noted above, I see the third row of the Sorento as an important (if seldom needed) benefit. But for those who disagree the 2021 Santa Fe shares nearly all the rest of the Sorento's strengths.
    6
  508. Unusually perceptive review of the GTI. I was especially impressed by the references to the DSG and the fact that it's a far better choice for tuning. No need to upgrade and/or replace the clutch periodically. A Stage I (APR) tune adds about 30% HP and torque compared to the stock version. In my experience it drops the mpg's by a couple but that depends greatly on one's driving style. A few additional points. () I've yet to see a reviewer note that the GTI's DSG can be "locked" in manual mode by moving the console shifter to the right. Once that is done individual gears can be selected either with the paddle shifters or the console shifter. The selected gear will remain all the way to the GTI's red line. It's also true that the DSG can be moved from "auto" to "manual" mode simply by using the paddle shifters without locking the manual mode. But in that mode the transmission will return to "auto" mode as the accelerator is engaged. Having long been accustomed to MT vehicles, I drive my DSG GTI in "locked" manual mode about 60% of the time. The fact that I can change to "auto" mode in heavy, slow moving freeway traffic, though, is a great feature. () It's true that the GLI has more rear legroom. Not surprising given that the GLI is about a foot longer than the GTI. The GTI, however, has a unique advantage from my perspective. In addition to its greater maneuverability the GTI earns a major discount on Washington State ferries available to vehicles 14' long or less. It's also true that the GLI has about 1 cubic ft more overall cargo capacity (with the rear seats folded). But the fact that the cargo space of the GTI is not impeded by the bar that separates the interior from the trunk, the GTI's cargo space is significantly more versatile when large objects need to be carried. Finally, sometimes small issues can be dealbreakers. For me the GTI's rear seat AC vents are an example. The back seat of my GTI is my big dog's second home and I wouldn't buy any car that doesn't give him a cool breeze after a romp at the dog park. Unfortunately, the vents aren't available in the GLI. Finally, the GLI does offer VW's digital cockpit that's not available on North American GTI's. (It's available in Europe.) That's not unusual. VW routinely limits content of their vehicles to contain their already premium prices. And while it's disappointing that the GTI lacks the digital cockpit, it's worth noting that it's a matter of eye candy; the GTI's less colorful cockpit provides all the same functionality. () MSRP's can be very misleading compared to real world pricing. A year ago I cross shopped the GTI and Golf R. What I found here in the Pacific Northwest was a serious shortage of Golf R's. Looking at virtually every dealer within a hundred miles of Seattle, I found only three Golf R's available. Two of the three were priced between $1K and $2K over MSRP. The third was priced at the $41K MSRP but it was sold within 24 hours after arriving at the dealer by a buyer who flew a thousand miles to buy it. In contrast I purchased a fully loaded DSG Autobahn with an MSRP of slightly over $38,000 for $32,043 plus TTL. Thus, the real world price difference was not a couple of thousand bucks but about $10,000 or more. The Golf R is an awesome vehicle, imo, but its advantages compared to the lighter, more nimble GTI weren't worth $10,000 to me, especially since a Stage I APR tune provides nearly the same usable HP and torque as the "R" for about $800. OF course, my experience can't be generalized everywhere or a year later but before assuming that the price difference between a fully loaded GTI and a comparable Golf R is only a few thousand dollars, it's worth checking real world pricing arrived at through negotiations with a dealer.
    6
  509. Several reasons. First, in the real world (here in the Seattle area), the price difference between a GTI Autobahn and the Golf R is not $5k. When I was shopping at the end of May 2018 I purchased an Autobahn GTI/DSG for about $32,000 plus tax. Among the six VW dealers I explored, I could not find a single dealer that did not add a second sticker of at least $2000. (A month later I did find one dealer willing to sell the only "R" on the lot for MSRP, but even then, the difference would have been about $9,000.) Second, while the R is a great car, its advantages over a GTI are debatable. First, the Golf R is about 300 lbs heavier than the GTI. That's like permanently carrying around a pro linebacker in the R. The GTI is noticeably more agile, especially when driven on roads with curves. Second, the weight difference is due to the R's 4Motion AWD. While it's undeniably an advantage in harsh winter conditions, it's not all time AWD. It's predominantly an FWD system with rear wheel engagement (up to 50%) only when wheel slip is detected. So what it amounts to is that most of the timeyou're carrying the weight burden of AWD while still driving only the front wheels. Third, and this is a personal preference, there is no sunroof available on the R. And living in the Seattle area getting all the light available in the (very dark) interior is a real advantage on the GTI. YMMV. Finally, the HP and torque advantage of the R is obvious. But the real world performance difference is mainly significant in DSG equipped versions of the two cars. And if HP is important to you, APR offers an ECU tune that results in a verified 300 plus horsepower at the wheels. Of course, the R can be tuned, as well. But unless you're looking for extensive track work, it's doubtful that even a tuned R can utilize the performance that's theoretically available.
    6
  510. You convinced me. Now if you can suggest how I choose among my wife, daughter, and big dog as a passenger since I can choose only one. :)
    6
  511.  @alfred0621  He agrees enthusiastically.
    6
  512. You obviously haven't met my wife or tens of millions of other consumers who care a great deal about safety in an accident. In fact the most significant factor in the dominance of SUV's and the near extinction of minivans in the marketplace has been the shift toward SUV's among female consumers whose single highest priority in a vehicle is perceived "safety." Furthermore, I'd dispute your claim that "auto journalists make a big deal of it..." I keep up with a wide range of "auto journalists" and few bother to mention safety ratings except occasionally in passing. It's certainly true that vehicles are safer than they once were. But that doesn't mean that manufacturers (and consumers) should be satisfied with safety systems that passed muster a decade or more ago.
    6
  513. Nope. Not a rebadged Tiguan. What it actually amounts to is a replacement for the basic Golf for North America in an SUV costume.
    6
  514. Jeez...Watching the review requires filling out an extensive checklist. Similar to the spreadsheet Alex' probably used to develop his script. :) As usual, the most comprehensive, detailed review on the net. As far as this specific comparison is concerned, Nissan (and of course Tesla) deserve kudos for pioneering EV vehicles and doubling down on their commitment. But being a pioneer doesn't necessarily pay off in the long run. There's also an advantage in coming later to a party if it enables you to see what everyone else is wearing. The KIA Telluride is one recent example; the forthcoming crop of EV's from the Korean manufacturers is likely another. If I had to commute every day from my home to Seattle, fifty or so miles away, EV range and recharging availability would top every other priority for me. An EV with a range of circa 100 miles is simply not an option. It doesn't have to equal the 350+ miles I experience in my GTI but 200+ miles is a minimum. That goal is in sight from multiple brands. And that's great but it's not the only barrier, at least for people like me. Even if I ignore the little warning light on my GTI's dash until I'm close to running on fumes I can usually find a gas station within a few miles almost anywhere. Even with the ongoing deployment of EV recharge stations, we're far away from that. Furthermore, I own a suburban home with a garage so I can install a high capacity recharge station for a few hundred dollars. But my neighbors in apartments and condos usually don't have that luxury. Here in the high tech Puget Sound area a number of employers have proactively installed EV recharging stations and they're beginning to pop up in local malls and other spots, as well. That's great, too. But the time required to recharge longer range EV's even partially means that there are lines to access even larger recharge stations installed at some high tech firms. My friends who commute to places like Microsoft and various cellular firms report having to arrive early at work to recharge their vehicles and have to be sure to move them after a few hours to make room for their colleagues. All in all I'm inclined to think that hydrogen fuel cell technology holds greater long term promise than pure EV's. Even now models from Honda, Toyota, and Hyundai offer ranges of over 300 miles with refueling times of five minutes or less. Those are huge advantages. Of course, the current weakness of fuel cell vehicles is the absence of refueling infrastructure. But unlike EV recharging, fuel cell tanks can be serviced by the same vehicles that supply gasoline to service stations. And installing a single liquid hydrogen pump in an existing service station is far less expensive than installing an entire bank of EV chargers that would be required to serve the same number of vehicles over a given period of time.
    6
  515. No question that the already strong selling Nissan Rogue's 2021 model represents a huge upgrade over the previous model. For some consumers Nissan's reliance on a CVT is still a weakness but as noted in the video most consumers will not even be aware of its existence while they find the Rogue's relatively strong fuel efficiency, a result in part related to the CVT, to be appealing. The absence of hybrid options from Nissan is increasingly an issue in the compact SUV category but it's not likely to be a major problem for several years. On a feature-by-feature comparison the Rogue appears to be a strong player and is likely to lessen the distance between it and the CR-V and RAV4 in terms of sales.
    6
  516. Congrats, Alex. Best review of the K5 GT I've seen by far. And special kudos for the extensive comparisons between the K5 and the Sonata N-Line. For some reason nearly all reviewers of Hyundai and KIA products fail even to mention the corresponding vehicle from the other brand much less to compare behavior and features. Obviously, though, consumers are likely to cross shop the Sonata and K5 just as they cross shop the Santa Fe and Sorento, the Palisade and the Telluride, a KIA Forte vs a Hyundai Elantra, etc. The K5 GT is an obviously appealing vehicle and the Korean brands deserve plaudits for doubling down on midsize sedans when the entire category faces headwinds in terms of sales. As the review notes and comments echo, however, the biggest drawback is the absence of AWD in the K5 GT while it's offered in the less powerful engine/drivetrain combo. What's going on? A desire not to cannibalize sales of the Stinger may play a part in that decision but there's a more important factor. It's the same reason that Toyota doesn't offer AWD with their V6 versions of the Camry and Nissan fails to offer it with their more powerful VC-Turbo engine while each automaker offers their version of AWD with their less performance oriented models. It comes down to a simple calculation of the return on investment for the more powerful versions of those vehicles; a minuscule "take rate" by consumers. For example, in 2020 Toyota led the segment with nearly 300,000 Camrys sold in a soft market. Of those, fewer than 15,000 vehicles came with a V6 engine. Could Toyota have increased its V6 Camry sales with AWD? By how much? Ten percent? That's optimistic but even if it were true, it would amount to about 1500 total sales. Nowhere near the additional design and production costs that adding AWD would entail. And remember, Toyota outsells other midsize sedan automakers by tens or hundreds of thousands of vehicles. It's hardly surprising that other mainstream manufacturers see little reason to offer higher performance versions of their vehicles simply to satisfy self-styled "enthusiasts." At best AWD is a feature that's likely to appeal to consumers who live in challenging winter climates, a much larger group of potential buyers. Personally, I'm a KIA fan having owned two Sorentos in the last decade. Our current 2018 Sorento is my wife's daily driver and the family's vehicle for long freeway slogs and ski trips to the mountains. If I replaced it, I'd opt for the same 2.5L turbo/DCT combo found in the K5 GT and I'd be sure to combine it with AWD. I'm a little old to be thrilled by wheel hop, torque steer, and burnouts. Likewise for my wife. My own daily driver is a GTI and I wouldn't replace it with the K5 GT. I would, however, be tempted to consider the Stinger with the same new engine and 8 speed wet clutch combined with AWD. Considering that combination is already available as the 2021 Stinger in Korea, I'm relatively sure it will be the base engine in the 2022 Stinger here in the US. I'll be waiting and watching.
    6
  517. Those of us who live in the Pacific Northwest and need all the light we can get in a dark cabin.
    6
  518. Me. It's a great buy especially with an $8000 discount.
    6
  519. I'm no fan of GM vehicles. An antipathy born of decades of cheap materials and more than anything else GM's criminal treatment of Saab when they acquired the brand. It's been years since that debacle but I still remember and resent it. As far as the Blazer is concerned it strikes me as too little too late. Neither Ford nor Chevy is showing much interest in their 2 row midsize SUVs. And the mediocre sales of both the Blazer and Edge show it. Like most buyers, I'd opt for the Hyundai Santa Fe over either one. And ordinarily, I'd opt for the closely related Sorento over the Santa Fe in large part because the KIA provides an occasional use 3rd row of seats. Unfortunately, KIA has chosen to eliminate 2nd row bench seating from any but the lowest trims of the new Sorento in which the 2.5L turbo 4 (currently being offered on at least 9! KIA, Hyundai, and Genesis vehicles) is unavailable. That limits the mid and higher trims of the Sorento to four passengers unless the 3rd row is deployed. A major error (imo). So there it is. Neither Chevy nor Ford comes close to the value proposition of the Santa Fe and sales reflect it.
    6
  520.  @gerijokub7737  <sigh> No, I'm not comparing the fuel consumption of a rotary engine to a conventional internal combustion engine. I'm only noting that each represents a small, relatively light sporty vehicle with lackluster fuel efficiency. With a fuel tank of less than 16 gallons the range of a G70 is only about 300 miles including the reserve. Even my RX-8 had a greater range than that, primarily because it had a larger fuel tank. As it happens I'm a fan of the Korean brands. But there's no question that the weak spot in the engineering of most of their vehicles is fuel efficiency.
    6
  521. Not enough power? A Stage 1 tune from APR transforms the EA888 with substantial improvement in both HP and Torque without impacting reliability. All for a price of $500 to $1000.
    6
  522. No doubt true if you live in flyover country where curves are rare and mountains are non-existent. But if you live in the Pacific Northwest where mountain roads in Washington and beautiful British Columbia are nearby, the 2.3L Ecoboost with the High Performance Package is a value priced alternative to a European GT.
    6
  523. Sorry. Despite the overall similarity of the two vehicles the Telluride and Palisade lean toward different audiences. The Telluride, built in Georgia and aimed almost exclusively at the North American market, competes with other mainstream midsize SUVs such as the Ford Explorer, the Chevy Traverse, Honda Pilot, Toyota Highlander, Grand Cherokee, VW Atlas, etc. All of which emit the sort of "rugged" vibe that Americans love. The Palisade, on the other hand, is built in South Korea and aimed at international markets where the 3 row SUVs that dominate the North American markets have minuscule market share or aren't even offered. In those markets "luxury" trumps "rugged" and the Palisade's main rivals are SUVs from Europe with significantly higher price tags.
    6
  524.  @atl3630  Nonsense.So much nonsense in your post it's not worth correcting.
    6
  525. Looked seriously at the Ecoboost Mustang last year. For someone like me who prefers the driving experience of a European sports car or sedan to an American muscle car, it's an excellent choice, especially with the performance package and enhanced suspension. I ended up purchasing another vehicle for a variety of reasons but the Mustang was a strong contender. The GT appeals to many but a Viagra prescription would be a better (and less expensive) solution aimed at the same objective.
    6
  526.  @HiveofFive  If you really dealt with 100 dealerships, I'm estimating the $3000 you saved amounted to about five bucks an hour for your time and aggravation. Good deal but I pity you.
    6
  527. 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.
    6
  528.  @nickr3441  I generally try to ignore the idiotic posts of trolls. In this case I'll make an exception.
    6
  529. One point to keep in mind is that by designating a vehicle as a 2020 model rather than a 2019, the impact of average depreciation down the line is reduced by a year. Toyota is typically more conservative in their "upgrades" within a particular generation and slower to introduce a new generation than their competitors. By designating the Corolla as a 2020 model they're in effect saying this will be a "current" model until 2021. Competitors like Mazda will be selling "last year's model" in 2020 unless it is significantly changed. And if it is, those who purchase the Mazda3 in 2019 will be driving "last year's" version by this time next year.
    6
  530. I tow nothing more challenging than a couple of trash cans from our house down a long driveway to the street and back. So this video is nothing more than an interesting peek into the complexities of choosing a vehicle for serious towing duties. I do, however, have considerable experience with Route 17 between Santa Cruz and San Jose, California. And all I have to say that those unfamiliar with that route cannot appreciate the challenges depicted in the video. Kudos, Alex.
    6
  531. I'm not a fan of CVTs but I recognize that all CVTs are not created equal and the Subaru implementation appears to be one of the better examples. In view of that and taking into account the Forester's other pluses, I'd opt for the Subaru. (Actually, I'd opt for the KIA Sorento or Hyundai Santa Fe but that's another discussion.)
    6
  532. Trunk capacity is 16 cubic ft as stated in the video.
    6
  533. Have to agree. I'm no fan of push button gear selectors but GM appears to have made a bad idea even worse. The new Hyundai Palisade adopts the push button trend as well but at least it provides paddle shifters to make changing gears manually somewhat less of a pain. In any event I don't like any of the designs; they all remind me of 1957 DeSoto's.
    6
  534. Good job, Mazda. Haven't driven the new CX-5 but I've driven both the Mazda6 and the CX-9 with the same engine. I suspect its best application may be in the CX-5. The CX-9 is simply huge with a terribly inefficient allocation of interior space. (Less than the Kia Sorento that's over 10 inches shorter.) Furthermore, most of its competition (other than the Subaru Ascent) offer naturally aspirated V6's, engines that are better suited to the larger midsize CUV category. In the Mazda6 the 2.5L turbo does a good job but there the competition from the Honda Accord 2.0L turbo, a version of the engine in the Civic Type R, and naturally aspirated V6 Toyota Camry is stiff. The Mazda is undoubtedly superior to the earlier versions of the Accord and Camry but in terms of performance it trails both the new Honda and the Toyota. As nice as the Signature trim of the CX-5 is, I suspect it's a pipe dream to think it will steal many sales from the Acura RDX. Customers seriously shopping for an RDX won't be deterred by the price premium, especially in view of the more upscale interior, more room, and better dealer experience with the Acura. More likely it will make a dent in Honda CR-V and Toyota Rav4 upper trim sales where the price points are roughly equivalent and the Mazda's engine is arguably superior. The most credible rival is likely to be the Hyundai Santa Fe. Its "tweener" size offers more utility than the smaller CX-5 and in its "Ultimate" trim, it comes close to the Signature trim of the Mazda with better infotainment, a panoramic sunroof, a center locking differential, and a variety of other innovative features. On the other hand, the Mazda is likely to handle better especially considering that its several hundred pounds lighter than the Hyundai. And while styling is obviously subjective, most, I think, would agree the Mazda is more attractive.
    6
  535. Looks like a placeholder awaiting the availability of the Arteon. Sad to see the demise of the short-lived 2018 Passat GT with its V6 and dual clutch transmission. It was a halfhearted effort to give US VW dealerships something to sell against the new generation Accords and Camrys but it was a great value with an MSRP under $30K and a real world price under $25K.
    6
  536. Excellent list, folks. It's difficult to argue with the GV70 as your top pick, especially with the base 2.5L turbo 4 banger. At my last count Hyundai, KIA, and Genesis are offering that engine as standard or optional in NINE (!) vehicles and it has received glowing reviews in each and every one. The big mystery to me is that KIA offers the engine in the GT-Line Stinger but Genesis has stuck with the previous 2.0L base engine in the Stinger's cousin, the G70. In any event, the GV70 with the 2.5L turbo is a undoubtedly a winner. And the GT-Line Stinger with AWD and the optional "Sun and Sound" package here in the US is a screaming bargain with an MSRP under $41,000.
    6
  537. 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.
    6
  538. +Pywaket Pilot: You're right, of course. In fact, I'd challenge anyone to try moving their right foot from the brake to the accelerator in a vehicle with a start-stop system before the engine starts. Meanwhile, Khargan continues to try to come up with a situation in which the system would present a problem. Now he's limited it to a case where "you and a distracted driver are literally the only people on the road within a mile." And yet, even in that rare situation, he wouldn't be able to move his foot quickly enough to defeat a start-stop system.
    6
  539. A great video, guys. I, too, had a MK6 GTI that I added an APR Stage I tune at 40K miles. Tremendous difference in performance with surprisingly minor impact on fuel economy without the need to upgrade a clutch. (DSG equipped GTIs can deal with the additional power without changing the clutch.) Put another 40K miles on that GTI with literally no problems before I traded it for a MK7.5 in 2018. Reason for the replacement? At that point my 15 y/o daughter would soon be driving and I wanted the additional driver aids and didn't want the additional power in a vehicle she would be driving. My plan was to share the GTI with her until I was ready to move on to a new car and could give her the VW. Plans changed when I became increasingly reluctant to share my much loved GTI with her and she needed a car for commuting to school and to a part-time job. So several months ago I found an amazingly well cared for 2013 VW CC with only 44K miles on the clock and (remarkably) a manual transmission. That has become her daily driver and I can continue to baby my GTI. And as a bonus the fact that it's a stick has impressed her friends, especially her boyfriend. I'm undecided about adding an APR tune to my current GTI. I work at home and don't have to subject it to a punishing daily commute and I still find the stock performance more than adequate. Upgrading to a MK8 GTI or Golf R is only a minor temptation and the thought of trading my GTI evokes the same feeling as consideration of trading the family dog. With only 27K miles on the clock it has many more miles in it.
    5
  540. A word about reliability and resale. In terms of reliability Toyota and Lexus routinely rank at the top of brand ratings. But "ranks" tells one nothing about the actual incidence of reliability issues. No more than a second place in a horse race tells you whether the horse lost by a nose or 17 lengths. In fact the actual incidence of significant reliability problems among vehicles from different brands is minuscule with well over 90% of new vehicle buyers never experiencing a single significant issue in over 8 years of ownership. As far as resale is concerned, differences depend to a large extent on a vehicle's age. For example, in 2012 I purchased a top trim KIA Sorento. Six years later I traded it for a new Sorento and received within $800 of the KBB estimated trade-in price for a comparable 2012 Highlander. But I purchased the Sorento for about $6000 less than the best offer I received from a dealer for the Highlander. A little 3rd grad arithmetic reveals that I saved over $5000 by purchasing, driving, and selling the Sorento.
    5
  541. Brian Fish: You make a good point. When one gets serious about a purchase it's important to rely on more than published specs for your specific priorities. For my family it was important to have a vehicle that could accommodate four or five teenage girls for local trips. That eliminated two row midsize options like the Ford Edge and Grand Cherokee. At the same time, my wife felt the CX-9 and the VW Atlas were simply too damn big for convenient parking and local traffic. And while the Highlander claims to seat eight, that claim seems to be based on having three seat belts in the third row rather than considering fitting real human beings in the space. For us, measuring the bed for hockey gear wasn't an issue. :)
    5
  542. On the GT-Line the panoramic sunroof is part of the optional "Premium Package," It comes as standard equipment on the EX.
    5
  543. Shame, Alex. The song displayed should be Janis Joplin's "Lord, Won't You Buy Me a Mercedes Benz."
    5
  544. The "All Space" designation isn't used in the US. We get only that version and it's known simply as the Tiguan. The second generation original and smaller Tiguan is still sold in Europe but not in the US.
    5
  545. Impressive vehicle. Considerably more impressive than the ST version of the Edge. And given Ford's reliance on fleet sales for the Explorer, I suspect the ST will be the base on which sales to many law enforcement agencies are aimed. I do see one horsefly in the ointment for the entire Explorer line, though. Ford is offering 4 trim levels for the Explorer. The volume trims (XLT and Limited) each come standard with the 2.3L Ecoboost 4 cylinder turbo engine. And those are the only trims with MSRP's under $50K before any options. That 2.3L four banger is an impressive engine in a Mustang but I'm skeptical about its durability and overall performance in a two and half ton vehicle. Further, I doubt that most owners will meet EPA mpg's with that engine, a problem that's endemic to smaller turbos that derive their power primarily when turbo boost is relied upon. Of all the competition in the midsize 3 row SUV segment only the CX-9 and the Ascent don't offer a standard or optional naturally aspirated V6. The Explorer offers such an engine only in the hybrid configuration. And once again, that model has a minimum MSRP of more than $53,000 (in Limited trim). Otherwise, the only V6 option is a twin scroll turbo with an MSRP close to or well above $60,000 in the ST or Platinum trims. Ford deserves kudos for the new generation of the Explorer. Some consumers will be attracted to the RWD (and RWD-biased) platform. The V6/hybrid configuration is appealing for those who want a larger midsize relatively fuel efficient vehicle. The ST is a well priced performance SUV for those who want one. But compared to its rivals the Explorer line-up appears to have a rather large gap near the middle of its trim levels. The KIA Telluride and the Hyundai Palisade with NA V6 engines are much better equipped than a comparable Explorer with MSRP's thousands of dollars less. Much the same is true of the Honda Pilot and the 2020 Highlander. Perhaps Ford can poach some consumers considering luxury brands but a Ford badge lacks that cache. I hope Ford is successful with its sixth generation Explorer. It's a major upgrade compared to the last generation. And Ford's fleet sales probably assures it will outsell every other brand in its category. But the vast majority of Explorers will be equipped with the same base engine as the Mustang. And Ford's alternatives are lacking unless one is willing to pony up a lot more cash.
    5
  546.  @ccpooperscooper1023  Warranties reflect a manufacturer's confidence that their customers won't be "spending all their time at the dealer getting their shit fixed." Like any insurance policy, an issuer offers a warranty if they're confident that on average they won't have to redeem it. Don't they teach you this stuff in middle school?
    5
  547. 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.
    5
  548. Let me get this out of the way at the beginning..."Get off my lawn!" Except for the fact that crossovers of all sizes are the "new black," I just don't get the appeal of these hatchbacks on stilts. The Encore is exactly the same length as my GTI. It offers less passenger room and less cargo space. Inferior performance and handling. And even with optional AWD, the Encore offers virtually no "off road" capabilities. Even on-road in challenging winter conditions a FWD vehicle this size with a set of good winter tires will perform just as well at least 90% of the time. Yes, it has an "elevated" driver's seat compared to a traditional hatchback but it's not sufficiently elevated to provide any real advantage in visibility when contending with the behemoth SUV's, pickups, and large trucks that surround it in traffic. And that "elevated" driving position is a disadvantage when it comes to handling. Other than its value as a fashion statement, I just don't get it. P.S. Despite all that I'd watch a review of a tractor if Lyn were the reviewer.
    5
  549. Great video as usual, Alex. The discussion of Subaru's AWD design and its advantages and disadvantages compared to others should be required viewing for both Subaru fans and the brand's detractors. Detailed and balanced. Kudos. Based on my experience with two KIA Sorentos over the last decade, if I were shopping in this category I'd opt for the Santa Fe over the Outback, as well. The Santa Fe's AWD design, identical to the Sorento's, offers a driver controlled center locking differential that I've found to be especially useful in adverse conditions such as deep snow. In fact, I'd reluctantly sacrifice the Sorento's occasional use third row and select the Santa Fe vs the KIA as well. Unfortunately, KIA has decided to drop the second row bench in favor of captain chairs from all but the lowest trims of the current Sorento, a decision that also means the 2.5L turbo engine cannot be combined with a second row bench. That's a deal breaker for me. Even so, while I'd opt for the Santa Fe, the Outback represents a tempting compromise for a substantial consumer segment whose priorities don't include serious off-roading but who do want a vehicle that can tackle comfortable commuter duty comfortably as well as longer trips that involves unpaved roads and well maintained trails. Moreover, while the Outback's AWD design isn't the most capable in extreme conditions, it's an excellent choice for families like mine who live in the Pacific Northwest where winters are often messy if not extreme.
    5
  550. Jeez...Quite a load of ethnocentrism and xenophobia on display here. Much the same as complaints about "Mexican" VW's that show up on other threads. The fact is that multinational corporations are just that. They hire the best executive, design, and engineering resources they can find wherever they find them. The nationality of assembly line workers is largely irrelevant in an age where actual building of automobiles is the responsibility of robots that speak whatever language they're programmed to understand. (Hint: It's usually the universal language of binary code.) And yes, automotive companies copy one another. That's why there are very few three and five wheel vehicles on the road. It's why "American" cars are no longer the bloated barges of yesteryear. And it's why European and Asian brands offer SUV/CUV vehicles that were mostly pioneered by "American" brands. It's called "capitalism," folks. Get used to it.
    5
  551. If true, it's a sad though understandable decision. I was hopeful that the significantly improved GT-Line with the new 2.5L turbo and vastly better performance than the 2.0L 4 it had shared with the (still not updated) G70 would boost overall dismal sales. With the new engine, the GT-Lines 0-60 time was only about half a second slower than the twin turbo V6 trim levels. Combined with a significant weight savings and a bargain MSRP ($40,590 for a fully loaded AWD version) I'd hoped it would help the dismal to mediocre sales throughout the Stinger's life. In some ways I think the Stinger has been cursed since its introduction. Initial reviews were extremely positive but KIA dealers were obviously unprepared to sell a sedan with an MSRP that approached $50,000 or more. It's worth noting that the introduction of the Stinger preceded the Telluride where sticker shock proved not to be an obstacle. But the Stinger was a true GT in the European tradition and few KIA salespeople even understood that or were prepared to sell such a vehicle. (The same was true of the Cadenza and the K900) . Further, I think the Stinger's name compounded the problem. Rather than evoking the image of a European GT sedan, it made it seem a rival to a Dodge Charger or Challenger, American muscle cars with V8 engine options that shared little with the Stinger as a "Grand Touring" GT. Furthermore, Americans have little experience with "GTs" in the European tradition. Even the trim designations of GT-Line, GT1, and GT2 were more likely to evoke images of the Mustang than a vehicle designed to carry 4-5 passengers comfortably at high speeds for hours in the manner of a European GT. In any event it's not surprising to see the sun setting on the Stinger though I'd hoped it would last for at least another couple of years. KIA obviously believes the future of their high performance vehicles, at least in the US, lies in the K6 portfolio and I think they're right. One sign of that trend is that last month the Mustang Mach-E outsold all other Mustang models put together for the first time. And that's before the high performance version of the Mach-E is even available.
    5
  552. Considered this pretty seriously when I was replacing my 2013 GTI with a new car that was suitable to be shared with my soon-to-be-driving teenage daughter. I'd liked the 2.7L V6 in the Ford Edge and thought it might work well in the Fusion. However, compared to the Accord 2.0L Touring and the Mazda 6 Signature trim, it didn't make the cut. Strong points were AWD, which it obviously needed with that engine, and straight line performance. Also, considering that it will soon be discontinued I suspect it will be semi-collectible in a few years, much like the now dead Taurus SHO and the Chevy SS. And while the MSRP is over $40K (USD) I found I could get one for about $8K less than that. Weaknesses were MPG's (Have to feed that V6.) , interior materials, fit and finish, and handling. It's a heavy car, especially on the front end. And while it might be fine in Kansas with its long, long straight roads, I live in the Pacific NW (US version) where mountains and curves are common. The self-adjusting damping and pothole detection are trick but don't make the Fusion a sport sedan. Bottom line is that it might be a "Dad's car" but not this dad. The Honda Accord, Mazda 6 and even the Camry V6 XSE all outpointed the Fusion for me. A Subaru Legacy? Not even on the radar. So what did I do? I replaced the 2013 GTI with a 2018 GTI. Just couldn't face the prospect of not having one in the garage. P.S. Great review as usual, guys.
    5
  553. The lesson is "don't buy a small cup of coffee." A "venti" is the only acceptable size. But if you have to have a demitasse, add the distracted video footage of trying to pry it out of the cupholder.
    5
  554. The US was an afterthought for the Arteon, not a major sales priority. And I think you confuse "dated" with "classic."
    5
  555. Genesis tried to force dealers to separate their Hyundai and Genesis dealerships in the manner pioneered with Lexus, Acura, and Infiniti. Unfortunately for Genesis they were sued by a coalition of Hyundai dealers and Genesis lost. The result is that in some locations Genesis has standalone dealers. In others, the Hyundai and Genesis brands are in the same locations with separate showrooms and/or service facilities, and in others the dealers combine Hyundai and Genesis models. It's a problem that Genesis continues to face.
    5
  556. Sorry to hear the news about Paul. As a US resident I appreciate the Canadian perspective and as someone with a family consisting of a spouse, a teenage daughter, and a big dog, I appreciate the channel's unique focus. Good luck, Scotty. Big shoes. ;)
    5
  557. As usual, Motorweek finds much to love in virtually every vehicle they review. And truth to be told the CX-30 is an appealing subcompact crossover, especially compared to the CX-3, a model that almost certainly will shortly disappear from the the US. Unfortunately, that appeal is seriously undermined when the CX-30 is compared to the new KIA Seltos, a crossover that's a couple of inches shorter than the CX-30 with much, much more interior space and a quicker turbo powerplant.
    5
  558. The previous generation of the Highlander was definitely long-in-the-tooth. Even Toyota, a conservative brand that typically resists updating their vehicles, had to do something to compete with the newer designs from competitors such as the Telluride, Palisade, Atlas, Ascent, Explorer, etc. So what did they do? Apart from offering a hybrid version, a significant feature, and freshening the interior, not much. Though the length of the 2020 model has been increased from 192.5" to 195", it hasn't made much difference in terms of interior space. And that's especially the case in terms of third row accommodations. With 27.7" of legroom in the back row, the Highlander ranks at the very bottom of ALL midsize crossovers. That's 2" less than the infamously cramped Mazda CX-9. Of course, few if any midsize crossovers offer truly generous third row room. But the KIA Sorento (a full 6" shorter than the Highlander) has 31.7" of legroom, a full 4" more than the Toyota. Of course third row accommodations may not be a high priority for many customers. But if passenger capacity is important, it's worth keeping in mind that the Highlander is essentially a 4-5 passenger vehicle.
    5
  559. Excellent point. Personally, I'm no fan of CVT's but in vehicles like the Rogue and other compact crossovers their advantages are clear. Particularly in terms of fuel efficiency where most consumers place a far higher priority on economy than on scalding performance.
    5
  560.  @MrAustin61  A bit off-topic but it's worth noting that the red herring regarding "farting cows" has been around for years. Back in the 1990's the federal government funded studies of the amount of methane emitted by livestock to the consternation of the climate change deniers. The purpose of the studies was not to attack meat eaters and ranchers. Rather, it was to establish an accurate baseline estimate of the actual amount of greenhouse gases (including methane) that livestock emitted. That, in turn, enabled more accurate estimates of the effects of sources such as automobiles, non-renewable power plants, etc. Sadly, since the deniers are ignorant about all kinds of science and quantitative measurement the point was lost on them. Now it's been resurrected by the latest set of fear mongers.
    5
  561. Ouch...OK, here's the perspective from the US side of the border (where measurements have to be translated into our parochial units.) We're a family of three living in the Puget Sound region with a teenager who'll be driving in the next year or so. An addition to the family fleet that currently consists of a much loved GTI and a KIA Sorento is on the horizon. And I'd love to make that an eGolf. But just as the three most important things about real estate is "location, location, and (well, you get the idea), the most important things about an EV are range, range, and range. I'm lucky to be able to add a fast charger at home and being something of tree hugger, I'd be happy to do so. But with a frequent daily requirement of, say, a 100 mile range, an eGolf just doesn't cut it. I could barely make it from my home to Seattle and back and I don't relish doing it without AC or other draws on the battery just to be sure I don't end up on the side of the road on the way home. And even if I do make it, it means finding a public recharging station in Seattle or daily recharging at home. It might serve as a daily commuter but only if no unexpected demands come along to call for a longer range on any given day. For someone living in an urban location, hopefully with the ability to install a fast charger, the 125 mile range of the eGolf (or other limited range EV's) can be dealt with, especially if it's not one's only transportation option. But for me and many of my neighbors with long daily commutes a limited range EV makes sense only if it's used to get to the nearest bus/train terminal. I might consider one for my teenage daughter going back and forth to school with a 20 mile round trip commute but that sort of entitlement is a bridge too far. So, unless VW can extend the range of the eGolf to at least match those of the new options from Hyundai and KIA or be willing to buy a Tesla in the manner I order kitchen supplies from Amazon I'll have to drop it from the list of possibilities. And I'm sure I'm not alone.
    5
  562. As far as interior space is concerned, the Mazda 3 hatch suffers a problem common to other Mazda's vehicles. It stems from the designs that emphasize an unusually long distance from the A pillar to the front bumper. It's a design choice followed by sports car designers for over a century to emphasize perceived performance and potency but it sacrifices interior space. In comparison to its rivals, the Mazda 3 gives up less space than other Mazda's, the most extreme example being the CX-9 crossover that is longer than almost every other midsize crossover but has the least interior space. Less cargo space than a Honda CR-V, for example. In the case of the Mazda 3 the loss is perhaps less serious, especially if the rear seat is occupied only occasionally but it does impact its functionality for families. By the way, the comment regarding AWD in the climate common to Vancouver and the Puget Sound area. Especially in our unusually wet winter this year.
    5
  563. How does it feel coming out from under that rock where you've been for the last decade?
    5
  564. These results mirror my (seat of the pants) impressions of 18 months ago when I drove the three back to back to back. Based on the torque specs I"d expected scalding acceleration from the Mazda. Wasn't there. I suspect because Mazda was tuned/geared to prevent shredding the front tires off the line. Coupled with the less efficient 6 speed transmission, the performance didn't live up to the specs. The XSE NA 6 banger (non TRD) was certainly far better than the previous generation's reputation as an "appliance." But the acceleration lacked the turbo "kick" of the Honda. Likely just as quick but less exciting. Match the two 100K down the road and the less stressed Toyota engine might well outperform the Honda. First place went to the Honda. The detuned Civic Type R engine is a wonder. Couple it with a 150 lb weight advantage vs the Camry and a near perfectly spec'ed 10 speed transmission vs the Toyota's 8 speeed and the Honda's straight line performance was especially impressive. It might not have been any quicker than the Camry but it felt quicker. Bottom line? The "6" was the prettiest. The Camry was likely to be the most durable. The Honda was the most fun. What did I do? I replaced my 2012 MK6 GTI with a MK7.5 Autobahn GTI. Just couldn't give up the handling and the versatility.
    5
  565. Sorry. My comment was meant to be a lighthearted reference to the sometimes provincial perspective of Southern Californians. I wasn't offended by Doug's comment and I didn't mean to offend him or anyone else.
    5
  566. OMG! I must have missed my GTI "falling apart" after two years. Amazingly I drove it for six more years without a single problem. Guess I wasn't paying attention.
    5
  567. Sorry, Sarah. The notion that sales volume can be built on the appreciation of "enthusiasts" is simply ludicrous.
    5
  568. Haven't driven the MK8 GTI/R but I have driven the Arteon with similar haptic feedback controls. I prefer the controls in my MK7.5 GTI but it took all of 15 minutes to become accustomed to the controls in the Arteon. Any self-styled automotive "enthusiast" who rejects a vehicle based on controls of the infotainment system is better off buying an entertainment system for their living room.
    5
  569. Great review as always, Alex. Your points re minivan advantages, especially the Chrysler Pacifica, are well taken. But I think it's a losing battle. My wife and I owned a Mazda MPV AWD for several years. It served us well and once managed to extract itself from deep snow in a ditch on a deserted logging road in the Cascade mountains. Probably saved our lives. When we replaced it in 2012, however, my wife opted for a KIA Sorento crossover for a number of reasons. The most critical was the higher driver's seat and the associated better visibility in the Sorento. In speaking to others I've found that to be a common sentiment among women. And contrary to conventional wisdom it's the preference of women for SUV's that has dealt the most serious blows to minivan sales.
    5
  570. @Ricky Holmes You may not be old enough to remember when Hondas were derided as coming from a scooter manufacturer. I am. :) Brand perceptions change even if some folks cling to prejudice and ignorance like they're wearing MAGA caps.
    5
  571. Virtually every mainstream automaker (except Mazda) offers two vehicles in what we Americans call the "midsize" SUV category. Three row vehicles that average between 195" and 204" in length and a two row SUVs that average between 187" and 192" long. When VW added the Cross Sport to its North American lineup they kept in mind that Americans want larger and typically less expensive VWs than their European counterparts. So the Cross Sport at 195.5" in length is an outlier in the 2 row group, just as the Tiguan is large for a compact SUV. Comparing most automakers' two row vs their three row midsize SUVs, the difference in length is at least 6". In VW's case the Cross Sport is only about 3" shorter than the Atlas. Other than a third row of seats, what does the Cross Sport gain or lose compared to the 3 row Atlas? Well, the Cross Sport doesn't have a major price advantage. That's not unusual, though. The same is true of the Honda Passport vs the Pilot. Simply chopping off a few inches of length from the same basic vehicle doesn't reduce the cost of production to a significant degree. Somewhat surprisingly, however, is that the slightly shorter Cross Sport has far less cargo space than the Atlas. 40.3 cubic ft behind the second row and 77.8 cf overall in the Cross Sport versus 55.5/96.8 cf in the Atlas. That difference stems from two factors. First, the boxy design of the Atlas yields far more cargo space than the "coupe-like" Cross Sport with its sloping roof. Second, and less obvious, is that the Cross Sport sacrifices a bit in 2nd row headroom (37.8" vs 40.4") it provides more 2nd row legroom (40.4" vs 37.6"). (Front row legroom is virtually identical.) Other than Dallas matrons with "big hair," most 2nd row passengers will take that tradeoff. All in all the Cross Sport emphasizes styling and passenger space over cargo capacity while the Atlas makes the opposite choice.
    5
  572. The CX-5 is Mazda's best selling model in the US. In fact, it is nearly the only model in which sales are not in the toilet. The CX-9 ranks dead last among mainstream 3 row midsize crossovers by a huge amount. The 13,000 sales in the first half of 2020 are about half those of the VW Atlas. The Mazda6, an appealing midsize sedan, has never sold well but in 2020 sales have sunk to almost non-existent (8100 units sold in the first half of 2020.) Sales of the Mazda3 are so disappointing (down 43% in 2020 and less than half those of the Jetta and KIA Forte) that Mazda has announced (but not yet delivered) a turbo model that they hope will boost sales significantly. (It won't be nearly enough if at all. ) The sales of the newly introduced CX-30 are relatively (underline "relatively") encouraging but mainly at the expense of the CX-3 whose sales have sunk to almost nothing. Happily, Miata sales are up 10% in 2020 but selling 4300 vehicles in the first half of the year is hardly a cause for celebration unless they're compared the FCA's "Fiata" 124. Balanced against all this carnage the 65,000 sales of the CX-5 in 2020 are down only 13% compared to 2019 and are far better than other models with the same engine and drive train (i.e Mazda6, CX-9). And the CX-5, especially in its higher trims such as the Signature version, it's undeniably appealing in terms of looks, handling, and performance compared to rivals. But where it falls short of rivals like the RAV4 (with almost 3 times as many sales) and the CRV (with over twice as many) is in terms of cargo space, a factor that's far more important to consumers than to reviewers, especially reviewers who never focus on an aspect that's important to those who use a crossover for duties that involve longer trips for a couple or a family of three with luggage and gear. The CX-5 offers 59.6 cubic ft of total cargo space. The CRV offers up to 75.8 cubic ft and the RAV4 up to 69.7 cubic ft. In fact, it's worth noting that the KIA Seltos, a subcompact crossover nearly a foot shorter than the CX-5 provides 62.8 cubic ft of total cargo space. Automotive reviewers tend to value and emphasize driving dynamics and performance. Factors that are important in the kinds of vehicles reviewers own (or want to own.) But they tend to ignore the fact that the categories of CUVs/SUVs have a "U"(tility) mission. And on that score, the CX-5 falls short.
    5
  573. Took a serious look at the new Tiguan when we were considering replacing our 2012 Sorento about six months ago. I'm a fan of VW's. Owned a 2013 GTI when we looked at the Tiguan and a few months later purchased a 2018 GTI. So I was primed to like the Tiguan. Positives included the digital cockpit display and the overall highly functional interior. I consider VW interiors elegant and simple, not (as some others claim) boring. The optional third row was obviously a torture chamber but very useful occasionally, especially when short trips meant the difference between taking one vehicle versus two. Likewise overall interior space was a plus compared to some other compact crossovers. Obviously, VW took a lesson from American reactions to the previous Tiguan incarnation; too small and too expensive. However, perhaps I was just too familiar with the driving experience in my GTI. The Tiguan felt like home in some ways but the performance was disappointing. Not only did it not compare to my GTI, it felt considerably less "peppy" and engaging than the VW AllTrac. Putting the drive mode into "Sport" helped, but not that much. Overall, I found the AllTrac much more enjoyable to drive. (My wife, on the other hand, had become accustomed to the "command" driving position of the Sorento and wouldn't give it up in the Alltrac.) One other minor but (for me) important complaint. Unlike my GTI, the center armrest doesn't ratchet or slide forward. I understand this is an omission on the US version and one that I found very annoying. On the other hand, a frequent complaint that's lodged by reviewers and others, that the Tiguan (and other VW's) include a start/stop system, is, imo, ridiculous. The The VW system doesn't intrude in most situations; it's instantaneous on when it starts, and includes modifications to the starting system to avoid undue wear, and saves a bit of fuel and pollution. It's simply a non-issue. And when it is problematic (as in extended stop and go traffic) it can be shut off with a touch of a button. Ultimately, we opted to replace our Kia Sorento with the 2018 version. My wife loves it and not to be outdone, I replaced my 2013 GTI with the 2018 version shortly after.
    5
  574. Excellent and interesting as usual, Alex. I think your review highlights a couple of points. First, there is no such thing as the "best" vehicle in any particular category. Individual needs and priorities make all the difference. Second, choosing a vehicle almost always means prioritizing specific features and being willing to accept some less desirable aspects of that choice. Kudos for your objectivity in analyzing yours.
    5
  575. 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.
    5
  576.  @TerribleUsernameAmirite  Hyundai felt, correctly I think, that the Veloster N with its lower price point and lighter weight would attract enough additional buyers to make it more profitable in the US. In general it appears that Hyundai decided to introduce one or the other vehicle in most, if not all, national markets. Europeans get the i30N reflecting the appeal of sports sedans in those markets while North Americans get the "hot hatch" Veloster N, instead.
    5
  577. Joe, you might find the 2nd row captain chair armrest easier to use and more functional if you use the armrest for the seat you're in rather than the one for the other seat. (12:55).
    5
  578. Lovely vehicle. But I'd opt for a Golf R.
    5
  579.  @palebeachbum  I think you're missing Hyundai's objectives. When Hyundai opted to split off Genesis as a separate brand they were following a strategy originated by Toyota for Lexus several decades ago. Begin with large luxury sedans to establish a brand image. You seem to believe that the US is the only market that Hyundai is targeting; that's not the case. Korea and China are at least equally important (if not more so) and in those markets large sedans for executives, frequently with chauffeurs, spell luxury. And the recent versions of Genesis large sedans have been extremely successful in Asia. In the Korean home market, for example, they've cut sales of comparable Mercedes and BMW models by more than a third. Once established as luxury vehicles, Hyundai, like Lexus before it, plans to expand their line to other kinds of vehicles and reach down on the price ladder to offer entry level "luxury" vehicles. It's certainly true that SUV's are increasingly popular worldwide but what we in the US consider "midsize" SUV's are considered "large" vehicles in most of the world. And what is sold as "large" SUV's in the US either sell very poorly or aren't even offered in international markets. In Asian markets, large sedans and small vehicles not even sold in North America continue to flourish. As far as "reskin(ning) the entire Hyundai SUV line," that's anathema to Hyundai's strategy. In fact, the problem they face is not making their SUV's so upscale that they threaten to cannibalize forthcoming Genesis models. Genesis has faced some unanticipated problems in expanding its presence in the US brought about by conflicts with Hyundai dealers who wanted to sell Genesis vehicles but most of those issues appear to have been resolved and Genesis is now expanding its dealer network. The last thing Hyundai wants is for consumers to cross-shop Hyundai and Genesis brands. They want consumers to move up to Genesis.
    5
  580.  @shaesham  It's certainly true that well equipped 3 row crossovers typically represent a significant price bump compared to their compact brethren. But having said so, the MSRP of mainstream well optioned crossovers seldom exceed $50K. Ford's MSRP for top trim Explorers explodes that figure to near or over $60,000 and makes a moderately optioned mid-trim Lincoln Aviator Reserve with an MSRP of about $65,000 a tempting alternative.
    5
  581. Actually, the Hyundai/KIA market strategy with the Palisade and Telluride mirrors their strategy with other vehicles (e.g. Santa Fe vs Sorento; Stinger vs Genesis G70). Target a particular market segment and offer almost identical vehicles with components from a common parts bin designed to appeal to slightly different market sub-segments. The result is broader market coverage.
    5
  582. RKGSD: Size doesn't matter...That's what she said.
    5
  583.  @egates  White leather (and faux leather) interiors really pop in photos and videos so manufacturers frequently make them available in press fleets. And perhaps they work for sitcom "families." But those with families and pets in the real world either know better or learn their lesson.
    5
  584. The word "iconic" in reference to automobiles is tossed around far more than it should be. But the Miata is a car that belongs in that relatively tiny group of vehicles. Not because it's "modern" but precisely the opposite. It is a 21st century interpretation of British sports car, a vehicle that first appeared in the 1930's and was perfected in the post-WWII era...Well, "perfected" isn't exactly right. Austin Healeys, Triumphs, and MGs were far from "perfect." They were most exciting when their headlights went out on a dark night on a winding country road. And they were fast only in comparison to the rigs used in harness racing. Near perfection was achieved only later on with the elegant Jaguar E-Type in the 1960s. One of the very first cars to be displayed in the Museum of Modern Art in NYC.When Mazda introduced the MX-5 in 1989 I suspect that even the designers didn't expect it to survive for more than a single generation. It was an anachronism even then with only the Alfa Romeo Spyder the only similar model still in production. Yet here it is more than 30 years later more or less unchanged in all important respects. I'm sad to say I've never owned one. Life choices have meant that I nearly always chose a vehicle that could seat four (even if uncomfortably.) A much loved 240Z being the only exception. But I've always admired the vehicle. And it comes even closer to perfection than its predecessors. No, it does not need more power. It certainly doesn't need a turbo engine. About all it lacks is a glove compartment. If Mazda built no other vehicle worth owning (and that's not true) the Miata, alone, would justify the company's existence.
    5
  585. Big advantage that's seldom noted about the placement of the headlights in the Soul GT-Line. I live in the Pacific Northwest where the spring thaw in the mountains brings tons of rocks and gravel down from the mountains. That means every vehicle on a highway is vulnerable to projectiles from vehicles ahead, especially large trucks. It's bad enough to replace a windshield every couple of years. Putting the headlights just above the front bumper as they are on several versions of the Soul makes the problem even worse. The GT-Line Soul (as well as the Telluride and several other KIA models) places the headlights high on the front fender. A much better design. One negative for some on the GT-Line is the center placement of the dual tailpipes. Look cool but they interfere with the addition of a typical trailer hitch. A trailer hitch? Yeah, nobody's going to be seriously towing with a Soul but a hitch mounted bike rack is a definite possibility.
    5
  586. I'm a fan of the set of "tweener" mid-size crossovers that range from about 188"-192" in length. Easier to park and maneuver in traffic than the larger 3 row crossovers that range from about 195" to 203". Easier to fit in a crowded garage and in my case much easier to fit in a garage with a hitch mounted bike rack that adds a foot or more to the overall length of the vehicle. In my family's case with two adults a teenage daughter and a big dog we seldom need a third row of seats. But having said that there are times when we chauffeur a gaggle of teenagers or need to accommodate six or seven passengers that would otherwise require two vehicles when additional seating is a godsend. That was a major reason we chose the KIA Sorento over the Passport and other "tweener" size midsize crossovers. The Sorento is almost exactly the same length as the Passport (189" vs 190"). Nearly as much l cargo space behind the second row (38 cf vs 41cf) and total cargo capacity (73 cf vs 78.). A comparable V6 engine and drive train, and a considerably better infotainment system and features such as adaptive cruise control. Honda has a well earned reputation for building good vehicles and the Passport is one. On the other hand we found the KIA Sorento was a better value.
    5
  587. Beautiful car. Beautiful trip. Beautiful Seahawks win. Always nice to see our Canadian neighbors from BC. And flattered to hear you found us Yankees nice and polite. Coming from a Canadian that's quite a compliment.
    5
  588. One advantage of being late to the party is that you get to see what everyone else is wearing. The Pilot is a VERY good vehicle. Honda does an excellent job of designing and packaging their offerings but KIA (and its sibling Hyundai) have been knocking it out of the park for several years and according to this (EXCELLENT) detailed comparison that continues with the Telluride. Full disclosure. I own a 2018 KIA Sorento, my second, and I love it for its overall size (189"), its extremely efficient allocation of interior space, and its upscale features in the SX-L trim. I chose it over the Pilot last year and I'd still select it over either the Pilot or the Telluride this year based on my family's priorities. (But that's a different comparison.) Having said that, I'd add a few quibbles and kudos for points raised in the review. () Price. I realize that reviewers have to stick to MSRP comparisons but in my experience there's more than a small advantage for KIA's in real world price negotiations. I purchased my KIA Sorento last year for $8000 under MSRP, making it several thousand dollars less than the best offer I received for comparable models/trims from Honda, Toyota, and Mazda. I wouldn't expect anything approaching that discount on the new Telluride but I'm fairly confident that the small advantage the Pilot (Touring) enjoys in MSRP would be more than erased in serious negotiations. (Edit: Subsequent events have somewhat altered the situation. The demand for the Telluride is so great that unless one has already purchased or ordered one, it may be a wait until the 2020 model is introduced. And if a model, especially in SX trim, can be found, it's likely to be available only at several thousand dollars (or more) over MSRP.) () Performance/Power Train/Handling In this category traditional performance measures (e.g. 0-60, quater mile, etc) are pretty silly unless there are huge differences. The KIA has a slightly larger engine but it runs the Atkinson cycle that sacrifices performance in favor of fuel economy and the Honda's 10 speed transmission might have a slight advantage over the KIA's eight speed box. I'd expect to see a slight advantage for the Pilot in terms of performance but it's unlikely to be important or consistent from one reviewer to another. If you're into stop light drag racing with your 3 row crossover, look at a Durango with a V8 mill. Although KIA claims to have "torque vectoring," the Pilot's version of SH-AWD is a superior system. KIA's version is essentially a "brake-based" system that doesn't offer the same level of sophistication or capabilities of Honda's mechanical system. I doubt that most drivers will be in situations where the differences are obvious but it's worth noting. () Size. It's a very small point but I believe the length of the Pilot is incorrect in the review. The specs I've seen indicate it's 196.5" in length rather than 194.5." That makes the two vehicles virtually the same length. This is a nit to most folks. But for me it's important to being able to fit a vehicle in my garage and believe it or not two inches can make a difference, especially if you hang a large bike rack off the rear end. () Interior amenities/quality/size. Honda excels in family friendly interior design. But if you want near luxury, the KIA's nappa leather upholstery, larger infotainment screen and features and other amenities are obviously superior to the Touring trimmed Pilot. You really have to step up to the Elite trim of the Pilot and even then it trails the Telluride. Kia is king of the legroom competition in all their vehicles. If you're tall with long legs, look at a KIA model and the extending thigh support in the Telluride only adds to that advantage. Overall cargo and passenger space is almost identical. But if you want to transport six or more people AND their gear on a trip, the Telluride is significantly superior in terms of space. () Potential Resale. I don't buy a depreciating asset as an investment but if replacing a vehicle every three years or so is your (very expensive) hobby, the Pilot is probably a better choice. Nevertheless, the notion that KIA's crater in terms of resale value is an outdated notion. Last year I traded my 2012 Sorento for an identical 2018 model. The dealer gave me within $800 of the Kelly Blue Book estimate of the trade-in value of a comparable Toyota Highlander (the resale champ.) Considering that I originally paid about $8000 less than the best offer I received for a 2012 Highlander purchased new, I made out like a bandit. () Bottom Line. Given my experience with two Sorentos, I'd go for the Telluride in a heartbeat. No contest. And since the Pilot is a very good vehicle, superior to most others in the category, that's a strong endorsement. The review strikes me as truly excellent and not just because I agree with the conclusion. :)
    5
  589.  @tmwall25  If you think the RAV4 is priced like a "luxury cuv," you haven't shopped for either a mainstream nor a luxury crossover. Comparing a top trim mainstream vehicle with a base trim premium brand is comparing apples to pineapples. Considering that Toyota sells vastly more RAV4's than any rival, I suspect they know something about pricing. And the lesson of that is the not every vehicle has to be designed for stoplight drag racing.
    5
  590. They're highly reliable if serviced and maintained properly. I've been driving turbo4's since the 1980's (Saabs) and only had one calamitous failure (a 626 Mazda) but that was at 8000 miles. The engine was replaced under warranty and it ran flawlessly for over a hundred thousand miles after that. The issue with turbo4's, especially in large vehicles is that they require somewhat more maintenance and service attention than NA engines and typically don't deliver power in a seamless, linear, and quiet manner, features in large SUV's where behavior on long freeway slogs is a high priority.
    5
  591.  @GraysonCarr  That's an understandable choice for you, Grayson. Though the new Santa Fe wasn't yet available when I purchased an SX-L version of the Sorento earlier in 2018, I think I would still make the same choice today. Here's why. We're a family of three and a half (My wife, myself, our teenage daughter, and a big dog) so we could have gotten along most of the time with a two row crossover. But while we use the third row only occasionally, it's very convenient when we chauffeur our daughter and several of her friends, especially when putting them as far as possible away from the driver is a plus both for the adults and the teenagers. :) It's also a big advantage when the third row means the difference between taking a single versus two vehicles on a local outing. Of course, many folks don't face those challenges but for us the third row of the Sorento was a major advantage, especially since it is actually usable and wrapped in a package that's more compact than its competition. Second, the Sorento is my wife's daily driver and our family truckster for long slogs on the freeway. For those duties the V6 is smoother and quieter with more linear performance. I like turbo 4 engines. I have a VW GTI. But for the size and weight of this class of vehicles I think a naturally aspirated V6 is more appropriate for us. Again YMMV. Finally, you're certainly correct that comparing MSRP's makes the Santa Fe more affordable. But real world negotiations can paint a different picture. The MSRP for our Sorento was a bit over $48K. I purchased it for $40K. I don't know, of course, what deal I could make for the Santa Fe but I suspect that the discount on the SX-L KIA is significantly more than the Ultimate trim of the Santa Fe. MSRP comparisons are useful as a starting point when assessing the cost of a vehicle but if one is serious about a particular vehicle, it's important to determine what a particular dealer is willing to offer. Bottom line is that you and I purchased different vehicles because we have different priorities. That's why I take reviewers' list of the "best" vehicles with a very large grain of salt. I think you purchased an excellent vehicle given your priorities. I'd say the same about our choice.
    5
  592. The Santa Fe is an excellent vehicle, especially for those for whom a compact SUV is a bit too small and most three row midsize crossovers are too large and have a third row of seats that are neither needed nor wanted. I'm repeatedly surprised, though, that so few reviewers seem to recognize how similar the Santa Fe and the KIA Sorento are. In fact, if the Palisade and Telluride are at least fraternal twins the Santa Fe and Sorento are step-siblings. The shared list of shared components, features, and dimensions is a long one. Almost identical lengths, the Sorento is 189" and the Santa Fe is 187.8" and Nearly identical wheelbases (108.9" for the Santa Fe; 109.4" for the Sorento.) Each falls in the "tweener" class (188"-192") in length between compact and larger midsize SUV's along with the Ford Edge, Nissan Murano, Honda Pathfinder, Subaru Outback, and others. Same AWD systems. Same eight speed transmissions. Very similar switchgear from the same parts bins in the same locations. Same infotainment systems though the screen placements differ. Exactly the same interior cargo space. Exactly the same passenger space in the first two rows. In short, anyone familiar with either vehicle will feel at home in the other. At the same time, though, the list of differences are short but significant. The base engines are identical but the "performance" engines differ. The Santa Fe uses the same turbocharged 4 cylinder mill that was dropped from the KIA in 2018 and is the base engine in the KIA Stinger. The KIA offers a naturally aspirated 3.3L V6. (The same engine used in the KIA Stinger GT in a twin scroll turbo configuration.) Personally, I prefer the KIA's V6 especially considering that the weight difference in the top trim vehicles is only 64 lbs (4101 vs 4063.) In a vehicle with a curb weight over two tons (and even more when loaded with fuel, a maximum number of passengers, and luggage/gear) physics is physics and I'm inclined to believe a NA V6 is more durable than a turbo 4. The other biggest difference, of course, is that the Sorento offers a third row of seats. The two row version of the Sorento was dropped in 2018 shortly before the current Santa Fe replaced the Santa Fe Sport (and the older Santa Fe became the Santa Fe XL). The underfloor cargo space in the Santa Fe is occupied by the third seat row when it's stowed. If one doesn't need the additional seating the Santa Fe's extra storage is convenient but it's worth noting that it can be accessed only if the cargo space above it is empty thus limiting its utility. Whether the Sorento's third row is worthwhile depends on one's needs. It's actually surprisingly accommodating even for a couple of adults for local trips and is VERY convenient when there's a need for more than five passengers and the option is taking two vehicles. The Santa Fe received a major update more recently than the Sortento so there are several smaller differences. The Santa Fe has a digital cockpit in the top trims lacking in the Sorento though for the most part the information provided is the same in both vehicles. The 2020 Santa Fe has the lane change camera views found in the Telluride and Palisade. It will be interesting to see if they're available in the 2020 Sorento. The Santa Fe introduced an excellent notification system if a child or pet is left in a closed car. That system is in the Telluride and the Palisade and I strongly suspect it will be added to the Sorento in 2020. If it saves a single infant's life it will be worth it. Not to mention the hundreds (or thousands) of pets who die each year locked in overheated vehicles. The Santa Fe also has a lockout feature for driver side doors if a camera detects oncoming traffic. Another valuable feature that may show up in the next Sorento. Overall, the Santa Fe and Sorento are aimed at somewhat different market segments despite their similarities. The Santa Fe is priced and marketed as a larger alternative to compact crossovers like the CR-V and Rav4. The Sorento is a smaller more convenient size three row crossover. One might think the Sorento's sales would be impacted by the Telluride and there seems to be some evidence of that in the last three months but sales continue to be relatively strong. Whether the Santa Fe will suffer in sales with the availability of the Palisade seems less likely but time will tell. Personally I prefer the Sorento for its V6 and occasional use third row seating. And in the top trim SX-L the materials (e.g. Nappa leather) are somewhat more premium than in the comparable "Ultimate" Santa Fe. But others will differ and I can understand that. In any event, they're each an excellent choice among the "Goldilocks" crossover size.
    5
  593.  @braetonwilson4296  Dealer markups "suck for Telluride buyers" only if customers choose to purchase from dealers who add them to the transaction price. As for "industry insiders" saying KIA limits production to "elevate the whole KIA brand," that's simply ridiculous. I can just imagine the meeting. "Hey guys, here's an idea. Let's cut revenue so we'll improve our brand's 'reputation.' Imagine how much more respect we'll get in the industry." Anyone who'd make such a suggestion would no doubt be clearing out his/her desk by the end of the day. As for KIA's "unsavory reputation," I assume you need to put on sunglasses when you emerge from that rock where you've been living for the last decade. KIA no doubt retains its reputation as "value" brand that offers significantly more and better features than its rivals for a price somewhat less than the competition but it's been years since its sales reflected a reputation as building "cheap, low quality cars." At least that's true among those who have any actual knowledge of the automotive industry. And no, I'm neither a KIA salesman nor do I work for KIA corporate. I'm a software designer and business executive who has a fair idea of how corporate business operates.
    5
  594.  @xpinchx  I"ve owned both one of the last MK6 GTI's built in Germany before production was moved to Mexico and a MK7.5 built in Mexico. The 7.5 is tighter, better built overall, and lacking the squeaks of my MK6.
    5
  595. Honda continues to up their game in sedans. This will appeal to first time drivers, recent graduates, small families, and many daily drivers in all market segments. The biggest rival, of course, is the Corolla. But the Civic offers more performance from both the base and the turbo engines and the magic 40+ highway mpg's (at least as good as the Corolla). Most drivers may have difficulty achieving that figure but it will jump off the Moroney sticker on the window in the showroom. Some will be disappointed with a CVT but the fuel efficiency that results will appeal to many more. Toyota will counter with their reputation for reliability but Honda is no slouch in that department. There are several other noteworthy alternatives in this market segment but the one that stands out (imo) is the 2019 Kia Forte. Similar mileage from what KIA claims is an "intelligent" CVT. Somewhat roomier and with higher quality interior components in the upper trim levels than either the Civic or the Corolla. Near identical (or better) MSRP's with comparable (or better) base engine performance. Not to mention the typical KIA discounts compared to the Honda and the Toyota. And from a reliability standpoint the KIA five year bumper-to-bumper and ten year power train warranties are reassuring, especially given KIA's significant reliability/durability ratings improvements in recent years. KIA won't challenge either the Civic or the Corolla in terms of sales but the Forte deserves a look.
    5
  596.  @hawkermustang  Different strokes for different folks. Fortunately for KIA, not many folks share your opinion of the Soul.
    5
  597.  @amdreym  I have enough trouble keeping track of the damn phone. (Again..."Get Off ...)
    5
  598.  @MrLarrylar  It appears the 2022 Arteon sent to the US will include a version with more HP and a DSG in place of the conventional TQ automatic transmission. No chance for a V6, as in your CC, though. It will be a version of VWs venerable EA888 four cylinder engine. (BTW, I also own a CC as well as a GTI with the 4 cylinder engine and I love it.) Furthermore, no chance for the Shooting Brake for the US. VW has tried to interest Americans in wagons, both the Passat and the Golf, with no success. Sad, but unsurprising.
    5
  599. Wondered what Subaru would do for the Outback in 2020 with the Forester growing like a high school football player almost every year and the Ascent now filling Subaru's gap in the 3 row midsize segment. It appeared the Outback was being squeezed both from below and above. It appears they've come up with a winning formula for the Subar-ites out there, a substantial cult here in the Pacific Northwest. (A polite cult, but a cult nonetheless.) Traditionally, Subaru buyers have had to sacrifice premium interiors, dated components, and materials to pay for the brand's "full time" AWD. That doesn't seem to be the case for the 2020 Outback. The updates are both welcome and substantial. Where I live any hint of criticism of a Subaru risks not being invited to family Thanksgiving dealers or neighbors' block parties but I'll venture just a couple of qualified ones. First, I'm not a fanatic about it but I'm no fan of CVT's. I recognize their advantages and the fact that their behavior has been improved over the last decade (and will no doubt continue to improve). Nevertheless, I prefer a traditional geared transmission either of the DCT or torque converter variety. And I must say, if a manufacturer is going to go with a CVT, configuring it with faux gears and paddle shifters that undermine its advantages seems rather silly. Second, the Outback falls into my favorite category of crossovers, the "tweener" group (188"-192" in length.) Of all the vehicles in this group (There are currently nine and soon ten by my count.) only the Santa Fe and the Outback don't offer either a standard or optional V6 engine. Obviously, the Outback doesn't suffer in terms of performance with the turbo4 engine. And the old H6 engine wasn't impressive. In fact, if the 0-60 time Alex reports holds up in more rigorous testing the XT's performance (on that metric, at least) is close to phenomenal. Nevertheless, I'm skeptical about the long term durability of a turbo4 vs a V6, especially a naturally aspirated version, in larger vehicles. And I find power delivery in a two ton vehicle to be inherently smoother with a V6. On the other hand, the CVT and the turbo4 aren't as great a set of handicaps in the Outback as they are in the larger Ascent. The curb weight of the Outback is less than 3900 lbs while the Ascent can top 4600 lbs. With fuel, passengers, and gear that can put the Ascent's weight at two and half tons! The Outback, on the other hand, would likely be about 800 lbs less. In the Ascent the transmission and engine choices are deal breakers for me. Not so for the Outback. All in all, the 2020 Outback looks like a winner. That means I can sincerely compliment any friends, neighbors, or extended family who buy one. No need to make alternate plans for Thanksgiving unless Uncle Joe insists on wearing his MAGA cap at the table again.
    5
  600.  @swanblake  The Veloster N appears to be a fine effort. Hyundai/KIA continue to knock it out of the park with their recent (and forthcoming) models. And if one is looking for a "track ready" vehicle it appears to be a serious contender. But the original comment focused on "day to day livability." For example, I often share my GTI with my wife, daughter, and big dog. For me, that's an important part of "day to day livability" and the 3 door Veloster with a cramped rear seat doesn't measure up. As far as price is concerned, the Veloster N is likely be priced near or even above the real world price of a comparably equipped GTI. Reliability, while likely good from Hyundai, is unknown at this point. And like any first year model, some skepticism is warranted. Finally, the GTI's 6 year, 72K mile bumper-to-bumper transferable warranty is better than Hyundai's 5 year warranty. All in all, the Veloster N and the GTI are different kinds of vehicles that appeal to buyers with different priorities. Claiming one is "just better" ignores that fact.
    5
  601. Good review, I think, Ryan. As an owner of a Sorento I'd quibble about a few things and agree wholeheartedly with some others. () Size. Is the Sorento a "midsize" crossover? Well, it has a naturally aspirated V6 and three rows of seats. But at 189" long it's actually in a size class that one might call a "tweener" between compact and larger midsize rivals such as the closely related Hyundai Santa Fe (188"), the Subaru Outback (190"), the Honda Passport (190"), the Ford Edge (188"), the Jeep Grand Cherokee (circa 190"), and the Nissan Murano (192"). Other than the Santa Fe that uses a turbo4 lifted from the 2017 Sorento, they all have V6 standard or optional power plants. (The Edge offers a twin scroll turbo V6.) But the Sorento alone provides a third row of seats. For our family of two adults, a teenage daughter, and a big dog the size of the Sorento was one of its best features. It has an amazingly efficient allocation of space for passengers and cargo in a package that's easy to maneuver in the jungle of suburban traffic and parking lots. It doesn't match the cargo space (though it does match the actual passenger space) of several larger rivals but it's easily enough for us even on extended trips with lots of gear. In fact it has more passenger and cargo space than the humungous Mazda CX-9 (199") a vehicle that wins the award for the most inefficient allocation of space of practically any vehicle on the road. (It's a "bit on the small side," Ryan only on the inside. On the outside its among the largest in the midsize class, even bigger than the VW Atlas!) () Third Row Seating. Other than the VW Atlas, the Durango, and the GM twins (Traverse and Enclave), none of the midsize crossovers offer three rows of seats AND cargo capacity sufficient for six or more passengers. In most cases it's a choice between passenger and cargo space. The Sorento is no different in that respect. But if you check the specs, you'll the third row of the Sorento offers comparable or better room in the third row than its much larger rivals. Overall passenger space is better than either the Honda Pilot or the Toyota Highlander and much greater than the CX-9. We don't use the third row very often. But it's great for transporting a gaggle of teenage girls on a local outing or taking six or seven people to dinner when we'd otherwise have to use two vehicles. And in the SX-L trim we own and you tested, the third row isn't an afterthought in terms of HVAC and napa leather. All of this is in a vehicle that's up to 11 inches shorter than the competition. () Engine. I'm a fan of turbo 4 engines. Been driving vehicles with them since Saab's in the 1980's and my daily driver is a GTI. But in a vehicle weighing over two tons, I'd argue a V6 is more durable and offers smoother and more linear power delivery. The KIA's naturally aspirated V6 isn't the most impressive power plant on the planet but it's tried and true and in turbo form it's the V6 used in the KIA Stinger and the Genesis G70. All in all, it's pretty bulletproof. I had the same engine in my previous KIA and over 80,000 miles absolutely nothing went wrong. That great KIA warranty is provides a lot of peace of mind but I've never had to rely on it. () Driver Seating Position. You didn't like the elevated seating position. The Sorento is my wife's daily driver and she LOVES it. In fact the seating position combined with the relatively short distance to the front end is one of her favorite features. (She felt like she was piloting a long boat from the stern in the Ford Edge and had trouble determining the position of the front corners of the CX-9 located far, far away.) My wife (and other women I know) moved from a minivan to an SUV specifically to raise the seat to a point that visibility in the vehicle was significantly improved. Different strokes for different folks. () Torque Vectoring/ AWD Handling. Yeah, you're right. In a Sorento "torque vectoring" ain't what it is in a Honda Pilot. But the Sorento handles quite well in its mission of maneuvering in suburban traffic and long slogs on the freeway. As far as the low-speed 50/50 differential lock that turns off automatically above 15 mph, I think you'll find that's preferable to a manual lock that doesn't turn off at highway speeds and destroys a transmission. () Price. Every reviewer of the top trim SX-L Sorento swallows hard when they mention the price. The real world price of a vehicle may differ greatly from the MSRP. In our case, we purchased the our Sorento for $40,000 (nearly $8000 under MSRP) plus TTL. That was thousands less than the offers I received for the Toyota Highlander, Honda Pilot, and Mazda CX-9. And before anyone says, "OK, but what about resale?" I'd point out that my local KIA dealer gave me within $800 of the Blue Book for my 2012 Sorento versus a comparable Toyota Highlander. Considering I purchased that car for about $8000 less than the Toyota I made out like a bandit.
    5
  602. Toyota's Avalon faces the same problem as the Republican Party. Its constituency is aging and has the annoying habit of dying before the next opportunity to make a vehicle (or political) choice. Changing demographics paint a picture that's not promising and the pandemic only makes it worse. What to do? Toyota has apparently embraced the slogan that "60 is the new 40" with the TRD version of the Avalon. Will it work? I'm skeptical but at least Toyota has a strategy. The jury is out as far as the GOP is concerned.
    5
  603.  @vladsaghin7644  You're quite right, my friend. Blame a brain freeze for saying North America rather than the US. Quebec, for example, is an especially strong market for the basic Golf as well as the Golf R.
    5
  604. All true. But the Achilles Heel of the CX-5 is that its interior room is not only less than the Equinox; it's less than virtually every other vehicle in the compact SUV category. The CR-V and the Subaru Forester, for example, provide at least 25% more overall cargo space than the CX-5, vehicles that are barely larger than the Mazda. The 59.6 cubic feet of total cargo space is only about 6 cubic feet more than a VW Golf, a vehicle that's 15"(!) shorter than the Mazda.
    5
  605. Statistics back up your experience. Virtually every indicator of reliability, including the lengthening of VW's bumper to bumper warranty, support the improved reliability of VW's built in Mexico. And that's not because Mexican workers are more skilled than their German counterparts, it's because robots are significantly more precise and less variable than their human counterparts.
    5
  606. The Ascent has more cup holders. The Telluride has a 3.8L naturally aspirated V6 engine with a traditional eight speed transmission versus the Ascent's 2.4L turbo 4 cylinder mill and a CVT. Physics is physics and moving a vehicle that approaches two and a half tons when loaded with fuel, passengers, and gear in the Ascent raises some obvious questions about engine stress and durability.
    5
  607. Interesting review, folks. Some observations below. They're from a US perspective so all may not apply precisely to the Canadian version of the Sorento. Here goes... I have to side with Andrea in noting the advantage of the Sorento in terms of its 3 row seating. At 189" long it's at the small end of the huge category of midsize SUV's. The next smallest 3 row SUV (Toyota Highlander) is about half a foot longer than the Sorento. In our crowded garage that's an advantage and with a bike rack on the rear end we can still lower our garage door, a feat that's impossible with any other three row SUV. Furthermore, while it's true that the third row is clearly "cozy" it's worth noting that the KIA offers about 2 inches more legroom (29.6") than the Highlander (27.7"). Like most Sorento owners we keep the 3rd row stowed beneath the floor more than 90% of the time but when we need to transport 6 or 7 passengers on a local trip it's a HUGE convenience compared to using two vehicles. And the rest of the time its length is a big advantage in terms of maneuvering in the jungle of urban/suburban traffic and public parking spaces compared to other midsize three row SUVs up to 15" longer than the Sorento. (e.g. Chevy Traverse). There are some obvious differences between the Canadian and US spec Sorentos. For example, the X-LIne appears to be a separate trim level priced below the EX+ and SX versions. In the US, the X-Line is an option package for the SX trim that adds AWD and other features making it the Sorento with the highest MSRP. Otherwise, from what I can tell the Canadian spec Sorento offers memory settings for the driver's seat, a feature that is apparently missing altogether from the US spec version. It's a puzzling and what I suspect is a very big mistake in the US.
    5
  608. Definitely a niche vehicle but as such it may be very appealing to those who need a second vehicle that serves as a daily driver for a 40-50 mile round trip commuter or an errand runner. Leave the midsize or full size SUV at home. Balance your carbon footprint and the reduce contributions to the oil companies. While most EV manufacturers are struggling to extend the range of their vehicles, MINI is aiming for a market the others are abandoning. Furthermore, with tax credits and the driving experience of a MINI, it makes a fairly compelling overall case.
    5
  609. KIA has a long standing policy of limiting individual options on particular trim levels, especially in comparison to European brands where the number of individual options can run to several pages. The effect of this strategy is to simplify production and therefore to constrain production costs, a strategy that results in an overall lower cost compared to rivals. All in all, the strategy is designed to avoid producing individual vehicles that will sit unsold on dealer lots for an extended period. Of course KIA could offer an option of LED headlights on lower trims. They could also offer rear seat HVAC vents as an option. They could offer every trim with a full range of color options rather than limiting some colors to specific trim levels. Or any of a host of other individual options on lower trims. But I strongly suspect that KIA's market research tells them that customers for whom LED headlights are a priority also want rear seat HVAC controls and prefer higher grade interior materials. Offering each as an individual option would mean complicating production and potentially having models on dealer lots with some, but not all, the features a customer may want. That's not KIA's marketing strategy. They want each an every vehicle delivered to a dealer to appeal to a particular type of buyer and to sell as quickly as possible to potential customers. All in all, KIA's strategy mean customers cannot "customize" their vehicles to nearly the same degree as customer of other brands, especially those from European brands. But it also means that KIA can offer compelling value propositions that most rivals cannot.
    5
  610. I think Alex more or less nailed it in terms of a comparison of these two vehicles. Toyota has improved the looks of the RAV4 significantly but the CX-5 is still a better looking rig. If I were shopping for a car I would feel good about driving day in and day out, it would be the Mazda. On the other hand if good looks were my top priority I wouldn't be shopping for a compact crossover. The CX-5 doesn't entail the sacrifice in terms of utility that its big brother, the CX-9, demands but the cramped interior and class trailing overall cargo space suggests that the Mazda is an excellent SUV for those who don't need an SUV. The RAV4 doesn't lead the class in terms of versatility but it's significantly ahead of the CX-5. If looks were a top priority, I'd opt for the Mazda6 rather than either one. And if I were looking for the "utility" an SUV claims to provide, I'd go for the Hyundai Santa Fe or wait to hear more about the forthcoming Ford Escape with its improved looks and (possibly) more accommodating interior space than the RAV4.
    5
  611.  @cargueone1971  I not only own one. I've owned three. Never had a single issue with any of them. In fact, the issue of vehicle reliability is a complex one not advanced by unverifiable anecdotal claims on the internet. Neither yours nor mine.
    5
  612. Lotus builds beautiful, awesome vehicles. But much like European cut jeans, the size and shape of the cockpit limits their appeal to American bodies.
    5
  613. Those who can't afford any new car are fond of citing MSRP as a definitive measure of price. Those who actually sit down to negotiate a deal have a different experience. Having been through negotiations for a new Sorento, Highlander, and CX-9 earlier this year I can say that the deal I received at the KIA dealer was from $4000 to $8000 less than the best offer I had from the Toyota and Mazda dealers for comparable trims.
    5
  614. Excellent review as always, Alex. Unlike the current occupant of the WH I wasn't fortunate enough to inherit millions from my parents (though he seems to have paid a substantial price in psychological damage in return for it.) I'm fortunate to earn a good living (and luck has a lot to do with it) but I have a kid who's preparing for college in a couple of years. If in a fit of irrationality I drove home in an LS 500 I'd purchased my wife would want to know if I planned to live in it after she changed the locks on the house and hired a lawyer. Furthermore, I don't lease vehicles I can't otherwise afford to drive so my neighbors will either turn green with envy or wonder if I'm hooked up with a drug cartel for additional disposable income. Finally, if a fit of irrational exuberance took me to the nearest Porsche store rather than a Lexus dealer, I might have to adjust to living in an even smaller space but I think it would be worth it. In short, though I fall into the broad demographic categories in terms of age and income to own a large luxury sedan, my priorities don't make it a realistic choice for me. But purely for the sake of argument, let's say that wasn't the case. Would I choose a Lexus LS 500 over a Genesis G90? No. My friends and neighbors might not turn green with envy but they might cheer my relatively strong sense of value. I'd take that.
    5
  615. You prefer robots located in Germany?
    5
  616.  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.
    5
  617. 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.
    5
  618. Excellent review, folks. Congrats. As you note in the title the Durango is often overlooked in the midsize SUV category. And if fuel economy is even a mid-level priority there are better choices. But for those with serious towing in mind, the Durango can't be beat. Even the new Grand Cherokee L with a 7200 lb tow rating can't come close to its Durango cousin with its 8700 lb capacity. You're certainly correct in implying the Durango is a dinosaur whose existence depends on drinking the remains left in the ground by its ancestors but that's the price of dragging a family home around behind your vehicle. And it does a better job of being a daily driver than a $100K recreational vehicle.
    5
  619.  @yomatoshison  Top trim with come in at $35K-$38K. In the first place, KIA's pricing structure doesn't include a wealth of extra cost "bells and whistles." Instead, they package trim levels that are largely near fully equipped with few individual options. More importantly, breaking the $40K ceiling will bump up against a well equipped midsize Sorento.
    5
  620. OK, Boys....(and I use the term intentionally), try recommending the MT while driving for hours in near gridlocked traffic in Seattle (or Toronto). Suffice to say you'll learn to appreciate the DSG, especially considering that you can put it in manual mode and hold the selected gear all the way to redline. (And with an APR tune hold it at and beyond redline.) A manual transmission is great fun on empty roads or a track (I have a VW CC with a rare MT.) but for those whose lives consist of dealing with the delights of urban traffic, a DSG has more advantages than simply better performance and greater fuel efficiency.
    5
  621. 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.
    5
  622. The problem faced by the Sonata N-Line as well as the KIA K5 GT is the absence of either AWD or any form of Limited Slip Differential (electronic or mechanical) in a FWD sedan with nearly 300 HP and over 300 ft lbs of torque. In effect the customer is paying for power that cannot be used without wheel hop, torque steer, and tire abuse. Though the N-Line offers far more power than the versions of the Sonata with the 1.6L turbo it's hardly useful if it cannot be accessed. Hyundai doesn't offer AWD in any Sonata while KIA offers it as an option on lower trims. But the elephant in the room isn't the N-Line Sonata. It's the existence of the Stinger GT-Line with the same engine as the Sonata N-Line and KIA5 GT, RWD or RWD-biased AWD and an MSRP for a fully loaded version ranging from less than $38K (RWD) to slightly over $40K (AWD) plus destination, tax, title, and license.
    5
  623. Unfortunately, other than simply mentioning the existence of various safety features reviewers don't compare their actual performance. In my experience KIA's has among the best lane keeping assistance and doesn't "ping pong" from one side to the other. Likewise for the KIA/Hyundai adaptive cruise control and automatic emergency braking.
    5
  624.  @danitimnev2102  Let's try this in terms metric challenged Americans can understand. :) The Tucson is 176 inches in length. The CRV and Rav4 are each about 181 inches in length. Interestingly, the Mazda CX-5 is only 179 inches long. The Santa Fe is about 188 inches in length. The Ford Edge is the same - 188 inches. The Honda Passport is about 190 inches long. And the Kia Sorento (with three row seating) is 189 inches in length. And just to make things even more confusing, the VW Tiguan is 185 inches long. Is it in the "tweener-tweener" category? There are no hard and fast rules about these categories but at least in terms of overall size (though not interior space) the Santa Fe is most comparable to other "tweener" size (and usually two row) crossovers. However, quantitative specs don't tell the whole story. Hyundai thinks consumers are likely to cross-shop the Santa Fe with the CR-V and RAV4 and I suspect they're right.
    5
  625. Actually, it's not Subaru's first SUV. That was the Tribeca introduced in the US in 2005. But NO ONE wants to remember that epic failure.
    5
  626. 4000 miles in a year? Not sure that 's a "long term" vehicle.
    5
  627. Congrats on the new (to you) Golf R. Here's my recommendation. Add a Stage I (APR) tune and an aftermarket hi-flow intake. Considering the "R" is a manual transmission I'd also think seriously about upgrading to a heavy duty clutch. (The stock DSG would handle the additional power but the manual will eventually need to have a clutch replacement. Better sooner than later.) Obviously, much more can be done in terms of a stronger turbo, intercooler, etc. to move to stages 2-4. But apart from the substantially higher costs, unless the purpose is to build a track tool, the Stage 1 tune and improved breathing will provide all the power usable on the street. And the cost is more than reasonable.
    5
  628. 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.
    5
  629. A CVT with seven imitation gears? Weird steering? A combination of engine, transmission, and steering that's problematic? What's not to like? I'm with Alex on the CVT, especially with paddle shifters that add insult to injury. If a manufacturer is going with a CVT, don't turn it into a non-continuously variable transmission. And why stop with seven fake gears? Why not make it 12, or 17, or 27? Paddle shift to your heart's content. I usually try to find a vehicle's strong points even when it doesn't appeal to me personally. In this case it's a challenge. The best I can come up with is that it's a pleasant place to spend time sitting stationary in your driveway. Oh, wait, there's also the gauge that tells you the current compression ratio of the engine. That's REALLY useful.
    5
  630. For those looking for a crossover that offers a bit more interior space than typical compact SUVs the Tiguan is an appealing choice. In effect, its a tweener. At 185" in length it's about 5" longer than an average compact SUV (CR-V, Rav4) and 3"-4" less than the shortest midsize crossovers. (e.g. Ford Edge, Hyundai Santa Fe, KIA Sorento.) Its most unique feature, of course, is a (now standard) 3rd row of seating. Not surprisingly, it's hardly roomy back there with about 28" of legroom. On the other hand, that's 0.2" more default legroom than a Toyota Highlander. Obviously most suitable for small children but adequate for normal size adults for a local outing. The EA888 engine 2.0L turbo engine is a lower tuned version of the great turbo engine in the VW GTI and Golf R with 184 HP at 4400 RPM and 221 ft lbs of torque at 1400 RPM. That's less than a RAV4 with 203 HP but that HP isn't available until 6600 RPM. Even more striking is that the Toyota offers only 184 ft lbs of torque and that not until 5000 RPM. All that suggests the Tiguan is considerably peppier in normal driving. Finally, if the Tiguan's power isn't sufficient, a Stage I ECU tune from APR adds approximately 45-56HP and 59-79 ft-lbs of torque depending on fuel grade used without major impacts of mileage and (contrary to what one might think) without affecting the VW factory warranty. All at a price of $500 and about 30 minutes in the shop. For the record I've had an APR Stage 1 tune on two GTI's. The performance gain is significant (to say the least) and would likely be more manageable in a vehicle with VW 4Motion AWD. And considering that the EA888 engine in the Golf R is rated at near and over 300 HP from the factory, concern about durability should be minimal. All in all, the Tiguan deserves a closer look than it usually gets.
    5
  631. You're not the only one with those opinions, Mia. :)
    5
  632.  @2004cyrus  Carlos did get a very good price for the Forte. But real world pricing is often very different from MSRP. I purchased a top trim (SX-L), fully loaded Kia Sorento last spring that had an MSRP of $48,000+ for $40,000. Manufacturers frequently use an MSRP figure as a message to consumers about the quality of a vehicle versus the competition. In KIA's case, the message is, "Our vehicle is comparable to 'X' at a comparable or slightly lower price." Rather than "Our vehicle is a cheap alternative to 'X'." It's also worth noting that dealers of all brands frequently use the "Let me show you the invoice" scam to convince a buyer that the dealer is willing to sell the vehicle without making a dime in profit. That's not true. Invoice prices don't include manufacturer "hold backs" and other benefits (e.g. preferred access to delivery of the most popular models/trims) that dealers earn based on their total sales volume. Typically, hold backs are calculated on monthly basis and dealers are often willing to make better deals near the end of a calendar month in order to inflate their sales. The lesson for a consumer is to take advantage of the dealer's incentive by making a deal near the end of a month.
    5
  633.  @clayton8465 Ah, the classic Trump "people like you..." Much like the "A lot of people are saying..." :You may be right, though, that your comments "don't warrant a response." But unless such bilge is pointed out, "people like you" continue to spread absurd crap.
    5
  634.  @Jaymac720  Reliability is a VERY complicated topic, not easily summarized in a few paragraphs and certainly not reliably based on a sample of unverifiable internet comments. But here are some points to consider. () Sources of evidence. Undoubtedly the best and most comprehensive publicly available source of information about reliability is Consumer Reports annual survey of over 500,000 owners of vehicles. But CR warns readers that a BRAND's reliability scores may not accurately reflect the reliability of individual models. And for the least popular models, scores may well be based on very few responses. The FCA brand ranks relatively low compared to some other brands in terms of reliability but that doesn't mean that each and every vehicle in the FCA line-up contributes equally to the overall reliability score. A statistician will tell you that if there is more variation WITHIN a brand's set of vehicles than BETWEEN brands, a brand's ranking should not be relied upon to tell you much, if anything, about one vehicle versus another. () Measuring Actual Risk vs Rankings. When you purchase a vehicle you should be interested in the actual RISK of encountering a major reliability issue, not whether one brand (or vehicle) is slightly more or less reliable than another. Hypothetically, if one brand has 30 cases of problems out of 1000 vehicles sold and another has 15 cases, the first brand is arguably twice as reliable as the second. But the chance of encountering ANY problem in the first brand is still 3 out of 100. And in reality the actual risks of one brand/vehicle vs another is much closer than that hypothetical example. This is a problem analogous to comparing violent crime rates. One city, say Houston, has a much higher rate of violent crime than another such as New York City. But the actual risk of being mugged or murdered in Houston is still very, very low. (And yes, it's true that Houston is a more dangerous city than NYC according to FBI crime stats.) () What is measured by "reliability." CR asks respondents about 17 separate categories of issues in their evaluation of vehicles' reliability. They range from truly serious categories such as major engine and major transmission problems to things like "paint/trim" and "in-car electronics." In 2018 the Chrysler Pacific was at the top of five categories in 15 of the 17 categories, at the next lower category in one, and at the bottom in one category (in-car electronics.) The Honda Odyssey also ranked at the top in 15 categories, one in the middle, and one (again in-car electronics) in the lowest category. The Toyota Sienna was at the top in 16 categories, and at the next lower rank in one. No question that the Sienna outpointed both the Pacifica and the Odyssey according to CR's survey, but only in a single category, one that hardly qualifies as something serious such as "major engine" or "major transmission" issues. And for that matter, there is no way to determine just how much more frequent or more serious the "in-car electronic" problems were in the Pacifica and the Odyssey than in the Sienna. Would that single issue be enough to determine a purchase? Not for me. () Vehicle age and personal experience. As vehicles age they, like men, tend to drop off in performance and reliability. What does it tell you about the reliability of a new model to look at the current reliability of a model with the same name five or more years ago? Likely very little, especially if the vehicle has undergone a refresh or been replaced with a new generation since that time. When manufacturers encounter issues, even when they don't issue recalls, they typically redesign components in the next refresh or generation of a model. And virtually all vehicles today can be counted upon to run without issues for at least three years. That's why virtually every manufacturer offers a 3 year bumper-to-bumper warranty. It's a cost-free marketing tool. Some manufacturers who have reputations based on models from years before that encountered problems may well offer longer warranties. Again, because like any fixed term insurance policy an issuer expects that on average they won't have to pay off. Furthermore, past experience is a terrible guide to current risk. I owned an early Mazda6 whose engine literally melted at 8000 miles. It was replaced under warranty and ran flawlessly for another 120,000 miles. Would I hesitate to buy another Mazda? No. Every manufacturer produces a lemon now and then. Encountering one is largely a matter of the luck of the draw and having an engine detonate is about as likely as being struck by lightning. () Bottom Line. The internet is packed with hysterical, over generalizations about brands and vehicles. The fact is that virtually all vehicles today are far more reliable than was the case two decades ago, much less compared to earlier periods. And the actual risk of encountering a major reliability issue during the seven years, or so, that an average new car buyer keeps a vehicle is low. If I were purchasing a small pickup that I intended to drive for 25 years, it would probably be a Toyota. After all, Toyota pickups are the vehicle of choice for ISIS terrorists who subject their vehicles to far more abuse and neglect on the desert than I'm likely to subject a vehicle to. So when I buy a vehicle I take a look at potential trouble spots but there are other far more important priorities, especially when vehicle reliability evidence is on the whole so "unreliable." P.S. In response to "Trubatube," I don't own a Dodge Durango but I have a close friend who owns his third and reports virtually no issues in any of this vehicles. So much for personal anecdotes.
    5
  635. Sorry, Joe. Like most Mazdas the CX-3 offers attractive styling. But I simply don't understand the appeal of these mainstream "hatchbacks on stilts," especially when they offer so little actual UTILITY. With a maximum of 44.3 cubic feet, the CX-3 has less overall cargo space than a VW Golf (53.7 cubic ft). Want to use the cargo space behind the second row? The CX-3 provides a maximum of 12.4 cubic feet of cargo space versus the Golf's 17.4 cubic feet. Looking for the best gas mileage? The Golf is rated at 29-37 vs the Mazda's 29-34.
    5
  636.  @NicoNicoAFK  That's certainly true for those who think automobiles should resemble Hot Wheel models.
    5
  637. The Golf R goes for $41K. A loaded RS3 goes for $67K MSRP. And a GTI SE can be had for about $26K. Maths.
    5
  638. The K5 GT-Line, especially with AWD, is a strongly appealing midsize sedan. Internet fan boys will immediately want the K5 GT with its stronger 2.5L turbo engine and DCT but apart from the fact that most won't be able to afford either one they should be careful what they wish for. The biggest weakness of both the K5 GT and the Sonata N-Line is the absence of AWD or even a limited slip differential (either mechanical or electronic) in a vehicle with about 300 HP and over 300 ft lbs of torque. (Even a FWD GTI with far less power has an LSD.) What that means is that the power of the larger engine is difficult to access without wheel hop and torque steer. Some may think those "features" are essential to "performance" but experienced "enthusiasts" know better. All in all, the GT-Line with substantial cost savings and the capacity to access the full power of the 1.6L turbo makes a lot of sense.
    5
  639. The SX-L version of the Sorento is not simply "dressed up" compared to the base trim. It has a V6 engine versus a 4 banger, an 8 speed transmission versus a six speed, and AWD versus FWD. The L and the SX-L share the same dimensions and that's about all.
    5
  640. Looks like you're enjoying our incredibly wet winter here in the PNW.
    5
  641.  @Yconntection  Does the sun hurt your eyes when you emerge from under that rock where you live?
    5
  642. The interior packaging of the CX-9 is its greatest weakness. It has 19 fewer cubic feet of passenger space than a KIA Sorento that's 10" shorter. Legroom in the third row matches the back seat of a Mustang. Ever ridden in a Mustang back seat? Less overall cargo space than a CR-V or a Forester. At 199" long it's among the largest midsize crossovers; only the Dodge Durango and Chevy Traverse are larger. Even the humungous VW Atlas is smaller. The CX-9 handles well, especially on secondary roads, but in its natural environment of suburban traffic and on long freeway slogs, its advantage in handling is marginal or non-existent. And fitting it into a parking space or a crowded garage with a bike rack on the rear can be a major challenge. As JPL says, styling is subjective but the CX-9 is undoubtedly stylish. Unfortunately, its attractive profile comes about from its very, very long distance from the firewall to the front bumper necessitated by the massive exhaust manifold mounted behind the engine to accomplish the desired diesel-like performance from the turbo. That in turn is the reason the interior space is so cramped compared to its competition.
    5
  643. The Escape strikes me as the most interesting new vehicle in their lineup. When I first saw it I thought, "Ah...that's where Ford's smaller sedans have gone. Hidden in a crossover suit." Frankly, I think it's likely to be a smart tactic and may well be appealing to mainstream shoppers looking for a compact crossover that looks somewhat more upscale than the competition even if it sacrifices some utility (i.e. cargo space.) I'm surprised by Alex' reaction to the 3 cylinder engine. As he notes, Ford has been using the design in a variety of non-US models for awhile but I'd assumed it was aimed primarily at markets where consumers deal with expensive fuel and don't share Americans' expectations about performance. I'm still skeptical about it in a fully loaded crossover but it deserves a look. As far as price is concerned Ford seems to be following the same pattern they've adopted for the Explorer in terms of setting an MSRP. Send a message that this mainstream compact SUV is a more premium offering than the competition while dealers offer significant discounts in real world pricing. The top trim Titanium edition loaded with options is around $39,000 with delivery in terms of MSRP. I wouldn't be surprised, though, to see it sell for at least $4K under that figure.
    5
  644. No vehicle is "the best" in any segment. It comes down to individual buyers' priorities.
    5
  645.  @2006gtobob  Somewhat more than that. The Santa Fe and Outback each has 4 cylinder turbo engine. I think a NA V6 is more durable and has smoother power delivery in a vehicle weighing over two tons. Plus the Outback has a CVT. And while I'm not a militant member of the anti-CVT brigade, I prefer a geared transmission. The Murano offered less passenger space and cargo room than the Sorento and a CVT. Looked seriously at the CX-9 but it's absurdly large (199") for a vehicle that offers less cargo space than a CR-V along with another 4 banger. The Edge Sport (now the ST) was a serious contender but the 50 Shades of Gray interior and fit and finish put it in second place. And finally, the Sorento offered the best bumper-to-bumper and power train warranty along with a naturally aspirated V6 and third row seating. All in all, it amounted to considerably more than fitting in my garage and carrying stuff.
    5
  646. It's probably a minor issue for many but the Palisade's headlight placement just above the front bumper is a "fail" as far as I'm concerned. I live in the Pacific Northwest in the shadow of the Cascades. Every spring the snow melt brings many tons of small rocks and gravel down from the mountains and onto our highways. After replacing several windshields and headlights I've learned to put extra vinyl protection on the front of my cars and to keep my distance from huge semis and logging trucks ahead of me on the highway. But putting the headlights just above the bumper simply increases a vehicle's vulnerability not only from trucks but from the bullet-like velocity of rocks thrown even from smaller vehicles. It wouldn't be a deal breaker for me but it's a note of caution for those who purchase vehicles with low mounted headlights.
    5
  647. 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.
    5
  648. 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.
    5
  649. Very interesting review of an interesting vehicle, Alex. The mainstream midsize crossover category is huge. Two categories really. A group of larger 3 row vehicles that range in length from 195" (Highlander) to 203" (Traverse) and a group of smaller, typically 2 row CUVs that range from about 188" (Santa Fe, Ford Edge, etc) to 192" or so in length*. (Murano, Grand Cherokee, Blazer, etc.) Nearly all manufacturers offer vehicles in each category, the exceptions being Mazda** and until introduction of the new Venza, Toyota. But how various manufacturers have approached designing separate entries in the two sub-categories has differed. Some brands have based their two offerings on different platforms (e.g. Edge vs Explorer, Santa Fe vs Palisade, Blazer vs Traverse.) Others have simply reduced the size of their 3 row CUV's to provide a two row version. (e.g. Honda Pilot, VW Cross Sport). Toyota has taken a somewhat different approach with the Venza being a stretched version of the RAV4 but with a host of other differences, in terms of both style and substance. Apparently, the popularity of the RAV4 and Highlander hybrids has convinced Toyota to limit the Venza (nee Harrier) to a hybrid power train. No sunroof but a glass roof that darkens at the flip of a switch a la Mercedes Benz. Pretty trick. Obviously neither the Venza nor the Highlander is more than a very soft off-roader. But Toyota has the aging but still strong selling (and true "SUV") 4Runner for those who consider off-roading a high priority. In terms of size (exterior and interior) the Venza is at the low end of the smaller midsize CUV category just as the Highlander is at the low end of larger 3 row group but Highlander owners accept an extremely cramped third row and Toyota apparently believes a significant portion of their potential customers would prefer just to eliminate a tiny and cramped third row, altogether. I suspect they're right. The Highlander may well lose some sales to the Venza but from Toyota's point of view that's better than would-be customers defecting to other brands. I suspect the new Venza will be a strong seller for suburbanites who enjoy a close relationship with Costco and as a small family road tripper with excellent fuel economy. * VW's Cross Sport is an exception being 195.5" long; it's a very large 2 row CUV, half an inch longer than a Highlander. And KIA stands more or less alone in offering a smaller CUV, the Sorento (189") with three rows. **Mazda has a smaller midsize CUV,, the CX-8, but doesn't offer it in the US. Similar to the Venza, the CX-8 is a stretched version of the compact CX-5.
    5
  650. Wagon lover here. Over the years I've owned several Scandinavian versions (Saabs and Volvos) and I've loved them all. I'll admit, though, that in my experience they generally require more care and demonstrate more niggly little issues than Asian brands. No matter. Loved 'em anyway. To those unfamiliar with Volvos their models' nomenclature is confusing. My neighbor owns a V90 Cross Country which he repeatedly notes is not an XC90 but unless they're sitting next to one another, it may be difficult to distinguish them from one another. If I were to choose I'd lean toward the V60 Cross Country simply because I prefer a smaller vehicle even if it means giving up some interior space. Unfortunately, my wife's daily driver doubles as the family's trip vehicle and like many Americans (especially females) she finds the "command" seating position of an SUV appealing. As a result we gave up our last Saab wagon in 2012 for a KIA Sorento and re-upped with another Sorento last year. I compensate when I want to go canyon carving in the Cascade mountains with my GTI.
    5
  651.  @kromahj  Do you have to put on sunglasses when you come out from under that rock where you've been dwelling for the last decade?
    5
  652. An interesting and valuable perspective. And it makes me feel less guilty about my long-winded comment. 😁
    5
  653. Sadly it appears North America won't be seeing the true N version of the Elantra, the model known as the i30N in other markets. Apparently Hyundai felt that the Veloster would benefit more than the Elantra by giving it all the bells and whistles of a real "N" version and making both available in the US would result in cannibalizing the i30N sales here. Can't say they're wrong. I'm sure they make decisions base on careful market research and not the dreams of youtubers. And Hyundai knows far more about their bottom line than I do. Still, I'm disappointed.
    5
  654. Our family has owned two Sorentos in the last decade, a 2013 model and our current 2018 version. Each is an SX top trim. It's my wife's daily driver and our family's long trip vehicle. Suffice to say that we (and especially my wife) love our Sorento. If I suggest replacing it, my wife's eyes narrow suspiciously. The new generation is undeniably more attractive and the non-hybrid 2.5L turbo engine that replaces the V6 is a win/win with better mileage and performance. The hybrid and PHEV versions of current generation add to its charms. But if I insisted that we replace our Sorento with a different vehicle I'd probably have to pry my wife's cold dead fingers off the steering wheel. We're a small family of two adults, a teenage daughter and a large dog. It might be surprising to Zach that one of the benefits of our Sorento is the third row of seats. We don't use it often, no more than 10% of the time, if that. But it's a huge convenience for local missions when we have 6 or 7 passengers (e.g. chauffeuring a gaggle of teenagers) and the alternative is taking two vehicles. And while the 3rd row is cramped, it's worth noting that our Sorento provides more overall legroom than a Toyota Highlander including 2" more legroom in the third row. All in all it's a "Goldilocks" vehicle for our family. Great for trips for our family of four (including "Fido") and just the right size for navigating the jungle of local urban/suburban traffic and parking for up to 7 passengers. Having said all that it pains me to say that we would not even consider replacing our current Sorento with the new generation vehicle. The reason? KIA has shot itself in the foot by offering a second row bench only in the lowest trims (LX and S) of the gasoline only version and not at all in the hybrid or PHEV models. Even worse, opting for any Sorento with a bench second row offers only the sluggish naturally aspirated 4 cylinder engine and eliminates a host of other amenities. Furthermore, for us second row captain chairs doesn't reduce the two row seating to four humans. Instead, it reduces the total capacity to three humans since "Fido" isn't "built" to fit in a captain chair. Our only alternatives would be to put our dog in the rear cargo hold or deploy the seldom used third row for him. And as Zach points out, the latter choice all but eliminates the cargo space for gear and luggage on a trip. And the alternative of putting "Fido" in the cargo hold severely compromises its capacity, as well. Apparently, KIA's market research led the designers to conclude that the only consumers who preferred a second row bench seat were those with larger families and constrained budgets. That might be the case for some but our small family who would otherwise opt for a mid or top trim Sorento consider a second row bench to be a necessity. The fact that KIA has opted to eliminate that choice means we won't consider replacing our current Sorento with another one. Unless KIA designers come to their senses and offer a second row bench in mid and upper trims of the gasoline Sorento and in versions of the hybrid and PHEV models, we'll be holding onto our last generation Sorento and when we replace it, we won't be looking for another.
    5
  655. Easy answer. Latitude. AWD vehicles have a MUCH higher "take rate" in Canada than in the US. You might also have noted that the test car was fitted with "winter tires," hardly the optimal choice for a performance sedan especially in the relatively mild winter climate of Vancouver, BC. That's because winter tires are required on cars during the winter months in Canada. There's an analogous situation for GTI's and Golf R's. The latter are far more easily obtained in Canada than in the US. I've heard from Canadians that Golf R's are sometimes discounted below MSRP. That is VERY rare in the US. Conversely, GTI's are typically in tight supply in Canada while they're readily available, frequently with significant discounts off MSRP in the US.
    5
  656. Obviously Toyota hopes to capitalize on their reputation for reliability and resale value without putting much effort in designing the Corolla Cross. I'm not a potential customer for either of these vehicles. The KIA Seltos or the VW Taos comes closer to my needs. But if I were choosing between the Toyota and the Subaru, my money would go to the Subie.
    5
  657. Ya gotta feel sorry for Toyota. The long-in-the-tooth 4Runner sold "only" about 140,000 units in the US in 2018. That's the most they've ever sold in the long, long history of the vehicle. And 2019 models are slightly ahead of that pace this year. Yeah, they definitely need a major update.
    5
  658. 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.
    5
  659. It stems from market research. Typically, buyers of top trim models have smaller families, often with older children, and greater disposable income. Captain chairs in the second row are much more popular among those buyers. Furthermore, KIA traditionally limits the range of options in their top trim models. That includes offering fewer color choices, for example. This enables the company to constrain costs and reduce the number of unsold, higher priced models on dealer lots. In the case of the Telluride, however, KIA and KIA dealers (who determine trim mixes that are actually built) significantly erred in estimating how popular the top trim SX model would be. They expected the volume selling trim to be the mid-level EX. In fact, however, many Telluride buyers prefer the top trim SX and KIA has had an especially difficult time meeting demand for that model. As dalex7777 notes, the rumor is that KIA will offer a second row bench seat option in the SX in the future. Though I expect it will be next model year rather than a mid-year refresh since there are long waiting lists for the SX model with captain chairs. In fact, production has been slowed due to the shortage of those chairs from the supplier.
    5
  660. Right....And Chevy should drop the bow tie badge. It's SOOOO dated.
    5
  661. Congratulations, Lyn. You managed to post an entire review of a sport UTILITY vehicle without once touching on its actual "utility." At 59.6 cubic ft of total cargo space the CX-5 has only six cubic feet more cargo cargo capacity than a VW GTI, a vehicle that's almost a foot shorter than the Mazda and offers better handling, performance, and fuel economy. In the category of compact crossovers, the Honda CR-V and Subaru Forester have over 25% more total cargo room in vehicles that are only 1"-2" longer than the Mazda. Kudos to Mazda for finally adding Apple CarPlay and Android Auto and for including two usb charging ports in the back seat. But don't try to use those ports if you have five passengers in the car. They're buried in the center armrest and can't be accessed if three passengers are occupying the second row. One or two kids in the relatively cramped back seat? OK. Add another passenger and be prepared for whining. When the current generation CX-5 with the 2.5L turbo was introduced last year it garnered a lot of praise from automotive journalists and sales jumped compared to the year before. But in 2019 sales have cooled and are down about 12% compared to the first four months of 2018. (http://carsalesbase.com/us-car-sales-data/mazda/mazda-cx-5/) . The CX-5 offers strong performance for a compact crossover but apparently most buyers looking for a compact UTILITY vehicle take the "U" word seriously.
    5
  662. Don't worry. All available evidence suggests that most others do have much better luck than you report.
    5
  663. The Edge Sport has been replaced by the Edge ST. Though no quicker than the Sport (due to increased weight), it handles and stops better than the previous version.
    5
  664. First, a general comment. Automobiles are not women's fashions. The fact that a design is "dated" doesn't automatically make it less desirable. I realize that reviewers and adolescents are programmed to proclaim that what's new and different is inherently superior to what is tested and familiar but new doesn't equate to improved. Does anyone seriously believe that the "dated" design of the E-type Jaguar from nearly 60 years ago has been improved upon? And by the way, "Get off my lawn!" And while I'm on the subject of pet peeves, the practice of premium European manufacturers to make almost every possible feature of a vehicle an extra cost option is simply annoying. Of course not every customer wants or wants to pay for the same set of features and options. But European brands have carried that fact to a ridiculous extreme. Who doesn't want AndroidAuto/Apple CarPlay? Blind spot monitoring? Adaptive headlights? Treating every single widely desired feature as an optional add-on only adds cost (often a ridiculous cost) to providing those options. And rather than providing customers a wider range of choices, it looks more and more like a scam. As far as this particular comparison is concerned, I'd have to go with the Acura. The Merc is gorgeous but the V6 and Honda's SH-AWD puts it on top as far as I'm concerned. Not a fan of the push button transmission selector (a prime example of a feature that's new but not improved) but I'd put up with it in view of the Acura's other features. On the other hand, if Hyundai ever gets it together to provide a nationwide network of Genesis dealers, I'd be in line for the G70 over either one.
    5
  665. Good review but you buried the lead. The big news isn't the slight changes in the GT2 Stinger but the huge improvement in the base GT-Line version with the new 2.5L turbo 4 that's now found in at least 7(!) KIA, Hyundai, and Genesis models. That change reduces the difference in 0-60 times between the GT-Line and GT models from almost 2 seconds to about half a second (5.2 vs 4.7). Comparably equipped with RWD the GT-Line has an MSRP of $38,390 vs the GT2 MSRP of $51,290, a difference of nearly $13,000! Adding AWD is an MSRP upcharge of $2200 on either model, raising the GT-Line MSRP to a still screaming bargain price of $40,590. Furthermore, the GT-Line Stinger compares favorably vs the K5 GT. Same engine but the RWD Stinger doesn't suffer from the handling issues associated with putting 300 HP/311 lb ft of torque to the pavement in a FWD vehicle with neither AWD nor an LSD. For slightly more than a price bump of $3,000 between a loaded K5 GT and an RWD GT-Line Stinger you get a far more upscale interior, sound system, and other amenities. And for another $2200, the Stinger GT-Line has AWD that isn't offered at any price on the K5 GT. Reviewers are often seduced by focusing solely on the highest performance versions of a vehicle. And KIA, of course, would prefer to extract thousands more $$$ from their customers. But in the case of the Stinger, the GT-line represents a huge savings in both price and weight compared to the GT2.
    5
  666.  @ro0ster648  The main culprit in terms of the relatively cramped interior space in the CX-9 is the extremely long distance between the A pillar and the front bumper. It's nearly a foot longer than its rivals. It's necessitated by the massive exhaust manifold placed behind the engine and the associated turbo. It's an approach used by automotive designers for about a hundred years to suggest performance and potency but it adds nothing in terms of functionality. In terms of the fuel tank capacity the CX-9 has about 3 quarts more than the Telluride, not enough to account for much if any of the huge difference in terms of interior space.
    5
  667.  @MrCarpediem6  An old prof of mine used to say, "The great advantage of actual data is that it tends to cut the bulls**t." :) The CX-9 is absurdly large considering its actual interior space. And the RWD platform of the new Explorer inevitably means a larger vehicle for the same interior space.
    5
  668. ecpgiecg: The issue was whether a start/stop system creates a risk while stopped at an intersection. Presumably, the car idles in that situation in the absence of a start/stop system. In the case of a start/stop configuration removing one's foot from the brake immediately restarts the idling engine even before throttle is applied. There is no "lag for the engine to rev back up and stabilize." The issue of whether the start/stop system can be manually defeated is another issue entirely. In my GTI I sometimes turn it off when I'm in stop and go freeway traffic where the brake must be applied every 20-30 feet. But that is simply for convenience, not for safety.
    5
  669. Excellent review, guys. Kudos for noting the performance of the optional 2.5L turbo 4 cylinder engine. At my last count it's standard or available in at least NINE different KIA, Hyundai, and Genesis models and has received universal praise in virtually every application. As far as the Santa Cruz is concerned, I'm reminded of a review I read a more than a year ago of the VW Amarok, a similar vehicle that's popular in Australia. (It's not coincidental, I think, that Australia is a major market for Hyundai, as well.) At the time, I was somewhat puzzled by the appeal of the Amarok. Want a pickup? Buy a truck, I thought. Want a CUV? Get one, I thought. In response to my comment another viewer noted that the Amarok was far more pleasing to drive on Australia's sketchy roads than a traditional pickup. And if you're returning home with a dead deer, putting it in the bed is preferable to sharing the passenger cabin with the corpse. OK, I get it. And I think you're correct that comparisons between the Maverick and the Santa Cruz are misplaced. Ford will sell many, many more Mavericks, especially when fleet sales are taken into account. I have a friend who owns a local construction company and has ordered 4 Hybrid Mavericks to supplement his fleet of eight F-150s. Since his work is mainly local and is limited to the work week, the Maverick is ideal for his needs. On the other hand, I suspect that Hyundai will sell as many Santa Cruz "SAVs" as they can build, virtually all of which will go to individual consumers.
    5
  670. Excellent review, folks. Here's a perspective from a current top trim 2018 Sorento owner in the US. Our current Sorento is our second. We also owned a 2012 comparable model. Obviously, we like the brand and the vehicle. It's my wife's daily driver and our family's long range "tripper." Each of our Sorentos has been completely trouble-free. Sadly, I have to say we won't be trading our current vehicle for any of the current Sorento models despite the more advanced tech and the more appealing looks. Here are the problems. We're a small family -- two adults, a 17 y/o daughter and a large dog. So one might assume that the third row seating in the Sorento is unimportant for us. That, however, isn't the case. Like most Sorento owners we rarely use the third row but when we need to carry six or seven passengers on a local jaunt it's a major plus compared to using two vehicles. And that need comes along frequently enough to make the 3rd row very convenient. Unfortunately, the only way to have seating for more than 4 humans or in our case 3 humans and "Fido" without deploying the 3rd row of seats is to opt for the very lowest trim of the Sorento with the non-turbo 4 cylinder gasoline engine. Neither gasoline models with the excellent 2.5L turbo engine nor either of the hybrid models has an available 2nd row bench seat. Since "Fido" doesn't fit in a captain chair, our only options would be to (a) deploy the third row on a permanent basis for the dog and lose almost all cargo space or (b) keep "Fido" in the more generous cargo space behind the second row where he shares the space with luggage, gear, or (more often) groceries. None of those options, especially the last, is acceptable. The bottom line is that the absence of a second row bench in either the gasoline turbo or hybrid models isn't just a problem for large families. Even our small family finds the new models of the Sorento far less appealing than our current vehicle. Unless and until KIA makes a second row bench seat available in their mid and upper trim Sorento models, it won't be on our shopping list.
    5
  671. gerryblocker: I won't dispute Brian's comments regarding his experience with his hockey gear. But I'd urge you to take a look at the Sorento and judge for yourself. I'm actually a Mazda fan, having owned three of them over the years. But I just don't understand how the CX-9 can be so large and have less actual interior space than the Sorento. As for the Traverse, it's clear it has more capacity than either the Sorento or the CX-9. Have to say, though, that if it's available in yellow it would be indistinguishable from a school bus. :)
    4
  672. Mazda engineered the behavior of their 2.5L turbo to provide a civilized driving experience, not to shred its front tires when the light turns green.
    4
  673. You forgot to add "Get OFF my LAWN!"
    4
  674. Perceptive comment about the Escape as a Fusion replacement. Now that Ford has determined that the midsize sedan market in the US is simply not worth the effort it's not surprising to see the Escape morph into a kind of replacement for buyers who have abandoned that market segment for crossovers. Given the size and price of the Explorer the Escape is the most appropriate candidate for that role. Whether it can realistically compete with the Rav4, CR-V, and Mazda CX-5 remains to be seen but that's obviously where potential sales opportunities have gone.
    4
  675. Here in North America we don't have the same trim level selections as those available in Europe and we don't have a diesel option, at all. Instead, Mazda offers the CX-5 with the same 2.5L turbo petrol engine that's in the Mazda6 and the CX-9. Otherwise, though, the vehicles are comparable. But here's a test. What does the "U" in CUV/SUV stand for? If you said, "Utility," you earn a gold star. (If you said "ugly" that's another discussion.) And by that standard the CX-5 falls seriously short. (I'll stick to cubic feet measurement since we Americans are challenged by arithmetic and believe that metric measurement is some sort of foreign plot. ) The CX-5 offers 59.6 cubic feet of overall cargo space behind the first row of seats. The Honda CRV provides 25% more in a vehicle about one inch longer! In fact, the CX-5's overall cargo space is only about six cubic feet more than a VW Golf, a vehicle that's a foot shorter than the Mazda. So if a crossover's looks appeal to you, (there's no accounting for taste), the CX-5 is a stylish choice. But if actual versatility and "utility" in a cUv is what you're after, there are better choices in this category.
    4
  676.  @rutvijdabro7142  Even so, that doesn't match the features of a Telluride.
    4
  677. I'm a VW fan (I've owned two GTI's.) So when my wife and I went looking for an SUV last year, we looked carefully at the Tiguan. Perhaps because I'm so accustomed to my GTI, I was disappointed by the Tiguan's performance. Putting the drive mode into "Sport" helped but it was still mediocre at best. I haven't seen the performance figures but the VW Alltrack "felt" quicker and significantly more engaging to drive (perhaps because of the somewhat lower driving position.) And it's noteworthy that the Alltrack offers approximately the same overall cargo space. It's obvious that the new RAV4 will outsell the Tiguan several times over. Toyota's reputation for reliability alone will guarantee that. That doesn't necessarily make it a better choice but if I were cross-shopping I think I'd take a closer look at the VW Alltrack rather than the Tiguan.
    4
  678. Longstanding conventional wisdom among manufacturers is that consumers don't like green cars. Keep in mind that most of those in the market target for this car weren't even alive when Bullitt (the movie) was in theaters. I suspect that Ford was hedging their bets by offering the ever popular (and difficult to keep clean) black option.
    4
  679.  @moeanthony9308  Traded a 2012 Kia Sorento last year for a 2018 model. The dealer gave me a trade-in price within $800 of the Kelly Blue Book estimated trade-in value of a Toyota Highlander, the strongest resale value of any midsize crossover. Considering that I paid nearly $8000 less for the KIA than the best price I got for a Highlander, I made out like a bandit.
    4
  680. Kudos for the perceptive comment that vehicles like GLE 63 S "Coupe" represent an alternative to traditional sedans. And of course you're right that calling it a "coupe" is ridiculous, at least to the more (ahem) mature folks who remember when a "coupe" was a sedan with two doors. But we're a shrinking portion of consumers and will die off eventually. Furthermore, I'd go a step further and say that vehicles like this Benz and some other vehicles that fall between sedans and SUVs are effectively the replacement for what Americans once called station wagons. The liftback design found in vehicles like the (apparently soon to be extinct 😒) KIA Stinger , the VW Arteon, and the Audi A5 and A7 provide the versatility in terms of nearly the cargo capacity of a compact SUV in a manner very similar to wagons of twenty years (or more) ago without fashion penalty that wagons project in America.
    4
  681. It's a safety issue. Insurance against detonation.
    4
  682. Benjamin Exe: Having had two VW's with APR tunes and never having experienced a single error code, I'd say you're making it up.
    4
  683. KIA has long linked large sets of options to trim levels. Each trim level has a set of features with few options. At most, a trim level has one or two option packages. Even colors are restricted by trim level, especially at higher trims. You cannot have a white SX Telluride, for example, with a black interior if you want the "Prestige" package. This is a radically different approach than found in European brands and to a somewhat lesser degree in American brands where a particular trim has a long set of individual options that enable a buyer to customize their choice to the nth degree. Why? It enables KIA to contain production costs and reduce the number of unsold units with less popular features sitting for months on dealer lots until they're finally sold at deep discounts. So while, say, Audi allows you to configure your purchase in literally thousands of ways, KIA offers only a few. That reduces the price to every customer by keeping production and inventory management costs low for the entire range of models of a particular vehicle.
    4
  684. Except for the iconic MX-5 I think the Mazda3 is the most interesting and competitive model compared to its rivals in the entire Mazda lineup. I was somewhat surprised, though, to see some of the alternatives that Alex presented and those he omitted. For example, I find it difficult to believe that many consumers would cross shop the Mazda3 and the Subaru Forester. On the other hand, I wouldn't be surprised to see consumers looking at the Mazda3 hatchback, especially in its upper trim version versus the VW GTI or the Mazda3 sedan versus the VW GLI, neither of which was mentioned. As far as AWD is concerned, I'm skeptical about its utility in a small relatively light vehicle versus a comparable FWD vehicle with the weight of the engine over the drive wheels. Equipped with a good set of winter tires, I'd expect the latter to perform just about as well in challenging winter conditions as an AWD equipped vehicle. Nevertheless, Mazda claims that AWD is more than a marketing tool in other conditions and they might be right. If my money were on the line, I'd opt for the Mazda3 hatchback over the sedan simply because I value the versatility of a hatchback. But I wouldn't trade my GTI for one. The VW provides better performance and considerably greater passenger and cargo room in a vehicle that's about seven inches less in overall length. And while it's a unique personal advantage for me the 14' length of the GTI earns me a discount on Puget Sound ferries while the Mazda3 hatch would not. ;)
    4
  685.  @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. :)
    4
  686. The "emergency use" 3rd row was a major factor in my family's decision to purchase a 2012 KIA Sorento and to replace it with another Sorento in 2018. We're a family of four (2 adults, a teenage daughter, and a big dog.) We don't use the third row often but on occasions when we transport six or seven passengers on a local trip it's a huge convenience compared to using two vehicles. And compared to other 3 row SUVs, the Sorento's third row isn't as cramped as one might think. For example, it provide 2 inches more legroom than the Toyota Highlander and considerably more overall space than the Outlander or the optional 3rd row in the Tiguan. By the same token, the Sorento's overall size makes it ideal for its primary mission of navigating the jungle of urban/suburban traffic, public marking spaces, and fitting easily in our crowded garage. Unfortunately, KIA has decided to fit every Sorento trim other than the lowest, most basic version with captain chairs in the 2nd row. Even worse, the 2.5L turbo 4 that has received universally strong reviews in virtually every one of the NINE KIA, Hyundai, and Genesis vehicles can only be had in mid and upper trim Sorentos with the captain chairs. This means that having more than 4 passengers in the vehicle forces the use of the third row. And since our big dog isn't designed for a captain chairs it means we would have to deploy the third row or keep him confined to the cargo area. And since deploying the 3rd row eliminates all but 12 cubic ft of cargo space it severely limits our options for trips that involve gear and luggage. All in all, our current 2018 top trim (SX-L) Sorento is a "goldilocks" vehicle for us. It's my wife's daily driver and our family's long distance "tripper." It easily accommodates up to five adults or four adults and "Fido" with generous cargo space behind the 2nd row. Sadly, KIA has configured the trim levels of the current Sorento in a manner that makes it a far less appealing vehicle. While we'd love to retain the convenience of an "emergency use" third row, if we were in the market now, we'd likely opt for the Sorento's stablemate, the Santa Fe.
    4
  687. Nearly every mainstream automaker (except Mazda) with SUVs in what Americans call the "midsize" category offers two vehicles. The larger group are 3 row vehicles that range in length from 195" (Highlander) to 204" (Traverse). A group of smaller SUVs most ranging from 187" to 192" in length are nearly all two row vehicles. (The KIA Sorento is the exception, 189" long with three rows.) On average each manufacturer's larger entry is from 6" to11" longer than its smaller counterpart in an effort to provide more cargo space and more passenger capacity. Examples include the Explorer (199" long vs Edge (188"), Hyundai Palisade (196") vs Santa Fe (188"), Honda Pilot (197") vs Passport (191") etc. In VW's case, however, the automaker has learned that Americans prefer their Volkswagens to be considerably larger than Europeans. Thus, the US spec Tiguan is the largest of compact SUVs. The Taos tops the list in terms of size among sub-compact SUVs. And the Atlas as one of the largest 3 row SUVs in the marketplace. It's designed for the American market, built in the US, and isn't even sold in Europe. So when VW saw the opportunity to add the Cross Sport to their US portfolio they followed the same pattern. At 195.5" in length it's the largest two row SUV in the midsize category and less than 3" shorter than the Atlas. From that one might expect that the Cross Sport offers an especially roomy interior for passengers and cargo. In some ways that's true. The 40.4" of legroom in the 2nd row is not only especially generous, it's more than the the big brother Atlas.(37.6") Unfortunately, though, the "coupe-like" styling of the Cross Sport with it sloping roof, especially from the 2nd row to the rear bumper, sacrifices both passenger and cargo space compared to only slightly larger Atlas and its box-like design. The Cross Sport provides 37.8" of 2nd row headroom compared to the Atlas' 40.4". But that difference pales in comparison to the cargo space of the Cross Sport vs the Atlas. The CS provides 40.3 cubic ft of cargo space behind the 2nd row. The Atlas offers 55.5 cf in a vehicle that's less than 3" greater in length. Total cargo space amounts to an even greater deficit for the Cross Sport, 77.8 cubic ft vs 96.8 cf in the Atlas. Just to drive the point home, the Honda Passport, nearly half a foot shorter than the Cross Sport, offers 50.5 cubic ft of cargo space behind the second row compared to the VW's 40.3 cf and up to100.7 cf in total depending on the legroom allocated to the first row. The Cross Sport may have appeared especially roomy to the reviewers but the admittedly attractive sloping roof coup-ish stying sacrifices a significant amount of interior space considering the vehicle's overall size.
    4
  688.  @FamilyWheels  My objections to the CX-9 are not so much in terms of its absolute cargo and passenger space as much as it is to the incredibly inefficient allocation of space in the vehicle. Remember, the CX-9 isn't a relatively small 3 row midsize SUV. It's among the largest. If it were the size of the KIA Sorento (189" in length) its space for passengers and cargo might be understandable.(Though it would still trail the Sorento.) But considering it's longer than the Highlander, the Pilot, the Ascent, the Palisade, the Terlluride, the Atlas, and the Explorer its interior space is ridiculously cramped. Furthermore, all midsize 3 row SUV's are challenged compared to most full size SUV's (and certainly minivans) in terms of third row seating. But the CX-9 borders on unusable for anyone other than a young child or a small bound and gagged adult. (Granted that the CX-9 may appeal to the S&M crowd.) And while third row room may not be a high priority for many consumers, it's what distinguishes a 3 row SUV from its two row counterparts. Otherwise, why consider a 3 row vehicle, at all. There's a flock of shorter, more maneuverable and lighter 2 row alternatives to choose from. As far as cargo space behind the second row is concerned, the Sorento provides the same 38 cubic ft as the CX-9 with a 10" shorter footprint while the Telluride offers 46 cubic ft and the VW Atlas provides over 55 cubic ft. The Telluride is over 2" shorter and the Atlas an inch less than the CX-9 So what's the deal with the CX-9? The space inefficiency stems from a design decision to add nearly a foot to the distance from the front bumper to the firewall compared to its rivals. It's a design that sports car designers have used for about a hundred years to suggest potency and performance, features that appeal especially to males. (Ask Freud why.) But the CX-9's admittedly stylish exterior does nothing for its functionality. But what about its handling? Doesn't that make up for the Mazda's inefficient allocation of interior space? According to sales the answer is no. Professional reviewers love Mazda's excellent handling but few buyers are looking for a canyon carver in in 3 row SUV. And if they are, there's the far better selling CX-5 (six times the sales of the CX-9 in 2019) that has significant advantages over a 16.5 ft long crossover in terms of size and weight with the same engine and drive train.
    4
  689. It does. It's called the Kia Sorento
    4
  690. In fact VW's 4yr/50K bumper to bumper warranty is not the "shortest warranty of the bunch." It's longer than most manufacturers' standard 3year/36,000 mile bumper-to-bumper warranty. Furthermore, it's coupled with two years of service and maintenance on every vehicle sold, a benefit that amounts to something over $600 for every buyer. Balance that certain savings against the potential but very unlikely probability that a buyer will have a warranty claim in years five and six of ownership and the average consumer is far better off with the shorter warranty and free service and maintenance.
    4
  691. I've long believed that someone at VW Canada has embarrassing photos of one or more corporate VW execs. ;)
    4
  692. Like many KIA owners I never even darkened the door of a KIA dealership until I took a flyer and purchased my first one, a 2012 Sorento (SX-L). Six years later after nearly 80,000 trouble free miles my wife and I looked at various alternatives. (Ford Edge, CX-9, Subaru Outback, Honda Pilot, Toyota Highlander, etc.) We're neither "brand snobs" nor brand "fans." My daily driver is a GTI; my wife's is the family SUV. I love canyon carving in the Pacific Northwest's Cascades. But the mission of the SUV is the jungle of suburban traffic and family trips that involve long freeway slogs. After much research, shopping, and test driving for the first time in my (long) history of purchasing cars, I bought the same model from the current model year. I practically had to pry my wife's cold dead fingers from the wheel of her beloved 2012 Sorento but the major improvements in the new model coupled with the fact that my local KIA dealer offered a substantial discount and gave me a trade-in value within $800 of the KBB estimate of the trade-in value of a comparable 2012 Toyota Highlander (the resale champ of the category) sealed the deal. A week after we purchased it, my wife had a new best friend. The Telluride wasn't available when we purchased our Sorento but we're a small family (two adults, a teenage daughter, and a big dog.) So we don't need a vehicle the size of the Telluride. The Sorento is a Goldilocks size for us and though we don't need a third row very often, it works well when we chauffeur a gaggle of teenage girls or take 6 or 7 passengers to a local event and would otherwise have to take two cars. Otherwise, it remains stowed about 90% of the time, providing cargo capacity equal to or better than most of the rivals in the "tweener" category of 2 row midsize crossovers, (e.g. Ford Edge, Subaru Outback, Nissan Murano, etc. Only the Passport offers significantly more.) I've only driven the new Telluride on a short test drive out of curiosity and it wasn't the top trim SX model. So I can only offer my thoughts on some of the features the Sorento and Telluride share. SG is right about the placement and functionality of controls. My wife has said repeatedly that she values the fact that she never consults the manual when she wants to accomplish a task. The controls are just where she expects them to be. The KIA's infotainment system (shared with Hyundai models) is simply the most intuitive and features rich I've seen in any vehicle. Frankly, I considered adaptive cruise control a gimmick until I took an eight hour drive on a crowded freeway. I'll never own a long distance vehicle without it again. And the KIA's is superior to any other vehicle's I've driven (including my GTI.) Neither the Sorento nor the Telluride is a serious off-road vehicle but when we experienced the biggest snowstorm in the Puget Sound area in 40 years, the 50/50 locking differential in the AWD system took me up and down our long, long steep driveway through nearly a foot of snow (on all season tires) while my neighbors' SUV's were sitting beside the road at the bottom of the hill. KIA obviously needed a larger 3 row midsize crossover to compete with the likes of the Pilot, Ascent, CX-9, and the 2020 Explorer and Highlander. I won't be giving up our Sorento (my wife would divorce or kill me) but if I needed a 3 row crossover with enough room to handle six or seven passengers AND their luggage/gear for a trip, the Telluride would be at the top of our list.
    4
  693. The Santa Fe is a very appealing vehicle that virtually every reviewer fails to notice (or at least note) that is very similar to the KIA Sorento and uses a wide variety of the same components and designs. As the description above notes, it's a "tweener" size "between the compact and mid-size crossover segment..." So is the Sorento, at only an inch longer (189") than the Santa Fe. Almost identical overall cargo volumes. Virtually identical passenger space in the first and second rows. Same sunroof designs and controls. Same transmissions. Same AWD systems, Same infotainment systems with screens mounted differently. Same suspension designs and components tuned slightly differently. Virtually identical controls from a common parts bin in the same spots. The Santa Fe has a fully digital cockpit display that the KIA lacks but it provides virtually the same information in the same spots. The primary differences are (1) the five passenger, two row configuration of the Santa versus the three row Sorento with the underfloor cargo space in the Santa Fe identical to the 2017 two-row version of the Sorento that was discontinued in 2018. In the three row Sorento that space is used to stow the third row seats. (2) The base engines of the two vehicles are the same but the "performance" version of the Santa Fe is identical to the 2017 Kia's turbo4 (dropped in 2018) while in the KIA the performance option is the well tested naturally aspirated V6. In essence, the Santa Fe and Sorento offer two choices in the "tweener" category that includes vehicles like the Ford Edge, Subaru Outback, Honda Passport, and Nissan Murano among others. All around 190" in length. Don't need or want an occasional use third row of seats? There's the Santa Fe. Want a naturally aspirated V6 rather than a turbo4, Kia's got you covered with the Sorento. Pricing and interior quality in the Santa Fe is aimed at compact competition while the KIA is somewhat pricier at the highest trim level and aimed at midsize rivals. Each is an excellent choice and Hyundai/KIA has differentiated them enough to minimize cannibalizing one another's sales. In fact they're sufficiently different that reviewers seem not to notice how similar they are.
    4
  694. In addition to "watching" the CVT, I'd recommend keeping an eye on that 2.4L turbo 4 banger. The Ascent shares with the CX-9 the dubious distinction of being the only vehicles in the category that don't offer a V6 as standard or optional. Like the Mazda I suspect the Ascent's engine will be adequate for its mission but in a vehicle weighing over two tons I'm inclined to feel a less stressed (usually naturally aspirated) V6 delivers power more linearly and smoothly and with greater long term durability. In any event, if you find fault with the Ascent beware of the reaction of the "Subar-ites." They're a militant group and don't take criticism of their beloved vehicles lightly. :) P.S. And as for the Tribeca, few of my friends who own Subarus are willing to acknowledge that it ever existed.
    4
  695. Very good looking. Especially the front facia that no longer looks like it was designed by a committee. Like many others I'm no fan of CVTs but I understand that the target market for the Civic sedan prioritizes fuel economy and purchase price over my preferences. All in all, as Alex notes, it great to see Honda continuing to commit to sedans.
    4
  696. "Sometimes it's the little things that bring you to a decision..." Truer words were never spoken. When we were shopping last year my wife hated the vast expanse from the edge of the dash to the base of the windshield in the Ford Edge. We both hate a push button dial shifter compared to a traditional PRNDL stick. I like the voice of the woman who gives me directions in my GTI compared to other navigation systems. And the driver's seat in my GTI fits me absolutely perfectly. These are all nits; none is a deal breaker on its own. But "little things" add up and taken together they often make the difference in one's choice of a vehicle.
    4
  697. Having owned two KIA's over the last decade I've never experienced ANY "squeaks and rattles" in either one. Perhaps you weren't listening to the video. That wouldn't be surprising. The GTS has an MSRP is $1300 LESS than the GT1. Any other insightful comments or would you like to correct your errors?
    4
  698. Personally, I agree. But it's worth keeping in mind that the Telluride has been designed for and built in the US. The Palisade, on the other hand, is meant to be a vehicle for the international market, especially the potentially huge Asian market where the Telluride is not even offered. In those markets the "rugged" vibe of the Telluride is arguably less appealing than the "near luxury" vibe of the Palisade. The emerging middle class in Asia doesn't find "rugged" nearly as attractive as North Americans. Those folks have endured a long history of "rugged;" they're more attracted to vehicles that demonstrate their new found middle class status.
    4
  699. 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.
    4
  700. Isn't it obvious? The Aztec!
    4
  701. Edward Auerbach: You might also note that those Ferraris, Lamborghinis, and Aston Martins are all automatic transmissions.
    4
  702.  @normt5463  You make a valid point, Norm. Reviewers have no choice except to cite MSRP's on the window sticker but manufacturers set MSRP's to send a variety of messages. In some cases the message is, " Our vehicle is comparable in qualtity to our rival 'X'." In others, it says, "Here's the price, be grateful there isn't a second 'market adjustment' sticker. If you don't pay this price, someone else will." In short, the MSRP may bear only a rough resemblance to the real world price that comes from a serious price negotiation. For example, I purchased a KIA Sorento last year with an MSRP roughly equal to a comparable Toyota Highlander. But I paid about $8000 under MSRP while the local Toyota dealer offered only a slight discount compared to MSRP. As far as the Equinox is concerned, if a buyer pays anywhere close to MSRP from a Chevy dealer, they don't know how to negotiate a deal.
    4
  703. International markets get the Palisade. The Telluride is exclusively a North American vehicle built in Georgia and tailored to American tastes.
    4
  704. OK, OK. It's an awesome vehicle. I get it. I suppose I could buy a Hot Wheels version to sit on my desk until I could become resigned to the styling. But it would take a while. I have to admit, though, that in the matte gray it looks less offensive and boy racer than in other colors. Or perhaps I'm already becoming resigned. I've owned a couple of Hondas over the years including a much loved 1994 Prelude with a VTEC engine that gave me wonderful service and total reliability over a 150K miles. All I ever did was put in fuel, change fluids, and replace tires. It ran exactly as well when I replaced it as when I bought it. In my experience Honda builds great cars, motorcycles, and lawn mowers. I trust the brand. But as far as the Type R vs the Golf R is concerned I'd probably opt for the VW for several reasons, some very personal. I own a GTI and even with an APR Stage I tune that adds about 75 HP and torque it drives beautifully and rapidly and the torque steer is relatively well controlled. I love the size of the Golf, almost a foot shorter than the Type R, that earns me a discount on Washington State ferries for which the Type R isn't eligible. (As I said it's a personal reason others don't share.) And despite the shorter length of the Golf, it has more overall (and more flexible) cargo space than the Type R. The Golf's seating, visibility, and versatility are all major benefits as far as I'm concerned. And in the messy winter weather we experience in the Pacific Northwest, the Golf R's AWD is a major plus. Finally, and this is the most personal of my priorities, the fact that the Type R lacks rear seat HVAC vents is a near deal breaker for me. Or more accurately for my large dog whose second home is the back seat of my VW. I"m willing to concede that the Type R is a rare and awesome vehicle undoubtedly destined to be a classic. But the Golf R has already earned that status. Either is a fine choice.
    4
  705.  @NoZenith  Good points but the consumer market for towing with either the GTI or the Kona N is limited enough to hold national conventions in a Holiday Inn ballroom.
    4
  706. Apparently a number of manufacturers believe that quilted upholstery denotes luxury. Perhaps I'm alone in being reminded of the overstuffed furniture in my grandmother's living room.
    4
  707. Excellent review, Ryan. I always get a personal kick from your reviews since I'm familiar with the roads east of Seattle that constitute your test environment. It's one of the main reasons I live in the gorgeous Pacific Northwest. As far as the ID.4 is concerned I've already seen a few "in the wild" around the Puget Sound area and my local VW dealer has a substantial waiting list. The remaining barriers to consumer adoption of EVs are rapidly coming down as charging availability and range improve. Vehicles like the ID.4, the products from Korean automakers, and the F150 Lightning are potential game changers. The proportion of EVs among new vehicles is still tiny. ICE vehicles won't disappear anytime soon. But for those skeptical about the future it's worth noting that in 1900 the vast majority of vehicles were dependent on live "horse power." Within 20 years horses were no longer the dominant means of transportation; they had become pets or the objects of gambling at race tracks.
    4
  708. Fuel economy coupled with the fact that most drivers can't even say what CVT stands for, much less object to its use.
    4
  709. frumpd63: Same story here. I'd driven for 40+ years without ever having at least one MT car in the garage. In 2013 I purchased a GTI with DSG at my wife's urging so she could occasionally commute in the hell of Seattle traffic without too much aggravation. I quickly found that the flexibility of the DSG far outweighed the testosterone charge I had gotten from a manual transmission. When I replaced the MK6 GTI with a 2018 version I didn't think twice. When I drive in the twisty roads of the Cascades I put the transmission in manual mode and drive it just as I would a stick. And when I'm stuck in interstate traffic zipping along at 5 to 30 mph for what seems like hours, I let the DSG do its thing. Overtaking when the trans is in "D" is as simple as using the paddle to downshift. What do I miss? Well, there is the thrill of shifting into first gear when I come to a stop. The DSG does that for me even when I'm in "M" but I've gotten used to losing that "thrill." P.S. When I added an APR tune to my previous GTI, the technician said, "Well, now we don't have to have the talk about annual replacement of your clutch."
    4
  710. Not sure what the "target demographic" actually is. Here in the Puget Sound area I see everyone from millennial hipsters to graying seniors in Souls. On our island the local snail mail delivery person delivers everything from letters to big boxes in hers. The local florist uses one wrapped in their advertising to deliver flowers and plants. I think my local KIA dealer could skip hiring at least one salesperson and simply install a kiosk in the showroom. They disappear almost as quickly as they're delivered to the lot. As for putting the turbo and a stick in lower trims, I strongly suspect that KIA sees an advantage in selling turbos at a higher profit margin and a distinct disadvantage in having MT vehicles sitting unsold on dealer lots.
    4
  711. If your hobby is replacing a vehicle every "couple of years," you may be slightly better off purchasing a Honda in terms of resale value. However, that's a fairly expensive hobby. Furthermore, considering that you'll spend several thousand dollars more for the Honda than for the KIA, you won't make up that difference in resale value.
    4
  712. Nissan has come quite a ways since the dark days of their CEO smuggling himself out of Japan. The current Rogue, Pathfinder, and now the Frontier are all highly competitive vehicles. Kudos, Nissan.
    4
  713. An impressive offering, I'd say. Far more impressive compared to its competition, in fact, than the CX-9, CX-5, and even the Mazda6. It's very stylish, as Alex says, as a result of its long, long hood, a design it shares with its stablemates. What it doesn't share with those other vehicles is a major sacrifice in terms of interior passenger space versus the competition. And that's a big plus. Add to that the significantly upgraded overall interior including much needed improvements in the infotainment system and the much better integration into the dash. Well done. AWD is another advantage over its rivals. One can argue it's unnecessary in a vehicle as small and light as the Mazda3; a good set of winter tires with the engine sitting over the drive wheels will accomplish what AWD manages about 90% of the time. And with a weight savings equivalent to an NFL corner back sitting in the back seat is worth taking into account. Drivers in less than extreme climates may want to save the $1000 it adds to the price of the CX3. But for those who deal with challenging winter conditions, the AWD may mean they can postpone adding winter tires each year by a month or two. For the rest of us "allseason" tires may suffice with AWD. (Speaking of tires, one the few negatives I see is the 215 width tires. I'd upgrade them to at least 225 width immediately.) There will, of course, be complaints that the Mazda3 lacks the Skyactive engine architecture and a turbo version of the engine. But I suspect that's why the vehicle is designated as a 2019 model, allowing Mazda to add one or both of those features next year. But if the turbo in the other Mazda models is any guide, those folks may be somewhat disappointed. It does provide good overall HP (especially with premium fuel) and extremely impressive torque at a low rpm but inevitably that means it tends to run out of breath at higher rpms. Just where one might hope a "hot" compact would excel. All in all, Mazda's turbo4 delivers power more similar to a diesel engine than the punch expected in a turbo 4. Furthermore, in one of its few weaknesses, the Mazda3 already offers mediocre fuel economy. That might be irrelevant to those who want a "hot" Mazda3 but Mazda may consider what adding a turbo to the model may do to its overall CAFE figures for their fleet. Finally, I'm usually inclined to favor hatchbacks over comparable sedans. And I like the shorter length of the hatch version. But that shorter length means sacrificing more utility and versatility than it should.(imo). And the sedan's styling in the rear looks much, much better. If I were shopping in this segment, I'd go for the sedan and save a thousand bucks. All vehicles have flaws. And all design and engineering choices involve costs and benefits. The Mazda3 looks like a vehicle where the pluses significantly outweigh the negatives.
    4
  714.  @2004cyrus  My guess is that you don't share driving duties in your vehicle with someone who is 8" shorter and 50 lbs lighter (or taller and heavier.) The absence of memory seats in a "family" SUV is a serious omission.
    4
  715. "Kicking ass" is not what the Arteon is about. The Stinger is a Korean version of a European GT designed for the North American market. The Arteon is a German GT designed for a world market.
    4
  716. I couldn't disagree more with your comments about the EA888 engine and neither could those many, many reviewers and organizations that have awarded it a boatload of awards over the years.
    4
  717. Tell it to Porsche, Ferrari, Lamborghini, etc.
    4
  718.  @andrewadach8981  Nor anywhere else.
    4
  719.  @tommihelich2613  Five gold stars for admitting a mistake, Tom. All too rare from most folks making comments. :)
    4
  720. Though it's tempting for compare the Taos to the ever expanding category of subcompact SUVs, a more useful perspective on the Taos comes from understanding that it's VW's replacement in their lineup for the basic Golf in North America. (Gone now and very unlikely to return.) Though larger than the Golf (about 6" longer) it's still a small car with no (rather silly) off-road pretensions such as plastic body cladding. It's not meant to appeal to CrossTrek or Jeep Compass buyers with serious off-road missions (or the desire to appear they do.) The Taos, like the Golf, is an "on-road" vehicle designed for daily driving and trips for couples or small families with (at most) a couple of kids. Meant to swallow a considerable amount of cargo for its size. Its cargo capacity meets or exceeds that of several compact SUVs. A minimalist European aesthetic inside and out. But the Taos is meant for North America not Europe. The basic Golf remains an iconic favorite in Europe and VW offers other even smaller SUV-ish models like the T-Roc there. There's simply no place for the Taos in VW's European lineup. Will VW offer an "R" version of the Taos? That's possible but if so it will likely be pure appearance package rather than a performance version. If VW does opt to put the venerable 2.0L EA888 turbo in a "performance" version of the Taos it will probably mark the end of the GTI and the Golf R in North America just as the Taos represents the end of the basic Golf.
    4
  721.  @armandojuan64  Perhaps, but "shining" while sitting unsold on dealer lots isn't a viable business strategy.
    4
  722. A bit of an apples vs oranges comparison here. I'm a hatch fan and I'm one of those who likes the overall look of the "3's" hatchback. But it sacrifices far too much interior space, especially in the back seat, in order to satisfy the long hood/short boot demands of the Koda design language. A problem with virtually all of Mazda's vehicles. (See Freud for an explanation of why such a design trick employed by sports car designers to imply power and performance for about a hundred years is so attractive.) Both my daughter and my big dog agree that the lack of HVAC vents in the rear seat is a near deal breaker with either car. Unfortunately, the same applies to several other, otherwise appealing vehicles such as the VW GLI. C'mon automakers, if you're going to provide a back seat offer some fresh air back there. Personally, I'll stick with my GTI. All in all, the new Civic sedan appears to be an appealing choice for a couple or a young family with a couple of kids who don't opt for a compact SUV. (Good for them.) A fine choice for daily commuting, enough backseat and trunk space for an extended trip, and outstanding fuel efficiency for a non-hybrid. Designing a car that satisfies multiple missions is no easy task and Honda is especially good at that task.
    4
  723. 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.
    4
  724. scollyutube: I'm sure it's possible to wring 29 mpg out of a Golf R if you drive carefully, spend most of your time on long, flat, straight, freeway slogs and don't use the power available. That does raise the question, however, of why you have an "R". And I suspect that adding a 7th (overdrive) gear to the DSG adds an mpg or two to the fuel efficiency of the R. But to claim that it's "more economical" than a FWD GTI is simply silly.
    4
  725.  @pickready1871  Actually, the massive demand for the Telluride pre-dates the impact of covid-19. When I inquired about the availability of the top trim SX-PP version in July 2019 at my local dealer near Seattle, the waiting list (with deposits) was already 6 to 8 months long. My dealer doesn't apply second "market adjustment" stickers so that dealership has an especially long waiting list but Autotrader currently lists only 21 SX/PP Tellurides for sale within 500 miles of Seattle with 11 of those shown as "coming soon." I'm guessing that every one of those will be sold when they're unloaded from the delivery trucks.
    4
  726. For me, it comes down to this. Buy a 911 or send my daughter to college. As tempting as a Porsche is, I'll go with the kid and consider a BRZ/GR 86.
    4
  727. Sadly, the combination of Americans' parochial version of what constitutes a "performance" vehicle and VW's malfeasance in the "diesel-gate" scandal, we won't see any version of the European Passat, much less the gorgeous estate vehicles shown in this video. Reasonable people can differ about whether VW has been punished sufficiently for its diesel-gate sins but the bottom line is that the scandal has killed not only diesels from VW in the US but those of other manufacturers as well. And that's not good news. As for the Passat, it's another example of a lesson VW has learned with a variety of its models designed for European conditions and tastes. In general, Americans want larger, cheaper vehicles and care much more about straight line 0-60 performance than high speed driving. Sales of the European Passat languished until a cheaper version (both in price and content) was designed for Americans and built in Tennessee. The Touareg likewise failed to sell in the US and was replaced by the American built Atlas. The first generation Tiguan was universally praised by automotive journalists but viewed as too small and too expensive by US consumers. It has been replaced by a vehicle that shares its nameplate in the US but nothing else. Golf sales have declined to such an extent that VW is considering dropping the base model (leaving only the GTI and Golf R) in the US and emphasizing the Jetta, a model VW has decided to drop in Europe. For Americans who value the driving dynamics of European sedans and estates, it's a sad state of affairs.
    4
  728. As noted in the comment above, I found the real world price of a GTI versus a Golf R was at least twice the $5000 difference you cited. Things may have changed since four months ago but I purchased a GTI for about $6000 less than MSRP and did not find a single dealer willing to sell an R for less than MSRP. As for feature comparisons, the appropriate trim comparison is between a GTI Autobahn and the Golf R. In that comparison the "standard feature" differences consist of AWD vs FWD, the R's digital cockpit, an extra gear in the R's DSG version, and a front end frown vs a smiley face. :)
    4
  729. No. It's a matter lack of interior space in a HUGE vehicle.
    4
  730. Have to differ slightly. After extensive test drives of several midsize sedans (top trims) several months ago, I'd give the top spot to the Honda Accord 2.0L Touring with the Mazda 6 Signature a close second. Mazda comes out on top in terms of exterior styling without a doubt (imo.) The Accord looks like it's front and rear ends were designed by two separate committees while the Mazda's coherent, elegant design is both better looking and will age far better. Interior features/quality/materials/etc was a tie in my ratings. The "6" has a clear advantage in terms of materials and overall looks. The Accord has a significantly better infotainment system, a much roomier rear seat and more trunk room. And though I can't prove it, I have a feeling the Accord's interior will look better after 20K+ miles than the Mazda where I'm skeptical about some of the material choices. Finally, though the Mazda's interior is unquestionably better looking, in the examples I drove, the Accord's fit and finish was a bit better. In terms of handling, I think it's a "pick em." Yes, the Mazda captures an overall balance that's their trademark. But the Honda comes very close. And depending on one's driving style and roads, it might even be a smidge better. Honda doesn't offer SH-AWD in the Accord but if they did there would be no contest. It was in terms of performance that I felt the Accord has the clear edge. For those who like turbo power (I do) the Accord's engine, a somewhat detuned version of the motor in the Civic Type R, is simply magnificent. And when mated with the Accord's 10 speed automatic, it significantly outperforms the Mazda with its six speed AT. I was expecting the Mazda's turbo to offer a real kick with 300+ foot pounds of torque. But it simply wasn't there. On reflection, I think that was intentional on Mazda's part. The turbo is certainly adequate (more than adequate, in fact) but its performance reminded me more of the naturally aspirated V6 than the Accord's turbo and its performance didn't match either one. I suspect Mazda felt that was more appropriate in a family sedan and to improve the performance of the "6" they would have to sacrifice mpg's that would hurt sales. As I said, I thought the Accord slightly outpointed the Mazda6 (and I'm a Mazda fan having owned four over the years). But in terms of other choices, there are a couple of "bargains" that are worth mentioning. The Ford Fusion Sport V6/AWD is the true hot rod of the segment. If one is looking for a close to 5 second 0-60 time and terrifying the kids in the back seat, it's the "family sedan" you want. And with the Fusion heading off into the sunset Ford dealers are motivated to offer significant discounts. Just be prepared for a "50 shades of gray" interior. When I was shopping it was clear I could get one for far less than the $40K MSRP and less than the asking prices of either the Accord or the Mazda 6. An even bigger bargain is the VW Passat GT. It doesn't offer the many of the bells and whistles of the "6" or the Accord but it offers elegant styling that won't look dated after a few years, at least as good (imo) as the Mazda. Its back seat and trunk space are best in class. And it's V6 coupled with a six speed DCT makes it the equal of the Accord and Camry in terms of performance. Best of all, as a limited edition that won't be available in 2019 it can be had for $25K or less from dealers that have them on the lot. That puts it in Civic/Corolla territory.
    4
  731.  @jmula9372  How do you think one accesses the cargo space with "no hatch"? 😁
    4
  732. There's still another important reason that the RAV4 Prime is in short supply. In what can only be described as a "bait and switch" scheme Toyota announced the availability of the vehicle long before they ever intended to produce a sufficient number of vehicles to meet demand. And long before production bottlenecks associated with the pandemic and now the chip shortage made the problem even more severe. The reason? Simple. Toyota was behind other automakers in production of a PHEV variant of a compact SUV. To stall sales of readily available rivals Toyota introduced the significantly more powerful RAV4 Prime knowing they would not have enough vehicles to meet demand until at least the 2023 model year. It's obvious that the strategy was to draw potential customers to Toyota showrooms where they could be sold the actually available RAV4 (non-Prime) hybrid.
    4
  733. Sorry, but hoping to "build culture" by offering a manual transmission is analogous to trying to sell cameras that use conventional film in an era of digital photography.
    4
  734. 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.
    4
  735. To understand the role of the "Calligraphy" trim of the Palisade it's important to recognize the different markets the Palisade to which its closely related sibling, the Telluride, are aimed. The Telluride is built in the US and aimed squarely at the North American market where its major rivals are so-called "mainstream" 3 row unibody SUVs. The Telluride isn't even sold in Korea or the rest of Asia and Europe. The Palisade, on the other hand, is built in Korea and aimed to a great extent at Asian and European markets where it competes with SUVs from European luxury brands. The Japanese and American "mainstream" brands of 3 row SUVs are either completely absent from those markets or struggle to achieve even minuscule sales. With these factors in mind it's obvious why the Telluride from the beginning has projected a somewhat more "rugged" image while the Palisade has aimed to be a "premium" or even a "budget luxury" choice. The Calligraphy trim doubles down on that strategy, especially in markets outside North America. It's not that the US market is unimportant for the Palisade. But compared to the Telluride it's a significantly less important driver of design and trims.
    4
  736. Easy answer is that drivers from Florida to Southern California don't necessarily suffer from the lack of a heat pump.
    4
  737. You might want to check back to the time when Porsche introduced the Cayenne and the response from Porsche faithful was exactly the same as your comment. Worked out very, very well for Porsche.
    4
  738. Don't know about your mother-in-law, Paul, but mine would not have thought me to be "responsible" if I had spent $125K on any car when I was a "young man." 😒 Nevertheless, it does appear to be a magnificent end-of-the-line ICE vehicle for Cadillac.
    4
  739.  @melo2048  Just a minor correction (or perhaps a slight qualification). The KIA Stinger and Genesis G70 share platforms and drive trains.
    4
  740.  @gradywilkerson123  I think you're confusing the 2.3L EcoSport engine with the 2.7L version. The latter is a V6.
    4
  741. Not surprised to see the Santa Fe come out on top. If it only came with a naturally aspirated V6 and an occasional use third row it would be perfect. Oh, wait! The nearly identical KIA Sorento adds both of those features in a vehicle the same overall size with identical interior size and cargo space, the same transmission, same infotainment system, same AWD system, and the same logical placement of controls.Both are fine vehicles but my vote goes to the Sorento.
    4
  742.  @BenKurth  Some valid points, Ben. But please, paragraphs exist for a reason.
    4
  743. Figures seem accurate but it's misleading to combine the sales figures for Nissan's two vehicles simply because they share the same name. The Rogue Sport is 172" in length while the Rogue is 185" long. The Rogue Sport competes with the Toyota CHR (171") and the Honda HRV (170"). If the Nissan models are combined, the same should be true of the Toyota and Honda models. Doing so would add about 28,000 Toyota vehicles to the total and about 18,000 to the Honda total. It's not an accident, I think, that Nissan combines the sales of their Rogue vehicles despite their differences.
    4
  744. Actually, the closest resemblance is between the Telluride and the Range Rover. That's a design that's aged quite well.
    4
  745. Though the metaphor is seriously stretched, the Evoque seems to me to be the Italian supermodel of SUV's. Gorgeous, expensive, impractical, and high maintenance. I suppose that description better fits the Alfa Romeo Stelvio but the notion of a British supermodel seems somewhat out of place.
    4
  746. Neo Sorry, but major manufacturers based their product planning on extensive market research focused on what consumers want to buy, not on what self-selected "enthusiasts" post on the internet. If there were a major demand for sedans among American consumers Ford wouldn't be exiting the market, altogether.
    4
  747. No, no...The ugliest car ever made was the Pontiac Aztek. The Prius is just a pale copy of the Aztek.
    4
  748. Easy choice for me. The "R." The MB is beautiful but I love a hatch and that makes the "R" (slightly) more available here in the US than the MB.
    4
  749. I have no doubt that building an infrastructure to support "film crews working in places with no power" wasn't a feasible effort.
    4
  750. Not only won't Mazda bring the wagon to the USA, they've announced the end of the Mazda6 in the US. Period.
    4
  751. Roman, with your arms full of stuff and a kid, how did you push the button to activate the rapidly opening rear hatch? The Telluride simply requires you stand behind the rear hatch with the fob in your pocket. Voila. It may not open as rapidly as its cousin, but you don't have to put the stuff on the ground to push the button. :) Does the Palisade offer that? Can't say. As far as the cupholder wars, the Palisade still doesn't match the Subaru Ascent with its19! But wait 'till next year. I'm predicting some manufacturer will break the 20 cupholder barrier. I realize you were on a Hyundai press tour in gorgeous Cour D'alene, Idaho, so pointing out the identical features of the Palisade and the Telluride might have meant Hyundai would be offended. I hope they put you up at the Cour D'alene Resort. If not, you shouldn't worry about offending them. Nevetheless, nearly all the features of the Palisade you noted are identical to those in the Telluride. That includes power trains, AWD systems, infotainment software, and self-leveling suspensions. It's true, I believe, that Hyundai offers more power options for lowering the seats than KIA but for me adding electric motors where they're not needed seems to be a dubious advantage. Likewise, the Palisade appears to offer more eye candy in the gauge cluster but features like camera views of adjacent lanes when the turn signal is activated are identical. Likewise for sensor based alerts for kids and pets left in the back seats. Hyundai does offer a pushbutton drive selector, reminiscent of a 1964 Plymouth, compared to the Telluride's traditional lever but I'm hard pressed to consider that a plus. And as far as the Palisade being less expensive, that's debatable. MSRP's are a lousy way to compare real world pricing and I'm sure there are ways to configure either vehicle to be slightly more or less expensive than a comparable version of the other but the only significant difference in the top trim versions of the two is the fact that Hyundai offers FWD as well as AWD while KIA offers only AWD in the top trim version. Adding AWD to the Palisade limited brings its price to $47,745 according to Car and Driver (There's no "build and price" page available for the Palisade yet.) compared to the Telluride's $47,725. Actual availability and demand for the two vehicles will no doubt determine whether there are any significant price differences but I'm guessing there's no significant difference in MSRP for almost any comparably equipped pairs. None of this is meant to disparage the Palisade. It's just as impressive in its own way as the Telluride. Personally, I prefer the KIA's looks inside and out. Hyundai's design language always strikes me as kinda "fussy" compared to the less "blingy" KIA. And like a number of manufacturers Hyundai seems to believe that quilted upholstery is a mark of luxury while it reminds me of my grandmother's living room furniture. Different strokes for different folks. Hyundai and KIA do a magnificent job of slicing market segments into distinct sub-segments with near identical vehicles. (e.g. Hyundai Santa Fe vs KIA Sorento; KIA Stinger vs Genesis G70, etc.) I suspect there will be relatively little cross-shopping of the Telluride and Palisade with each appealing to a somewhat different consumer.
    4
  752. Ryan, like you I live in the Puget Sound area. In fact, I recognize some of the scenery from this and the Outback videos. So I'm accustomed to the occasional need for winter tires and AWD is a real benefit for messy winters even if I don't use it for climbing over boulders. Also, like you, I live in an area where any criticism of a Subaru (any Subaru) is likely to mean you don't get invited to neighborhood block parties or Thanksgiving dinner. Obviously both the Ascent and the Outback are capable off-road vehicles for duty short of rock climbing. I have to say, though, that unless one has a high priority for third row seating the fact that the Outback XT with the same engine/drivetrain as the Ascent as well as the same AWD system and a 700 lb (!) weight advantage would be my choice.
    4
  753. Turn signals at the bottom of the bumper???? Infiniti is not the first to adopt the stupid design that moves the turn signals down on the rear end but this is the most extreme version I've seen. Apart from being vulnerable to the slightest parking parking lot collision, don't designers recognize the huge reduction in rear end collisions when the high mounted third brake light was mandated some years ago? Putting warning indicators in the sight line of a driver following the vehicle is common sense. Third seat room? Looks to be about the same as my KIA Sorento in a vehicle a foot and a half longer. Cargo space behind the third row for luggage/gear 5-7 passengers need for longer trips? Less than most midsize crossovers. No Apple CarPlay/Android Auto? What year is this? Who buys/leases the QX80? That's not meant sarcastically. I don't tow so perhaps I'm missing the value that Alex notes on that score but even for those who drag their homes around behind their vehicles the QX80 doesn't appear to be the best choice. So is the QX80 just a placeholder for Infiniti in a market space where it needs an offering but not worth putting any significant effort into competing?
    4
  754.  @dalex7777  Actually, I've never seen a Sorento in a rental fleet. That's not to say that they don't exist but I travel on business regularly and have never found a Sorento to be an option. Perhaps I'm not renting from a rental site that stocks them but I do use Hertz, Avis, and National on a regular basis.
    4
  755. To understand the stylistic differences between the Palisade and the Telluride, it's important to understand that the KIA is designed for and built in North America, its nearly exclusive market. The Hyundai, on the other hand is built in Korea (where the Telluride is not even sold) and is aimed at markets outside North America. Thus the Telluride is intentionally aimed at competing with vehicles with more "rugged" vibes (e.g. Explorer, Durango, etc.) On the other hand, the Palisade is sold in markets where its competitors are primarily European premium brands and "ruggedness" is trumped by "luxury" among consumers. The Palisade is a "budget" luxury SUV in Europe and Asia where the Telluride's main rivals in North America are nearly non-existent.
    4
  756. Very interesting review, guys. Viewed from here in the US I noticed a couple of points. () When the Stinger was introduced several years ago it generated lots of plaudits from reviewers. Unfortunately for KIA, however, its sales have never matched those positive reviews. There are several reasons but among the most important was a factor that you cited about the base version with the 2.0L turbo engine, the model that should have been the Stinger's volume seller. Instead, Its sales were dismal in the US just as they were in Canada. To remedy that in the US KIA is offering the GT-Line model with the new 2.5L turbo engine that KIA, Hyundai, and Genesis are deploying in at least 7 different vehicles as either a standard or optional powerplant. As you noted, that model isn't available in Canada and having driven both the GT-Line and the big brother GT1 with its twin turbo 3.3L V6, in my opinion that's a shame. It's a vast improvement in both performance and fuel economy over the previous 2.0L engine. And while the GT1 offers neck snapping acceleration (0-60 in about 4.7 seconds) the GT-Line does that job in about 5.2 seconds with more linear power delivery and a 231 lb weight savings,, virtually all of it over the front wheels. No question that the twin turbo version of the Stinger is an impressive vehicle, just as it has been since the vehicle was introduced. But the GT-Line with its new 4 cylinder engine is an impressive "grand touring" sedan in its own right. () Speaking of a "grand touring" sedan, kudos for putting the Stinger in its appropriate category. Many North American consumers don't understand the designation "GT" as it's applied in Europe. It's not a two door coupe with a V8 engine (e.g. a Mustang) and it's not a "sports sedan" exemplified by the 3-series BMW. It's a midsize 4 door sedan designed to carry 4-5 passengers in comfort at speeds over 100 mph over well maintained European highways and navigating European backroads originally laid down by the Romans two millennia ago or narrow urban streets in European cities. Understood in those terms, the Stinger is an impressive vehicle in with either its 4 cylinder or its V6 engine. () As noted above I've recently driven both the GT-Line and GT1 Stingers and found each to be a bargain compared to the competition. The GT1 arguably falls a bit short of European vehicles from Audi, BMW, and MB but at a price point that is very, very appealing. The GT-Line offers even greater savings. In that case, the most appropriate rival is the VW Arteon. As an owner of both a KIA (Sorento) and a VW (GTI), I'm undecided between them. () Again, thanks for the review, folks. It's always great to hear a Canadian perspective on vehicles we share and the differences between the ones available in both countries. I have to say that KIA has done Canadians a favor in outfitting the highest trim Stingers while offering Americans a base version that Canadians unfortunately don't have a chance to purchase.
    4
  757. wasabi9111: As a family of three plus a big dog we don't need a third row 95% of the time, either. In fact, my wife swore me to secrecy about the existence of the third row in our previous Sorento so she wouldn't end up being the default chauffeur for the neighborhood children. :) Have to say, though, that on those occasions when we take the kid and another couple out to dinner, it's very convenient not to have to cram everyone in two rows or take two vehicles. We did look seriously at some two row SUV's. Though my wife isn't a fan of the larger SUV's she wasn't prepared to give up the "command" driver position of the Sorento compared to the compact SUV's like the Honda CR-V, the Subaru Forester or Outback, or the VW Tiguan. Personally, I loved the Ford Edge Sport with its 2.7 Liter twin-turbo V6 but the Sorento is mainly my wife's car and she's not afflicted with testosterone poisoning as I am. In the end, the Sorento was a "goldilocks" choice. Not too big, not too small. A usable third row but not at the expense of overall size .
    4
  758.  @dalex7777  The Sportage is definitely due for a new generation redo. I suspect that other compact SUV manufacturers, even Honda and Toyota, are nervously watching.
    4
  759.  @ks1ngh27  Considering that Moab, Utah is 4000 ft above sea level, "not bad at all" is a valid statement. And considering that the engine is running the Atkinson Cycle focused on fuel efficiency rather than performance it's fairly impressive.
    4
  760. I don't think Russ is claiming that the CX-5 and the RDX are in the "same segment." No more than that the CX-5 and Ford Edge are in the same segment. He's making a useful distinction between SUV's that want to project an off-road vibe (even if they are seldom found off-road) and those that are unabashedly aimed at on-pavement use.
    4
  761. Oh please...I've owned two GTI's and love them both. But calling Japanese brands "JapCrap" says more about your ignorance than anything about Japanese vehicles.
    4
  762.  @ryotaryuu  Well, apart from the fact that a mid to high $20K price wouldn't get you all four wheels on any of the models you mention, there's also the fact that you'd have to make five trips to Costco to match the cargo capacity of the Soul. Let me know where you can purchase a V8 Camaro, Mustang, or a Dodge for the price of loaded Soul. The MSRP of a Mustang GT begins at over $35K, the Camaro at over $39K, and the Challenger at over 34K. All stripped with no options.
    4
  763.  @blakesim6364  I think TJ Blair's comment summed it up well. I'd add that the PNW (Washington and Oregon) share some geographic and climatic attributes that help explain the Subaru brand's popularity and loyalty. The "wet side" character of the climate west of the Cascade mountains is often overstated (Miami has more annual rainfall than Seattle) and both here on the west side and on the "dry" side east of mountains drivers don't face the severe winter weather endured in the upper midwest. But our winters on both sides are often messy and trips over and in the Cascades are very popular. Subarus are well suited to such a climate and geography. Given that, as TJ Blair notes, the popularity of Subarus goes back for years. And Subaru owners are extremely loyal, expressing that loyalty loudly and frequently. Word of mouth has resulted in an ever growing "cult" of Subar-ites. (No offense meant. It's a very polite cult. 😊)
    4
  764. Perhaps the designers of the Equinox were transferred from their previous projects designing the Camaro.
    4
  765. It's called design to meet a price point.
    4
  766. And even larger on the exterior. On the other hand it has even less interior room than a Honda CR-V.
    4
  767. Unfortunately, it appears the US won't be getting the i30N. Instead, the engine is going into the Veloster. And while that may excite some of the younger set, it misses an opportunity to compete with the GTI, not to mention the Golf R. Can't understand the Hyundai's decision unless it's a concern that the i30N might steal sales from the lower trim levels of the forthcoming Genesis G70.
    4
  768. Here in the Pacific Northwest you can hardly toss a rock without hitting a KIA Soul. The demographic coverage of the vehicle is amazing. I see everyone from 20-something hipsters in Seattle to retirees on our island in the Puget Sound tooling around in Souls. I think my local KIA dealer could install a vending machine to sell them and eliminate a salesperson. With over 24 cubic ft of cargo space behind the rear seats and over 61 cf with the back row folded, it's amazingly versatile. And that versatility is enhanced by the rectangular shape of the cargo space and the fact that rear wheel wells don't intrude on it. My brother-in-law rented one to move the contents of his parents home to a storage unit and couldn't stop raving about how much he could pack in such a small car. In fact, at only 165.2" long it qualifies for a discount on the Washington State ferries. One point about the firm ride. The large wheels with low profile tires is one factor. But it's also worth noting that the Soul is designed to carry a lot of weight from passengers and cargo in a very small vehicle. Load it up with four adults and/or boxes of books and the suspension has to cope with it. A more sophisticated suspension system might do a better job but KIA, like any manufacturer, is building to a price point. And the Soul offers a tremendous value proposition for the price. According to what I've read KIA did explore the possibility of adding AWD to the Soul. Their market research, however, indicated it wasn't a high priority among current owners or potential buyers. In fact, nearly a third of the current owners thought the Soul already had AWD! Limited ground clearance is another potential complaint. But the closest thing to "off roading" KIA Soul owners typically encounter is a gravel road, not a trail and much less rock crawling in the vehicle. Given that AWD would add weight and more ground clearance with weight higher up would detract from handling, it's not surprising KIA made decided against either option. KIA's marketing materials may call the Soul a crossover or even a subcompact SUV but it's neither one. It happily sits in a market niche pretty much its own. Finally, the turbo engine option definitely improves straight line performance (MT says 0-60 in 6.5 seconds, quicker than any other sub-compact crossover and quicker than the Civic Sport and Elantra GT Sport) but it doesn't turn the Soul into a GTI competitor. That 30 mpg combined figure for the Soul is a huge selling point for the Soul. The turbo engine drops it only a bit to 29 mpg. But anyone familiar with turbo engines knows achieving the EPA mileage figures is more challenging with the intoxicating behavior of a turbocharged engine. Having several friends who own Souls (including our local snail mail delivery person who wouldn't trade hers for anything else) and having owned two KIA Sorentos myself, I'd bet on the Soul's reliability and durability. Oddly, Toyota and Nissan both failed to capture the public's interest with their similar vehicles. Apparently hamsters make great marketing tools.
    4
  769. Had the Palisade not been awarded two points for a lower price, the two vehicles would not have been close. But that 2 point advantage was an apples to oranges comparison. Fully equipped top trims of the Palisade Limited has an MSRP of $47,445; the equivalent SX Telluride is $47,330.
    4
  770. The Italian supermodel of cars. Undeniably gorgeous. Your could spend an unforgettable week with her visiting northern Italy (the closest place to heaven on this planet) but you'd think twice about taking her home to meet mom. What does the Giulia lack that the Stelvio provides? The Giulia's small trunk doesn't provide the space required to accommodate the small Italian mechanic you're advised to carry at all times. 🤣
    4
  771.  @fcex558  I know John only from his Youtube comments so I cannot attest to his ethnicity but I fail to see how it's relevant unless you're proclaiming your xenophobia. You might want to remove your MAGA hat so your brain can get some oxygen.
    4
  772. I've owned only one minivan, a Mazda MPV in the 1980's As I recall it was the only AWD minivan available at the time. Utterly reliable. And the AWD may well have saved my wife's and my life when I managed to get it in a ditch on a logging road (more a mountain trail) in heavy snow high in the Washington Cascades in early spring. Had we not been able to get it back on the road we would have had a very long, difficult hike to any semblance of help. Left me with a soft spot for Mazda that I have to this day. And it makes me wonder why Toyota is the only manufacturer to offer AWD on a minivan. Considering its value in a large, heavy vehicle and how popular and trendy AWD is, it's a puzzle.
    4
  773. Different strokes for different folks. I think the BRZ wins on looks solely because it lacks the 86's duckbill spoiler. Every time I look at the rear end I'm reminded of Donald Duck.
    4
  774.  @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.
    4
  775. trillingualkid: "When you see a Mercedes S AMG you know that person has made it in life..." A more succinct statement of badge snobbery has never been uttered.
    4
  776. An insult to female engineers. This appears to be designed by bean counters checking the inventory in parts bins.
    4
  777.  @RicardoMNogueira  Maybe $30 Billion is very little to you. Most folks would find it more than pocket change. And that, of course, is only the price in lawsuits and fines not counting the impact on its worldwide sales as well as the very real effect it has had on the criminal records of quite a few VW executives and the ruination of the careers of many more.
    4
  778. As the sole vehicle in a household, that's understandable. But like the MINI-E with similar range, the MX-30 will likely appeal to couples/families with at least one other driver where a short range EV can assume a considerable portion of the total miles of driving required.
    4
  779.  @nextleveljourney6612  Sorry to burst your bubble but 100 mile round-trip daily commutes may not be typical but they are definitely not unusual in many places. I live on an island in the Puget Sound about 50 miles from downtown Seattle. Many of my neighbors (not me, thank God) make that trip at least five days a week. The same can be said for commuters in the Bay Area or Los Angeles regions in California.
    4
  780. That's undoubtedly the most practical strategy. But there's a difference between a vehicle that REQUIRES daily recharging and one that can be driven for a couple of days (or more) or cope with unexpected demands beyond the usual daily routine.
    4
  781. Not sure who, if anyone, will see this comment so many years after the video was initially dropped but as it happens I recently purchased a 2012 R-Line CC with only about 45,000 miles on the clock. It's a one owner car with a (rare) manual transmission. The previous owner is an engineer who treated it like his first born. Never drove it in the winter or apparently even in our Pacific Northwest rainy days in the spring and fall. Of course, car prices these days, both new and used, are insanely high but I managed to negotiate a price of about $11K for it. That made it a bargain comparably equipped Accords, Camrys, and other vehicles with similar mileage. Most vehicles with less than 100K miles were selling for 4 or 5 thousand dollars more. I wasn't necessarily looking for a midsize sedan. Instead, I was hoping to find a car suitable for my 16 y/0 daughter to (a) stop pestering me to drive my GTI and (b) find a vehicle for her to learn driving a stick. So far so good. When news got around her high school that we'd gotten an MT for her to drive, the "buzz" was deafening, especially among her male classmates. 😎 She hasn't totally mastered "stick" driving skills as yet but she's making significant progress. As I said, it's a 2012 version. The model Alex is driving is a 2013 model (despite the title of the video.) There are few differences between the two model years other than the fact that in 2013 VW caved to consumer complaints and added a cramped middle seat in the second row to make the CC, at least on paper, a 5 passenger "coupe" (mainly by adding a middle headrest.) The R-Line is simply a styling exercise with the same 200HP and 207 lb ft of torque as other 4 cylinder versions. However, anyone familiar with the EA888 family of engines found in the GTI will know the specs understate the performance of the vehicle. It's both quick (even by current standards) and very smooth in the CC. As a 2012 model it lacks many of the bells and whistles that most current vehicles include. No rear camera or adaptive cruise control, nor Apple CarPlay/Android Auto. And I have to admit I miss some of those features. (How quickly we come to rely upon them.) And not having owned an MT vehicle since 2012, I had to reacquaint myself with using my left foot when shifting. But old habits return remarkably quickly. After driving the CC for a couple of days, I found myself looking for a clutch pedal on my DSG equipped GTI. All in all, I'm delighted with the CC. Having a MK7.5 GTI and previously owning a 2013 MK6 version, I know the engine well. It's an awesome powerplant for its size. And the 18.5 gallon fuel tank coupled with excellent mpgs (about 27-29 in mixed driving) means the CC is a great long range touring vehicle. All in all, if you can find a deal similar to mine, I'd recommend it highly.
    4
  782. KIA would be ashamed of that comparison.
    4
  783.  @iakona23  That's certainly true. But "paradigm shifting" ultimately depends on the depth of the pockets of the shifters. Mr. Musk and his colleagues have some major accomplishments to their credit. But the life story of Mr. Tesla is a lesson in what happens when technological superiority encounters skepticism among investors.
    4
  784. Good review. The new generation Highlander is an overdue upgrade for its best selling 3 row midsize crossover. And like most Toyotas it's a good, even a very good, vehicle especially in its top Platinum trim. But no vehicle is flawless and the Highlander is no exception. Its biggest weakness compared to its 3 row rivals is a relatively cramped interior. For example, according to Car and Driver the total passenger space in the Highlander is 136.1 cubic ft. The Telluride, only 2" longer than the Highlander (196.9" vs 194.9"), provides 157.1 cf. The difference is most obvious in terms of legroom. The Telluride has a total of 115.2" in its three rows while the Highlander offers 110.7". (An important metric since both the 1st and 2nd rows can be adjusted to allocate legroom as needed. The Telluride (and the Palisade) offer considerably more adjustability.) The difference is especially obvious in the 3rd row where the Telluride provides 31.4" of default legroom compared to the Highlander's 27.7". Why is that important? Presumably because 3rd row seating is likely to be a priority among those buying a midsize SUV. Otherwise, why not opt for one of the many 2 row midsize SUVs in the market.(e.g. Honda Passport, Jeep Grand Cherokee, Ford Edge, Chevy Blazer, Hyundai Santa Fe, etc.) And if a 3rd row is needed only occasionally, the KIA Sorento, half a foot less in length than the Highlander(189" vs 194.9") offers nearly 2" more 3rd row default legroom (29.6"). Finally, cargo space in the Highlander is relatively limited compared to the Telluride, especially behind the third row. With all three rows in place the Telluride offers 21 cubic ft of cargo space. The Highlander's spec is 16 cubic ft, slightly less than average for a midsize 3 row crossover. The bottom line is that when Toyota stretched the current generation Highlander's length from compared to the previous model (194.9" vs 192.5") they did nothing to improve space in the third row. Legroom is exactly the same at 27.7". And even more striking is that overall passenger space has actually shrunk slightly from 140 cubic ft to 136.1 cf. Virtually all of the additional length went to cargo space behind the third row where it improved from 13.6 cf to 16 cf. The newest generation of the Highlander has much going for it. Especially the hybrid version where it stands nearly alone. (The KIA Sorento hybrid is just coming online and will provide a rival on that score. Likewise for the closely related 2 row Hyundai Santa Fe.) But for those looking for a roomy three row midsize SUV, the Highlander is challenged at best.
    4
  785. Welcome to British Columbia. You'll also find and absence of litter and delightful, well maintained roads.
    4
  786.  @afcgeo882  Because for many couples a CUV may be the only real choice. One half of the couple hopes he (usually) can somehow get the performance he wants and still convince the other half of the couple (frequently she) that the vehicle will meet her priorities.
    4
  787. The Genesis SUV will be built on a different platform than the Telluride and Palisade.
    4
  788.  @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.
    4
  789.  @midnitestate  That's not accidental. North Americans find "rugged luxury" very appealing. The rest of the world prefers their luxury unmixed with "ruggedness."
    4
  790. ROFL...Obviously Alex is producing every possible Tesla video before the Model 3 goes bye bye. He's right about the slippery nature of measuring and comparing cargo capacity in any vehicle. As I recall, Car and Driver uses the number of ping pong balls that can be poured into a space to achieve something resembling a standardized measurement. And who can forget Alex' ubiquitous gallon milk jug test of center console capacity. How many people buy gallon jugs of milk? I don't know but my family doesn't. :) Furthermore, shape as well as overall capacity complicates things further. When I noted the extremely limited cargo space in the Mazda CX-9 on one YouTube video, another poster noted that he could more easily fit his collection of hockey gear into the CX-9 versus its rivals despite its inferior overall cargo capacity. Perhaps a hockey stick measurement standard would be useful. In any event, Tesla appears to be following the excellent maxim of "under-promising and over-performing." At least in this particular instance. To claim less actual cargo space than is actually available is a first, I think.
    4
  791. That's true unless you want to put three passengers in the back seat. Then you have NO USB ports available. Period.
    4
  792. Mazda says fuel is cheap in America compared to almost everywhere else and Mazda's limited manufacturing capacity is aimed at markets where fuel efficiency is a higher priority.
    4
  793. You might be right about the Grand Cherokee vs the Explorer (and certainly the Chevy Traverse) in terms of sales to individual consumers but the secret sauce in the Explorer is their massive fleet sales that account for about one out of three Explorer sales, especially to public agencies such as police.
    4
  794. What an interesting video, gentlemen. Got me thinking about my own (much longer) experiences buying and owning cars. My first was a '54 Kaiser 2 door sedan when I was in HS in the mid '60's. Its most endearing quality was the fact that two teenagers could lie down across the rear seat. My girlfriend and I made extensive use of that feature. Before I graduated I replaced it with a '61 Beetle that took me halfway across the country to college. I loved that car until it threw a rod after several years. I followed it up with a '63 Dodge Dart that got me through college and on to grad school. It was worthless in the winters of upstate NY so I replaced it with a Saab 96 with an V4 engine that was built on half of the block of a Ford V8. Its FWD was rare in those days and a marvel in hilly, snow bound Ithaca, NY. No need to put sandbags in the trunk for traction when winter came as I'd done with the Dart. It plowed up and down the hills of the steep hills of upstate NY regardless of the weather and it took me and my bride to Michigan for more school. Sadly the winter road salt in NY and Michigan eventually rusted the Saab in two (literally). Eventually I moved out of the snow and rust belt to Austin, TX. Finally had a job and enough money to get an early GTI. Another vehicle love affair for some years until another move took me to Berkeley, CA where a Datsun 240Z (It was still Datsun and not Nissan in those days) entered my life after my wife and I parted. Forged a strong emotional attachment to that great car based no doubt on an early midlife crisis and I held onto it for years. Eventually, I moved to Washington State and faced challenging winters again. First in Spokane and after a move to Seattle with winter ski trips in the Cascades. Now FWD and AWD alternatives were widespread. Married again and a Mazda MPV van seemed a versatile choice and a bargain. It extracted us from a deep, snow covered ditch on a lonely logging road and probably saved our lives. You don't forget vehicles like that. Later, a Volvo 850 and a much loved Saab wagon served us well. I love wagons and I miss their versatility. A few years later the disappearance of wagon alternatives drove my wife and me to consider an SUV. Tough decision but as my wife wanted a higher driving position to better cope with Seattle traffic and didn't want the stigma of being a minivan driving soccer mom. The vehicle was my wife's daily driver so she had the majority vote and in 2012 we purchased a KIA Sorento. It turned out to be a "goldilocks" family truckster as well as my wife's daily driver. We replaced it in 2018 with another one. At the time a rare instance in my life when I've purchased the same vehicle twice in a row. Emotional attachment? No, but a really, really practical and versatile vehicle. Meanwhile, I managed to deal with my ongoing midlife crisis with several cars. I purchased a Mazda 626 coupe in the late 1980's. Its engine detonated after 7K miles but Mazda replaced the engine under warranty and I drove it for another 120K miles with no issues. Every automaker turns out an occasional lemon. I just happened to have owned one. Its major weakness was its bright red color and foot tall letters on the side that read "TURBO". It was the only car I've ever owned that netted me multiple speeding tickets and I continue to believe that the color and the graphics had something to do with that. In '94 I replaced the Mazda with a new Honda Prelude. Beautiful car. Fast and with VTEC a very flexible engine. I drove it for 10 years and 120K miles and never did anything but put fuel in it, changed the oil, replaced tires and windshield wipers and performed a few other maintenance tasks. I really loved that car. I might even have purchased another Prelude but Honda had discontinued the model by that time and the Accord coupe didn't do it for me. Neither, of course, did the highly functional Accord 4 door sedan. So to continue to feed my (now late) midlife crisis I went with the Mazda RX-8 in 2004. A four seat sports car with hidden suicide rear doors that gave it the appearance of a two door coupe. A rotary engine with a 9000 RPM redline for the 1.3L rotary engine. 232 HP and159 lb feet of torque at 5500 RPM. Fantastic driving experience on twisty mountain roads revved to the max but it was like driving a 4 wheel 600 cc Japanese motorcycle. In normal traffic it was a slug and had the fuel economy resembling a 700 HP Dodge Charger. Furthermore it was prone to flooding if the ignition was turned off before the engine reached operating temperature. Not a major problem in most cars but in the RX-8 it meant replacing the single spark plug with the car on a lift since once flooded the car could never be restarted without a new plug. A great track toy but otherwise infuriating. In 2012 I sold the Mazda with warnings to the HS kid who bought it. He was happy as a clam and if I were 17 I would have been, too. At that point I bought one the last MK6 GTI's and one of the last before VW moved production to Mexico. I fell in love all over again. Even after many years it felt like the GTI I'd owned before in the dim, dark past only much, much better. Put about 30K miles on it before adding a Stage I APR tune that transformed its performance with virtually no impact on its perfect reliability. Slight impact on fuel economy but that was the fault of my right foot. After about 75K miles I traded the GTI for a MK7.5 version. That decision was driven by the fact that my teenage daughter was nearing driving age and I wanted her to have all the driving assistance and safety features that had been added since the MK6. It was difficult giving up the MK6 but after a couple of weeks I was completely seduced. Overall "tightness" and fit and finish (fewer squeaks) are significantly improved over my German built MK6 GTI. I only have about 25K on my current generation GTI but like the last model the reliability has been perfect. Haven't added a Stage I tune as yet in part because the new model doesn't feel nearly in need of a performance boost as the MK6 and partly because I occasionally share the car with my teenage daughter whose right foot may not be as disciplined as mine. My daughter is anxious for me to get another vehicle and turn the GTI over to her. She knows that the thought of trading it out of the family is like considering selling the family dog. I'll be looking at the MK8 GTI or the Golf R when they arrive in the US but from what I've seen I'm not anxious to give up my GTI (even to my daughter) for either one. Instead, I'm intrigued by the possibility of getting a VW Arteon with its version of the VW EA888 engine or a KIA Stinger with the new 2.5L four cylinder base engine. Each is a proper GT (Grand Touring) sedan in the European mold and a Stage I tune of the Arteon would erase the on-paper spec advantages of the Stinger powerplant. Maybe I'm finally old enough to consider a midsize sedan. :)
    4
  795. It depends. I live in the Seattle area and make occasional business trips to Spokane, a one way trip of about 300+ miles. If I have a morning meeting I can catch a 7:45AM flight that lands in Spokane an hour later. Makes a 9:00 to 10:00 Am meeting possible. Alternatively I can drive the five plus hours leaving at about 4AM. Even if I include the time to get to the airport in time for the flight I can get a full night's sleep before I leave. If I drive, on the other hand, it makes more sense to drive the prior afternoon and stay at a hotel. The flight costs me about $139-$159 while driving involves a night's stay and the overall cost of fuel and wear and tear on my car at, say, $.50 a mile. Taking a plane is both less expensive, less time consuming, and more relaxing than the drive. Ideally, I'd have the option of rapid rail travel as I would if I lived in Europe. But that's not the case in the US.
    4
  796. The 3.8L engine in both the Telluride and Palisade run the Atkinson cycle rather than the traditional Otto design for most ICE engines. It is designed to improve fuel economy while sacrificing performance to some extent. The result is that by most performance metrics (e.g. 0-60; quarter mile, etc) the Telluride/Palisade will equal the performance of the smaller KIA Sorento with its 3.3L V6 and provide at least as good mpg's. Considering that Hyundai and KIA have traditionally been challenged in terms of fuel efficiency and that purchasers of midsize 3 row crossovers rank strong acceleration about 12th among their top ten priorities, it's an understandable choice.
    4
  797. Obviously you're a faithful viewer of Alex' reviews. :)
    4
  798. The differences here mostly stem from a vehicle originally designed for a South Asian and South American market versus a more up to date clean sheet design aimed at the North American and European markets. The Ford is better suited to the flexible hauling demands of vehicles in developing nations. Anyone who has seen overloaded mopeds and event bicycles in South Asian countries can understand those needs. Taller and squarer cargo capacity make the EcoSport more flexible for carrying families and even commercial delivery duties. The greater ground clearance is useful in environments where rough (often gravel) roads are the rule. By the same token, overall performance (both power and handling) is less of a priority in the overcrowded urban environments of South Asia and other developing nation markets. In contrast, the Kona amounts to a sort of "super hatch" better suited to suburban Costco runs and US/European highways where getting up to speed on an on-ramp is a common challenge and the biggest cargo challenge is hauling the the kids' hockey gear. It's not a "hot hatch," of course. But it is a hatch on steroids. Alex' reference to the Buick Enclave is telling. It amounts to a more luxurious version of the same sort of vehicle. Overall, the EcoSport strikes me as an interim placeholder for a clean sheet design of a Ford Fiesta "super hatch." Hyundai has already designed that vehicle.
    4
  799. Second to that! Added a Stage 1 APR tune to my MK6 GTI after driving it for 40K miles. Added another 40K before trading it for a MK7.5 GTI without a single issue. Not one. Can't vouch for the specific HP and torque figures APR claims but I have no reason to doubt them. The impact of the 30 minute ECU tune is immediate and more than significant and the impact on fuel economy (assuming you can discipline your right foot) is minimal, about 1-3 mpgs. Interestingly, the Stage 1 tune might be even more appropriate for the Tiguan than for the GTI. For a vehicle with a manual transmission APR recommends upgrading and/or periodic replacement of the clutch. No need for that in the Tiguan's AT. Further, the 4Motion AWD system in the Tiguan eliminates the torque steer and reduces tire wear that comes with the tuning upgrade. All in all, based on my experience a $800 investment in a Stage 1 tune is highly recommended
    4
  800. Alex manages to insert that pun in a number of his KIA reviews. We forgive him. :)
    4
  801. You should add the current Camry to that list. I'm not a big Toyota fan but the Camry no longer deserves to be derided as an "appliance."
    4
  802.  @michaelwiebe4282  Perhaps that's true in country club parking lots. Otherwise, it's a hard case to make.
    4
  803. Toyota needed the Venza in their lineup. Without it Toyota had no 2 row midsize unibody crossover. (The 4Runner is a body-on-frame vehicle built on a truck frame.) Consumers looking for a Toyota CUV had to choose between the Rav4 compact and the Highlander 3 row midsize. Nothing to compete with vehicles like the Ford Edge, the Hyundai Santa Fe, the Chevy Blazer, the Honda Passport, or the Subaru Outback. With the Venza in the lineup only Mazda with the midsize three row CX-9 and compact 2 row CX-5 remains without a two row midsize crossover. Interestingly, Toyota has apparently looked at the strong sales of the Highlander and the RAV4 hybrids and concluded that they can carve out a niche by offering ONLY a hybrid version of the Venza.
    4
  804. Congrats, Joe. This is the most ludicrous vehicle you've ever reviewed. But not necessarily "ludicrous" in a bad way, more in a Tesla ludicrous mode way. :) Having owned a couple of GTI's with APR Stage I tunes, I can attest to both its reliability and its performance. A word about the stages of APR tunes. Stage I is a quick ECU tune at a reasonable price (circa $700.) Stage II adds a race exhaust and an upgraded intake system at a very reasonable ($150), the latter of which can be added separately to the Stage I package. Stage III involves a much more extensive modification, replacing the original VW turbo with a significantly larger, higher pressure Borg Warner unit. It's MUCH more expensive and can run as much as a total of $6,000 (including the Stage I and Stage II mods and the new turbocharger.) Frankly, I'm a bit skeptical that the vehicle actually has a Stage III APR tune including the new turbo given the 300 HP claimed in the video. Depending on the particular brand/model a Stage III mod is rated at well over 400 HP. But I'll take your (and Walker Ford's) word for it. As far as the AT in this particular vehicle, I'd prefer VW's DSG but either a conventional AT or DSG is preferable to a manual transmission in one respect. With either one, the new owner won't have to be concerned with frequent clutch replacements and/or upgrades, a more or less expected issue with any APR (or other manufactuers') tune for any stage. VW's and Audi's DSG's and AT's can handle the additional performance without significant wear. It's widely recognized that VW traditionally publishes extremely conservative estimates of their vehicles' HP and torque, a practice that probably results from tax and insurance costs for higher performance vehicles in Europe. The EA888 engine in either its 1.8L or 2.0L form is an excellent, durable engine and one of the best candidates for performance tuning. An APR Stage I tune adds most of the available performance improvements in real world driving with few if any sacrifices. I added a Stage I tune to my MK6 GTI at about 40K miles and put another 40K on it before replacing it with a MK7.5 GTI. It cost me about 10% in terms of fuel economy and probably about 10,000 miles in tire replacement. But I'm a pretty conservative driver on the street and the additional power is VERY tempting so YMMV.
    4
  805. And in 1900 many felt that there were "no substitutes" for horse drawn vehicles. Twenty years later horses were mainly pets for the rich.
    4
  806. Both are great cars. But the oft made claim that a Golf R is "only a few thousand dollars more than a top trim GTI" is misleading in my experience, at least in the US. (Apparently it's different in Canada where R's are much more commonly available.) When I was shopping a little less than a year ago only 3 of the 6 dealers in the Seattle area I consulted had even one R on their lots. And two of the three wanted between $2K and $3K over the $41K sticker price. The other dealer was willing to sell their R (a pre-order that was declined when it arrived) at MSRP but it was gone in 24 hours to a buyer who traveled a thousand miles to buy it. Considering that I bought a fully loaded DSG Autobahn GTI for $32K plus TTL, that made the difference at least $10,000. In addition, the Golf R outweighs the GTI by about 250 lbs. That's like carrying around an NFL linebacker in the back seat. The R's additional power compensates for that on straightaways but the GTI is considerably more nimble, especially on a tight track or on backroads where the additional power of the R either can't be exploited or can land you in jail (or in the hospital). Furthermore, the R's 4Motion AWD is engaged only when slip is detected in the front wheels. Otherwise, it's a FWD vehicle. That doesn't eliminate its value but on a dry road with good tires, it's not likely to be an important differentiating factor. In messy conditions the R's AWD has an advantage but a good set of winter tires on a GTI will perform just about as well in snow about 95% of the time. Third, the huge HP/Torque advantage of a stock R can be reduced substantially with a Stage I ECU tune for a price of about $700. And despite claims to the contrary it doesn't invalidate the vehicle's warranty unless a problem can be traced to the effects of the tune. And on that score, a GTI with a DSG doesn't have to have a periodic clutch upgrade/replacement to cope with the additional power. Finally, the Autobahn GTI has a standard sunroof that's not available at all on the Golf R (presumably to make driving on a track with a helmet easier). That might be a small issue for many (or even a disadvantage) but living in Seattle we need all the light we can get in an otherwise very dark cabin. I wouldn't criticize anyone who purchases an R over a GTI. Different strokes for different folks. But for me the GTI was the better choice.
    4
  807. Took a serious look at the 2018 Ford Edge Sport earlier this year. I liked it. My wife (who is the daily driver of the vehicle) not so much. For 2019 Ford has added a little power, an eight speed transmission (versus the previous six speed), and some bells and whistles that Ford claims merits the ST badge. All of that comes with a significant price increase. I'll withhold judgment since I haven't driven it but I'm skeptical that it's worth the price bump, especially since in terms of pure acceleration it seems to have lost a bit compared to the Edge Sport. (Perhaps a result of tire choice?) Based on its merits as a suburban hauler with mild off-road capabilities it's a mixed bag. About the same size as the Kia Sorento the Edge doesn't offer third row seating. The tow rating has been upped from a paltry 2000 lbs to 3500 but that still trails the Sorento's 5000 lbs. The interior is attractive but hardly cutting edge (and definitely not eye catching. What's with the toy tach on the left side of the instrument cluser?) I do like the 2.7 V6 twin scroll turbo so if one is looking for a peppy, relatively affordable crossover, it's worth checking out. But ultimately I had to agree with my wife that the V6 Sorento was a better choice. I don't think the updated version of the Sport would lead to a different conclusion.
    4
  808. I find it remarkable how the separate design teams at Hyundai and KIA come up with such different vehicles from a common set of parts bins. (e.g. Telluride vs Palisade; Sorento vs Santa Fe; K5 vs Sonata; Forte vs Elantra; Seltos vs Kona, etc.) In some cases the differences are only "skin deep" with different "vibes." (e.g. Telluride vs Palisade) In others it's difficult to imagine two competing vehicles share so many attributes (e.g. Sorento vs Santa Fe; Seltos vs Kona.) Adding to the differences is the fact that the schedules for new generations and face lifts are typically offset by a year, or so. Thus, the comparison here is between a 2020 Sonata vs a 2021 K5. All in all, the two brands have a remarkable capacity to slice standard market categories into sub-categories with appeals to slightly different sets of consumers. Hyundai appeals to a slightly higher income demographic than KIA though the difference has been shrinking for years and in the midsize sedan category KIA slightly outsells Hyundai in the US. (Hyundai counters that disadvantage with wider appeal in international markets.) It may well be that KIA's traditional appeal to budget constrained customers and the overall weakness of the midsize sedan market led KIA to limit some of the bells and whistles in the K5 compared both to the version available in Korea and to the Sonata. If there's anything that dealers hate it's having higher priced (and profit) vehicles sit unsold on their lots until they're finally sold at steeper discounts. Whether KIA will add some of those features to the forthcoming performance version of the K5 or to a face lift in following model years will be interesting to watch. Personally, I'm inclined to prefer the K5 over the Sonata. I find Hyundai's designs typically somewhat overstyled and "fussy." (Looking at you, Palisade.) Others will disagree, of course, and claim the Sonata is more "upscale" inside and out. But to me, the K5 design is simpler and more elegant. Furthermore, living in climate where winters are messy, the AWD option in the K5 is significant and compensates for some of the features the Sonata has and the K5 lacks. I'm not currently in the market for a midsize sedan but if I were I'd wait to compare the performance versions of K5 and the Sonata with the 2.5L turbo engine and DCT before making a decision. Time will tell.
    4
  809. Own a 2018 version of the Sorento SX-L. Very similar to the 2019 version with the major difference being the eight speed transmission versus the six speed in the 2018 version. Some comments. () Exterior Size and Interior Space. The "Goldilocks" size of the Sorento combined with highly efficient allocation of interior space was one of the main reasons my wife and I chose the Sorento. It's my wife's daily driver and at over 10 inches shorter than a Mazda CX-9, it's ideal for navigating urban/suburban traffic and slipping into parking spaces. At the same time, it offers more overall cargo space and more passenger space in each of the three rows of seats than the Mazda. For our family of 2 adults, a teenage daughter, and a big dog it's an ideal size for extended trips, as well. () Third row seating. Let's be frank. Other than perhaps the VW Atlas none of the "midsize" CUV's have third row seating suitable for extended trips with more than five passengers AND their gear. Nevertheless, the Sorento has more legroom in the third row than most of the competition including the much larger CX-9 and the Toyota Highlander. For chauffeuring a gaggle of teenagers or local trips with another family, it's very, very convenient. Especially when the alternative is taking two vehicles. We don't use the third row on a regular basis. But when we need it, it's a lifesaver. (If you NEVER need and don't want a third row, look at the nearly identical 2 row Hyundai Santa Fe.) () Naturally aspirated V6. The 3.3L naturally aspirated engine (290 HP/252 FtLbs torque) is smooth, quiet, and reliable. I like small displacement turbos in some applications. (I have a GTI.) But for a family SUV, I think a naturally aspirated V6 is a better choice. If I have any complaint I'd like to see peak torque at a somewhat lower RPM. But it's not a major issue. () Interior Quality and Features. The nearest competitor to the Sorento's SX-L's interior is the Signature trim of the CX-9. The top trim of the Mazda is very appealing. But the CX-9 lacks a panoramic sunroof and has a significantly inferior infotainment system. The Sorento's napa leather extending thigh cushion for the driver and features like a 110 volt power outlet in the second row and center differential lock are all in place and not matched by most of the competition. Finally, the Sorento's sound deadening is like driving from inside a vault. It's very, very quiet compared to the mainstream competition. () Warranty. Kia and Hyundai 10 year/100,000 mile warranties simply aren't matched by the competition. And having put about 80K miles on a 2012 Sorento without a single issue, I'm fairly assured about the new Sorento's reliability. () Price and Resale. I negotiated a price for our 2018 Sorento of $40,000 early this year before the 2019 models arrived. That amounted to a discount of nearly $8000 under MSRP. At the same time, I received a trade in value for my 2012 Sorento within $800 of the KBB estimate of the average for a Toyota Highlander, traditionally the vehicle with the highest resale value. Considering that discounts on Toyota vehicles are rare, that makes the KIA a far better value than I could negotiate for a Highlander.
    4
  810. Don't count on it. Running steadily at 70 mph allows the engine to operate continually on the Atkinson cycle that saves gas at the expense of performance. Driving between 40 and 60 mph will likely require shifting to the conventional Otto cycle more frequently.
    4
  811.  @SquidCena  I agree. Deserves more attention than it receives.
    4
  812. I love the size of this category, (188"-191") between compact and larger midsize SUV's. Took a serious look last year at the Edge Sport, the predecessor of the 2019 Edge ST. I liked the 2.7L twin scroll turbo V6, the same as the Nautilus (and the 2019 Edge ST.) Ultimately, though, the Edge simply left too many boxes unchecked compared to the top trim (SX-L) Kia Sorento we chose. Specifically, the Fifty Shades of Gray interior in the Edge was a turnoff. And the Sorento with almost identical dimensions inside and out offered an occasional use third row of seats our family finds useful (though it remains stored about 90% of the time.) Looking at the Edge ST, I think we'd make the same choice today. But the Nautilus might make it a tougher choice. Using the Build and Price tool on the Ford and Lincoln websites, it appears that there's about a $7000 (USD) MSRP difference between a fully loaded Edge ST and a similarly configured Nautilus Reserve. In fact, it appears that many if not all the unique features of the Edge ST (including engine, braking, and suspension upgrades) are also available on the Nautilus. Considering the much more upscale Nautilus interior and its likely resale value advantage down the road it appears the Nautilus is worth considering. Of course, MSRP's are only a rough guide to real world pricing via a serious price negotiation with a dealer. I could have purchased a fully loaded Edge Sport last year for about $40K, around $8000 less than MSRP. And several folks have claimed similar discounts exist for the Edge ST. Luxury vehicles typically sell closer to MSRP than mainstream vehicles but it's at least worth checking out real world pricing for the Nautilus at a Lincoln dealer. Whether it's worth paying $8-$10K more for the Nautilus is a personal decision but considering the Nautilus' features and the fact that it's likely to command a resale value of several thousand dollars more five years down the road, it's tempting.
    4
  813. David B: Freud would have a lot to say about you, friend.
    4
  814. If the engine/drive train were not reliable the warranty would be a money pit for the manufacturer. A warranty is an insurance policy. The greater the risk, the more expensive the policy. A vehicle with the price of the warranty factored into the purchase price of the vehicle, especially for a vehicle with a comparatively low price point, demonstrates a manufacturer's confidence in the quality of their product.
    4
  815.  @yippie6862  To match the features of the Signature level CX5, the RDX runs nearly $48,000. Take a look at the build and price Acura website. Of course, you're free to choose a lower trim level if that's your preference and you can find one on a dealer lot. (Manufacturers tend to advertise base versions of premium vehicles to draw customers to showrooms but they limit their availability.) But the vast majority of Acura customers want upscale features such as BLIS, leather upholstery, a premium sound system, integrated navigation, rear usb ports, rear traffic alert and parking sensors. Getting those features adds at least $3200 to the price of the vehicle. Adding features such as rain sensing wipers, improved handling with adaptive dampers, etc. adds another $4900 to the price. As for what "Mazda needs to offer in lower trims," I'm sure everyone but Mazda stockholders would love to see Mazda cut its profit and cannibalize the sales of its upper trim levels to "stand out from its competition." But why stop there? Why doesn't Mazda just offer all the features of the Signature trim on the lowest level trim? That would REALLY make the CX5 stand out from the crowd. The bottom line is that Mazda, like any manufacturer, cares most about its bottom line. I agree that the RDX is a better vehicle than the CX-5. But to get that better vehicle, you'll pay a fairly hefty premium. That's the real world.
    4
  816. I think it's going to take more than a "refresh" for the Pilot to beat off the competition from the Telluride, the forthcoming Palisade, and the new Explorer. Honda is very good at offering lots of clever "family friendly" features, large and small. And their reputation for quality and reliability will provide some defense. But the entire category of what Americans call larger "midsize" SUV's (and the rest of the world call behemoths) is becoming very, very competitive with new models.
    4
  817. Was recently looking to replace my 2013 MK6 GTI (Stage I Tune) and (for reasons to complicated to explain) I considered several of the revamped sedans for 2018: 2.0L Turbo Accord Touring, the V6 Camry XSE, and the Mazda6 Signature trim. I've owned several Mazdas and like the brand. And being accustomed to a turbo 4 banger, I was expecting quite a kick from the "6". Oddly, I found the Mazda to feel and perform more like the naturally aspirated Camry than the Honda. Not as quick, of course. Both the Camry and the Honda were significantly quicker but the Mazda's performance was quite adequate. It was not, however, a typical turbo performance pattern. More like the linear acceleration of the Toyota. I wasn't necessarily disappointed, just puzzled. I've since decided that it was a deliberate design/engineering decision on Mazda's part. The 2.5L four banger in both the CX9 and now the Mazda6 seems to be purposely designed to deliver low end torque and respectable, but not exciting, overall performance without the typical turbo surge. All in all, I found the Mazda to be a fine vehicle. As most reviewers have noted, it has a great exterior design and a near luxury interior . The cameras were certainly below par but I don't watch movies on the screen when I'm backing up or parking. Likewise, the overall infotainment system was less impressive than the Mazda's competitors but except for the (current) absence of Apple Carplay/Android Auto it was adequate. Handling was typical Mazda -- definitely above average but not as superior to competitors as was once the case. The six speed transmission wasn't as impressive as the newer designs from Toyota and (especially) Honda. But as someone who prefers to change gears myself, the wider ratios of the six speed Mazda are probably preferable, anyway. I liked the Mazda a lot. But when push came to shove I couldn't resist replacing my GTI with a 2018 version.
    4
  818. That's certainly true. But it doesn't mean that (a) a third row of seats in a crossover is useless or (b) third seats in crossovers are all equally accommodating. As Alex notes, we don't use the third row of seats in our Sorento more than 10% of the time, if that. But when we have to chauffeur a gaggle of teenage girls around town or need to carry six or more passengers to a local event when the alternative is to take two vehicles, it's a very useful feature. If one needs to transport more than five passengers AND their gear on a trip, a large crossover or minivan is the way to go. But we've literally never faced that challenge.
    4
  819. Looked seriously at the Tiguan last year. As a GTI owner I had high hopes for it. Unfortunately, I think the GTI experience led me to expect too much from the Tiguan. It felt anemic unless it had been put into "sport" mode. And though it uniquely offers a third row in its category, it's really only appropriate for bound and gagged hostages, small ones at that. Otherwise, though, I was impressed.
    4
  820. Have our second Sorento, a top trim, fully loaded SX-L we purchased last year for $8000 under MSRP. ($40K +TTL). KIA traditionally discounts their highest trims more than volume leaders like the EX trim. It's perfect for our small family (2 adults, a teenage daughter, and a big dog) with occasional use 3rd row of seats when we chauffeur a gaggle of teenage girls or take a local trip with 6 or 7 passengers and would otherwise need a second vehicle. At 189" long it's more maneuverable in suburban traffic and parking and fits in our garage even with a 4 bike carrier on the rear. It has only about half the cargo capacity behind the third row compared to the Telluride but its overall passenger capacity is considerably more than the much larger Mazda CX-9. As far as performance and fuel efficiency is concerned, the Sorento and Telluride are virtually identical despite the fact that the Sorento V6 engine is half a liter smaller than the Telluride. The reason is that the Telluride runs the more fuel efficient Atkinson cycle that sacrifices some performance for fuel economy. The Telluride is a very, very impressive crossover and one that KIA needed to offer. But for our family, the Sorento hits the bulls eye.
    4
  821. And how long is "never again?" Would you refuse to buy a Chevy after the "unsafe at any speed" Corvair? "Never again" for a Ford after exploding Pintos? And how about VW's other brands? Boycott Porsches ? How about VW petrol and EV models that were never involved in Dieselgate? Is the badge on the vehicle enough to justify never ever purchasing one? Do the tens (or even hundreds) of thousands of VW employees who had nothing, whatsoever, to do with Dieselgate deserve to lose their jobs? Dieselgate was a horrible example of corporate malfeasance. And literally dozens of VW execs have gone to jail as a result. Not to mention many more whose careers were ruined and those who are still subject to criminal investigation and prosecution. VW not only destroyed the diesel market for its vehicles in North America, they also destroyed the diesel market for every other manufacturer. Their revenue losses and fines have topped $2 billion and still counting. Would capital punishment for everyone associated with VW be enough?
    4
  822. 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.
    4
  823. When Subaru introduced the Ascent last year I wondered whether there would still be a place for the Outback in their lineup. With the Forester growing ever larger and the Ascent crowding the Outback from above it seemed to me the Outback faced an uncertain future. In reality I think the Outback is a far better application of Subaru's turbo four cylinder engine than the Ascent.
    4
  824.  @MikeDPerkins  Of course, that's true. And in this category I suspect most owners won't spend a lot of time utilizing the entire cargo space any of the vehicles offer. But when you need it, you need it. And while TOTAL cargo volume may not be a #1 priority, the space behind the second row is likely to be more important. On that score the CX-5 has 31 cubic feet, trailing both the Forester (35 cf) and the relatively cavernous CR-V (39 cf.) The last is a 25% difference between the CX-5 and the CR-V. Nor is cargo space the only metric to consider. The overall passenger volume of the CX-5 is 103 cf. The CR-V provides 106 cf and the Forester, which prioritizes passenger space, has 112 cubic feet. In a compact SUV that's likely to be noticeable, especially considering the Forester's taller greenhouse, larger windows, a panoramic sunroof and a more "open" overall feeling. It's certainly true that interior space is not the only thing to consider in an SUV. And to be fair the CX-5 does far better versus its competition than the humungous (199") CX-9 fares against its rivals. For example, the CX-9 has less passenger space (134 cf) than a 10" shorter KIA Sorento (153 cf). Looking for a "cozy" midsize SUV, look no further than the CX-9 Again, I think the CX-5 has a number of important virtues but interior space isn't one of them. And in the compact SUV market segment where space for cargo and passengers is a priority compared to compact sedans it's important to most consumers.
    4
  825. It's worth noting, by the way, that in the face of the catastrophic decline in sales of compact sedans in the first quarter of 2020, the only compact sedan to enjoy a significant increase in sales over the year before was the KIA Forte. It was a small increase to be sure, around 5% to slightly over 22, 000 units. But in a market segment where sales dropped a total of 28% the Forte's sales were jaw dropping.
    4
  826.  @gamermike5279  Troll much? Any evidence for that comment? Thought not.
    4
  827.  @EUROCARGUY  You don't understand? The explanation begins with "x" and ends with "phobia."
    4
  828. VW has learned from bitter experience that American consumers want their VWs larger and less expensive than European consumers. Thus, the very large US built Atlas replaced the more expensive and smaller Touargeg in this country. The US spec Paasat is larger and less expensive than its European counterpart. The current generation Jetta is noticeably larger than its predecessor and isn't even sold in Germany. Our only Tiguan model is labelled the Tiguan "AllSpace" in Europe and while it's the largest entry in the the US compact class, it's marketed in Europe as a midsize SUV. The Taos follows the same pattern. It's clearly meant to be seen as a "sub-compact" SUV, especially compared to the Tiguan, while its interior passenger and cargo space rivals that of vehicles like the RAV4 in the compact class. I'd concur that offering the ubiquitous EA888 turbo 2.0L 4 cylinder in the Taos would be delightful. (Perhaps known as the "TLI"?) But I doubt seriously that VW will risk cannibalizing sales of their best selling model, the Tiguan, by offering that engine in the Taos. As far as the7 speed DSG vs a conventional 8 speed transmission, I'm firmly in dual clutch fan club. I've owned two GTIs with the DSG after decades of driving manual transmission vehicles and I wouldn't trade it even for an MT much less a conventional torque converter transmission. (Thank God a CVT isn't an option, at all.) All in all, I suspect the Taos and the strong selling KIA Seltos will be among the most appealing vehicles in the category of "hatchbacks on stilts," otherwise known as the sub-compact SUV class.
    4
  829. The Ascent and the CX-5 are in significantly different categories. A more appropriate comparison is between the Ascent and the Mazda CX-9.
    4
  830. Fellas, you missed the most important fact that reinforces the power of local dealerships. It's not that they support local softball teams. It's the power they wield in state legislatures to legally prohibit or severely limit the ability of automakers to sell directly to consumers. Tesla, of course, has been in the forefront of efforts to eliminate such legal impediments but even Tesla has met with only limited success. Local dealerships and their trade associations (i.e. lobbyists) are heavy contributors to state level politicians and aren't shy about using that muscle. At the same time, many of us find the purchase experience of a new car from a local dealer to rival that of a visit to a local dentist. Purchasing directly from a manufacturer may seem to be an appealing alternative. But it's worth considering how much leverage a consumer has with an automaker whose pricing strategy is national (or even international) versus a dealer who depends on a much more limited market. Anyone who has considered purchasing a Tesla, for example, is aware that the company sets (and changes) their prices based on national demand. Prices aren't subject to negotiation based on local market conditions. That may well appeal to consumers who find price negotiation to be a painful process but as someone who has never paid MSRP, much less a "second sticker" price for a car, I find it to be problematic to encounter a "take it or leave it" price based on national market conditions. Finally, there is the trend to on-line, sight unseen purchases, currently largely limited to used cars from merchants such as Carvana and Vroom. Personally, I find such a process alien, at best. The idea of purchasing a car without ever seeing more than a few photos (or a video), even with the assurance that I can send it back in a week if I don't like it, to be unacceptable. Others, apparently, react differently. All in all, I'm resigned to the changes in the way vehicles are purchased and sold. I think they're inevitable. But I'll miss the alternative of purchasing a car from a local independent dealer I've come to know.
    4
  831. A couple of comments about the Telluride vs Palisade. Like all automakers KIA and Hyundai design and price their vehicles to meet the competition in the markets where they're sold. The Telluride is built in West Point, Georgia and sold almost exclusively in North America. In those markets the KIA competes against what Americans consider mainstream "midsize" 3 row crossovers such as the Ford Explorer, the Toyota Highlander, the Honda Pilot, the Chevy Traverse, the VW Atlas, etc. On the other hand, the Palisade is built in South Korea and aimed primarily at international markets outside North America. In those markets the best selling mainstream 3 row SUVs in America are either not available, at all, or have minuscule sales. The Palisade's primary competitors in Asia and Europe are European luxury SUVs from brands like Mercedes Benz, Audi, BMW, etc. The result of such different competitive environments is a Telluride design that leans somewhat toward the sort of "rugged" vibe Americans prefer while the Palisade projects a sort of "budget luxury" image and features aimed at sales to consumers for whom luxury trumps ruggedness. That's not to say, of course, that the top trims of the Telluride aren't premium. But features such as motor driven folding 3rd row seats and digital eye candy displays don't have the same priorities for Tellurides they do for Palisades.
    4
  832. Not only does the CX-30 have more room than the CX-3, it also have more room than a Miata. But neither is a high bar. The 45 cubic ft of total cargo space is about nine cubic ft less than a Golf.
    4
  833.  @andydics  As already noted, I've owned 4 Mazdas so it's ridiculous to claim I have "negative infatuation" with the brand. Mazda makes some great vehicles. The CX-9, however, is a bloated crossover with the most inefficient allocation of space on the planet.
    4
  834. Won't take "a few years." The Land Cruiser is likely to be a "collector's item" by 2022.
    4
  835.  @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."
    4
  836. Back in the Stone Age when "Dinosaur Crossing" signs dotted the roads, I lived in Ithaca, New York and owned one of the few FWD vehicles available at the time, a Saab 96. With winter tires I was able to climb and descend the steep grades in upstate NY while almost every other vehicle on the road, including the few 4WD vehicles in existence, sat in their garages or ditches besides the road. I understand the Toyota rep's desire to promote the Camry's AWD option but the bottom line is that winter tires on a FWD vehicle with the engine weight over the drive wheels will outperform an AWD vehicle with all season (much less summer) tires about 90% of the time. And as he admits, putting winter tires on an AWD vehicle is the best option if snow, slush, and generally awful winter conditions are a typical environment.
    4
  837. Alex, thanks so much for this video. You make a number of excellent points. I'd add a couple that support your overall perspective. () Brand and model RANKINGS can be very misleading. Take a hypothetical comparison of Model X vs Model Y. "X" ranks first in reliability while "Y" is in fifth place. Is "X" much more reliable than "Y"? Like a horse race, the relative ranks don't tell you whether X is ahead of Y by a nose or by 17 lengths. In fact, as you point out, virtually all new vehicles are far more reliable than they were decades or even 10 years ago. And since CR does not report actual frequency of incidents but only ranks brands and models, there's no way to determine how close individual brands and models are. How CR calculates their overall "predicted reliability" score remains a mystery. A real world example of the issue is demonstrated by JD Power's reliability studies that DO report the number of reliability problems of individual brands after 3 years of ownership. Their most recent survey of 2017 models ranks Genesis as the most reliable brand with an average of less than one issue over the period of 3 years. (0.89 issues to be exact) That sounds great until one realizes that the average for ALL other brands is 1.34 incidents. In other words the averages suggest that the vast majority of owners, well over 95%, experience NO problems at all regardless of the brand/model included in the survey. Sources of reliability metrics, whether from Consumer Reports or JD Power, can be informative. But the real story is that there is very little real difference in the reliability of new cars sold today. () What about manufacturer warranties? Doesn't the 5 year "bumper to bumper" and 10 year power train warranty on Hyundai/KIA vehicles indicate greater reliability? Doesn't the fact that VW reduced their 6yr/72K warranty on their 2019 models to 4yr/50K in 2020 indicate a problem with reliability? In fact, no. Manufacturers use warranties as a marketing tool when research indicates consumers are skeptical about a brand's reliability, whether that skepticism is valid or not. Brands like Toyota don't offer long warranties because doing so suggests to consumers that some sort of "guarantee" is required. VW has been criticized for reducing their longer warranty on 2020 models but the fact is that the 2 years of scheduled maintenance on the 2020 models is worth more to the vast majority of customers (over $600 on average for every purchaser) than the potential coverage of a warranty in years five and six that very few customers will ever need to use. Again, the real story is that manufacturer warranties, long or short, are like any insurance policy. Insurers offer them if they're relatively certain that they'll either make money on the premiums paid before they have to pay off or they will never have to pay off at all.
    4
  838.  @nimolovesivory6945  If you're in the market for a disposable vehicle the Telluride is probably not for you.
    4
  839.  @meugzy  Mazda engineering is first rate. What isn't "first rate" is the resources they can apply to keep up with the rest of the industry. They're the smallest independent mainstream manufacturer on the planet and with the exception of the CX-5, the sales of their vehicles in North America are dismal. The CX-9 ranks dead last in sales among all mainstream 3 row SUVs (and by a LOT.) Mazda doesn't even bother to offer the CX-8, their midsize 2 row SUV in North America. The CX-30 had some mildly promising sales in the first quarter of 2020 until one realizes that they've come at the expense of the CX-3 whose sales have literally crashed in North America. The Mazda6, a very appealing but very long-in-the tooth midsize sedan, ranked 18th in terms of sales in the category in the first quarter of 2020. With only 4500 Mazda6's sold, even the slow selling VW Passat outsold it by more than 50%. Sales of all versions of the Mazda3 (sedans and hatchbacks) dropped 47% in the first quarter of 2020 compared to 2019 to only 8000 vehicles sold. The only bright spot in Mazda's entire lineup is the CX-5 with 35,000 sales in the first quarter of 2020, down only 6% compared to 2019. But that's not enough to keep the brand afloat. And a new transmission that lags years behind the introduction of new transmissions from rivals isn't likely to be a game changer. Likewise for the rumored in-line six cylinder engine that may or may not actually show up. After all, Mazda is notorious for announcing new products that have a way of being delayed for years or never being released at all. I like the Mazda brand. I've owned 4 Mazda's over the years. But its sales performance in North America suggests it stands a stronger chance of turning into the newest division of Toyota than retaining its status as an independent manufacturer.
    4
  840. A huge step forward for the Tucson. Have to say, though, that Hyundai has followed its pattern of overstyling their vehicles. And the Tucson is one of the worst offenders. It's as if Hyundai employs a committee that's charged with taking a finished design and adding creases and bulges here, there, and everywhere. They've also taken another regrettable design cue from other models in putting the headlights just above the bumper. Those who live in places where spring thaws bring tons of rocks and gravel down from nearby mountains to highways will find their headlights suffering the same fate as their windshields when those rocks are fired like bullets from big rigs at trailing vehicles but because the headlights are situated so close to the road, the damage won't be limited to following large trucks too closely. Hyundai and KIA often stagger the introduction of closely related new models by a model year. That suggests the KIA Sportage will get many of the upgrades (including a stretched length and more interior room) next year. If I were shopping in this category I think I'd wait to see what KIA has to offer.
    4
  841. Anderson Rogriguez: I happen to agree that a V6 is a better all round choice for vehicles weighing more than two tons. But that doesn't mean a turbo 4 is a bad choice for the vast majority of consumers driving vehicles like the Santa Fe. It's perfectly adequate for suburban/urban traffic and for merging onto a freeway. Those who need to seat at least five passengers regularly and more on occasion are well advised to select a minivan or a larger SUV but most buyers of vehicles in this class need to haul four or five adults only occasionally. A couple or a small family with one or two children whose priorities are a daily driver and occasional trips will find a turbo 4 more than adequate.
    4
  842. KIA and Hyundai continue to offer closely related vehicles meant to appeal to slightly different market segments. The Genesis G70 is a smaller sports sedan closely related to the GT sized KIA Stinger. The Hyundai Santa Fe offers a two row, four cylinder turbo version of the Kia Sorento. And now the Telluride appears to be a somewhat more "adventurous" version of the near luxury Hyundai Pallisade. All share many components while being different enough to avoid looking like re-badged versions of the same vehicles. The Telluride allows KIA to offer a three row crossover firmly in the midsize category compared to the "Goldilocks" size of the Sorento. Alex doesn't mention the torque figures for the Telluride but I suspect that KIA chose to move from the 3.3L V6 in the Sorento to the 3.8L displacement in the Telluride to increase the low end torque. (The HP figures are identical.) KIA and Hyundai (along with Toyota) believe that a naturally aspirated, rather than a turbo version of the V6 is more appropriate in this category due to the smoother, more linear power delivery it offers. And despite complaints from internet fanboys who think every crossover should be designed for stoplight drag racing, I suspect they're right. The same applies to the FWD vs RWD issue. Actually, the most appropriate comparison is between the bias (FWD vs RWD) of the AWD systems. KIA apparently believes that the advantages of a FWD-biased AWD system including more efficient allocation of interior space and the opportunity to site the assembly of the Telluride in West Point, Georgia outweighs the potential handling and towing advantages of a RWD-biased system. Had KIA opted to base the Telluride on the KIA 900 platform, I suspect they would have had to build it in Korea. From a cost and marketing perspective, I suspect they're right. The Sorento offers remarkably good specs for third row seating considering its overall size (189 inches). More legroom, for example, than the Highlander or the much larger CX-9. But the Sorento sacrifices cargo capacity behind the third row and easy access to those seats. Once seated, the Sorento's third row is not a bad spot for a couple of passengers, even adults. But it's suitable only for local destinations. The Sorento is too small for six or more passengers AND their gear on a trip. The Telluride appears to be specifically designed to remedy that limitation. Of course, it sacrifices the advantages of the Sorento's "tweener" size in the process. As for the Telluride versus the Pallisade, I suspect a blindfolded driver won't be able to tell the difference in driving dynamics (before killing himself/herself or removing the blindfold.) For many buyers it will come down to personal preferences in terms of exterior design, brand, and overall "vibe." Personally I prefer the less "fussy" overall styling of KIA products compared to Hyundai's but others will differ.
    4
  843. 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.
    4
  844. Our mail delivery person on our semi-rural island in the Puget Sound would second your experience. She delivers everything from letters to huge Amazon style boxes in her Soul. She's part of the Soul "cult" here in the Pacific Northwest that includes everyone from millennial hipsters to aging boomers.
    4
  845. You're right about the length comparison. In fact, the Tiguan we get in America is only about 3" less than the 2nd generation Touareg sold in Europe. But that doesn't take into consideration the different standards North Americans and Europeans apply to the size of their vehicles. The first generation Tiguan, no longer sold in the US but still available in Europe (174.5" long) is at the the long end of what Americans consider a "subcompact." crossover while Europeans think of it as being in the "compact" category with a couple of even smaller crossovers beneath it. The American Tiguan, known as the Tiguan Allspace (or the Tiguan-L) in Europe is considered to be a midsize vehicle and the Touareg at a bit over 188" is considered a "large" SUV. The Atlas, built and Tennessee and not sold in Europe would be considered monstrously large by European standards. At 185" long the Tiguan is definitely a "tweener" in North America where the bulk of compact crossovers range from about 179" (CX-5) to 182" long (Forester) and the midsize category begins at 188" (Santa Fe, Ford Edge) and goes all the way to about 203" in length (the Chevy Traverse.) Arguably, it's either the longest compact crossover or the shortest midsize SUV. Nevertheless, based on extensive experience that Americans prefer larger versions of their vehicles. (e.g. Passat, Jetta, Atlas, Cross Sport, etc.), VW markets the American Tiguan as a compact SUV and sets its MSRP accordingly.
    4
  846. The answer to the question is "Yes." The BRZ/86 is the only real competitor but unless a 2+2 backseat is a priority, the MX-5 checks more boxes.
    4
  847. "I haven't seen this many quilted surfaces since I visited by grandmother's house..." (4:10). YES! Thank you. For some reason Hyundai and Genesis believe that quilted surfaces spell "luxury." They put them on all their luxury vehicles and the upper trims of their mainstream vehicles. But like you, they remind me of the sofa in my grandmother's living room from 50 years ago! A touchpad for entering navigation directions that "works pretty good"? (5:40) Let me guess. You're not a southpaw, right? Trying to write with my right hand index finger even when stopped would be torture. Of course, we left handed folks are accustomed to discrimination from manufacturers catering to "northpaws" but what about the folks in countries with the driver's seat on the right? Guess they'll learn what it feels like for us Southpaws in the US and most other nations. Furthermore, there's the "Sounds of Nature" that KIA, Hyundai, and Genesis are spreading like peanut butter over their lineups. Who in God's name thought this was a good idea? Why would I want the sound of rain piped into the cabin on a dry day? Or the sound of snowshoes crunching outside my vehicle as I'm driving? What does the babbling conversation of other diners at an outside cafe have to do with the "Sounds of Nature"? "Calm Sea Waves"? Is the idea to put a driver to sleep while sitting in gridlock? From my experience there's already too much driver napping going on. And then there's the self-parking party trick available on the Genesis and some Hyundai vehicles. I've long thought that the automated parallel parking system on my GTI was the most worthless feature I could imagine.(If you can't parallel park a GTI, you shouldn't be allowed to own one.) I was wrong. The silly feature in my GTI pales in comparison to the automatic insertion/extraction parking feature for tight parking spaces. Why would I want to insert my expensive vehicle in a space so tight that I couldn't open the doors? Am I hoping for dents? It makes a little more sense for extracting my vehicle when an a**hole has parked his gigantic vehicle next to me. But explosive sledgehammers in the doors that could move the offending vehicles a foot or so away is a much better idea (imo). Enough carping. Even though the "luxury" may be slightly less convincing and some of the technology questionable, the G80 and GV80 are beautiful vehicles that present a compelling value proposition compared to their rivals. I won't be shopping for either one but I am intrigued by the decision to put a 2.5L turbo engine in each as the base engine. It's the same engine (with varying tuning) found in the KIA K5 and Hyundai Sorento performance models and available in the KIA Sorento SUV. I've long been skeptical about the durability of small displacement turbos in vehicles with curb weights over 2 tons (e.g. Explorer, CX-5, Ascent) but if Genesis is prepared to make that choice while offering a 10 year/100K mile warranty, I'm somewhat reassured.
    4
  848.  @Loterand  Did some further checking on the internet. What I can tell you is that the "Car Sales Database" for Europe lists the sales figures for a total of 57 midsize and large SUV's. The Mazda CX-9 doesn't appear anywhere in either list. (https://carsalesbase.com/category/car-sales-europe/europe-by-segment/large-suv-segment/) Furthermore, I cannot find any indication that new CX-9's are sold anywhere in Western Europe. A few used CX-9's are listed for sale in various European countries but no indication of new car sales. Likely these are vehicles imported from the US by American military personnel or others. To be fair, it appears that the CX-9 was imported to Russia in 2017 but no information since that time. And the CX-9 is available in Australia. If you have any evidence that the CX-9 is sold elsewhere in Europe or in "most markets," feel free to post it.
    4
  849. Thanks for the review, Richard. My impression (and it's only that) is that Misubishi has a slightly more visible presence in Canada than here in the US and though I'm not likely to be taking a look at the Outlander (or even able to find a dealer easily here in the Puget Sound region) it's always better to have more choices than fewer. As far as the third row is concerned, I'm a fan of the KIA Sorento, at 189" in length the smallest of what is typically considered a "midsize" SUV. Reviews of the Sorento typically complain about its cramped 3rd row but seldom note that the 29.6" of legroom is two inches more than that of the Toyota Highlander. And to KIA's credit they characterize the third row as "Plus 2" seating. In any event we seldom use the third row of our Sorento. Certainly no more than once or twice a month at most. On the other hand, it's a huge convenience when we need to transport more than five passengers on a local journey and the alternative is taking two vehicles. And even for average size adults it's adequate in those cases. Unfortunately, I have to agree that the Outlander's third row is virtually useless. With less than 19" of legroom it's suitable only for Munchkins from the Wizard of Oz or double amputees. As for putting an infant seat in the third row, I'd be unwilling to risk a baby in the event of a rear end collision.
    4
  850.  @francismartinez6049  Sorry, buddy. Apparently several folks did find the time. But I can understand if you're too busy improving your vocabulary. :)
    4
  851. I live in the Pacific Northwest. Around here even a mild criticism of a Subaru can cost your friends, make your neighbors stop speaking to you, and eliminate invitations to Thanksgiving dinner with the extended family. So let me begin by saying that the initial reviews of the 2020 Outback suggest it's an impressive vehicle. The CVT it shares with the Ascent is relatively inoffensive (though the "simulated" gears and paddle shifters are rather silly, at best.) And the Outlook XT shares the same turbo 4 engine with the Ascent. In the Outback that engine performs impressively with a 0-60 time of about 6 seconds. It appears to be a worthy successor to the old six cylinder boxer engine in the Outback. Having said that, however, a top trim 2020 Outback XT has a curb weight a bit over 3900 lbs while the Ascent (top trim) weighs in at 4603 lbs. That's a difference approaching 700 lbs! Add fuel, passengers, and gear/luggage (and noting that the Outback is a five passenger vehicle) and the difference in weight is 900 lbs or more! That same turbo4 in the Ascent is being asked to move MUCH more weight, about the equivalent of 3 NFL lineman. There's a reason that almost every manufacturer other than Subaru and Mazda offer a standard or optional V6 in their 3 row midsize crossovers that weigh over two tons. No doubt the Ascent's initial acceleration is adequate (though hardly impressive) but physics is physics and a small displacement turbocharged four cylinder engine compared to a larger displacement V6, especially a naturally aspirated version, is far more stressed in a large, heavy vehicle even in normal operation. Simply put, long term durability has to be a question, especially for a newly designed engine without a track record. Add to that the fact that only the Subaru restricts a buyer's choice to a CVT among 3 row midsize crossovers and some skepticism about the Ascent is obviously warranted. Unless having the most cup holders in the category is a high priority I think there are better choices among the midsize 3 row SUV's than the Ascent. On the other hand, the new Outback deserves a serious look among the "tweener" size two row crossovers. Perhaps that comment will assure me an invitation to Thanksgiving dinner.
    4
  852.  @Ramoono  You're correct that "not everything is about size" but especially in the CUV/SUV category of vehicles, size, especially interior capacity, is a high priority for an overwhelming proportion of consumers. .
    4
  853.  @kahless0173  Sorry. The CX-5 is NOT considered a midsize crossover, at least not in the US. At 179" in length and with 59.6 cubic ft of total cargo space it is smaller than a CR-V, a RAV4, a Subaru Forester, and a Chevy Equinox, among others. All of which are firmly in the "Compact" category as they're defined in the US. The Santa Fe is at the small end of "midsize" (mostly two row) SUV's. At 188" long it's the same size as the Ford Edge and about 1" less in length than the KIA Sorento built on the same platform as the Santa Fe with virtually identical interior dimensions. In terms of size the Santa Fe is much closer to other midsize CUV/SUV two row vehicles that typically run from 188" to 192" than to the average size of compact vehicles that average about 180" in length. There are no standardized definitions of various CUV/SUV categories but there are widely accepted size categories in North America. In other markets, e.g. Europe, where vehicles are typically smaller than in North America some vehicles known here as "compact" crossovers are considered "midsize" compared to smaller vehicles that aren't sold in North America. Perhaps that's the source of your confusion.
    4
  854. daviesakiller: As noted in my longer post, I traded a six year old KIA Sorento for a 2018 version in January of this year. I received a trade-in value within a thousand dollars of the Kelly Blue Book estimate of a comparable Toyota Highlander. Considering I had gotten a $7000 discount on the 2012 model and an $8000 discount of the 2018 model versus an offer of MSRP for a new Highlander, I had significant savings both in terms of purchases and in resale value.
    4
  855. Do you need sunglasses when you crawl out from under that rock?
    4
  856. Qua Pro Pro: In our case it was my wife who didn't want to be seen driving a minivan. In addition, she was addicted to the "command" (i.e. higher) driving position of SUV's compared to minivans. And from what I can tell, she's not the only woman who feels that way. Personally, I'd ban every vehicle over 50 inches tall so I could see around/over the other traffic from my GTI.
    4
  857. Love your channel, folks. Just one suggestion from one of your southern neighbors in Washington state. When you cite MSRP's in Canadian dollars it would be helpful for parochial US residents unfamiliar with conversion rates between our two countries and the often different trim configurations offered in Canada and the US to note (perhaps as a caption), the US MSRP for a vehicle. Much like the conversion in fuel efficiency you often cite. For example, a fully loaded top trim (SX-Turbo) Seltos with an optional $700 sunroof has an MSRP in the US of $29,710 (USD) including destination charges vs $34,740 in Canada. Simple conversion of US vs Canadian currency isn't necessarily accurate of course. And unlike Canada there is no consumer protection in the US that limits transaction prices to MSRP. But it would useful to get at least a rough idea of the price of a vehicle in the US as well as Canada. I realize that the bulk of your viewers are Canadian but many of us US'ers subscribe as well. And we look forward to a time when our utterly irresponsible response to COVID-19 will lead Canada to allow us to come visit you again.
    4
  858. As noted in another post the Sorento and Santa Fe are (fraternal) twins. Likewise the Sportage and Hyundai Tucson. As far as warranties are concerned, Hyundai and Kia offer the same coverage and mileage/years. Price comparisons, though, are trickier. Comparing MSRP's at the top trim levels, the Santa Fe (Ultimate) is less expensive than the Sorento (SX-L). Not necessarily the case with lower trim levels and option packages.
    4
  859.  @mostly_normal_man  You're dreaming if you think a loaded Palisade or Telluride will have an MSRP of $49K, or so.
    4
  860. You're in an increasingly lonely space there, friend.
    4
  861. There is a reason that most manufacturers offer naturally aspirated V6 engines as standard or optional choices in midsize three row crossovers. The only exceptions are Mazda, Subaru, and Ford. Turbo 4 engines can, indeed, be "peppy," especially in smaller SUV's, sedans, and sports models like the Mustang. But 3 row crossovers are well over two tons in curb weight and near two and half tons with passengers, fuel, and the gear they're expected to carry. Physics is physics and the stress placed on a small turbo charged engine inevitably raises questions about durability compared to a naturally aspirated V6.
    4
  862. 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.
    4
  863. Excellent and (imo) accurate review. I've owned two Sorentos. A 2012 model that was the first KIA I even considered purchasing and currently a 2018 model. Both top trim SX-L versions. We're a family of four (Two adults, a teenage driver, and a big dog. He doesn't drive but is nearly always a passenger.) Our Sorento is my wife's daily driver, the vehicle my daughter drives when she can't talk me into lending her my GTI, and the family's extended trip vehicle. For us, the Sorento is a "Goldilocks" vehicle. Exactly the right size. A few comments... () KIA correctly calls the third row "plus 2" seating. But that's a more honest label than several other midsize SUVs claim. The 29.6" of default legroom is virtually equal to the Mazda CX-9, a vehicle that's nearly a foot (10") longer than the Sorento. An even more striking comparison is with the Highlander (half a foot longer) that provides 27.7" of legroom and makes the ridiculous claim that it seats 3 simply because it's fitted with three seatbelts. Further, the Sorento offers especially generous room in the first and second rows, each nearly 42", that can be adjusted to allocate even more room to the 3rd row if needed. Is it as generous a space as considerably larger midsize SUVs? Of course not. And it's not suitable for 6 or more passengers and their gear/luggage for an extended trip. But we find the Sorento's third row quite adequate for a couple of average size adults on a local trip, especially when its convenience is balanced against using two vehicles for such a trip. () When I first heard that KIA had replaced its optional 3.3L NA V6 (that we had on both of our Sorentos) for a turbo 4 banger, I was somewhat skeptical. Not that the V6 was the Sorento's most outstanding feature but it was extremely durable and dependable. I'm reassured, however, that the new 2.5L turbo 4 offers both better performance and fuel economy and KIA's well known 10 year/100K mile warranty on the entire drivetrain. The Korean brands' confidence shows in the fact that they're offering the same engine (and warranty) in the Sonata N-Line, the K5 GT, and even more importantly in the Hyundai Santa Fe, the Genesis GV70, GV80, and G80. Those warranties wouldn't be offered if KIA felt they would be forced to redeem them more than very rarely. () It's not all rainbows and unicorns, though. The review makes the valid point that if a buyer wants the performance of the optional turbo engine AWD is highly recommended. Otherwise, wheel hop and torque steer are largely unavoidable. Want to avoid that behavior with the more powerful engine? Use a very light foot on the gas pedal but then what's the point of the engine? () Furthermore, KIA has unfortunately dropped some amenities in the 2021 Sorento that were available in the last generation. Our 2018 model included nappa leather upholstery. The 2021 version has somewhat lower quality true leather or synthetic leather. The last generation included 4 way lumbar support and extending thigh support for the driver. For 2021 the Sorento has 2 way lumbar support and no extending thigh support. There are some other relatively minor cost cutting measures as well introduced no doubt to prevent the Sorento's MSRP to climb too close to that of the Telluride. But the most objectionable (imo) is the deletion of memory setting for two drivers. Since our family has three drivers with decidedly different seating positions, it's a deletion that's a major inconvenience. Even worse, it's a puzzling deletion for a "family" SUV and one that the nearly identical 2021 Santa Fe retains. () All in all, the new Sorento is a great car even with some features missing from the vehicle offered outside the US and features that have been deleted from the new generation.
    4
  864. Kudos for VW putting the GTI engine and drive train in the GLI. Unfortunately, the current trim level/option package choices are wacky, at best. In the US only the "35" and the Autobahn are currently available. The differences? On the Autobahn you get a sunroof, leather upholstery, and the digital cockpit. On the "35" you lose all that but get DCC (Dynamic Chassis Control) and some red and black accents here and there. It's at least as confusing in Canada. Several weeks ago the Canadian VW listed the "35th Anniversary Edition" as an option package that could be added to an upper trim SE or Autobahn trim level. Now that's no longer the case. There are only two trim levels, the GLI and the "35." The GLI appears to correspond roughly to the US Autobahn trim (but with DCC) and the "35" differs only in some trim colors and badges. And each trim includes satellite navigation that's completely unavailable in the US and the digital cockpit. I've long suspected that someone at VW Canada has embarrassing photos of VW Germany executives at a convention. That would explain the tendency of Canada to get options and configurations that are significantly superior to GTI models in the US. That may well be the case here but I suspect that some of the differences stem from parts availability issues that enable VW to offer features (DCC) throughout the GLI range in Canada while restricting it in the US. Hopefully, VW will get their act together and adopt a more logical and comprehensive set of trim levels and options in both the US and Canada.
    4
  865.  @rightlanehog3151  No question about overall reliability of Toyota products. They know their market and they prioritize reliability and durability over just about everything else. But it's not all unicorns and rainbows. Some thoughts... First, almost all manufacturers these days make incredibly reliable vehicles, especially considering the complex engineering involved in the various systems in modern cars. Buy almost any brand and your chances of encountering a truly major failure are really, really low. And the differences among the most reliable brands are very, very small. Even a manufacturer that has three or four times as many reliability problems in their vehicles as a competitor still has mostly satisfied customers with few if any problems. Second, Toyota achieves its strong reputation for reliability by carefully cutting corners and avoiding innovation in their designs and engineering. That means comparatively cheap materials in their interiors, especially in back seats. It means features like AndroidAuto/Apple CarPlay are late in coming or missing altogether. Infotainment systems trail the competition. Turbocharged performance is almost completely absent. And because Toyota/Lexus has such a strong reputation for reliability they can offer shorter warranties and fewer discounts from MSRP than their competitors. None of this is a major criticism of Toyota's approach. Every manufacturer has to build cars to a particular price point. Toyota believes (obviously correctly) that their sales benefit greatly from their reputation for reliability and their customers are prepared to overlook other aspects of their offerings. Finally, when considering reliability, looking at a brand as a whole can be very misleading. Problems with a single model can impact an entire brand's reputation but it doesn't necessarily mean anything in terms of what a consumer might encounter with another model or a different model year. And unfortunately more detailed information about particular models (other than recalls) can be difficult to find. Honda's recent problems with their 1.5L turbo engine and KIA's difficulties with some of their four cylinder engines are good examples. The problems are unfortunate but have nothing to do with Honda's and KIA's that don't include those components.
    4
  866.  @clayton8465  Yes, there's a lot of BS on the internet. Next time try applying some common sense. There are about 70 million passenger vehicles produced worldwide every year. That includes those with petrol engines, diesel engines, hybrids, and electric vehicles. It includes every manufacturer of every type of car. When you post such ridiculous claims you only eliminate whatever credibility you might otherwise have.
    4
  867.  @clayton8465  No one denies that dieselgate occurred. Don't try skirting the issue. You posted a series of absurd claims that had no credibility, whatsoever. You're doing your position no favors by displaying ignorance.
    4
  868.  @davidm5707  Well, "enty-level" premium is a bit of an overstatement. But in the mainstream compact category a couple of thousand dollars marginal difference in price can have a significant impact on sales. The Mazda3 is a very nice vehicle. I hope they haven't bet wrong in offering a more appealing but more expensive choice.
    4
  869. All in an overall size that's (surprisingly) virtually the same as the Pilot. The same, by the way, applies to the Subaru Ascent. In fact, KIA does a remarkable job in terms of packaging "efficiency" in both the Telluride and the smaller Sorento. Divide the total passenger room (in cubic feet) by the length of the vehicles (in inches) to get a measure of the "passenger room per inch of length." The Telluride and the Sorento are #1and #2 among all three row SUV's.
    4
  870.  @nodak81  I won't get into an extended discussion here since I've made the points on numerous other sites. Suffice to say that "reliability" ratings (i.e. rankings) are like horse races. Knowing simply that one horse trails another at the finish line tells you nothing about the distance of one horse's victory. It could be by a nose or 17 lengths. In the case of automobiles the chance of virtually any new car suffering a major reliability issue is less than about 5 in 100. So if one vehicle has a 99% reliability "score" compared to another that has a 96% chance of never experiencing an issue, the fact is that well over 90% of all owners of each never experience a problem. The most widely cited stats on reliability come from Consumer Reports. But those "scores" are based on calculations that CR does not divulge. JD Power, the other major publicly available source of reliability data supports my comments above. i.e. The vast majority of vehicles from virtually every brand are both highly reliable and the differences are minuscule. In my case I've owned two KIAs and two VWs over the last 10 years. Neither suffered a single reliability problem. Not one. My secret? I follow or exceed manufacturer recommended maintenance schedules and take care of my cars.
    4
  871. I'm sure some folks complained about losing the crank on the front end when electric starters were introduced.
    4
  872.  @Jaymac720  In the first place, I wasn't making a specific case for FCA vehicles in general or for Dodge or the Chysler Pacifica in particular. I would have said much the same if the review involved Honda engines with oil dilution issues or VW's with carbon buildup in GDI engines. The internet magnifies rare issues into major problems with unverifiable anecdotal comments that are repeated endlessly. And comments like "I see reports of either constant problems or none at all..", "Pacificas have spent a lot of time at the dealer...", and "Chryslers often have problems basically out the gate..." are prime examples. Just what is "often?" one in a hundred, one in a thousand? Where do you "see (these) reports?" And since customers with problems are more prone to complain than those without issues to report their experiences how do you assess the relative weight of such comments. How about this for a rule of thumb. For every positive comment about a vehicle's reliability, multiply by 100 and then compare the figures of positive vs negative comments. It's ridiculously unscientific but no less valid than repeating taking seriously negative comments and ignoring positive comments. My point is that actual risk is both difficult to assess for any vehicle. That simple rankings of overall reliability fail to capture the fact that the actual incidence of reliability problems are extremely low among almost all manufacturers and the difference between manufacturers is very small. If that were not the case, the fact that the Chrysler Pacifica, Toyota Sienna, and Honda Odyssey all rank as equally reliable on 15 of 17 of CR's measures of reliability would not occur. You may well be right about failures of electronic components you cited (e.g. "Electronic doors, parking sensors, and...power third row seats (controlled via electronics)". In fact, electronics (both in vehicles and otherwise) have long been notorious for "infant mortality." Components tend to fail soon or not at all. That's why stores like Best Buy are so anxious to sell you an extended warranty on electronic devices; it's a huge profit center since failures are concentrated in the initial ownership period when a manufacturer warranty is in effect. And it's why the "finance guy" at your local dealership will show you an ECU motherboard from a vehicle and encourage you to purchase an extended warranty with your new car because, he'll say, "Computers are so complicated and so expensive to replace." Again, if the ECU computer fails, it's likely to be in the first year of ownership when an automotive manufacturer's warranty is in effect. And it may also explain why the Toyota Sienna with an older design and fewer electronic gadgets fares better in terms of "in car electronics" than either the Pacifica or the Odyssey in CR surveys, each of which is equally prone to problems as far as can be determined by the data CR publishes. Finally, you "don’t blame Chrysler for transmission problems since they sourced it from ZF..." Are you under the impression that Chrysler designs and builds its own electronic components? I'd bet the farm they don't. Virtually all manufacturers subcontract the production of electronic components to specialized firms with the automotive manufacturer simply providing functional specifications. The same is true of airbags, a prime example of truly dangerous failures in reliability among multiple automotive manufacturers, each of which simply installs the systems provided by a third party. An automotive manufacturer is as responsible for the components they purchase from a third party supplier as for those they design and build themselves. And a huge issue for a manufacturer is quality control of those third parties. Some undoubtedly do a better job than others but if Chrysler does an especially bad job, it should show up in the metrics captured by CR and will likely result in finding other suppliers. An action you as a consumer are unlikely even to know about. Once again, I have no special affinity for the Chrysler Pacifica. I don't own one; I've never driven one. And the only Chrysler product I have ever owned was a 1963 Dodge Dart that took me through college many years ago and several years beyond. My complaint is the never ending series of cheap shots at virtually every manufacturer based on nothing but isolated personal experiences, or worse, "reports I see" or what my brother-in-law told me about his car.
    4
  873. The current Highlander is so long in the tooth that it should be called the "Dracula." A major update was called for in the new generation. But true to its usual practice (with some exceptions) Toyota is sticking to evolution, playing catch up with other brands and relying on its reputation for reliability to hold onto its strong sales. The current (2019) Highlander is among the smallest midsize SUV's in length. At 192.5" it's about 4 inches shorter than the KIA Telluride, Honda Pilot and Subaru Ascent and a full 6.5" shorter than the Mazda CX-9. In fact, it's closer to the "tweener" KIA Sorento (189") than to the larger midsize vehicles. Toyota claims the current model is an eight passenger vehicle but that claim is based on the number of seatbelts in the third row, not its actual accommodations. Three average size adults or teenagers can be crammed into the third row of a Highlander only if they're bound and gagged in a fetal position. (Perhaps not a bad idea for teenagers but that's another discussion.) Overall, the current Highlander offers 140 cubic feet of passenger space compared to 153 in the smaller KIA Sorento (by 3.5" in length) and 178 cubic feet in the Telluride, an SUV that's only four inches longer than the 2019 Highlander. So for 2020 Toyota increased the overall length of the Highlander by 2.4 inches. At 194.9" it's still among the smallest true midsize SUV's but it gave Toyota a bit more to work with in terms of interior space. Unfortunately, it appears to have made little difference. Despite vague claims to have increased passenger space, there's little evidence to back them up. And three seatbelts in the third row still doesn't make the Toyota an eight passenger vehicle. Actually, it's not clear if the Highlander will offer a bench second row. I assume it will but if it doesn't the Highlander is a six passenger, not a seven passenger vehicle. To be fair, cargo space behind the third row has increased slightly (13.8 cf to 16.1 cf). But it still trails virtually every other three row crossover other than the Kia Sorento and the unbelievably space inefficient CX-9. It might hold a set of golf clubs but it won't accommodate the luggage/gear for six or more passengers on a road trip. Otherwise, the 2020 version offers the same engine and transmission (in gasoline versions) as before. Apple CarPlay and AndroidAuto are finally available so purchasers can have a nav system that doesn't require a $2000 option package for a factory version. Nice upgrades to the interior appointments, most obviously in the infotainment screen. I do wonder about the white accented trim in a family truckster. I'm sure other options will be available and for those who like it maybe they have a teenager they can task with cleaning it. Otherwise, clean it yourself or be ready for dingy gray interior accents. Finally, the overall styling is an improvement (imo) with the family resemblance among the RAV4 and 4Runner carried to some extent in the Highlander. To be fair, the big news for the Highlander is what Toyota is claiming are significant improvements in the hybrid version. Less overall power than before but better mileage. If there is one area where Toyota should know what they're doing it's in hybrid technology. So for those who want to go that route it's a safe choice. But there is an alternative in the new Ford Explorer worth a look, as well. Toyota will sell a lot of Highlanders based on the brand's reputation for reliability even though it no longer stands head and shoulders above several rivals on that score. But for those looking for innovation and leading edge features, the Highlander doesn't cut it.
    4
  874. k domster: Different strokes for different folks. I'm a Mazda fan but I don't agree that the CX-9 has a better build, design, or quality comparing top trims of each vehicle. And more importantly in this class, I just couldn't get over the fact that the CX-9 is as large as a VW Atlas with an overall interior capacity less than the Sorento, has a lower tow rating, a four banger vs a V6, a pixilated camera, smaller infotainment screen, and a bumper-to-bumper and powertrain warranty that doesn't come close to the KIA. There was no contest when we compared the vehicles in detail.
    4
  875. Want some straight facts? Here are some. The Sorento is 11 inches shorter, three inches more narrow, and 2.5 inches shorter than the CX-9. And yet, the Sorento has significantly more overall passenger room (154 cf vs 135 cf). That includes significantly greater legroom in the first and, surprisingly, in the third row. It also has more overall cargo room (73 cf vs 71 cf) despite having slightly less cargo space behind the third row (11 cf vs 14 cf) (Source: US News and World Report.) I'm not sure how you conclude the "second row feels more spacious on (the) CX-9..." It isn't. The differences in space are minuscule or non-existent. I'm perfectly willing to grant that if canyon carving is your preferred driving environment the Mazda may have an advantage. But for the vast majority of owners of these vehicles the environment is the jungle of suburban traffic and parking lots where the smaller exterior and larger interior dimensions make a much bigger difference than a marginal advantage on mountain roads. And for trips, the quieter Sorento interior adds to the its advantages. You might prefer a louder engine; most consumers in this space do not. Yes, the 4 cylinder CX-9 has more peak torque than the KIA. Oddly, then that the acceleration of the two is virtually identical and the tow rating for the Sorento is 5000 lbs versus the CX-9's 3500. Neither is appropriate for serious towing but the KIA can tow camping trailers and boats the CX-9 cannot. Bottom line, if you're into canyon carving, I'd suggest another vehicle, altogether. And for long slogs on a freeway, the Sorento is a better, more relaxing choice with (remember) more interior room. As for the common claim that low resale value offsets the greater discounts typically available for the Sorento versus its competitors, that's another fallacy. I negotiated an $8000 discount off MSRP on a 2018 top trim (SX-L) Sorento. That was considerably more than I was offered on a Signature trim of a CX-9 ($2000 off MSRP) or a Toyota Highlander with no discount. At the same time, the KBB trade-in estimate for a six year old Sorento is virtually identical to a comparable CX-9. Even comparing resale of a six year old Highlander to the KIA, the KBB estimate of average resale (about $3000) doesn't come close to eliminating the savings in initial purchase prices. (And for the record, my local KIA difference gave more than $1000 more than the KBB estimate for my six year old Sorento combined with the discount on a new Sorento, making the overall savings even greater. Finally the question of reliability. Rather than relying on anonymous "independent mechanics" and anecdotal stories of friends or friends, the most reliable data about reliability comes from the hundreds of thousands of consumers who respond to Consumer Reports annual survey of vehicle owners. On that metric Toyota, not surprisingly, holds first place. As of 2018, KIA ranks fifth, having risen steadily over the last decade. Mazda ranks 14th. Ever wonder why KIA (and Hyundai which also outranks Mazda) offer much better bumper-to-bumper and power train warranties than others? It's not because they lose money on those warranties. It's only my experience but over 75,000 miles my 2012 Sorento never had a check engine light, never had a single component fail, and never required anything more than fuel, oil changes, tires, and regular maintenance. It's not an apples to apples comparison but my Mazda RX-8 made several trips to the dealer to (believe it or not) replace the spark plug in the rotary engine (not a DIY job) when the engine flooded, couldn't be restarted and eventually required an upgraded battery to be crammed in the engine bay to resolve the problem. I say "crammed" because the larger battery prevented the engine cover from being replaced. I loved the car anyway but it hardly gave me a feeling of security about Mazda's reliability, at least for that model.
    4
  876. @k domster. Pretty desperate there, aren't you buddy. Try this. https://www.consumerreports.org/car-reliability-owner-satisfaction/car-brands-reliability-how-they-stack-up/ For 2018 models, Kia ranked just below Toyota and Lexus in reliability. Mazda ranked twelfth with the most unreliable of their models being the CX-9.
    4
  877. Jesse James: To be fair to Hyundai I suspect there may be more to it than simply a marketing mistake. Hot hatches are much more popular in Europe and in Australia where they fill much of the niche occupied by compact crossovers in the US. Peugeot, Seat, Renault and even VW offer alternatives to the GTI. Hyundai may feel they are more likely to get a better return on their investment in the i30N in those markets than in North America. That's especially likely if one takes into account the price premium for hot hatches in Europe compared to the US (i.e. more profit) and production constraints that Hyundai may have for the i30N. Keep in mind that automakers cannot simply flip a switch to churn out more copies of a particular model. It appears that the i30N is very popular where it's available. Hyundai may already be facing challenges in filling the demand. The Veloster, on the other hand, really needs a shot in the arm in the US market. Given the greater price sensitivity in North America and the fact that the Veloster can be produced at a lower cost, Hyundai may believe it's better to hype the smaller, cheaper Veloster with the hot engine here. None of that eases the disappointment of those of us in North America who cannot get the i30N but it might explain Hyundai's decision..
    4
  878.  @yippie6862  Not to mention the Ontario license plate. :)
    4
  879. Waiting for a larger grill. :)
    4
  880. Better than I'd expected but the new KIA Seltos with its 1.6L turbo and DCT is super tough competition.
    4
  881. Back in late '60's and early 70's I drove a Saab 96 in the challenging winters and steep hills of Ithaca, New York. It was a rare duck in those days with FWD. With the weight of the engine over the front wheels, winter tires, and the short wheelbase, it never missed a beat. I made it around in snow and ice and up and down the hills while practically every other vehicle was in a garage or sitting beside the road. Once I was caught in a blizzard and the only other vehicle I saw was the Greyhound bus I followed for fifty miles, or so. AWD is a convenience in climates where messy winter weather is only occasional and all season tires are all that's needed. But my experience suggests that a good set of snow tires mounted on a smaller vehicle with engine weight over the drive wheels will accomplish the same mission as an AWD about 95% of the time.
    4
  882. Depends on the size of the family. My wife and I, our teenage daughter and our big dog fit nicely in our GTI.
    4
  883.  @tinhinnh  So what does it take to make two cars built on the same platform "different?" The base Chevy Traverse has an MSRP of $29,930 while the fully optioned Avenir trim of the Buick Enclave has an MSRP of $61,190. Are they the same car because they're built on the same architectural platform and have the same internal and external dimensions? In fact, those vehicles share more than the lowest and highest trims of the Kia Sorento; the same engine and transmission in the Traverse and Enclave, for example. In contrast, the base Sorento L and the SX-L have different transmissions and different engines. Are the GM twins "different" because one is a Chevy and one is Buick? Is it a different brand name that makes two vehicles "different?" Would the two Sorento models be "different" if KIA had simply slapped a different brand name on the two models? "Yes, I know exactly what he means. He doesn't think the KIA SX-L trim is worth the money because to the casual observer the dimensions and brand badges of the Sorento models are the same despite the significant differences in the actual vehicles. There's a name for that attitude. It's called brand snobbery from someone who doesn't bother to look beneath the skin and cares more about impressing other similarly ignorant observers than in the actual features of a car.
    4
  884. If you live in North America and want a CX-3 the best advice is to buy one while you can. The CX-3 is a relatively popular model in markets where what Americans call "subcompact" crossovers are big sellers. But it's clear it was a placeholder in North America awaiting the somewhat larger CX-30. I suspect it will survive in international markets but will disappear from North America in the next model year or two.
    4
  885. 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. :)
    4
  886. After Subaru introduced the Ascent last year and with the Forester growing each year like a teenage football player I wondered if the aging Outback would be squeezed both from above and below. But the Outback is Subaru's best selling vehicle and they clearly weren't ready to give up on it. The new generation is pretty damn impressive, especially for the legions of Outback owners. They no longer have to apologize for cut rate interiors necessitated by the cost of Subaru's standard AWD. The anti-CVT crowd won't like the Outback's transmission but all reports indicate that, at worst, its behavior is inoffensive. All CVT's aren't the same and Subaru's looks to be one of the best. And it doesn't stop there. I wasn't impressed by the Ascent. Almost every other manufacturer offers a standard or optional V6 in their mainstream three row crossover. (Mazda's CX-9 is the only one to limit the choice to a turbo 4.) Even in the category of smaller two row midsize crossovers (188"- 192" long), standard or optional V6's are the rule. (The Hyundai Santa Fe is the exception.) There's a reason for that. In vehicles with curb weights well over two tons and loaded with fuel, passengers, and gear/luggage weights that approach 5000 lbs or more a V6 offers equal or better performance and smoother power delivery than a turbo four with little (if any) sacrifice in fuel efficiency compared to a much more highly stressed, smaller displacement engine. That's not good news for long term durability. Nor is a CVT transmission in a vehicle that can weigh two and a half tons. Unless the number of cup holders is a top priority the Ascent doesn't stand out in its category. The Outback XT has the same engine (and CVT transmission) as the Ascent. But the Outback's curb weight is nearly 700 lbs less than its big brother. Add fuel, passengers, and gear and the Outback's weight advantage can be 900 lbs or more! That's the equivalent of cramming three NFL offensive lineman in the cargo hold of the Outback. The performance of the Ascent is adequate but hardly impressive. On the other hand, according to early reports the Outback has one of the best 0-60 times in the midsize, two row category. Some may still prefer a naturally aspirated V6 but it's safe to say that the aging H6 boxer engine won't be missed. Those who need seating for six or more passengers won't find it in the Outback but there's every reason to believe that it will remain Subaru's best selling vehicle. Consumers looking at the Honda Passport, the Hyundai Santa Fe, the Ford Edge, the Chevy Blazer, or other 2 row midsize crossovers would do well to take a closer look. And the legions of Outback fans will have good reason to stick with Subaru.
    4
  887. Let me add one other point. Two years ago my wife, a VERY careful driver, far more careful than I if I'm honest about it, was driving our 2012 KIA Sorento a vehicle with excellent visibility for a midsize crossover. It was raining on a dark and stormy night as she was returning home on a four lane highway. She was in the left lane, looked over her right shoulder, put on her blinker and began to move to the "slow" lane. Before she could complete the maneuver she was sideswiped on the right by a driver in a new Mustang moving about 30 mph faster than she was traveling. Thankfully, damage was relatively minor but my wife was mortified. It was her first collision in many years. In fact, the other driver was supportive and even somewhat apologetic. Both vehicles were drive-able. The rain was heavy. The night was dark. And my wife and the other driver both went on their way and submitted insurance claims without assigning blame. It could have been much worse. The point is that BSM would probably have prevented the collision completely. Even though my wife didn't see the other car, the BSM system would have. When we replaced the 2012 KIA with another 2018 Sorento I was especially grateful that it includes BSM.
    4
  888. Would you promise to buy a dozen and convince your friends to do the same? If there were enough of you purchasing multiple vehicles VW might make a profit on a two door model.
    4
  889. I'm one of the thousands of consumers who never even stopped at a KIA dealer until 2012 when I purchased a top trim KIA Sorento. After considering literally every other midsize crossover I concluded that the thousands of $$$ compared to its rivals merited taking a chance. When I traded it last year for a new crossover (again seriously shopping the competition) I went for the Sorento again. (First time in 40 years of car purchases that I replaced a vehicle with a newer version of the same model.) Again, I saved several thousand dollars compared to its competition and the dealer gave me within $800 of the estimated trade-in value of a comparable 2012 Highlander. On balance I made out like a bandit, saving about $6K-$7K over a comparable purchases of any other mainstream three row crossover.
    4
  890.  @letdothisman1139  The Accord is an awesome vehicle (imo). When I was looking at the current generation of midsize sedans nearly two years ago, it outpointed the Mazda6 and the Camry on my score sheet. And the Accord (as well as the Camry) will undoubtedly outsell the Sonata in North America. But Honda (and Toyota) are already looking uncomfortably over their shoulders at vehicles from the Korean manufacturers and there are other markets in Asia and Europe where Hyundai and KIA already sell very well and can be expected to improve their sales with models like the Sonata (and the KIA K5).
    4
  891. Unfortunately, as far as I know, NWAPA doesn't publish the raw figures for the individual vehicles at Mudfest so it's difficult to tell how close the vote is in any particular class or in the "best of show" type competition in which total scores are compared across all categories. That doesn't detract from the "win" for the Forester and 2nd place for the Jeep Renegade in the "Sub-compact and Compact" category but it does obscure just which criteria were critical in the Forester win. Those may well have been the Subaru's performance on the tougher off-road course but that's not necessarily the case.
    4
  892. I hope you give it the tender care it deserves. :)
    4
  893.  @torocars9227  Yeah, and that's the reason Toyota's sales are so weak, right?
    4
  894. The EV6 continues a trend evident in other closely related KIA vs Hyundai vehicles. While Hyundai designs tend toward an abundance of bulges and creases, KIA designs of the same basic vehicles are smoother, simpler, and (to my eye) more elegant. In the case of the Ioniq 5 vs the EV6, the differences are not quite as striking as in other pairs (e.g. Santa Fe vs Sorento, Palisade vs Telluride, Sonata vs K5, etc.) but the differences remain. Over the long term I think the EV6 design will age better than the (admittedly interesting) Ioniq 5.
    4
  895. Very old news with little if any evidence to support it.
    4
  896.  @markhomiak6966  Sorry for you. Point is that it ain't happening
    4
  897. I looked seriously at the Mustang last year. No question that the Ecoboost was the better choice imo. I don't live in Kansas. I live in the Pacific Northwest where back roads are filled with curves and mountains actually exist. With the available performance and suspension upgrades, the Ecoboost is a credible alternative to a European sports car. The GT is a classic American muscle car where performance is measured in 0-60 times, quarter-mile times, and engine sound. The 300 lb weight difference over the front wheels is the equivalent of carrying around an NFL offensive lineman under the hood. Weight balance? Fugget about it. The Ecoboost is far better. Run each on a fifty mile loop through the mountains and I'll guarantee the driver of the Ecoboost will be on a second beer by the time the GT pulls into the parking lot. And all that doesn't even touch the amenities available in the Ecoboost for the price of a base GT. NUff said. Put it bluntly. Those looking for a driver's car on roads with curves and mountains to climb may well opt for the Ecoboost Mustang. Those who live in flyover country and those insecure about their gender identity will love the GT.
    4
  898. And now it's obvious why reviews of the vehicles Chevy hopes are competitors of the Equinox don't bother to mention it. Appealing size and cargo capacity but it stops there.
    4
  899.  @Dongonzales123  There is no "free" form of energy. The anti-EV crowd makes a lot of noise about the environmental impact of alternative fuels (both electricity and hydrogen fuel cell technology) but there is simply no evidence that such fuels don't provide net savings in terms of both individual consumer costs and environment impacts.
    4
  900. Automotive "reliability" is a complex and not well defined topic. The most widely cited source of information is the annual Consumer Reports "survey" of readers, a survey that is not a scientifically selected quasi-random sample of owners but simply a large collection of volunteered responses. Furthermore, most studies of "reliability, including CR's, yield "rankings" rather than the actual incidence of issues used in reliability calculations. Like a horse race, rankings of "win, place, and show" tells you nothing about whether the winner was by a nose or by 17 lengths. The truth is that well over 90% of almost any vehicle sold by a mainstream automaker today will not have a single significant reliability issue in five to seven years of ownership if serviced and maintained as recommended by the manufacturer. It's true that Toyota/Lexus typically rank at or near the top of reliability "rankings." However, the fact that Brand A can be expected to have a reliability problem only 1% of the time and Brand B will experience issues in 3% of its vehicles doesn't mean Brand A is 3 times as reliable as Brand B. It means that 99% of Brand A owners have no problem while 97% of Brand B have the same experience. Toyota/Lexus has quite successfully based the brands' appeal on a reputation for reliability but the margin among major brands is very, very small. Toyota/Lexus manage to charge a premium for their vehicles based on that reputation while the brands often avoid potentially risky innovative features and protect their profit margin with inferior interior materials compared to the competition. It's a highly successful business strategy but not necessarily one that provides the highest benefit to consumers.
    4
  901. 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."
    4
  902.  @imnotusingmyrealname4566  Actually the 2.5L turbo in the Santa Fe is the base engine in the Genesis GV80 and the G80. Very unlikely, though, that either Hyundai or KIA will offer the larger six cylinder twin turbo in their vehicles. That's for the Genesis lineup.
    4
  903. Hey Alex, as long as you were in Moab, Utah, did Honda suggest trying to take a Passport through Hell's Gate? After all, a KIa Sorento managed it. :)
    4
  904. Alex is known for his thorough, information packed reviews. I browse around 50 automotive review sites so I'm sometimes asked by family and friends what I consider the best source for someone actually seeking purchase advice about a particular vehicle. No question it's Alex on Autos. As someone who spent years composing lectures for students that seek to convey as much information as possible in a digestible lecture format, I'm in awe. It's the Khan Academy of automotive reviews. And this particular example surpasses even Alex' usual high standards. Some viewers will complain that the Tesla reviewed here shortchanges the brand. What about all the additional options, innovations, and trim levels Tesla offers, they'll say. But that misses the point of this review and the marketplace in general. The EV market will not grow by appealing primarily to those already committed to electric vehicles and willing to pay an initial purchase price of $50K+. It will expand by being cross shopped with ICE vehicles and hybrids and priced around the average of new cars in 2019, about $37,000. For those consumers Alex focuses on many of the most important features of these vehicles and provides a great introduction to some of the more esoteric details such as differences in charge options, the impact of ambient temperature on vehicle range, and even true overall range, figures that are sorely missing from most EV reviews. What would I choose if I were shopping today? Despite my respect for all that Tesla has accomplished, it would be the KIA Niro though personally I'd wait for the Soul EV. The Tesla is undeniably tempting but I doubt I could resist adding bells, whistles, range extensions, and performance features that would drive the price far beyond $40K. And as frustrating as it often is to negotiate with a dealer I haven't reached the point of preferring to purchase a vehicle as I order kitchen supplies from Amazon. Further, living in Washington state I don't have to eliminate KIA and Hyundai from my shopping list. But all in all, I think anyone interested in seeing EV's flourish should applaud all these (and other) manufacturers putting investments into the market. Competition is good and the more choices available the more consumers will consider them. And that's good for everyone and the earth, itself.
    4
  905. MIcah, kudos for noting that 100K power train warranties seldom have to be redeemed. The same, by the way, is true for Hyundai/KIA's relatively longer than typical 50K bumper-to-bumper warranty. And it's true of VW's even longer 72K BtB transferable warranty. Warranties are insurance policies. And like any insurer the manufacturer won't offer it if they lose money doing so. New car warranties are marketing tools designed to reassure skeptical customers about a brand's reputation and reflect a manufacturer's confidence that on average they will seldom if ever be redeemed. The one invariable fact is that once offered, a manufacturer will never rescind a warranty offer even when the events that led to a soiled reputation have long since been corrected. Hyundai and KIA have offered their warranties for a number of years to counter their reputation of building cheap disposable vehicles, a reputation that is long since inaccurate. VW instituted their longer warranties to counter a reputation for poor quality control that occurred nearly two decades ago. In fact, though Toyota/Lexus and to a more limited extent Honda retain their reputations for highly reliable vehicles, the actual margin of differences among brands has been shrinking tremendously for years. It's for that reason that the best independent metrics of reliability from sources such as the annual Consumer Reports surveys have shown considerably greater variation in rankings from model year to model year than in the past. The actual incidence of problems from brand to brand is so close that minor increases/decreases can move a brand up or down several spots. Toyota/Lexus typically hold the top spots in rankings for a variety of reasons including the fact that they jealously guard their spots with conservative engineering and avoidance of innovations that help insure that even abuse and neglect will have relatively small impacts on their vehicles. Consider the following hypothetical (but fairly common) example. Brand A has an average of 30 issues (of various severity) per 1000 vehicles. Brand B has 10 issues pure 1000 vehicles. Is Brand B three times as "reliable" than Brand A? Of course not. Does Brand A have three times as many issues as Brand B. Yes. But note that 97% of Brand A's vehicles have no issues compared to 99% of Brand B. The vast majority of each brand's vehicles have no issues, at all. It's not surprising that many consumers are especially sensitive to and value highly a vehicle's reliability. Humans tend to be especially sensitive to rare events that are especially costly when they do occur. Therefore, longer and more comprehensive warranties are reassuring if a consumer is nervous about a brand. But the fact remains that today even less reliable brands are far, far more reliable than those same brands a decade or more ago.
    4
  906. And you get a CVT as a special bonus. ;)
    4
  907. I'll believe a new generation midsize sedan from Mazda when I see it in dealer showrooms. Unfortunately, Mazda has a well-earned reputation for leaking news or even making formal announcements about forthcoming products that end up being years late in actual production or don't show up at all. Remember the diesel version of the CX-5 that was promised for years and when it finally showed up lasted about six months before being withdrawn from the market? SkyActivX engines for the North American market? Still waiting. Inclusion of a rotary "helper" engine in a new ICE engine configuration? Cancelled. Now there are rumors about Mazda introducing a RWD (and RWD-biased AWD) new midsize sedan with an inline 6 cylinder engine, a market category that multiple automakers have abandoned altogether and the sales of which continue to shrink. I like the Mazda brand; so much so that I've owned four Mazdas over the years. And thankfully the Miata, an iconic vehicle, continues to be produced. But skepticism about Mazda's actual introduction of new products is strongly advised.
    4
  908. 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.
    4
  909.  @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?
    4
  910.  @ChrisS-nj3ye  Actually, current versions of the GTI and GLI each has the same brakes as the Golf R. And the Autobahn version of the GTI has had those brakes since, as I recall, 2018. As far as the "nicer interior," that comes down to the eye candy in the digital cockpit. But that advantage, such as it is, is countered in the US version by the fact that the GTI offers a sunroof that isn't available for the Golf R. It is true that one has to reach Stage III in the GTI to match the turbo of the Golf R and no level of tuning/upgrading can match the Golf R's AWD. But the other side of that comparison is that the Golf R is about 245 lbs heavier than a comparable GTI. That's the equivalent of hauling around an NFL linebacker in the "R" compared to the GTI. Furthermore, others will no doubt differ, but I see little point putting 400 HP (the max in mods for a GTI) in a FWD vehicle. The Golf R is an awesome vehicle but the lighter, more nimble GTI on a tight track or on public roads is arguably the equal of a Golf R, even one that's been modified to the max.
    4
  911. That's a third row seat that will have strong appeal to the S&M crowd. Not to mention its utility for transporting a hostage.
    4
  912. The Ford Edge does have one distinctive trait. It's one of very few midsize SUVs whose sales have actually declined in 2021 compared to the pandemic crippled 2020 calendar year. (Sales are down 22% for the first half of the year.) As for the ST, it stands out as a vehicle that very, very few customers looking for a midsize unibody SUV are asking for -- scalding straight line performance. Combine that with the "50 shades of gray" interior and it's no mystery that the dealer has one available for this review.
    4
  913.  @dsugioaga  You're confusing "boring" with "classic."
    4
  914.  @rockefelleragent1357  Promise to buy it?
    4
  915. 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.)
    4
  916. "Bad"? Hardly. The new Escape is perfectly positioned to capture the portion of the market for whom a "utility" vehicle means carrying a lot of stuff in a compact package rather than off-roading. The forthcoming Bronco will undoubtedly lean toward the other end of that dimension. The three cylinder 1.5L engine with cylinder deactivation looks to be an interesting design. Competitive in terms of HP with rivals' base engines, the larger individual cylinders combined with a turbocharger suggests relatively strong torque out of a small engine. Add in cylinder deactivation for highway cruising and owners may actually achieve the EPA fuel economy numbers. Further, Ford is offering two other engine options; a NA 2.5L four banger combined with hybrid technology and a 2.0L turbo 4 with over 250 HP. A broad spectrum of choices with several sweet spots.
    4
  917. Hear! Hear! I just don't get this category of "sub-compact" crossovers, a category that's far better described as "Hatchbacks on Stilts." All I can assume is that crossovers of all sizes are the "new black." So let's not call them SUV's or CUV's. They HSV's.
    4
  918. Toyota once offered a V6 in the RAV4. They discontinued it about eight years ago. If you look carefully you might find one sitting unsold on a Toyota dealer lot somewhere. In short, it was a disaster that Toyota has no intention of repeating. V6 engines, either standard or optional, are common in the next larger size of SUV's but rare as hens' teeth in the compact category and even when available the V6 is the lower performance engine option.
    4
  919. () A hatchback on stilts? Have to admit that as a GTI owner I find sub-compact SUV's (where the Kona belongs) to be a bit puzzling. With rare exceptions they make no pretense of being designed for off-road duty either in terms of ground clearance or suspension bits. In the case of the Kona even with AWD it's designed at best for very mild off-road chores. It's about 4 inches shorter than a VW Golf and offers less overall cargo space and space behind the rear seats. Less versatile, inferior handling and performance than my GTI. I don't get it. But since SUV's of all sizes are "the new black," I suppose that accounts for it. () Overall styling. I agree the styling is appealing. In general I find Hyundai styling to be somewhat "fussy," especially compared to similar models from KIA, but the Kona is attractive (imo). And surprisingly, I think the "lime twist" is attractive and kinda appropriate for the Kona's Pacific Island vibe. Have to wonder, though, whether it might get old after a year or two. ()Headlight placement. Living in the Puget Sound region I don't have to deal regularly with snow unless I'm going skiing in the Cascades. On the other hand, spring rains combined with gravel runoff from the mountains and large trucks means that even windshields are an endangered species with gravel hitting the front of a vehicle at the velocity of a bullet. And putting the headlights near the front bumper makes them even more vulnerable. Wipers on the headlights would be a welcome option for dealing with snow but for gravel at least flexible covers over the headlights would seem to be a worthwhile add-on. () Bottom Line. I'm a fan of the Korean brands. (I own a KIA Sorento in addition to my GTI). The Kona is packed with features, has a great warranty and a reputation for somewhat better than average reliability. The Hyundai/KIA conglomerate do an excellent job of designing vehicles with components and parts shared among vehicles styled and trimmed in ways that make similar models appeal to somewhat different market segments. Add to all that their commitment to extended range EV's and they're clearly not resting on their laurels. Personally, I'll stick with my beloved GTI but I can understand the Kona's appeal.
    4
  920. 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.
    4
  921. Most reviewers have pointed out the large number of identical features in the Telluride and the Palisade as well as the Telluride's more "rugged" image versus the "near luxury" vibe of the Palisade. The Hyundai/KIA conglomerate has demonstrated an impressive ability to offer very similar vehicles in the same market segments that are different enough to broaden the overall appeal of the two brands (e.g. Santa Fe vs Sorento; Stinger vs Genesis G70, various versions of EV's, etc.) The Telluride and the Palisade are the most obvious examples yet. But the question remains just why each brand has sought to aim their vehicle at a slightly different market sub-segment. The answer I think is that the Telluride is a vehicle aimed squarely and exclusively at the North American market. It was completely designed by KIA designers in California, produced in Georgia, and currently available only in North America. The Hyundai, though also designed in California, is built in South Korea where the Telluride is not event sold and while meant to appeal to Americans the Palisade is also meant to be sold internationally, especially in the home market in Korea and hopefully in the the potentially massive Chinese market. In those markets where affluence is a relatively recent and growing trend "luxury" trumps "rugged" as a potential appeal, especially to a growing middle class where a bargain priced "luxury" vehicle that demonstrates an owner's success is a huge deal.
    4
  922. The CX-5 is a COMPACT SUV that offers essentially the same overall cargo space as the Honda HR- V (58.5 cubic ft vs 59.6), a SUB-COMPACT SUV that's over 8" less in length. The competing COMPACT CR-V and Forester each offers more than 25% more cargo space! In fact, the CX-5 provides less than 6 cubic feet more overall cargo space (59.6 vs 53.7) than a VW Golf, a vehicle that's nearly a foot less in length. But so what, it's all about handling and performance, right? Who cares about actual "utility" in a sport UTILITY vehicle? In that case, consider the VW GTI. Quicker 0-60 and 0-100 mph and quarter mile, faster overall, designed to cruise for hours at over 100 mph on European highways with significantly better handling and even better fuel economy than the CX-5. The interior? Better leather, more comfortable seats, a much better infotainment system, and a larger sunroof for an MSRP that's basically the same as a Signature trim CX-5. Along with all that a seven speed dual clutch transmission with paddle shifters that can be driven like the automated manual it is. Or, for those who prefer, an excellent six speed manual transmission. But what about the AWD offered by the CX-5. If that's a high priority consider the Golf R. All the pluses of the GTI plus AWD and performance that leaves both the GTI and CX-5 in the dust. The "R" has an MSRP several thousand bucks over the CX-5 but if performance and handling are top priorities the Golf R offers all that with nearly the same interior cargo space and an excellent AWD system . And remember, the "R", like the GTI, offers a great MT or an even quicker shifting seven speed DCT compared to the traditional torque converter six speed AT. Oh, yeah...And even the R gets better gas mileage than the CX-5. Obviously, there won't be much cross shopping between a CX-5 and a GTI or Golf R. But if Mazda wants customers to ignore its cramped interior space in favor of its performance and handling it opens the door to looking at rivals on those criteria. And on that score there are far better alternatives, even the GTI and R with nearly the same interior space.
    4
  923. I'm usually not a fan of Hyundai's exterior design language. Too often their vehicles appear to have been through all the steps in design before being subjected to a final review when a few additional creases and bulges are added. The result, at least to me, look overly "fussy." (Lookin' at you, Palisade.) There's some of that in the new Sonata but I have to admit the overall look is pleasing and distinctive. A few features that I think will get old fast including the illuminated "lasso" around the headlights traveling up the edge of the hood, and the odd "parking assistance" feature that would be better designed with an explosive sledgehammer in each door to deal with cars parked too close. Then there's the "sounds of nature" audio that seems incredibly silly. Who wants to have the sound of rain or chattering of patrons in an outdoor cafe piped into the cabin???? Nevertheless, I'm impressed by the new Sonata. Its design is distinctive and bold. The hybrid appears to be an appealing choice. And the forthcoming "N-Line" version will likely involve a turbocharger on the 2.5L base engine will likely satisfy those looking for better performance. Will have to wait to see if it's more than an upgraded engine but considering Hyundai's (and KIA's) recent history, I suspect it will be extremely well received.
    4
  924.  @ztekz  The torque in the Mazda turbo does compensate to some extent for the absence of more gears in terms of power delivery. But more gears, programmed appropriately, also provides benefits in terms of fuel economy. Considering that the 2.5L four banger in the CX-9 is substantially smaller than its V6 competitors, a transmission with more gears could mean better fuel economy. As it is, the Mazda's engine is not significantly more efficient than its larger competitors. Money saving is the answer to why Mazda didn't go that extra mile.
    4
  925. Yes, it does. But inexplicably the current base engines for the Stinger and the G70 differ. While the Stinger GT-Line has the same 2.5L turbo found in the GV70 and G80, the G70 stuck with the previous 2.0L 4 turbo engine with decidedly mediocre performance.
    4
  926. Actually, it's not a question of those who prefer a manual transmission not liking "nice things." It's the fact that manufacturers (and especially dealers) don't want unsold MT vehicles sitting for extended periods on their lots. And if dealers are going to put up with additional flooring charges for unsold vehicles, they don't want those vehicles to be fully loaded top trim units that are eventually sold at higher discounts.
    4
  927. My experience with several KIA dealers is that there's considerable variation in the quality of service. In my case I've owned both a 2012 and a 2018 Kia Sorento purchased from two different dealers and the service experience is vastly different. My impression is that KIA has spent a lot of effort and resources setting a higher bar for their service departments as well as the sales experience in recent years. And while I own a top trim Sorento, not a K900, I've been impressed by the care and detailed service I've received. Considering that any individual dealer is likely to sell few K900's, I suspect the service experience will be first rate. It's true that the service advisor is unlikely to speak German or that we can chat about foreign policy issues but I'm skeptical that a college education should be considered a job requirement for a good service experience.
    4
  928. An Audi badge? The Mazda can't have that. And like it or not, that matters to consumers shopping for a luxury car.
    4
  929. When I look at a vehicle like the Urus I ask myself how much money I would have to have to justify purchasing one. In this case I'd have to be on a first name basis with Bill Gates, Warren Buffet, and Michael Bloomberg.
    4
  930.  @Mhike-m2x  True. I'm no fan of CVT's but there's no denying that they can be programmed to offer superior fuel efficiency. Further, manufacturers, including KIA, have significantly improved the performance of CVT's in recent years.
    4
  931. Those days are over although many KIA dealers are apparently just learning that lesson. KIA set the initial production target for the 2020 Tellluride at 41,000 units. Many KIA dealers then ordered mainly the low and mid trim versions based on their experience with "budget" shoppers in the past. Both dealers and KIA were then awestruck to find that many of their shoppers opted for the top SX trim with the "Premium" package. The result has been long waiting lists for that model and for some dealers the temptation to put "market adjustment" stickers on the Telluride amounting to several thousand dollars over MSRP. In short, KIA dealers have "struggled to sell" the more expensive versions of the Telluride. Far from it. KIA continues to "struggle" to meet demand.
    4
  932. VW introduced its "People First" warranty in 2018. It provided a 6 yr/72K bumper to bumper warranty. In 2020 VW replaced it with a 4 year/50K mile warranty but included 2 years of free maintenance (a $600-$800 value). Still a year longer and 14,000 mile longer than other automakers other than Hyundai and KIA. With that in mind, it's difficult to see how VW "realized how much (the "People First) warranty was going to cost them" when virtually no 2018 and 2019 vehicles had even come close to being in the fifth or sixth years of ownership. Furthermore, from a consumer perspective two years of free maintenance for each and every vehicle sold has to be balanced against the likelihood that a warranty claim would be covered five or six years after purchase, an event that very few owners would ever experience. (Well over 95% of all vehicles sold by any automaker never experience a warranty covered failure. Long warranties are a marketing tool; they cost automakers very, very little.) So it comes down to this. Would you rather have a guaranteed savings of $600-$800 in maintenance or the chance that a warranty claim might (but probably won't) be required five or six years after purchase?
    4
  933. Quentyn73: You forgot to add, "And get off my damn lawn!"
    4
  934. Well, if you live in the Amazon jungle I suppose it might be a problem, but I've literally never noticed the difference since the fan continues to operate in the "off" mode and the engine restarts whenever the temperature in the cabin increases or within a couple of minutes even if the temp doesn't change. It's simply not an issue for me. Furthermore, I'm pretty sensitive to heat in the cabin, myself. My wife complains, in fact, that I keep the car cold enough to "hang meat" and if I have never noticed the problem; I doubt you would. Finally, it's worth noting that although some vehicles do not allow the start/stop system to be shut off, the GTI does. Although if the car is shut down and restarted manually the button to defeat the start/stop system must be pressed again.
    4
  935. Preferences in styling is subjective, of course. But it's worth noting that the Palisade is built in Korea and aimed squarely at international markets where it's a budget alternative to luxury SUV's from brands like Audi, BMW, and MB and what Americans term "mainstream" midsize 3 row SUV's are rare. The Telluride, on the other hand, is built in the US (Georgia) and sold almost exclusively in North America. (Not even available in Korea, the rest of Asia or most of Europe.) It has a more "rugged" vibe than the Palisade and is aimed to compete in the very hot "mainstream" 3 row crossovers so popular in the US. Pay your money and take your choice. In terms of exterior styling, one major differences is the placement of the headlights and the more complex curves and creases in the Palisade. Personally, I'm partial to the Telluride's placement of headlights just below the top of the fenders where they're much less vulnerable to rocks and gravel thrown by vehicles ahead. And again, though it's a purely personal choice, I find KIA's overall design language more elegant and less "fussy" than Hyundai's. Otherwise, though the two vehicles are almost identical in terms of overall length and interior space, the Telluride does offer somewhat more rear cargo space with all three rows of seats deployed (21 cubic ft vs 18 cf.) The difference comes about from the space required for motorized rear seats in the Palisade's top trims even though they're not available at the lower trims. It's not a huge difference but it is the difference between near best in class and middle of the pack. There are also differences in terms of interior "look and feel." The Palisade offers more eye candy in terms of the digital cockpit in some trims and a dial selector versus a traditional level for gear choice. Again, a choose your poison difference. Finally, there's a question of price and the quality of individual differences. There are ways to configure either the Telluride or the Palisade as a better choice in terms of MSRP but equip each comparably and the MSRP differences disappear. Some will prefer their local Hyundai dealer experience. Others will prefer the local KIA dealer. Neither ranks near the top for the average dealership experience but there are differences. My KIA dealer is a better choice but others will find the opposite to be the case. One point is clear. Among midsize 3 row mainstream crossovers, both the Telluride and Palisade set a high bar in terms of a value proposition compared to rivals.
    3
  936.  @canadabear72  Not all the folks in Colorado are skiers, John. :) Half the state looks like Nebraska.
    3
  937. Subaru isn't alone in using the "Sport" moniker simply to designate an appearance package and (frequently) a somewhat de-contented trim level compared to a top trim with more bells and whistles. Undoubtedly they've found that younger consumers with less disposable income find the "Sport" designation appealing and compensate for the lack of distinctive features.
    3
  938. As an unabashed (American) Anglophile I've always found Minis appealing. The driving dynamics of the "S" version is like piloting a jet powered roller skate and the (pricey) JCW version turns that jet into a rocket. The shape and interior layout is admittedly odd but never lets you forget that you're driving a unique vehicle. Messing significantly with the exterior or the interior would be a huge mistake -- unlikely to capture new customers and anathema to the Mini's fans. I've seriously considered one or another Mini models twice in the last decade. In each case, though, practical considerations led me to opt for a GTI. The GTI has a stronger, less stressed engine. While an inch or so shorter in length than the Countryman, the GTI has considerably greater cargo capacity. And on a parochial note I frequently take my car on a Washington State ferry where I receive a significant fare discount for my GTI that doesn't exceed 14 feet in length. The Countryman fails that test by almost 2 inches.
    3
  939. One small complaint about the versions of SUVs provided for press fleets. I realize that white upholstery is stunning in a pristine vehicle provided to reviewers and far better for video presentations. But for those who seriously use an SUV for family missions, especially those families that include at least one member with four legs, the option of white leather upholstery is ridiculous.
    3
  940. I like it, too. But the placement seems a bit odd to me.
    3
  941. 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.
    3
  942. 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.
    3
  943.  @igeekone  I realize that. And Alex tried to use his index finger, too. I'm not defending the placement of the button but considering that the vehicle is designed for mammals with opposable thumbs, it's not ridiculous. :)
    3
  944. I think you'll find that upper trims of most mainstream SUV's respond to consumer demand for captain chairs. Ditto for premium and luxury brands. Those willing to spend the money for higher trims and more expensive brands tend to have smaller families and/or more disposable income than buyers with more kids sucking up that disposable income.
    3
  945. I share your sentiments to some extent. We're a small family (two adults, teenage daughter, and a big dog.) And for most duties a vehicle that seats four or five passengers is perfectly adequate. But there are many situations when we chauffeur a gaggle of teenagers or otherwise need to accommodate six or seven passengers and the alternative of a smaller vehicle would require a second vehicle. That's hardly an environmental advantage. We use our KIA Sorento, a vehicle at 189" in length that's several inches shorter than a Honda Accord, for those occasions (It's unique in offering 3 rows of seats in a "tweener" size SUV) and for family trips loaded with gear and luggage. For daily driving, including grocery runs, I use my hatchback, a VW GTI. Most families don't need a three row crossover often but I understand the requirement. Personally I reserve my contempt for the gigantic pickups with pristine rear beds that guzzle gas to a far greater extent than my crossover or most other midsize crossovers and appear to exist solely to satisfy the egos and ids of their drivers. :)
    3
  946. 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.
    3
  947.  @PCSPITTER4NY  In addition to @John Holst's excellent comments there are several other points worth making. The Ford Explorer has a loyal following but a large part of that following comes from fleet buyers, especially pubic agencies. In total, about 1/3rd of all Explorers are sold to fleets. Assuming that is true in 2020, it means that Ford has sold about 67,000 Explorers to US consumers in the first half of the year. In fact, fleet buyers may well constitute an even larger proportion of Explorer sales in 2020 since public agencies tend to replace their vehicles more frequently than consumers and place orders early in a model year often before a model is introduced. In contrast, Hyundai and KIA fleet sales are minuscule. Nearly every Telluride and Palisade goes to an individual consumer. Together Hyundai and KIA sold 61,000 nearly identical Palisades and Tellurides in the first six months of 2020 (35,700 Palisades and 25,400 Tellurides). And those figures represent continuing issues of demand well exceeding supply of those models, a situation that means Tellurides and Palisades typically command transaction prices at MSRP or more while a trip to practically any Ford store will yield a discount of up to $10,000 just to move unsold Explorers off the lot. On a KIA lot and to a lesser extent at a Hyundai dealer customers looking for top trim models face a waiting list of several months and no discount. The Explorer is a serious disappointment to most independent reviewers, apparently to many individual consumers, and no doubt to Ford. Annual sales of the 2019 Explorer to consumers were down to about 125,000 units, a 25% decline compared to 2018. No doubt in part as a result of consumers waiting for the new generation Explorer. Ford is unlikely to sell that many new generation Explorers to consumers in 2020. And without a major economic turnaround in the US the sales figures are likely to be even worse. The Explorer isn't a bad vehicle but it is seriously overpriced, especially for top trim ST and Platinum models with MSRP's approaching or exceeding $60,000.(USD) A mid-trim (Reserve) Lincoln Aviator with a moderate set of options and the same engine and drive train has an MSRP under $65,000. No wonder dealers heavily discount the Explorer. A major reason for shifting the Explorer platform to RWD was supposedly to improve the 5000 lb towing capacity offered by a number of rivals. Instead, it was increased by a measly 600 lbs. A comparable Lincoln Aviator has a tow rating 1100 lbs more, apparently the result of nothing more than a Class IV hitch compared to the Explorer's Class III hitch. And the only way to get a V6 engine in an Explorer is to opt for a Hybrid, or the top trim ST or Platinum trims with MSRP's that range from a base $50K+ to $60K. Otherwise, the engine is a 2.3L Ecoboost 4 cylinder, a fine engine in a 3500 lb Mustang but much more seriously stressed in an Explorer that weighs at least 1100 lbs more.
    3
  948. Blue is the traditional accent for the "R" while red is reserved for the GTI.
    3
  949. Scot, I agree that the size of the Passport is very appealing. In fact, I'd argue that it falls into a "tweener" category (188" to 191") between compact and larger midsize SUV's that range from about 196" to 203". It's an interesting category that includes vehicles like the Hyundai Santa Fe, the Ford Edge, the Kia Sorento, the Subaru Outback and at 190" in length, the Passport. Most offer traditional geared transmissions and standard or optional V6 engines. (The Santa Fe and Outback are exceptions, relying on turbo four bangers and the Outback employs a CVT.) Almost all of the "tweener" vehicles are two row, five passenger vehicles. The one exception is the KIA Sorento with a third row that's very convenient for occasional use. And surprisingly, it's quite comfortable for two average size adults on local trips. We're a small family (two adults, a teenage daughter, and a big dog). So we use the third row only occasionally. But it's great for chauffeuring my daughter and three or four of her friends or going to a reasonably nearby destination with six or seven passengers when the alternative is taking two vehicles. So on that score alone I think the Sorento is preferable to the Passport, at least for us. As far as other features are concerned, though, the Passport appears to score very well. I haven't driven one but I have driven the Pilot and Honda's version of SH-AWD is probably the best in the marketplace. The Passport does "talk the talk" of a mild off-roader, but I'm not sure it "walks the walk." For that mission some configurations of the Jeep Grand Cherokee are better choices in the "tweener" segment. But frankly, the mission of these vehicles extends only to the mildest of off-road and weather challenged environments. Virtually all of its rivals can meet those challenges to one extent or another. All in all, I'm impressed by the Passport. Had it been available last year when we bought our Sorento we would have looked at it seriously. I think we'd stick with the KIA for a number of reasons, especially the convenience of the third row of seats but the Honda is a quality vehicle imo.
    3
  950. Typical American conception of what constitutes "performance."
    3
  951. Some differences here and there but the bottom line is that the Telluride is designed for, built in, and sold only in North America where a "rugged" vibe is very appealing. The Palisade is built in South Korea and aimed at international markets, especially those in Asia and Europe as well as the US. Near "luxury" trumps "rugged" in those markets and the Palisade reflects that vibe.
    3
  952.  @DRII-yv1yt  As I said, I find the 2.3L engine very impressive. I nearly purchased a Mustang with that engine last year. But the Mustang weighs between 1000 and 1300 lbs less than an Explorer! Physics is physics and expecting a small displacement turbocharged engine to be as durable and reliable as a naturally aspirated engine at least a full liter larger in displacement is based based on faith, not logic or evidence. I've been driving 2.0-2.5L turbocharged engines for over 30 years (Saabs) and I currently drive a 2.0L turbo in my GTI. But in a vehicle that weighs 2 and a half tons with fuel and passengers, it's not an optimal choice.
    3
  953.  @DRII-yv1yt  <sigh> "Proper" engineering consists of making choices and compromises within the constraints imposed by physics and economics. That's why it's called engineering and not magic. And that's why Ford hires their many good engineers rather than magicians. If you were an engineer rather than a fanboy you'd realize that. If you ask any automotive engineer he/she will tell you that moving parts and heat are the enemies of durability. Turbocharging adds demands for both. And what is durable "enough" to move a 3500 lb vehicle acceptably will be far more stressed if a ton and a half of weight is added to that vehicle. Furthermore, designing an engine that's durable "enough" involves a calculation of what "enough" is. And that, in turn, depends on decisions about building a vehicle to a particular price point. Ford incurred significant costs in shifting the Explorer to a RWD platform and a 10 speed transmission. The choice of a cheaper 2.3L turbo engine already used in other, smaller Ford vehicles is understandable. That doesn't make it the best choice.
    3
  954.  @FamilyWheels  The Telluride and Palisade are hard to beat for those who need a 3 row crossover on a regular basis, I think. Between them it comes down to a matter of taste. If you're interested in towing capacity one of the heavier duty Durangos can out-tow the Explorer by far. And if scalding performance is a top priority and you're willing to break the $60K (USD) MSRP barrier, a mid-trim Aviator looks good. If you're looking for long-term durability along with an emergency 3rd row the 4Runner looks like a strong choice. Personally, we're a small family (2 adults, a teenager, and a big dog) that needs a third row occasionally but prefer a smaller footprint. The KIA Sorento is our choice. We've had very good luck with a 2012 model and a more recent 2019 version.
    3
  955. You might have a tough time applying that analysis to the numerous millennial hipsters I see in Souls around Seattle.
    3
  956.  @marktuyet  That's what I call a sophisticated analysis. Condemning an entire city for the action of a single asshole. You should probably avoid cities, altogether, and remain under your rock.
    3
  957. The addition of the seventh gear to the DSG transmission results in slightly different behavior with more narrow spacing of gear ratios. If you don't care for it, it's easy to reprogram the shift points via a 30 minute "tune."
    3
  958.  @TheBigdaddy9448  I don't know where you live but I doubt it's in North America. If you do live in US or Canada you seem to be suffering from what is known as "observation bias" (i.e. seeing what you're expecting/hoping to see.) Despite rave reviews for the Stinger when it was introduced in 2018, its sales have been dismal. The first year KIA dealers sold 17,000 Stingers, considerably below expectations and production. In 2019, that figure dropped to slightly less than 14,000. In 2020 sales declined again, down to 12,500. Sales were so slow last year that there were widespread reports that KIA considered withdrawing altogether it from the North American market. Perhaps your observation that "BMW and Audi sedans are a dime a dozen" comes from the fact that there are so many more sedans from those brands sold despite their significantly higher price tags. For example, the Audi A5/S5 alone, the model most comparable to the Stinger liftback design outsold the Stinger by 50% in 2020. And that Audi sedan is hardly a sales juggernaut. Fortunately, KIA didn't give up. And US sales for the fist half of 2021 are up slightly to 6500 units compared to 4350 in the first six months of 2020. The strategy? It wasn't to focus on the high performance twin turbo V6 versions where the most significant change is an active exhaust and a gain of 3 HP. Instead, the entry level four cylinder Stinger was significantly upgraded with a 2.5L 4 cylinder turbo deployed in at least 7 other KIA, Hyundai, and Genesis models. And while twin turbo V6 Stinger sales have been flat the less expensive, less powerful GT-Line version with specs similar to the Arteon has experienced a significant increase in sales. The lesson? Scalding performance in a midsize sedan is not a ticket to strong sales. As far as the Arteon is concerned, when Herbert Weiss took over as CEO of the Volkswagen division of VW in 2018 he decided to send the existing version largely unchanged to the US. At the time he said he didn't expect to sell many Arteons on this side of the Atlantic and he didn't care. He wanted Americans to recognize that VW was an automaker with a continuing commitment to European style vehicles including true "Grand Touring" sedans. The Atlas, the Tiguan, the Passat, and the Jetta might be uniquely "American" vehicles but the Arteon was aimed at American consumers looking for an affordable vehicle in the European GT mold. Not scalding 0-60 and quarter mile times but a "grand touring" sedan designed to carry 4-5 passengers and their luggage/gear in comfort at high speeds for hours on meticulously maintained highways, to negotiate twisting backroads, many of which were originally paved by the Romans 2000 years ago, and to fit easily into crowded urban environments. Why not give Americans the same high performance "R" version as Europeans? First, as the Stinger example suggests, it likely would not appreciably improve sales, especially as it would significantly increase prices. Second, and even more importantly, if it was a major success it would likely come at the expense of Audi sales in North America. Trading a more expensive, higher profit Audi for a slightly less expensive, less profitable VW is hardly a strong business case from VW's point of view. Want an Arteon with stronger straight line acceleration and overall performance? Your best bet is a Stage 1 ECU tune of the magnificently flexible EA888 engine. That would erase any advantage HP and torque the GT-Line Stinger enjoys for less than a thousand dollars. (And contrary to claims that doing so would invalidate the VW factory warranty, that is not an issue.*) With the typical discount of $4k-$6K off the Arteon's MSRP, the price would be virtually the same as the GT-Line Stinger and the vehicle would be significantly more upscale in terms of materials, ambiance, and interior space. * The reasons that Stage 1 tuning is not an issue are complicated. But suffice to say that any warranty issues encountered would have to be directly related to the tune in order for a dealer to cancel warranty coverage. Further, some tuning products, such as those from APR can be purchased with a backup warranty that covers the same features as the VW factory warranty for about $500.)
    3
  959. 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.
    3
  960.  @stefanfalldorf6573  Yes, I'm aware of that. Beauty is definitely in the eye of the beholder. :) But the E-Type holds a permanent spot.
    3
  961. Waiting list at my local Puget Sound KIA dealer for the top SX trim stretches to January, 2020.
    3
  962. Murphy? I think you must mean "Monroney," the name of the Senator from Oklahoma whose sole legislative accomplishment other than shilling for oil companies was to author the bill that required the MSRP window sticker on new vehicles. :) As for waiting until the "market adjustment" stickers disappear from Tellurides, you're probably talking about waiting until the next model year. KIA planned for a total of 41,000 Tellurides to be produced for 2019 and seriously underestimated the demand (based on dealer orders) for the top trim SX models that are only a fraction of that total. In fact, if you haven't already ordered a Telluride, you probably can't get one at any price in many places. Personally, I've never paid the price for a second sticker, either. But complaining about "stealerships" ignores the basic operation of supply and demand in a "free enterprise" economy. Capitalism has a number of benefits but it incurs costs, as well.
    3
  963. Different strokes for different folks and the GLI is a tempting choice compared to the mid-level GTI trims. But the GTI is a far more versatile vehicle with cargo space approaching that of a compact crossover.
    3
  964. Obviously, the Hyundai Palisade and KIA Telluride are more than corporate cousins; they're more like fraternal twins. The Korean conglomerate does a masterful job of building vehicles that share parts, components, and entire platforms while differing enough to appeal to somewhat different market segments. The KIA Sorento and the Hyundai Santa Fe are two examples. The Stinger and the Genesis G70 are another. The Palisade and Telluride are the latest and perhaps the best examples. They share engines, drive trains, dimensions, AWD systems, and a wealth of other components from a common parts bin. Although it's possible to configure each as slightly more or less expensive than the other, fully loaded top trims are almost identical in MSRP. (The Palisade is $115 more than the Telluride.) Despite those similarities, the overall styling of the two vehicles is distinct. Each was initially designed by KIA's and Hyundai's design studios in California but the overall look and feel of each is aimed at different markets. The Telluride's overall "rugged" vibe is clearly aimed at the North American market. It's built in the US and currently sold exclusively in North America. It's not even offered in the Korean home market. The top trim SX Telluride is decidedly upscale with lots of "luxury" touches. But it's no coincidence that it most closely resembles a Range Rover, the luxury SUV with a "rugged" reputation. The Palisade, on the other hand, while designed to appeal to the near luxury market segment in the US, is aimed at a much broader international market, especially in Asia. Unlike the Telluride it's built in Korea and meant to appeal to the growing middle class there and in other Asian markets, especially in China. Those markets aren't focused on "ruggedness." The appeal is to the recently affluent consumer who cannot afford a Mercedes or a BMW but find a near "luxury" vehicle priced significantly less than those brands to be a way to demonstrate their success to their neighbors and family.
    3
  965. Different strokes for different folks. The Telluride is designed for (and built in) the North American market where buyers find a "rugged" luxury vibe especially appealing. The Palisade is designed for international markets where "ruggedness" is trumped by a more pure luxury vibe.
    3
  966. Yeah, you Californians can go topless with no regrets. Here in the Pacific Northwest you face a major penalty for that choice. Of the choices you laid out, it would be the Audi TT for me. But I'd be just as happy with a Golf R with room for my wife, daughter, and big dog. :)
    3
  967. Someone considering the XC40 is VERY unlikely to find the Explorer ST a vehicle they want and vice versa.
    3
  968.  Nathan unknown  "...Cost to the company means fuck all, considering how much the market share Toy has in the global markets." This comment reminds me of an old I Love Lucy episode. Lucy and Ethel purchased a dress shop. They found they couldn't move their inventory. So Lucy suggested they drop the price of their dresses. But Ethel objected that they would lose money on every dress they sold if they did so. Lucy's response was that they would make up the deficit in volume. I assume you're not a financial analyst for a major automotive manufacturer.
    3
  969. Brand snobbery is a way to sell a vehicle but it's not the only way. In a relatively short time Kia has moved from an "economy" brand (to put it diplomatically) to a "value" brand and more and more to being perceived as a "smart buy" brand. And that applies to the full range of models KIA offers. First the Stinger, now the K900 and soon the Telluride crossover all add a prestige aura to the brand as a whole. And though the K900 won't sell by the bucketload in the US (as it will in China, for exampe) the fact that it's on the showroom floor will draw customers into dealers (just as the Stinger already does.) And when potential customers come in, they'll find the new Forte, the excellent midsize Optima, and the very attractive Sorento. In other words, for a manufacturer a "halo" model contributes more to the bottom line than just through its sales, alone. And Kia will soon have three "halo" models to draw customers. Furthermore, as the brand image continues to improve, so will the resale reputation. It's already happening. I recently traded a 2012 Sorento for a 2018 model for less than $1000 below the KBB market price of a comparable 2012 Toyota Highlander. Considering that I purchased the 2012 vehicle for approximately $7000 less than the Highlander price at that time, I came out significantly ahead.
    3
  970. Don't agree with your primary points but even granting them, it's worth noting that a comparably equipped top trim Explorer is more than $10,000 more expensive than either a Palisade or a Telluride.
    3
  971. I'm not sure how I feel about crossovers this size. On one hand as a GTI owner I find it odd that a vehicle in the category with the word "utility" in its description has less interior space and total cargo capacity than a Golf. Suitable for a trip to Costo but not Ikea. Works for a couple's trip to the shore but less useful for even a small family. I think SG is correct that the higher driver's seating for these (very) small CUV's appeals to many drivers forced to navigate traffic surrounded by humungous vehicles on all sides. Of course, defending oneself in that situation is like nuclear deterrence. Putting more tall vehicles on the road only makes the problem worse. And in the case of this category, the lifted seating doesn't help much anyway. As someone with long standing ties to the University of Texas at Austin I can see the appeal of the XC-40's orange accented interior. (Though the shade of orange looks more like the University of Tennessee than THE UNIVERSITY (of Texas.)). On the other hand, as someone who regularly transports a big shaggy dog, the fuzzy tennis ball-like surface looks like a great fur magnet. I'm skeptical it will be bright and durable in the long run. In an era when crossovers are the "new black" and "sixty is the new forty" I suspect this sub-compact Volvo CUV will do well. But I'll stick with my hatchback.
    3
  972.  @baronvonjo1929  Unverified and unverifiable anecdotes from friends and friends of friends, especially when repeated endlessly on the internet is no way to judge the reliability of a vehicle. In fact, well over 90% of virtually any brand/model will run for well over 100K miles without a single significant reliability issue. Even the most widely cited reliability studies such as the annual survey of Consumer Reports only report the "rankings" of vehicles, not the incidence of issues. Such rankings are like a horse race in which it's impossible to determine whether the winner is ahead by a nose or by 17 lengths simply from its order of finish. In the case you cite, what was the history of the particular vehicle. Was it inspected and serviced regularly? Was it stored in a garage or barn where its wiring was chewed by vermin? If it was sold and auction and "all the wiring (needed) to be replaced" you can be sure it wasn't regularly serviced. Such problems don't suddenly emerge. And judging the reliability of a particular model based on a single example of a vehicle "sold at auction" is simply ridiculous.
    3
  973. Looked closely at the Fusion when I was shopping for a midsize sedan about a year ago. Unfortunately, it came out in fourth place on my scorecard behind the Accord 2.0L, the Camry V6, and the Mazda 6. And sadly, the version I was interested in, the Fusion Sport AWD with a 2.7L V6 has been discontinued for the last year of the Fusion. Combine that with a rental car interior and few will mourn its demise.
    3
  974.  @historymjh  I've long believed that someone at VW Canada has embarrassing photos of German VW executives. That would account for the different trim features available in Canada and the US. :) The difference between US and Canadian spec GTI's have historically followed the same pattern though to a lesser degree. In the case of the GLI I think VW has decided that their future in the US lies with the Jetta rather than the Golf. VW has found time after time that US consumers shy away from European spec models n favor of larger, cheaper vehicles. (e.g Euro Passat vs US Passat; Euro Tiguan vs US Tiguan; Touareg vs Atlas) VW has elected to drop the base Golf in 2020 in the US while the Jetta line-up has been extended to include the GLI. The Jetta is no longer even sold in Germany. There won't be a 2020 GTI or Golf R in the US either but that follows a pattern VW has employed in the past when the GTI and Golf R move from one generation to the next. (There was no 2014 GTI after the MK6 production ceased in Germany in 2013.) VW assures us that there will be an eighth generation GTI and Golf R for the US but unless each model retains its iconic status I suspect even that decision might be revisited in the next couple of years. Those of us who love GTI's and Golf R's are keeping our fingers crossed.
    3
  975. Having driven manual transmission vehicles for something over 40 years before purchasing a VW GTI with a dual clutch automatic in 2013, I have to say that the only "fun" I've missed is the delight of shifting the transmission to first gear when I come to a red light. Otherwise, I drive in manual mode when the circumstances call for it and get all the "experience" of a manual transmission other than putting wear on my clutch. Frankly, I think the manual transmission cult has more to do with demonstrating one's manhood than anything else.
    3
  976. Actually, Honda picked the locale. What they didn't decide to do was take the Passport through Hell's Gate as Kia did with a Sorento.
    3
  977. @Tigerex966: You're correct. It was a 2016 Club Sport GTI. But to be fair, it was seriously modified with about 300HP and lightened with back seats removed, and lighter wheels. Given the weight difference compared to an R it's not surprising that it would be faster around the Nurburgring. Not exactly a daily driver but undoubtedly a thrilling experience.
    3
  978. As noted in another comment the differences between US and Canadian GTI's can be very confusing. I've long believed that someone in VW Canada has embarrassing photos of German VW execs that are used to negotiate special features on the vehicles imported to Canada. It's also the case that Golf R's are readily available in Canada and very difficult to find in much of the US.
    3
  979. It's already selling. Here in the Puget Sound region the wait time is eight months for the highest SX trim.
    3
  980. Having lived for about 5 years with the RX-8, I'd call them a mixed blessing.
    3
  981. The Ford Explorer does have a long standing fan base. But it's worth noting that about 1/3rd of all Explorers are fleet sales. Focusing on sales to individual consumers and the Explorer drops from #1 to #4 in midsize SUV sales.
    3
  982. KIA has been challenged in terms of fuel efficiency for years. It's been a continuing (and one of the few) weak spots in the brand. It appears to be a priority issue for KIA in several vehicles including the Telluride which uses the Atkinson cycle as well.
    3
  983. Difficult to find much wrong with the Civic SI. Haven't owned a Honda (car) in years but a 1994 Prelude was one of the best, most reliable vehicles I've ever owned. Other than some glitches with the radio I drove it for 125K miles and did absolutely nothing but put fuel, oil, and tires on it. An extraordinary vehicle for its time and a great platform for the VTEC engine. Over the last decade I thought Honda lost some of its edge but vehicles like the current generation Accord, the Civic Type R, and the Civic SI suggest they've recovered it. As for my "zonks," I'd note only the location of the exhaust in the center below the bumper. Makes it difficult (or impossible) to fit a hitch. Why on earth would you want a hitch? In order to fit a hitch mounted bike carrier. Not an issue for many but considering the target market for the SI, it may be a deal breaker for some.
    3
  984. The Passat GT was an excellent budget choice if one was willing to give up a number of features. Unfortunately, it no longer exists.
    3
  985. How about a comparison of apples and oranges?
    3
  986. Why doesn't Hyundai offer AWD on the N-Line "high performance" version of the Sonata? Simple. Despite the cries of despair from internet fan boys performance versions of mainstream midsize "family" sedans DO NOT SELL! That's why Toyota doesn't combine AWD with the V6 versions of the Camry. (Less than 5% of all Camrys are sold with the V6 engine.) Ditto for Nissan with the turbo version of the Altima. And the same story with the Sonata's sibling, the KIA K5 GT. In fact, the only mainstream midsize 4 door sedan to offer AWD in conjunction with an optional performance engine is the Subaru Legacy. But that's coupled with a CVT. 'Nuff said. For those who want a performance oriented Subaru sedan, look to the WRX. The bottom line is that neither the Sonata N-Line ot the KIA K5 GT qualifies as a "sport" sedan. Each is a midsize family sedan with an engine/drivetrain strong enough to induce wheel hop and torque steer on flat, straight stretches of pavement. And that might be enough to satisfy drivers for whom straight line acceleration fulfills their definition of performance. But a 300HP/311 ft lbs of torque FWD vehicle with neither AWD or any version of an LSD is far short of being a sports sedan. Fortunately there is an alternative from Korea. The KIA Stinger now offers the same engine as the Sonata N-Line/K5 GT in the GT-Line model in a RWD or AWD configuration that eliminates the weaknesses of the FWD Sonata and K5 in terms of handling and provides much more upscale features overall along with significantly quicker straight line performance to 60 mph (5.2 seconds vs 6.1 seconds). All at an MSRP from about $38,000 to $40,000. In addition, the Stinger's liftback design is considerably more versatile than the conventional 4 door sedan design of the K5 and Sonata. The Stinger isn't a true "sports sedan," either. But that's because it's a "GT" (Grand Touring) sedan in the European mold. Designed to carry four passengers and their luggage/gear in comfort for hours at a time at speeds over 100 mph and to negotiate the winding secondary roads in Europe laid down by the Romans a couple of millennia ago. Limit the passenger load to two and the Stinger rivals some compact SUVs for cargo space. For those willing to pony up $35K for a loaded Sonata N-Line, a GT-Line KIA Stinger for only a few thousand dollars more should be a be explored.
    3
  987. There are "twists" in Florida???
    3
  988. My wife and I have owned two Sorentos over the last decade--a 2012 version and currently a 2018 model. It's my wife's daily driver and the long distance road tripper for our family (2 adults, a teenage daughter, and a big dog.) Each of the Sorentos we've owned has been a fully loaded top trim model. Each has given us excellent service and my wife loves our current 2018 model. Unfortunately, I have to say I wouldn't purchase a 2022 Sorento. The problem is that the only option for a mid or upper trim 2022 model Sorento is to opt for captain chairs in the second row. The only way to get a bench seat in the second row is to get the lowest trim model equipped with a naturally aspirated 4 cylinder engine. Although we're a small family, the second row bench is essential for us. Our dog won't fit in a captain chair so even with three humans and "Rover" we'd have to deploy the third row or take up at least half of the cargo space behind the second row for the dog. In short, the Sorento with second row captain chairs is a four passenger vehicle. And there are better choices including its cousin the Hyundai Santa Fe.
    3
  989. Been shopping for a midsize 3 row SUV lately?
    3
  990. 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.
    3
  991. Except at 179" in length it isn't a mid-size SUV. In fact, it's the smallest compact SUV on the market.
    3
  992. For a trim comparable to the SX, you''ll face an MSRP about $10,000 higher.
    3
  993. Very much appreciated your comment about taking into account real world purchase prices when calculating savings in depreciation, Alex. Last year I traded a 2012 Kia Sorento for a 2018 model. The dealer credited my trade-in within $800 of the blue book estimate of a comparable 2012 Toyota Highlander of comparable mileage/condition/trim. Considering that I purchased the Sorento at nearly $6000 less than the best offer I had received for a Highlander in 2012, I made out like a bandit. The keys to minimizing depreciation loss on ANY new vehicle are simple. (1) Make a good deal when you buy the vehicle. (2) Take good care of it while you own it. (3) Hold onto it for six years or more. By the same token if you're willing to indulge a very expensive hobby, (1) Pay MSRP plus any "market adjustment" second sticker on a new car. (2) Thrash the hell out of it and ignore scheduled maintenance and service. (3) Trade it within three years or less.
    3
  994. And cargo space versatility.
    3
  995. Neither better nor worse, Joe. Different. The Stinger is a version of a European GT sedan (liftback) tailored for an American audience. The G70 is a sports sedan very much in the German tradition. Designers in the Hyundai/KIA/Genesis conglomerate are especially adept at offering vehicles that share platforms, components, and drive trains while appealing to different consumer tastes.
    3
  996. You may not be alone but if you think Honda can capture many sales with an Accord wagon in North America, you can organize a convention of your fellow believers in a very large phone booth. If you do, invite me. I love wagons, too, but I don't kid myself that they can stop the crossover juggernaut.
    3
  997.  @BrassThunder  There's another "downside." It will cost a fortune and you'll still be driving a low price compact car. You could get free insurance for 20 years and you wouldn't come out even.
    3
  998. An excellent, affordable European sports sedan with the magnificent EA888 turbo 4 from the 7th generation GTI. As with most VWs, the 228 HP rating is an intentional underestimate and if it's not enough a 30 minute ECU Stage I tune increases both HP and torque substantially. (Without, btw, automatically invalidating the factory warranty.) For those willing to trade some versatility (especially overall cargo capacity) of the GTI's iconic hatchback design for a sedan with more backseat legroom, the GLI is an excellent alternative. Especially given that the GTI and GLI share the European driving "feel" that competitors simply lack. Some additional notes. As great as the VW DSG is, Joe seems to imply it's the only transmission choice for the GLI. That's not the case. In fact, the GLI is available with a superb 6 speed manual transmission with an MSRP savings of $800. Personally, I find the DSG a fantastic option for those times I'm stuck in gridlocked Seattle traffic in my GTI but for those committed to a "stick," the VW six speed is among the best. Ironically, my VW CC has a manual transmission so I understand its benefits. The GLI isn't perfect, of course. Joe notes what I consider its most important deficiency -- the absence of HVAC vents for the rear seat. That spot is my large dog's second home in my GTI and he enjoys a cool (or warm) breeze when he's returning from a romp on the beach or the dog park. The fact that the GLI lacks the feature is a near deal breaker for my dog (and therefore for me). Others, of course, may differ. Less important but still annoying is that the GLI lacks the fore/aft adjustable and ratcheted center console lid that makes it possible to support my elbow perfectly while driving. It's a feature shared by most VW models and I'm puzzled why VW doesn't offer it in the Jetta. Finally, the biggest issue with the GLI is simply the possibility of finding one to purchase. According to Autotrader.com there are currently only 110 examples for sale in the entire US none of which are top trim Autobahn versions. Just 10 GLIs within 500 miles of my location in Western Washington. and no top trim Not surprising considering that according to my dealer VW has virtually ended delivery of Jettas in 2021 as the supply of computer chips is allocated to VW's more popular SUV models.
    3
  999. 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.
    3
  1000. What's mentioned in interviews often remains a fantasy but Mr. Biermann and his colleagues have delivered on the promises often enough to make his comments worth noting.
    3
  1001.  @alliejr  Hesitate to admit that I remember them well. ;)
    3
  1002. There's a reason that Toyota redesigned the Highlander for 2020. The current version had gotten VERY long in the tooth. The third generation was introduced in 2013 (refreshed in 2016) and still doesn't have Apple Carplay/Android Auto. (That comes in 2020.) At a bit over 192", the 2019 Highlander is among the smallest of the midsize three row crossovers. (Only the KIA Sorento at 189" is shorter among the midsize entries.) For 2020 the Highlander gains about 3" in order to provide a bit more room in the third row, a spot in the 2019 version that's suitable only for a bound and gagged hostage or very small children. Otherwise, however, the updates for 2020 (non-hybrid) model consist mainly of replacing some of the the dated interior features of the earlier generation. If the 2019 model works for you, it may be worth getting the last version of the previous generation. Much like the deals available for the 2019 Explorer before the arrival of the 2020 model, Toyota dealers have a strong incentive to get the 2019 models off their lots so you can potentially save a bundle. On the other hand, if resale value is a consideration it's worth keeping in mind that a newer model year will always have a higher residual value down the line. That advantage is accentuated if the model is significantly redesigned from one year to the next. So if you plan to move on to another vehicle in, say, five years or less, the deal you strike with a dealer today should take into account the effect of depreciation on a 2019 model vs a new generation 2020 model. That difference may well amount to several thousand dollars three to five years from now. Unless the deal you strike with a dealer for a 2019 model amounts to a savings significantly more than that, you're not saving money in the long run.
    3
  1003. Do you mean normal size "adults" or normal size "Americans?"
    3
  1004. Excellent review. I was alerted to the price drop in the 2021 Explorer (here in the US) by your review. No doubt that Ford found it difficult to compete with vehicles such as the Telluride and Palisade in 2020 when it was difficult to find even a mid-trim version with a 2.3L four cylinder engine with an MSRP significantly below $60,000 (USD). The choices for the 2021 version are much more in line with reality on the planet earth even if the Explorer remains with a relatively high MSRP compared to some of its competition, especially in upper level trims.
    3
  1005. You don't have to clean the wheels on a regular basis. If you have a G90 you have "people" to do that. And considering the money you save vs a Maybach, you can afford more (or better paid) "people." :) Of course, Genesis doesn't yet carry the prestige of European luxury brands or even that of Lexus but at some point prestige has to considered in light of value. If the G90's US price is roughly equivalent to the Canadian MSRP at current exchange rates, it will be far and away the best value in its class.
    3
  1006.  @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.
    3
  1007.  @misterliquidcity  Both KIA and Hyundai have faced problems with uneven dealership performance. When I was shopping early last year I had a nightmare with a local Hyundai dealer. Typical "What will it take to get you in a car today?" "Let me show you the invoice." Argghhh.... On the other hand the KIA dealer (part of the same ownership group as the Hyundai) was far, far better. Some typical BS from the "finance guy" but easily dealt with. Needless to say I went with a KIA. And after purchase service has been exemplary. It does appear that some brands have learned that for many consumers a vehicle purchase is a worse experience than a root canal but some traditional practices remain.
    3
  1008.  @superglue46  If an automaker's aim is to be the smallest mainstream manufacturer on the planet, Mazda is an excellent model to follow. In 2021 the Mazda3 ranks 8th in sales in the US among compact sedans with 31K sales compared to 217K sales of the Corolla. The recently discontinued Mazda6 has managed to sell 14K units making it #18 in midsize sedan sales, trailing even the Passat (also discontinued) and far, far behind the category leader, the Camry, with 257K sales. Among SUVs the picture is a little brighter. The CX-5, Mazda's compact SUV ranks 5th with 137K sales. It's by far Mazda's best selling vehicle but the RAV4 has racked up 313K sales and the CR-V 290K sales so far in 2021. With 34K sales the subcompact CX-30 ranks 8th, trailing, among others, the Hyundai Kona, Chevy Trailblazer, and Chevy Trax. The most dismal sales performance comes from the midsize CX-9. It ranks dead last among 18 mainstream 3 row SUVs with 29K sales and trails five luxury 3 row SUVs. Even the slow selling Subaru Ascent has managed to outsell the CX-9 with 43K sales. Other than the CX-5, the brightest spot in Mazda's lineup is the iconic MX5 Miata. Ranking 4th among sports and muscle cars with 9.6K sales. Fortunately, the deal with Fiat to build the 124 Spider alongside the Miata prevented it from going extinct but there's no guarantee Mazda can find the resources for another generation. Let's hope they do. The bottom line is that "character and soul" are risky attributes for an automaker that depends on mass market appeal. Last year Mazda was forced to seek billions of dollars in loans from Japanese banks to survive the pandemic. And its future increasingly depends on a partnership with Toyota to produce vehicles. Rumors abound that Mazda will try to enter the alternative fuels market with a revival of their rotary engine in conjunction with electrification. But Mazda has shown itself repeatedly to be more adept at rumors and promises of future plans than production of real vehicles that appeal to a mass market.
    3
  1009. I'm puzzled. My GTI with the same DSG transmission holds a gear I select all the way to redline when the transmission has been placed in manual mode with the gear selector on the central console. It does NOT upshift on its own. It's true that the DSG downshifts to second and then to first gear as I come to a stop in manual mode but that's the only "automatic" behavior it exhibits. It's also true that if the transmission is left in automated mode but the paddles (or the central "stick" is moved fore or aft) the transmission will initially change to manual control and then revert to automatic but if the vehicle is set to manual mode it stays in the gear I select until I change it.
    3
  1010. I've owned three. Other than standard service and maintenance none was ever at the dealer.
    3
  1011. That's correct. When Golfs go through a generational change, VW typically skips a model year and sells off existing stock as the next year's model. It was the same pattern when the MK6 was replaced by the MK7. There was no 2014 GTI in North America. Simply 2013 models with different window stickers.
    3
  1012. gene978: Sorry. I can't agree. You're comparing apples to oranges. The Sorento L (base trim) and the SX-L (top trim) have the same external and interior dimensions but they're not the same car. The L has a four cylinder engine; the SX-L has a V6. The L is FWD; the SX-L is AWD with a center locking differential and torque vectoring. The L has a six speed transmission compared to the SX-L's eight speed box. There are, of course, numerous other differences in features but the engines, drivetrains, and transmissions alone make the SX-L a very different vehicle compared to the "L". Furthermore, I'm impressed, rather than disappointed, that KIA offers such a wide range of trim options in the Sorento. It means that a buyer on a budget who needs basic transportation with seating for seven can purchase a midsize Sorento for an MSRP of $26K. That's rare if not unique in the industry. The base Highlander, for example, has a $5000 plus higher MSRP. At the same time, for about $22K more (not double the price of the L and not counting the typical discounts on the SX-L), the Sorento compares favorably with the top trim levels of its rivals. In short, KIA offers a Sorento to a much broader range of buyers than its competitors. That's a strength, not a weakness. Finally, in terms of depreciation, I traded a 2012 SX-L Sorento for a 2018 model earlier this year. I received a trade-in value within a thousand dollars of the KBB average for a Toyota Highlander with comparable trim, mileage, and condition. Considering that I had purchased the 2012 Sorento at a substantial discount (and received a substantial discount off MSRP for the 2018 model), I made out like a bandit, saving about $6000 compared to the original purchase price of the 2012 Highlander and purchasing a 2018 model.
    3
  1013. As others have noted, MSRP is at best a rough guide to the real world price of this vehicle. If you can't get a Buick dealer to offer the Envision at less than a comparably equipped Acura RDX you should have a fifth grader do your price negotiations. The fly in that ointment, however, is that you could have an Acura RDX for the same price or a bit more.
    3
  1014. Have a bit over 2000 miles on my 2018 GTI/DSG. Mixed driving has yielded 29.9 mpg over the life of the car so far. And that includes climbing the Cascades a couple of times. My 2013 MK6 with an APR Stage I tune yielded an overall mpg of 25 mpg.
    3
  1015. Take it to your local detailing/body shop and have the badge removed. Problem solved.
    3
  1016. I'd add several. There's that awful experience with the "Finance Guy" even when you're paying cash for the car. After being told by the salesperson that the strong reliability of the Hyundai or Kia enables the company to offer a fantastic bumper-to-bumper and power train warranty, the "Finance Guy" shows you a computer motherboard and hints darkly that you'll need an overpriced extended warranty to deal with its inevitable failure in your new car. This despite the fact that electronic components tend to fail early on while covered by the factory warranty or not at all. It's called "infant mortality" in the computer biz. Then there's the 21st century equivalent of "undercoating." The Finance Guy tells you that you need to have your VIN etched into your front window to deter thieves. The cost? $400. A kit from Amazon to do it yourself (if you think it deters anyone) runs $15. Finally, there's the "show you the dealer invoice" scam, a tactic meant to convince you that the dealer is making no profit, whatsoever, on the vehicle and you're getting a great deal. What the salesperson doesn't mention is that over the last decade or so manufacturers have raised the "invoice" price closer and closer to the MSRP to support this scam. It ignores the existence of "hold backs" and dealer access to more popular vehicles based on overall sales volume. Dealers are not "non-profit" organizations, folks. If the invoice cost were the only factor and dealers made no profit on a vehicle, they'd be out of business in a short time. If you're fortunate enough to be able to pay cash for a vehicle, tell the dealer what you're willing to pay and stick to it. And if the dealer insists that a good price only comes with financing, be sure you can pay off the loan within a few months without a penalty and factor in the short term finance cost to the total price you're paying. Then, if you need to finance the vehicle, check out a local credit union or bank for a better rate.
    3
  1017. Along with the Telluride the Palisade is undeniably impressive, especially at an MSRP of less than $50k. There's hardly a feature or component they don't share and fully loaded top trims have MSRP's that are virtually the same. (A fully loaded Telluride SX with the "Prestige" package has an MSRP of $47,380 vs the Palisade's Limited trim at $47,495.) There are, however, some differences. () Styling. The relative appeal of the styling choices made by Palisade and Telluride designers reflect the fact that the Palisade is designed for an international market in Asia and Europe while the Palisade is designed exclusively for and built in North America. It's largely a matter of taste. Personally I find the exterior of the Palisade somewhat overstyled with too many curves and creases. Seems "fussy" compared to the Telluride. In the interior Hyundai apparently feels that diamond quilted soft materials denote luxury. It reminds me of the sofa in my grandmother's living room from 50 years ago. But it's a trendy choice in European luxury SUV's. Hyundai went with push button transmission control. Another trendy choice these days but it reminds me of a 1957 DeSoto. In addition the Hyundai offers paddle shifters that the Telluride lacks. Rather silly but necessary given that it's the only way to select and hold a specific gear with the push button gear selector. FInally, the Palisade boasts the slowest powered third row seat system on the planet. Some may find it "luxurious," especially those with arms like a T-Rex. Personally, I prefer the additional 3 cubic feet of cargo space behind the third row the Telluride provides as a result of its manual system to be more valuable. All of those features reflect personal taste rather than functionality but there's one difference I'd argue reflects more than taste: the placement of the Palisade's headlights just above the bumper where they're more vulnerable to parking lot collisions as well as rocks and gravel thrown at great velocity from vehicles ahead. It's bad enough here in the Pacific Northwest to face replacement of a windshield every couple of years from rocks thrown by trucks that come down from the mountains in the Spring thaw. Regular replacement or adding protection to vulnerable headlights is simply annoying. () Performance and Fuel Efficiency. On these points the Palisade and Telluride are identical. But Nathan would like to see better mileage and performance from the Palisade. Wouldn't we all! 0-60 in under 6 seconds combined with 30 mpg would be great in a two ton plus crossover. But it ain't happenin', at least not in a vehicle propelled solely by a gasoline engine. As far as Hyundai and KIA are concerned their engines have historically been challenged in terms of fuel efficiency. It's one of their few weaknesses. Addressing that weakness was a priority for both the Palisade and the Telluride. The 3.8L NA V6 in the Korean vehicles is designed to use the Atkinson cycle to improve MPG's along with a small sacrifice in performance. Thus the EPA estimate of combined fuel efficiency in the Telluride and the Palisade (21 MPG) is the same as the that of the KIA Sorento, a V6 with half a liter smaller displacement and virtually identical performance. If EPA figures are to be trusted, a Honda Pilot (22 mpg) will cost about $100 more per year in fuel. An Ascent or a CX-9 (each with 23 mpg estimates) with turbo 4 mills will result in $150 a year in savings. We're not talking big dollars here even if the Turbo 4's live up to their estimates. (Typically turbo 4 bangers are challenged in matching their EPA estimates, especially in large, heavy vehicles where the temptation to use the turbo is especially great.) And personally, I'm inclined to trust the durability of a naturally aspirated V6 over a smaller displacement turbocharged four cylinder engine. In terms of pure performance there are other choices better than either the Palisade or the Telluride. And for those looking for a three row SUV they can take to track days or embarrass a rival from a stop light there are better choices. But that level of performance ranks about 20th among the top ten requirements of customers for vehicles like this. 0-60 acceleration in 7 to 7.5 seconds, especially when power is delivered smoothly and quietly, is far more important. Performance 3 row SUV's are out there. The Explorer ST and some versions of the Jeep Grand Cherokee and Dodge Durango come to mind. But the take rate of such vehicles is minuscule.
    3
  1018. I never cease to be amazed at what some folks consider to be critical issues of styling.
    3
  1019. The US spec Passat is in a difficult spot. Mainstream sedan sales are plummeting but dealers need SOMETHING they can sell in the midsize category. That was the basis for last year's Passat GT, a mild revision of the standard Passat that US dealers literally demanded and largely designed on their own. VW did little but make the existing parts bin available for that model and killed it after one year. VW is hoping the Arteon, a premium model based on the Euro spec Passat, will make a splash in the US but it's going to be at a premium price. So what is VW to do? Re-introduce the Euro spec Passat in the US and risk cannibalizing sales of the Arteon? Pour effort and investment into a new generation sedan that will sell at an under $40K price point in a declining market and still risk taking sales from the Arteon? A tough spot to be in.
    3
  1020. The Juke was absolutely NOT the "ugliest car...ever seen." That trophy is permanently held by the Pontiac Aztek. The Juke might rank in the top five, though. As far as the Kicks is concerned, an "urban" utility vehicle is probably an apt designation. There are more flexible and utilitarian vehicles but few better choices at the Kicks price point.
    3
  1021. Yeah, I really wonder why Mazda got rid of the Mazdaspeed brand. Couldn't be because they lost money on it and dealers complained they couldn't move them, could it? Nah...That couldn't possibly be true.
    3
  1022.  @thisismagacountry1318  Yeah, unlike Mazda, Hyundai is a large enough manufacturer to build a high performance small car purely for the sake of image. But considering your "handle" I'm surprised you'd consider buying any "furrin" car. And if you do, you'd better hurry before the current administration declares another "national emergency" and slaps a ruinous tariff on brands like Hyundai via an executive order. Of course, if Trump confuses South with North Korea perhaps he won't include Hyundai. And that's certainly a possibility.
    3
  1023.  @thisismagacountry1318  To this country's shame.
    3
  1024. Puzzled as to why the G70 refresh didn't shift to the new 2.5L turbo 4 as the base engine as its cousin the KIA Stinger has done. The change in the Stinger is a potential game changer for the Stinger's less than satisfactory sales in the US. It seems odd that Genesis chose to stick with the arguably underpowered 2.0L engine it had shared with the Stinger.
    3
  1025. When Toyota introduced the TRD Camry I assumed it was an effort to put a bit of an "edge" on the long standing (though somewhat unfair) image of the Camry as a mere "appliance." Considering that Toyota sells fewer than 5% of Camrys fitted with the V6 engine in the US (about 15,000 sales in 2020) the TRD version was (and is) unlikely to be a volume seller. Even if it were to increase V6 sales by 20%, that would mean only about 3000 more total sales a year. Hardly worth the design and production costs involved especially considering that a 20% sales increase is a fantasy. So what's the point? I suspect it's little more than a desire to cover all the bases in a shrinking 4 door sedan category. Put a TRD Camry (and a TRD Avalon) in a dealer showroom and hopefully attract a few more (and younger) feet though a dealer's door even if the feet aren't those of actual customers for the TRD versions. At the same time Toyota (and their dealers) didn't want to waste any more money than necessary on the TRD Camry. There's nothing that dealers hate more than slow selling top trim models sitting unsold on the lot until they're finally sold at a steep discount. That meant a diet of "de-contenting" the TRD. No sunroof, no navigation, no leather, fewer safety features, budget infotainment and audio without options for better choices. AWD to better direct the power to the pavement? Nope. That's available only on the lower trim 4 cylinder Camrys. For a loyal Toyota customer who wants to recapture a bit of his youth (and yes, it's most likely a male) but for one reason or another is limited to choosing a "family" sedan can get a bit of gratification by gazing at the TRD's spoiler.
    3
  1026. Great. Really looking forward to squeezing into a parking space at Home Depot when a new wide Silverado is spilling over into a space next to me.
    3
  1027.  @canadabear72  I"m not surprised to see the shift to the 2.5L turbo. That's the base engine in the Genesis GV80 and G80 and apparently the optional engine in the KIA Sorento replacing the 3.3L V6. Stay healthy, John.
    3
  1028. The CX-30 is a subcompact crossover that's an appealing choice for DINKS (Dual Income No Kids). At least until it's compared to the new KIA Seltos. At 173" long the Mazda is an inch longer than the Seltos. But its interior cargo space is significantly less. (20.2/45.2 cubic ft vs 26.6/62.8 cubic ft.) That difference is the result of what Andrea refers to as the CX-30's "long nose," a design that's common to each of Mazda's crossovers and a trick used by sports car designers for a century, or so, to suggest potency and performance. Unfortunately it does nothing for the "U(tility)" of an SUV.
    3
  1029. In the comments there appears to be a misunderstanding of what this car is. It's not meant to be a serious offering by Subaru. It's not even a "halo" model in the usual sense of that term. It's a potential collector's vehicle for about 200 purchasers, meant to be driven sparingly and maintained as an investment for the future. Whether it's a safe or very risky investment is another issue, altogether. But its purchase price should not be compared to that of other similarly priced vehicles in terms of power or performance.
    3
  1030. I"d agree but I'd choose the near identical Kia Sorento with a V6 and an occasional use third row of seats. We love ours.
    3
  1031. The original E-Type (2 seater) from the '60's is very simply the most beautiful automobile ever built. Anyone who thinks otherwise is, I'm sorry, just wrong. :) The new F-Type can't match the revolutionary looks of its predecessor but it's still among the most beautiful automobiles on sale today. All other considerations are secondary. The SVR is a ridiculous purchase, utterly impractical as anything but rolling sculpture. And undoubtedly as high maintenance as an Italian supermodel. No matter. If I had the money and a place to park it, it would be sitting in my living room.
    3
  1032. "A Golf R really can't fit any more into it than a Mustang GT..." Unless, of course what you're trying to "fit...into it" is human beings with legs.
    3
  1033. A very impressive effort by Toyota. And for folks like me who enjoys Sunday morning drives through the mountains accompanied by my wife or daughter and our big dog, the backseat, cramped though it is, is a huge plus compared to a Mazda MX-5. Only one thing puzzles me about the GR 86, its atrocious 19/24/21 mpg figure for the MT version. That's almost identical to my midsize 3 row unibody SUV, the KIA Sorento that's 1300 lbs heavier, with a 3.3L V6, and the aerodynamic attributes of a very large brick. My GTI with essentially the same performance numbers regularly gets 23-25 mpg around town and 32-34 mpg on the highway. In fact, the only sports car I can recall with worse fuel efficiency was my Mazda RX-8 whose rotary engine was notorious for terrible mileage, rivaling a Dodge Viper. I realize that fuel efficiency is hardly the highest priority for vehicles like the GR 86 but I'm simply amazed how awful the mpg figures for the car are.
    3
  1034. I find it humorous to see all the comments decrying the depreciation of a $50K+ luxury vehicle over the first year of ownership. Probably because those most horrified by it couldn't afford the initial purchase price in the first place and aren't familiar with the real world of automobile depreciation, especially luxury models. It' ain't an investment, folks. You're better off buying lottery tickets. Thirty percent depreciation in a single year is simply not unusual, especially for a vehicle with 20K miles on the clock, nearly twice the expected mileage. If you 're looking for a very expensive hobby, purchase a premium new car and replace it in a year after flogging it relentlessly. Or if you want to drive a car you can't afford, lease it, drive more miles than the lease allows without a penalty (typically 12K miles per year), and turn it in at the end of the lease. Same story. An expensive hobby. On the other hand, if you want to minimize the effects of depreciation, either purchase a vehicle from someone whose hobby is described above or hold onto your new car for about six years or more. Last year I traded a 2012 top trim (SX-L) KIA Sorento for a comparable 2018 model. The dealer gave me a trade-in value within $800 of the KBB estimate for a similar vintage/mileage/condition of a Toyota Highlander, the champ of resale values in the that segment. Considering I paid nearly $8000 less than the best offer I received on a Highlander back in 2012 and purchased the 2018 Sorento for over $6000 less than a comparable new Highlander, I made out like a bandit.
    3
  1035. The CX-9 is the worst selling midsize three row SUV in America. Has been since 2018.
    3
  1036. And the award for most boneheaded configuration decision of 2019 goes to the Nissan Altima. Want a well appointed, feature rich midsize sedan with a peppy 2.0L turbo four? Nissan's got you covered. Want a reasonable AWD system that copes relatively well with winter driving, especially if it's not too challenging? The Altima offers that as well. Willing to put up with a "rubbery" CVT in return for MPG's? OK. Check that, too. Want it all? Sorry. For reasons unfathomable to anyone outside of Nissan you can't get a the more powerful 2.OL turbo with AWD. Likely that Nissan will correct that egregious error for 2020 but that won't make up for stepping on the AWD news in 2019. I pity the poor Nissan salesperson who has to explain that the big news for 2019, AWD, is available only with the naturally aspirated four banger. What were they thinking???
    3
  1037. Hyundai has no intention of exporting the i30N to North America. They believe, probably correctly, that the Veloster N would seriously impact i30N sales in the US and they're not about to risk that or to stop sending the Veloster N to North America. The i30N is aimed primarily at European markets where, not coincidentally, the Veloster N is usually not available.
    3
  1038. For those who wonder if Honda can do anything they decide to do, the NSX is the answer.
    3
  1039. Obviously, Toyota is striving to lower the average age of Avalon buyers. I'm skeptical it will work but at the very least they may capture those who believe that sixty is the new forty. :) As for "souping up" (That's the term we seniors once used) the Avalon TRD, Toyota didn't become the largest automotive brand in the world by appealing to self-proclaimed automotive "enthusiasts." They won't do ANYTHING that might risk their reputation for reliability and durability even if it's a minor risk. Adding a turbocharger, for example. No way, Jose. As far as the TRD is concerned, it appears this is an "engineering" exercise done by the marketing department. Other than some trim pieces and TRD badging on various accessories (almost all of which can be added to the non-TRD XSE) and larger brakes, there is apparently no difference, whatsoever, between the XSE and the TRD. In fact, one puzzling feature of the XSE not available on the TRD is "sports tuned suspension." I suspect that's because the TRD has the same suspension as the XSE but they simply fail to mention it. Oh, yeah...There is one other difference and it's a big one. The MSRP including delivery for the TRD is $45,336. The XSE (with available TRD labeled accessories) is $41,015. Let's be frank. The TRD is a sucker deal meant to appeal to those with late onset mid-life crisis issues.
    3
  1040.  @JesseMrozowski  As I said, I don't find the Mazda3 hatchback a compelling choice. But compact sedans and hatchbacks are (imo) separate categories. And in the sedan category I think its significantly more appealing.
    3
  1041. VW limits the range of GTI's in the US in a number of ways compared to Europe. The easy answer to your question is that neither dealers nor VW want to see 2 door GTI's sitting unsold on dealer lots.
    3
  1042. Couldn't agree more about the exterior styling of the new Tucson. As I've said about other Hyundai vehicles (lookin' at you, Palisade) it appears there's a final design committee tasked with adding creases and bulges, here, there, and everywhere until it resembles a spaceship from a 1930's Flash Gordon movie serial. Mark is undoubtedly correct (imo). It won't age well Fortunately, there's likely to be an alternative in the Tucson's sibling, the forthcoming KIA Sportage that shares the Tucson's strong points without looking like a design exercise penned by a high school sophomore in a notebook.
    3
  1043. Good review, Scott. In that fiercely competitive compact SUV segment the Escape seems to disappear, at least among reviewers. Nice to see some attention paid to a vehicle that Ford rather quietly goes about selling over 300,000 units a year in North America. The styling is obviously rather dated compared to some of the competition but that styling comes with over 68 cubic feet of total cargo space in a tidy package of 179" inches in length. That far exceeds the CX-5 in interior space and comes close to the cavernous CR-V and Subaru Forester. And for those who prefer a traditional geared transmission to a CVT, the Escape (along with some others) offers it. In other words, it's a package that's highly functional if not especially fashionable. And those who complain that an MSRP approaching $36K (USD) for a top trim Escape haven't been paying attention to prices of other comparably equipped compact crossovers. Nor are they taking into account the typical discounts available when sitting down for a serious negotiation with a Ford dealer. Personally, I prefer the vehicles in the "Tweener" category one step up in size. Those models average about 10" longer than the compact category (188"-"190") but are shorter (by about a half foot or more) than the larger vehicles in the "midsize" category. It's a "Goldilocks" group that includes the Hyundai Santa Fe, Ford Edge, Kia Sorento, Honda Passport, and Subaru Outback among others. On average, the "tweeners" have longer wheelbases and more cargo and passenger room than compact SUV's. All but the Santa Fe offer standard or optional V6 engines, arguably superior in for long highway slogs and for greater durability. And all but the Sorento are limited to two rows of seats. (The Sorento's third row is for occasional use only but accommodates a couple of adults or teenagers on local trips and is extremely convenient when the only only alternative is to use two vehicles.) And each is easier to maneuver in traffic and fit into parking spaces than SUV's in the next size category. Finally, all but the Outback have traditional geared transmissions for those who prefer them. All in all, Tweeners deserve to be considered by those who want a vehicle with more capacity and performance than SUV's in the compact segment but don't need or want to pay the penalty of some of the truly large "midsize" segment.
    3
  1044. Looked seriously at several mainstream midsize sedans last spring. The Camry came in third place behind the Accord Touring 2.0L turbo (first place) and the Mazda6 with its 2.5L turbo engine. Have to admit, though, that if I had been giving out a trophy for most improved over the previous model, the Camry would have taken it. Styling is obviously subjective but the Camry looked to me like its design (exterior and interior) was derived from a spaceship in a 1930's Buck Rogers serial. "Futuristic" only in that sense. The Mazda was at the top. The Honda looked like it was designed by a committee but it was still better looking than the Toyota. Interior space and features. The Accord in first place, especially in the back seat accommodations. The Camry in second and the Mazda in third. It's cramped compared to either of the others. The Mazda's top trim (Signature) was impressive with the Honda in second place. Even the top trim XSE Camry cheapens out second row features. Furthermore, at the time I was shopping the Camry offered neither Apple Carplay nor Android Auto. And the only integrated nav system was part of a $2000 option package and even then it wasn't a great system. Not acceptable. The 2019 model offers Apple CarPlay but still has only limited support for Android Auto. Again, not acceptable. Performance. I wanted more performance that the four cylinder Camry offered so I looked seriously at the NA V6. It was as quick as the Honda with its turbo4 derived from the Civic TypeR motor. The Camry's engine is a good one but putting the power down in the FWD was a challenge. I ranked it behind the Accord and ahead of the Mazda. The 2018 (and now the 2019) Camry is a significantly better vehicle than in previous years. It doesn't deserve to be called an "appliance." But at least in my estimation it trailed both the top trim Accord and the Mazda6.
    3
  1045.  @deet4895  Don't bet the farm on that, my friend. The midsize sedan market isn't exactly a hot ticket in terms of sales and the Mazda6 is the worst selling example in the entire category. Hopes and expectations for Mazda always abound but the company has unfortunately earned its reputation for failing to deliver on those rumors.
    3
  1046. A considerable number of misconceptions and errors in this video and comments. For example... () "JD Power is a PR firm." No, it's not. JDP is a firm that runs scientifically drawn quasi-random samples of owners from lists provided by manufacturers of many kinds of consumer products (from automobiles to dishwashers to clothes dryers to kitchen blenders, etc). The "top line" results discussed here are not JDP's major product. Instead, JDP sells the detailed results of their surveys to those same manufacturers and derives its revenue from those sales. Why do manufacturers spend $$$ for such results? Because they recognize the old adage that "You never get a second chance to make a good first impression." Manufacturers use the JDP results to get an initial read on customer satisfaction with various features and overall impressions by those who have recently purchased those products. Manufacturers recognize that future product sales are heavily dependent on "word of mouth" from existing customers. JDP's "initial quality" surveys are designed to elicit the strengths and weaknesses of those products during a period when consumers are most likely to praise or complain about them to their friends and neighbors. (It's worth noting, by the way, that the reason Tesla is not included is because Tesla does not disclose the names and contact information of their customers as other manufacturers do. Why that's the case may well be the result of the widespread perception that fit and finish of Tesla products is a long standing and continuing complaint about their products.) Neither the manufacturers nor JDP has any incentive to a bias the results. Doing so would make the results useless for an individual manufacturer and discourage other manufacturers who don't "bribe" JDP from supplying the lists of vehicle owners to JDP and undermining the overall value of their product. There is a "PR" component to JDP's release of their top line results free of charge to the public, of course. It's designed to promote JDP's overall brand recognition and in the process to encourage owners selected for their surveys to respond. (Note that owners don't "volunteer" for JDP's surveys. Like any valid survey the participants are selected in a quasi-random manner. Thus, the higher the response rate the more reliable the results.) () "Comparing brands with one another is invalid since the demographics and expectations of various brands' customers differ." This critique is not entirely without merit but it misses the point that the survey is meant to inform individual manufacturers about the strengths and weaknesses of their own products not primarily to compare one brand with another when they're aimed at different market segments. The fact that FCA brands (e.g. Dodge, RAM) and Korean brands rank so much higher than German brands suggests the former manufacturers are doing a much better job of meeting their customers' overall expectations than the latter brands. The fact that Mercedes Benz purchasers have different and (likely) higher expectations is simply a fact of life. () "It's unfair to rank 'budget' brands with fewer standard features beside 'luxury' brands with more and better standard features." Again, from a manufacturer's point of view (the intended audience for the detailed results of the survey), this is a nonsensical criticism. And it's noteworthy that Genesis ranks so high among luxury brands. Apparently, Hyundai does an excellent job of satisfying their customers' expectations across the range of features included in the survey. Perhaps because Genesis buyers are much more satisfied than Mercedes owners with the features that define a luxury vehicle at a substantial savings. () "Consumer Reports is a better/worse source of owner satisfaction than JDP." In fact, the approaches of CR and JDP are radically different. CR surveys far more (claimed) owners than JDP and CR's annual surveys capture data on a wider range and longer period of ownership than the IQS survey of JDP. But the number of responses volunteered by CR cannot compensate for the fact that those responses are not from verified owners and the universe of respondents is limited to CR subscribers, a highly skewed sample compared to that of JDP. The bottom line is that both CR and JDP are useful reference points for different audiences and neither should be viewed as authoritative.
    3
  1047. I've owned both a MK6 GTI built in Germany and a MK7.5 built in Mexico. The MK6 was a great car. The Mexican built 7.5 is better built. Robots know no nationality.
    3
  1048. No. The Palisade is built in Korea and aimed at international markets in Asia and Europe. The Telluride is built in Georgia (the state not the country) and aimed exclusively at the North American market.
    3
  1049.  @javiersolarte9018  Not necessarily. My local dealer has a policy of not adding a second sticker to any vehicle. The downside of that policy, however, is that the waiting list for a vehicle is considerably longer than dealers who add a "market adjustment" sticker.
    3
  1050. I have to admit that I find this entire class of "hatchbacks on stilts" to be puzzling. Unless one prefers the "styling" of SUV's, (There's no accounting for taste), I don't get the attraction. The cargo space of the Encore GX amounts to 23.5 cubic ft behind the second row and 50.2 cf overall. My GTI provides 22.8/53.7 cf in a vehicle that's almost 4" less in length than the Buick. Want a vehicle that's easy to park in the city? My Golf is even easier than the Encore GX (and almost every other subcompact crossover) to park and maneuver in traffic. Arguably, the most appealing features of SUVs/CUVs are the elevated driver's "command" (i.e. elevated) seating and their "off road" chops. But in a subcompact crossover the driver isn't going to get a much better view than any vehicle other than a Miata. As for "off-roading" only the Jeep Renegade makes any pretense, whatsoever, of versions that offer that capability. And as everyone realizes, very few Encore GXs are ever going to see any surface more challenging than an occasional gravel road. A challenge my GTI easily meets. If I were shopping in this category, I'd be looking at the KIA Seltos with far more interior space and much better engine and drive train options than the Encore GX or virtually any other subcompact crossover. But in the real world I'll stick with my GTI with a much, much better engine, the choice of an MT or dual clutch transmission and performance and handling that no subcompact crossover including the Encore GX can match.
    3
  1051. Considering that KIA is discontinuing the Stinger as a result of slow sales, I'm sure it gives Hyundai pause in terms of a full "N" version of the Sonata as you suggest.
    3
  1052.  @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.
    3
  1053. Obviously, the demand vs supply equation largely determines the vehicles on this list. The most extreme example is the Chevy Trailblazer. It has been on sale only since the second quarter of 2020. That means it has not been an especially noteworthy achievement to sell 6700 vehicles during the first half of the year. On the other hand, this list is useful information for dealers whose profit depends to a large extent on how quickly they can move vehicles off their lots and cease paying "flooring" charges. If I were a dealer I'd like to know the average number of days a particular model sits on dealers' lots. If that model sells more quickly on my lot, it's good news. If not, I may have to adjust prices or advertising.
    3
  1054. I'm a long time fan of classic British sports cars. The Austin Healey 3000 and the E-type Jaguar are (imo) among the most beautiful automobiles ever built. Scalding 0-60 and quarter mile times don't top my priorities; light weight and handling are far more important to me. Therefore, the Mazda MX-5 (in essence a modern interpretation of an MG) and the 2.3L Mustang are more appealing than significantly heavier vehicles that depart from a 50/50 weight distribution even if they take a second or more to complete a flat, straight line acceleration test. With that in mind I find the 2.0L Supra especially noteworthy. At less than 3200 lbs it's over 200 lbs lighter than the 3.0L Supra. And that's like having an NFL cornerback sitting on the hood of the latter. Unfortunately my family consists of a spouse, a teenage daughter, and a big dog, at least two of whom I enjoy traveling with. The kid is heading off to college in a couple of years and the dog won't live forever so perhaps I can seriously consider the lighter Supra in a few years.
    3
  1055. Looks like a "pick 'em" depending on one's priorities. But each is killed by the KIA Seltos.
    3
  1056. Have a soft spot for Volvos based on owning a couple of vehicles from some years ago. I'll confess to ongoing confusion between the XC90 and the V90 Cross County (often abbreviated as the V90XC.) My next door neighborhood owns the latter and repeatedly explains that it's not an XC90. In any event each is an appealing vehicle even if the nomenclature is confusing and they're somewhat difficult to distinguish from one another unless they're parked together. Of course, sometimes a minor issue can be a deal breaker. In this case I'm puzzled by the absence of center arm rests in the second row captain chairs. Why on earth would Volvo opt to save at most a few bucks in a luxury vehicle by denying second row passengers a spot to place an elbow!
    3
  1057. The CX-5 is great as long as you don't need to put any more stuff in it than in a VW Golf.
    3
  1058. I've had four Mazdas over the years, dating back to 1989. Never, ever had a problem with rust.
    3
  1059. If that's your fantasy a Stage I APR ECU tune can easily accomplish it for about $700 and 30 minutes in the shop. And contrary to claims that such tuning will void your warranty, that's not the case. Nor will it impact reliability if you have a DSG transmission that can handle the additional power.
    3
  1060. Taken together Hyundai and Kia are introducing vehicles that can largely eliminate EV range anxiety in an affordable car. With ranges of 240 miles, or so, even folks with relatively long commutes won't need to recharge every night in order to make it to work and back the next day. And with that range even weekend trips aren't out of the question. The Kona along with the Kia Soul EV and EV Niro are going to be hits in the markets where they're available.
    3
  1061. Badger your VW dealer and if necessary move up to regional management to get an updated SD card. In my experience dealer knowledge about the NAV system varies greatly.
    3
  1062.  @thecman26  You're seriously comparing a manufacturer who has an "entire run" of 80 vehicles to a mainstream automotive manufacturer. That's a joke, right? DId you forget the emoji? By the way, I didn't say "sports cars are dead." I pointed out that Mazda made little, if any, money with their Mazdaspeed sub-brand. They decided they could invest their limited financial and production resources more profitably. And believe it or not, that's the objective of automotive manufacturers, not to satisfy the fantasies of internet fanboys and auto journalists.
    3
  1063. I don't doubt your comment but I do wonder about the advantage of an electric motor over a spring. The latter has been around for several thousand years and I've yet to see a spring's circuit fail or a spring burn out.
    3
  1064. Undeniably attractive both inside and out. So why has it consistently been by far the worst selling mainstream 3 row crossover in the North America since it was introduced. (To be fair, so far in 2021 the CX-9 has lost that distinction to the Subaru Ascent by a whisker. Now the CX-9 is only the second worst selling vehicle out of 16 or so rivals.) For an answer look first at the CX-9's 199" length. It's longer than all competitors except the Dodge Durango, Chevy Traverse, and the recently introduced Grand Cherokee L. But what about its interior space. Overall passenger space is less than a KIA Sorento, a vehicle that's almost a foot (10") shorter. And it has less overall cargo space than any other midsize SUV. Less total cargo space than a Honda CR-V (71.2 cubic ft vs 75.8 cf) ! How is this possible? The answer is the extreme version of Mazda's "Koda" design language with an extremely long distance from the front bumper to the A pillar (about a foot great distance than competitors) that entails sacrificing interior space. It's a design that sports car designers have used for nearly a century to suggest potency and performance and is obviously attractive. (Freud can explain why.) But in a vehicle where the "U" in SUV supposedly stands for "Utility," it's a major competitive weakness. Other Mazdas that employ the Koda design language suffer from the same issue but none so severely as the CX-9. Some Mazda fans claim the massive engine compartment is ideal for a rumored forthcoming inline 6. (Hell, it's sufficient for an inline 12 cylinder engine.) But as the smallest independent mass market automaker on the planet, Mazda is forced to make do with a single engine/drivetrain for almost all of their models. And Mazda isn't exactly known for delivering their rumored new engines and technology on anything resembling a promised schedule (if at all). The long-in-the-tooth four cylinder turbo engine mated to a similarly aging 6 speed transmission may be adequate to the mission of the CX-9 but it is hardly a strong selling point, especially compared to rivals with more modern engines and transmissions and hybrid options.
    3
  1065. Hear! Hear! I've been driving turbo 4's since the 1980's (Saabs) when turbos were rare. I owned a Mazda 626 with "TURBO" in foot high letters on the side. (I think that's why I collected several tickets in that car.) And I'm currently driving my second GTI. I love 'em. But turbocharging is neither necessary nor ideal in every vehicle, especially a two ton crossover designed primarily for maneuvering in the jungle of suburban traffic and for long freeway slogs. A naturally aspirated V6 (such as the one in my KIA Sorento) is delivers quieter, smoother, more linear power and will outlast a comparable turbocharged engine. Not every vehicle needs to be designed for stoplight runs for pink slips, despite the adolescent fantasies of youtube fanboys.
    3
  1066. Recently tested four midsize sedans to see if any could tempt me to replace my 2013 GTI with another one. The Ford Fusion Sport (2.7 V6 Turbo) topped the list in straight line performance and the AWD was impressive, necessary in fact to deal with the power of that engine. But the rest of the package was definitely pedestrian, especially the 50 shades of gray interior and the weight. The Camry v6 XSE was a significant improvement over its predecessors but the cheap materials in the interior, (especially in the back seat) lack of Apple Carplay/Android Auto, inferior navigation "solution" without a costly option, and the fact that its handling still didn't match either the Mazda6 or the Accord 2.0T put it in third place. It no longer deserves to be called an "appliance" but the bar has been raised by its competitors. That left the new Accord and the Mazda6. In the looks department the Mazda (Signature trim) won hands down in both exterior style and interior materials. Handling was close with a slight nod to the Mazda, as well. Unfortunately, though, I found the overall performance and gas mileage to be disappointing compared to the Accord. Not sure why but the 2.5L turbo was certainly competent but hardly exciting. Add to that the inferior infotainment system, smaller interior and cargo capacity and the Mazda just didn't measure up overall to the Honda. A a long term fan of Mazdas I was disappointed. The new engine and upscale appointments make a strong case for the Mazda but it doesn't quite measure up to the Accord. So that left the Accord at the top. At least among these four. But as I contemplated no longer having a GTI, I couldn't pull the trigger. So the new car in the garage is a 2018 GTI Autobahn, discounted several thousand dollars below the best offer I had for the Honda and with better performance, comparable mpg's, and the indescribable "feel" that the GTI has in spades.
    3
  1067. They're showing up a KIA dealers, too. Spoke to my local dealer a couple of weeks ago. He said, "Several years ago our average customers was looking for cheap transportation, showed up in blue jeans, and shopped on weekends. Now we're seeing people willing to pay over $40K for a vehicle, wearing a suit and tie and coming in on a weekday afternoon when those with less flexible schedules are at work."
    3
  1068. ​ @ryotaryuu  That tells you something about the market for used Chargers, doesn't it. I'm not sure what comparing used car to new prices about any vehicles tells you especially since you began this thread by talking about the MSRP's of KIA Souls but if you insist on comparing apples to oranges go for it.
    3
  1069.  @afcgeo882  Actually, the warranty is 6 years/72K miles. It's the longest bumper-to-bumper warranty in the industry.
    3
  1070. With the demise of Ford's entire lineup of sedans their SUV's have to span a much broader set of demographics. Thus, the Escape, Edge, and Explorer have all taken on more "car-like" vibes and each vehicle is more like an entire line-up with different trim levels being very different indeed. In the case of the Explorer it appears that the lower trim versions with a 2.3L engine and RWD are so unlike the 400 HP ST AWD that they have to be viewed as different vehicles, altogether. And once the hybrid version of the Explorer is available it will add still another variation that may represent a different beast, altogether. There's nothing wrong with that approach, of course. With Ford's reduced overall lineup, it's a necessity. But in comparing the Explorer with alternatives like the Pilot and the Telluride it's important to focus on which Explorer is being considered. Sixty thousand plus $$$ for an Explorer may be draw dropping but the power train and features of the ST suggest it's not out of line for a three row, performance oriented SUV. In any event, only a miniscule portion of all Explorers will be the ST version. More troubling from a price standpoint is the MSRP of the Limited version with a V6 engine. It, too, tops $60K MSRP with any options and is comparable to top trim rivals at much lower MSRP's. The volume seller will be the XLT with a 2.3L turbo 4 engine in the low to mid 40K MSRP range. Considering the rivals in that price range the feature set for the Explorer is not nearly as compelling. In fact, the restriction to a turbo 4 in that vehicle is a definite weakness in a vehicle weighing nearly 5000 lbs. considering the available V6's at that price point from other manufacturers. Not to mention the interior materials and bells and whistles other manufacturers (e.g. KIA, Honda, etc) offer at that price point that are missing in the Explorer. Of course, the big news for the Explorer is the shift to a RWD or a RWD-biased AWD power train. For some that feature alone will make the Explorer an appealing choice. But shifting to RWD gives nowhere near the towing capacity one might expect. Several rivals with FWD biased AWD systems are rated at 5000 lbs compared to the Explorer's 5600 lbs. And when marketing folks claim a feature is "competitive" it usually means it's not. Those looking for a unibody SUV for serious towing will still be looking at the Dodge Durango or one of the variations of the Jeep Grand Cherokee. Suggesting that customers move to an Expedition for serious towing is a sorry response from Ford. Ford will sell boatloads of Explorers due in part to its huge fleet sales, especially to public agencies, and there is a well established set of repeat buyers to make it a success. But the fact is that the volume seller XLT is not a very compelling vehicle and the upper trim Limited offers very little more than top trims of several other brands at a considerable higher MSRP. If you're looking for a 3 row SUV for stoplight drag racing, the ST might be a top choice but while that's a favorite among Youtube fanboys, it's not a priority for those looking at 3 row crossovers. P.S. Lest I be accused of hating Fords I'll only say that I considered the Edge Sport very seriously last year when I was shopping for a midsize SUV. And though I'm skeptical that its successor, the Edge ST, offers improvements that match its increased price, I still find it an appealing vehicle. I think the 2.7L twin scroll turbo V6 to be an impressive engine and the performance of the vehicle was equally impressive. However, the family SUV is my wife's daily driver and she much preferred the KIA Sorento SX-L for a number of reasons. For mountain road driving on a deserted Sunday morning I have my much loved GTI.
    3
  1071. As usual a great, comprehensive, detailed review, Alex. By a significant margin the best review of the CX-9 I've seen on the web. Since I've plastered my negative comments about the CX-9 in review after review (despite the fact that I've owned four Mazdas and I like the brand), I'll skip repeating most of those remarks and limit my comment to a couple of points. As crossovers have come to dominate the entire automotive landscape the traditional categories that emerged for mainstream offerings have been "sub-compact," "compact," "midsize," and "behemoths." More recently, though, a category of "tweeners" has emerged for "Goldilock" vehicles of about 185" to 190" in length slotted above compacts (circa 180") and larger "midsize" offerings (196" to 204"). (Luxury crossovers are another kettle of fish that can also be fitted into these classes but they're distinct in a number of other ways. I'll stick to mainstream vehicles.) The "tweener" class includes some older designs such as the Outback, the Edge, the Murano, the Grand Cherokee and and the Sorento as well as some more recent designs like the Hyundai Santa Fe (188"), the Honda Passport (190"), the refreshed Nissan Rogue (185"), and the VW Tiguan (185"). The Rogue and Tiguan are often considered "compacts" but they're actually closer in size to the Ford Edge and Sorento than to most compact crossovers. And the Murano and the Grand Cherokee are slightly longer than others in the category by an inch or two and along with the Outback are more like traditional wagons than obvious SUV's. In addition, the Grand Cherokee comes in at least 31 flavors so it's difficult to pigeonhole. Otherwise, most or all share a number of important attributes. (The new Chevy Blazer is also arguably in this category but I'm not familiar enough with it to comment.) Each tweener is meant to appeal to customers who feel they need/want something larger than a compact vehicle (CR-V, Rav4, CX-5, Forester, etc.) but smaller and more maneuverable than the large midsize offerings. In almost all cases other than the KIA Sorento they're two row five passenger vehicles. The Sorento is uniquely a 3 row vehicle with about the same room in the back row as some larger midsize crossovers . (The Tiguan offers an optional third row suitable for stowing a small, bound and gagged hostage but it's difficult to consider it a three row vehicle.) In most cases, unlike vehicles in the compact segment, vehicles in the tweener group offer either a standard or optional V6 engine, most naturally aspirated. On that score the Hyundai Santa Fe is an exception with a turbo4 mill (that was an option in the KIA Sorento until 2018) as its only option, the Tiguan with a turbo4, and the Rogue with a NA 4 banger. Most tweeners have traditional geared transmissions with at least eight gears. The Subaru Outback and Nissans (Rogue and Murano) are the exceptions with CVT's. Another difference between tweeners and compacts where CVT's are the norm. OK. So back to the CX-9. In terms of overall size it's obviously in the larger midsize category. In fact, it's among the largest. It's not a "tweener" but in terms of interior room it offers no more than the Sorento. And except for the Subaru Ascent it's the only member of the larger group that offers only a 4 cylinder engine, arguably less durable than a V6 and less smooth and linear in its power delivery. Lots of other features and factors to consider but in the large midsize category it's stylish or as Alex puts it, "pretty" but has many shortcomings. And with the availability of the forthcoming new Explorer, the Telluride, and the Palisade the competition will be even tougher in the large 3 row midsize category.
    3
  1072. The answer to that question is easy. When VW replaced the European spec Passat with the Americanized, larger, cheaper version sales tripled. Americans simply aren't willing to pay what Europeans pay for VW products.
    3
  1073.  @jamarhall6378  The MX3 Hatch already has considerably more power than the best selling competitors in the segment. And as already noted, "hot" isn't Mazda's objective for their vehicles. They feel "upscale" sells more vehicles.
    3
  1074.  @7homas0wen  Of course they could put a turbo in the Mazda3 or in the CX-30 for that matter. They don't want to do it both for the impact it would have on Mazda's CAFE score and the fact that all indications are that it would not sell well enough to justify the investment.
    3
  1075.  @ALMX5DP  Hear! Hear! Toyota/Lexus are undoubtedly at the head of the class in terms of reliability/durability. But the gap between Toyota products and other brands has narrowed tremendously in the last 20, even the last 10, years. Furthermore, while brand differences still exist, obtaining reliable information about individual models is much more difficult. And the range among models of a brand typically exceed that between brands. Finally, if I were purchasing a vehicle that I was sure I would drive for 15-20 years, it would probably be a Toyota product. But the average new car buyer moves on in about 7 years and in that time the likelihood of major failures is exceedingly small.
    3
  1076.  @damilolaakanni  According to my dealer VW says the increased HP version of the Arteon will be available in the 2022 US spec Arteon. It will also come with the same DSG transmission found on the European spec Arteon.
    3
  1077. Take my word for it as someone who has driving extensively in Florida and California; it IS a California thing. When traffic isn't at a standstill in California drivers routinely drive 75-80 mph practically on the rear bumper of the vehicle ahead. And while that may sound incredibly dangerous, I marvel at California drivers' skills in avoiding death on a daily basis. In short, if you cannot reach the speed of traffic over a short distance when merging onto a freeway you risk the wrath of other drivers...or worse.
    3
  1078.  @TruthFLA  Thanks for your comment. I try not to spew vinegar though I'm not above spewing back. :)
    3
  1079. That vehicle is the Kia Sorento. But it's a 3.3L V6, the same that's used in the Stinger and the Genesis G70.
    3
  1080.  @kje123able  Simply citing news organizations is not providing sources.
    3
  1081.  @geniuspeak5950  A better comparison is that the Telluride is aimed at Americans while the Palisade is aimed at Asian and European markets.
    3
  1082. As an American it's always interesting to see the perspective and brands/models covered on Autogefuhl. It's not clear, at least to me, whether the GTI TCR will even be available in the US, and if it is whether the US version will include the same features/options/etc. as those available in Europe. Typically, VW offers fewer features on US spec GTI's with options consolidated in a few trim levels that are offered individually in Europe. On the other hand, comparable GTI's in the US are MUCH less expensive in the US. VW feels, undoubtedly correctly, that American consumers aren't willing to pay over $50,000 USD (at current exchange rates) that Europeans pay for a GTI. Presumably the price point of a US spec TCR would be about where the MSRP of the "R" is currently set, i.e. $40-$42K. Whether American buyers would be willing to pay that for a somewhat lighter track oriented FWD GTI versus an even higher performance AWD "R" is questionable. Perhaps we'll see. It's also worth noting that a number of independent American tuning firms (e.g. APR) already offer ECU tuning and other upgrades for the GTI that the TCR appears to have. (e.g. circa 290HP). Whether those aftermarket products are truly comparable to the features of the TCR is, of course, an open question.
    3
  1083. I'm sure VW would like the public to believe that the cost of crash testing in the US was behind the decision not to export the new Touareg to North America. But that explanation doesn't ring true. In fact neither of the earlier generations of the Touareg sold well in the US and there is every reason to believe that the third generation would have done just as badly. The US replacement for the Touareg, the Atlas, on the other hand has significantly outsold the earlier generations of the Touareg. I've already seen more Atlases here in the Seattle area than I saw in a decade of the Touareg. It's a lesson VW should have learned with the ill-fated Phaeton years ago. They did learn it with the Passat. There's little doubt that the European Passat is superior to the US version but there is likewise no doubt that the larger, lower priced American version increased sales of the Passat several fold here. The bottom line is that the brand perception of VW in the US differs greatly from that in Europe. Though the Touareg is priced as a premium or even a luxury SUV, the American market simply does not see VW as a luxury brand. For example, Europeans happily pay the equivalent of up to $20,000 more for a GTI than Americans. In the US, a $50,000 GTI is simply not a viable offering. Put an Audi badge on the Touareg in the US and it might be a different story. It may be a bitter pill to swallow for VW fans in the US (like me), but Americans' priorities (including in SUV's) and brand perceptions constrain what VW is able to market successfully here.
    3
  1084. Had the G70 been available in the US a few months back when I was in the market I would have considered it seriously. I did consider the Stinger and was suitably impressed. I'd had very good experiences with two Sorentos and found the Stinger's performance, driving dynamics, interior layout, and practicality to be very appealing. The warranty coverage and expected reliability and durability were pluses, as well. In the end, though, the Stinger was simply bigger than what I was looking for. It's a GT in the classic mold and I was looking for something smaller that didn't look quite so much like a cigarette boat. The G70 seems to have just about all of the pluses of the Stinger and many of the same components/features in a more compact size. Very appealing. Only one minor complaint from what I've seen. Hyundai, Kia, and Genesis all seem to think that quilted upholstery conveys luxury. Unfortunately, it reminds me of the furniture in my grandmother's living room. Others may differ, especially if their grandparents have/had different taste.
    3
  1085. Went to college on Florida's west coast. I remember rainy days when we students sat on the porch of the dorm facing the Tamiami Trail (US 41) and watched the senior citizens plow into one another. Unfortunately, I've now reached an age where the humor of the sight has diminished considerably. :)
    3
  1086.  @ThePener  It's also worth noting that the trim level Doug reviewed was the mid-level EX. A fully loaded SX (with the Prestige package) adds full napa leather in all three rows, a dual pane sunroof, second row captain chairs, heated and ventilated second row seats, HUD, rain sensing wipers, a 110v power inverter, and a surround view monitor. With AWD, the MSRP it's under $47K. And that doesn't take into account that KIA dealers routinely discount prices below MSRP. All in all, it's a premium model at a price significantly less than its competitors.
    3
  1087. Have to say that Honda has awakened. The Civic Type R, new Accord, and the Clarity and Insight. Would be interesting to hear the story about what woke them up.
    3
  1088. ​ @CarbonCopied29  What makes you think Hyundai doesn't conduct detailed market research among owners and others considering a potential purchase? Believe me, they do their homework. Furthermore, there's no guarantee that the attitudes of "actual owners" will tell you about the potential reception of a significantly different version of the same vehicle. Those who bought an Elantra in the past presumably did so because it was a comfortable, appealing compact sedan. Such owners may have very little interest in a model like the i30N. Finally, it's important to keep in mind that no manufacturer has infinitely flexible and extendable production capacity. Deciding to produce a particular model may well mean that production of an existing model has to be reduced. Or that potential demand in a new geographic market means fewer vehicles available in an existing market. Giving up relatively certain sales to go after uncertain demand is often a tough decision.
    3
  1089.  @RicardoMNogueira  What nonsense. In case you haven't noticed dieselgate effectively destroyed the market for diesel passenger vehicles in the largest auto market in the world. The fact that the best-selling automaker in the world has managed to retain its ranking on the strength of its non-diesel models doesn't mean VW was not significantly impacted.
    3
  1090.  @jimb8695  It's a "loyalty badge" signifying membership in AoA. I skip a couple of lattes each month and send the proceeds to Alex in appreciation for his remarkably good reviews. Click on the "See Perks" button at the top of the page for more information.
    3
  1091. The RAV4 Prime is NOT a vehicle. It's a marketing ploy. Toyota sent a few pre-production vehicles to reviewers to drum up interest while announcing that the entire first year production (not yet even available) will consist of 5000 units, virtually all of which are already sold. But don't despair, Toyota promises to produce 25,000 Rav4 Primes for the 2022 model year. But you can bet that each and every one will be spoken for when they go on sale a year from now. So realistically, the soonest the vast majority of customers will be able to purchase a vehicle is about two years from now. What's up? Simple. The objective is two-fold. First, to put a brake on sales of other brands' plug-in hybrids already available or coming soon. Second, to draw potential customers into dealer showrooms where they can be convinced to purchase a Rav4 Hybrid rather than wait for two years or more for the Rav4 Prime. Smart marketing but hardly an honest effort to sell the Rav4 Prime.
    3
  1092. There's always the old (American) saying that there's no substitute for cubic inches. But having owned a couple of (100% reliable) GTI's with Stage 1 APR tunes I'd agree with your sentiment. As noted in another post here, Americans think of "performance" as beginning and ending with straight line acceleration from a standing start. Europeans have a different perspective.
    3
  1093. One comparison not mentioned and worth considering is the Aviator (non-hybrid) vs the top trims of its stablemate the Explorer (ST and Platinum.) Using their respective "build and price" websites, the MSRPs of a fully loaded ST or Platinum Explorer tops $60,000. On the other hand a moderately optioned mid-level trim (Reserve) AWD Aviator comes in at less than $5000 more. For that $5K difference the Lincoln offers a far more upscale interior and amenities, a much more capable towing capability (6700 lbs vs 5600 lbs), the same excellent V6 engine and drivetrain, a better dealer experience, and a luxury badge that's likely to yield a considerably better resale value down the road. Even if real world transaction prices amount to a greater difference than $5K with Ford dealers' more generous discounts and the Aviator is, say, more than $8K more out the door, it's arguably a much better value. If I were shopping in this category I'd wait to get a detailed impression of the Genesis GV80 but for FoMoCo fans, a mid-trim Aviator is an especially tempting alternative to a top trim Explorer.
    3
  1094. In all the nitpicking regarding the MK8s I've yet to see anyone mention the elimination of adjustable, separate head restraints on the front seats. It wouldn't be a deal breaker for me but I much prefer the headrests to be on stocks separate from the top of the seat on my MK7.5 GTI.
    3
  1095. Very interesting, informative video, guys. As someone who has purchased many vehicles over the years, always via a sit down negotiation with a dealer or owner with the car I'm buying a few feet away, the idea of buying a car like ordering kitchen supplies from Amazon is unsettling, at best. (Carvana commercials with a car delivered from a huge vending machine strike me as absurd.) But since Tesla is apparently eliminating their "stores" in favor of on-line orders only, it looks like the only way to get a Tesla is the route you took. As someone who lives in Washington State with California compliant regs I have a wider range of potential choices in the EV marketplace (e.g. KIA and Hyundai models) but the Tesla has some allure the others lack. And living in an upscale suburb of Seattle, I see at least four or more Teslas on the road every day. (Relatively few Model 3's, of course.) I'll be very interested following your progress in purchasing and owning one. P.S. With my range anxiety I'd plunk down the $$$ for a 325 mile range, similar to my GTI, but that's just my risk averse mentality showing. :)
    3
  1096. 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. :)
    3
  1097. At first (or even at third or fourth) glance, it appears that the Passport is a Pilot with 6.5" chopped off the rear end and some trim pieces that suggest a (very) slightly more "rugged" image. But that misses an important, if subtle, distinction. At 190" long, the Passport fits in the "tweener" sub-category of midsize crossovers competing against rivals such as the Ford Edge, the Hyundai Santa Fe, the Kia Sorento, Jeep Grand Cherokee, Chevy Blazer and the Subaru Outback, among others. The Pilot (196.5"), on the other hand, is virtually identical in length to the Subaru Ascent and the KIA Telluride, putting it right in the middle of larger midsize SUV's. That 6.5" shorter length in the Passport may not seem like a lot but if you fit a bike rack to the rear end, it can add 18"-24" additional length and make the difference between fitting into a garage with the door closed and leaving the garage door open. (I know.) With the exception of the Sorento all of the vehicles in the "tweener" class offer only two row seating and all but the Outback and Santa Fe offer standard or optional naturally aspirated V6 engines. The Passport fits neatly into the "tweener" category. And in the tweener group, the Passport is an appealing entry offering both strong performance and great cargo and passenger space. It isn't "class leading" in several respects. Some configurations of the Grand Cherokee are better choices for true "off roading," for example. The 2020 Outback, too, may outpoint the Pilot as an "off-roader." The Ford Edge ST is a bit quicker and the KIA Sorento's third row of seats is surprisingly useful on an occasional basis. But overall, the Passport is a strong contender especially with Honda's version of SH-AWD. On the other hand the Pilot, while a very good vehicle, faces some very tough competition, especially from the KIA Telluride. Same length (The KIA is 0.4" longer) but with considerably more passenger and cargo room in the KIA. The Pilot is a strong performer but its 0-60 time is mid-pack in in the larger midsize category. Lots of family friendly and clever storage features but the Pilot is not the new kid on the block and the Telluride has some significant advantages, especially in upper trim configurations. The Pilot's main advantage versus the Telluride is that you can actually purchase a Pilot without waiting in line. Honda needs to refresh the Pilot in the next model year to compete more effectively. All in all, for those who neither need nor want third row seating in a tidier size than larger midsize SUV's, the Passport is a strong all round choice. Its major shortcomings center on the absence of features that "walk the walk" of being a more rugged choice than the Pilot. I suspect, however, that Honda will correct that weakness soon, possibly with a package of features that might be labeled the "Passport Sport" in the next model year.
    3
  1098.  @miltonr7925  : Good catch. Mazda deserves kudos for significant improvement in overall reliability (i.e. decline in reported problems) with the 2019 CX-9 compared to the earlier model years. That enabled Mazda to move up nine sports in overall brand reliability compared to 2018. https://www.consumerreports.org/car-reliability-owner-satisfaction/who-makes-the-most-reliable-cars/
    3
  1099.  @dalex7777  Thanks for the kind words, my friend. I hadn't seen the TFL comparison of the 2016 Sorento and the Santa Fe, so thanks for citing that, as well. A couple of points. First, I said in my original comment that the 2019 Santa Fe was slightly heavier than the comparable Sorento. That was wrong. It came from a quick google search and I should have checked the sources further. In fact, the Sorento is about 200 lbs heavier than the Santa Fe according to the manufacturers' specs. That makes sense since the Sorento has a third row of seats while the Santa Fe does not. Second, the TFL video you cited presents a real puzzle. Despite a weight advantage and better HP and torque numbers in the 2016 Santa Fe vs the 2016 Sorento 4 cylinder turbo motors, the Sorento blew the doors off the Santa Fe in their "mashup" drag race. The TFL guys couldn't explain it and neither can I. I would say, though, that TFL's performance tests are typically Unique (e.g. conducted a mile above sea level) and not necessarily carefully controlled. Their videos are informative and fun but I wouldn't bet the farm on their results. In this particular case, the Santa Fe and Sorento were comparable in terms of engine displacement and AWD. The result may well have been the case of differences in the individual vehicles involved. My first guess would be that the Sorento had better tires for the wet conditions in the "drag race" or other deficiencies in the particular Santa Fe being tested. Since the video is four years old and each model has since been updated, I suspect we'll never know. In any case, it's an interesting video. Like you, I replaced an earlier generation of the Sorento with an example of the current version. In my case it was a 2012 V6 AWD SX-L and a comparable 2018 model. I didn't have the option of the turbo 4 when I purchased the 2018 model since it had been discontinued after 2017 due to the low "take rate" for the turbo motor. It's interesting to hear from someone who has one.
    3
  1100. It's reviews like this that justify my subscription to this channel.
    3
  1101. Not a big Toyota fan. I do respect the brand and an automaker doesn't get to be the largest on the planet without understanding their customers. But for me, there's always a vehicle from another manufacturer that I prefer. I mention that because it may make my comments more relevant than someone who believes each and every Toyota outshines its rivals. And there are plenty of those folks. About a year and a half ago our family was on vacation on the Oregon Coast. Parked next to me in the hotel parking lot was a brand new Toyota 4Runner with a "disabled" license plate. "Hmmm," I thought. "That's unusual on such a vehicle," Just then an elderly gentleman appeared. As we spoke, he said that the disabled plate resulted from his wife's arthritis and the 4Runner was both his and her daily driver. She felt it was about time to get a new more comfortable vehicle with more bells and whistles than their 22 year old (!) 4Runner that they'd driven for more than 250,000 miles. And while the current generation of the 4Runner is hardly cutting edge, it was a revelation for this couple. I didn't bother pointing out that the current generation 4Runner is significantly outshone by other midsize SUVs in terms of amenities. I would have felt like an idiot in doing so. Considering the age of the current generation, sales of the 4Runner are remarkable. Toyota sold about 129,000 4Runners in 2020. That represented a small drop from 2019's 132,000 and down from nearly 140,000 in 2018. Still, the 2020 sales were enough to move the 4Runner from 6th to 4th in US sales among all midsize SUVs. The 2022 model will be a new generation but Toyota could probably go on selling the current vehicle for another five years at a significant profit. The Corolla and Camry typically get mentioned as remarkably popular vehicles. But the 4Runner deserves kudos of its own.
    3
  1102.  @mrknowmyself  Considering KIA's ever increasing sales year over year, I'd say it's a fair term.
    3
  1103. Reviewers are somewhat constrained in reviewing both the Telluride and Palisade since so many features are shared between the two vehicles and I'm sure manufacturers and dealers encourage a reviewer not to point out over and over that the "Palisade/Telluride has (feature X) just like the Telluride/Palisade." So when it comes down to it, how do the two vehicles differ? () Exterior Styling. The biggest difference, of course, is the overall look of the two vehicles. Each has numerous "near luxury" features and overall image but the Palisade leans somewhat more toward "luxury" while the Telluride projects a more "rugged" image. That stems from the fact that the KIA is designed exclusively for North American customers and built in the US (It's not available elsewhere, not even in Korea) while the Palisade is aimed more broadly at other international markets and built in Korea. In those markets "luxury" looks and feel trump "rugged" among middle class consumers. In Asian nations where a middle class has only recently emerged (especially in China) there is no better way to demonstrate economic success than with a vehicle that at first glance resembles a BMW or a Mercedes Benz, especially when it comes at a bargain price. And in Europe where SUV's the size of the Palisade are less common than in the US, the rival vehicles come from Audi, BMW,, Mercedes, and Volvo. Again, "rugged" isn't a big selling point (except for Land and Range Rovers). The Telluride, on the other hand, competes with upscale versions of mainstream brands in North America that are rare in Europe and a rugged look and feel is more important. (Of course, neither vehicle is designed for anything other than very mild "off-roading" but we're considering image, not functionality here.) It's a matter of personal taste, of course. To me the Palisade's styling is somewhat "fussier" than the Telluride with too many curves and creases but others will differ. On one point, though, I think the Telluride wins hands down -- the placement of the headlights. The Palisade's placement just above the bumper makes them more vulnerable to minor collisions and rocks and gravel thrown from vehicles ahead. That's a special concern if you live somewhere (as I do) where spring thaw brings tons of rocks and gravel down from the mountains onto highways. It's bad enough to replace a windshield every couple of years; it's even worse if a vehicle's headlights are 18" above the pavement and much more vulnerable. () Interior Styling and Features. Carrying over the themes from exterior looks, the Palisade aims for a more "luxurious" interior than the Telluride. If you agree that faux diamond quilted upholstery is a sign of luxury you may prefer the Palisade. Personally, I'm reminded of the sofa in my grandmother's living room while the Telluride's seat and upholstery design in more modern and attractive but YMMV. The same can be said of the motorized third row seating in the Palisade. Hyundai considers it to be a sign of "luxury." But as Joe notes, you have to be willing to put up with the slowest raising/lowering mechanism on the planet. If you have arms like a T-Rex it may have some appeal but for convenience, not to mention reliability, I'd opt for the Telluride's manual approach. Furthermore, Joe doesn't mention that the Palisade gives up 3 cubic feet of cargo space behind the third row compared to the Telluride (21 cf vs 18 cf) for the convenience of motorized control of the seat backs. That's precious cargo space when transporting five or more passengers. The Telluride's space is exceeded only by the Chevy Traverse. The Palisade's is mid-pack. Another difference is the Palisade's push button transmission control and paddle shifters. The Telluride uses a conventional lever and has no paddles. Joe, correctly I think, zonks the paddle shifters but given the push button transmission they're necessary to provide any manual control whatsoever of gear selection. The Telluride enables that control from the shift lever but that option is obviously missing in the Palisade. On one point, however, the Palisade does top the Telluride -- the eye candy in the digital cockpit. It's undeniably attractive although the less colorful version in the Telluride provides all the same information and features. Personally, I find info presented in a b&w format to be more readable but again, YMMV. The Palisade's infotainment screen is better integrated with the overall dash design but the screens themselves are virtually identical in content and format. () Performance. Joe claims the Palisade is somewhat quicker than the Telluride, a result he attributes in part to the fact that the Telluride is heavier than the Palisade. I'm skeptical for several reasons. First, of course, the two vehicles share exactly the same engines and drive trains including the same gear ratios for each gear. It's possible that the software controlling shift points differs but I've seen no evidence of that and I haven't seen a reviewer mention it. Second, the Telluride is not heavier than the Palisade. In fact, it's a few pounds lighter. (Curb weight for the FWD models is 4112 lbs vs 4127. For AWD the difference is 4354 lbs vs. 4387 lbs.) Finally, the difference Joe cites apparently comes from Car and Driver tests that found the Palisade had a 0-60 time of 6.9 seconds vs the Telluride's 7.1 seconds. In view of the fact that the 0-60 metric can be influenced significantly by elevation, ambient temperature, tire wear, driver skill and individual differences between specific vehicles with different mileage, any differences of less than half a second are better ignored than relied upon. C&D no doubt attempts to reduce the variables but unless tests are conducted with identically configured vehicles with same mileage on the same tires on the same day with the same driver, a difference of 0.2 seconds is simply no difference at all. If there is a true difference it might stem from boxier shape of Telluride that imposes more wind resistance. But I'm doubtful about even that. In any event, if you're into stop-light drag racing, perhaps you should be looking at something other than a midsize three row crossover that nears two and half tons when loaded with fuel, passengers, and gear. :)
    3
  1104.  @BigSam63  The Element (169.9") was a bit bigger than the Soul (165.2") and the Scion Xb (168.1") and considerably larger than the Nissan Cube (156.7") but I'd say that it was in a "different segment" is a bit of a stretch.
    3
  1105. The gas mileage issue largely results from the Santa Fe's weight. At 4372 lbs (AWD) it's 700 lbs heavier than a Honda CRV. In fact, it's even a bit heavier than its corporate cousin than the three row Kia Sorento and within 120 lbs of the humungous VW Atlas. I'm a fan of 2L turbos in some applications (I have a GTI) but in vehicles such as this I prefer a naturally aspirated V6. That's one reason we chose the near identical Kia Sorento over the Santa Fe.
    3
  1106.  @GhostOfAMachine  Back in the day when dinosaurs roamed the highways I had a Saab 96 in Ithaca, NY. It was one of the few FWD passenger cars available in those days and with snow tires I drove it every day through mountains of snow on steep hills while few other vehicles ventured out of garages or sat immobile in ditches on the side of the road.
    3
  1107. In comparisons of the Telluride and Palisade one point often goes unmentioned. The Telluride was largely designed in California and is produced in KIA's West Point, GA plant. It is aimed squarely at the North American market. In fact it is currently on sale only in the US and Canada. The Palisade is built in Korea and sold in a variety of international markets, most notably in Korea and China where sales opportunities are abundant and expanding rapidly. The "rugged" image of the Telluride is very appealing to mainstream American consumer while a "luxury" image has huge appeal in markets where mass affluence is a recent phenomenon and demonstrating it in the form of a vehicle choice is extremely popular. (The Chinese and other Asian markets have had quite enough of "rugged" lifestyles often through no choice of their own.)
    3
  1108. KUdos for reviewing the GT-Line Stinger. Some comments... () Comparing the Stinger to sport sedans such as the BMW 3/4 series and the G70 is misleading. The Stinger is a true GT (Grand Touring) vehicle in the European mold. Handling designed to be nimble on twisting European backroads, many of which were originally laid down by the Romans 2000 years ago, and with sufficient performance to carry 4-5 passengers and their luggage/gear comfortably for hours at a time on meticulously maintained highways at speeds well over 100 mph. Americans are typically not familiar with such vehicles where the "GT" badge is applied to 2 door coupes with massive engines and cramped interiors such as the Mustang. Vehicles comparable to the Stinger aren't European sport sedans like the BMW 3 series, much less coupes like the Mustang. They're liftback GT sedans like the Audi A5, the A7, or particularly the VW Arteon that shares many of its features, its size, and its price. () Despite sharing a platform and many components comparing the Stinger GT-Line model to the Genesis G70 4 cylinder version is particularly misleading. The Stinger's new 2.5Lturbo 4 can't be found in the Genesis G70 where the 2.0L turbo engine the Stinger had previously shared with the G70 is still found in the Genesis. (A fact that Joe appears to be unaware of.) () Many Americans consider "performance" to be measured by 0-60 mph and quarter mile acceleration on flat, straight pavement, ideally accompanied by smoking tires and a deafening exhaust note. Those aren't appropriate metrics for a European style GT. Even so, though, the new GT-Line Stinger's improved straight line acceleration is noteworthy. 5.2 seconds from 0-60 puts the GT-Line only about half a second (!) behind the V6 twin turbo Stinger and leaves the Genesis G70 in the dust with the latter's 0-60 times only a bit quicker than the previous 4 cylinder Stinger (6.9 seconds) in the mid 6 second range. Bottom line? The 2.0L Genesis is a slug compared to the GT-Line Stinger. () As Joe notes, the base version of the GT-Line lacks the sunroof and upgraded 15 speaker sound system that are standard or optional on the upper GT1 and GT2 trim levels. But those features are available as part of the $2300 "Sun and Sound" option package for the GT-Line. () All in all, the GT-Line Stinger is a huge bargain. A fully loaded (with the "Sun and Sound) AWD version has an MSRP of $40,590 plus delivery and TTL. That's a full $5300 less than a comparable GT1 V6 twin turbo model. The GT1 boasts 19" (vs 18") wheels and some superior suspension bits but lacks the 15 speaker sound system of the GT-Line (That comes with the GT2 model with an MSRP over $53,000) . If straight line performance is a high priority it means paying over $5000 for half a second quicker 0-60 time. That's not the only comparative advantage of the GT-Line Singer . Compared to a fully loaded FWD KIA K5 GT a comparably equipped RWD GT-Line has the same 2.5L engine, significantly more upscale amenities, and the versatility of the Stinger's lift back design. The MSRP of the Stinger is $38,390, only $2655 more than the K5 GT and lacking the wheel hop and torque steer of the K5 (that lacks an LSD, a major deficiency in an FWD vehicle) when power is applied to the pavement. Add AWD to the Stinger that's not available at all on the K5 for $2200 more. Finally, compare the GT-Line Stinger to a top trim Camry or Accord neither of which offers either AWD or RWD and the Stinger again looks like a bargain for a midsize sedan.
    3
  1109. It's assembled in KIA's US (West Point, Georgia) plant but I'm not sure KIA won't market it elsewhere if sees a significant sales opportunity. But keep in mind that what Americans consider a "midsize" crossover is viewed elsewhere as a "behemoth." KIA's Sorento is very popular outside the US where it's seen as a full size crossover (and offered with a diesel) in most places while it's a "tweener" size here. That same difference shows up for Mazda's crossovers where the CX-5 is a top seller all over the world and the CX-8 (a stretched CX-5) is its big brother. The CX-9 fills that role in the US and the CX-8 is nowhere to be seen. Likewise, VW continues to sell the last generation Tiguan outside the US and the Tiguan Allspace as a larger SUV. In the US the original Tiguan is disappearing altogether, replaced with the larger model with no "Allspace" designation. Finally, the Touareg is VW's largest SUV outside the US. It has been discontinued, altogether, in the US, replaced by the HUGE VW Atlas. The bottom line is that Americans LOVE big vehicles. The rest of the world with smaller distances to cover and much higher fuel costs...Not so much.
    3
  1110. Want a very large midsize crossover? Longer than the Pilot, Ascent, Telluride, and even the VW Atlas. In fact only the Traverse and Durango are longer. But with less overall cargo space than a Honda CR-V or the Subaru Forester. (That''s right not only much less than a Pilot or an Ascent but less overall cargo space than Honda's and Subaru's compact SUV's.) In fact, the CX-9 has the least cargo space of any midsize 3 row crossover. And it doesn't stop there. The CX-9 has less passenger space than any other midsize three row SUV. (19 cubic feet less than the KIA Sorento, the smallest midsize 3 row SUV that's 10 inches shorter.) And speaking of passenger room the third row has less than an inch more legroom than a Mustang. Ever tried to sit in the back seat of a Mustang? Thankfully, the second row isn't as bad. But if your backseat passengers need a USB connection, forget about putting three folks in the second row. It's available only with the center console folded down. So in terms of "utility" in a SUV, the CX-9 can seat four passengers comfortably in the first two rows or five if the second row passengers don't need a USB connection in a vehicle with less cargo capacity less than a compact SUV. Want to use the third row? Hopefully not for more than a few miles since the cargo capacity is reduced to less than a compact sedan (14 cubic feet.) How about the engine? Of all the three row crossovers only the CX-9 and the Subaru Ascent doesn't provide the option of a V6. The 2.5L turbo in the Mazda is impressive in some applications (Mazda6 and CX-5) but its already limited HP (252) comes only with premium fuel. With regular grade dinosaur juice it drops to 227. That's adequate and to some extent compensated by the 310 ft lbs of torque but in a vehicle weighing well over two tons a V6 is delivers smoother, more linear, and arguably more durable performance than a turbo4. There's a reason that Mazda recently announced development of a new in-line six engine. The CX-9 needs it given the competition in the 3 row crossover segment. But what about the vaunted Mazda handling? The CX-9 does handle well on secondary roads though its advantage is negligible in urban/suburban traffic, on the freeway, and in maneuvering in parking lots where midsize 3 row crossovers typically live. If canyon carving or backroad blasting is a priority, get another type of vehicle, altogether. Furthermore, though handling "feel" may be impressive, handling performance is not. Compared to a Sorento, for example, Motor Trend found the turning radius to be better in the KIA (18.6' vs 19.4'). Not surprising given the sizes of the CX-9 and the Sorento. But skidpad performance in the Sorento was also better (.83g vs .80g) and time on the standard figure 8 course was quicker (26.9 seconds @.64g vs 27.7 seconds @ .62g) The differences are small but considering the hype the CX-9 receives in terms of handling and the consistently better performance in the KIA, they're instructive. I like the Mazda brand. I've owned four Mazdas over the years. But there's a reason that CX-9 sales have been dropping month after month in year over year comparisons since June, 2018. The competition in the midsize crossover segment is tough and getting tougher and the CX-9 trails the competition in a number of ways.
    3
  1111. If you can wait for the 2022 model Stinger, you'll get the Sonata N line/KIA 5 GT engine and drivetrain in the base Stinger. It's already available in Korea.
    3
  1112. Hmmm....I'm not a GM fan but I was impressed by the Equinox. Just did a "build and price" for the top trim (with options including navigation) and it comes out a bit over $39K MSRP. That puts it around the same price as a comparable Hyundai Santa Fe, a vehicle I'd have to say is superior in a number of ways. Of course, MSRP's can be very misleading compared to a real world price that results from a serious price negotiation. And dealers of American brands are known for routinely offering fairly deep discounts. So that's something to consider. As far as a comparison with the Rogue, it's obvious a vehicle to avoid if you live a mile over sea level. It's also obvious that Nissan prioritizes bells and whistles and an upscale cabin over performance and overall "drive-ability." And while I'm no fan of CVT's, there are clearly better versions than Nissan's. I can't account for the Rogue's sales figures except to guess that it appeals to those who want an inoffensive external design and an upscale interior. Of the two I'd go with the Equinox but at the price of the upper trim version I'd be looking at alternatives like the Santa Fe in the "tweener" size category.
    3
  1113. The K900 (known as the K9 in Korea....For obvious reasons the name had to be changed in English speaking countries) is designed for European and especially Asian markets where a sign of status is riding in a chauffeured sedan. It's for that reason that the back seat is at least as luxurious, if not more so, than the front. KIA doesn't expect to sell many in the US where that practice is far more rare. And unlike Hyundai KIA lacks a separate luxury brand. The role of the K900 for KIA is mainly to serve as eye candy in KIA showrooms, much like the upscale house in a lower priced development improves the overall image of the neighborhood.
    3
  1114. I, too, own a Sorento SXL. It's the family's road trip vehicle and my wife's daily driver. She would second your comment about the intuitive character of the KIA's infotainment and switchgear. In fact, she comments on it repeatedly. It's our second Sorento. When we traded our 2012 Sorento for a new one last year I practically had to pry my wife's cold dead fingers from the steering wheel. But after a week with the new Sorento she would never go back (or opt for any other SUV for that matter.) Our family doesn't need the additional room the Telluride offers and the shorter profile (189") makes it easier to fit into a crowded garage, especially when it's fitted with a bike rack that extends the length by about two feet. But for those who need/want the additional passenger/cargo space the Telluride is a great choice.
    3
  1115. Not sure what universe you're living in where Fords outrank KIAs in terms of "quality." It can't be a universe that includes any of numerous independent assessments of material quality or reliability. Or perhaps you're not in another universe, just living under a rock.
    3
  1116. There are reasons that I throw a few bucks each month to "Alex on Autos" to express my appreciation of this channel. Alex' needs and priorities are quite different from mine but I always know the basis of his assessments. And more importantly he knows and points out the unique character of his needs. I tow nothing more challenging than a wheeled trash container every week down and back my long steep driveway. I'm no more likely to purchase a Dodge Durango or a Ram 1500 than a Porsche 911 or a Corvette but it's always interesting to see a review that is so detailed and comprehensive. (Who else discusses axle ratios in their reviews?) Thanks, Alex. Always worth my time to see your reviews even when a particular vehicle isn't on my cross shopping list.
    3
  1117.  @afcgeo882  Actually, VW has had problems with a variety of their models designed for the international market. The widely praised European Passat was replaced with a larger, cheaper version for the US and sales improved significantly. The Touareg, now in its third generation in Europe, was never a success in the US before it was replaced in North America by the Atlas. The Tiguan, again widely praised for its driving dynamics, was replaced by the larger, less expensive US Tiguan labeled the AllSpace outside the US while the original Tiguan continues to sell well in Europe.
    3
  1118.  @dino91001  Sorry. I think you misinterpreted my comment to some extent. I wasn't "complaining" about the absence of a turbo option in the Corolla. (In fact, I'm not in the market for any car in this category.) I was simply pointing out that other brands offer more choices, options, and less cost cutting than Toyota in comparable vehicles. Toyota is undeniably successful in marketing the reliability of their vehicles, encouraging shoppers to overlook their shortcomings in other areas. But the actual margin in terms of reliability between Toyota and its competitors has shrunk tremendously in the last two decades. The risk for an individual buyer of encountering important failures in a new car from most brands over the first 5-7 years of ownership is very, very low today, especially compared to even a decade ago. Toyota maintains, for example, that they shy away from offering turbocharged engines in most of their vehicles for reliability reasons. But the actual failures of modern turbocharged engines over the average life span of a new vehicle purchased today is absurdly low. If I were in the market for a new vehicle I expected to drive for 15 years or more, I suspect I would choose a Toyota. The 4Runner, for example, is extremely dated compared to its competition and lacks many of the features of its competition. But I recently met an elderly fellow who purchased a new 4Runner because he needed a new SUV to replace his 23 year old 4Runner. I have no doubt that his new 4Runner will be available to his heirs. And if I wanted a small pickup that could stand up to abuse and neglect in the worst possible conditions I'd note that the vehicle of choice among ISIS terrorists is a Toyota. Vehicles that can stand up to conditions of war in the desert is a pretty strong recommendation. But very, very few new car buyers keep their vehicles long enough to benefit from the marginal differences in reliability among most brands today. And in purchasing a Toyota it's important to recognize that the brand's reliability isn't cost free. One sacrifices a number of features for that marginal difference.
    3
  1119. Adding second "market adjustment" stickers to Tellurides is not a universal practice. My KIA dealer in the the Seattle metro area, for example, sells Tellurides (and all other KIA's) at MSRP (or below MSRP for less popular models.) That practice reflects the dealer's belief that building a loyal customer base will pay off in terms of service and future purchases. As far as I'm concerned, he's right. The downside from a customer's point of view is that my dealer's waiting list for Tellurides (especially top trim SX/PP models) is significantly longer than dealers who look for a quick buck with a second sticker. But regardless of a dealer's sales strategy the source of the problem lies with the age old law of supply and demand. If consumers aren't willing to pay second sticker prices, dealers won't put them on the window.
    3
  1120. If I were actually interested in these cars I'd try watching the video again. As it is, I'll just file it as the most incredibly confusing review I've ever tried to digest. :)
    3
  1121. Ford will sell many, many 2020 Explorers due in large part to the fact that nearly a third of all Explorers go to fleets, especially to public agencies such as police and fire departments. But c'mon, Joe. An MSRP over $52K without AWD, without a sunroof, and with a 2.3L turbo 4 engine? It has the same engine as the base Mustang. And it's a fine engine in a 3500 lb sport coupe that seats four but the Explorer with fuel, passengers, and gear is nearly 2.5 tons or more! Even if performance is acceptable, durability in a highly stressed 2.3L 4 banger is a legitimate question. And that's why almost every other competitor offers a naturally aspirated V6 as standard or optional. Only the CX-9 and the Subaru Ascent don't offer one. Want one in an Explorer? The only option is the hybrid that adds another $2000 to the MSRP. Any other V6 choices? There's the ST or the Platinum trim levels with the twin scroll turbo 3.0L V6 but even moderately optioned versions of those models push the MSRP toward $60,000! Willing to go with a 2.3L four banger but want AWD? Add another $2000 to the MSRP. Want a sunroof? That's another $1800 added to the MSRP. And remember, the starting price for the Limited version was already at $50K plus without those options. But the Explorer is built on a RWD platform, a design that's supposed to improve towing capability, right? Ratings of 5300 or 5600 lbs are barely more than several competitors with FWD platforms rated at 5000 lbs. Want a serious towing vehicle in the three row midsize category? The Dodge Durango is rated at 8700 lbs! Even the Nissan Pathfinder is rated at 6000 lbs. You have to move to the Ford Expedition to match the Pathfinder. Forget about matching the Dodge Durango. The new generation Explorer is a serious upgrade over the last generation but considering the competition in the mainstream midsize 3 row category it's seriously overpriced. Matching the features of a top trim KIA Telluride or Hyundai Palisade results in an MSRP of at least $10,000 more! Ford is already offering limited discounts off MSRP and dealers will undoubtedly offer larger ones. But the discounts will have to be huge to match the competition. Fleet sales will probably make the Explorer the best selling midsize crossover in the US once again but individual consumers can do much better for less money. P.S. As far as the dial shifter is concerned, it's still a turn off for me. And it doesn't add shoulder room to the cockpit, Joe. :)
    3
  1122.  @corpnupe85  That's what my banker (and my wife) tells me.
    3
  1123. Mamo: Good points. My wife and I looked seriously at an Outback in 2013 and re-visited the model when we purchased a new crossover earlier this year. When we looked at it again I was struck by how little had changed from 2013 to 2018. In 2013 it was a close second to our choice of a Kia Sorento. In our more recent assessment, though, it didn't come close. No offense meant to loyal Subar-ites; it just didn't fit our priorities.
    3
  1124. I'm pretty certain when KIA manages to catch up to the massive demand for the SX with captain chairs in the second row they'll offer bench seating in that trim. The demand for the top trim Telluride caught KIA (and more importantly their dealers) by surprise and it will be another six months, or so, before they can adjust production to meet that demand.
    3
  1125.  @jjlegend3922  Point well taken. As far as ride height is concerned, I think that explains much of the overwhelming popularity of crossovers. Though they're less utilitarian than the dying breed of minivans, they offer better visibility in the jungle of urban traffic. It's a feature that led my wife to give up a minivan for a crossover. Of course, it's much like a nuclear arms race. As other vehicles grow taller the obvious defense is to get a taller vehicle. A vicious circle.
    3
  1126.  @moeanthony9308  Toyota sets the bar in terms of resale value. But what that means in terms of actual dollars is frequently misunderstood. If you keep a car for, say, two to three years, the difference in various brands' resale value can be substantial. But if you hold onto a car for, say, six to eight years, the margin is much less significant. Furthermore, the difference in absolute dollars lost through depreciation depends on the initial price paid. A $5OK automobile that loses 40% of its value is a loss of $20,000. A $25K vehicle with the same depreciation curve loses $10,000 in value. Not only do you save $25K in the initial purchase price, you save an additional $10K in depreciation. If you want to lose a lot of money via absolute or relative depreciation, buy a German luxury automobile or a Lexus and replace it two years after you purchase it. I can't speak to the expected depreciation of a KIA Soul versus a Toyota C-HR but last year I traded a six year old top trim KIA Sorento for a 2018 model. The dealer gave me within $800 of the Blue Book estimate of a comparable trim Toyota Highlander in the same (excellent) condition and same mileage. Considering that I purchased the KIA in 2012 for about $8000 less than the best offer I received for the Toyota, I made out like a bandit. So did my dealer. He sold the KIA I traded in 48 hours for $4000 more than he paid me for the car.
    3
  1127. I don't see Nissan ditching the CVT. I'm not a fan but I'll admit they've made huge improvements in its performance since I first drove a Murano with a CVT some years ago. And with more and more manufacturers going to CVT's for their smaller displacement offerings, I doubt that Nissan sees a need to abandon that long-standing corporate commitment.
    3
  1128. I doubt you'll see the Telluride in the Philippines. It's a vehicle designed for and produced in North America (West Point, GA) and currently available only in North America. The Palisade, on the other hand, is built in Korea and aimed at the Asian market.
    3
  1129. If one is cross shopping a BMW 3 series or an Audi A4 there's no question that the Model 3 is "a great deal." But that wasn't the point of this comparison. There's no question that if one wants the best performing, longest range, and most luxurious EV on the market today Tesla has several models from which to choose. But if one is cross shopping an EV with various ICE models in the under $40K MSRP category the version Alex tested is what Tesla has to offer.
    3
  1130. Ah yes, the ubiquitous cry from internet fan boys for more performance for virtually every vehicle regardless of its target market. And what the Miata needs is a V8 engine. :)
    3
  1131.  @janoycresnova9156  Internet fanboys and automakers have very different priorities in designing/marketing vehicles. The Impreza, the CrossTrek and the WRX are all built on the same platform. You should put yourself in Subaru's place and ask yourself why you would offer a performance version of the CrossTrek that sold 120,000 units in the US in 2020 that would undoubtedly cannibalize sales of the WRX, a more expensive and much more profitable performance model that had only 21,000 sales. Automakers spend a lot of effort and $$$ determining the priorities of their customers. The WRX appeals to those who want scalding performance on pavement. Its sales aren't earth shattering but they're steady year after year. The CrossTrek, on the other hand, is aimed at consumers who want the image and the occasional use off-road or on gravel surfaces leading to a camping spot. (Or at least fantasize that they'd like to have that capability.) For those consumers scalding 0-60 and quarter mile times are relatively unimportant, especially when they're unlikely to use the power and performance that a WRX can provide.
    3
  1132. 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.
    3
  1133. Would you have taken a Golf off-road? No? Well, despite the SUVish costume the Taos is in effect the replacement for the basic Golf (now discontinued) in VW's North American portfolio. Though about 6" longer than the Golf it's still a small vehicle (174" long) designed for the jungle of urban/suburban traffic with extremely generous interior space for its size. No plastic cladding and 7" ground clearance, the Taos is designed for the occasional "challenge" of a gravel road combined with comfortable travel for a couple or small family on a highway or backroad. Nothing wrong with that focus. Just as there's nothing wrong with the CrossTrek's somewhat more successful focus on off-road use while sacrificing the interior space of the Taos. But to give the Taos its due it's important to recognize that it's a basic Golf tailored for Americans' obsession with SUVs.
    3
  1134. Sorry, buddy. But it's not dual clutch transmissions that have largely killed MT's for the vast majority of drivers. The take rate of 70% for DSG's in the GLI is not at all surprising and isn't a "self fulfilling prophecy." It stems from the fact that most drivers simply do not want to (or know how to) drive a manual transmission. And dealers don't want unsold units, especially upper trim vehicles, sitting on their lots until they are finally sold at substantial discounts. If consumers wanted MT's they'd let dealers know. And the sad answer is they don't, at least in sufficient numbers to encourage dealers to order them. As far as reviewers are concerned, we must not be watching/reading the same reviewers. It's far more common to see professional reviewers lament the disappearance of manual transmissions even when they admit the superior performance (and equal or better fuel economy) of both torque converter automatics and DSG's. Manual transmissions will remain in a few vehicles designed to appeal to enthusiasts where take rates are sufficient to sustain them. (e.g. GTI's, Miatas, Civic Type R's, WRX's, etc.) And VW should be applauded for even offering a manual transmission option at every trim level in a compact sedan in the US. But nothing is going to save widespread availability of manual transmissions when US consumers don't want to buy them even with "rev matching, shorter throws, launch control, adjustable clutch weight and engagement and the ability to accelerate while shifting and full throttle shifting." All features that only a tiny minority of buyers care about or even understand. Don't like it? Blame your fellow consumers or move to Europe.
    3
  1135. Those who live in such climates pile up points to be redeemed in heaven. Other benefits should not be expected. :)
    3
  1136.  @johnhoo6707  That's probably true. Have to say, though, that I'm not thrilled with the requirement to have my cell phone charged and with me whenever I drive a car. Just my standard "Get Off My Lawn" attitude. :)
    3
  1137. I've been wondering when/if Toyota would add a two row midsize crossover to its lineup. Almost all competitors now offer two vehicles in the crowded "midsize" SUV category with vehicles range from about 188" to 203" in length. Hyundai has the Palisade and the Santa Fe. KIA has the Telluride and the Sorento (a vehicle that it appears will again come with two and three row variants in 2021). Ford has the Edge and the Explorer. Chevy offers the Blazer and the bus-like Traverse. Subaru offers the Ascent and the Outback. Nissan has the Murano and the Pathfinder. Currently, though, Toyota has only the Highlander, a three row crossover with an almost unusable cramped rear seat. Assuming the Venza will be somewhere between 188" and 192" in length, it will fit comfortably in the smaller midsize category. Where the Toyota is unique, at least until the Fall of 2020, is its hybrid power train. The RAV4 and the Highlander each offer that extremely popular option so I'm not surprised the Toyota has decided to make it standard in the Venza. It will be interesting to see how it fares against the promised hybrid version of the Sorento expected in the Fall.
    3
  1138. A tow rating of 5300 lbs in a vehicle with RWD architecture? That's hardly "far more capable" than the 5000 lb rating of the Telluride...Or for that matter the smaller KIA Sorento. Want to tow with a midsize SUV? The Doge Durango is rated at 8700 lbs and doesn't depend on a small displacement turbo 4 to do it. Bottom line is that Ford's shift to a RWD platform is tremendously disappointing in terms of the benefits it provides.
    3
  1139. Get a top trim Telluride and you can buy a $30K plus second vehicle to go with it. ;)
    3
  1140. @The Insufferable Tool No doubt true but the same tune on the GTI still gives it an edge.
    3
  1141. If you're serious about towing heavy loads, the Durango is superior in terms of functionality. On just about every other metric, the Telluride comes out on top.
    3
  1142. Considering that the previous warranty was for 6 years and not a single VW sold with that warranty had used more than the first year of the warranty, just how do you conclude that the previous warranty was "costing VW too much"? Artithmetic and logic are clearly not your strong suit.
    3
  1143.  @mbenton6  As I noted, I liked the Mazda6. It trailed the Accord on my checklist primarily because it failed to live up to the performance that I expected from its specs. The Accord was quicker and handled just as well. As for being "different," I have no problem not following the crowd. For example, I owned three Saabs. I also like Mazdas. I've owned four different models over the last 20 years including a flawed but much loved RX-8. (Again, I have no problem being "different.) But none of that has much to do with my original comment. With the (partial) exception of the CX-5 the entire Mazda lineup is in serious trouble in terms of sales and none of their vehicles is in more trouble than the Mazda6. I'd like to see Mazda survive as the smallest independent mainstream automaker on the planet but unless their sales crisis can be solved they're likely to end up as a division of Toyota or worse. And if that happens you're likely to have one fewer ways to be "different."
    3
  1144. Or you could ignore what those who view an automobile as a way to bolster their gender identity have to say.
    3
  1145. Not true of either of my GTI's.
    3
  1146. Nice vehicle. It's the sort of car I'd consider for my daughter in a couple of years when she leaves home for college. Good mileage, reasonably economical to insure, lots of safety features, and more than adequate performance for someone focusing on her studies rather than track days and needing a vehicle that will be reliable with capacity for occasional trips home. That NA four banger is a solid, durable power plant and either the manual or the CVT is a good choice. All of these factors are what the Honda Civic has always been about. Alternatives? Of course there are the various versions of the Corolla and the two models will duke it out in terms of sales. Personally, I prefer the Honda in terms of style and materials. It's a tougher choice when the redesigned KIA Forte enters the discussion.
    3
  1147.  @naveenthemachine  No problems, my friend. At least you didn't commit one of the common errors that drives me nuts like writing "loose" when the word should be "lose." :)
    3
  1148. Considering the number of comments about price on this thread it's worth keeping some things in mind. Reviewers have no choice except to quote MSRP's but an MSRP is only a rough guide to the actual price one can expect to pay for many vehicles. A real world price is likely to emerge only in the context of a serious price negotiation where one's skills go a long way to determining the actual out-the-door price from a dealer. But there are other factors, as well. Manufacturer rebates come and go and often depend upon financing a vehicle through the manufacturer's own credit organization. The MSRP is a government mandated requirement (i.e. the Moroney sticker) and usually represents the highest price one can expect to pay for a vehicle. There are exceptions, of course, for especially popular models but some dealers make it a practice not to add a "market adjustment" sticker to a vehicle regardless of demand. It's always worth telling a salesperson upfront that you have no intention of paying a "second sticker" price upfront even if you cave later in negotiations. The time of the month when one purchases a vehicle may influence price, as well. Manufacturers typically calculate "dealer holdbacks" (rebates and other benefits to dealers based on overall sales volume) based on monthly sales. Purchasing a vehicle near the end of a month (especially a month when sales have been less than usual) can result in a significant savings. Likewise, purchasing a particular vehicle that's been on a lot for an extended period can save money. Dealers pay "carrying charges" on vehicles in their lots and every day a car sits unpurchased costs the dealer real dollars. In addition to all these factors manufacturers vary in terms of the message they want to send with an MSRP. Some set an artificially low MSRP for a base model meant to draw customers into a showroom. When you arrive you find that such a model is not (and may never have been) on the lot. Or you may find that practically everything but four wheels and an engine have to be added to derive the price for a car most customers would like to have. (Who doesn't want AndroidAuto/Apple CarPlay?) This approach is especially popular among European premium brands. On the other hand, a manufacturer may want to send a message that their top trim vehicle is a viable competitor in a higher price category. KIA, for example, sets an MSRP of near $48K for a fully loaded top trim (SX-L) Sorento. I purchased that exact vehicle last year for $40K plus tax, title, license. In fact, KIA appears to be sending different messages with the MSRP's of various Sorento trim levels. The base "L" version is meant to suggest it's a bargain among 3 row crossovers, while the MSRP of the SX-L is meant to suggest that it's comparable to an upper trim Highlander or Honda Pilot. In the real world KIA dealers sell relatively few base "L" models and few SX-L trim Sorentos at the MSRP. In other words, do your homework and don't necessarily be misled by an MSRP. But be prepared to sit down and seriously negotiate before estimating the price you'll pay. And while we're on the subject, don't be misled by a salesperson offering to show you the invoice for a particular vehicle, hoping to convince you that the dealer is making almost nothing at the price they're offering. This is a common tactic (Some would call it a scam) since "dealer holdbacks" make the invoice price nothing much more than a sales tool. Then there's the "fixed price" no negotiation approach. If negotiating a price is something you hate the idea of doing, you may want to try that. But you'll probably pay significantly more than you would from a dealer where negotiation is possible.
    3
  1149. Don't worry you won't get "huge cargo space" with either choice. The CX-9 has less cargo space than a Honda CR-V or a Subaru Forester and the CX-5 has only six more cubic feet of cargo space than a VW Golf.
    3
  1150.  @yippie6862  A fully loaded RDX runs about $10,000 more than an equivalent CX-5 trim.
    3
  1151. The Atlas is in the much larger midsize category and the Tiguan is an outlier in the compact category. Not much cross shopping with either one.
    3
  1152.  @kennybrooks8374  As an avid GTI owner my wife and I looked seriously at both the Atlas and the (North Americanized) Tiguan last year. (It's called the Tiguan "AllSpace" in other markets.) After being burned repeatedly by trying to sell European versions of their vehicles to Americans, VW has clearly decided that bigger is better and humungous is better than big. :) Perhaps because I'm accustomed to the performance of my GTI I found the Tiguan to be rather gutless unless it was set to "sport" mode. That might have been an unfair judgment but that's how it felt. Of course, VW offers a third seat option for a measly $500 USD in the Tiguan but I think that's meant to be a joke on Americans. As for the Atlas, my wife is the daily driver of the family SUV and she (and I) thought it was simply too damn big for our needs or wants. Further, the 2018 model reserved several important features (e.g. navigation) for the top trim, very expensive version of the Atlas and that version was nowhere to be found when we were shopping. I believe they may have corrected that for 2019. All in all, I think the Atlas is an excellent choice for a large family with multiple adults and teenagers, especially if the kids play football or basketball. It has the most accommodating third row of any "midsize" crossover. Personally, though, I'd rather have the new version of the Touareg but VW has decided it (rightly) that Americans won't pay for it. It will be interesting to see if we're prepared to pay for the forthcoming Arteon.
    3
  1153. Viagra is cheaper and more effective for treating the condition.
    3
  1154. My God, Lyn! I strive not to make comments about sexiness in your videos but the combination of you reviewing a Vantage is simply too tempting. As an aside, when I was in college many moons ago I knew an English fellow who drove an Aston Martin DB6. That was charismatic in itself but he had also been a Spitfire pilot in WWII and retired as a Group Captain. A perfect combination.
    3
  1155. The Mazda6 is far better on that score. It's simply a matter of physics. That "higher center of gravity" is no friend of handling.
    3
  1156. Jakub, may you be cursed to live next door to an inconsiderate Mustang owner who waits until you're asleep to leave home.
    3
  1157.  @TheOffroadCamper  By decades? That would mean Renault offered a "hot hatch" in the 1950's. And I'm old enough to remember Renaults from those days. The closest vehicle would be a Dauphine, hardly a "hot hatch."
    3
  1158.  @Santu1939  Yes, you can. But Golf R fans would point out that they wouldn't consider buying an SUV for the same money as a Golf R. If you've never driven a GTI or Golf R it may be difficult to understand the vehicles' appeal but their enduring popularity and virtually permanent spot on automotive journalists' lists of the world's 10 best cars suggest there is a character to them that other vehicles just lack.
    3
  1159.  @sass1420  Obviously, you don't live in a place like Seattle where hot sunny days are few and far between and scraping ice off the top of a vehicle is very, very rare. Have to say, though, that even when I lived in upstate New York and Michigan I can't recall ever scraping ice off the roof of my car. The windshield, windows, rear view mirrors? Yeah. But the roof?
    3
  1160. Because when VW redesigned the Passat for the US, its sales zoomed. Furthermore, the Arteon, based on the European Passat, is scheduled to arrive shortly. This Passat is simply a placeholder in the midsize sedan category awaiting the arrival of the Arteon.
    3
  1161.  @b.strong9347  I think auto manufacturers spend vast amounts of time, money, and effort researching consumer behavior. The reason the 4Runner hasn't been updated since dinosaurs roamed the freeways is that it appeals to a niche market. Even Toyota won't spend $$$ to give it a significant facelift. Given that, other manufacturers are very unlikely to pour even greater investments into the design, engineering, and production of a competitor.
    3
  1162. Yes, Alex did an excellent job. Human beings are generally not very good at risk assessment. The potential severity of a problem often outweighs the actual likelihood of a problem actually taking place in assessing risk. Thus, the local evening news will often lead with a catastrophic fire many miles away and the old saying among journalists that "if it bleeds, it leads."
    3
  1163.  @bobthebuilder372  Alex was explicit in the selection criterion, both for the review and for the model he chose to purchase. For the vast majority of consumers purchase price is the single highest priority in any automotive purchase. Of course, he might have chosen to fully load a Model 3 for a price approaching $70K (See the Redline YouTube channel for that.) but the circa $40K price point is the most appropriate limit and the model Alex reviewed was the one that came closest to that criterion.
    3
  1164. All of what you say is true, at least in terms of current fuel prices and hybrid/EV range. But the calculations are shifting. For example, If you happen to live in the San Francisco Bay Area or Southern California you can lease a Honda Clarity hydrogen fuel cell vehicle for about $360 a month on a three year lease. Honda throws in a $15,000 coupon for hydrogen fuel (good for about 80,000 miles). A tank full is good for about 330 miles and takes five minutes to fill. And since fueling stations are almost all located in major California cities, Honda also throws in three weeks of free auto rental if you want to take a longer trip outside the range of the vehicle. The internal combustion engine isn't dead, of course. And 40 mpg or more (especially from Korean manufacturers) is impressive. But I suspect that the fuel efficiency from gasoline isn't going to increase much more than that without even greater sacrifices in terms of performance. Choosing an alternative fuel vehicle is still not as economical as the most fuel efficient conventional vehicles but the gap is definitely shrinking. And given the political instability of oil sources, it may shrink even faster than it looks now.
    3
  1165. FOr the price difference, I'd sell the kids. :)
    3
  1166. I looked seriously at the Edge Sport in 2018, very similar to the ST model introduced in 2019. I liked it.. The size (188" long) is especially appealing for those who need more room than a typical compact SUV but less than the larger midsize vehicles that start at about 196" in length and up. The 2.7L twin scroll turbo is very impressive with the best straight line performance of any midsize SUV and for 2019 Ford has uppped engine performance slightly and added suspension and braking improvements to improve the Edge's handling when the road curves. (Worth noting, though, that the Sport was quicker 0-60 and in the quarter mile than the heavier ST with an 8 speed transmission that probably emphasizes mpg's over performance compared to the six speed box in the Sport.) It came in second to the KIA Sorento we purchased for several reasons. The family SUV is my wife's daily driver and our vehicle for family trips, neither mission benefiting from the turbo V6 prowess as a stop light dragster. My wife hated the fact that the highly raked windshield made her feel like she was piloting a very long outboard while sitting in the stern of the boat. The distance from the A pillar to the edge of the dash could hold an extended family reunion's buffet. I didn't object so much that the interior of the Edge felt "dated" as much as I found the Fifty Shades of Gray interior to be uninspiring. That hasn't changed for 2019 and the dial shift knob seems to me to be change for change sake. Finally, although we don't use the third row of seats often, the fact that the Sorento offers a usable third row along with the same cargo space as the Edge was an important advantage for us. Finally, there's the MSRP. But on that score I think potential buyers shouldn't necessarily be deterred. The Edge Sport we considered had a sticker of nearly $49K. The dealer offered to sell it to me for $40K plus change. I've heard from others that the ST is being offered with similar discounts. All in all I think Ford has cheapened the prestige of the ST badge with the 2019 Edge but if it can be purchased for $40K or less, it might be worth a serious look.
    3
  1167. That was my reactions when I bought my first one. Now I have a second Sorento.
    3
  1168. Unfortunately, there aren't many US consumers who share that sentiment. The Alltrack wasn't withdrawn from the US market because of strong sales. Quite the opposite.
    3
  1169. That's something of an oversimplified version of history. It's certainly true that the original beetle was the "People's Car" (i.e. Volks Wagen) designed by Porsche. However, very few of that vehicle were ever produced before production shifted to support vehicles for WWII. After the war the VW corporation was created under the supervision of the British and located in Wolfsburg. The vehicles that were produced first in Germany and then exported in the late 1940's were based on Porsche's design but neither the company nor the Beetle can trace their direct lineage to the pre-war period.
    3
  1170.  @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.
    3
  1171.  @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.
    3
  1172. Hey, John. Good to see your Korean perspective. :)
    3
  1173.  @imtheonehero9305  "Looking it up" doesn't really help. The most comprehensive metric of reliability is Consumer Reports' annual survey of several hundred thousand vehicle owners. But even that massive database is primarily useful for comparing automotive brands, not individual models where the number of reports is often too small to draw definitive conclusions. As CR will tell you if you read their ratings reports carefully. Futhermore, reliability (whatever that might mean and it's not a simple concept) naturally declines as a vehicle ages. Almost any vehicle from any manufacturer will be "reliable" for the vast majority of owners for the first several years. That's why virtually every manufacturer offers a 3 year/36,000 mile warranty. Things seldom go wrong in that time. So if you discover that 7 or 10 years ago one brand was more reliable than another, what does that tell you about a 2019 vehicle from the same brand? Very, very little unless the model you're researching (and other models from the same manufacturer) has been unchanged since, say, 2010. And there are very few of those particular vehicles available to purchase no matter what brand or model. Finally, to proclaim that a faster vehicle provides an inherently "better driving experience" suggests a very narrow concept of what a driving experience consists of.
    3
  1174. Great video, Ryan. I've lived in the Pacific Northwest for years and make at least a couple of trips to the Oregon coast every year. But while I've heard of the dunes on the coast I've never seen them. Thanks for that. And kudos for giving it a try without a properly prepared stock vehicle much less a dune buggy. Subaru owners in the PNW constitute a cult second only to those in Vermont. (A very polite and largely friendly cult but a cult, nonetheless.) This video is a demonstration of why. :)
    3
  1175.  @cargueone1971  The best bumper-to-bumper warranty in the business (6 years/ 72K miles) speaks to the confidence VW has in the current generation's reliability. They wouldn't offer that coverage unless they were relatively certain on average they wouldn't have to redeem such a warranty.
    3
  1176. C'mon, Ryan. No manual transmission available "yet"? Didn't you just tell us that Subaru sold five (!) MT's the last time they offered it in the Legacy? That's not just a minuscule five percent take rate; it's an astounding five vehicles. If true, any Subaru product planner who suggested an MT would justifiably be clearing out his desk by the end of the week and probably headed to the funny farm with the bill paid by Subaru. And yes, there's the obligatory negative comments about the CVT. I'm no fan either but it's worth noting that all CVT's aren't created equal and some manufacturers have significantly improved their their CVT's behavior in the last decade. So much so that reviewers who want to punch their tickets as "enthusiasts" routinely couple their complaints about a CVT with grudging qualifications to the effect that this particular CVT ain't so bad. So what are the benefits of the CVT? An AWD vehicle a 260 HP/277 ft lbs of torque that gets 24/32/27 mpgs! That's one mpg better on each of the three metrics than the Mazda6 with a 2.5L turbo with FWD. And the Subaru, unlike the Mazda, recommends regular gas to obtain its power numbers. The Subaru enjoys a similar advantage over both the FWD Accord 2.0L turbo and the Camry V6. Pretty damn impressive. Is the Legacy a sport sedan? Of course not. Those looking for a $30K sport sedan would be better off considering a smaller, lighter VW GLI. The Legacy is a midsize family sedan. In its XT trim it's as quick or quicker than three major rivals (Accord 2.0L turbo, Mazda 6 turbo, and Camry V6) with interior appointments that compare favorably to those of the top others' top trims and AWD. Legacy owners no longer have to make excuses for its cheap interior or sluggish performance, or mediocre fuel efficiency. Last year I looked seriously at the Accord, Mazda6, and the Camry. I didn't even bother considering the Legacy. If I were shopping again, the Legacy would definitely be in the mix.
    3
  1177. Spoken like someone who doesn't have to worry about spending money. Either because they have too much of it or (more likely) because they couldn't afford either a new VW or a used Porsche.
    3
  1178. Terms like "iconic" in reference to automobiles are tossed around a lot. Far more than deserved. The Miata is a truly iconic vehicle. The heir to the original British sportscars developed prior to WWII and perfected (except for Lucas electrics) after the war. To their credit Mazda designers have resisted cramming larger and turbocharged engines under the hood. Perfect? Not quite. A glove box would be nice. Otherwise, if Mazda built no other worthwhile automobile the Miata would be a testament to the brand.
    3
  1179. @Bish Bish Actually, about 90% of my driving is in my GTI. As far as "trolling" is concerned, I define that as unsupported criticism without facts. If you find anything factually incorrect in my comments, feel free to point them out.
    3
  1180. Here's a quiz. What is the point of a midsize 3 row crossover if the third row is virtually unusable for anyone more than 4.5' tall and too large to require a child seat? You do NOT want to put a bulky child seat, much less more than one, in the third row of a Highlander. With the possible exceptions of the VW Atlas and Chevy Traverse no crossover in the category offers more than a cramped third row. And, of course, none compares to a minivan. But there's a difference between cramped and ridiculous. The third row legroom in a Highlander is 27.7". The back seat of a Mustang provides 30". The infamously cramped Mazda CX-9 offers 29.7". A KIA Sorento, half a foot shorter than the Highlander at 189" has 4"(!) more legroom than a HIghlander. Even a VW Tiguan with an optional 3rd row provides 27.9" of legroom and it's nearly a foot shorter (185") than the Highlander. The third row seating in the Highlander is a cruel joke. But it doesn't end there. Adding insult to injury Toyota claims that the Highlander seats up to eight passengers with a bench second row. How so? The claim is based on the fact that there are three seat belts in the third row. Unless one is transporting Munchkins from the Wizard of Oz, there is NO way to cram 8 passengers in a Highlander. The 2020 Highlander offers a number of significant improvements over its long-in-the-tooth 2019 predecessor. And perhaps an unusable 3rd row isn't a big deal for many shoppers. But if it's not a priority there are a number of less bulky 2 row midsize crossovers that offer their own advantages at prices that substantially undercut the Highlander. And if having a third row, even for occasional use, is a reason for buying a 3 row crossover, the Highlander fails miserably.
    3
  1181. Alex has reviewed the Sorento. It's not a full week review on his home turf but his review and the reviews he shared with the folks at TFL cars provide excellent information.
    3
  1182. You should share your secret as to how you can always drive downhill. I'm a very experienced "light footed" driver when I choose to be and I can squeeze about 35mpg out of my GTI on long, flat freeway slogs with no stops.
    3
  1183. 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.
    3
  1184. 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?
    3
  1185. Think that's asking a lot? How about $50,000 for an Explorer with a base 4 cylinder Mustang engine.
    3
  1186.  @croat5786  Thanks for the comment. I only have experience with APR as a tuning vendor. One of the premiere sources for APR is located near me in the Seattle area and I knew several others who had opted for APR so I went that way with their Stage I ECU tune. I've heard good things about alternate vendors but I can only vouch for APR. Here's the deal about the VW warranty. As far as I know every case brought to courts have found that the warranty can be voided ONLY if an issue can be shown to have resulted directly from the tuning modification. I belong to a local group of GTI/Golf R owners and have never heard of a Stage I tune to have resulted in such a problem. But while I don't know of any cases where more extensive mods (e.g Stage II, III, IV, etc) have run into the problem, it only stands to reason that modifying the GTI to deliver up to 500 hp might well stress components to the breaking point. (Personally, I don't see much point in more extensive mods in a GTI for normal use but YMMV.) In any event, the courts have found that VW cannot voi a warranty claim for, say, a fuel pump, infotainment system, or electrical system failure just because the ECU has been modified. Of course, relying on successfully suing a dealer (or VW) to deal with a refusal to honor a warranty isn't an approach anyone wants to rely upon. So here are some points to keep in mind. () Any modification that adds HP and torque puts additional stress on components. The most obvious impacts of a Stage I ECU tune are on tire and clutch wear. As far as tires are concerned, just be aware that mashing the throttle at every green light is going to reduce tire life. But tires aren't covered by the VW warranty, anyway. As for clutch wear, that depends on whether you have an MT or DSG transmission. Before I had the Stage I mod performed the APR tech asked if I had a manual transmission. When I said my GTI had the DSG, he noted that I wouldn't have to worry about upgrading or periodically replacing the clutch since the DSG easily handled the power increase while the MT sometimes experienced additional clutch wear. So keep that in mind. But again, excessive clutch wear isn't a warranty issue anyway. Clutch plates, like tires and wiper blades are considered "consumables." (For what it's worth, I put about 40K miles on my tuned MK6 GTI and never encountered an issue.) () When you purchase a GTI (or another VW candidate for tuning) it's worth asking the dealer if they're "tuner friendly." Some dealers even offer APR tuning services, themselves. Those dealers will honor a VW warranty if an issue arises. My dealer doesn't offer tuning services but they explicitly recommend APR tuning services from a local independent shop and as far as I know never turn down a warranty claim solely on the basis of tuning modifications. ( ) Finally, if you're still concerned about voiding the VW warranty it's worth noting that APR offers a warranty on their tuning services and products that provides coverage identical to the VW power train warranty at a modest additional price. Warranty work can be performed at any shop, even VW dealers, without involving the VW warranty. On a GTI the entire price of a Stage I tune including the warranty coverage is $1100, I believe. That's about $300 more than a standard Stage I tune. By the way, I'm not associated with APR in any way other than being a satisfied customer. Other tuning brands may well be just as satisfactory, may offer features that APR products do not, and may offer independent warranty coverage, as well. It's also worth noting that everything said above applies to other VW models with the EA888 engine including the Tiguan, Atlas, and GLI.
    3
  1187. For those whose highest priority in a mainstream midsize SUV is fuel efficiency the Highlander hybrid is almost certainly the best choice. To some extent that's because there is only one other option, the Ford Explorer hybrid that's far less fuel efficient than the Highlander. (The options may improve if KIA introduces a hybrid Sorento later this year.) But if "family hauling" is included in the category of "efficiency," the Highlander is hardly ideal and the deficiency between the Highlander and other choices is greater, I think, than Alex implies. Toyota claims that the Highlander seats "up to eight" passengers. The top trim Highlander Alex reviews has second row captain chairs so presumably the capacity is seven passengers. Realistic compared to other 3 row SUV's? Nope. Not at all. The inadequacy is most obvious in terms of third row legroom, a figure Toyota puts at 27.7". That's less than the back seat of a Mustang (30").Two inches less than Toyota's own "86" sports car (29.7"). Among midsize SUV's it's less than a Mazda CX-9 (29.7"). Even a smidgen less than a VW Tiguan with its optional 3rd row (27.9") a vehicle that's closer in overall size to a compact SUV than an average midsize. The Highlander offers full 4" less than a KIA Sorento (31.7") a 3 row SUV with an overall length about half a foot less than the Highlander. Finally, to add insult to injury Toyota claims room for 7 or 8 passengers only because the Highlander has three seat belts in the 3rd row. Unless one plans to transport Munchkins from the cast of the Wizard of Oz there is no way to put in the back seat of the Highlander. Nor for that matter if it likely to be adequate for kids who have an annoying tendency of getting larger over time. An 8 year old might fit when the Highlander is purchased but could not be crammed in the rear seat three or four years later. The bottom line is that the third row of the Highlander is "+2" size, much like the back seat of sports cars like a Jaguar E Type or a Mazda RX7. That makes the Highlander Alex is reviewing a 4+2 SUV, not a 7 passenger vehicle. Considering the MSRP well over $50,000 that's a lot of lettuce to drop on an SUV that's effectively limited to four human beings and two Munchkins for more than a few miles. The Highlander hybrid is undeniably fuel "efficient." It's just not "human" efficient as a three row crossover.
    3
  1188. I've made a number of critical comments about Mazda's vehicles, especially their SUV's. So let me say that if the company produced nothing but inferior vehicles (and they certainly don't) other than the Miata, I'd still pull for them. There are lots of good cars these days but few iconic vehicles and the MX-5 is one of them. It doesn't need more power with a turbocharger. It doesn't need AWD. It comes as close to a true classic sports car as anything on the road. Kudos to Mazda for holding fast to its mission. As far as transmission choices are concerned, like Alex I often disparage the obsession with MT's. In this case, though, an AT is a sin. Simple as that. Unless you're missing a left leg, get the MT. And stop drinking in your car. That's not what it's for. Now if they could just figure out a way to add a glove compartment where it belongs. I cross-shopped the MX-5 last summer. Though I loved driving it, I have a wife, a daughter, and a big dog. I really like to take at least two of them with me when I go somewhere. That led me to replace my MK6 GTI with the MK7.5. I love it but every time I see a Miata, especially the newest generation, I get a little misty eyed.
    3
  1189. KIA and US KIA dealers made a major error in underestimating the demand for the top trim SX Telluride when the vehicle was put into production. The result is price gouging by some dealers and long waiting lists for dealers prepared to offer the SX Telluride at MSRP. Obviously, US consumers were somewhat ahead of dealers in recognizing that KIA is no longer simply a "budget" brand.
    3
  1190. Like many KIA owners I was somewhat leery about build quality and reliability when I bought our family's first Sorento in 2013. I was somewhat reassured the KIA's long bumper-to-bumper and powertrain warranties. I shouldn't have worried. After 80,000 miles the warranties could have been for 50 miles and 90 minutes and I wouldn't have spent any more to deal with reliability issues. Zero dollars. Same story with the 50,000 plus miles on our 2018 model.
    3
  1191. "Space is great for a compact SUV" (4:42). Really??? The CX-5 has 30.9 cubic ft of cargo space behind the second row and 59.6 cf total. The RAV4's corresponding figures are 37.6/69.8. The CR-V offers 39.2/75.8 cubic ft. The SUB-compact KIA Seltos, a full 10" less in length than the CX-5 provides 26.6 cf behind the 2nd row and 62.8 cubic ft total. The CX-5 has a number of appealing features but "great space" is NOT among them. It ranks at the very bottom of the category. Why doesn't Mazda offer a more modern transmission? It's not because they're keeping one "in their pocket." It's because as the smallest independent mainstream manufacturer the cost of developing a new transmission is an expense they're unwilling to bear when they can put the same engine/drive train found in the CX-9 with its relatively broad power curve in the CX-5 and save the expense of developing a new transmission.
    3
  1192.  @corrosivedevourer  Nonsense
    3
  1193.  @sassouusasoo3607  Nonsense. If you're going to make such an absurd overgeneralization, you need to back it up with evidence. But you won't because you can't.
    3
  1194.  @andrew.woolman7449  It's certainly true that the Telluride has seen huge demand for KIA leading to it being sold at or over MSRP. That doesn't mean, however, that all KIA vehicles are in the same category. I haven't been shopping for a vehicle in the last few months but I know that my local KIA dealer is advertising manufacturer discounts of up to $5000 off MSRP for various KIA models. And given the current economic situation, I'd expect even better discounts are available in real world negotiations. In any event my original comment was meant as a real world example of a case where an initial purchase price advantage and long term ownership reduces or even eliminates a particular vehicle's reputation for strong resale value. The particulars of a comparison between a KIA and a Toyota vehicle were simply one example. The more general case is the point.
    3
  1195. Raises and lowers the seat.
    3
  1196. It's been apparent for some time that the NX is an also ran in the luxury compact crossover segment. For Toyota that's embarrassing enough. Even worse is that it's an also ran compared to Toyota's own RAV4.
    3
  1197. The superb character of the new Golf R is demonstrated by the fact that the worst that can be said about it is that it lacks buttons to tune and control the volume of the radio. I haven't driven the eighth generation GTI and "R" but I have driven the Arteon with the same capacitive controls and it requires only about 15 minutes to become comfortable with the configuration.
    3
  1198.  @Lopaaz  Well, if you know that much I wonder why you don't realize where the Telluride is manufactured.
    3
  1199. All things considered the CX-5 is probably the best application of Mazda's ubiquitous four cylinder turbo engine with its availability in the Mazda6 in second place. In the much, much larger CX-9 where almost all of the competition offers a standard or optional V6, it's overmatched. (imo) As far as styling is concerned the long, long hood of the CX-5 gives it the same advantage in looks that the CX-9 and Mazda6 enjoy. Unfortunately, though, that styling choice sacrifices more than a little in terms of passenger and cargo space. The total cargo space of the CX-5 is measured by Mazda at 59.6 cubic feet. That compares to nearly 76 cubic feet in the CR-V and almost 70 cubic feet in the Rav4. In fact, the CX-5 has only about 5 cubic feet more total cargo space than a VW Golf! For those who only carry groceries or a weekly trip to Costco the CX-5 is more than adequate but for those who need room for two passengers or more and their gear, it's seriously shortchanged. The Signature trim in the CX-5 (as well as in its other models) is a major plus. But Mazda really needs to up its game in terms of its infotainment system. Maybe next year. But considering how long it has taken Mazda to offer Apple CarPlay/Android Auto one can be forgiven for being a bit skeptical. All in all, the CX-5 is a great option for those who want a stylish choice in the "compact" SUV market segment. Whether that style compensates for somewhat limited functionality depends on one's priorities.
    3
  1200.  @yashsharma1293  Well, physics is physics and moving parts, especially those spinning at thousands of RPM's don't improve reliability. But I've been driving 4 cylinder turbo engines since the 1980's (Saab's) and never ever had a reliability problem. Proper maintenance and service will be more expensive in a turbo4 than in a NA engine but properly maintained I'd have no worries about the overall reliability of the engine in the Mazda. Nevertheless, I think in a two ton plus vehicle a naturally aspirated V6 is a superior choice in terms of smooth, linear, and quiet power delivery. And while a turbo 4 can theoretically provide better fuel economy, if the turbo is actually relied upon for performance that advantage largely disappears.
    3
  1201.  @satanicmonkey666  I'm guessing you don't live in "cold state where snow is common." Dealing with snow and icy conditions has little to do with overall engine power unless spinning your wheels is your way of dealing with those conditions.
    3
  1202. I'm betting you've never driven a vehicle with the EA888 VW engine.
    3
  1203. The keyword in your comment is "non-optioned." To comparably equip the BMW 2 to match the Autobahn GTI results in an MSRP of $46,325. And that doesn't take into account the dealer discounts available on the GTI that don't exist for a BMW. If you want to compare "non-optioned' models, try the base GTI at $10,000 or so less than the BMW.
    3
  1204. So why do buyers opt for a 3 row rather than a 2 row midsize SUV? Presumably because of a priority to haul more than 4 or 5 passengers at least occasionally. How do the Telluride and Highlander compare on that score? Well, the Telluride is slightly longer than the Highlander but only by 2" (196.9" vs 194.9"). But according to Car and Driver the Telluride has significantly more overall passenger room (157.1 cubic ft vs 136.1 cf). And that doesn't tell the whole story. On the crucial metric of overall legroom that can be apportioned among the three rows, the Telluride has more than 5" more space (115.2" vs 110.7"). And most of that comes from the significantly greater legroom in the 3rd row (31.4" vs 27.7"). Finally, once loaded with passengers, how much cargo space is available for luggage and gear behind the 3rd row? The Telluride has 21 cubic ft compared to the Highlander's 16 cf. That's enough difference to hold 3+ standard airline suitcases. In short (Sorry for the pun.), the Telluride is significantly more space "efficient" than the Highlander. In fact, the only mainstream midsize 3 row SUV with less interior space than the Highlander is the amazingly space inefficient and slow selling Mazda CX-9, a vehicle that's 5" longer than the Highlander with less total interior space than a 5 passenger Honda CR-V.
    3
  1205. The CX-5 is Mazda's most appealing and by far its best selling model in North America. The turbo engine option gives it the same engine/drive train as the CX-9 and Mazda6. It's far more appropriate in the CX-5 with a curb weight of a bit over 3800 lbs than in the CX-9 with a curb weight of nearly 4400 lbs, a difference that stretches to much more when the 3 row CX-9 is loaded with passengers and gear compared to the 2 row CX-5. And unlike the Mazda6, the CX-5 has an AWD option to put the prodigious torque to the pavement. The interior appointments in the top two trims are undeniably premium compared to rivals like the CR-V and Rav4. There are negatives. The six speed transmission is long-in-the-tooth but for those who hate CVT's, it's still a plus compared to most rivals. The infotainment system is similarly old and slow. The sunroof is small. There's no hybrid option, an increasingly popular choice in the competition. And the top trim CX-5 models are relatively expensive (at least in terms of MSRP) compared to rivals including the CR-V while Toyota can't keep up with demand for the RAV4 Hybrid. Finally, though it's glossed over in the video, the biggest weakness of the CX-5 compared to its rivals is its limited cargo space. It may not be a big deal for single driver and front seat passengers, those who value performance over utility (as many reviewers do) and by those who (as noted in the video) "wouldn't buy a crossover" anyway, but passenger and cargo space is a big deal for families and compact CUV's are the vehicle of choice for young families and couples who enjoy travel and outdoor activities. As noted in the video the CX-5 offers 31 cubic ft of cargo space behind the second row and slightly less than 60 cubic ft of overall cargo space. And despite the comment that it's a "little bit less than...rivals" (14:09), it's considerably more than a little bit less. In fact the CX-5 ranks dead last in the entire category, especially in terms of total cargo space. The RAV4 has 37/70 cubic ft. The Forester has 31/76 cf. The CR-V leads the pack with 38/76 cf. Thus the Honda provides nearly 27% more total cargo space than the CX-5. Of course, shape as well as size makes a gross comparison potentially misleading but an average carry-on bag is about 1.6 cubic ft. So while it's undoubtedly an exaggeration that a CR-V could hold 10 (!) more bags than a CX-5 the much greater capacity is obvious. Finally, it's worth noting that a VW Golf/GTI/Golf R provides 54+ cubic ft of total cargo space, less than six cubic ft less than a CX-5 in a vehicle that's nearly a foot less in length. And if cargo capacity is a low priority a hatchback like a GTI or a Mazda3 or even a Golf R with an MSRP only about $3000 more than a top trim CX-5, AWD and far better performance and handling is arguably a better choice. Despite its weaknesses and recognizing its strengths, Mazda is more dependent on the CX-5 than ever. In 2019 the CX-5 recorded record sales (154,543) in the US. Not surprisingly, sales are down in the first half of 2020 (65,000) as a result of economic conditions and COVID so Mazda is unlikely to sell more 140,000 CX-5's this year. (65,000 were sold in the first six months.) And though that won't compare favorably with the RAV4 or the CR-V or even the Rogue or Forester and leave the CX-5 in eighth place among compact SUV's, it's literally the only bright spot in terms of sales in Mazda's entire lineup. In the lucrative and highly competitive mainstream midsize 3 row segment, CX-9 sales (13,451) are dead last by a large margin in the first half of 2020. The next slowest selling model is the VW Atlas with nearly twice as many sold (24,972). In the subcompact category the recently introduced CX-30 sales (16,956) are at least mediocre but they come at the expense of a complete collapse of CX-3 sales (4700). All in all, the CX-30 ranks 24th among all small crossovers, trailing a host of other subcompact and compact models. Outside the CUV/SUV categories things are even worse. The Mazda6 has traditionally been a slow seller compared to the Camry, Accord, and Altima, of course. But with total sales in the first half of 2020 of 8085 vehicles, down 38% compared to the first half of 2019, it's literally on life support. The midsize sedan market is soft but even the VW Passat outsold the Mazda6 with 10,101 sales. An even bigger problem for Mazda are the dismal sales of the new generation Mazda3. In 2018 combined sales of sedans and hatchbacks amounted to 64,000+ vehicles. In 2019, sales dropped 21% to 50,000+. In the first half of 2020 there was a 43% (!) decline compared to the first half of 2019 to 16,000 sales. If sales continue at that pace for the remainder of 2020, sales will be half of what they were in 2018. And that's an optimistic prediction. Mazda has announced the addition of a turbo Mazda3 with the same engine as the CX-5, Mazda6, and CX-9 and AWD. Unfortunately, despite the buzz that generates among internet fan boys, it won't have much impact on sales, especially if it adds significantly to the already comparatively pricey Mazda3. Performance versions of mainstream vehicles are a niche market. For example fewer than 5% of Camry's are sold with the V6 engine. A similar percentage opt for the 2.0L turbo in the Accord. In other words, the turbo Mazda3 is meant to draw customers to showrooms with the hope they can be sold something else. What does all the misery in the rest of the Mazda lineup have to do with the CX-5? Simple. Mazda cannot survive in the US as the smallest independent mainstream automaker on the planet solely on the sales of a compact crossover. Without huge improvement in the brand's overall sales, Mazda is likely to become an attractive acquisition of a larger manufacturer like Toyota. And that would be a shame.
    3
  1206. What's your altitude?
    3
  1207. Much more focused on actual "utility" considering the class trailing cargo and passenger space of the CX 5.
    3
  1208. Well, Alex has a Dodge Durango, as well. It softens the sacrifice. :)
    3
  1209. Always love to see the "Vehicle X is overpriced. It should be Y dollars." comments. Usually from those who can't afford a vehicle priced even at Y dollars. An MSRP is a marketing tool meant to send a message to consumers and it may or may not represent a real world price arrived at through serious negotiation with a dealer. Some years ago KIA's MSRP was "This is a budget car for those who need cheap transportation." Those days are gone. Today KIA's MSRP message is "Our vehicles match or exceed the components, features, and reliability of its rivals at a price no higher and sometimes lower than the competition. We're not a 'budget' brand; we're a 'value" brand." And it's a message that works well.
    3
  1210. If you're looking for a midsize SUV that's exceeded in length only by the Durango and the Chevy Traverse and has less interior space than a Honda CR-V, the CX-9 is a great choice.
    3
  1211. It is a subwoofer.
    3
  1212. Don't hold your breath. Especially if you live in the US. Mazda has a well earned reputation for overpromising, underdelivering, and missing delivery dates, often by years. (Remember the diesel version of the CX-5. Years late in its introduction it was withdrawn six months after it was finally available.) The CX-5 is not only the best selling vehicle Mazda in the US, it's the only model where sales are not in the toilet. A new model with the inevitable increase in price is a very large risk.
    3
  1213.  @Tinrs80  You're perfectly free to choose whatever you like. Just pointing out that your first choice is unlike all the others in having less interior space for passengers and cargo than a compact SUV. And that's why its sales are dismal.
    3
  1214. 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?
    3
  1215. 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.
    3
  1216.  @Jungstertag  All start/stop systems aren't created equal. Design of the system in my GTI included significant changes to the vehicle's starter system to cope with frequent restarting and intelligent management of start/stop when it's engaged. It doesn't shut off HVAC, for example, as systems on other vehicles do and automatically cancels itself when the load on the battery without the engine running is too much. Finally, unlike some systems, re-starting is virtually instantaneous when one's foot is taken off the brake. By the time I can move my foot from the brake to the gas pedal, the engine is running smoothly. I prefer having the option of turning off the system. A system that cannot be manually defeated is inferior (imo) and apparently done in order to improve a manufacturer's overall CAFE rating for its fleet. Nevertheless, I usually keep my system engaged and appreciate the fact that I'm not pouring pollutants into the air as I sit at the Starbuck's drive-up window. And my barista says she appreciates it, too.
    3
  1217. And if the Explorer "stayed true to the concept" of a RWD platform its tow rating would be more than a measly 300 lbs more than the FWD platform of the Telluride.
    3
  1218.  @dfw1fast143  Hmmm...That puts you in about the top 1% (or less) of male heights. "Not really that tall?"
    3
  1219.  @TheStraightPipes  Well, that's certainly an informed and persuasive response.
    3
  1220. Eighteen months ago I researched and extensively drove the Camry XSE V6, the Mazda6 (Signature),, the Accord 2,0L Touring, and the Ford Fusion V6 AWD. On my scorecard the Honda came out in first place closely followed by the Mazda then by the Toyota and finally the (now discontinued) Ford. The Mazda6 took the prize in terms of looks inside and out. The current Accord looks like it was designed by a committee (imo). The Camry looks like it was descended from a Flash Gordon spaceship in a 1930's serial, especially on the inside. (Again imo). The Fusion, old and tired with a "50 Shades of Gray" interior. If drag racing a mile above sea level is a priority the Mazda will outperform the Camry. Otherwise, both the Honda and Accord will outperform the Mazda. And I suspect the Accord would take the "6" at elevation just as it does at sea level. I've owned four Mazda's over the years and I was pulling for it when I was shopping. But overall the Accord came out ahead. That was only my opinion, of course. More importantly is that with the exception of the CX-5, the sales of Mazda's entire lineup of sedans and SUV's are abysmal. The midsize sedan segment continues to shrink but no brand is in worse shape than Mazda. In 2019, Mazda sold fewer than 22,000 "6's" in the US, a drop of 30% compared to 2018. Even worse, in the first quarter of 2020, in an admittedly challenging environment, sales of the Mazda6 dropped another 35% compared to 2019. Mazda sold a total of 4506 vehicles from January through March; Toyota sold 77,000 Camry's and Honda and Nissan, despite significant sales slumps, sold 10 times as many Accords and Altimas as Mazda6's. Of course no one expects the Mazda 6 to compete head to head with the Camry or the Accord in terms of sales. But being in 18th place among midsize sedans, outsold by the VW Passat (6000 sales), Subaru Legacy (6500 sales) is a truly dismal showing. Considering that the entire 2020 calendar year will be a disaster in terms of automotive sales in general and the anemic sales of almost every other model the prospect that the company becomes a division of Toyota or leaves the US market, altogether, are real possibilities. And that's a shame.
    3
  1221. There are advantages in each approach. Reviewers who test press vehicles typically have them for a week or more and are able to get a much more detailed and comprehensive perspective on a particular vehicle and all of the features offered in a vehicle. Those who rely on local dealers for vehicles typically have only a short test drive for their reviews and may well be more heavily influenced by the need to maintain a good relationship with a dealer than automotive journalists who have access to a vehicle from a test fleet. To his credit Joe usually cites a few features that he "zonks" but some of his reviews verge on infomercials for a particular dealer. To be fair, though, I see fewer of those than was the case in the past.
    3
  1222.  @trent7080  Point well taken in the sense that both the first and second rows can be moved fore/aft to apportion room appropriately. So the most appropriate measure is the total legroom available in all three rows. Even then, however, the Outlander doesn't come off well. The Outlander is 185.4" long. In all three rows it provides a total of 100.3" of legroom. The VW Tiguan is 185.1" long. In its 3 rows, it offers 104.3" of legroom. And the KIA Sorento Sorento at 188.9" in length provides a total of 112.7". In short, the Sorento is only 3.5" longer than the Outlander while providing a total of over a foot (!) more legroom.
    3
  1223. They're rockin' away to the light show in the cabin. :)
    3
  1224. I see a number of comments complaining about KIA dropping the 3.3.L NA V6 in favor of the 2.5L turbo 4. Having owned two Sorentos with that V6 I was initially skeptical about the change, especially in terms of the durability of a smaller displacement boosted 4 banger compared to a NA V6. I have to say, though, that several factors have led me to suspend judgement about the change until I have a chance to drive the new Sorento with the 2.5L turbo 4 banger and 8 speed DCT. First, the Hyundai/KIA engine/transmission in the Sorento is the same combination as the Genesis GV80's base configuration as well as the G80 and performance versions of the new Sonata and KIA K5. Obviously, the Korean brands have a lot of confidence in the combination. Furthermore, each of the models with the combo come with the same 10 year/100K drive train warranty that Hyundai and KIA are famous for. Personally, I find that more a marketing factor than a critical feature but the fact remains that automakers would not offer such an extended warranty if they felt there was a risk of having to deal with many issues down the line. In each of the Sorentos I've owned the bumper-to-bumper and drive train warranties could have been for 10 miles and 15 minutes and I would not have spent a penny more in out of pocket expense than the $0 I spent for not a single warranty related claim but the long warranties are undeniably reassuring. Second, while the 3.3L V6 has been a workhorse and quite adequate in terms of performance and fuel economy, it hasn't been class leading by any means. The specs for the new 2.5L turbo are far better on both counts. The V6 provided 290 peak HP and 252 ft lbs of torque @ 5200 rpm compared to KIA's claimed 277 HP and 311 ft lbs of torque @ 1650 (!) RPM. The slightly lower HP is likely to go unnoticed but the massive increase in torque at a MUCH lower RPM should be immediately noticeable in terms of performance. Outside North America KIA has offered a 2.2L diesel for years in the Sorento. They announced plans to bring that engine to the US several years ago but dropped those plans in response to Americans' reaction to "Dieselgate." This turbo combined with its 8 speed (wet clutch) DCT should provide even better low end punch than that older version of KIA's 2.2L diesel. (Note: Overseas a new version of the diesel is offered but we won't see it in the US.) Finally, KIA's V6 was rated at 19/26 mpg by EPA. Our 2012 and 2018 Sorentos have matched those figures pretty closely. Not bad for a 2 ton plus SUV but hardly impressive. The 2021 2.5L turbo should be at least 10% better on that metric. And if one is willing to trade some performance for better fuel economy the hybrid and next year's plug-in hybrid should be far better with figures that rival the hybrid Highlander and Venza. I'll have to drive the 2021 Sorento to be sure but I think KIA may well have upgraded the higher performance turbo4 version of the Sorento significantly over its V6 predecessor. Not convinced? Your local KIA salesperson would be happy to talk to you about the 3.8L NA engine in the Telluride.
    3
  1225. I'm not one to take anecdotal complaints about reliability very seriously, especially when they're not supported with reliable data from large sample sizes or voluntary or mandatory recalls. I like 4 cylinder turbo engines. I've been driving vehicles with such engines since the 1980's. And I'm not a member of the militant anti-CVT brigade. I don't like CVT's in general but their engineering and performance has improved greatly over the last decade. Nevertheless, I'm skeptical about the durability and performance of a 2.4L turbo 4 with a CVT in a vehicle weighing over two and half tons with fuel and passengers. Of all the competition in the midsize 3 row SUV category, only the CX-9 doesn't provide a V6 option and only the Nissan Pathfinder limits the transmission choice to a CVT. The Ascent is alone in providing only a turbo 4 and a CVT. Living in the Pacific Northwest I know many Subar-ites who are religiously committed to their vehicles and criticizing the brand can cost you friends and invitations to family Thanksgivings but I believe there are better choices than the Ascent in the mainstream 3 row SUV category.
    3
  1226. This is a significant issue for "brand" comparisons in general. Consumers don't purchase "brands"; they purchase particular vehicles. The reliability of a 4Runner or a Land Cruiser tells one little or nothing about the reliability of a Corolla, much less a Yaris. And if a brand has very few individual vehicles in its lineup an especially strong or weak score has an outsize impact on a brand's overall score.
    3
  1227.  @shethjones4494  I realize that. It's trendy but I fail to see a significant advantage of either a dial or push buttons over a traditional lever. Typically, the rationale is "saving space" in the center console but that's more apparent than real since the space "saved" is usually not on the console but six inches above it and requires reaching down to a space shared with other controls. The Acadia "solves" the problem by locating the buttons in a totally unfamiliar location that makes no sense, whatsoever. I wouldn't be surprised to see some manufacturer adopt the placement of the buttons in the middle of the steering wheel so those familiar with driving a '57 Plymouth can feel at home. I suppose I should add the obligatory "Get Off My Lawn" to this comment. :)
    3
  1228.  @kermit1  On the other hand Nissan learned their lesson with the Pathfinder and replaced the CVT with a traditional torque converter AT.
    3
  1229.  @kahless0173  Not sure how to respond to such an incoherent comment. (Hint: Try editing.) In fact, Mazda doesn't call the CX-5 a "midsize" SUV and considering the fact that it's less than 180" long labeling it as such would be laughable. Just how you managed to bring the Tucson into the discussion is a mystery but it and the CX-5 are both compact crossovers with the CX-5 only a couple of inches longer than the Tucson and over 8" shorter than a Santa Fe.
    3
  1230. Don't discount the extended range EV's from Hyundai and Kia.
    3
  1231.  @DragNetJoe  Actually my reference to the overlap in MSRP between the Maverick and the Ranger was toward the top end of the former's trim ladder where it approaches $37K. But as I've already noted my expertise about pickups and their features is about equal to my understanding of brain surgery. On another review of the tiny VW T-Roc pickup (168" in length) available in a number of markets including Australia I once questioned the purpose of such a small truck. Why not get a small SUV, I asked. The answer came from another viewer who pointed the advantage of transporting a dead deer in a pickup rather than in the passenger cabin of an SUV. Never having transported deer, dead or alive, I had to admit my ignorance about that. In any event, I suspect Ford knows what they're doing. If those folks don't know the truck market, no one does.
    3
  1232. 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.
    3
  1233. Though the Tiguan is typically considered a "compact" crossover, it's really more of a tweener at 185" in length. (e.g. CRV is 182"; Rav4 181". Ford Edge 188"; Kia Sorento 189"). The low cost ($600) optional third row seating is cramped, at best, but it might surprise many that the legroom (27.9") is actually more than the Toyota Highlander (27.7")! So much for Toyota's midsize crossover on that score. Power is adequate but nothing to write home about. However, a Stage I APR tune adds about 70 hp and equivalent torque to the engine. And contrary to claims to the contrary it does NOT invalidate the manufacturer warranty unless the tune can be shown to have been responsible for a warranty issue. And if that isn't enough, APR offers a backup warranty for tuned 2.0L turbo VW's that's identical to the VW factory warranty. And before the inevitable comments about reliability, JD Power's 2020 3 yr reliability ratings put it at the top of its class.
    3
  1234. No doubt the headline is true but the set of sports cars under $25K is very, very limited. With the exception of the Fiat Fiata and the Toyota/Subaru twins, I'm hard pressed to think of any competition. On the other hand, if Mazda produced nothing but terrible vehicles other than the MX-5 (and that's not the case), its existence would justify the existence of the entire company. Iconic vehicles don't come along often and the Miata is one.
    3
  1235. Very different story here in the US. The big news isn't the measly 3 hp upgrade in HP for the GT models but the massive improvements in the GT-Line with a new 2.5L turbo 4 (found in at least 7 KIA, Hyundai, and Genesis models including the K5 GT) that reduces the 0-60 mph time from about 6.5 seconds to 5.2 seconds. That puts it only about half a second slower than the GT models with the 3.3L engine with a huge savings in the price (around $40,000 fully loaded AWD). Meanwhile, the Genesis G70 cousin inexplicably retains the earlier 2.0L engine. Despite the universally positive reviews of the Stinger, sales have been disappointing in North America. KIA hopes (with good reason) that the base GT-Line with the new engine will energize those sales.
    3
  1236. 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.
    3
  1237. A prime example of the triumph of form over function. None of the vehicles in this luxury midsize category prioritize the "U" in a sport utility vehicle but the RX350L takes it to an extreme. Few of the three row midsize SUV's, either mainstream or luxury, accommodate BOTH six or more passengers AND their gear for a road trip. For most it's a choice between passengers OR gear. But the RX350L is that rare case that offers little of either. With the captain chairs in the second row the RX350L is essentially a four passenger vehicle with an afterthought third row. Add space for another (uncomfortable) passenger with bench seating in the second row and you're up to five. But to call the third row of seats an afterthought is an insult to afterthoughts. Sufficient to accommodate small children as long as they don't need car seats since putting one in is an exercise in origami folding. Most useful for stowing small hostages by the S&M crowd. Ah, but how about cargo capacity? Isn't that big plus for the 350L? Put down both the second and third rows and the total cargo space is less than a Subaru Forester or a CR-V, vehicles that are about a foot and a half shorter than the Lexus. All in all, the RX350L is a stylish vehicle with a badge appealing to the moderately affluent (or those who want to appear to be.) An attractive silhouette that offers almost nothing in terms of "utility." A strong reputation for reliability and a mediocre level of luxury touches that lacks Apple CarPlay and Android Auto. Acura isn't quaking in its boots.
    3
  1238. KIA traditionally limits color choices (exterior and interior) on their vehicles. Surprisingly, higher level trims often offer fewer choices than lower trims. The reason is simple. By offering fewer color choices KIA reduces overall production costs and more importantly avoid having less popular choices sitting unsold on dealer lots. If you've ever taken a test drive at a dealer of any brand, you may have noticed that the first question you're asked is what color you prefer to drive. That's because research indicates that customers are significantly more likely to purchase a vehicle in their preferred color. By limiting color choices, KIA largely eliminates the risk of having vehicles on the dealer lots that most customers don't like.
    3
  1239. Mark R: Not all, Mark. There's also the contingent who wish they were 16 year old boys again. :)
    3
  1240.  @mostly_normal_man  The fact that manufacturers know what you "really like and make (you) want the highest trim to get it" means their marketing folks are doing their job. Sorry, buddy. :)
    3
  1241. The 2020 Explorer is an impressive vehicle on paper. But "on paper" is about the only way to judge it at this point and that's undoubtedly why Alex doesn't mention it. The 6th generation Explorer is likely to sell very, very well but that's in large part because Ford prioritizes fleet sales, especially to police and other public agencies that replace their vehicles far more often than consumers and therefore are much less likely to need a long-term warranty. And yes, it has a higher tow rating, but not by much (5600 lbs vs 5000). Considering the Explorer's architecture that's disappointing. If you're looking to tow with a midsize SUV, the Dodge Durango or one of the many versions of the Jeep Cherokee with tow ratings several thousands pounds more than either the Telluride or the Explorer is a far better choice. As far as reliability is concerned, the KIA brand as a whole is far superior to Ford. Of course, reliability/durability of a brand new model is always an issue to be reckoned with but based on track records of each brand, the Ford can hardly claim to be superior. Then there's price. Comparably equipping top trim versions of the new Explorer versus the Telluride means spending at least $10,000 - $15,000 more for the Explorer unless you're buying a fleet of several hundred vehicles. Few consumers are going to do that.
    3
  1242.  @Jocky690  Remarkable deal, I must say. But you point out something that's more widespread than sometimes thought. Amid the complaints that KIA dealers are adding "market adjustment" stickers to MSRP for the Telluride there are many dealers, including my own in the area around Seattle, who have a policy against applying second stickers to any vehicle. Not many consumers can duplicate your experience, I suspect, but if you're willing to wait for delivery there's no reason to pay over MSRP for the Telluride, even the top trim SX with the Prestige Package.
    3
  1243. When Subaru introduced the Ascent last year I wondered about the future of the Outback. With the Forester seemingly growing like a high school linebacker year after year and the Ascent out to capture the midsize 3 row crossover market what would become of the Outback. Obviously, Subaru was concerned, as well. They've gone to considerable lengths to retain the relevance of their best selling US model. First and foremost the replacement of the old H6 with the engine from the Ascent in the XT version is a great move. In fact, the turbo 4 banger in the XT is arguably a better home in the Outback than in the Ascent. The curb weight of the Outback is around 3900 lbs. The Ascent weighs in at 4600 lbs. Add fuel, passengers, and gear/luggage in each and the difference is closer to half a ton. Considering that Subaru no longer offers a flat 6 in their lineup, the turbo 4 in the Outback seems far more appropriate than in the Ascent, both in terms of performance and durability. Second, Subaru owners have long had to put up with inferior interior quality compared to rivals to compensate for the extra cost of standard AWD in their vehicles. Subaru has gone a long way toward eliminating that weakness. I'm somewhat skeptical about the usability of the new infotainment system but there's no question it's a vast improvement over the previous generation. The same can be said of materials and design throughout the cabin. Personally, I'm not a fan of CVT's. But I have to admit that they're not all created equal and the technology and design has improved significantly over the last decade. Subaru's version has elicited relatively few negative comments from reviewers. (I don't think Joe commented about it, at all.) And for a CVT not to draw the usual complaints from reviewers is at least a back handed compliment. All in all, I think the Ascent faces formidable competition in its market segment. The Outback, I think, fares somewhat better.
    3
  1244. To understand the differences between the Telluride and the Palisade it's worth starting with James' comment that KIA is built in the US (and aimed exclusively) at North American consumers while the Palisade is built in Korea and offered in international markets. While the Telluride is not even sold in Korea, other Asian markets, and Europe, the Palisade is aimed at those markets as well as North America. What is the competition for each? In North America the Telluride competes with the Explorer, the Highlander, the Pilot, the Grand Cherokee, the 4Runner, the Traverse, the Acadia etc. In Korea, in most of the rest of Asia and in Europe the Palisade's rivals come from BMW, Mercedes, Audi, Volvo, etc. The Telluride's rivals are either completely non-existent in those markets or account for a minuscule number of sales. North Americans love a "rugged", "adventure" vibe in what we call "midsize" SUVs. In Asian nations where middle class consumers are still a growing market segment a "budget luxury" vehicle has enormous appeal. That's not to say that North America lacks consumers who appreciate a vehicle with that same appeal but the huge segment of the North American mainstream 3 row SUV market remains committed to "ruggedness" over "budget luxury." That explains the Telluride's central focus. And on the other hand, for 2021 the Palisade doubles down on the budget luxury vibe with the new Calligraphy top trim. The difference is obvious in a number of ways, some rather subtle. The Palisade has headlights placed just above the front bumper, a distinctive, trendy look. The Telluride's headlights are mounted at the top of the fender, a more traditional "truck-like" placement. But I live in the Pacific Northwest where the spring thaw brings many tons of rocks and gravel down from the mountains onto our highways. The Palisade's headlights are especially vulnerable to bullet-like gravel thrown from trucks at vehicles behind. Drivers around here learn to keep their distance from logging trucks to prevent replacing windshields on a regular basis. Putting headlights low on the front fascia is even more risky. The Telluride has a traditional lever gear selector, another "truck-like" touch, while the Palisade opts for a pushbutton control. The claim is that the Hyundai's approach "saves space" on the console. I'll grant that but the savings are minimal. I suppose placing the buttons on the console is better than putting them on the steering wheel but they still remind me of a 1957 DeSoto. The Palisade has a motor that enables pushbutton control to raise/lower the third row of seats. The Telluride uses manual straps. The convenience of the Hyundai is undeniable. But the Palisade loses a valuable 3 cubic feet of cargo space behind the third row to house the motor hardware compared to the Telluride. And unless you have arms like a T-Rex, the KIA's manual system is less failure prone and much, much quicker. By the time a user lowers the rear seat in the Palisade he/she could close the hatch, walk around the vehicle and be sitting in the Telluride. (I've timed it.) The Palisade opts for faux quilted upholstery mimicking true quilted leather in some luxury brands. The Telluride opts for smooth leather. It's a matter of taste but the Palisade's upholstery doesn't spell luxury for me. Instead it resembles the sofa in my grandmother's living room from about 50 years ago. YMMV. There's no question that the Palisade provides more eye candy for the driver than the Telluride. But as a software engineer I'd point out that larger virtual screens risks more "dead pixels" and "burn in" as they age. And if it happens those tiny black dots will be impossible to ignore and fixable only with a complete replacement of a screen. No evidence I've heard of such issues but it's something to keep in mind. Finally, a purely subjective perspective. I simply prefer the simpler overall looks of the Telluride. Hyundai's design language for most of their vehicles suggests to me that designers complete their work before it's reviewed by a committee that adds a few bulges here and a few creases there. Again, YMMV, but it's a widely accepted design principle that simpler is typically more elegant and ages better than complicated. For me, that's the difference between the looks of the Telluride versus the Palisade.
    3
  1245.  @medellon  GM has tried to compete for over a decade. And unlike Asian and European manufacturers GM depends far more heavily on the US market as a percentage of their total revenue. The results speak for themselves. It was ignoring market trends that got American brands in trouble in the first place. It makes no sense to complain they're paying more attention to those trends now.
    3
  1246. Superb review as always. Along with Alex Dykes and Tom Voelk, SG is my favorite reviewer on YouTube. Though I've owned four Mazdas over the years and love the MX5, I've complained repeatedly in posts on various automotive channels about the bloated and incredibly space inefficient CX-9. Gave higher marks to the CX-5 though it, too, skimps on space compared to its rivals. And I like the Mazda6 a lot though I thought it trailed the Accord 2.0L turbo slightly when I was shopping last summer. So with that said I'm happy to see Mazda come through with flying colors in the Mazda3. All in all, it's obvious that it's a vast improvement over the previous generation. And with some reservations, it's a top tier choice among compact sedans and hatches. Very appealing style (like most Mazdas) and a much, much improved interior. Those who complain about the torsion bar rear suspension should review the comments in this review several times over and ask themselves just what they'd sacrifice among other Mazda's improvements to have multi-link rear suspension. There will also be complaints about the absence of a turbo option. But if Mazda tunes the engine in the same way they've tuned the turbo mill in the CX-9, CX-5, and the Mazda6, those folks should be careful what they wish for. In Mazda's other models the turbo engine lacks typical "punch" in favor of power delivery that's almost diesel-like. On the other hand, I'm somewhat skeptical about the value of AWD in the Mazda3. Not that Mazda has simply slapped the option in without much thought. They've clearly gone the extra mile in incorporating AWD capabilities into overall handling. Further, I think AWD can be very beneficial, especially in vehicles weighing over two tons. But I've driven small FWD vehicles in challenging climates (upstate NY and Michigan) since the late 1960's when FWD was very, very rare. With a good set of winter tires (and they're much, much better than they were nearly six decades ago) and the weight of the engine over the drive wheels, I never had a problem climbing and descending the steep snowbound hills of Ithaca, NY when almost every other vehicle was either sitting in a garage or in a ditch beside the road. AWD adds to that capability, especially with winter tires, but I'm inclined to think that FWD plus appropriate tires will accomplish the same missions as an AWD vehicle better than 90% of the time. Furthermore, AWD isn't without penalties of its own, especially in terms of weight. Apparently, the AWD option adds well over 200 lbs to the curb weight of the Mazda3 hatchback. That's the equivalent of hauling around an NFL cornerback in the back seat of a vehicle that's hardly overpowered. It's something to keep in mind. Bottom line. Very good job, Mazda. I'm inclined to believe AWD is more a marketing than an engineering decision but that's OK. Mazda needs to sell boatloads of the Mazda3 and it AWD helps, that's fine.
    3
  1247. It's not a MK8. That will come along in North American in early 2021.
    3
  1248. Yes, it's called "fleet sales."
    3
  1249. Looked seriously at the Mazda6, the Accord 2.0L Touring, the Camry XSE V6, and the Ford Fusion AWD V6 almost two years ago. The Fusion's gone but the other three choices are little changed. On my score card the Accord came out #1 but with only a very slim margin over the Mazda. The SIgnature trim of the Mazda was impressive and the exterior styling was, to me, the best of all. Surprisingly, I found the tubo 4 and six speed transmission to be somewhat more sluggish than either the Accord or the Camry, an impression that was borne out by standard metrics such as 0-60 and quarter mile times. The deficits were relatively small but consistent among virtually all reviews. The Mazda handled well but its advantage over the Honda and the Toyota was almost unnoticeable. Unfortunately for Mazda, the long standing shrinking market share for midsize sedans has hit the Mazda6 far more seriously than either the Accord or the Camry. Mazda6 sales in the calendar year 2019 were down an astounding 30% to less than 22,000 units in the US. And in the wake of COVID-19, the first quarter of 2020 was even worse, down 42% from the first quarter of 2019 to only 4500 Mazda6's sold off dealer lots. Toyota sold over 77,000 Camry's and Honda (suffering from a severe sales slump) sold over 47,000 Accords. Of course, popularity may not correlate with quality and consumers who purchase a Mazda6 may not care how popular it is. But considering that Mazda's entire lineup of models (both sedans and SUV's) is in serious trouble (The Mazda CX-5 being literally the only model that isn't) the entire brand may be only a few steps away from becoming a division of Toyota.
    3
  1250.  @alexmobil7463  I certainly agree with your last two sentences. But claiming "The Palisade can even beat the Land Cruiser" is a bridge too far.
    3
  1251. What a great presentation, Alex! You touched on many points I consider when purchasing a vehicle. First, I usually keep a car for 6 or 7 years and typically replace it when it tops 100K miles, sometimes a bit sooner. This means I never lease a vehicle. Both because it makes no economic sense and because I would hate to feel that I cannot drive a vehicle as much as I'd like before encountering the dreaded per mile charge associated with exceeding the mileage limit on a vehicle. Second, T I tend to buy the highest trim I can afford of a vehicle rather than purchasing a base level trim of a competitor in higher price category. I do so because I've found over time that a higher trim tends to yield a higher resale value and quicker sale that reduces somewhat the initial premium I pay for the trim. That quicker resale is important since my time has value. And honestly, because I typically like the bells and whistles of a higher trim vehicle. Finally, I NEVER pay MSRP or more for a vehicle. If I cannot get several thousand dollars off MSRP for a new car, I choose another dealer or another vehicle. In 2018 I replaced a top trim 2012 KIA Sorento (a brand not known for strong resale value) for a new vehicle. The Sorento had about 75,000 miles on the clock. It had been 100% reliable with virtually no unexpected expenses over the six years I owned it. It was also exceptionally clean with a complete set of documentation of every service and even a record of fuel purchases over its life. The dealer offered me a trade-in value within $800 of the KBB estimate of a comparably equipped Toyota Highlander with similar mileage and in the same condition. Further, I had purchased the 2012 Sorento for about $6000 less than the best deal I was offered by a Toyota dealer for the Highlander in 2012. The combination of a surprisingly strong resale value for a well cared for KIA Sorento compared to the resale "champ," the Highlander, and the fact that I originally purchased the Sorento for far less than a comparable equipped Toyota meant that I had a net savings of over $5000 compared to what I would have paid for the Toyota.
    3
  1252. Joe, it's "white in there" so you can see what's in the console storage bin without a flashlight.
    3
  1253. That's not a KIA decision. It's a policy of an individual dealer. A manufacturer sells vehicles to every dealer at identical invoice prices. Dealers then decide how much to ask from customers. My local KIA dealer has a policy of NEVER adding a second "market adjustment" sticker to any vehicle. Other dealers routinely do so. Don't like the practice? Find a dealer who doesn't do it.
    3
  1254. You should probably check actual stats before making comments comparing the size of various 3 row midsize SUV's. First, the vehicle's width. The Palisade and Telluride are each 78" wide. So is the Mazda CX-9. The Subaru Ascent and Highlander are each 76" wide, just 2" narrower while the Explorer comes in a 80" wide and the Pilot at 84". Nor is the Palisade or Telluride longer than most of the competition. The Palisade, Telluride, Ascent, and Pilot are all between 196" and 197". The Explorer, CX-9, Durango, Explorer, Atlas, and Traverse are all longer and all are in the midsize 3 row crossover category. In fact, the only midsize 3 row crossovers significantly less in length than the Palisade and Telluride are the Highlander (195") and the KIA Sorento (189").
    3
  1255.  @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?
    3
  1256. Direct your anger at dealerships, themselves, not the legal system. The "legal requirements" are the result, not the cause. Franchise laws (of which the dealership sales model is an example) are all state level, not federal statutes. And they come about because dealerships, themselves, and their trade associations are powerful local and statewide political actors. They argue that franchise exclusivity promotes local control versus the actions of faceless national corporations and promotes responses more quickly and efficiently to local consumer preferences and complaints. You may well feel you'd have more "choice" if manufacturers were in charge but there is a reasonable argument to the contrary. In any case the dealers' arguments may well be horse pucky but to a state legislator with one or more major dealerships in his/her district it can be extremely persuasive.
    3
  1257. No, you/we gave up the Alltrack for the American version of the Tiguan. This is VW's effort in the burgeoning subcompact crossover category. Think KIA Seltos, Mazda CX-30, Crosstrek, HRV, and Hyundai Kona.
    3
  1258. 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.
    3
  1259. So would most consumers.
    3
  1260.  @JulezWinnfield  Considering that Toyota sold about 131,000 4Runners in 2019, close to the highest sales in the history of the model, for a vehicle whose design and engineering costs were paid off years ago, it's a highly popular (and profitable) vehicle. In comparison, Nissan sold fewer than half that number Pathfinders.
    3
  1261.  @DDGGVVMM  If it makes you feel any better the components that make up the electrical drive system of a hybrid have proven to be more reliable than ICE vehicles. Fewer moving parts almost always means greater durability and reliability. I've already commented enough about the complexity of assessing reliability in other comments but suffice to say that you should probably feel comfortable that unless you're unlucky enough to purchase a true lemon, one brand/vehicle will be just about as reliable as another over six or seven years of ownership. As far as resale value is concerned, there are some easy rules of thumb. (1) Avoid luxury brands. (2) Make a good deal on the initial purchase, well below MSRP if possible. (3) Take good care of your vehicle and adhere rigidly to scheduled maintenance and service. (4) Keep all service records to demonstrate you're meticulous about your vehicle to a potential buyer. And most important...(5) Keep your vehicle for at least six years. By that time the resale values of the best and worst comparable brands/models will have shrunk to almost nothing. For example, last year I traded a 2012 KIA Sorento with nearly 80K miles for a 2018 model. Kia's are not known for their strong resale value. But the dealer gave me within $800 of the Blue Book estimate of a comparable 2012 Toyota Highlander, the resale champ of the category. But I purchased the 2012 Sorento for at least $6000 less than the best offer I received for a Highlander when I bought the KIA. That difference was due in large part to the Toyota's reputation for reliability and strong resale value. As it turned out my KIA was rock steady reliable. I never spent a dollar on it other than scheduled maintenance and consumables. The Toyota could not have done better. Altogether I saved $5200 taking into account the two transactions. And the dealer did well, too. He sold my 2012 Sorento within 48 hours for $3000 more than he paid me. And that's why he offered me a strong resale price. I could have sold the 2012 vehicle myself and probably saved a bit more but I wouldn't have gotten the price the dealer received and avoiding the time and aggravation in selling the car was worth letting the dealer make the profit. If you're someone who wants a new car every three years and is willing to neglect and abuse your vehicle while you own it, that's your choice. But just recognize that it's a very expensive hobby regardless of what car you buy (or lease).
    3
  1262. @fento r I'd recommend you drive both. In terms of interior quality and refinement I think the Sorento SX-L is at least the equal of the Pilot's top trim, if not better. And I strongly suspect that if you sit down for serious negotiations rather than relying solely on MSRP prices, you'll find a significantly better deal from a KIA dealer. Moreover, that difference won't be wiped out by resale value five or more years down the line. The Sorento is more compact than the Pilot. (It's about 7.5 inches shorter.) But unlike the Mazda, Honda has done a great job of offering a roomy interior. If you need the cargo space behind the first row, it's a very good choice in an efficiently designed package. Furthermore, Honda has done an excellent job of targeting families with the Pilot. If you have several children, especially young kids, Honda has a number of features designed specifically for you. e.g. Rear seat dvd screens, a PA system for getting your kids' attention even if they are wearing headphones, a fisheye rear view mirror to see what they're up to, etc. And I believe if you need to accommodate child seats, the Honda is more convenient. We bought our Sorento earlier this year before the 2019 Pilot was available. It appears that Honda has upped its game recently rather than relying solely on its strong reputation from the past. If we were making the same decision now I think we'd still go with the KIA but it would be a close call.
    3
  1263.  @scokill1  If you need room for six or seven passengers AND their gear for an extended trip, none of the so-called "midsize" crossovers (with the possible exception of the VW Atlas) is really a good choice. My family (two adults, a teenage daughter, and a big dog) doesn't use the third row regularly but the fact that a couple of adults (or even three teenage girls) can be reasonably accommodated for a local trip can be a HUGE convenience when the alternative is to take two vehicles or strap someone to the roof. And like you, the overall length of the Sorento allows us to fit it easily, even with a three bike rear rack, in our garage AND close the door. All in all, the "Goldilocks" size of the Sorento fits our needs perfectly. Maneuverable in city/suburban traffic, easy to park in the supermarket or mall parking lot. And for the occasional trips to Costco or Ikea it swallows just about anything we're foolish enough to drag home.
    3
  1264.  @wbwayne8887  That claim ignores the fact that Mercedes and BMW have been selling diesels in the US for years with cheating. As for Mazda, good luck to them but I'd bet the farm that their diesel will be gone from North America within five years if not sooner.
    3
  1265. Actually, I suspect there's no significant difference in the off-road/rough road ability of the two vehicles. What is the case, though, is that the Telluride is designed exclusively for and built in North America. The Palisade is built in Korea and aimed at a much broader international market, especially in Asia, where "luxury" trumps "rugged."
    3
  1266. @k domster: I was expecting that. Standard whining from those whose favorite cars come out at the bottom of CR's reliability ratings. As it happens I take CR's reviews with a grain of salt simply because I don't usually drive the way the reviewers do or have the same priorities. But their reliability ratings are another thing, altogether. Reviewers NEVER test reliability; they don't have an opportunity to do so. CR's reliability ratings aren't their reviewers' opinions, they're are based on responses of literally hundreds of thousands of vehicle owners and they're the gold standard for that information. As for posting under different names. Nope. I have the guts to post under my own full name and only by that name. Obviously, you can't say the same. Not surprising you're crying "fake news." Have a feeling you're parroting someone.
    3
  1267. MIght not be another home run like the Stinger and Telluride from KIA but it certainly rates as a double.
    3
  1268. Different "eyes" see "pleasing" differently. Service issues? I put about 75K on the sixth generation GTI with no problems, whatsoever. And with the longest bumper to bumper warranty in the industry, I'm not concerned about "service issues" on my 2018 GTI, either.
    3
  1269. That's interesting, John. Always interesting to see your comments from Korea. From what I've heard the 7 speed DCT in some Hyundai/KIA models has not generated great reviews. (Can't speak to it personally). I do know that the VW DCT is the gold standard in the mainstream market so perhaps the Korean manufacturers decided to move to 8 speeds immediately rather than to play second fiddle to VW in the 7 speed competition.
    3
  1270. Only by stretching the definition of an SUV beyond all recognition can the Kona N be classified as one. It's a hot hatch. Period. Its most direct and obvious competitor is the VW GTI and it's an impressive rival of the iconic VW.
    3
  1271. Despite the legion of internet fan boys who see performance off the line as the only important priority in any vehicle, crossover buyers don't generally share that attitude.
    3
  1272.  @waynerm002  Nope. Shared platform and components. It makes sense for the Hyundai/Kia conglomerate to constrain costs in that manner. At the same time they're able to differentiate otherwise very similar vehicles to appeal to different sub-segments of the market. They've done much the same thing with the shared components in the Kia Stinger and Hyundai G70. And with the Hyundai Palisade and Kia Telluride arriving over the next year, or so, I expect the Palisade to be slanted toward a "premium" mainstream 3 row crossover and the Kia Telluride to use the same platform but design it to have a more "adventurous" vibe. Unlike American manufacturers, especially GM, that has long emphasized the corporate brand and haven't shied away from offering essentially identical vehicles with different badging and trim levels, Hyundai and Kia see an advantage in presenting somewhat different identities with each offering vehicles of all kinds. But look closely and you'll see that they're careful to differentiate similar vehicles in such a way that they look like separate brands appealing to different kinds of customers.
    3
  1273.  @AAutoBuyersGuide  That's true, Alex. But as I believe you pointed out in a video a couple of years back adding options to a vehicle can complicate the entire production process and has an impact not only for the vehicles that have the option but for those that don't simply because complicating the production process adds costs. It's an especially obvious impact in European brands with pages and pages of options that can be added/deleted to customize a particular vehicle. KIA and Hyundai achieve their MSRP advantage compared to European manufacturers by providing very, very few individual options at a particular trim level and package a large number of options as one moves up from one trim level to another. Further, there is nothing that dealers hate more than having two almost identical vehicles sitting on the lot with a window sticker difference that results from adding an option or two that fewer consumers want. It usually turns out that the more expensive vehicle is discounted to move it off the lot. It does appear, however, that KIA at least has made their MSRP pricing somewhat more complex in the last year or so. Rather than a single trim ladder where individual options are bundled in huge packages defined by trim levels, they appear to have adopted a dual ladder approach, one ladder that moves up in terms of bells and whistles and the other that adds performance features. The two ladders then culminate in top trim that incorporates all (or almost) all of the features from each trim ladder.
    3
  1274. In the midsize three row category, the CX-9 "is not the biggest"? (0:28) Depends on how you measure its size. In fact, at 199" in length it's larger than every single competitor other than the Dodge Durango and bus-like Chevy Traverse. Bigger than the KIA Telluride, the Hyundai Palisade, the VW Atlas, the Honda Pilot, etc. Where it's definitely "not the biggest" is in interior space. In fact, it's at the bottom of the category. With 135.1 cubic ft of passenger space in all three rows, it has less space than the KIA Sorento (154.2 cf), a CUV that's almost a foot (10") shorter than the CX-9. It's 3rd row has 29.7" of legroom compared to the Sorento's 31.7'". The makes the CX-9 along with the Toyota Highlander the ONLY 3 row midsize CUVs with less legroom in the third row than the back seat of a Mustang. Cargo space is no better. To be fair, the 14.4 cubic ft of CX-9 behind the third row is more than the Sorento's 11.3 cf. Not surprising in view of the fact that the Sorento is the smallest 3 row crossover. But that 14.4 cf is less than every other mainstream midsize SUV. And the total cargo space behind the first row is 71.2 cf compared to 73 cubic ft of the Sorento. Compared to the total cargo space of the compact CX-5 (59.6 cf), the CX-9 is generous but it's puny compared to every other midsize SUV. All of these factors, along with its long-in-the tooth 4 cylinder engine and 6 speed transmission help explain why the CX-9 is the lowest selling mainstream 3 row SUV in North America. Fourteenth out of fourteen in the category. And not by a little. US sales of the CX-9 in 2019 amounted to 27,000 units. It's not especially surprising that the Highlander and Grand Cherokee outsold the CX-9 by a factor of over 9 to 1. But the Telluride sold over 64,000 units despite demand far exceeding supply. The Palisade, on sale for only about half the year in the US managed to outsell the CX-9 by almost 2,000 units. The CX-9 was even outsold by eight luxury brand midsize SUV's. The current 2020 calendar year looks no better, especially considering the COVID challenge to automotive sales. If Mazda manages to sell 25,000 CX-9's this year, it will be surprising. Sales, of course, do not necessarily equate to quality. But in the important mainstream midsize 3 row CUV segment it's difficult to deny that very few customers looking for a midsize 3 row crossover that's one of the largest vehicles in the segment with the least interior passenger and cargo room and a drive train identical to the CX-5 in a vehicle that weighs nearly 600 lbs more. The CX-9 doesn't need a refresh; it needs a complete replacement.
    3
  1275.  @dailyrant4068  You could have phrased your original comment a bit better and avoided some of the responses. KIA offers its 3.3L V6 in the Sorento and the same engine with a turbocharger is available both in the Stinger and in the Genesis G70. Each of which offers the standard 5yr/10yr Hyundai/KIA warranty. You're not going to see that engine in the Telluride. A turbo version of the 3.8L motor in the Telluride may well be offered in the forthcoming Genesis SUV but I doubt you'll see it in the Telluride or the Palisade. Blistering performance is not a high priority in this market segment regardless of the numerous comments from internet fan boys for "MORE COWBELL!"
    3
  1276. Some comments about the obsession with "reliability." First, discussions often confuse brand and vehicle RANKINGS with the actual incidence and frequency of issues owners face. In a 2 horse race the loser comes in 2nd whether they trail the winner by a nose or 17 lengths. In the case of reliability rankings the situation is far closer to the former than the latter. In the JD Power graphic shown in the video Dodge and KIA rank at the top with 136 "issues" per 100 vehicles. Translated to a stat for an individual owner that means 1.36 reported issues per vehicle. Near the bottom of the list comes Land Rover with 2.44 issues per vehicle. But what are these issues? JD Power captures complaints of every possible type with no weighting as to seriousness. A small gap between panels or an occasional glitch in bluetooth connectivity counts as much as a blown engine or a failed transmission. Furthermore, what does the reliability of a previous generation of a vehicle tell you about the likely reliability of a completely new generation such as the Range Rover Defender? Are designers and engineers likely to repeat errors made in a previous version or expend effort to counter problems that came up in the past? On the other hand, reliability is increasingly dependent on software that manages modern vehicles. And as those who install the latest edition of an operating system for their phones know, manufacturers rely on "early adopters" to be beta testers. It's simply impossible to discover and correct each and every software glitch with even rigorous testing prior to release. The fact is that the purchaser of any new vehicle is overwhelmingly likely to drive it for years without a serious reliability issue. That's a far cry from decades ago when an owner who reported putting 100K miles on a vehicle might well rate a small article in a local newspaper and the salt on roads in the winter in harsh climates resulted in car frames literally breaking in two. (I know. It happened to me on a Saab I owned in Michigan.) What are the chances that a problem serious enough to leave one stranded occurs in today's vehicles? It happens but at a minuscule rate not measured accurately by unverified anecdotes published on the internet. I currently own a KIA, a brand ranked 1st in initial quality in 2020 by JD Power and a VW ranked 9th. But I didn't purchase a "brand." I purchased a particular vehicle. The overall brand rankings are meaningless compared to the incidence of serious issues for a particular vehicle in the brand's portfolio. The KIA is my second Sorento. In over 80K miles on my first I never experienced even a single issue of reliability, large or small. Not one. Another 40K miles on my second Sorento and the same result so far. KIA's well known long warranties are a minor reassurance but the fact is that if the warranties had been for 50 miles and 30 days I would not have spent a single cent more on repairs than I actually experienced. In other words, long warranties are more a marketing tool than a measure of reliability. My current VW is a GTI purchased in 2018. It's my third. The first several decades ago and the second a MK6 purchased in 2012. Same story as the KIA. No issues, whatsoever. Of course, I'm religious about following (or exceeding) scheduled maintenance. And that may well explain why Europeans don't share the same view of VW's as "unreliable" that is more common among Americans. They pay far more for their GTIs than Americans and likely are more careful about protecting their investments. I have no special fondness for Land Rovers. Never owned one. And my experiences with KIAs and VWs are anecdotal and unverifiable. Just as much as complaints I see on internet forums. But having owned cars for about half a century I'm firmly convinced that obsession about reliability in today's vehicles is seriously overblown especially compared to even a decade or two ago. Buy a new car. Maintain it well. Don't abuse it. It's likely not to matter what brand you select. Unless you happen to purchase a lemon (a situation that happens very rarely for every brand) you're likely to be among the vast majority of owners who have a largely trouble free experience over years of ownership.
    3
  1277. The manual mode of the DSG enables the driver to do precisely that. And to control downshifts as well.
    3
  1278.  @brianb7844  Thank the Euro focus of the GTI/Golf R for that. Manual transmissions are far more popular in Europe than in the US.
    3
  1279. A long time rider here who has never owned an HD nor ridden to Sturgis. Different strokes for different folks.
    3
  1280. The GLI is an interesting and impressive vehicle. To understand how it fits into the entire VW lineup in North America it's worth noting a few points. First, VW has traditionally been challenged in terms of selling their European spec vehicles to North Americans, especially to US customers. Time and again VW found that Americans wanted cheaper, bigger vehicles than Europeans. That led to the demise of the first generation Tiguan , the European Passat, and the Touareg in North America. All still on sale in Europe and missing in the US and Canada. Now VW has announced that the only versions of the 2020 Golf to be sold in North America will be the iconic GTI and the Golf R. Instead, VW has opted to put most of their eggs in a basket that includes US versions of the Tiguan (known as the AllSpace in Europe and elsewhere), the Tennessee version of the Passat, the Chattanooga built Atlas and importantly the new generation Jetta lineup including the GLI. The MQB platform Jetta won't be available in Europe. By extending the Jetta lineup to a GLI version with the same engine and drive train as the GTI VW has an affordable compact sport sedan that will draw buyers who aren't enamored by the classic hatchback design of the GTI. From a sales standpoint it's difficult to fault. The Jetta is the best selling VW in America and the new model should continue that and hopefully reverse the drop in sales suffered in 2018. The GTI has such a loyal following and iconic image that I doubt the GLI will steal many sales. Instead, it should expand the customer base. As a GTI owner I have my fingers crossed. There is one exception to the bigger, cheaper VW strategy. The Arteon is still another attempt to interest Americans in a (mainly) Euro spec VW. It's noteworthy, though, that the VW CEO doesn't expect it to be a big seller in the US. Rather, it's a "halo" model meant to enhance the brand's image in North America. Allocations to US dealers (at least here in the Pacific Northwest) are limited. The dealers around Seattle have only one or two on the showroom floor and my dealer expects to receive no more than 4 additional units before the end of the calendar year. For those interested in a true European GT sedan, it's worth a serious look.
    3
  1281. It's "affectionately known as 'Godzilla'" because it's a dinosaur. If you want one get it before they're as extinct as their namesakes.
    3
  1282. To paraphrase Mark Twain it appears that the reports of the demise of Nissan have been greatly exaggerated. The new Pathfinder is perhaps the best example. And one advantage of being late to a party is the opportunity to see what everyone else is wearing. Nissan has obviously benchmarked the Telluride and Palisade, especially the top trims, in offering the Pathfinder Platinum version at an MSRP significantly below $50K. The Pathfinder may not be the game changer the Korean entries were when they were introduced but it appears to be a viable competitor especially for those looking for a relatively high tow rating. One factor in justifying it is abandonment of the CVT in the Pathfinder. Kudos for that. CVT's are still a work in progress and they're considerably improved over the initial versions that were introduced a decade or so ago but for large, heavy vehicles a traditional geared transmission is still a better option. I wonder how much of a battle took place within Nissan to make the change. It wasn't a slam dunk decision I suspect. The Pathfinder isn't for everyone, of course. It lacks a hybrid option much less an EV version. Its specs suggest it's a mild off-roader. A Wrangler, a Bronco, or even some versions of the the Grand Cherokee have the edge there. But the number of consumers who go rock crawling in their 3 row SUVs is minuscule. Tackling the gravel road to get to a campsite is all more than nine out of ten SUV owners are looking for. And the old-school NA V6 won't excite those looking for scalding performance and stoplight drag racing in their family SUV. But again, that's a low priority for the vast majority of buyers. All in all, the Pathfinder looks like an appealing option in its class. And that's something the last generation couldn't claim.
    3
  1283. It's difficult to go against the Accord in this comparison but when the N-Line version of the Sonata comes along it may be a different story.
    3
  1284. Chevy is putting the new Blazer into an increasingly crowded field of "tweener" midsize SUV's (188"-192" in length) that are larger than the compact class and smaller than the larger midsize SUV's that range from 195" to 204" in length. It's a group that includes the Hyundai Santa Fe, Ford Edge, Kia Sorento, Honda Passport, Subaru Outback, Nissan Murano, and Jeep Grand Cherokee. Like most of these vehicles the Blazer offers a V6 engine either as standard or optional. (The Santa Fe and Outback are exceptions). It's a two row SUV like most of the others. (The KIA Sorento is the exception with a surprisingly roomy third row.) Unfortunately, there's not much that stands out about the Blazer other than some relatively strong 0-60 and quarter mile performance numbers and some interior touches meant to mimic the styling of the Camaro. Far from recalling the previous Blazer, it's meant to appeal to younger buyers who were in elementary school (or diapers) when the original Blazer disappeared. Its cargo space behind the second row and overall (30.5 cubic ft; 64.2 cubic ft) is less than most of its rivals despite being among the larger vehicles in the category. Its fuel economy is at best mid-pack or worse, especially in the AWD configuration. (18/25/21). In fact, looking over all the rivals almost every one offers at least some features superior to the Blazer. And then there's the price. A top trim reasonably optioned "Premier" model has an MSRP over $51,000 (USD). That apparently made Chevy nervous enough to discount the price by $2000 to bring the MSRP to just under $50K. Additional discounts from a dealer via serious price negotiations may bring additional savings. To make the Blazer a success, those savings had better be there. Otherwise, a larger 3 row version coming in 2020 might make some waves by offering an alternative to (or replacing) the bloated Traverse.
    3
  1285.  @mulleygraves  If you include both the sedan+hatch for the Mazda3 it only makes sense to compare it to Golf+Jetta sales. And the 16,228 sales of the Mazda3 in the first half of the 2020 is far, far less than the 52,000 sales of the Golf plus the Jetta.
    3
  1286. A "better hot hatch than the Civic Type R?" Depends on what you prioritize. As a FWD track tool the Civic is unsurpassed. But the extraordinary versatility of the GTI makes it a more well-rounded choice. For example, overall cargo space in the MK7.5 GTI measures 53.7 cubic ft compared to 46.2 cubic ft in the Civic Type R. And that's in a VW that's about a foot shorter than the Honda. Personally, there's another unique advantage for the GTI. Washington State ferries offer a significant fare discount for vehicles 14 ft or less in length. My GTI just qualifies at 168" long. The Civic Type R obviously does not. I have no quarrel with those who would choose the Civic Type R. It's a magnificent vehicle. But my GTI is a member of the family and I'd as soon replace the family dog as trade my GTI.
    3
  1287. KIA hired German designers and let them do their thing.
    3
  1288. Gorgeous vehicle. Unfortunately the small trunk limits the space available to carry an onboard mechanic. :)
    3
  1289. As a US consumer I subscribe to this channel primarily to see the vehicles we cannot purchase on this side of the pond. Here's another one designed to stoke my jealousy. As far a I know the T-Roc in any guise isn't destined for the US. Not surprising given that VW has been challenged to sell its Euro spec vehicles in the US. As far as the T-Roc R is concerned, it might appeal to crossover crazy Americans in what we call the "sub-compact" category here in the US. But price is a major barrier, especially considering the competition from other sub-compact SUV's like the new Mazda CX-30 with MSRP's that top out at about $30,000 USD (That's about 27,000 Euros at current exchange rates.) With an MSRP of 44,000 Euros in Germany, that puts the T-Roc R at about $48,000 at current exchange rates in the US.
    3
  1290. I've owned two Sorentos: a 2012 model and the family's current 2018 version, each a top trim SX-L. It's my wife's daily driver, the vehicle my 17 y/o daughter drives when she cannot convince me to lend her my GTI, the family's long distance slogger, and the second home of our large dog. Put about 80K miles on the first Sorento and now another 50K+ on our current ride. Very happy with each model. So satisfied in fact that when we purchased the 2018 model it was one of the few times in my life that I've purchased two near identical models in a row. As noted, we're a small family and we find the Sorento to be "Goldilocks" vehicle. Smaller than most other midsize SUVs and as a result better suited to the jungle of urban/suburban driving and parking environments. We seldom use the 3rd row of seats but find it to be extremely convenient when we're called up to carry 6 or 7 passengers on a local journey and the alternative is taking two vehicles. And for the 90% of the time when the 3rd row is stowed under the rear floor the Sorento is more than adequate for the family and our luggage and gear for an extended trip. The new Sorento is undeniably more attractive than our version. And the new optional 2.5L turbo engine that replaces the larger long-in-the-tooth naturally aspirated V6 is apparently a win/win with better performance and fuel economy. (Others with a high priority for heavy towing won't agree since the tow rating drops from 5000 to 3500 lbs in the new Sorento but if heavy towing is important, the Telluride is probably a better choice, anyway.) The new version isn't all rainbows and unicorns, though. The cost of designing and producing the new engine (even though it's shared with at least 7 other KIA, Hyundai, and Genesis models), new features such more extensive digital eye candy, and the pressure to keep the MSRP of the top Sorento trims from creeping closer to that of the Telluride means some cost cutting is inevitable, especially in the top trim versions. Lower quality leather upholstery than the previous model, reduction from 4 way to 2 way lumbar support for the driver, elimination of second row heated seats and shades, and (most annoying) the elimination of memory settings and extending thigh support for the driver are the most notable deletions compared to our vehicle. None is a deal breaker as far as our family is concerned though eliminating driver seat memory completely in a family SUV (in our case with three drivers) comes close. Very annoying especially considering that the closely related Hyundai Santa Fe retains the feature. Unfortunately, there is one change that makes the new Sorento unsuitable for us. Our top trim 2018 model has second row bench seating rather than captain chairs. Such a configuration is rapidly disappearing from upper trim mainstream 3 row SUVs. Probably as a result of buyers with greater disposable income and (therefore) smaller families preferring more "upscale" individual seats in the second row. The trend has resulted in complaints from those with large families but that apparently hasn't impressed automakers. We're not a large family. But our fourth member, "Fido", has 4 feet, not two. And his body isn't designed to sit comfortably for extended periods in a captain chair designed for a human. That means the only spot suitable for him is the third row bench seat (and the near elimination of cargo space) or in the cargo hold (with the third row stowed). He's accustomed to that spot when he returns dirty and muddy from a romp in the park but on most occasions he enjoys the HVAC breeze provided in the back of the first row center console. Putting him behind the 2nd row permanently means so access at all to fresh air. BTW, it's a small point but speaking of a center console, its elimination in the second row means putting cupholders in the doors. Be sure the lid is on tight on that Big Gulp when the door is slammed shut. Otherwise, keep a large towel handy. Finally, and most seriously, the elimination of a second row bench means the elimination of the optional 2.5L turbo engine and DCT, as well, since the only trims where a 2nd row bench is available are those where the turbo/DCT combination isn't available. Even if we were willing to lose the extensive set of features available on the mid and top trims of Sorento to get a bench seat in the 2nd row, I'll be d**ned if I'll put up with a barely adequate naturally aspirated 4 cylinder in an SUV weighing over 2 tons. Sorry, KIA. Love our Sorento but we won't be replacing it with the new model without some changes. If we decide to replace our current Sorento, an act that might require me to pry my wife's cold dead fingers from the steering wheel, we may have to consider losing the third row altogether and get the Sorento's sibling, the Santa Fe.
    3
  1291. 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.
    3
  1292.  @braetonwilson4296  I"ve owned a MK6 GTI built in Germany and a MK7.5 version built in Mexico. Each was highly reliable but the Mexican built version was (and is) significantly tighter and less prone to squeaks and rattles.
    3
  1293. Toyota will sell boatloads of Corollas, just as they always do. But that doesn't necessarily make it the "best" compact sedan, especially with vehicles like the Honda Civic, Kia Forte, and Mazda3 in the mix. And sometimes seemingly minor features can play a major role in making a purchase decision. Things can get very complicated comparing lower trim levels but looking at fully loaded top trims presents the following picture. () The Corolla's naturally aspirated 4 banger is certainly adequate for its mission and Toyota's version of a CVT with a true first gear appears to have nullified most of the objectionable behaviors of such transmissions, at least for most drivers. But both the Civic and the Mazda3 offer more power and performance. The Forte offers better MPG's. And for those who don't like CVT's at all, the Mazda has a traditional six speed transmission. () Safety and convenience features are more or less equal among the top trim compact sedans but the Forte stands out among its rivals, loaded with features at an MSRP that's about $2000-$3000 less than the competition. () VIrtually all of the Corolla's rivals offer both integrated navigation AND both Android Auto and Apple CarPlay. It's true that the Mazda3 includes integrated navigation only as an optional extra at about $450. But the only way to get an integrated navigation system and Apple CarPlay in the Corolla is to opt for one of two optional packages priced from $1700 to over $2100. And even then there's no Android Auto. () It's undoubtedly a small issue for many but the Corolla's lack of any rear seat a/c vents whatsoever is a dealbreaker for me. My kid may whine and I'll ignore it but more importantly the back seat is my big dog's second home. After his daily summer romp at the dog park, he needs to cool off. And he can't complain; he can only suffer. Each of the Corolla's rivals make at least some provision for rear seat A/C. () Comparing MSRP's can be very misleading compared to real world prices. But it's worth noting that at an MSRP of about $28,500 the Corolla is more expensive than each of its rivals other than than a fully loaded Mazda3. The KIA Forte is better equipped with an MSRP over $2000 less. () There are many factors involved in a purchase decision. Consumers weigh them differently. And for some a particular brand, an especially attractive deal, or what one's friends and family think of a vehicle may weigh heavily. Corollas wouldn't be among the best selling sedans in the world if it were a bad car. But I think an unbiased assessment wouldn't call it the "best compact car."
    3
  1294. Sorry guys, perhaps you should have titled the review "The Best Crossover You Can Buy If You Hate Crossovers."
    3
  1295. Ouch! Squeeks and rattles and a new rear axle and power steering unit in 20K miles. But it demonstrates the risk of being an "early adopter" of a brand new model where demand is strong and a manufacturer is faced with ironing out production glitches and quality control from suppliers. Furthermore, the example here had nearly 5000 miles on the odometer when it came to KBB. I'm betting it was probably a "press car" that had been subjected to the tender mercies of numerous other drivers interested in seeing "just what it will do" in its infancy. Bottom line? Auto manufacturers, like computer hardware and software manufacturers, expect their first customers to be the beta testers of their latest creations. If you opt to take home one of the early examples of a particular model, be prepared to experience both the joy and the heartache of the first kid on the block to own one.
    3
  1296. Good points, Jon Jon. The problem I think is how to create an environment for comparative testing. Freeways, two lane highways, and city streets are all more or less comparable environments regardless of location. (Though as a resident of the Pacific Northwest I'm sometimes amused by reviewers in say, Illinois, talking about handling on roads where curves are rare and mountains are non-existent.) That's not true for off-road comparisons. Nor is performance in various conditions comparable. Snow, mud, ice, trails, and rock climbing/descending are all very different off-road environments. There are, of course, off-road recreational "parks" dotted across the country but even then they vary widely in terms of the challenges they pose. I, too, would like to see more detailed and reliable comparisons among SUV/CUV vehicles but it's a challenge to develop a universally environment for such reviews.
    3
  1297. Different strokes for different folks. The pushbutton transmission control reminds me of a 1957 DeSoto. :)
    3
  1298. Along with the similar Hyundai Sonata GT-Line, the K5 GT has much to recommend it. Unfortunately, with neither an AWD option nor a limited slip differential of any kind (electronic or mechanical) the K5 GT cannot put its 300+ HP and torque to the pavement without wheel hop and torque steer. Those who mistake such behavior as a sign of "performance" will find the K5 GT a satisfying vehicle. Those who understand that a sports sedan needs to control the power put to the pavement will opt for a Stinger GT-Line with RWD-biased AWD and the same engine as the K5 GT for only a couple of thousand dollars more than a similarly equipped K5 GT to be a far better value.
    3
  1299. @Muscle GUYS Ukraine Didn't mind the window trim but I did find the fake scoops behind the front wheels to look a bit cheap. Wasn't a deal breaker but didn't sway me toward the Stinger.
    3
  1300. Styling of the Camry XSE reminded me of a Flash Gordon spaceship circa 1938.
    3
  1301. Different strokes for different folks, Darrel. Personally, I'm not impressed by the slowest power folding rear seats on the planet. :) That's especially true when you have to give up cargo space behind the third row (21 cf vs 18 cf) to accommodate the power plumbing for the rear seat.
    3
  1302. Chrome is part of Hyundai's bling-y design language. I'm not a fan. To me Hyundai styling is usually a little too "fussy" compared to KIA. And like some other manufacturers Hyundai apparently believes that quilted upholstery is a sign of "luxury." It reminds me of my grandmother's living room furniture.
    3
  1303. Different strokes for different folks, David. I'm willing to grant that manufacturers have improved CVT's significantly since I drove a Nissan Murano back in 2012. Still, I prefer a geared transmission, ideally a DCT. But I'm all for "safety gizmos" such as AEB and blind spot monitoring, especially since I'll be sharing one of my vehicles with my teenage daughter soon. I'd always considered adaptive cruise control a gimmick until I bought a car with it. Now I wouldn't go without it on any vehicle I drive on a long trip or in moderately crowded freeway traffic. Lengthens the time between stops by at least a third. As for AWD, I live in the NW, too, and while I have to deal with snow mainly on ski trips, the overall messiness of our winters makes it a major asset.
    3
  1304. City mpg is 22. Highway is 30. And that peppy 1.8L turbo engine has a 0-60 time under 7 seconds and the AWD robs a couple of mpg's compared to a FWD vehicle. The Mazda CX-5, for example, with a turbo 4 and AWD, with the same passenger and cargo space in a crossover configuration is 22/27/24.
    3
  1305. 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.
    3
  1306. Great effort under trying conditions, Alex. Your comments that Genesis appears to be going after the European brands is spot on, I think. It's important to keep in mind that the Genesis brand is aimed in large part at Asian markets where Japanese and American brands are minor players in the luxury market compared to European (and especially German) brands. Here in the US we often assume that our market is the highest priority for almost every brand. But Korea has its sights on their own home market and that of other Asian markets, especially the 800 lb gorilla in the room, China. The perspective manifests itself in the Hyundai brand as well where the Korean built Palisade has a more European flair than the American built Telluride. European brands have long been the ultimate prestige brands in Asia where there remains considerable antipathy toward Japan as a result of WWII. Genesis has found considerable success with their G80 and G90 sedans versus MB, BMW, and Audi. As I recall, in fact, in the first six months after introduction of the latest G90, sales of comparable Mercedes and BMW brands dropped by about 1/3rd in Korea.
    3
  1307. CVT's enable manufacturers to tune their transmissions for improved fuel efficiency compared to other designs. And in a competitive environment where the Moroney sticker is slapped on the window of a vehicle in a showroom, getting an EPA rating one or two mpg's higher than would otherwise be the case is a major sales tool. I'm no fan of CVT's but I'd readily admit that manufacturers have improved them significantly since I drove one of the first efforts from Nissan almost ten years ago. And that applies both to the performance and the durability of CVT designs. I do think that CVT's are most appropriate for smaller, lighter vehicles and that's why they're more common among vehicles in those categories. I'm more skeptical about a CVT in larger vehicles like the Maxima and two ton plus crossovers but Nissan seems to be fully committed to them across the range of the brand. Other manufacturers are more selective in their applications.
    3
  1308.  @drivingsports  You have my condolences. Fortunately, my dog didn't need a child seat. On the other hand, the rotary engine's almost non-existent torque below 6000 rpm meant its excellent driving characteristics were difficult access on any but a deserted mountain road. It reminded me of driving a 4 wheel version of a 500 cc 4 cylinder Japanese motorcycle. As a daily driver it was a DOG. Then there was the fact that if the engine was shut off before it reached fully operating temperature it was likely to flood. Once that happened the car had to be towed to a garage with a lift to replace the single spark plug. I learned to deal with it and managed to reduce the risk with a larger battery but that meant the engine cover had to be removed. The problem was so widespread that Mazda eventually added a warning light to the dash in the last year of production advising the driver not to kill the engine until it had warmed up. I put up with it for five years for its strengths and unique "character," but I didn't miss its eccentricities or its mid-teen fuel economy when I replaced it with a GTI.
    3
  1309.  @Jaredscott89  You're right. I should have bought one of the 99.99999% of automobiles manufactured over the last 100 years that didn't flood simply when the engine was killed before the engine was warmed up. And if the engine was flooded for some reason a stab at the accelerator and waiting a minute or two eliminated the problem instead of requiring that the car be transported to a garage to have its single spark plug replaced. Yup. It was my fault. 😢
    3
  1310. The CX-5 defaults to the rear view camera for a simple reason. The full screen rear view camera is a federally mandated feature. Requiring a driver to switch manually to that view from the 360 degree camera would not meet that legal requirement.
    3
  1311.  @DRII-yv1yt  No, they are not. The Telluride is built in West Point, Georgia alongside the Sorento. The Palisade is built in South Korea.
    3
  1312. I often wonder why nearly every review of the Santa Fe and the KIA Sorento never mentions that the vehicles are essentially closely related cousins. Same length, same interior size, same AWD systems, same transmissions, and with the 2021 models the same optional 2.5LT four banger found in the Sonata N-Line, the K5 GT, the Genesis G80, and the GV80. Even the differences that do exist often result from the vehicles shared heritage. For example, the "enormous underfloor storage" of the Santa Fe exists because it is the space allocated to storage of the third row of seats in the Sorento. Is it because KIA and Hyundai wish to preserve the impression that the two vehicles are not so closely related and suggest to reviewers that they would prefer that comparisons be drawn to non-Korean competitors? Inquiring minds want to know. :)
    3
  1313.  Eat Jat  Differences in actual reliability in term of incidences for the vast majority of owners are negligible. Rankings don't tell that story.
    3
  1314. Styling is a matter of taste, of course, but Hyundai's designs frequently strike me as overdone. It's as if the design team completes its work before a final design review committee meets to add a few more bulges and creases here and there. I felt that way about the Palisade. The new Sonata, I think, is relatively restrained on that score but the Elantra goes for it full bore. Looks like it was inspired by an origami paper folding exercise. I don't think it will age well.
    3
  1315. If one really needs the 6+ passenger and cargo capacity on a regular basis in an SUV this large, the Traverse (or the better equipped Enclave) is a reasonable choice. I'd have to say, though, the lack of adaptive cruise control is a major downer. I never thought much about its value before having a vehicle with ACC but now I wouldn't own a vehicle aimed at long highway slogs without it. Does a great job of reducing fatigue and lengthens the need for rest stops by about a third. If you've never owned a vehicle with ACC, don't discount its value. Finally, the lack of automatic AWD engagement is simply ridiculous. I assume it's a fuel saving choice but expecting a driver to anticipate when AWD might be useful is beyond stupid. As far as competitors are concerned, the VW Atlas offers even more room, especially in the third row, in a somewhat more efficiently designed package. But considering the greater likelihood of discounts from a Chevy dealer in real world negotiations, you'll probably pay somewhat more than for a comparably equipped Traverse. The Ascent offers somewhat less passenger and cargo room at a somewhat lower price point (for a top trim) but the interior is less premium and I'm inclined to believe that a V6 is a better choice than a turbo 4 in vehicles of this kind. Likewise, the new Pilot offers somewhat less interior room but it does have a V6 and in most configurations more features than an comparable Traverse. A number of commenters will tout the Mazda CX-9. But in terms of the actual features that are priorities in this class of vehicles, it fails miserably. Externally, it's huge. At 199 inches long it's only 5.3 inches shorter than the Traverse. It's even longer than the humungous VW Atlas. But it offers only about 60% of the passenger and cargo space of the Traverse. In fact, the CX-9 offers less interior space than a Kia Sorento or a Honda CR-V! And the CX-9's third row seating is especially shortchanged. At 29.1 inches of legroom it's a full 4 and a half inches less than the Traverse and even 2 inches less than the much smaller Sorento. Add to that the fact that a V6 is not available for the CX-9 and it's difficult to justify the CX-9 on any basis other than its relatively good looking profile and handling on secondary roads, not exactly the most critical priorities for a vehicle in this class.
    3
  1316.  @mountainhobo  Sources such as Kelly Blue Book and the NADA price guide provide estimates of resale and trade-in value based on model year not on "how old" it is. And those estimates are indeed important in terms of setting prices and expectations about price.
    3
  1317.  @ChrisS-nj3ye  I sleep like a baby knowing that I paid about $10,000 less for my GTi than the best offer I received for an equivalent Golf R. But I have a kid who'll be off to college in a couple of years, a mortgage, and a second vehicle in the garage. With those factors in mind the undeniable advantages of the R simply don't match the price premium for me.
    3
  1318. Gee, didn't realize the RAV-4 comes in a four door sedan flavor.
    3
  1319.  @cedricm5153  So does the KIA Forte, better than the RAV4, for example. And it, at least, is a sedan. There are any number of vehicles that get equal or better fuel efficiency numbers in other product segments. And of course almost any hybrid gets better mileage than a conventional internal combustion engine. The Accord and Camry, for example. And again, they're actually in the same product category.
    3
  1320.  @dsugioaga  So clever.
    3
  1321. @David Belmares That's because the Civic is up to a foot longer than the Corolla. With that size difference the Civic can provide more interior room with a severely sloped rear end.
    3
  1322.  @austing4321  There are a number of aspects of design that are purely subjective and undefinable. But none more so than "character." According to Webster the term refers to " the group of qualities that make a person, group, or thing different from others." If that's the standard then the Golf's unique profile is loaded with "character" while the Elantra GT and Mazda 3 are clearly lacking. Not necessarily unattractive but definitely not "different." I have a feeling, though, that your personal definition of "character" has to do with a relatively long hood, the low driver's seating position with a long hood stretching out in front of the driver, and the ratio of that length to the relatively shorter distance from the "A" pillar to the rear bumper. That's a design trick that automotive designers have used for about a century to suggest a vehicle's potency and performance. Factors that are especially appealing to male consumers. It's a design common to sports cars since the 1920's but given its universality, it hardly suggests "character."
    3
  1323.  @croninsiglos9855  <sigh> This reminds me of an old "I Love Lucy" episode. Lucy and Ethel buy a dress shop. They have few customers. So Lucy comes up with a bright idea. Cut the prices of their dresses to less than they pay for them. When Ethel objects that they'll lose money, Lucy points out that they can make up the losses in the greater volume they sell. In other words, the more money they lose, the more they'll make. Your suggestion isn't exactly as nonsensical as Lucy's but it comes close. Tesla's sales are constrained by their production capacity. That's why customers wait for months to receive the vehicles they order. "Expanding (their) market" isn't Tesla's challenge; it's producing enough vehicles (each with greater profit than a base model 3) to meet existing demand.
    3
  1324. Because the CX-9's allocation of interior space is among the worst of any vehicle at any price. It has less passenger room in each of the three rows than a KIA Sorento that's 10 inches shorter. Its 71 cubic feet of overall cargo space is less than a Honda CR-V.
    3
  1325. 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.
    3
  1326.  @gigi9467  Ah yes, Jesus once again (s)trolls by to deliver his opinion of Korean vehicles unadorned by any verifiable evidence, whatsoever.
    3
  1327. The two are radically different vehicles. The Forester is a five passenger SUV; the Telluride is a six or seven person vehicle. The Subaru has a four cylinder engine NA mated to a CVT in contrast to a NA V6. Better mpg's from the Subaru and better performance from the KIA. The Forester is 182" in length versus 197" for the Telluride. A more appropriate comparison is the Telluride versus the Subaru Ascent with a turbo 4/CVT. On paper the Telluride has the edge over the Ascent in a number of ways but Subar-ites love their cars and that counts for something. And if cupholders is your highest priority, the Ascent wins with 19!
    3
  1328. No dual injection on the US spec engine as far as I know. Arguably, the "carbon build up" problem has been overblown and doesn't impact that many vehicles. (I've owned two GTI's and neither has experienced the problem, though admittedly that's an anecdote, not a convincing case. Dual injection was added to Euro spec vehicles as a result of the demands of EU regulators who imposed the requirement as a result of the EU's tighter (and increasingly tighter) emission standards.
    3
  1329. Perhaps this experience explains a puzzle I've had about the new Altima's AWD option. For those of us who live in snowy climes it's a big deal, offered only among its competitors by the Subaru Legacy. Why, then, does Nissan offer it only models with the lower spec non-turbo engine? Makes no sense. After the experience in the video I suspect that Nissan has decided that the problem is bad enough with the base engine while the more powerful turbo would aggravate it. Not a ringing endorsement of the new Altima!
    3
  1330. Not being freakishly large, I'll go with Tommy.
    3
  1331. I have a theory that Hyundai vehicles go through the entire exterior design process before they're submitted to a committee that adds bulges and creases to an already finished design. Some models suffer more than others. IMO the Sonata manages to succeed to some extent. The Palisade and the Elantra, on the other hand, are full into origami mode.
    3
  1332. Your "friend's" experience doesn't match that of most (almost all) KIA owners. Among the highest rated brands in terms of reliability. Best warranties in the business. And the reason KIA (and Hyundai) can offer such long term warranties is that they seldom have to honor them.
    3
  1333. OMG. What is with the obsession with 0-60 performance where it's at best a minor aspect of a particular vehicle's mission? Acceleration from stationary to 60 mph in any vehicle can vary by one to three seconds depending on a driver's skill, the weather, the altitude, and the number of passengers in a car. And that's assuming the same car on the same strip of pavement. Yes, a vehicle that requires 12-20 seconds to reach freeway speeds might be a concern but since virtually all vehicles are capable of merging onto a freeway in less than 10 seconds (most in less than 8), the question of which is quicker (especially in vehicles where it's not an important issue) is an adolescent obsession. I can't avoid the conclusion that this concern comes mainly from those who wouldn't buy a compact CUV under any circumstances or who have to consider one as a result of a spouse's priorities.
    3
  1334. No doubt the new Corolla is a significant improvement over the last generation. Much like the current generation Camry that (with its V6) no longer deserves to be dismissed as a mere "appliance." Kudos to Toyota for that. On the other hand if I were in the market for a compact sedan I'd opt for the VW Jetta GLI for its GTI drive train, the Civic SI for performance, or the KIA Forte (Launch Edition) for comparable features (and more) at a lower price. I'm sure Toyota couldn't care less about my opinion, though. They'll sell boatloads of Corolla's.
    3
  1335.  @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.
    3
  1336.  @artagain8977  DIfferent strokes for different folks. I haven't driven the MK8 GTI yet but I have driven the Arteon with similar haptic controls and it took me about 15 minutes to adjust to their use.
    3
  1337.  @gabrieldetwiler7078  I was sad to see the Alltrack retired. As VW and most other automakers have found, Americans as a whole simply HATE wagons. Primarily (apparently) because drivers want the elevated seating of SUVs. No accounting for taste.
    3
  1338. Obviously Toyota believes that "60 is the new 40." And they better hope that's true. Especially since Avalon owners and potential customers have an annoying habit of dying before they buy another vehicle. A pattern that's only made worse by COVID-19.
    3
  1339.  @chocolatewheelchair  The "void the warranty" comment is made often but it represents a misunderstanding of reality. In fact, the warranty is voided only if a modification can be shown to directly result in a component failure. That won't necessarily result in a fix under warranty but numerous court cases support that interpretation. Furthermore, many VW dealers (including mine) actually offer tuning services and honor warranty claims without question. Finally, tuning companies such as APR offer low cost warranties that mimic the full factory warranty protection.
    3
  1340. It's actually considerably less daunting than EV automakers faced in "building out" the infrastructure for electric vehicles.
    3
  1341. The comparison to the MX5 is apt. Have a significant other who demands you give up your Miata dreams in favor of an SUV? Well, the MX3 is nearly as impractical on the SUV scale as the MX5 is on a family sedan scale.
    3
  1342. Shared components including engines and transmissions contains costs. KIA and Hyundai do a very good job on that score.
    3
  1343. Great fun. Absurdly overpriced. I"d opt for a Golf R at a price slightly less than the JCW Clubman without the $7000 mainly appearance package. But those who love Minis know their rocket powered roller skates cannot be compared to much of anything else.
    3
  1344.  @rodbee3992  Sales are dismal. Have been ever since its introduction. KIA dealers had no idea how to sell a European GT and they never learned.
    3
  1345. Definitely one of Mazda's most appealing vehicles. It would rank even higher if it weren't for the iconic MX-5. AWD is a definite plus for those with challenging winter driving conditions. From a spec point of view the torsion bar rear suspension is a downer but Mazda claims they can overcome its limitations with magic handling pixie dust the brand sprinkles on their vehicles. Reviews suggest they may be right. Of course, there will be the usual internet fanboy demands for a Mazdaspeed version of the "3" but Mazda will ignore them after looking at their balance sheets and CAFE scores. Personally, I'll stick with my GTI with more interior space and more power packaged in a vehicle that's about 8" shorter than the Mazda3 but others will differ.
    3
  1346. Didn't say it was rational. But pulling up to the country club in a Mazda isn't likely to impress one's friends. See Thorstein Veblen, "The Theory of the Leisure Class" for an explanation of "conspicuous consumption."
    3
  1347. One would have to be a fly on the wall in meetings of decision makers at Toyota to know the answer but I suspect that Toyota may have seen the chance to trounce the competition in the huge compact crossover market and establish sales leadership that will be extremely difficult for any competitor to match in the next few years. And it seems to have been successful, at least so far. The first quarter of 2020 was a sales disaster for the entire automotive industry. Actual sales were down 800,000 units compared to estimates at the beginning of the calendar year. Even in the highly competitive and marketplace leading mainstream compact crossover category overall sales were down 14% compared to the 2019 first quarter. But even with the near disappearance of vehicle sales when the COVID-19 pandemic hit the US in March, Toyota sold almost 100,000 RAV4's, UP16% (!) over the first quarter in 2019. In fact, only two of 42 compact crossovers had improved sales in the first three months of 2020. The RAV4 led the pack and the KIA Sportage increased its sales by 4%. Every other vehicle in the category had reduced sales. The NX undoubtedly generates a greater profit per unit sold than the RAV4 but while Toyota sold over 97,000 RAV4's in the first quarter, Lexus managed to move a few more than 11,000 NX's, a figure that was down 18% compared to the year before. The margin on each RAV4 is less than the NX but total profit dwarfs the Lexus. And as Toyota has demonstrated time and again, they like profit.
    3
  1348. 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.
    3
  1349. What Americans call the "midsize" crossover category is huge. In fact, it's actually two categories: a group of smaller vehicles that range from about 188" to 192" in length and group of larger crossovers that range from 195" to 203" long. Virtually every mainstream automaker except Mazda now offers a vehicle in each sub-category. Nearly all of the vehicles in small midsize group (except the KIA Sorento) are two row crossovers while the group of larger crossovers are nearly all 3 row vehicles. When VW decided to add a second midsize CUV to their lineup they had a ready candidate, the highly regarded 2nd generation Touareg with two rows of seats. Although it was the largest crossover VW offered in Europe, at 189" long it fit perfectly into the smaller midsize category in the US. However, bitter experience had taught VW two things about American consumers. First, they wanted BIG VW's in virtually every vehicle category. And second, Americans weren't willing to pay what Europeans routinely shell out for VWs. The Touareg had already been withdrawn from the US due to slow sales and replaced by the larger and less expensive Atlas built in Tennessee. So what to do? As Joe notes VW followed the example of Honda's Passport. Chop a few inches off the Atlas and eliminate the third row. Presto! The Cross Sport! And since the Cross Sport (like the Atlas) was destined solely for the North American market it could be built in the same plant in Tennessee as the Atlas. A win/win for VW. But it wasn't quite that simple. First, as Honda found with the Passport, simply eliminating some sheet metal did little to reduce production costs. As a result the MSRP of the Cross Sport and Atlas ended up being almost identical, an outcome similar to the Passport and the Pilot. Second, VW didn't forget that Americans want BIG VW's. So while Honda cut the length of the Pilot by 6" in the Passport, (196.5" vs 190.5"), VW eliminated less than 3" in the Cross Sport's length compared to the Atlas. (198.3" vs 195.5"). In fact, the Cross Sport is the largest 2 row crossover in the marketplace. So how to find a market for Cross Sport at essentially the same price and nearly the same size as the Atlas but without a third row? Honda dealt with the issue by giving the smaller Passport MORE total cargo space than the Pilot (100.7 cubic ft vs 82.1 cf). How they managed to do so is a physics problem left to the reader. (Different yard sticks?) VW took a different approach. They actually increased the second row seating space in the Cross Sport than the Atlas (3" or so more legroom) and gave it a sleeker, "sportier" profile with a sloping roof that reduced overall cargo space in the Cross Sport to 77.8 cubic ft compared to the Atlas' 96.8 cubic ft. VW apparently feels that single drivers, couples, and small families are willing to trade cargo space for looks and a bit more second row space. I suspect they're correct.
    3
  1350. Very impressive and clean looking vehicle, Joe. And at $65K it might be a "bargain." Have to say, though, that I'd be hesitant to buy any used high performance vehicle without knowing a LOT about its history and without the assurance of a longer term warranty. Information that isn't likely to be revealed by a CarFax and a warranty that's likely to be good for a relatively short time.
    3
  1351. Wow! Had no idea there were so many "rookie dope dealers" on waiting lists for Tellurides. Worth checking the lists at my local dealer where the waiting list for the SX trim is eight months.
    3
  1352. If other than the MX-5 Mazda produced nothing but crappy vehicles (and that's not the case), the company's existence would still be justified by the Miata alone. Kudos to Joe for the brief history lesson linking the MX-5 to classic British sports cars like the generations of the MG, Triumphs, and the Austin Healey 3000, among others. And kudos to Mazda for resisting the calls to install a larger engine (e.g. their 2.5L turbo four banger) or a turbocharger for the current engine that would add weight and upset the balance of the vehicle. No vehicle is perfect; design, engineering, and actual production are exercises in balancing priorities and reaching compromises. Given its mission, the Miata achieves an almost perfect balance among competing priorities. Living in the Pacific Northwest where the reputation for rain is overstated but the reputation for overcast cool gray days is not, I'd probably opt for the RF version of the MX-5. The roadster is undeniably more faithful to the tradition of a British sports car but the RF is a very clever engineering exercise with few penalties in terms of weight and open air driving. Further, I'm someone with a wife, a daughter, and a big dog. I'm love them all and most of the time I prefer to include at least two passengers when I go for a drive. My GTI is exceeds that minimum and the MX-5 would require disappointing at least two of them. Perhaps when the kid leaves home and the dog dies I'll be able to reconsider. Otherwise, what's lacking in the Miata? Just one thing as far as I can tell. C'mon Mazda, minimalism is one thing but how about cutting a hole in the dash and adding a true glove compartment. I could cope with the Mickey Mouse cup holders but even a tiny glove compartment would be a welcome addition.
    3
  1353.  @SDav21  You're correct in all respects. VW has found repeatedly that Americans are unwilling to pay what European consumers spend on VW's. Thus, in the US VW models are typically larger, less expensive, and less premium than comparable Eurospec models.
    2
  1354. Worth noting that the GTI in Europe does have dual injection (port and direct) that largely eliminates the carbon buildup problem on the valves. Also worth noting that this is the result of the more strict EU emission regulations compared to the US. In this country such refinements are left to the tender mercies of the manufacturers.
    2
  1355. It's longer, alright. But it has less interior and cargo space.
    2
  1356. The Telluride is aimed directly at the North American market and produced in Georgia. As far as I know it's not sold internationally at the present time. The Hyundai Palisade is designed for international markets.
    2
  1357.  @r.d.9399  Not likely that many will sit on the lot. My local VW dealer is receiving two Arteons for the 2019 calendar year. As already noted, VW sees the market for the Arteon as a niche.
    2
  1358. Honda/Acura builds very good cars. Unfortunately, the existence of the Acura MDX puts a ceiling on the features available in the (much larger volume) Honda Pilot. A point by point comparison of the Pilot to the new KIA Telluride at a similar price point ($46K USD) puts the Pilot to shame. And in the Pilot Elite trim, the MSRP is thousands more than the Telluride while providing no better overall content. The MDX is an excellent value for the luxury class but if Honda tries to match the Telluride's features in the Pilot it will not only exceed the price of the KIA to an even greater extent, it will encourage cross shopping with the MDX. Honda faces a challenging set of alternatives.
    2
  1359. Was all ready to order one until I heard about the weight of the key. For $120K I'd at least expect a titanium key fob :)
    2
  1360. Just look at a 4Runner and squint.
    2
  1361. Actually, it's more like the earlier golden age of electric cars around the turn of the 20th century when 1 out of 3 automobiles in the US was an electric vehicle.
    2
  1362. Is it the "ULTIMATE" 3-row SUV?" Uh...no. Lovely version of the Pilot and as long as you have a teenage kid you can assign to washing it daily it will look good.
    2
  1363. Ironically, the CX-9 is larger and much, much smaller. At 199" inches it's among the largest "midsize" crossovers. Only the Durango and the GM twins (Traverse and Enclave) are larger. The CX-9 is even larger than the humungous VW Atlas. At the same time, the CX-9 has less interior space than ANY midsize crossover. It's even smaller than the KIA Sorento in terms of overall cargo space and passenger space. (153 cubic feet of passenger space in the Sorento versus 134 cf in the CX-9). Total cargo space is less than a Subaru Forester! The CX-9 is very good looking due to the fact that the distance from the base of the windshield to the front bumper is over a foot longer (!) than the KIA Sorento while the interior space barely exceeds that of vehicles in the compact class. In short, the CX-9 is a triumph of form over function. A better and cheaper solution to achieving the same result when driving the CX-9 is a Viagra prescription.
    2
  1364. Have to agree that the Hyundai Santa Fe is a better overall value than the Tucson. But I wonder why Alex didn't mention the closely related KIA Sorento in the same breath. Same overall size. (The KIA is one inch longer.) Identical interior dimensions in terms of passenger space in the first and second rows and identical overall cargo space. Same transmission. Same AWD system. Same infotainment system. Same switch gear in the same locations as the Santa Fe's. Nearly identical curb weights. The major differences between the Santa Fe and the Sorento is the availability of a naturally aspirated V6 and a surprisingly accommodating third row of seating with more legroom than a Mazda CX-9 in the KIA. The top trim Sorento also offers somewhat higher grade interior appointments such as softer leather upholstery compared to the Santa Fe. The more recently updated Hyundai counters with a digital display and HUD in the "Ultimate" trim, a couple of valuable safety features (e.g. alert if children or pets are left in a closed car and a driver side door lockout if oncoming traffic is detected) and a lower MSRP for the top trim. In my experience, though, the KIA offers a considerably greater discount from a dealer for the top trim SX-L model. The Sorento is due for a significant update in 2020 and perhaps that's why it's seldom mentioned in recent comparisons despite having been a top pick among smaller midsize crossovers a year or two ago. But among "tweener" vehicles like the Santa Fe, Ford Edge, Honda Passport, Chevy Blazer, Subaru Outback, Nissan Murano, and Jeep Grand Cherokee it remains a vehicle worth consideration.
    2
  1365.  @njnikusha  Yeah, a KIA. Does the light bother you when you emerge from under your rock?
    2
  1366. So are we free to refer to the styles you guys love as appealing to adolescents?
    2
  1367.  @lsowner10  Not so. In the first place a warranty claim can be legally rejected only if a problem can be shown to have resulted from the tuning operation. Nevertheless, some dealers may refuse a warranty repair out of hand and force an owner to take action to have the warranty honored. Not surprisingly most owners don't want to deal with the hassle. If that's the case, however, numerous dealers are "tuner friendly"; some even are authorized tuning shops. And if that's not an available option, the tuning companies themselves offer an alternative full warranty that matches the factory warranty at a modest price. In my case, for example, I purchased my GTI from a tuner friendly dealer that is prepared to honor the VW warranty.
    2
  1368.  @6z_v430  Kinda true but it's complicated. The KIA, Hyundai, and Genesis brands are all owned by a umbrella conglomerate that retains the Hyundai name. Kia and Hyundai draw many of their parts from the same "bins." That's especially true of engines where Hyundai provides the engines and drivetrains for all three brands. However, design, marketing, and production for the three brands are completely separate.
    2
  1369.  @GPeterG-km1xj  I'm often amused by the arithmetic challenged folks who point to relatively strong (or weak) resale value of a particular brand/model without considering the original purchase price and maintenance/service costs. Consider a $60,000 vehicle that loses 40% of its value over five years compared to a $40,000 vehicle that loses 50% of its original value over the same period. In the first case, the vehicle has dropped $24,000 in value. In the second, the loss is $20,000. Want an expensive hobby? Lease or purchase a car for three years and then trade it in. Want a VERY expensive hobby? Lease or purchase a high priced vehicle and get rid of it in three or four years. Want to save money? Keep a car for seven years or more.
    2
  1370.  @GPeterG-km1xj  Actually, in my case it wasn't a "brand loyalty" discount. I follow a rule in negotiating a price for a car -- Never commit to trading in a vehicle until the cost without a trade-in is established. This prevents a dealer from playing games with the price depending on the existence of a trade-in. Negotiations can become very complicated if both a purchase price and a trade-in value are subject to change. And dealers are very skilled at changing those values to their advantage. In my case it was simply the case that the dealer was desperate for used Sorentos. They had a large sign in the showroom promising to pay "top dollar" for used Sorentos. The 2012 model I traded was sold to another customer 48 hours after I traded it in. It was a "win-win" for both the dealer and me. I got a good price for the car I traded in and the dealer sold it immediately for a $4000 profit.
    2
  1371.  @GPeterG-km1xj  The reason to separate the trade-in value from the out-the-door price of a vehicle is to prevent a dealer from playing games by, for example, dropping the asking price of a new vehicle and while low-balling the amount the dealer is willing to pay for a trade-in. Keeping the two transactions separate prevents such behavior.
    2
  1372. Unfortunately, along with Mazda's well earned reputation for engineering and building vehicles with pleasing driving dynamics, the company also has a well earned reputation for failing to make good on "rumors" and to miss actual introductions of promised models by years in some cases.
    2
  1373. Interesting and entertaining, gentlemen. Obviously, EV's continue to face challenges in terms of initial cost and range. But times are changing. It's no longer the case that one of the very few EV's could take on the Loveland Challenge without range anxiety. And the purchase price of the MINI, especially with tax incentives, makes it viable choice for many families as a second (or third) vehicle. We're a family with three drivers (me, my wife and our teenage daughter) and two vehicles, my daily driver, (a much loved GTI) and the family's road tripper and my wife's daily driver, a midsize SUV that's versatile enough for a variety of tasks including the occasional need to transport six or seven passengers. Sharing the GTI and SUV works fine for us at the moment but the kid will soon be commuting to college and a third vehicle would be a significant convenience. With that in mind, the MINI EV even with its limited range is an appealing alternative considering its purchase price and its excellent driving dynamics. A used car, of course, is a more economical option but considering the versatility and ownership costs of the MINI EV the extended lifespan and cushion of reliability for all three vehicles is a plus. We wouldn't be climbing mountains in the MINI EV but reducing the urban/suburban mileage on our other vehicles by 10K miles a year has a lot of appeal. Not to mention that I'd be more inclined to swap my GTI for the MINI on occasion. :)
    2
  1374. And every owner in America could hold an annual convention in the (small) ballroom of a local Holiday Inn.
    2
  1375. Goes beyond that, I think. Though I agree completely that the Prius is among the ugliest vehicles on the market. The shape of the Prius makes the interior space extremely functional and generous.
    2
  1376. And the price difference would have been at least $10,000 more.
    2
  1377.  @Starr-n5m  And in Korea, the K900 is the K9. Woof, woof. Be careful what you wish for. ;)
    2
  1378. Do you need sunglasses when you emerge from that rock you've been under for the last decade and a half?
    2
  1379.  @penvon  If I were making a "worst" list, the Ford EcoSport would top mine. Even so, the EcoSport is a deservedly popular vehicle in a number of non-US markets. Its size and shape make it an economical light commercial vehicle as well as a consumer vehicle. In places where streets are narrow and paved roads are less common the EcoSport makes a lot of sense especially at its price point. It's clearly just a cheap placeholder for Ford in the US small SUV category but its appeal elsewhere deserves to be noted.
    2
  1380. It's as if the headline on this video was reading my mind. Last year I was shopping for a replacement for my Stage I tuned MK6 GTI that I might share with my teenage daughter when she got her license. I looked carefully (and extensively) at the Accord 2.0L turbo, the Mazda6, the Camry V6 and the V6 Ford Fusion Sport. I would have seriously considered the Hyundai i30N as well. It had already received rave reviews but sadly wasn't available in the US. I think I understand why. Hyundai has apparently decided that the Sonata is a better platform for their performance sedan than the Elantra (the US nameplate for the i30) in North America. And in contrast to the Elantra "N line" vehicle, the Sonata offers substantially higher spec engine, transmission, and suspension components than the standard version of the vehicle. It appears that Hyundai believes the Veloster N is no threat to the Sonata N Line while the i30N could possibly cannibalize sales of the Sonata N LIne. As it happened I opted for a new GTI last year. It included all the safety and convenience features I was looking for in a vehicle to share with my daughter and I simply couldn't give up everything I loved about the GTI. But if I'm shopping for a new vehicle in a year or so, I'll be looking at the Sonata N Line.
    2
  1381. 93 Octane is very rare in the west. Here in Washington State it's almost unobtainable.
    2
  1382.  @PCSPITTER4NY  You need to catch up. In fact, according to carsalesbase.com Hyundai has sold about 36,000 Palisades in the first half of 2020, about 10,000 more than Telluride sales. That difference is due in large part to the fact that South Korea (where the Palisade is built) has done a far better job of coping with the effects of the COVID pandemic than the scandalous incompetence of the US (where the Telluride is built.) Explorer sales are inflated by at least one third as a result of their fleet sales, primarily to public agencies such as the police, while Tellurides and Palisades are sold virtually exclusively to individual consumers. Palisade and especially Telluride sales have been limited by supply issues. Explorer sales have been far less affected, especially their pre-ordered fleet sales. Virtually every Telluride and Palisade on dealer lots is quickly snapped up (or pre-ordered) while Ford dealers have an abundant supply of heavily discounted unsold Explorers on their lots. The rationale for combining Telluride and Palisade sales is that they are virtually the same vehicles at identical prices. Ford Explorers and Lincoln Aviators, on the other hand, are in separate market segments, altogether, with only a tiny MSRP overlap between the most expensive Explorer and the least expensive Aviator. Even if the Aviator sales (unaffected by fleet purchases) were included however, the 9700 Aviators sold in 2020 wouldn't change the picture very much. Sales of Explorers to individual consumers in the first half of 2020 amounted to (at most) 70,000 units, a figure that no doubt represents a considerable degree of brand loyalty for a vehicle that has been around for nearly three decades. The combined sales figures for the Palisade and Telluride, each a new vehicle without the cushion of repeat sales and significant supply chain issues, amounted to over 61,000 units. If you want to know which dealers are smiling and which are heavily discounting their vehicles, it's no contest.
    2
  1383.  @samthompson5178  Always great to hear from the peanut gallery. You can crawl back under your rock now.
    2
  1384.  @truthis_truthdoesntmatter  Of course you're entitled to your opinion. And I happen to agree that the Honda Accourd 2.0L Touring is a great car. I'd personally rank it as the top mainstream midsize sedan. But if you read what I wrote I didn't say you weren't entitled to your personal choice. I simply noted the market at which the Arteon is aimed.
    2
  1385. Question: There are about a dozen mainstream midsize 3 row unibody SUVs for sale in the US. What do the two worst selling vehicles have in common that nearly every other vehicle in the category does not share? Answer: The Subaru Ascent and the even slower selling Mazda CX-9 each has a single engine offering, a turbo 4 cylinder powerplant. That's not to say that the engine offerings are inadequate for most consumers but they're both long-in-the-tooth and lacking power compared to rivals. It's true that the latest KIA Sorento has dropped its V6 engine in favor of a 2.5L turbo 4. But the Sorento is 7" less in length than the Ascent and 10" shorter than the CX-9. And (in top trim) it weighs at least 300 lbs less than either the Ascent or the CX-9 All in all, while the Sorento is technically a "midsize" SUV many consumers apparently see it as a rival to compact vehicles like the RAV4 and the VW Tiguan. In short, both the Ascent and the CX-9 are no longer competitive in the midsize unibody SUV segment and their weak sales demonstrate it.
    2
  1386. OMG! That wide angle camera lens makes the trucks on the highway appear to be about 200 ft long. :) Odd not seeing Alex but you guys did a fine job.
    2
  1387. How could you not include the Hyundai i30N?
    2
  1388. You're right. The Civic Si and the Jetta GLI resemble one another. To the benefit of each. Want a vehicle that looks like it was designed to resemble a Mattel "Hot Wheels" toy? There's always the Civic Type R.
    2
  1389. KIA is among the best in assessing what their customers want and will pay for. If KIA doesn't offer a particular feature it's usually because they have solid market research to back up the decision.
    2
  1390. It has almost exactly the same cargo space as the HRV and much, much less than the CRV.
    2
  1391.  xrcrx ftfghjg  That depends on the individual, of course. But considering that a sport UTILITY vehicle is usually chosen for the UTILITY it provides, an especially limited amount of cargo space isn't exactly an outstanding feature. The CX-5 is not alone in sacrificing utility for style. The Mazda CX-9 has less cargo and passenger passenger space than the Kia Sorento, a midsize SUV that is more than 10 inches shorter in length.
    2
  1392. 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.
    2
  1393.  @johnmattiazzo3900  Excellent idea for consumers. Dealers, on the other hand, would find it very, very costly. And it's dealers who get to decide.
    2
  1394. Pleasantly surprised that VW didn't neuter the GTI engine and drive train for the GLI. Given that, electronic tuning of the engine and the DSG should give it the same significant boosts in HP and torque and custom shift points of the transmission available for the GTI. (Contrary to rumor, neither upgrade eliminates the VW six year warranty.) Personally, I prefer the GTI's more versatile hatchback design with more room for my big dog and more rear headroom. On the other hand, it appears the GLI may have more rear legroom. I must admit that the GLI's digital cockpit's eye candy makes me a little envious. Rumor had it that the US spec GTI would have it in 2019 but that didn't happen. Looks like it will be 2020 for that. For those who ride the Washington State ferries, the GTI is eligible for a fare discount while the GLI at seven inches longer is not. (How's that for an advantage that will make a difference to very, very few buyers.) All in all, both the GTI and GLI offer classic designs. Neither will appeal to 14 year old or older boy racers whose taste is that of a 14 year old but each will age well.
    2
  1395. My wife's Kia Sorento automatically lowers the side mirrors when the car is in reverse, as well.
    2
  1396.  @josephmcauley7605  It depends. If you have a manual you'll have to replace the clutch periodically or opt for a stronger one. And even with an upgraded clutch it may well begin to slip. With a DSG, however, there's no need. The transmission handles the additional power fine. When I had my MK6 tuned, the fellow who did it asked if it was MT or a DSG. When I said it was the latter he replied, "Good. We won't have to have THE TALK (about the clutch.)" ;)
    2
  1397. 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.
    2
  1398. Can't say I blame you but there aren't many folks out there who agree with us.
    2
  1399.  @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.
    2
  1400. A fine compact sedan. Personally, I prefer my GTI for a number of reasons including its greater versatility, resulting from a more compact profile coupled with greater overall cargo space, and features like rear seat HVAC vents where my big dog makes his second home. But those whose priorities lead them to consider a compact sport sedan rather than an iconic hatchback, the fact that the Jetta shares its engine and drive train with the GTI makes it a strong contender in the category. The Civic SI is also a fine compact sedan. But the smaller 1.5L engine and the availability of only a manual transmission versus the marvelous 2.0L EA888 motor and the option of VW dual clutch automated manual transmission are advantages, I think. And for those who value the feel of a European sports sedan, the Honda comes up short. I have only one major concern about the GLI and it has nothing to do with the vehicle, itself. VW has found repeatedly that American consumers prefer larger, less expensive VW's compared to Europeans. The European Passat was replaced by a larger, cheaper version in the US. The superb Touareg was dropped in the US and replaced by the Atlas, a vehicle designed for and built in the US. The first generation Tiguan was discontinued in the US (though it remains in Europe) and replaced by a larger, less expensive vehicle with the same name. (The American version of the Tiguan is known as the "All Space" in Europe where it's considered to be a "midsize" SUV.) The current generation Jetta is larger than its predecessor and isn't even available in Europe where consumers prefer hatchbacks to sedans. With VW's decision to drop the basic Golf in the US market, the only vehicles with specs close to their European counterparts are the GTI, the Golf R, and the Arteon. VW has promised the eighth generation GTI to be introduced in late 2021 in the US. But VW attempted to discontinue the Golf R in the US in 2018 until US dealers managed to reverse the decision and VW agreed to send only as many "R's" to the US as dealers had pre-order deposits on the model. VW later relented and exported more Golf R's to North America but it's still very much a "niche" model that VW may decide isn't worth the effort in the US. The Jetta lineup that includes the GLI drew over 100,000 customers in the US in 2019 compared to 37,000 Golf sales, two-thirds of which were GTI's. The pattern continues in 2020 with 22,000 Jettas sold in the first quarter compared to 7700 Golfs including GTI's. Thus, it's possible that VW may decide that the GLI is an acceptable (larger and less expensive) American replacement for the GTI. The fact that VW has shifted their attention to SUV's in the US market only reinforces the suspicion that a "streamlined" car lineup would make sense from a corporate standpoint.
    2
  1401. "Oodles" of overall cargo space??? I don't think so. At 199" in length the CX-9 is among the largest midsize 3 row crossovers. (Two inches or so longer than the Telluride, almost an inch longer than the VW Atlas, and exceeded in length only by the the Dodge Durango and the Chevy Traverse.) Overall cargo space is 71.2 cubic ft. Less than a Honda CR-V! The Telluride offers 87 cubic ft and the Atlas provides nearly 97 cubic ft. With all three rows dedicated to passengers the CX-9 offers only 14.4 cubic ft of cargo space compared to 21 cubic ft in the Telluride and 20.6 cf in the Atlas. At least that's more than the KIA Sorento (11 cf) but the Sorento is 10" shorter than the CX-9. As far as passenger space is concerned, the CX-9 is similarly challenged. It offers 135.1 cubic ft of overall passenger space. A KIA Sorento provides 151 cubic ft. Most midsize 3 row crossovers are challenged in terms of 3rd row space but the CX-9 ranks near the bottom of the list with 29.7" of legroom. The KIA Sorento has 31.7". Only the Toyota Highlander provides less at 27.7". The Mustang's back seat has 30" of rear seat legroom. Ever tried to put an adult in the back seat of a Mustang? Mazda claims they offer only a turbo 4 banger and a six speed transmission in the CX-9 because it doesn't need more power or better economy. The fact is that as the smallest independent mainstream manufacturer Mazda has to make do with the same engine/transmission combination in the CX-9, CX-5 and Mazda6, the latter two of which are far more appropriate homes for that engine/transmission combination. Mazda builds some excellent vehicles. The CX-9 isn't one of them. And that's why the CX-9 ranked at the very bottom of sales of all mainstream 3 row SUV's in North America in 2019.
    2
  1402. @Pika Pika I don't own a Hyundai. Never have. Of course if you have any actual FACTS that contradict my comments, feel free to post them...Thought not.
    2
  1403.  @affinity3281  It isn't much of a trick to figure it out. A long hood and relatively shot rear deck is a design that sports car designers have used for about a hundred years to suggest potency and strong performance. As Freud noted, "Sometimes a cigar is just a cigar," but in this case it's a fairly obvious image.
    2
  1404. @Pika Pika This is getting silly. I'm not "choos(ing) ppl's opinion," whatever that means. The facts are (a) Mazdas as a brand drive well, (b) the CX-9 is widely praised for its looks, (c) it has the most cramped interior, for both people and cargo, of any midsize crossover, and (d) it has miserable sales figures. It doesn't take a genius to conclude that "c" is a major reason for "d".
    2
  1405.  @mikem2253  Facts? Here are some. The engine fires you're talking about aren't "random." The vehicles affected are the 2010–2015 Kia Soul; 2011–2014 Hyundai Sonata, Sonata hybrid, and Santa Fe; Kia Optima, Optima hybrid, and Sorento; and 2013–2014 Hyundai Santa Fe Sport with 4 cylinder engines. That's a total of 2,985,010 cars in the U.S. Of those 3 million cars sold between 2010 and 2015 a total of 3125 engine fires were investigated by the NHTSA. That's a serious problem for the ONE out a THOUSAND owners of those vehicles. It was even more serious for the 103 injuries and one death reported by owners of those vehicles. In other words 3 out of 100,000 vehicles with injuries and 0.000003% that resulted in a death. Incidentally, although the the class action suit you cited covers some vehicles that were sold as late as the 2018 model year, none of the fires were reported in vehicles manufactured after 2015. Now perhaps you and your neighbor are among the small group of people who either experienced one of these incidents or had a neighbor who did. I'm skeptical but it's certainly possible. In any event, though, your neighbor experienced at most a one in a thousand event. And perhaps your neighbor should have taken advantage of a the recall of vehicles that Hyundai provided in 2017.
    2
  1406.  @mikem2253  Well, you're free to make that choice, of course. But if you're that risk averse I suggest you stay inside during thunderstorms, avoid crossing streets on foot, and eliminate a wide range of human activities that involve far more actual risk than driving a Hyundai or a KIA. Up to you. Furthermore, if it's the actual risk to your family that concerns you, keep in mind that's not a one in a thousand chance. That applies to 0.000003% of the vehicles involved. But take heart. None of the vehicles involved have been sold in the last five years.
    2
  1407.  @mezzb  Another geezer here. Could never understand the great advantage of adaptive cruise control until I bought a 2018 Kia Sorento. Now I'd never do without it on any vehicle I drive for more than a few hours at a time. Reduces the number of stops by at least a third and makes long freeway slogs MUCH more relaxing. Blind sport monitoring and automated emergency braking? Yes, please. Not just for me but for all the idiots I share the road with.
    2
  1408. 5000 lb tow rating? Is that because of the hybrid drive train or some other aspect of the Interceptor? Most 2020 Explorers are rated at 5600 lbs. Not a big difference, of course, but even the 5600 lb tow rating is a bit disappointing in the new RWD and rear-biased AWD "civilian" Explorer, especially compared to vehicles like the Dodge Durango and some versions of the Jeep Grand Cherokee, not to mention the larger body-on-frame SUV's.
    2
  1409. Judging by demand in the US Pacific Northwest you'll almost certainly have to wait until demand dies down to get a Telluride if you're looking for a top SX trim (equivalent to SX-L in Canada). The waiting list in the Puget Sound area is eight months if you order today. As far as dealers putting "market adjustment" stickers on the Telluride, that varies by dealer and country. It's illegal to charge over MSRP in Canada (which of course doesn't mean it doesn't happen). In the US it's legal but not all dealers engage in the practice even with vehicles in high demand. My KIA dealer, for example, does not charge over MSRP. But again that doesn't necessarily mean that offering over MSRP would not result in a higher spot on the Telluride waiting list.
    2
  1410. Earlier this year I began looking for a replacement for my much loved 2013 MK6 GTI . I have a teenage daughter who'll be driving in a year or so and is dreaming of having her own car. That ain't happening but I am willing to share my daily driver with her so we began looking at alternatives with the various safety/convenience features I wanted (mainly) for her. Had to axe the Mazda MX5 almost immediately. I love it but with a spouse, a daughter, and a big dog, I didn't want to have choose only one to share a ride with. So a back seat (even a torture chamber) was a necessity. And for reasons too complicated to explain, it had have an automatic transmission. The Suba-yota BRZ/86 barely met the backseat requirement but like the MX5 the idea of an AT in the BRZ/86 seemed heresy. With those alternatives out of the way my daughter undertook a serious lobbying effort for a Mustang or a Camaro. I didn't relish either of us trying to drive a car with driver visibility resembling that of a deep bathtub so I nixed the Camaro. That left the Mustang. I hadn't seriously considered it before, being more a fan of classic European designs than American muscle cars. I gave up stoplight drag racing many years ago and the 5.0L GT has no real advantage in the mountain driving I prefer. Practicality in the Pacific Northwest (US version) nixed the convertible so we looked at the 2.3L turbo Mustang fasback. LIke Paul, I was seriously impressed. Visibility isn't great, especially for someone accustomed to a GTI, but it's acceptable. My daughter promised that the backseat was perfectly acceptable for her. (I was skeptical since she whines when she's relegated to the backseat of the GTI but I understood her enthusiasm for the Mustang.) The dog was less enthusiastic but grudgingly accepted the Mustang backseat once he was coaxed to get in. Otherwise, the Mustang had some outstanding features. With the "performance package," independent rear suspension, and magnetic dampers it was quick, fast, and handled in a near European manner. I haven't had a RWD vehicle since a Mazda RX8 (flawed but loved) and it felt good. The 10 speed AT was well programmed and matched to the engine. Driven sanely, the fuel efficiency was better than I would expect. Interior appointments were, as Paul notes, less than completely stellar but the optional driver's electronic cockpit and the Sync3 infotainment system provided eye candy and functionality. All in all, I think it's an excellent (if often overlooked) version of a classic Mustang. Not having the "GT" badge on the trunk lid will prompt jeers from some Mustang fanboys but if one isn't insecure about his manhood, it's an excellent choice. Sadly for my daughter her dad's practical side, limited room in our two car garage, and his love of the GTI meant that I purchased a 2018 GTI Autobahn to replace the 2013 version. It was a tough decision but a $6000 discount on the VW eased it considerably. Not as quick as the Mustang but easily (and economically) tuned to provide all the power I (or my daughter) will ever need. All the safety/convenience features I was looking for and a DSG transmission that provides an excellent manual option. All in all, it was the best choice for us.
    2
  1411. VW is very risk averse in offering models in the US that are likely to cannibalize Audi sales.
    2
  1412. Unless you consider the RAV4 and CRV "subcompact" crossovers, the Sportage is NOT a "subcompact crossover." (0:46). At 183.5" long, it's the upper reaches of the compact crossover category.
    2
  1413. 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.
    2
  1414.  @krane15 "No market?" I must be imagining that GTI (my second) sitting in my garage.
    2
  1415. I own the exact model Joe reviews here. I also owned the last MK6 model (2013) built in Germany on the older platform. Put nearly 80K miles on the 2013 model, 40K of those miles with a Stage I APR tune. It was a great car and never gave me a single problem in over five years. The MK7.5 built in Mexico on the MQB platform is better. Purchased it fully loaded last year for $32,043 plus tax, title, and license in the Seattle area. Considering the $30K asking price for a used GTI Joe cites, that makes the depreciation almost negligible. Some additional thoughts. () True engine performance. VW is famous (or infamous) for underrating the HP and torque of their vehicles. They measure power at the wheels rather than the more common measurement at the crank and still underestimate the engine's performance. Why? Most observers believe it's because insurance rates and taxes on cars in Europe are based in part on HP/Torque figures. Considering that Europeans willingly pay well over $50,000 (at exchange rates) for an Autobahn trim GTI, every bit of savings in cost of ownership is appreciated. A stock US spec GTI is closer to 250 HP and 270 ft lbs of torque compared to rivals. () ECU Tuning. A Stage I ECU tune from APR and upgraded intake runs less than $1000. The effect is to raise the HP and Torque figures close to 300. Contrary to popular misconceptions, a Stage I tune does NOT invalidate a warranty claim unless an issue can be shown to directly result from the tune, itself. And if you're still worried APR provides a backup warranty that covers the vehicle for a few hundred bucks. There are, however, some factors to consider. Tire life and fuel economy will be reduced if one takes advantage of the additional power. And if the vehicle has a manual transmission periodic replacement or a significant upgrade in the clutch are called for. (Not true of the DSG.) After tuning my 2013 GTI with a DSG I found that my fuel economy dropped about 2-3 mpg's (26 to 23) and my tires needed replacement after about 40K miles. Considering the power boost it was well worth it. () GTI versus other "hot hatches." The GTI is neither as quick nor as fast as some rivals available in North America. The Civic Type R is an obvious alternative. But for those of us who prefer not to drive a full size version of a Hot Wheels toy, it's just too embarrassing to own. It's a tribute to Honda's engineering. Its overall looks appear to have been designed to appeal to 10 year old and internet fanboys. The Veloster N is an impressive track toy and if one can be had at anything close to its MSRP it's a serious competitor. (From my experience that's a forlorn hope.) But there's no comparison in terms of the quality of the interior appointments and the versatility of the vehicles. The Veloster looks and feels like an economy car inside. Not even close to the feel of the GTI nor the visibility from the driver's seat. The GTI provides 54 cubic ft of overall cargo space compared to the Veloster's slightly more than 40. And even more importantly, the GTI cargo space is shaped like a large box; the Veloster has a much smaller hatch opening and less usable space inside. Finally, the Veloster has three doors; the GTI has four. Kudos to the Veloster for providing at least some access for more than two passengers but it still falls short of the GTI. Mr Biermann and his colleagues deserve credit for delivering a near track ready vehicle straight from the showroom. Unfortunately their i30N with similar performance credentials and far more versatility isn't available in North America. Then there's the Golf R. An awesome vehicle. In stock form its power and performance far surpasses a GTI. But (at least here in the Pacific Northwest) discounts from MSRP are virtually non-existent and "market adjustment" stickers are common. When I shopped last year the best price I found for an "R" was $10,000 more than I paid for a top trim GTI. Furthermore, its curb weight is about 250 lbs more than a GTI. That's like carrying an NFL linebacker in the back seat of the "R". The "R's" power advantage in stock form makes up for that and at less than 3400 lbs the "R" is still comparatively light but the GTI feels undeniably more nimble. The R's 4Motion AWD is an excellent feature in some situations but it's a reactive system and isn't engaged unless wheel slip is detected. In most situations it's a FWD vehicle. The "R" doesn't offer a sunroof. That may be unimportant or even an advantage for some but here in the Pacific Northwest getting some light into the Golf's dark cabin on overcast days is a real plus. For some the "R" is well worth the premium price. Not for me. () Random Thoughts. Living in Florida I'm guessing that Joe has more use for transporting Twinkies than skis but the pass through in the rear seat is able to accommodate the latter on a trip to the mountains. Furthermore, in a vehicle only 14' long, it earns a discount on Washington State's ferry fares. Not an insignificant benefit if you live on an island in the Puget Sound as I do. I know that's a personal benefit that few others will experience. But it does suggest how remarkably versatile the GTI is. Joe doesn't say how many miles are on the 2018 GTI's tires he's reviewing but the wheel hop and issues of putting down power could be eliminated with new and better tires. I'd recommend Michelin Pilot Sports. They make a significant difference in overall handling. And perhaps because I'm accustomed to the GTI and have driven FWD vehicles for years I don't notice torque steer at all. The GTI's electronic LSD (standard on the Autobahn in 2018 and on all GTI's in 2019) eliminates the issue. Don't like the small plastic shift paddles on the DSG GTI? A few bucks replaces them with excellent aftermarket large, metal paddles. And a feature almost never mentioned in reviews is the fact that the center console is ratcheted, making it possible to raise the front edge to a comfortable height for almost anyone's elbow. Much ignored and much appreciated. Waiting to see what VW offers on the forthcoming MK8 is an option but I doubt we'll see that model until the end of 2020 and perhaps later. It will be more expensive and unless the 2020 election results in a change in administrations or someone is able to teach the current occupant of the White House the basics of fifth grade economics, the MK8 may be much more expensive or not available.
    2
  1416.  @kenhoward3512  I own multiple vehicles and I drive a lot. I also share vehicles with my spouse. Two of the vehicles I've owned are GTI's, a car that has supposedly suffered from carbon buildup due to its direct injection. In that context, it's worth noting that I frequent several VW enthusiast sites where complaints about carbon buildup are exceedingly rare, so rare in fact as to be almost non-existent. That's likely because regular maintenance (e.g. synthetic oil changes every 5000 miles, periodic spark plug replacement and cleaning of fuel injectors, etc.), something that enthusiasts generally practice, significantly reduces the occurrence of the problem in the first place. Finally,, it's worth noting that there's no free lunch in terms of automotive engineering. Compared to port injection direct injection has demonstrable benefits in terms of both fuel efficiency and performance. Dual injection reduces those advantages. Toyota recognizes that their customer base is made up of millions of owners who think of their cars as appliances and pay little attention to recommended maintenance. And for that reason they protect they prioritize engineering choices that protect the brand's reputation for reliability. As I said before, "Pay your money and take your choice."
    2
  1417.  @RafaelPernia  One can always save a bundle if you can find a nearly new vehicle from any brand. However, it's worth noting that the bumper-to-bumper warranty on the KIA as well as the longer power train warranty only extends to 5 years and 60K miles from the original purchase when the car is purchased as a used car.
    2
  1418.  @RafaelPernia  That's true but the difference is not as great as you might think, at least not here in the US Pacific Northwest. Last year I traded a 2012 KIA Sorento for a new model. The dealer gave me a trade-in price within $800 of the Kelly Blue Book trade-in estimate of an equivalent 2012 Toyota Highlander. Considering I paid about $6000 less for the 2012 model than the best offer I received from a Toyota dealer I made out like a bandit. And the dealer did quite well, too. He sold my 2012 vehicle for almost $3000 more than he paid me within 48 hours.
    2
  1419.  @canadabear72  Hey, John. Thanks for the compliment. I do tend to drone on and on in some comments but I find there's always more to say once I start. ;) As for the forthcoming KIA models I doubt we'll see the Mohave. But who knows? KIA may decide to take on Jeep. By the way, the "Mohave" is a similar misspelling of the name as the Sorento that drops an "r" from the name of the city in Italy. In this case it's the substitution of an "h" for the "j" in the name of the desert. That's ok. I'm sure I would be challenged to come up with a correct spelling of Korean locations. And KIA even finds it difficult to spell Seoul correctly. :) As for the new Sorento I'm almost afraid to see what will be on offer. I managed to hold on to my first Sorento for six years before finally succumbing to all the new features and improvements of the vehicle last year. My wife would divorce me if I suggested we replace her beloved daily driver again so soon. Both the Optima and the Sportage are certainly due for major updates. In a shrinking but highly competitive midsize sedan segment the Optima will have some major challenges from the Accord, Camry, and Mazda6. The same is true for the Sportage. (Correctly pronounced Spor-Tahze' , I'm told.) Competition in the compact crossover segment is more than fierce. As for the Seltos it looks like the US will get a version of it in 2020 with nowhere near the options, especially in terms of diesel powerplants, that are available internationally. It's certainly an attractive sub-compact SUV and I applaud KIA for putting the headlights where they belong rather than just above the bumper where they're so much more vulnerable. (Lookin' at you, Hyundai Kona.) Have to admit though that I find the entire category of sub-compact SUV's to be a puzzling set of what appear to be hatchbacks on stilts. I"ll stick with my GTI. :)
    2
  1420. If you want to turn heads, get an Aztec.
    2
  1421. On a separate topic. I really appreciate Alex' references to dual clutch transmissions as "automated manuals." It's both technically accurate and a very useful distinction compared to conventional torque converter automatic transmissions and CVT's. Over multiple decades I had never been without at least one manual transmission vehicle in my garage until I purchased a GTI with its DSG in 2013. When I replaced that MK6 GTI with a MK7.5 version I didn't hesitate to opt for a dual clutch transmission again. I find it to be an ideal compromise between the control I can exercise when I place the transmission in manual mode and the performance and convenience of allowing the DSG "robot" to do the shifting when I choose.
    2
  1422.  @canadabear72  You're right, John. The key phrase is "comparably equipped." I'd add a couple of points. First, manufacturers often tout an MSRP for a base model that few customers actually purchase and are scarce (or even non-existent) on dealer lots. It's a way to draw customers into showrooms where mid-level and top trim loaded models are the rule. Second, MSRP's are, at best, a rough guide to the real world price of a vehicle. For example, I purchased a fully loaded, top trim Sorento in the first quarter of 2018 for about $8000 less than the MSRP. A few months later I purchased a top trim VW GTI for about $6000 less than MSRP. When I'm at an early stage of shopping I usually compare top trims of competing vehicles since it provides a rough guide to price points and the features of each. But if I'm serious about a vehicle, I dig into the details of what each offers in terms of my personal priorities and what a particular dealer is willing to take for that vehicle. That's called a "negotiation" and it only happens when a dealer has some assurance you'll actually purchase a vehicle.
    2
  1423.  @Wasabi9111  I own a Sorento and I've driven the new Santa Fe, though not extensively. My local KIA and Hyundai dealers are part of the same dealership group so I prevail on them from time to time to try out an interesting model even when I'm not in the market. They probably think they can convince me to trade in the Sorento for something else. But they haven't reckoned with my wife. It's her daily driver and I dread the day that I try to convince her to move on. I'd say the Sorento is quieter though the Santa Fe is not objectionably loud. Several reviewers have commented on how quiet the Sorento is. One noted it was like being in a "vault." I'd agree with that. It's a very relaxing long tripper, especially with adaptive cruise control. (Frankly, I never thought that feature was important. After having it, I wouldn't do without it on long freeway slogs, especially in heavy traffic.) Like many drivers I'm suspicious of "semi-autonomous" driving. But short of that I'd say the Sorento is the most relaxing long tripper I've ever owned. The quiet cabin combined with ACC probably adds at least an hour to the time between stops. To the extent that there's a difference between the two vehicles, it may come from better isolation from the sound of the naturally aspirated V6 versus the Santa Fe's turbo 4. The more linear power delivery of the V6 is just a bit easier to live with both in terms of driving dynamics and in sound isolation. Bottom line, I think, is that either one is among the best in the class for a quiet interior. The Sorento, at least to my ear, is a bit better.
    2
  1424.  @canadabear72  So true, John. I make it a practice to visit at least three dealers before sitting down to seriously negotiate a deal for a particular vehicle. Though dealers are understandably cagey about giving a bottom line price before a serious negotiation, I can usually tell which is most likely to offer the best overall deal. And if a dealer won't meet my offer I'm happy to walk away and try another.
    2
  1425. No doubt. Then US consumers can complain about the features we don't get that are available on the MK8 in Europe. :)
    2
  1426.  @kevinW826  I've heard that. And it may help the anemic sales of the Mazda6. (21K units in 2019.) But as far as I know there is no estimate of the release date for that model. And even if I'm wrong, the extremely uncertain economic forecasts that are likely to be impacted by COVID-19 well into 2021 or 2022 may well upset those plans.
    2
  1427.  Col. Douglas Mortimer  That's one perspective. It applies equally well to the Swedish manufacturer Saab, a pioneer in both safety and offering small displacement high performance 4 cylinder turbo engines. You might have trouble finding a Saab, though. The firm was first absorbed by GM and then died altogether as a result of dismal sales.
    2
  1428.  @kellingtonlink956  Thanks. I write for a living. Primarily market research analysis and product development. The focus on automobiles from that perspective is a long standing hobby.
    2
  1429.  @foxhounduk2k8  If Subaru's target customers were limited to "retired dentists, architects, and college professors," they wouldn't be in business very long. The fact is that the overwhelming majority of buyers couldn't care less about the behavior of the "gearbox," especially those who aren't self-proclaimed "enthusiasts," as long as it meets their needs. Don't like it? Limit your choices to a few brands/models meant to appeal to "enthusiasts."
    2
  1430. Chinese? Not unless Puebla, Mexico has been annexed by Beijing.
    2
  1431. Living the Pacific Northwest where messy driving conditions and winding back roads are far more common than in, say, Florida or Texas, I and many of my fellow residents consider AWD in an SUV to more or less essential. So I, too, was somewhat surprised and disappointed to see that KIA is limiting the hybrid model to a front-wheel-drive configuration. But I think I know the answer. At least for the short term. KIA obviously benchmarked the Highlander hybrid in the design of the Sorento hybrid. They aimed for equal or better fuel economy, better performance, and a lower price. Mission accomplished in part by saving 300-400 lbs in curb weight compared to the Highlander and limiting trim levels to those meant to appeal to a budget shopper. The price advantage of the Sorento is huge. Offering AWD would eliminate between $1800 and $2000 in MSRP savings. Does the same logic hold for the plug-in hybrid? I don't think so. PHEVs compared to conventional hybrids, I think, are aimed at a somewhat higher income demographic and buyers for whom near cutting edge tech and other features are especially appealing. It will be interesting to see how KIA's trio of ICE, hybrid, and PHEV vehicles perform in the marketplace.
    2
  1432.  @ALMX5DP  Sorry. I'm skeptical that "privacy concerns" is Toyota's rationale for failing to offer Android Auto. And if they want to stick to that story how about offering it as an option?
    2
  1433. 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.
    2
  1434.  @michaeldaude6374  Very different vehicles. Americans are obsessed with on-paper HP specs. Europeans tend to focus on actual performance on well maintained freeways and secondary roads that follow the tracks of roads that have been there for hundreds of years. The AWD Arteon is designed to cruise all day on the Autobahn at speeds well over 100 mph. Toyota faces no such challenges with the Camry. The Arteon is a classic GT sedan. The Camry is an American family sedan. Pay your money and take your choice.
    2
  1435.  @michaeldaude6374  :) Yup. I should have added, though, that you'll likely pay more for the Arteon than the Camry.
    2
  1436. Perhaps the extra size and space is "really not that big of a deal" to you but the Passport is in another size category above "compact" SUV's while smaller than many midsize SUV's. That is a big deal for many consumers.
    2
  1437.  @davechurch1661  Different strokes for different folks. I'm sure you WOULD prefer that the Passport were priced just a bit higher than the CR-V. But Honda's goal is turning a profit; satisfying customers is just a means to that end, not an end in itself. Honda believes (and I think they're right) that there's a market segment that wants something somewhat smaller than the average three row crossover but with all the same bells, whistles, and performance and they're willing to pay close to or even the same price for vehicles that are more maneuverable and easy to fit in a suburban garage.
    2
  1438.  @caffeineisking8132  Can you say "chip shortage"? I knew you could.
    2
  1439. @Jason Sorry, buddy. But I don't think you understand how a dual clutch transmission works. It's not an automatic; it's an (optionally) automated manual transmission. In manual mode my GTI can be upshifted or downshifted either from the paddles or from the gear selector. In over 40 years of driving I always had at least one MT vehicle in my garage until I purchased a GTI /DSG in 2012. I recently bought my second one. I typically drive it exactly as I would a manual transmission vehicle, shifting when I please and downshifting as I need to do so. The only difference between the DSG and a manual transmission is that the transmission handles the clutch action. And when I come to a stop, the DSG automatically downshifts to second and then to first as I come to a stop. So yes, I do miss the "thrill" of manual downshifting when I come to a stop, but that's it. In return, I don't wear out a clutch in my performance tuned GTI. And when I'm stuck in traffic on the freeway at 5-25 mph I can let the transmission do the shifting if I please.
    2
  1440.  @NukePooch1  I've purchased two Kia Sorentos in the last decade and dealt with nearly a dozen KIA dealerships over that time. In my experience the "experience" varies widely. In the last few years KIA has undertaken a concerted effort to improve both sales and service behavior among their dealers but old habits apparently die hard among some dealers whose past behavior focused on hard sell tactics aimed at "budget" conscious customers. My current dealer is quite satisfactory both on the sales and service side but I can certainly understand your complaint. If you care to do so sharing your experience with KIA directly would probably be appreciated. I know they've solicited my opinion on several occasions.
    2
  1441.  @NukePooch1  Can't blame you for that. Interestingly, I face exactly the opposite situation. The KIA and Hyundai dealers in my local area are each part of the same dealer ownership group and located about a block from one another. While the KIA dealership is new, bright, and staffed by salespeople who have obviously been taught how to deal with the "new Kia" customer base, the Hyundai dealership is small, dark, and staffed with salespeople of the "What can I do to put you in a car today?" and "Let me show you the invoice" variety. "Can I have your keys? We'll just give you a quick quote on a trade-in." Argggghhhhh.
    2
  1442.  @yippie6862  My wife said she felt like she was steering a very long outboard from the stern. :)
    2
  1443.  @afcgeo882  It may be true that VW doesn't rank as high as other brands in terms of reliability, especially in years prior to 2015, but as you pointed out, "...The most unreliable brand’s reliability percentage and the most reliable brand’s reliability percentage are within 6% of each other, making those considerations pretty mute."
    2
  1444.  @joerapo  Care to share which manufacturers you feel are planning ahead by a century? You're certainly right about rising vehicle prices. I'm about twice your age and remember when a Jaguar E-Type sold for $6000. A Ford sedan went for about $2K. It would be great if vehicles followed the same trends as computer technology. I've been buying personal computers for almost as long as you've been on earth and I replace them every two years, or so. Each time I pay about the same price (literally the same price, not even adjusted for inflation) and the performance storage is always at least double the computer I'm replacing. However, while computers have gotten cheaper and cheaper in real terms, if I experienced a failure in an automobile as often as I encounter a system crash on my current computer, I'd never be able to make it to the office on a regular basis. :) In fact, we sometimes forget just how much more reliable, durable, safer, and better performing automobiles are today compared to even a couple of decades ago. In the distant past when I was in high school and "dinosaur crossing" signs dotted the highway driving a car to 100K miles merited a small item in the local newspaper. I owned a 1970 Saab that literally rusted in two from the salt on Michigan roads in the winter. Since the 1960's deaths from accidents have dropped to less than a third of what they were at that time in terms of miles driven on US highways. And that's not because drivers are better or cars don't provide the same performance they did in those days. It wasn't too long ago that a 0-60 time of less than 10 seconds was the sign of a true performance automobile. Now it's almost too slow for a vehicle to merge onto a freeway. More folks live longer and drive more miles faster with much less risk than was the case not too long ago. And all of these factors figure into the cost of an automobile. Just food for thought, my friend. I don't expect it to make you feel any better when you try budget an auto purchase. :)
    2
  1445.  @Varekai0723  Can't cite the brands/models but some luxury vehicles have that feature. And stop citing the obvious superiority of vehicles sold in Canada. It's not limited to Mazdas and it only prompts envy among US consumers. There's already too much international tension. :)
    2
  1446. The Crosstrek's first row legroom is especially generous at 43.1". But that eats into the 2nd row legroom that's especially cramped compared to rivals (36.5"). So compared to the Seltos (41.4"/38.0") the dimensions are almost identical (79.4" vs 79.6") The combined legroom is especially important because the adjustable legroom in the first row enables allocations as needed between the first and second rows.
    2
  1447. I'm always amused by blanket universal statements about what is undoubtedly the most subjective, individual aspect of an automobile, its overall looks. There's nothing wrong with expressing a personal opinion, of course, but some recognition of its subjectivity would be refreshing.
    2
  1448. The promised availability of the basic MK8 Golf in Canada is only one of numerous examples of VW favoring Canada over the years. I've long believed that someone at VW Canada has embarrassing photos of German VW executives. Seriously, though, Canada has a couple of major advantages over the US as far as VW is concerned. First, as noted in the video basic Golfs are relatively more popular in Canada. I suspect that stems in large part from the popularity of Euro spec vehicles in Quebec. While much of the rest of Canada's market resembles the US, consumers in Quebec take their cues and share the tastes of Europeans. Thus, VW is putting its faith in the US solely in the Jetta, a vehicle not even sold in Europe, while Canada will get the MK8 Golf as well as the Jetta. Secondly, Canada, of course, is a much smaller market than the US. VW can meet the demand for Euro spec vehicles in Canada far more easily than supplying VW dealers throughout the US. That difference has come up repeatedly, most recently in the dynamic chassis control (DCC) on all Canadian GLI's while only the limited "35th Anniversary" edition includes it in the US. It's not even available on the top trim Autobahn. I'm sorry to see the Golf disappear from the US market but I'm not surprised. The GTI reportedly outsells the base Golf by about 2 to 1. And the Golf shares the price premium compared to its rivals that's common to various VW models. It's a great little car but Americans have demonstrated over and over again that they prefer larger, cheaper VW's than Europeans and are reluctant to pay for the sort of driving experience Euro spec VW's offer. Here's hoping VW continues to support the GTI and Golf R in the US. But the signs are worrisome.
    2
  1449. Your comment is not the first I've seen to express reservations about the DCT, Peter. I'm a huge fan of DCT ("automated manual") transmissions and put about 70K miles on my 2013 GTI and currently another 10K on my 2018 Autobahn/DSG. (DSG=DCT) with nary a "fumble," much less a real issue. And about 30K of the miles on my MK6 GTI were with an APR Stage I tune. The DSG eliminated the need to upgrade/replace the clutch in the GTI. All in all, I think it's the consensus that VW's dual clutch transmissions are the gold standard. As far as carbon buildup in GDI engines is concerned, the evidence suggests it's an overblown issue, even for VW engines and almost non-existent for the Korean brands. It is the case that the 2.0L turbo VW engine thought to suffer from the problem has been modified in Europe to a dual injection design but that appears to be a response to tighter emission standards in Europe than in the US rather than widespread "carbon buildup" issues.
    2
  1450. 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.
    2
  1451. 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.
    2
  1452. It's not surprising to see VW introduce another midsize crossover with two rather than three rows of seating. Somewhat smaller than their 3 row cousins, they're somewhat shorter (though still "midsize), more maneuverable, and a somewhat lighter than their 3 row siblings. So Honda has the Passport as an alternative to the Pilot. Ford has the Edge as well as the Explorer. Chevy has the Blazer as well as the Traverse. Subaru offers the Outback as well as the Ascent. Hyundai has the Santa Fe as well as the Palisade and KIA has the Sorento to accompany the Telluride. (Though the Sorento has a surprisingly accommodating third row of seats with as much 3rd row legroom as the Telluride.) Of course VW already has a midsize two row crossover in Europe. The Touareg is 192" in length and fits perfectly into the category that ranges from 188" to 192" in length. But VW has found over and over that Americans like their VW's bigger and cheaper than European consumers so the Touareg was withdrawn from the North American market when the Atlas was initially introduced. And that same strategy of bigger is better seems to have been behind the design of the Cross Sport. The Passport is 6" shorter than the Pilot, the Edge is 10" shorter than the Explorer, the Blazer is over a foot shorter than the bloated Traverse, and the Sorento and Santa Fe are each about 8" shorter than their larger cousins. But the Cross Sport is only 2.8" shorter than the three row Atlas. In fact, at 195.5" long, the Cross Sport is larger than Toyota's 3 row Highlander. In effect it's in the same category as the larger, crowded three row crossover market segment but without three rows of seating. So why would a consumer opt for the Cross Sport over the Atlas? Since the two vehicles are nearly the same size they offer similar cargo space. And not surprisingly the two vehicles differ little if at all in price. All in all, it comes down to the slightly less boxy "coupe-like" styling of the Cross Sport. Otherwise, it's an Atlas without a third row of seats. That's not necessarily a bad thing for those who neither need nor want three row seating but it's hardly a compelling choice for those looking for a midsize crossover at the larger end of the category.
    2
  1453. You're right. It is in the same class. And my friend who has one loves his. If you're interested in serious towing with a unibody SUV, the Durango and certain versions of the Grand Cherokee are the main games in town. But like it or not, it's widely seen (incorrectly) as being in a different class, altogether.
    2
  1454. Kudos for such an in-depth look at minivans especially considering what a tiny portion of vehicle sales they command. Anyone considering a van should use this series as a bible for assessing the alternatives.
    2
  1455. Hyundai badly misplayed their initial efforts to create standalone Genesis dealerships rather than selling the new Genesis models through existing Hyundai dealers. Dealers in Louisiana sued and forced Hyundai to modify their strategy and delay the deployment nationwide. Hyundai is trying desperately to overcome their earlier mistakes but problems persist in setting up the dealerships and in shipping sufficient stock, especially the 3.3L versions, to those dealers. Presumably, those problems will disappear by the end of 2019 but Hyundai will have missed a lot of sales opportunities in the meantime.
    2
  1456.  @iSOBigD  In the US that approach violates numerous franchise laws in various states designed to protect the primacy of local dealerships and prevent direct sales from a manufacturer to customers. Tesla has confronted those same problems and there are still a number of states where Tesla cannot sell cars. However, since Tesla sells exclusively via direct sales to customers and may have no franchise dealers in a particular state they've skirted the problem in some states and have come to compromise agreements in others, (e.g. New York.) In Hyundai's (i.e. Genesis') case, the brand has numerous franchise contracts with their local dealers. And to make matters even more difficult for them, Hyundai initially sold Genesis models in Hyundai dealerships. When Hyundai attempted to stop selling Genesis vehicles to their dealers, numerous lawsuits resulted. In Louisiana a judge found in favor of Hyundai dealers and slapped down the manufacturer's program to roll out Genesis-only dealerships. That effectively halted Hyundai's original deployment plans for new Genesis models, i.e. the G70. They're still working through efforts to revive the program and deal with the fallout and resentment from Hyundai's original dealers. From a consumer's point of view franchise laws like this may seem ridiculous and designed to impose middlemen into the entire sales process that only increases the cost of a vehicle. But dealers and dealer associations often have considerable local and state level political power. And to be fair, they argue that such laws promote local businesses at the expense of national and international corporations. Which side you're on depends on whose ox you'd prefer to see gored.
    2
  1457. Sorry. It would be a Toyota with a Subaru badge. Otherwise, the vehicles are very, very different.
    2
  1458.  @yes8032  You're not alone.
    2
  1459. 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.
    2
  1460.  @martinmackye9865  Own a 2012 CC that has never experienced a single problem. Period.
    2
  1461. Stop choosing those beautiful spring days in Vancouver for your reviews! Maintain the myth of the Canadian Pacific Southwest and US Pacific Northwest as chilly, wet, gray environments. Now that we've moved here it's time to pull up the drawbridge. 😜
    2
  1462. Don't hold your breath. Satisfying the fantasies of internet fanboys isn't Mazda's highest priority.
    2
  1463. And the same is true of every manufacturer who reports power figures at the crank rather than at the wheels.
    2
  1464. The Mazda3 hatchback is undeniably attractive. Mazda employs an approach in several of their models (MX-5, CX-3, CX-5, Mazda6, CX-9) employed by automotive designers for nearly a century to suggest potency and performance via a long bonnet and a short boot. (Freud can explain why it's appealing, especially to males.) Inevitably, though, it means sacrificing passenger and cargo room for styling. Whether it's a sacrifice worth making depends on the intended market of each model. For the Miata it's hardly worth mentioning. A two seat sports car isn't supposed to be "practical." For the Mazda3 hatchback it may be only a minor negative for a VERY small family, especially if it's viewed more as a 2+2 vehicle than a practical choice with comfortable seating for 4 or 5 passengers.The impact on Mazda's line-up of crossovers is another story where practicality has considerably greater importance. Mazda's decision to offer AWD in the Mazda3 is an interesting one. In most of the US it's more a trendy marketing tool than a critical feature. In Canada, on the other hand it has much greater appeal. A result, of course, of the different climates that most consumers confront in the two countries. In fact, AWD vehicles are relatively MUCH more popular in Canada than in the US. For example, VW sells a much higher proportion of Golf R's vs GTI's in Canada compared to the US. R's are more readily available and priced considerably less north of the border. A fully loaded top trim Miata in Canada has an MSRP approximately equal to a Golf R. In the the US, the price difference is at least $6000 (if you can find a Golf R selling at MSRP.) KIA's new Telluride offers both FWD at all trim levels in the US. In Canada the Telluride is available only as an AWD vehicle. And Mazda's CX-9 can be had with FWD only in the lowest trim level in Canada while in the US FWD is offered at every trim level except the highest, most expensive "Signature" trim. It's debatable whether AWD offers major advantages in a small car even in a challenging winter climate compared to a FWD vehicle with a good set of winter tires and the weight of the engine over the front wheels. But there's no question that Canadians prefer AWD vehicles and that's good news for the Mazda3 north of the border (as well as in the northern tier of the US.)
    2
  1465. I think that's a good metaphor. I'd be interested in the life expectancy of sumo wrestlers and similarly in the durability of a 2.4L turbo 4 and a CVT in a vehicle that when loaded with fuel, passengers, and gear tops 5000 lbs.
    2
  1466. Subaru is arguably the most successful auto brand in terms of increasing sales year over year in the last decade. And the Forester leads the charge. With that in mind, it would be difficult to convince Subaru that "dated" styling or mediocre performance hurt the Forester. And here in the Pacific Northwest it's not "grandma's" vehicle. Criticizing any Subaru around here is more likely to generate disagreement than dissing Costco or Starbucks (our homegrown brands). Subaru owners' loyalty is almost cult-like and it's not limited to aging boomers.
    2
  1467. 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
    2
  1468. Then there's the KIA Sorento that's 189" long, six inches less than the Highlander and with a third row that a human being can actually use. The Highlander's rear seat legroom is 27.7". The Sorento's is 31.7".
    2
  1469.  @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.
    2
  1470. 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.
    2
  1471.  @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.
    2
  1472. All automakers, especially in the mainstream categories, have to "hit a price point." In the US the ID4 AWD comes in at or below the average price of a new car (assuming a $7500 tax break.) It's a brilliant configuration.
    2
  1473. Yes, by German robots. I owned the last GTI assembled in Germany, the 2013 MK6. My 2018 version has significantly better fit and finish. It's quieter and tighter than my previous GTI.
    2
  1474. 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.
    2
  1475. When do we get to see minivans and school buses at the strip?
    2
  1476. Not sure if you consider a GTI a "cheap compact car" but its DCT is awesome and durable.
    2
  1477. I have a somewhat different take on the MX-30. First, while practically every other automaker is striving to increase the range and scalding performance of their EVs, Mazda (and MINI with their MINI-E) have an alternate strategy. They believe there's a market for small vehicle with a 100-120 mile range designed to supplement rather than replace a household's larger, faster, and longer range vehicle(s). If such a vehicle can yield 10,000 miles of use in a year, it might well represent a $2000 savings in fuel costs, alone. Add the considerably lower maintenance costs of an EV and the reduced wear and tear on a family's other vehicles (that preserves their life and resale value) and that figure could approach $2500-$3000 annually. Of course, that assumes a household with considerable disposable income and a home where the EV can be easily recharged. A family with more frequent drivers than vehicles adds to the appeal. Furthermore, to achieve that 100+ mile range, a home in a relatively mild climate is a plus. Where are such consumers most numerous? The obvious answer is California. And it doesn't hurt that California is especially friendly to low (and no) emission vehicles in terms of tax advantages, access to HOV lanes, and consumers concerned with climate change. In short, if there is anywhere in North America where the MX-30 is likely to find interested consumers, it's California. No doubt, however, that Mazda hopes in the long run to have a broader geographic appeal for alternative fuel vehicles. And that's why the MX-30 is simply a placeholder for a forthcoming PHEV. But why not follow the Toyota strategy and move initially to a hybrid or a PHEV? Likely several reasons. First, Mazda is far behind in the introduction of replacements for ICE vehicles. A hybrid or even a PHEV isn't going to make a major marketing splash for Mazda these days. But there's likely another reason. Despite a checkered history of multiple sales failures, Mazda continues to hope they can find a spot for a rotary powerplant. So unlike other automakers their preferred ICE engine to partner with an electric motor is a "helper" Wankel rotary. On paper it looks like a great option. The Wankel's abysmal fuel efficiency can be countered with an electric motor partner. The complete lack of anything resembling low and midrange torque in a rotary engine can be balanced with an electric motor, as well. And the tiny rotary engine can be crammed into the powerplant bay of the existing MX-30 with its motor taking up the empty space found in the MX-30. Having owned an RX-8 rotary for five years, I'm somewhat skeptical that the rotary/electric combo will be as great an idea as Mazda hopes. And Mazda's well earned reputation of missing their planned design and production schedules isn't encouraging. But I hope I'm wrong. In any event it's not surprising that the engineering challenges are significant enough to delay its introduction until after the EV-only MX-30.
    2
  1478.  @nkflimz  Depends on what you're expecting. Keep in mind that the Santa Fe is not a true "compact" SUV. It's a Goldilocks size "tweener" at 188" long and over two tons in weight. But Hyundai is marketing it as an SUV for those who think a CRV/Rav4/Forester/CX-5 (or Hyundai's Tucson) is just a bit too small for their needs. Buyers in this category aren't after the "kick" of a turbocharged engine; they just want an engine with sufficient power to move the vehicle in traffic and merge on the freeway. For those priorities the turbocharged Santa Fe is more than adequate. I happen to think a vehicle this size is better off with a naturally aspirated V6 but that's why Hyundai/KIA offers the Sorento closely related alternative.
    2
  1479. The CX-5 is by far Mazda's most popular model and has some undeniable charms. Those include its class leading turbo engine and upscale interior. But the engine is among the least fuel efficient in the compact category and the interior is cramped compared to every one of its rivals. The relatively skimpy cargo space in the CX-5 is the result of Mazda's Koda design language that combines an lengthy hood with cramped in interior space. It's a design trick employed by sports car designers for a century to suggest potency and performance but it inevitably reduces functionality in a Sport UTILIY vehicle. The issue is not limited to the CX-5. In fact it's far more extreme in larger 3 row CX-9, an SUV that's among the largest in the midsize category with less overall cargo space than a Honda CR-V!
    2
  1480. Not a fan of faux exhausts myself but it's worth noting that manufacturers have increasingly followed the trend because consumers consider visible chrome exhaust tips to be a sign of "performance" but don't like dealing with the grime and soot that accumulate on the surface of those tips, a result of increasingly stringent emission standards. Automotive designers are sometimes confronted with conflicting objectives. Trying to satisfy them is often a challenge and this is one example.
    2
  1481. Thanks for the heads up, Dave. I'll watch for it. Never done the Tail of the Dragon in a four wheel vehicle but I've done it several times on two wheels.
    2
  1482. 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?
    2
  1483. Look at a Dodge Durango or a Jeep Grand Cherokee for that. Oddly, the new generation Ford Explorer with RWD architecture (and RWD biased AWD) has a tow rating only 600 lbs more than the Telluride...And for that matter the KIA Sorento.
    2
  1484. Perhaps Subaru would like to achieve, say, a third of Accord sales.
    2
  1485. The front end has "simulated protection"? Couldn't decide whether to roll my eyes or ROFL. Not all CVT's are created equal. Unfortunately, NIssan's appears to be among the most annoying. And as far as offering an alternative. Not a chance in hell. Nissan is committed to CVT's and there's no going back. For those who are serious about towing, though, the 6000 lb rating should make Ford hang their heads with the maximum 5600 lb rating in an Explorer with an MSRP about $10,000 more than the Pathfinder. Still, versions of the Grand Cherokee and the Dodge Durango offer considerably more towing prowess. Pathfinder sales have been slipping since they sold over 88,000 in the US in 2013. The last couple of years have been especially challenging with sales around 65,000 in 2019. The real question is whether Nissan is prepared to invest in a seriously improved and competitive new generation. I'm skeptical.
    2
  1486. Seriously considered the Mazda6 (Signature) with the 2.5L turbo along with the Honda Accord 2.0L turbo and the Camry V6 (XSE) last year. As far as the highly subjective category of looks is concerned the Mazda topped the others for me, primarily as a result of its simpler, more elegant styling and relatively long distance from the A pillar to the front bumper. It's a design trick used for about a century to suggest potency and performance. And on that score Mazda does a better job than either Honda or Toyota. But the overall profile has its costs, as well. Specifically in terms of a more cramped cabin and less trunk space than either the Honda or the Toyota. And in a "family" sedan that's an issue. Further, if one requires a back seat for three passengers, especially kids who'll each demand access for their phones, Mazda's placement of two usb ports in the center armrest is a problem since the ports cannot be accessed with three passengers in the back seat. Be prepared for much whining or leaving someone at home. Overall, the interior features and materials in the Signature trim are impressive. But the sunroof is smaller than that in either the Accord or the Camry. The infotainment system is dated and the screen is smaller than the competition. And while the dial selector for command of the infotainment system reduces fingerprints, it's neither as intuitive nor as quick and accurate as a touch screen. Having owned 4 Mazdas over the years and having driven relatively large 4 cylinder turbos since the 1980's (both Saabs and Mazdas) I was expecting the kind of turbo "punch" that the Honda 2.0L turbo provides in acceleration and equal or better overall performance than the Camry NA V6. It's not there. The Mazda6 simply not as quick in terms of straight line acceleration as either of its main rivals. That's not to say it's unacceptable but the driving dynamics of the "6" reminded me of a diesel engine with a six speed transmission. Honda's de-tuned version of the Civic type R engine and its 10 speed transmission and the Camry V6 simply outperform the Mazda. That, of course, may not be the highest priority in a "family" sedan but it's noteworthy. Finally, the video references to price are somewhat misleading. It's complicated to compare mid-level trims of different vehicles when the features and options each manufacturer includes vary considerably. But top trims of the Accord and Mazda6 are virtually identical when comparably equipped. And the Camry is within a thousand dollars of each. MSRP's, of course, aren't necessarily reliable guides to real world prices reached via serious negotiations with a dealer but maintaining that either the Accord or the Camry is considerably more expensive when comparable trims are compared is likely untrue. All in all, I liked the Mazda6 very much. But on my personal scorecard it finished second to the Accord and ahead of the Camry. Having owned and having considerable affection for the Mazda brand I found that disappointing but both in terms of priorities for a "family" sedan and in terms of driving dynamics, I found the Honda to be just a little bit better. YMMV.
    2
  1487. 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.
    2
  1488. The vehicle obviously needs a soundtrack. How about "Magical Mystery Tour?"
    2
  1489.  @billm47645  I'm puzzled by your comment. VW does sell an Autobahn edition in the US. I bought a DSG version last spring for $6000 off MSRP ($32K) from a dealer in the Seattle area. The 2019 Autobahn is available today and (according to cars.com) exactly one 2018 GTI Autobahn for sale within 500 miles of Seattle. Real world pricing depends on a number of factors including local differences in supply/demand, dealer willingness to negotiate, whether you're purchasing or leasing, whether you need to finance a purchase and if so the quality of your credit rating. In my case I wasn't interested in leasing (I keep a car for 5-7 years and I hate watching my odometer to be sure I don't exceed the expected mileage for a leased vehicle), and I had the money to purchase the car outright. Not only was the purchase process simple and quick, the dealer I dealt with traded with another dealer to get the color I wanted. On the other hand, getting a Golf R in the Pacific Northwest was (and remains) a challenge. Of the six dealers I dealt with none was willing to budge off the $42K MSRP and five of the six wanted a "market adjustment" of an additional $2000, or so. Thus, the price difference between the fully loaded GTI Autobahn I purchased and an equivalent Golf R wasn't the oft-cited "few thousand dollars"; it amounted to $10,000 or more. On the other hand, I've heard from Canadian buyers who are shocked at the premium price the R demands here. The difference appears to stem from the relatively greater proportion of Golf R's vs GTI's in Canada versus the US. The lesson of all this is that (a) MSRP is a poor guide to real world pricing and (b) the out-the-door price of a vehicle will depend upon a variety of factors that are difficult to generalize universally.
    2
  1490.  @mikepower9226  I'm not surprised. VW Canada appears to have different priorities (and distinctly different influence with VW) than the VW organization in the US. It shows up in a number of ways. For example, in 2018 Canadians had numerous GIT color options not available in the US. (That doesn't appear to be the case in 2019.) Likewise, VW Canada apparently received a much greater proportion of Golf R's versus GTI's than the US in 2018. In the US dealers were initially limited to an allocation of "R's" for which they had received pre-delivery deposits. That severely limited the number of R's available in the US and encouraged "market adjustment" second stickers. From what I've heard from Canadians that wasn't the case north of the border where R's were plentiful and GTI's were harder to find. Differences between Golf models available in the US and Canada as well as between North America and Europe, appear to reflect VW's assessment of consumer preferences (e.g. Canadians find the R's AWD much more appealing than Americans.) and the price consumers are willing to pay for Golf variants in different countries. In the US a fully loaded Autobahn has an MSRP of less than $38,000. In Europe, a fully loaded comparable GTI is priced at over $50,000 (at current exchange rates.)
    2
  1491. Gorgeous vehicle. Complete overkill for my needs and (considering its actual "utility") my budget but after I bring one home and my wife divorces me on the grounds that I'm an idiot perhaps I can keep it in the property settlement. Utility be damned. BTW, can we agree to label the entire category of "sub-compact SUV's" properly as "Hatchbacks on Stilts?" Or would that be an insult to hatchbacks?
    2
  1492. Wow! The acceleration in EV mode is impressive. (10:29). :)
    2
  1493.  @afcgeo882  I think your percentages are a bit on the high side but I get your point. Nonetheless, Subar-ites (at least the ones I know) are more likely to be risk averse than performance oriented. And they're more than willing to give up the performance advantages of turbocharging in favor of what they perceive as the advantage of safe handling in adverse conditions.
    2
  1494. Lucian: Oh, come now. As recently as a decade ago the average new vehicle had a 0-60 time around nine to ten seconds. That means that the average vehicle on the road averaged at most 11 to 12 seconds. Even today the average seven to eight year old car averages around 9 seconds. For your claim about the risk of driving a car that takes 10 seconds to reach 60 miles per hour to make sense you'd have to posit that highway speeds have increased substantially over the last decade. But that's not the case. More crowded highways means average speeds have actually gone down. Like most self-styled "enthusiasts" I enjoy quick acceleration but to try to justify it as a safety issue is the sort of sales job my teenage kid would try to sell.
    2
  1495. Answer: Lots of families. Ever hear of families with three or four kids between 10 and 17 years of age? Our family consists of two adults, a 15 y/o daughter and a big dog. None of the usual occupants requires a car seat. But we do a lot of chauffeuring of a gaggle of teenage girls to various events as well as needing room for six or more passengers on other occasions when the alternative is taking two vehicles. Three rows of seats is a huge convenience. Kudos to Alex for noting child seat issues. He's pretty much alone in doing so. But to equate convenient mounting of child seats to "family friendliness" ignores the diversity of families, many of whom left the need for car seats behind years ago.
    2
  1496.  @DavGreg  If your point of view is based, at least in part, on your location in Point Roberts, I can understand your perspective. But Ryan's reviews are somewhat unique in their focus on off-road use, a mission for which the ID.4 isn't designed. As my daddy used to say about dogs dancing, "You don't ask how well they do it. It's amazing that they do it at all." BTW, are you able to get in and out of Point Roberts in the age of COVID and Canadian prohibition of Americans crossing the border?
    2
  1497. Looked seriously at the KIA Stinger earlier this year. Thought it was a great car but it was just a bit too big for my taste. (It's an inch longer than my 2018 KIA Sorento.) The G70 is about six inches shorter and closer to what I think of as a sport sedan rather than the Stinger's GT proportions. At a bit over $50K (US) for the 3.3L AWD model the G70 looks like a serious bargain compared to its rivals. Unfortunately, of course, the G70 isn't really available in the US as yet (though availability was announced last month). That may be the result of Hyundai requiring their dealers to construct all new separate facilities to sell Genesis vehicles and eventually to construct Genesis-only facilities. The strategy in Canada was apparently somewhat different. As I understand it, if you were interested in a G70, a salesperson would deliver it to your door for a test drive. Even in a country the size of Canada that's quite a challenge but I suspect that it was simply not thought to be realistic in the US. Bottom line is that I suspect most of us in the US won't get a chance to see, much less purchase, a G70 until next spring.
    2
  1498. Well, the consolation is the bumper-to-bumper 6 year/72K warranty is the best in the industry.
    2
  1499. Tay-ose??? Natives of New Mexico would tell you It's pronounced Touse, my friend. Point for Yuri. You guys are correct about the somewhat arbitrary classification of the Taos as a subcompact SUV vs the CX-5 as a compact. That's because the Taos (176" in length) is the biggest SUV typically classified as a subcompact while the CX-5 (179" in length) is the smallest vehicle in the compact category.* Further, despite the minor deficit in overall size, the Taos offers considerably more overall cargo space (65.9 vs 59.6 cubic ft). In fact, the relatively cramped interior of the CX-5 compared to rivals is arguably its greatest weakness. (It's the result of the "Koda" design language that dictates an especially long hood that sacrifices interior space, an issue that's even more extreme in the CX-9, one of the largest midsize SUVs with less cargo than any rival. In fact, with less space than a Honda CR-V.) * The pattern of larger VW SUVs vs rivals isn't limited to the Taos. The North American Tiguan (185.1" in length) is the largest of any "compact" SUV. The Atlas Cross Sport (195.5" long) is by far the largest two row midsize SUV. And the 3 row Atlas is among the largest SUV in that category. Each of these models is aimed specifically at the North American market.
    2
  1500. Sure. Along with the Stinger and the Supra. :)
    2
  1501. No CVT??? I'm pleasantly surprised. I'd more or less assumed that Nissan was firmly committed to forcing CVTs down the throats of each of their customers. I'm not a fan of CVTs (especially in larger, heavier vehicles) but I'm not a fanatic about it. So the inclusion of a conventional AT eliminates a black mark for me. I'm also pleasantly surprised that Nissan seems to be enjoying something of a renaissance in the new editions of several vehicles including the new generation Rogue and now the Pathfinder. Hate to see any automaker go down the drain and Nissan seems to be on something of a roll. That's good news.
    2
  1502. Not if you want absolutely nothing to ever go wrong. According to Consumer Reports in-vehicle electronics are the single most unreliable set of features in virtually any brand. The good news is that electronics typically don't "wear out." Infant mortality (failure within 3 years) is a common problem in virtually all electronic devices. If they make it that long, they seldom fail.
    2
  1503. Sorry, Joe. This video crosses the line from a review to an infomercial for your local Ford dealer. Of course Walker Ford (and every other Ford dealer) is willing to make killer deals on the last generation Explorer in order to get them off the lot and lessen the sticker shock when customers come in to take a look at the new generation 2020 Explorer, a model with an MSRP close to $50,000 or so for even a modestly optioned lowest trim (XLT) model with AWD. Moving up the ladder to even the second lowest trim puts the price at over $50K and getting a V6 moves the needle up to the mid-$50K MSRP or more. That's a price point well over the top trims of rivals from other manufacturers. It's notable, by the way, that the Ford "build and price" internet tool no longer even includes the 2019 Explorer. Apparently Ford is in no hurry to make the significant price increases for 2020 obvious. I'm a fan of four cylinder turbo engines. I've been driving such vehicles since the 1980's (Saabs) and I have a 2.0L turbocharged GTI in my garage right now. But there's a reason that practically every other brand offers a standard of optional naturally aspirated V6 competing with the Edge and the Explorer. The Ecoboost 2.3L four banger in the base version Mustang and the 2.0L turbo in the 2019 Escape are fine engines in vehicles that weigh significantly less than 4000 lbs. But physics is physics and moving vehicles weighing well over two tons with a small turbo engine inevitably raises questions of durability and reliability. What does Ford offer? The only V6's available in either vehicle are the NA engine in the hybrid Explorer and the turbocharged V6's for the Edge ST and the top trim Explorers with MSRP's close to $60,000. All of this may be academic for bargain hunters shopping at dealers willing to offer huge discounts on their vehicles. (I was offered a fully loaded Edge Sport, the predecessor of the Edge ST, for $8000 under MSRP, for example.) But shoppers should remember that dealers don't offer those discounts out of the goodness of their hearts. Ford is offering less for more than rivals.
    2
  1504.  @robertduklus6555  If you read through the comments you'll see I corrected the comment about 10 months ago. The difference is about 570 lbs.
    2
  1505. A few comments about the Telluride... () Joe, the fuel economy numbers for the new Telluride are the same as before 19/24. Not 19/29.(8:37) The latter would be a huge headline for the KIA considering the brand (along with Hyundai) has traditionally been challenged in terms of fuel economy. To cope with that challenge KIA configured the Telluride's V6 engine to run on the Atkinson cycle to save fuel. It works to some extent but it also means the Telluride has slightly lower performance numbers than some rivals. () There are numerous complaints about dealer markups on the vehicle. That is a dealer decision over which KIA has no control, whatsoever. KIA's customers are dealers, not consumers, and once a dealer buys a vehicle from KIA they can charge whatever they wish. Just as I cannot sell you a house and prevent you from selling it at a higher price to another buyer. Furthermore, the addition of "market adjustment" stickers is not universal among dealers. My KIA dealer in the Seattle metro area, for example, sells every Telluride at MSRP. That particular dealer believes their long term interest is best served by establishing a strong relationship with a customer who will return for service and other vehicle purchases down the line. It's a welcome practice from a consumer's viewpoint but it has a downside. The waiting list for the Telluride is considerably longer from that dealer than from competitors in the area with second sticker markups. The waiting lest began at about 6 months for the top trim SX/PP version when the Telluride was initially introduced and has never slipped much below 4 months. Want to buy a Telluride without a dealer markup? Find a dealer who doesn't insist on charging one or go to your local Hyundai dealer and purchase a Palisade where markups are less common, the supply of vehicles is greater due to their construction in Korea where the national policy of dealing with the pandemic throughout 2020 was actually sane and production was not interrupted and overall demand for the Palisade has been slightly less than for the Telluride. () One little noticed impact of the Telluride (and Palisade) has been some moderation in the MSRPs of competing top trim 3 row SUVs. For example, when the current generation Ford Explorer was introduced it was difficult to configure a loaded V6 version with an MSRP less than $60,000. The competition from the Telluride and Palisade has resulted in a reduction in the MSRP of a loaded (Platinum) trim of the Explorer by nearly $5000. The MSRP is still significantly more than a comparable Telluride but Ford dealers are far more likely to discount the actual transaction price to move Explorers off their lots.
    2
  1506. The 2020 Highlander is not yet released so it's difficult to compare the vehicles. But it's clear that it is slightly smaller in length (195" vs 197") and has much less interior passenger and cargo room. On the other hand, the Highlander has a hybrid option not available in the Palisade (or the Telluride.) If fuel efficiency is a top priority for you, the Highlander hybrid is a strong contender. If you're considering a 2019 non-hybrid Highlander, on the other hand, the Palisade offers much more in terms of virtually every feature. The primary advantage the 2019 Highlander has it that dealer's are prepared to discount it heavily to get them off the lot before the 2020 models arrive. As far as the Mazda CX-9, its major pluses are excellent handling and appealing style, especially in the top "Signature" trim. On virtually every other point it comes up short. Its overall cargo space is less than a Honda CR-V or Subaru Forester. The Palisade has nearly 180 cubic ft of passenger space compared to 134 cubic ft in the CX-9 despite the fact that the Palisade is two inches less in length. The Palisade has an 8 speed transmission compared to the aging 6 speed in the CX-9. And perhaps most important the Hyundai has a naturally aspirated 3.8L V6 compared to a 2.5L turbo 4 in a vehicle that is close to two and half tons when loaded with fuel and passengers. Physics is physics and the stress placed on the Mazda's engine raises questions of long term durability in a large vehicle. The CX-9's Signature trim generated a lot of favorable reviews when it was introduced in 2018. But its relatively cramped interior and updated competition have taken its toll. CX-9 sales have dropped year on year since September, 2018. Its major strength may well be its availability on dealer lots and dealer willingness to cut a deal.
    2
  1507. I was initially skeptical about the replacement of the Sorento NA V6 with the 2.5L turbo 4 banger. Granted that performance and fuel efficiency are better but I was skeptical about durability in a smaller more highly stressed engine. However, the fact that KIA offers the same 10 yr/100K drivetrain warranty on the new engine and Genesis offers the same engine on the G80 and GV80 is reassuring.
    2
  1508. If there is one thing VW has learned about Americans (other than not to cheat on diesel emission tests) it's that we like our VW's BIGGER (and ideally less expensive) than Eurpean consumers. Thus, the American Passat is larger, cheaper, and less fully featured than the European version The less expensive and significantly larger Atlas replaced the Touareg in the US. Again, the Atlas is not even sold in Europe. The Cross Sport is the largest midsize two row SUV on the market. At 195.5" in length it's half an inch longer than a 3 row Toyota Highlander. Like the Atlas it's built in Tennessee and not available in Europe. The current generation Jetta is larger than its predecessor and it's not available in Europe, either. What we call the Tiguan in America is (along with the Nissan Rogue) is the largest "compact" SUV in America, about 5" longer than a RAV4 and known as the "Allspace" in most of the world where it's typically considered a "midsize" crossover. The US Tiguan replaced the smaller original Tiguan in the US while the second generation of the original Tiguan is still available in Europe. With all these examples in mind it's not surprising to see VW introduce a subcompact crossover that's larger than most of the competition. At slightly over 174" in length it's a few inches longer than the KIA Seltos, the Rogue Sport, the CX-30 and the even smaller HRV. Only the Crosstrek, a vehicle that predates the whole subcompact SUV category, is longer at 176". The entire category reminds me of "hatchbacks on stilts" and is a pretty small for families with more than a young kid. But the commercials of young, very attractive couples on the way to the beach tells you the market at which they're aiming. Relatively cheap and very trendy.
    2
  1509.  @kasio22B  That's ok, friend. I've seen enough snow for both of us. :)
    2
  1510. Depends on one's taste. The Palisade follows the European practice of diamond quilted upholstery, for example. Personally, it reminds me of my grandmother's sofa of 50 years ago. The Palisade has a push button gear selector compared to the KIA's traditional lever. The pushbuttons remind me of a 1957 DeSoto. The bottom line is that the Palisade is designed to appeal to international markets, especially those in Asia; the Telluride is aimed squarely at the North American market and isn't even for sale in Asia.
    2
  1511. Both the K5 GT and the Sonata N-Line are intriguing sport sedans. The 2.5L turbo engine that KIA, Hyundai, and Genesis are making standard or optional in at least 9(!) vehicles ranging from compact sedans and hatchbacks to SUVs and full size sedans is a promising motor. Coupled with the DCT in at least six of those vehicles, it's a potent combination. The major flaw in the Sonata and the K5? With neither AWD nor some form of electronic or mechanical LSD there is no way to get all that power to the pavement in a FWD vehicle without wheel hop and torque steer unless traction control intervenes. Note that Joe doesn't demonstrate acceleration from a standing stop in full Sport+ mode. (22:02). The Sonata N-Line and K5 GT will no doubt satisfy self-proclaimed "enthusiasts" who think that performance inevitably involves simply mashing the throttle and holding on but neither lives up to the potential of the engine and excellent DCT.
    2
  1512. Where do you commute to/from? Phoenix?
    2
  1513. That may well be true. But Mazda cares uppermost about being profitable. And that's why they won't waste resources on a Mazdaspeed version of the Mazda3.
    2
  1514.  @justinfontaine5539  I'd have to disagree. The interior look and feel of the CX-9's Signature trim is impressive and flashier than the SX-L Sorento. It makes a very good first impression. But the only significant advantage of the CX-9 (if that's what it is) is its wood trim in various spots. Each vehicle has Nappa leather seats but the Sorento's driver seat includes extending thigh support not available in the CX-9. In addition to overall greater passenger room in all three rows, the Sortento's third row is both more accommodating than the CX-9's and has individual climate controls and other amenities in that row. (The CX-9's third row has the same legroom as a Ford Mustang's back seat. Ever try to sit in the backseat of a Mustang? And remember, this is in a vehicle longer than every other competitor in its class other than the GM twins (Traverse and Enclave) and the Dodge Durango.) In addition the Sorento has a panoramic sunroof that's missing in the CX-9. That's not a nit. The Sorento's infotainment system is superior with much, much better camera resolution, a 360 degree view, and a larger screen integrated into the center stack rather than the CX-9's screen stuck on the top of the dash in a spot that looks like an afterthought. The CX-9's touch screen can be used only when the vehicle is stationary. Otherwise, accessing and controlling the infotainment system requires using a dial on the center console while watching the screen. Mazda claims it's a safety design choice. That's debatable. I'd argue it's the worst combination of control options and distraction. To be fair, the CX-9 offers a heads-up display not found on the Sorento. How important that is depends on one's priorities. Personally, I consider it a nit. YMMV. The sound isolation in the CX-9 Signature trim is good; the Sorento is better. Several reviewers have commented on the "vault like" quiet in its cabin stemming from the extensive use of sound insulation throughout the cabin including the glass surfaces as well as the smoother, more linear performance of the Sorento's naturally aspirated V6. I like the Mazda brand. I've owned four Mazdas over the years. And the Signature trim of the CX-9, as I said, makes a strong first impression. I especially like the cherry brown leather upholstery. But "luxury" extends beyond the quality and color of a vehicle's upholstery and the existence of wood trim. A "near luxury" three row midsize SUV shouldn't feel cramped and should offer a third row fit for something other than small children, amputees, and hostages. A panoramic sunroof and a quiet cabin count, as well. So does the quality of an infotainment system. And so does the behavior of a naturally aspirated V6 offered by virtually every vehicle in this class (other than the Subaru Ascent) and a quiet cabin. In short, the Sorento offers many, many more advantages than its much, much better bumper-to-bumper and drive train warranty.
    2
  1515. "Last(ing) longer" may not be the highest priority for everyone. The average new car buyer keeps a vehicle for seven years. While it may offend one's Puritan sensibilities that people purchase automobiles without considering how well it will hold up after a decade or more of ownership, doing the math doesn't necessarily suggest that long term durability is economically the best choice.
    2
  1516. I own a 2018 Sorento which I purchased when I traded in a 2012 model. In the past I've shared your sentiment that in a two ton plus SUV a NA V6 is better suited (especially in terms of durability) than a smaller displacement boosted turbo. And I was initially disappointed to see the V6 dropped in the Sorento. However, I'm withholding judgement for several reasons. First Hyundai/KIA appear to have a lot of confidence in the 2.5L turbo. It's the base engine in the Genesis GV80 SUV as well as in the G80 and is the same engine found in the performance versions of the Sonata and the K5. Each of these models come with the well known 5yr/60K bumper to bumper and in this case especially important 10yr/100K power train warranty from KIA and Hyundai. I think long warranties are more important in terms of marketing than anything else but there's no denying that automakers don't offer long warranties if they believe they will have to redeem them as a result of component failures. Second, while the now discontinued 3.3L NA V6 has been bulletproof in each of my Sorentos, its HP and torque figures aren't impressive compared to the 2.5L turbo. In its Sorento form the 4 banger turbo HP is practically equal to the V6 but more importantly the turbo engine has MUCH greater peak torque delivered at a much lower RPM (1650 RPM vs 5200 RPM). All of that suggests better performance without overstressing the new engine. Finally, one the few weaknesses in KIA vehicles over the years has been their fuel efficiency. KIA addressed that weakness in the Telluride with a 3.8L NA engine running the Atkinson cycle. I suspect they did not consider the same approach in the Sorento to avoid cannibalizing Telluride sales. In the Sorento, though, the turbo4 promises significantly better fuel efficiency in everyday use than the old NA engine. Better performance, greater fuel efficiency, and the reassurance of KIA's warranty. Obviously, I'll have to wait to drive the new Sorento to make a final judgement but I'm inclined to give KIA the benefit of my initial doubts.
    2
  1517. Yeah, yeah, yeah...And the Korean government's response to COVID-19 is the envy of Americans, as well. Any room for American immigrants over there, John? :)
    2
  1518.  @canadabear72  Thanks, buddy. If the apocalypse occurs in November I'll be in touch.
    2
  1519. When you see pigs perching in the trees, you'll see a manual 6 speed.
    2
  1520. Be prepared for significantly less interior room.
    2
  1521.  @cadsux  Not sure what your point is. Japanese and Austrian robots are more or less the same.
    2
  1522. Cleaning the rims? You'd have "people" for that chore.
    2
  1523. I have a theory about Hyundai's design process. Designers spend a lot of time developing a vehicle's look. The final design is then sent to a committee whose job it is to add extra creases and bulges to the vehicle before the design is put into production. The Elantra is a good example. The Palisade is an even better one.
    2
  1524. Yeah, but in the rain the plywood will get wet.
    2
  1525. Very appealing for those who envy municipal bus drivers. :)
    2
  1526. In terms of the center armrest wars the most unique feature of the GTI's armrest is not the fact that it slides forward but the fact that it ratchets upward to provide the exactly correct height for various elbows. I miss that every time I drive my wife's Sorento. And here's another fun fact. The total cargo space of the Elantra GT is only 4.5 cubic feet less than a Mazda CX-5 SUV. (55.1 vs 59.6) That's the CX-5, not the Mazda3. And the Elantra is over 8" shorter than the CX-5. Want the performance and handling of a sporty hatchback rather than an SUV but don't want to sacrifice too much in terms of "utility"? The Elantra GT hatchback (and the GTI) should be considered.
    2
  1527.  @TalismanPHX  The one I care about is mine. And it's excellent. And I have to say that variability in the quality of dealers is a comment that could be made about any automotive brand.
    2
  1528. If you can name a single automotive brand that has ever reduced or eliminated a longer warranty, do so. There's no such thing. Once offered, longer warranties stay in place even when they no longer serve as important marketing tools. Manufacturers (and some dealers) occasionally offer incentives such as free scheduled maintenance as short term sales boosters just as they offer discounts from MSRP to improve sales. But no manufacturer in its right mind would eliminate or reduce an existing warranty on a vehicle. The PR impact would be disastrous.
    2
  1529. @Schwenda I had a Mazda RX-8 and loved it despite some significant flaws. Once started the rotary engine had to be left running until it warmed up. Otherwise, the engine was prone to flooding and once flooded the car had to be towed to the dealer to change the spark plug! Add to that the fact that the complete absence of torque meant that driving it was like driving a 650CC motorcycle. Great on deserted mountain roads but terrible in traffic and on fuel efficiency. Otherwise, it was a great unique design with a usable and accessible back seat. A non-rotary version might have made a big difference in the model's longevity. Frankly, I think Mazda has learned their lesson about making cars with uncertain niche appeals. And there is no design that fits that description more than a midsize mainstream convertible. Remember the ill-fated Nissan Murano convertible a few years back? Argghhh. The problem is that adding a back seat to a roadster introduces significant weight penalties to cope with structural weaknesses. The key to the MX-5's driving experience is its light weight. A Mazda6-based convertible would necessarily be heavier than the Mazda6 sedan and that would be a major challenge to its advantages in terms of the "driving experience." That's not to say it couldn't be done. But Mazda is a very small independent manufacturer compared to its competitors. Ford and GM may be able to turn out a few Mustang and Camaro convertibles but I doubt that Mazda feels it could compete in that niche market.
    2
  1530. Imaaron man. My daughter agrees with you 100%. Apologies for misinterpreting your previous comment.
    2
  1531. @Imaaron man. Already happened. Though my daughter would LOVE to have a car of her own, she'll have to share with her dad until she graduates high school. And for reasons too complicated to explain here, it has to be an automatic transmission. (And not just because kids don't learn to drive MT's anymore.) With that in mind, the idea of buying an MX-5 with an AT seems like heresy. So I replaced my 2012 GTI with a 2018 version with a DSG. It allows me to drive it in manual mode while my daughter can treat it as a conventional automatic. And another plus, all three of us and the dog can ride together. :)
    2
  1532.  @stevewise1656  As an owner of a 2018 Sorento I share you frustration to some extent. And like you, I think the Sorento is a "Goldilocks" size for our family of four (two adults, a teenage daughter, and a big dog.) Personally, I'd pay nearly the same price for a fully loaded top trim Sorento as that of a Telluride or another larger 3 row SUV. But I think we're exceptions, not the rule. Consider the MSRP of the top trim Sorento versus the Telluride. The difference is over $5000. (And that difference remains or increases when actual transaction prices, many above MSRP, are taken into account.) That's a substantial price advantage for the Sorento. Conversely, if KIA offered the same content/features on the Sorento its price would inevitably increase. If the $5K+ difference were, say, $3000 or less would most potential Sorento customers stick with it or opt for the roomier Telluride? KIA believes, and I think they're correct, that a large portion of potential Sorento buyers would opt for a Telluride. You're certainly correct that "there's no reason (KIA) couldn't (more and better) features on the top Sorento trim." After all, they've offered many of those features on the previous generation and they're offered on Sorentos in other national markets. But doing so would inevitably either diminish the price difference between the Sorento and the Telluride and hurt sales of the Sorento or cannibalize sales of the more expensive, higher profit Telluride. Neither is an especially appealing result from KIA's point of view. There are other factors involved, as well. The new generation Sorento with a significantly modified external design, new engines, transmission, and platform inevitably means higher production costs compared to the last generation initially introduced in 2012. Yet KIA has barely nudged the MSRP of the top trim Sorento. With that in mind reducing features is inevitable. And the factors determining those decisions don't end there. Not only are there complaints about a reduced set of amenities compared to the last generation, some complain about features offered on the Sorento in other national markets that are missing in the US. But what those complaints don't take into account is that the Sorento is the flagship and largest unibody SUV offered in most national markets. The Telluride is built and offered almost exclusively in the US and Canada. (It's not even offered in Korea.) In those international markets the Sorento is seen as a "large" SUV and competes primarily with similar size luxury SUVs from European manufacturers. The larger mainstream midsize SUV rivals sold in the US are either nonexistent or have minuscule sales in those markets. The Sorento, loaded with features, can be marketed as a "budget" luxury vehicle not offered in the US and still enjoy a substantial price advantage compared to models from BMW, Audi, MB, and Volvo. Even in Canada where both the Sorento and Telluride are sold, KIA offers some features not available in the US. But Canadian Sorentos are all AWD models with the built-in greater profitability of the vehicle compared to the US where AWD is an option on all trims and FWD models provide additional sales, albeit with less profit. Bottom line? As I said, I understand the frustration with some of KIA's choices in deleting content from the new Sorento compared to the previous model. But initial sales certainly don't suggest KIA has made an error in their design and marketing strategies. The absence of a second row bench seat in all but the lowest trims prevents me from replacing my 2018 Sorento with a new model. It's a deal breaker for our dog. But I suspect I'm in a small minority.
    2
  1533. Mainly because it's using a design from a decade ago.
    2
  1534.  @AAutoBuyersGuide  THANK YOU, Alex. Resale and residual values are often misunderstood. The most effective deterrent to high depreciation is getting an initial deal below MSRP.
    2
  1535.  @fidelbanuelos9601  Nope. Just a good memory.
    2
  1536. @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.
    2
  1537. Both Hyundai and KIA constrain production costs by offering relatively few trim levels and individual options compared to most other brands. Want a wealth of individual options and a wide range of colors from which to choose? Buy a European brand but be prepared to pay a significant price for that level of choice.
    2
  1538.  @cmartin_ok  And if practicality was the only consideration in buying a vehicle there would be no such thing as a Mazda MX-5,a Toyota 86, a Ford Mustang, a Chevrolet Camaro, a Corvette, most Porsches, etc., etc., etc. As far as sedans are concerned, many consumers believe they're more attractive than wagons and offer a separate enclosed space for luggage and other cargo.
    2
  1539. An exceptionally entertaining and informative review. As a US citizen living near the Canadian border (Seattle area) I've had the opportunity on numerous occasions to travel to beautiful BC and Alberta and take several trips to the great cosmopolitan city of Toronto. In short, I'm a fan of Canada and look forward crossing the border again once the US demonstrates success in getting the COVID pandemic under control and the Canadian government enables us to cross the border without restrictions. No criticism of Canada intended by the way. Fortunately after our 2020 election we seem to have learned our lesson. In the meantime one of the major reasons I subscribe to this channel is to see Canadian perspectives and compare them to those of US consumers. Though drivers in the US and Canada share many viewpoints one of the most important differences is the much greater popularity of AWD/4WD vehicles in Canada than in the US. For example, Golf Rs are far more (relatively) popular in Canada than in the US. And even more to the point KIA doesn't even offer a FWD version of its new Sorento in Canada. Among US reviewers one of the few frequent criticisms of the K5 is that while AWD is offered on lower trims with the less powerful engine and conventional AT, the K5 GT has both an open differential and no AWD option to go with its DCT and turbo engine. It appears the same is true in Canada. I'm not surprised since the "take rate" for the GT makes it very unlikely that KIA would offer AWD on the more powerful GT. But I was somewhat surprised to find that none of the consumers in the video even mentioned the absence of AWD on the GT though it's offered on lower trims. Any thoughts?
    2
  1540.  @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/
    2
  1541.  @bearclaw5115  Sorry. I'm not a big fan of the MK8 digital controls, either. But they're a nit IMO. Otherwise, however, the GTI and BRZ/86 are in different categories. FWD vs RWD in the Subie and the Toyota and far greater versatility in the case of the GTI. I've used my GTI for heavily loaded trips home from Costco and even transporting a big screen TV. My teenage daughter and my wife are comfortable on extended journeys in the back seat. None of that is possible in a 2+2 sports car. I'm considering adding either the BRZ or the 86 to my garage but I would never consider either as a replacement for my GTI.
    2
  1542. If you have someone fill the tank for you and not tell you which grade is in the car, you won't be able to tell the difference.
    2
  1543. A different price category, altogether.
    2
  1544. So does virtually any new vehicle.
    2
  1545. Honda builds excellent cars and the Civic Sport Touring is no exception. Personally, though, a few zonks. The fake vents covered with egg crates are a major turnoff. And seldom mentioned is the center mounted exhausts. Makes a hitch mounted bike rack almost impossible. Finally, sometimes a minor issue can be a deal breaker for some buyers. For me, it's the absence of rear seat AC outlets. The back seat of my car is a second home for my large dog. And while he would no doubt suffer in silence without a cooling breeze after a romp at the dog park, I wouldn't do that to him. All in all, I'll stick with my beloved GTI with a stronger engine and more overall cargo space in a vehicle that's nearly a foot shorter.
    2
  1546. 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.
    2
  1547. Sorry. The Telluride also offers ventilated second row seats. Likewise, the third row seats recline.
    2
  1548. Thanks for clarifying the Mattel designed the Hot Wheels version AFTER the full size model. Otherwise, I would have thought the Hot Wheels version came first. :)
    2
  1549. Impressive vehicle but calling it a "crossover," much less an SUV, is ridiculous. It's a hatchback, pure and simple. A worthy competitor falling between the GTI and the Golf R. Obviously Hyundai is labelling it an SUV to take advantage of Americans obsession with vehicles in the category. But with ground clearance only an inch greater than a Toyota Camry its SUV credentials are a joke. That doesn't make it a bad car. Far from it. But wearing an SUV "costume" doesn't make it an SUV.
    2
  1550. C'mon guys. Just because the Explorer's 2.3L turbo doesn't "sound" strained doesn't mean it isn't. There's a reason that practically every other midsize three row crossover offers a standard or optional naturally aspirated V6. (Only the Ascent and the CX-9 do not.) The only NA V6 offered in the Explorer is in the hybrid configuration, an option that raises the MSRP of the Limited trim you tested by over $5000 above the model you tested. The 2.3L turbo is a fine engine in a base Mustang, the curb weight of that vehicle is around 3600 lbs. The Explorer weighs nearly a thousand pounds more! Add fuel, passengers, and luggage/gear to each and the difference is closer to 1500 lbs. That's the equivalent of adding about 5 NFL linemen to the weight of the Explorer compared to a Mustang with the same engine. Sorry, but while a small displacement four cylinder turbo engine can be tuned and geared to match the performance of a much larger naturally aspirated six cylinder mill, at least when the vehicle is new, physics is physics and long term durability has to be an issue even if the smaller engine doesn't "sound" strained.
    2
  1551.  @superglue46  You haven't seen me dance with a lampshade on my head. 😁
    2
  1552.  @ThePilotGear  Each of Mazda's SUVs suffers from the same problem, most obvious in the CX-9. A lack of interior space resulting from the design decision with an elongated distance from the front bumper to the "A" pillar. The CX-9, for example, has less overall cargo space than a Honda CR-V. The long hood coupled with an abbreviated rear end is a design trick employed by sports car designers for almost a century to suggest potency and performance but it sacrifices utility, a feature that's presumably the strength of an SUV.
    2
  1553. That's a chicken/egg issue. No doubt that fewer dealerships hurts sales but the reason there are fewer dealers is because (with the exception of the CX-5) sales of the entire Mazda lineup are dismal.
    2
  1554.  @lindagonzalez9691  Nonsense. In fact, every manufacturer applies firm rules to warranty claims. KIA and Hyundai are no different from any other manufacturer. And if you have any reliable evidence to the contrary, feel free to post it. You won't because it doesn't exist. If you want to criticize KIA/Hyundai's 10 year power train warranty, though, you might want to focus on the fact that very few problems arise in ANY automotive brand in the transmission and engine over a 10 year/100K length of time. In fact, a number of dealers of various brands in my area offer LIFETIME warranties on their new vehicles' engines and transmissions. Since such warranties typically apply only to the original purchaser of a new vehicle and so few problems every arise, either a 10 year or a lifetime warranty is basically a marketing gesture. A somewhat more valuable warranty from a consumer point of view is the bumper-to-bumper warranty offered by manufacturers. But even in those cases a 3 year or 5 year warranty is a good bet for a manufacturer. Again, they're seldom transferable to a second owner and even if they are the vast majority of owners will never have the need to redeem a warranty claim over the period of their ownership. If anything, long warranties are a sign of (a) a manufacturer's confidence in their product and (b) a way to counter worries of risk averse consumers who don't realize that just about every new vehicle will run reliably and without the need for a warranty claim for the entire length of ownership. Reliability concerns are widespread among consumers primarily because a new car is such a major expenditure but a warranty, like any insurance policy, is a far better bet for those who sell them than for those who buy them. If that weren't the case, insurance wouldn't be sold.
    2
  1555.  @stevefoster6047  I suspect you're underestimating Ford's "muscle" in accessing battery production. As far as the Cybertruck is concerned, I'm skeptical about both its actual production and its sales success. I know Tesla fans (and Tesla, itself) have great hopes but the truck "people" I know consider it to be a joke.
    2
  1556. For some inexplicable reason Toyota dealers object to having expensive models sitting unsold on their lots.
    2
  1557.  @timephire  Toyota didn't put an MT in the Supra because it's a performance machine and that would only have made it slower. Honda put an MT in the Civic R and Hyundai in the Veloster N because they're niche vehicles where low volume sales aren't an issue. Honda (and other manufacturers) stuck an MT in a lower trim version of a sedan to earn the goodwill of a tiny minority of buyers and not lose too much money when they're discounted after sitting unsold on dealer lots.
    2
  1558.  @timephire  Trying to apply the logic of selling to the pickup market to other types of vehicles is a fool's errand. Furthermore, Toyota didn't become the largest auto manufacturer in the world by aiming for "collectors" and "minorities."
    2
  1559.  @savagegeese  If that's the case it's a significant difference between the GTI and the GLI. Perhaps the difficulty you encountered is due to the procedure required to "lock" manual mode. (1) Move the console mounted shifter to D/S. (2) Push the shift lever to the right to engage manual mode. (3) Use the paddles to upshift/downshift to the desired gear OR push the lever forward to upshift and pull the lever back to downshift. The transmission will remain in the gear you select until you come to a stop. As you decelerate to about 5 mph it will shift to second gear and when you come to a complete stop it will shift to first gear. Otherwise the gear you select will remain at least to redline. I've never pushed it beyond that point so I can't say what the behavior is in that circumstance. You can engage manual mode temporarily while in D or S by using the paddles without first locking the manual mode by moving the console lever to the right. But if you do it will return to automatic shifting after a few moments. That seems to be the behavior you're describing.
    2
  1560. 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.
    2
  1561. You're correct that the Challenger and Charger have been the bright spots in the Dodge lineup. And for Dodge that's a VERY good thing. Without those models the brand would undoubtedly be out of business. Even so, there's a question of how many consumer fish (i.e.consumers) are left in the shrinking sea where the Challenger and Charger are dropping their nets. As you note, sedan sales have been shrinking by double digits for about six years. And that's likely to be nothing compared to what is happening in 2020. Estimates of first quarter sales of all vehicles for the first quarter of 2020 in January were 800,000 units higher than actual sales through March. The second quarter will be much worse. And with unemployment rivaling that of the depths of the Great Depression, the "enthusiast community" will no longer be "eat(ing) up these cars." In fact, "enthusiast" vehicles will be hit much harder than other models. I hope FCA can see a way to keep the Charger and Challenger alive but it's by no means certain.
    2
  1562. The CX-9 is 199" long compared to the 188" length of the Santa Fe. Amazingly, the two vehicles have the same overall cargo space.
    2
  1563. Don't worry about the tires, Micah. After a few hours of driving like that and they won't have any more annoying grip. :)
    2
  1564. The EX is probably the consensus "sweet spot." But the SX trim is difficult to resist.
    2
  1565.  @Elricky124  That's exactly what KIA wants you to think. i.e. "Perhaps I could stretch the budget a bit more and go for the SX." Unfortunately, from what I hear the KIA dealers may not have had as much faith in that strategy as KIA did. They over-ordered lower trim S models and failed to order enough SX models to meet initial demand. The result is S models being readily available while SX and to some extent EX models aren't on dealer lots. Instead, customers are on waiting lists or presented with "market adjustment" stickers for the few examples on dealer lots. Perhaps some KIA dealers should wake up and realize that the stereotypical KIA customer looking for a cheap vehicle no longer applies nearly as much as it used to.
    2
  1566. Can you cite any reliable evidence that KIA's suffer from carbon build up? ... I thought not. To the extent that carbon build up is a problem in various brands appears to stem from the shape of the intake manifold, not the existence of GDI, itself.
    2
  1567.  @prezhenz6969  A crossover GTI? At least as great a sin as a crossover Beetle.
    2
  1568. Spent quite a bit of time evaluating the new generations of the Accord, Camry, and Mazda6 last year. I was considering replacing my 2013 GTI with a "family sedan" that I'd share with my soon-to-be driving teenage daughter and I wanted all the safety and driver assistance features that came with them. After totaling up the points on my spreadsheets the Accord 2.0L Touring came in first; the Mazda6 Signature in second; and the Camry V6 XSE in third. There's no question that the current generation Camry is a VAST improvement over the last generation but at least for me, it wasn't quite as impressive as its rivals. () Styling. Frankly, I think Toyota designers have spent too many hours watching 1930's movie serials. The Camry doesn't resemble Flash Gordon's space ship as much as the (hideous) Prius but the DNA is there, especially in the interior. Too many swooping lines and angles in place of simple, elegant design. In terms of looks, the Accord doesn't take any awards either but at least it doesn't look as seriously over-styled. In terms of styling I thought the Mazda6 was clearly the best. () Features. When I was shopping the Camry offered neither Apple CarPlay nor Android Auto. Apple CarPlay is finally there but Android Auto (my preference) is still missing. Even worse, Toyota offers integrated navigation ONLY in a $2600 optional package even in top trim XSE model. It's standard in the Accord. The Camry has an excellent set of safety and driver assistance features but no more and no better than its rivals. And comparing the quality of materials in the interior of the Camry versus the Accord and the Mazda6, especially in the rear seat, the Camry trails its rivals. () Engine/Drive Train. Toyota jealously guards its reputation for reliability. And for that reason they resist innovative engineering that might threaten it. In the case of the Camry (and other Toyota vehicles) that means 4 cylinder turbo engines are simply not available. I can understand that choice in larger, heavier vehicles such as crossovers but in the Camry it means the "performance" version of the vehicle is a naturally aspirated V6 rather than a smaller displacement turbo 4. It's a good engine and well tuned for fuel efficiency. And the difference in performance between the Camry V6 and the Accord 2.0L turbo derived from the Civic Type R is negligible or non-existent. But it also adds a lot of weight to the front end of the Camry. In fact, the Camry V6 XSE is up to 200 lbs heavier than the Accord with a 2.0L turbo 4 and that weight is sitting over the front wheels. The extra weight up front is bound to affect handling and it does. In fact, I'm not surprised to see that the Camry doesn't offer the adaptive suspension of the Accord. It's not simply a cost cutting measure. I suspect it stems from the fact that Toyota found it difficult to disguise the additional weight of the V6 over the drive wheels in a variety of driving situations. Better to look for the best compromise and leave it there. () Bottom line. When I considered the three family sedans I couldn't get over the over-styled Camry compared to the Mazda and the more satisfying "punch" of the Honda's 2.0L turbo engine. (It's VERY impressive.) Ultimately, though, I found I couldn't give up the performance and handling of my GTI so I replaced my MK6 version with a 7.5 version with all the safety and driver assistance features I was looking for. P.S. Joe, I realize you're in Florida and the curvy roads, especially those with elevation changes, are largely limited to rides at Disney World but your examples of how vehicles take curves on suburban streets says very little about handling.
    2
  1569. I've owned a couple of Honda automobiles, the last being a wonderfully reliable and fun 2004 Prelude and several two wheel Hondas. . Since that time, however, I've owned two GTI's, a MK6 and now a MK7.5. Equally reliable and all in all a superior vehicle. The Civic Hatchback is undoubtedly a good car but the GTI is iconic.
    2
  1570. I'm inclined to agree. Hyundai builds some fine vehicles but their design language usually strikes me as somewhat "fussy."
    2
  1571. Love the MX-5. If Mazda built no other vehicle worth owning the company would justify its existence with the Miata. I've considered purchasing one several times. But I have a wife, daughter, and a big dog. When I go on even a short trip I like to take at least two of them along. That eliminates the MX-5 for me. Facing that dilemma some years ago I purchased an RX-8, in many ways a superb sports car that looked like a two seater but actually accommodated four passengers relatively well and with hidden suicide rear doors that enabled those passengers to enter and exit. A perfect compromise I thought. Sadly, the RX-8 wasn't without major faults. Its rotary engine had a 9000 RPM redline, much like a 650cc Japanese bike or an affordable Lotus Elise. Unfortunately its torque curve was also like a 650cc motorcycle. On deserted mountain roads on a Sunday morning it was delightful. Getting to and maintaining 7000 or so RPM's on a daily commute or anywhere with stop 'n go traffic, much less so. And then there was the mileage. Living with less than 18 mpg's (if that) in a vehicle with a V8 and a 20+ gallon tank isn't a problem. Doing so in a small car with a tank capacity less than 17 gallons meant a range of 250 miles was an absolute limit and probably coasting into a service station on fumes. But you had to be careful. As the owner's manual warned you, don't run out of gas. Restarting could be a challenge. And that brings up the most severe challenge of owning an RX-8. Once started it was mandatory to keep the engine running until it reached full operating temperature. In its last year or so of production Mazda even added a message linked to the temp gauge in the cockpit warning the driver to do so. Turning it off too soon was likely to result in flooding the engine. And once flooded an RX-8 could sit until the next century unable to be restarted. Dealing with the condition meant transporting the RX-8 to a dealer (or another facility equipped with a lift and a technician who knew what he/she was doing) to have the single spark plug replaced. Eventually I learned to deal with the issue with a time consuming starting procedure and adding a more powerful battery to reduce the likelihood of stalling the engine when starting. (That required removing the engine cover to fit the battery under the hood.) But on one occasion my wife accidentally turned off the engine to retrieve a forgotten article from the house and triggered the problem. She refused to drive the RX-8 ever again. So to those hoping that Mazda will resurrect the vehicle in the form of an RX-9, don't hold your breath. Perhaps an MX-9 with a conventional ICE but the terrible mileage of a rotary mill alone will probably prevent Mazda from impacting its overall fleet CAFE scores with an RX-9. Bottom line. Be grateful that Mazda continues to offer and refine the MX-5. It was only with the help of FCA in developing the FIAT 124 that it was saved from extinction. Now if Mazda would simply add a proper glove box it would be perfect.
    2
  1572. With few exceptions Hyundai vehicles' exterior design look to me as if the designers complete their work before the automobile is handed over to a committee charged with adding creases and bulges here, there, and everywhere. The extent of committee's work varies somewhat among Hyundai's models but the Tucson is among the worst. Obviously, I'm not a fan. Having said that the interiors are another case altogether. Filled with well thought out functionality along with a wealth of bells and whistles. If an owner can put up with a vehicle that looks like it's descended from a spaceship in a 1930's Buck Rogers movie serial, it's no doubt an appealing choice. Personally, though, if I were in the market for a compact crossover I'd wait for the KIA version in the form of the next generation Sportage.
    2
  1573. Overall, a very impressive new generation Explorer. Ford depends on fleet vehicles, especially to public agencies, to maintain their significant domination of the midsize SUV market. Even the long-in-the-tooth previous generation outsold all other midsize SUV's, largely as a result of those fleet sales. And while fleet pricing doesn't provide the same profit margin per vehicle for Ford that "civilian" versions of the Explorer promises, the fact that public agencies replace their vehicles much more frequently and the cost of doing business in fleet sales is much less than in the retail marketplace makes the Explorer a huge profit center for Ford. The combination of fleet and retail "civilian" sales of the Explorer will no doubt maintain Ford's first place in sales in the midsize SUV market. Ford received a lot of criticism for their decision to discontinue almost all sedans in the US market. But the new generation Ford Escape and the civilian versions of the Explorer as well as their stalwart F-150 suggests Ford dealers won't have a difficult time drawing customers to their showrooms.
    2
  1574. I hope you understand that your comment is heresy. But as a GTI owner I secretly agree with you.
    2
  1575. The difference between the US and Canada supports my view that someone at VW Canada has embarrassing photos of German VW executives. :) At least as likely, though, is the fact that the base Golf doesn't sell well in the US. In fact, GTI's and Golf R's in the US outsell the base Golf by more than 2 to 1. It's different in Canada where Golf sales in Quebec are much healthier in line with a preference and a willingness to pay for European vehicles there. I doubt the US will see the base Golf again in the foreseeable future. Sadly, I think the same fate awaits the Golf AllTrack, stylish and affordable wagon that doesn't sell in crossover crazy North America. All in all, US consumers resist paying what Europeans pay for Euro-spec VW's. We prefer our VW's larger and cheaper. Examples are the American-ized Passat, the demise of the Touareg in favor of the Atlas, the demise of the Euro-spec Tiguan in the US in favor of the larger American-ized version, and the fact that the current generation Jetta isn't even offered in most of Europe. As far as the GTI and Golf R are concerned I suspect we may see VW limit the premium content (and range of individual options) of those models in the US (and probably Canada as well.) That's in line with VW's current practice where features like the digital cockpit are still missing from the MK7 GTI and the Golf R can't be had with a sunroof. Again, Americans are simply not prepared to pay the equivalent of over $50,000 (USD) at current exchange rates for a GTI as Europeans do. Just what will be missing or packaged in higher trim levels rather than available as individual options in the US and Canadian versions won't be obvious for at least a year. I'm more than happy to hold onto my MK7.5 GTI for the foreseeable future. It's as delightful and as completely reliable as my MK6 was. I may reassess in mid-2021 but the additional eye candy alone in the MK8 won't move me.
    2
  1576. Looked seriously at the Mazda6 (Signature) last year along with the Accord 2.0L Turbo Touring and the Camry V6 XSE along with a couple of other also rans. I've owned several Mazdas and was pulling for it in my personal evaluation. It came out a close second to the Honda and ahead of the Camry. The Mazda6's strong points included its overall profile and the Signature trim's impressive materials for the interior. But the overall good looks came at a cost. And the impressive interior has some downsides. The Mazda6's appealing profile comes primarily from the very long hood combined with the comparatively shorter distance from the base of the A pillar to the rear bumper. Automotive designers has used that approach for about a century in sports cars to suggest potency and performance. It's attractive but it has disadvantages in terms of functionality. And in the case of the "6" it's necessitated by the massive exhaust manifold mounted behind the engine that feeds the turbocharger. The result is a smaller interior cabin than the Accord and the Camry and a significant penalty in terms of cargo space, especially compared to the Accord. As far as interior appointments are concerned, the Signature trim of the Mazda is undeniably attractive but it trails both the Accord and Camry in terms of the features of its infotainment system and its display. All in all, the interior has a somewhat older design than either the Accord or the Camry. That's not necessarily a weakness but it looks a bit dated compared to its rivals. One might expect that the 2.5L turbo engine in the Mazda would translate into a significant advantage in straight line performance. But that's not the case. In fact, it trails both the Accord with its 2.0L turbo and the Camry's 3.5L naturally aspirated V6 in standard 0-60 and quarter mile times. That's understandable (and not necessarily a weakness) when one examines how the Mazda turbo engine is tuned. It doesn't have the typical turbo "punch" that's found in the Accord. Instead, it's tuned to feel more like a diesel engine experience with excellent low rpm torque but less impressive top end performance. All in all, I liked the Mazda6 a lot but the new generations of the Accord and Camry in 2018 provide stiff competition. Now that Mazda has added Apple Carplay and Android Auto, the distance is reduced a bit but taken as a whole, it still trails the top trim Accord, imo.
    2
  1577. 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.
    2
  1578. Why don't manufacturers offer a bench in the second row of their top trim SUV's? Simple. Market research suggests that consumers with large families at home who need room for 7 or 8 passengers typically have fewer $$$ to spend on their vehicles. Empty nesters and those with only a couple of kids at home don't need/want as much seating and prefer the luxury vibe that captain chairs in the second row provide. Therefore, bench seating is typically limited to low or mid trim vehicles. Of course, as noted in another comment, large families who need room for 7 or 8 passengers have MUCH better choices available than the Highlander.
    2
  1579.  @canadabear72  Yup. I think the Palisade/Telluride cousins will be very competitive in the next larger sub-category of "midsize midsize" CUV's.:) For our family of three and half (myself, my wife, my 14 y/o daughter and our big dog) the Sorento is ideal. And though we use the third row seating only occasionally, it's surprisingly accommodating and VERY convenient when we have to chauffeur a gaggle of teenage girls or take a local trip with more than five passengers. Makes it possible to take a single vehicle rather than requiring two cars.
    2
  1580. David, although they share the same nameplate the American Passat built in Tennessee and the European Passat built in Germany are not the same vehicle. The European Passat is built on the MQB platform; the American version is on its own platform and is larger, cheaper, and less premium. There won't be an American Alltrack Passat. In fact there won't be any wagon versions of the Passat sold in the US.
    2
  1581. Here's a quiz. What are the slowest selling 3 row mainstream SUVs in North America. For 2021 the Mazda CX-9 holds its place as the worst selling vehicle. Barely above the Mazda is the Subaru Ascent. What distinguishes the CX-9 and the Ascent from their rivals? First and foremost is the lone offering of a turbo 4 in each vehicle when nearly all their rivals offer standard or optional V6 or hybrid alternatives. Then there are the transmissions. The Subaru offers only a CVT and the Mazda provides only a long-in-the-tooth six speed conventional AT. Every rival offers either a conventional torque converter AT or a DCT. The Ascent's (and the CX-9's) drivetrain may be adequate for a family hauler but it doesn't stand out in any significant way. The bottom line is that Subaru's strong reputation among its loyal customer base stems from reliability and unique offerings. The Ascent's early teething problems (by no means unique among any new model) put a dent in the reliability reputation. The fact that Ascent is simply not unique in any positive way compared to its rivals has been a continuing issue.
    2
  1582. Go see a dealer. The new model is in stock at my dealer now.
    2
  1583. You're on target on several points, Jay. If one compares the top trim, fully optioned versions of each vehicle the MSRP's differ by a whopping $115, advantage KIA. As for the relative "luxury" vs "rugged" vibes of each, that stems from the fact that the Telluride is designed exclusively for and produced in North America where "rugged" is far more appealing than in Asia (The Palisade is built in Korea and the KIA is not even offered in Asia.) where quality tends to be equated with Mercedes, BMW, and Audis. A budget priced luxury vehicle is VERY appealing to the growing middle class in Asian countries. The biggest mistake KIA (and more precisely KIA dealers) made in their initial production plan and orders was to severely underestimate the demand for the top trim SX Telluride with the "Prestige" and towing packages. KIA expected to produce a total of 41,000 Tellurides in the first year of production with most vehicles configured at lower trim levels. The demand for the top trim SX has been massive. Obviously, KIA customers are no longer necessarily "budget" shoppers. Many dealers are just beginning to recognize that.
    2
  1584.  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.
    2
  1585. Yes, you can. Ever ask yourself why?
    2
  1586. I think that's the point Alex makes in the video. And that 7500 miles can probably be multiplied by ten without major issues. Nevertheless, internet comments are full of claims that various brands are horribly unreliable and likely to leave a driver on the side of the road or burst into flames.
    2
  1587. Those for whom fuel efficiency is their highest priority will find the Highlander to be the best 3 row crossover in the marketplace. Not so much for those who value other features. Third row legroom, for example, is 27.7". That's 2.3" less than the back seat of a Ford Mustang and less than any other 3 row midsize crossover on the market. Not bad for those with legs amputated below the knee, bound and gagged hostages, and very small children. Otherwise, one wonders why a three row crossover is even on the shopping list. There will, of course, be those who choose a Toyota based on its reputation for reliability. But a high RANKING in terms of dependability says little or nothing about the actual INCIDENCE of reliability issues. The 2020 JD Power survey of over 34,000 owners of vehicles purchased in 2017 found that the Genesis V80 and G90 were the most dependable models sold in the US after 3 years of ownership. Genesis owners on average experienced less than one issue over the first three years of ownership, a figure that was 34% higher than the average for all brands. That sounds impressive until you realize that the owners of all other brands averaged less than 1.5 problems over the same period. In short, the average owner of other brands, well over 95%, experienced NO PROBLEMS, whatsoever over 3 years. Ever wonder why virtually all brands offer at least a 3 year bumper-to-bumper warranty for their vehicles? It's because manufacturers can be sure they'll be called upon to redeem those warranties for very, very few owners. Consumer Reports has an annual survey of owners that include older vehicles of well. But CR reports ONLY RANKINGS, not the actual incidence of reliability issues. And what does the reliability of a 5, 7, or 10 year old vehicle tell you about the reliability of a new 2020 vehicle when the nameplate may well have been applied to a model that has been redesigned at least once and possibly twice during those years? The fact is that purchasers of ANY new vehicle in 2020 can expect to experience a VERY LOW incidence of reliability issues over the period they own the vehicle.
    2
  1588. Are you familiar with the law of supply and demand?
    2
  1589. The infotainment system and the logical, ergonomic layout of controls are among the best features of the Sorento.
    2
  1590. I'm no fan of the Highlander. On my report card it rates no better than a C-. But the repeated complaints about the absence of "performance" that appear here and will be repeated ad nauseam on review after review misses the point. If there is one thing Toyota knows, it's their market. And when a rep says their research indicates that Highlander owners and potential customers care more about gas mileage than performance, you can be sure they've done their homework. It's a three row family truckster (though not actually a truck), folks. Toyota knows that giving it some sportier sheet metal is sufficient, especially if the hybrid model has class leading MPG's.
    2
  1591. Again, the i30N Hyundai is not available in North America. I suspect the same will be the case for a two door model.
    2
  1592. A second row bench is offered as a no-cost option for the mid-level SEL trim. The Telluride makes the second row bench standard in their mid-level EX trim. However, market research suggests that buyers interested in more expensive trims are less likely to need or want more second row seating. That may well be due to avoiding the cost of raising a gaggle of kids and the result in increased disposable income. :)
    2
  1593.  @RaitisRides  Perhaps. But if it does return it will have to be a very different vehicle from the current model that Mazda has been so spectacularly unsuccessful in selling. And with the declining popularity of midsize sedans Mazda may well follow the lead of other automakers who have dropped out of the category, altogether. If they do remain in the category I doubt seriously they'll retain the same engine or aged transmission or even the same platform or name. If I were being optimistic I'd guess they would adopt a new platform to be shared with a new generation midsize SUV. (The CX-9 has been nearly as great a sales disaster as the Mazda6.) Outfit it with the rumored SkyActiv inline 6 and a modern 8 to 10 speed gearbox. If they're really serious about making it a player, they'll add a hybrid or EV version. Unfortunately, none of those options is likely to be realized without the help of Toyota, an automaker that already owns a small slice of Mazda and may well increase that share and/or share technology with their junior partner. If that occurs here's hoping Mazdas don't simply become re-badged versions of Toyotas.
    2
  1594. The hydrogen refueling infrastructure is undeniably a challenge but some things to keep in mind. () A single hydrogen refueling site can refuel 6 to 10 vehicles in the time it requires to refuel a single EV. () The range of a hydrogen fuel cell vehicle is well over 300 miles. Fewer refueling stops puts less stress on the refueling stations. () A single hydrogen "pump" can be easily added to an existing conventional gas station. () The infrastructure for re-supplying a hydrogen pump is essentially identical to re-supplying gasoline in a station (i.e. A tank truck loaded with liquid fuel pumped into an underground tank.) In short, building out the refueling infrastructure for hydrogen fuel cell vehicles is far simpler and less expensive than expanding the network of EV sites.
    2
  1595. The Santa Fe is a very appealing choice. But it's "performance" engine option is a turbo 4 rather than a naturally aspirated V6, arguably a better choice in terms of smooth power delivery and durability, especially in a two ton plus vehicle. But if you like Santa Fe, consider the KIA Sorento. It's virtually identical to the Santa Fe in overall size, cargo space, passenger room in the first two rows, transmission, AWD system, infortainment, etc. But it has a v6 engine and a third row of seating that's convenient for occasional use. In effect the 2019 Santa Fe is a refreshed version of a 2017 Sorento when KIA offered a two-row version and a turbo4 engine. Both the new RAV4 and the Forester are appealing choices, as well. But again, they offer only 4 cylinder engines and somewhat less cargo and passenger space. The RDX is also very appealing but it, too, is a 4 banger (though a very good one) and somewhat smaller in terms of cargo and passenger space. And of course, it's going to be considerably more expensive for comparable equipment versus the other choices.
    2
  1596. Obviously I think enough of Alex's reviews to send him a few dollars each month in appreciation. I've even purchased two vehicles in the last five years based in part on his reviews. I don't always agree (of course) but his opinions are always worth my time. I'm also a Savage Geese fan. Mark lives in the flat Midwest vs my location in the Pacific Northwest and that makes for some differences in our perspectives and priorities but his views are always worth informed and worth considering. I'd also cite Tom Voelk's "Driven" reviews. And not just because his Seattle home base is nearby and I know some of the roads that appear in his reviews. He's knowledgeable, has an excellent sense of humor and his scripts are exceptionally well written. Worth checking out if you don't know him.
    2
  1597. Put 80K miles on a 2012 KIA Sorento without a single issue. Have put 50K miles on a 2018 model with only one problem, a short in the ECU at 55K miles. KIA replaced the entire ECU free of charge despite the fact that the car was 5000 miles beyond the 5OK bumper-to-bumper warranty.
    2
  1598.  @joseluisruiz3789  Good luck, my friend. Considering the massive demand for the current Telluride and KIA's struggles to meet it, I doubt very seriously that you'll see any performance engine option until at least the 2020 model year which won't come along until late winter or early spring. In general, KIA keeps its production costs contained by offering very few options per trim level. At this point, I'm sure any exec at KIA would hesitate to divert production to a model with a very low take rate while demand for the standard configuration remains so strong. Further, KIA/Hyundai have traditionally been challenged in terms of fuel efficiency. Both in terms of their image in the marketplace and in terms of meeting corporate CAFE standards putting more powerful engines in their hot selling SUV's just isn't a major priority when it means less fuel efficiency. Given your priorities I suspect your most reasonable options in the "midsize" category would be the 2020 Explorer ST or one of the engine options in the Durango. Otherwise, you may be better off considering an SUV in the next larger size category. I do understand that mountain travel imposes some unique demands. We find our KIA Sorento with its 3.3L NA V6 with its 291 HP to be quite adequate for ski trips in the Cascades but we have one teenage daughter, not three kids.
    2
  1599. As is its usual practice Toyota's generational change is relatively conservative, playing catch up in some areas (AppleCarplay/Android Auto, power no touch tailgate, a larger infotainment screen) and even taking a step back in others (e.g. performance of the hybrid version.) One of the main weaknesses in the current Highlander is room in the third row, necessitated in part by its somewhat shorter overall length than most of its rivals. Though the new Highlander is slightly longer, it's clear that weakness hasn't been corrected. If the Highlander is marketed as an eight passenger SUV that claim will be based on the number of seat belts in the third row, not its actual passenger capacity. As Andre notes, Toyota is selling premium features, at least in its top trim. Innovation? No. The current Highlander is desperately in need of a replacement generation. It's so long in the tooth it could be dubbed "Dracula." Toyota faithful will likely line up for the Highlander but for those looking for more than a cosmetic makeover, it doesn't offer much. The Explorer will retain its spot as the top seller in the category. In large part because of its huge number of fleet sales, especially to public agencies such as the police. In fact, Ford could have skipped the generational change and they would still have had the best selling three row SUV. We only saw the ST version of the Explorer. It will sit proudly in Ford showrooms but the take rate among consumers will be tiny compared to the rest of the lineup. It's a halo model, nothing more. Much like the Jeep Grand Cherokee Trackhawk at a more affordable price point. The real test will be reactions to Ford's non-performance oriented models including the base 4 banger and the hybrid. But that sells the Explorer short. With the demise of Ford's entire sedan lineup in the US they have to double down on SUV and truck sales. And the entire Explorer lineup including multiple engine choices is impressive. Some rivals offer only a single engine. Others, one petrol version and a hybrid. Ford offers at least 3 petrol engines and a hybrid. Further, shifting to RWD and RWD-biased AWD is a gutsy move and tosses a bone to those who are serious about towing. But at 5600 lbs the tow rating is still far short of some of the competition and only about 600 lbs more than vehicles like the Telluride and even the Sorento. All in all, Ford deserves some kudos for the sixth generation Explorer. It's far more innovative and adventurous than the new Highlander. That's not the case for the Chevy Traverse. At 203" it's the largest midsize CUV. And at least from the video it appears Chevy's big news is a budget version stripped of just about everything to meet a price point. On the other hand those whose fondest ambition is to drive a school bus can live their dream by having a Traverse repainted in yellow. Chevy might even offer that color as an extra cost option. Which one to choose? I think the champagne is flowing from the water coolers at KIA headquarters.
    2
  1600. My KIA dealer never charges over MSRP for any vehicle. Period.
    2
  1601. Agreed about the looks of the Sorento vs the Santa Fe. Hyundai designs tend to look like there's a committee charged with taking a design and adding creases and bulges all over the vehicle. As for the similarity to the Cutlass, you're likely nearly as old as I am. 😜
    2
  1602. I keep a running list of what I consider to be the most useless features on new cars. For some time the "parking assist" system on my GTI that automatically finds and guides it into a parallel parking space ranked at the top. If a driver cannot park a 168" long GTI, he/she should not be driving it. Recently the new Sonata's party trick that parks or extracts the vehicle from a narrow parking space made the list. An explosive sledgehammer that pushes a vehicle blocking access to the driver side door would be far more useful. Now the "Sounds of Nature" on both the new Sonata and the K5 tops the list at least for the present. Who wants to have the sound of rain pumped into the cabin on a dry day? Or the 'crunch crunch crunch" of boots on snow? And most ridiculous of all, how about the chatter of other diners at an outdoor cafe? Are these sounds supposed to emulate the sort of white noise machines that enable sleeping in a noisy environment? Do we want even more dozing drivers on the road????
    2
  1603. k domster: Sorry, can't agree. The Accord's infotainment screen is larger, has better resolution, and a significantly better integrated navigation system. Then there is the "budget" camera display on the Mazda. Not a huge deal but hardly up to the premium level Mazda is aiming for. Further, saying the Mazda's "control knob is far more intuitive but takes some getting used to" is simply nonsensical. As someone who designs user interfaces for a living, take it from me, a steeper, longer learning curve is antithetical to being "more intuitive." I'm actually partial to six speed AT's. But that's because I enjoy using a transmission in manual mode, a rather eccentric preference. But to argue that a six speed AT in the Mazda is "better programmed" than Honda's 10 speed in auto mode is fighting a losing battle. It's a carryover that Mazda has used largely unchanged for several years. You might claim it's "more tested" having been around for years, but the Honda 10 speed has gotten rave reviews from almost all reviewers. And the results in better acceleration and better fuel economy speak for themselves. Finally, the reference to the CVT is really a red herring. I don't like CVT's but Honda's choice of that transmission is obviously aimed at getting the best performance/fuel economy from the 1.5L turbo in lower trim levels. And it works. Honda's combined fuel rating is 13.7% better than the non-turbo Mazda and its city mpg is 15.4% better. Even its highway mpg is 9% better than the Mazda where Mazda must rely on cylinder deactivation to improve its mileage. And using the standard (though obviously limited) 0-60 time the 1.5Turbo Accord is quicker than the non-turbo Mazda 6 (7.2 vs 7.5 seconds) Look, the Mazda 6 is a very good car, especially in its Signature trim. With the turbo engine they've made it more competitive with class leaders like the Accord and Camry, though its performance doesn't quite match either one. Its interior is first class, though it falls short in some areas while exceeding rivals in others. As a small company Mazda doesn't have the resources of either Honda or Toyota. The deserve an "A" for effort. As my daddy used to say about dancing dogs, "It's not that they're great; it's amazing that they can dance at all."
    2
  1604. I'm inclined to agree with that comparison. I recently looked seriously at the Mazda 6 along with several other mid-size sedans. Ultimately, though, I decided to replace my MK6 GTI witha a MK7.5 GTI.
    2
  1605. No more so than for other midsize 3 row crossovers.
    2
  1606. I'm afraid Mazda's efforts with the CX-30 and Mazda3 won't do what they hope -- reverse their dismal overall sales across their lineup. Reports beginning in May indicate Mazda is seeking to counter the company's worst sales in 20 years via loans totaling $2.8 BILLION (!) from Japanese banks. Sales in 2019 were already the worst in years even before the impact of the pandemic. Sales in 2020 are even worse. The CX-9 continues to be the slowest selling midsize mainstream 3 row SUV in the market by a huge margin. Sales of the Mazda3 (sedan and hatchbacks) in the US are down 43% in 2020 to a total of slightly over 16,000 units. That's compared to almost 52,000 sales of the VW Jetta and Golf, hardly the best selling duo in the compact segment. The Mazda6 has never been a strong seller and the midsize sedan market continues to be soft but sales in 2020 have cratered to slightly more than 8000 units, down 38% compared to the first half of 2019. Again, even the slow selling VW Passat had better sales of over 10,000 units in 2020. Sales of the CX-30 in 2020 are strong in comparison to those categories (17,000) but they come at the expense in part of the CX-3 where sales have dipped 30% to fewer than 4800 units. It's likely Mazda will drop that model in the US. Now Mazda hopes to increase sales and the brand's tiny market share in the US by offering the same engine/drive train combo in the CX-30, the Mazda3, the CX-5, the Mazda6, and the CX-9. That's a recipe for Mazda models to cannibalize the sales of its other models. Especially vulnerable may be the CX-5, the only model in the Mazda lineup with relatively strong sales (65,000 units) even with a 13% decline in the first half of 2020. In short, Mazda is in serious trouble in terms of sales, a situation that has been made worse but did not originate with the impact of the pandemic. And before anyone claims the figures above are only from US sales, the overall picture from other international markets is even worse. Finally, anyone who believes Mazda can dig itself out of its hole by selling more lower priced (and lower profit) small models while sacrificing sales of larger, higher profit models doesn't understand the automotive industry. Adding performance options to the Mazda3 and CX-30 won't help much, if at all. Here's hoping Japanese banks bail out the brand but I'm skeptical even an infusion of $2.8 billion will provide the needed investment.
    2
  1607.  @ozzless  Different strokes for different folks. I prefer VW's excellent dual clutch DSG over either a traditional torque converter or a manual transmission.
    2
  1608. All true. But if you've ever owned a GTI, some of the intangibles of the new GLI will be difficult to resist.
    2
  1609. I'm not a fanatic about manufacturers copying one another but in this case it's the Explorer looking like a Range Rover, not the other way around.
    2
  1610.  @LS1007  No problem. And if you want to see a similar design, take a look at the Telluride. Range Rovers have a classic boxy design that's been around for many years.
    2
  1611. 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.
    2
  1612. Very unlikely. The Crosstrek is aimed at a completely different market and a different price point.
    2
  1613. Yup.
    2
  1614. Not in my (recent) experience. I was looking for a used car for my 17 y/o daughter. I found that KBB estimated sale prices to be as much as 25% below the asking prices of cars in the $10K to $15K range.
    2
  1615.  @mowcowbell  For North American roads and designed for North American tastes. The Palisade, on the other hand, is designed to be the Korean brands' international entry.
    2
  1616.  @canadabear72  Right on, perceptive comment as usual, John.
    2
  1617. Oh, come now. I'm 5'10". My wife is 5'7". When we looked seriously at a Mustang a few months ago, if I were in the front and my wife in the back, one or the other of us had our chins on our knees. Oh, BTW, there is no Accord Coupe any longer. The Mustang, especially the most recent, is a great car. But there's no reason to try to make it into something it isn't. The back seat of a Mustang makes the third row of midsize crossovers feel like reasonable accommodations. Of course, our 14 y/o daughter found the back seat just great but that had much more to do with her passion for the family to have a Mustang that she hoped to inherit than actual comfort. I suspect much the same attitude may have influenced his kids' assessment. :)
    2
  1618.  @wbwayne8887  Sorry, friend. VW is responding to consumer demand. Not the other way around. The reason the Taos exists in the US and the standard Golf is gone while the Golf remains in Europe and the Taos is nowhere to be found reflects market conditions.
    2
  1619.  @atl3630  If that's actually true (and I'm skeptical) your neighbor's experience would match the slightly over 200 reported fires out of hundreds of thousands of vehicles sold. No one has been injured.
    2
  1620.  @dcjohnson2490  Just to put it in perspective, there have been fewer than 200 reported fires in Kia's (and Hyundai's) out of hundreds of thousands of the models affected sold (almost all of which were from 2011 to 2015). None, that's zero, have resulted in an injury, much less a death. In contrast there have been over 20 deaths attributed to exploding airbags in Hondas and Toyotas. Neither of these problems should be ignored but the tendency to panic over very, very low risks while ignoring much greater risks is a common example of the lack of logic among some.
    2
  1621. @Nathan Brooks You're right, of course. My bad for failing to add "North" to the comment about the Jetta being built in "America."
    2
  1622.  @xXxUrbanNinjaxXx  That it is. Though less well known than roads in the Appalachians such as "tail of the dragon," the Pacific NW offers beautiful drivers' roads in and around the Cascades.
    2
  1623.  @Tigerex966  You forgot to add, "Get off my lawn!" :) Shifting without taking my hands off the wheel, faster shifts, better performance, equal or better MPG's. If it's good enough and "engaging" enough for F1 drivers, it's good enough and "engaging" enough for me.
    2
  1624. The title of the review, "Nothing else like it!", says it all. MINI fans are committed both to the brand's strengths and its eccentricities. I recently took a lightly used MINI for an extended test drive when I was looking for a car for my 17 y/o daughter. With the exception of a few bells and whistles it was nearly identical to the one I drove when I was shopping in 2013. Now as then, it was great fun to drive but when I returned to the dealer and got back in my GTI, there was no question in my mind that the VW was a far more solid vehicle (imo). I certainly understand the MINI's appeal but I think its future remains trapped by the expectations and preferences of its (shrinking) fan base.
    2
  1625. Nor in Seattle. :)
    2
  1626. Easy answer. They're looking for fuel economy with the Atkinson Cycle engine. EPA numbers are about the same as the Sorento with the 3.3L V6 but in a heavier, bigger vehicle.
    2
  1627.  @wbwayne8887  It's a rather pedantic point but the DCT is technically not a "automatic" transmission. It's an automated manual transmission that simply provides automated clutch action. That is a radically different (and significantly less complex) design than a traditional torque converter automatic that has no clutch. For those who prefer to manually select and hold a particular gear and shift up or down on command, it's a superior choice.
    2
  1628.  @wbwayne8887  Thanks, Wayne. I usually ignore the reference to DCT's as "automatic transmissions" because the absence of a clutch pedal means an AT to most drivers. But there is a significant difference in terms of both the components and in the driving experience between a DCT and an AT that uses a torque converter in place of clutch. Personally, I had driven for decades with at least one MT in my garage until 2013 when I bought a GTI with a DCT. I've found it to be a great compromise between an AT and a MT transmission.
    2
  1629.  @hamerplayer1229  Different strokes for different folks. Personally I've always found Hyundai looks to be a bit "fussy" for my taste and KIA's to have a simpler, more elegant look, but that's obviously about as subjective as one can get. We don't use the third row at least 90% of the time but it's very convenient when chauffeuring a gaggle of teenage girls around town or taking a single car out with friends when we'd otherwise have to use two vehicles. All in all, I've found both KIA and Hyundai to do an amazing job with their vehicles year after year since 2012 when I first even considered buying one. When we replaced our 2012 Sorento with a new one last year after 80K plus miles and zero issues, I practically had to pry my wife's cold dead fingers off the steering wheel. It was like trading in a pet. :) Fortunately, she got over it in about a week.
    2
  1630. With strong brand loyalty among Subar-ites the most recent version of the Crosstrek will undoubtedly sell relatively well. The strongest competitor, I suspect, won't be the Mazda CX-30 that Alex mentions prominently but rather the KIA Seltos which he doesn't mention at all. (That may well be a timing issue when the review was filmed.) The Seltos is about 4.5" less in length than the Crosstrek. But interior passenger space are near identical (e.g. combined legroom in the first and second rows is 79.4" in the KIA vs 79.6" in the Subaru.) Further, the Seltos boasts considerably greater cargo space. (26.6 cubic ft behind the second row and 62.8 cf overall vs 20.8 cf and 55.1 cf in the Crosstrek.) Otherwise, the Crosstrek is probably superior in terms of off-road capabilities but for the vast majority of owners whose greatest challenge is an occasional gravel road, that won't matter. The 2.5L engine in the Subaru is a significant upgrade over the previous year's model but the Seltos 1.6L turbo is almost certainly a quicker performer given the KIA's 195 ft lbs of torque at 1500 RPM vs the Subaru's 176 ft lbs at 4400 RPM. And that doesn't even take into account the Seltos 7 speed DCT vs the Crosstrek's CVT. Among the subcompact SUVs, otherwise known as hatchbacks on stilts, I'd put the Crosstrek and the Seltos at the top of the heap. But for those not part of the Subaru cult (a very polite cult, btw), I suspect the Seltos may offer more than the Crosstrek. As for the CX-30, adding a turbo to the ubiquitous 2.5L Mazda engine may boost sales a bit but Mazda has far more problems in terms of sales than that is going to solve.
    2
  1631.  Богдан Кондратов  Having put about 40K miles on a Stage 1 APR tuned MK6 GTI putting it altogether at over 100K miles before trading it for a MK7.5, I'd have to dispute that characterization. So would the other members of the Golf R/GTI owners group here in the Pacific NW.
    2
  1632.  @GUITARTIME2024  The changes you note may come along. But it's important to remember that the North American market for the GTI and Golf R is a secondary consideration for VW. Whatever changes brings to a refreshed verion will depend on European tastes and sales rather than the those in the US. The basic Golf remains very popular in Europe and has disappeared completely in the US. The GTI Club Sport offers nearly 300 HP in Europe and won't be sold in the US. VW has apparently concluded (with good reason) that sales in the US market depends on their lineup of SUVs and that's where their emphasis is placed on this side of the Atlantic.
    2
  1633.  @katiecannon8186  I agree . The headrests look ;(and are) cheap.
    2
  1634. Only among those familiar with the origin of that name.
    2
  1635. OK. I'll get it out of the way at the start..."Get off my lawn!" So here's the view from an old guy. AWD is trendy as hell and it can be a very useful feature in some vehicles (especially those weighing two tons or more) and in some conditions (challenging winters in Canada and the northern tier of the US.) But I first owned a small FWD vehicle in the early 1970's (Saab 96) and I've lost count of all subsequent FWD vehicles I've owned. (Remember, I'm old.) And to be fair I also own an AWD SUV, my third, and even once owned an AWD Mazda minivan. Back in the 1970's there were few (if any) FWD alternatives to the Saab. I found that my little car managed to climb and descend the steep, ice and snow choked hills of Ithaca, New York all winter long when almost every other vehicle either sat safely in a garage or less safely in a ditch beside the road. The secret was the engine weight sitting over the drive wheels and a good set of winter tires. Things have chained, of course but FWD worked well then and I'd guess that it's still as effective as AWD about 95% of the time. And for those not challenged with severe winter weather, there's little advantage, at all, especially with "reactive" AWD systems that send power to the non-drive wheels only when slip is detected. Bottom line. AWD may make a difference at the margins. And putting winter tires on an AWD vehicle provides even greater capabilities. Furthermore, some sytems (e.g. Honda's SH-AWD) accomplish more than coping with adverse conditions and may improve the overall handling of a vehicle. But considering the cost and the penalty paid in terms of weight (usually equivalent to an NFL linebacker sitting in the back seat), AWD's value in a vehicle like the Mazda3 looks more like "market engineering" than anything else.
    2
  1636.  @notinuse1233  And if you lived in Southern California you might ask why you are paying for a heat pump that you don't need. Considering that by far the greater market for EVs is in the sunbelt, especially in California, the decision to make the heat pump an option makes sends from Volvo's standpoint.
    2
  1637. Other than a Nissan executive, who is going to own or drive this thing? Yes, it'll do 0-60 in about six seconds in a straight line but hold on if you have to take it around a curve. No AndroidAuto/Apple CarPlay but it has a dated nav system from the early years of the 21st century. Great that it can mount a curb without difficulty because you're apt to encounter a lot of those trying to park this behemoth. But all of these aspects pale in comparison to its most striking feature, an analog clock. Now THAT means luxury.
    2
  1638.  @dragospahontu  Agreed. But my VW dealer in the Seattle, WA area has the mid-level SEL R-Line trim with AWD for under $40,000 plus tax, title, and license. It lacks only 20" wheels (19" instead) and a premium sound system compared to the top SEL Premium R-Line version that's discounted $4000 under the $48,000 MSRP. The Stinger is a fine automobile but the $40,000 price asked for it around here is for the 2.5L four cylinder AWD version. That, by the way, is the same engine offered in at least 7 other KIA, Hyundai, and Genesis models and is itself an excellent engine. In the Stinger its 5.2 second 0-60 time trails the V6 by only 0.5 seconds.
    2
  1639. Great review as usual, Alex. However, I think you might want to consult a physician about the lead that seems to be accumulating in your right foot. When you reported that you had gotten about 18 mpg in your recent "short review" of the 2018 GTI, I assumed it was because you climbed Mt. Hood and didn't come back down. But now you're reporting the same 18 mpg for the Golf R. Have you noticed you're listing to the right when you walk? You might want to have your right foot examined. :) Seriously, I realize that when you review a car it's important to test it in all sort of conditions and drive it more aggressively than most drivers do in daily driving. For example, I've averaged about 28 mpg in my 2018 GTI over the first 3000 miles and my previous MK6 with an APR Stage I+ tune averaged about 24 mpg in mixed driving. No criticism intended for your reported results but I think it's worth noting that your results are unlikely to be duplicated by an average owner. In the past you often mentioned that your test included commuting over the 2200 ft Santa Cruz mountains. I have a feeling that your more recent tests may be a bit more "adventurous."
    2
  1640. It's a design trick used by automotive designers in sports cars for about a hundred years. It suggests potency and performance, features that are high priorities for some, especially males.
    2
  1641. The Palisade is a very impressive vehicle and the list of differences between the Palisade and Telluride is short. And while there are some differences in the trim packages the MSRP differences are tiny. In fact, identically configured top trim versions (SX + Prestige package KIA vs Ultimate Hyundai) have MSRP's within $115 of one another. (The Telluride is slightly less.) There are, however, some differences worth noting. The biggest is the fact that the Telluride is designed exclusively for North America and built in the US. It's not even offered in Asia, not even in Korea. The Palisade is built in Korea and aimed at international markets, especially those in Asia. In those markets German luxury brands signal luxury and prestige. Thus, the top trim Palisade has diamond quilted leather upholstery, a push button gear selector, and more eye candy in its top trim digital cockpit. In effect, the Palisade is a budget priced alternative to Audis, BMWs, and MBs. That's critically important in markets where those brands signal that a consumer has "made it." The Telluride has numerous luxury touches as well but it's no coincidence that it more closely resembles a Range Rover with its fewer curves and creases than a German luxury SUV. All in all the choice comes down to style preferences and a few minor items that for some may be deal breakers. Hyundai seems to think that quilted upholstery and a push button gear selector spells luxury. To me, the upholstery reminds me of the sofa in my grandmother's living room 50 years ago and the push button gear selector recalls a 1957 DeSoto. Overall, the Palisade's styling strikes me as "fussy" while the KIA feels simpler and (to me) more elegant. Further, the Palisade's headlights mounted just above the bumper is a fairly significant negative. And it's not simply a question of looks. Living in the Pacific Northwest where the spring thaw brings many tons of rocks and gravel down from the Cascades onto the highways driver's either learn to keep a greater than usual distance from semi's and logging trucks ahead or learn to replace windshields and headlight covers on a regular basis. It took me three windshields in five years to learn that lesson. Putting the headlights a few inches above the front bumper only increases the vulnerability from high velocity pebbles, not only from trucks but from smaller passenger vehicles too. Not to mention the vulnerability in parking lots from inattentive drivers. Jeep learned its lesson about low mounted headlights several years ago, probably as a result of the reactions of the militant cult of Jeep traditionalists, but there are sound functional reasons to avoid that design, as well. Finally, I agree with Joe that the world's slowest motorized rear seat mechanism is a plus only if the driver has the arms of a T-Rex. What he doesn't mention is that the motors and mechanisms required reduce the cargo space behind the third row by 3 cubic feet compared to the Telluride. While the KIA has more rear cargo space than any midsize SUV except the GM Traverse/Enclave twins, the Palisade has less than a Subaru Ascent. The difference isn't huge but when carrying gear/luggage for a trip with six or more passengers, every cubic foot matters. The Palisade is an impressive vehicle. And whether one prefers it to the Telluride is largely a matter of taste and availability, especially considering the massive demand for the KIA. If I were making the choice, it would be the Telluride.
    2
  1642. The lack of the base trims in Canada stems largely from the fact that all Tellurides are AWD in Canada while in the US AWD is available as an option at all trim levels.
    2
  1643. As nearly always Alex manages to get to the heart of the matter in terms of comparisons between the Veloster N and its rivals. The Hyundai is unquestionably the "best" Hot Hatch if track performance and price are the top priorities for a buyer. Personally, though, I spend virtually all my time in a car on public roads of one form or another. My very occasional track days are spent on two wheels rather than four. And even if that were not the case I can't imagine more than 2%-5% of my miles would ever be spent on a track. So for me, the GTI's versatility makes it the elusive "unicorn" vehicle. Excellent for deserted mountain roads on an early Sunday morning. Comfortable for a trip with my wife, daughter, and big dog. Easy to live as a daily driver, especially when I have to deal with Seattle's nightmare traffic. And even suitable for those trips to Costco for multiple five gallon jars of mayo and a big screen TV. The power of the GTI's remarkable EA888 engine is more than sufficient for my driving. But if I want more, a Stage I ECU tune is an inexpensive mod that runs a few hundred dollars and about 30 minutes. (That mod on my previous MK6 GTI transformed its performance and cost me only a couple of mpgs over 40K miles). And if I'm willing to spend more there's always the Golf R. Bottom line? Mr. Biermann and his colleagues at Hyundai have done an excellent job in the Veloster N (as well as other "N" models). But for me, replacing my GTI with the Veloster N prompts the same feeling as replacing the family dog.
    2
  1644.  @markmiller3279  The Mazda CX-5 ranks 5th of 42 compact SUVs and sales have increased 42% since last year. The CX-30 ranks 7th of 30 subcompact SUVs and has doubled its sales compared to last year. Meanwhile the CX-9 currently ranks 11th out of 12 mainstream midsize 3 row SUVs with the only slower selling vehicle being the previous Nissan Pathfinder prior to the new model going on sale at dealers. Apparently Mazda's identity isn't a secret and their dealer network manages to be competitive with other SUVs. Just not the CX-9.
    2
  1645. For some mysterious reason VW Canada seems to have a different relationship with VW Germany than VW USA. It's not unusual for a manufacturer to provide different configurations for North America but there are frequently differences in VW's in the US and Canada. For example, in 2018 Golf R's were far more readily available in Canada than in the US. On the other hand, GTI's were less widely available in Canada. And Canada had a huge range of colors available on the GTI while US spec versions were limited to a few rather common colors. For 2019 US buyers were promised that large pallet (at a stiff price) but as far as I can tell, they haven't materialized. As for the 35th Anniversary edition, as you note it's simply an optional package in Canada while in the US it's a specific (and rather odd) trim level. I'll leave it to others to figure it out.
    2
  1646.  @philliprumans753  Yup. My '94 Prelude was among the best cars I've ever owned. And that covers about half a century of vehicles.
    2
  1647.  @winomaster  You should give some credit to manufacturers for spending lots of money to understand the priorities of their potential customers. Toyota may eventually decide to offer a turbo 4 option in the Rav4 but they understand that compact SUV buyers willing to consider a RAV4 prioritize long term reliability and fuel efficiency over 0-60 performance. The fact that Toyota sells as many RAV4's as they can produce (and far more than any rival) doesn't suggest they have much of an incentive to change their strategy.
    2
  1648.  @644t9  I haven't found that to be the case.
    2
  1649. The best line of the review. "...the best compact crossover you CAN'T buy in America..." And that's the problem. This is less an existing vehicle than a marketing ploy designed to put a brake on the sales of competing plug-in hybrids that can be purchased within the next two to three years. Virtually every one of the first year production run is undoubtedly already sold. The 20,000 promised for next year, I strong suspect, will be gone before they hit dealer lots. So aim for late 2022 or later if you want the opportunity to drive one before purchase.
    2
  1650. As noted in the video the CX-5 is a tremendously important vehicle for Mazda. Not only is it the best selling Mazda vehicle in the US, it outsells all other models put together! It's an appealing vehicle in many ways but it does have one glaring weakness -- the cramped interior space especially for cargo. At 179" long it's firmly in the "compact" SUV category, only 3" inches shorter than a CR-V. Yet the CX-5 has 37.6 cubic ft of cargo space behind the second row and 75.8 cf overall. The CX-5 counters with 30.9 cf behind the rear seats and only 59.6 cf overall. In fact, not only does the CX-5 rank at the bottom of all "compact" SUVs, it offers less cargo space than several SUVs in the "subcompact" category. (e.g. Kia Seltos, VW Taos). Even telling is that the CX-5's cargo capacity barely exceeds that of a GTI (54 cf), a vehicle that's nearly a foot shorter than the Mazda.
    2
  1651. That matches the massive demand for the Telluride here in the US.
    2
  1652. ​ @canadabear72  Minor correction, John. The Telluride is also sold in Canada. There's no question, though, that the market for which the Palisade is intended is much broader than that of the Telluride. Perhaps you know if the Palisade is currently offered in China. I assume that's the 800 lb gorilla market for which it's eventually intended but while Hyundai is an important brand in China I've read they're cutting back production there and I'm not sure whether Korean produced Hyundai's are sold there.
    2
  1653.  @canadabear72  Don't feel too bad, John. When I checked with my local KIA dealer (who doesn't sell vehicles over MSRP) about three weeks ago he indicated if I wanted to put down a (refundable) deposit on a top trim Telluride I could expect delivery next January. :) Hyundai and KIA do an amazing job of dissecting a market segment with very similar vehicles that appeal to slightly different sub-segments. I suspect that Hyundai has prioritized the US market to prevent customers tempted to defect to non-Korean brands while waiting for a Telluride from being lost, altogether. Further, while Hyundai and KIA are part of the same conglomerate the brands are separate and competitive in a number of ways including their dealer networks. I'm sure Hyundai dealers have been crying loudly for Palisades as the massive demand for Tellurides has become apparent.
    2
  1654. Haven't heard if the chip shortage is affecting KIA but my VW dealer told me last week that they expected to receive no more Jettas for the rest of 2021 as a result.
    2
  1655. As noted in another comment the Sorento is one of two vehicles KIA in the HUGE mainstream midsize category ranging from about 188" to 203" in length. In fact, virtually every automaker with the exception of Mazda offers two models in the midsize category. One in a shorter group typically with two rows of seats that ranges from 188" to 192" in length and another in the longer, mainly 3 row group, that range from 195" to 203". The Sorento is unique in offering three rows of seats in the shorter sub-category while the VW Cross Sport is an outlier that offers only two rows of seats while its length puts it in the larger crossover category. Thus, like almost every other automaker the Sorento isn't meant to compete with the Telluride or other larger 3 row SUVs. The Sorento and the Telluride are complementary in a manner similar to the Edge vs the Explorer, the Blazer vs the Traverse, the Venza vs the Highlander, the Passport vs the Pilot, the Outback vs the Ascent, the Santa Fe vs the Palisade, the Grand Cherokee vs the Durango, etc., etc. The Sorento is unique in that it offers better than average 3rd row seating in a significantly smaller overall package than other 3 row rivals. Of course, physics is physics and other than Dr. Who's Tardis an object can't be smaller on the outside than it is on the inside. The Sorento achieves its especially generous interior passenger space, an amount that KIA claims is even larger in the 2021 model, is at the expense of cargo space behind the third row compared to the three row competition.
    2
  1656. Of the various applications where Mazda uses its 2.5L turbo four banger (CX-5, CX-9, Mazda6), the CX-5 is probably the best. And the Signature trims in all their vehicles is impressive. But the elephant in the room in each of these vehicles isn't the dated tech as much as it is the cramped interior space. The "U" in SUV stands for "Utility" and on that score both the CX-9 and CX-5 fall short of their rivals. The deficit is most extreme in the humungous CX-9 where passenger and cargo space is less than the smallest of its competitors in the midsize category. But in the compact class the Honda CRV and Subaru Forester each provides at least 25% (!) more overall cargo space with overall lengths within an inch or two of the CX-5. The CX-5 is undeniably stylish and drives very well. But its cargo capacity is only about 9 cubic feet more than a VW Golf, a vehicle that's a foot shorter than the CX-5. In a vehicle where "utility" is a priority, that's a serious shortfall. And if drivability is an issue, the VW Alltrack offers even more cargo capacity than the CX-5 in a wagon with equal or better "driveability."
    2
  1657. With the CX-50 Mazda will be the only mainstream automaker with TWO compact SUVs and only ONE midsize SUV. Recall what happened to the CX-3 when the CX-30 was introduced in the US? The CX-5 is by far the best selling model in Mazda's North American portfolio and perhaps Mazda believes there's room for a closely related model but I'm somewhat skeptical.
    2
  1658. Interesting point. When one gets a new vehicle there are often one or two features that are initially annoying but a driver gets used to them. In this case, I think the annoyance (at least for me) would last for quite awhile when I have to look at the silly knob every single time I drive the car.
    2
  1659. I'd say Telluride is modeled on the Range Rover, a budget version of a luxury SUV with a "rugged" vibe.
    2
  1660. Lots to choose from among mainstream midsize SUV's. So many, in fact, that the group is really two categories: a group of smaller 2 row crossovers that range in length from 188" to 192" in length and a group of larger 3 row crossovers that range from 195" to 204" long. There are a couple of exceptions, of course. The two row VW Cross Sport is 195.5" long, half an inch greater than the Highlander. And the KIA Sorento at 189" in length offers three rows of seats. Other vehicles, however, fit rather neatly into one of the two categories. Smaller SUV's with two rows and larger midsize crossovers with three row seating. So why choose a three row SUV? Presumably because a consumer wants a vehicle with a usable third row on at least an occasional basis. Of course midsize crossovers as a whole have cramped seating in the rear. With the exceptions of the VW Atlas and Chevy Traverse with over 33" of legroom reviewers typically describe seating in the third row of most vehicles as suitable mainly for children. But there's a difference between "cozy" and ridiculously cramped. And on that scale the Highlander is by far the most ridiculously cramped. Despite adding about 2.5" of overall length to the 2020 Highlander to put it at 195" long, Toyota added virtually no space to the third row. At 27.7" of legroom it offers 2" less than the cramped Mazda CX-9. The KIA Sorento, half a foot shorter than the Highlander, has a third row with 31.7" inches of legroom, four inches more than the Toyota. To get an idea of how limited the room in the third row of the Highlander is, a Ford Mustang provides 30" of legroom in the back seat! And it doesn't stop there. Toyota makes the ludicrous claim that the Highlander has room for seven or eight passengers depending on whether a bench or individual captain chairs are fitted in the second row. (Top trim Highlanders offer only a pair of captain chairs.) But that claim is based on the fact that Toyota fits the third row with three seat belts while rivals more realistically fit their back rows with two. Claiming the third row of a Highlander can accommodate three average size human beings is a cruel joke. Finally, even if one grants that the Highlander's rear seat is suitable only for children or Munchkins from the Wizard of Oz, not even all children can be reasonably accommodated. Those in infant or child seats shouldn't be seated in the third row for safety reasons and because installing/removing those seats is especially difficult. And even if an average nine year old can be accommodated a 12 or 13 year old may not be. As parents know, kids have an inconvenient habit of growing taller year after year. So even if one can fit a kid or two in the rear seat of a new Highlander, two years later that may be impossible. Apparently Toyota has recognized the Highlander's problem even if they don't admit it. While almost all other manufacturers offer two SUV's in the midsize category, a larger version with three rows and a shorter two row version, Toyota hasn't done so. Until now. The recently announced Venza (nearly 187" in length) gives those who prefer a midsize two row Toyota SUV an alternative to the Highlander. It will be interesting to see if the Venza significantly cannibalizes Highlander sales. I'm betting it will.
    2
  1661. Though Mazda managed to sell a "record number of CX-9s last year," it was a very low bar to meet. As has been the case ever since its introduction in the US, it was the WORST selling mainstream 3 row SUV in the US. In fact, it trailed 5 luxury SUVs in sales and ranked 29th among all midsize SUVs. Why? Well, to begin with it's huge. Only the Dodge Durango, Chevy Traverse, and for 2022 the 3 row version of the Grand Cherokee exceed the CX-9's 199" length. Ironically, the Mazda has the least interior space of any midsize 3 row crossover. Its overall cargo space is less than a Honda CR-V! The 4cylinder turbo engine and aged 6 speed transmission is adequate at best, but far better suited to the much smaller CX-5, Mazda CX-30, and even the Mazda 3, each of which offers the same engine/transmission combination. It's certainly true that the CX-9 is good looking. That's the result of the extremely long hood designed to suggest power and potency. A design trick used by sports car designers for the last 100 years, or so. Unfortunately, the stylishness doesn't translate into "utility," presumably an important feature of a sports UTILITY vehicle.
    2
  1662.  @97I30T  My error. I should pay more attention to Nissan's advertising.
    2
  1663.  @PrimeAutotainment  Thanks for the comment, my friend. As you know I have a lot of respect for your thorough reviews.
    2
  1664. 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.
    2
  1665. @ClawBoss. For the record, the 2.7 EcoSport Turbo is a V6 , not a 4 banger.
    2
  1666. As noted in my comment on the Motoman review I've owned two Sorentos, a 2012 and a 2018 model, each an AWD V6 model. I have to admit I was somewhat skeptical when I heard the V6 was dropped in 2021 and replaced by the 2.5L turbo 4 banger. Although I've owned a number of small displacement turbos dating back to Saabs more than 20 years ago and I currently own a GTI, I'd always felt that a larger displacement V6 was more appropriate for a vehicle that can weigh more than 2.5 tons when loaded with passengers, gear, and fuel. It wasn't a question of performance but rather long term durability in a larger, less stressed engine. Have to admit, though, that I'm inclined to change my mind in the case of the Sorento. Considering that the same engine is available in the Sonata N-Line, the KIA K5 GT, the Hyundai Santa Fe, and especially in the Genesis GV70, GV80, and G80 I'm reassured that Hyundai and KIA wouldn't be offering their 5yr/60K mile bumper to bumper and 10yr/100K mile warranties in so many models if they weren't confident about its durability. (Automakers don't offer long warranties if they believe they'll have to redeem many.) Add to that the superior performance and especially the better fuel economy of the new 2.5L turbo, I'm reassured. At the same time, I suspect that combining the turbo4 with FWD is a less than optimal choice. Canadians won't have to deal with that choice where all Sorentos will come with AWD but here in the US it may be a popular option among customers in warm and dry climates who feel that they don't need AWD. TIme will tell but I suspect KIA may revamp their US trim levels to eliminate the turbo 4 cylinder with FWD.
    2
  1667.  @mikewilliams2486  As already noted, I've owned two AWD V6 Sorentos including my current 2018 SXL version. I have a daughter heading off to college in a couple of years so I won't be replacing my family's current Sorento anytime soon but I did convince my local dealer to lend me one of the 2021 versions he's just received for a ten mile test drive a couple of days back. Not enough for a thorough assessment but easily enough to confirm independent reviewers virtually unanimous opinion that the 2.5L turbo is a significantly quicker and overall more solid feeling vehicle.
    2
  1668.  @markmiller3279  Bingo. Our 2018 Sorento is my wife's daily driver and the vacation "truckster" with ample cargo space for our family of four (3 humans and a big dog.) Furthermore, at 189" long we can hang a hitch mounted bike rack for 3 bikes on the Sorento and close the garage door. That wouldn't be possible with the larger Telluride or more other 3 row SUVs. For us, the Sorento is a true Goldilocks size.
    2
  1669. Hey guys, I think you buried the lead. The big news about the 2022 Stinger isn't the barely changed GT models but the base GT-Line version with its 2.5L turbo that KIA/Hyundai/Genesis are deploying in at least 7(!) different vehicles. When the Stinger was introduced a few years back the 2.0L turbo was adequate for most driving situations but hardly comparable to the twin turbo V6 in the GT versions. The new base engine closes that gap significantly. Sure, the V6 models are quicker but what used to be a huge difference in 0-60 times now amounts to about half a second (5.2 vs 4.7 seconds). Considering that the MSRP of the AWD GT-Line Stinger is about the same as a top trim loaded Honda Accord or Toyota Camry it's a screaming bargain. And for those who are disappointed that the KIA K5 GT can't be had with AWD the Stinger GT-Line with the same engine is an excellent alternative.
    2
  1670. US spec versions of the Golf variants (GTI and Golf R) typically have slightly different specifications for HP and torque. The differences typically stem from slightly different tuning requirements to meet the distinct emission requirements of the EU vs the US. The differences are important only to "bench racing." You won't be able to tell the difference in driving.
    2
  1671. Same size as the pilot (196.9" vs 196.5"). Somewhat larger than the Highlander (192.5") and significantly significantly shorter than the Tahoe (204")
    2
  1672. You might be surprised to hear that the Ascent and the Telluride are virtually the same length, each is just short of 197". But the Telluride has significantly more passenger room (178 cubic ft vs 153.5 cubic ft) And it has more overall cargo space, as well, including a larger space behind the third row of seats (21 cubic ft vs 17.6). Not meant to disrespect the Ascent; it has a number of strong features. But in terms of size the Telluride packs more interior room into an exterior shell virtually identical to the Ascent.
    2
  1673. Good thinking. :)
    2
  1674. Styling? Well, like the CrossTour, "Baby got back..."
    2
  1675. I've had two KIA Sorentos. Had the warranty been for 1 mile or 3 hours I would have spent not a penny more on repairs than I have on either car, one with 80K miles and my current Sorento with 20K. Absolutely nothing has gone wrong with either car.
    2
  1676. Being in the US, it's interesting to see an Australian perspective on the CX-5. In the petrol hungry US where fuel is cheap and stuffing as much stuff as possible into our vehicles, not to mention our lives, is a priority the CX-5 is classified as a "compact" SUV, not a midsize.We don't even have the option of a diesel engine of the CX-8. And if I understood your comment correctly, the CX-5 comes nowhere close to being the most popular SUV in the States where that crown goes to the RAV4. Here, the CX-5 is a stylish alternative to the Honda CR-V and the new Toyota RAV4 especially in the top trim (known as "Signature" in the US.) But it comes up short in terms of cargo capacity and passenger room compared to those (also classified as "compact") rivals. Overall, Mazda's 2.5L turbo 4 is probably the best application of any of the vehicles in which it's available. Its massive torque figure in a vehicle smaller and lighter than the CX-9 gives it a performance advantage over its much larger sibling. And in the Mazda6 it trails its main competition, the Accord and Camry. The top trim is impressive. Since Mazda doesn't have a true "luxury" brand like Honda, Toyota, or Nissan, it doesn't have to worry about cannibalizing the sales of a true luxury offerings. But some evidence of cost cutting is still apparent, most obviously in its dated infotainment system. It will be interesting to see how sales of the CX-5 turbo compare to diesel options in markets where both are available. Unfortunately, "dieselgate" and the popularity of hybrids has probably killed diesels in the US in the foreseeable future. Furthermore, pure EV's with extended ranges from Hyundai/Kia and Nissan look to be the future here even if Tesla fails to bring a mainstream model to the party. Thanks for the excellent review. It broadens my understanding of the world market.
    2
  1677. Have owned two Sorentos. Solid as Fort Knox. The KIA warranties are reassuring but if the warranty had been for 10 miles and two hours I would have spent not a single penny more on repairs than I spent. Zero dollars.
    2
  1678. No question that charging at home is a huge benefit for an EV, any EV. But what EV advocates often ignore is the fact that millions of consumers don't have that option at any price. Not everyone owns a single family home with a garage they can outfit with a level 2 charger.
    2
  1679. 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.
    2
  1680. Both the 360 and the backup cameras are very low resolution. It's been mentioned by numerous reviewers and it's obvious in person. Have to say, though, that each has a very limited use. You're not watching movies on them. Each is sufficient to alert you to obstacles.
    2
  1681.  @ABCDE710  No. But your comment is.
    2
  1682. I do NOT want this car. It's absurd. Socially irresponsible. An environmental outlaw and an automotive example of pure "id." I don't want it. I really don't....really...really...Oh hell.
    2
  1683. It's going to depend on your location. KWH prices vary significantly across the US depending on the source of generation.
    2
  1684. VW fan here. So when my wife and I were shopping for an SUV for our family (two adults, 14 y/o daughter, big dog) earlier this year we looked seriously at both the Atlas and the Tiguan. The SUV is my wife's daily driver (I have a GTI) and the family's road trip vehicle so she had 3 votes to my two. (The kid got one vote and the dog got a half vote.) As much as I wanted to like it, none of us was impressed with the Tiguan. Third row seating isn't a huge priority for us but it's very convenient occasionally when chauffeuring a gaggle of teenagers or going out with another family taking a single vehicle rather than two. The Tiguan's 3rd row option is a joke and not a very good joke. Further, the 2.0L turbo 4 banger in the Tiguan seemed sluggish when not driven in "sport" mode. (The AllTrack 1.8 liter mill felt "peppier.) All in all, the new Tiguan is a far more functional, less cramped, but less fun to drive vehicle than the previous version but it didn't thrill anyone (except the dog but he likes any vehicle as long as he gets to go.) The Atlas certainly isn't "cramped." And if one needs comfortable seating for five or more adults on a regular basis, it's the best in class. A smooth naturally aspirated V6 with a good eight speed transmission that's well suited to the mission of this kind of vehicle. When we were shopping, though, the 2018 Atlas trim levels limited features such as leather seating and integrated navigation to the top trim SEL Premium. That pushed the MSRP to over $50,000 (USD). VW has apparently seen the error of their ways; the 2019 trim levels have been adjusted somewhat to provide a better value. In our case, the Atlas was just too damn big. My wife complained that she felt like she was driving a bus. Ultimately, the KIA Sorento was a better fit for us, especially with the $8000 discount off MSRP we received.
    2
  1685.  @ALMX5DP  As noted in another comment, that common defense has several shortcomings. Children come in a variety of sizes and most have an annoying habit of growing larger over a relatively short period of time.
    2
  1686. VW has the Arteon for you.
    2
  1687. That's a fairly common problem but it's not universal. My KIA dealer has a policy that prohibits "market adjustment" second stickers on their vehicles. Unfortunately, of course, that means a much longer waiting list for customers of that particular dealership compared to others in the area. (Especially for top trim SX-PP versions.) Ironically, KIA encourages dealers NOT to add second stickers to their vehicles.But once a dealer purchases a vehicle KIA has no control over retail pricing. When the Telluride was introduced last year KIA planned to produce 41,000 vehicles in the first calendar year. That would have been a roaring success for the brand. However, in the first 11 months after introduction about 63,000 Tellurides were sold as a result of increases in production and massive demand. The supply of vehicles has settled down somewhat but demand continues to mean a wait of five months or more in my area.
    2
  1688.  @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.
    2
  1689.  @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.
    2
  1690. 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.
    2
  1691. maurice benton Source? Car and Driver puts the 2018 4 cylinder at 7.9 seconds. Motor Trend puts the 0-60 time at 5.8 seconds, virtually identical to Alex' 5.7 seconds. Making stuff up out of your fevered imagination is really silly when facts are so easily checked on the internet. And this isn't the first time for you.
    2
  1692. Couldn't be that the dent in the door occurred when the Ascent was parked in a "compact only" space, could it? Just sayin' that some injuries are justified. :)
    2
  1693. The GT Line is the premium version of the lineup with the 1.6L turbo engine and AWD. The GT has a completely different drive train and does not have the AWD option.
    2
  1694.  @victorkonon  Sorry, my friend. I failed to include a personal opinion in my comment that I like the Mazda brand. I've owned four Mazdas over the years and I consider the Miata an iconic vehicle. When I was shopping the midsize sedan category a couple of years back I was impressed by the Mazda6. (I owned its predecessor, the 626.) On my personal checklist it came out a close second to the the Accord 2.0L turbo Touring model. Even now, despite the obvious need for a new, updated generation I consider it an appealing automobile. Nevertheless, the dismal sales of the Mazda6 can't be ignored. And it's not alone in the Mazda lineup. The CX-9 ranks 14th out of 14 mainstream midsize three row SUV's and its sales in the first half of 2020 (13,451) trail the next slowest selling vehicle, the VW Atas, by 11,000 units. The Mazda3 (sedan and hatchback) sales are down 43% in 2020 to slightly over 16,000 units, trailing even the Subaru Impreza (not including the WRX) and the VW Jetta. Of its entire lineup only the CX-5 (65,000 sales) shows signs of life. Mazda is the smallest independent mainstream manufacturer on the planet and I wouldn't expect it to outsell Honda and Toyota or even Hyundai and KIA. But without major improvement in sales across its lineup Mazda it may end up being the newest division of Toyota. And in my opinion that would be a shame.
    2
  1695. That depends on whether you value fuel economy or an occasional use third row seating more highly.
    2
  1696. A couple of observations... As with many vehicles the differences in trim levels can be confusing. In the case of the Arteon there are 3 trims for 2021. The base SE model has an MSRP under $37K but it lacks a significant number of features and options (including AWD) that are available on the top two trims, the SEL R-Line and the SEL Premium R-Line. The top two trims have MSRPs of $41.6K and $47.0K respectively. But that's misleading since the standard AWD on the top Premium trim is optional on the mid level SEL R-Line trim at a price for $1800 MSRP. With that in mind, the difference between the top trims amounts to $3600 in MSRP. For that premium the Premium trim comes with the following features that aren't offered on the mid-level non-premium SEL R-Line. () 20" wheels vs 19". () Premium Harman Kardon sound system with more speakers. () Ventilated front seats () Massage featured driver seat () Powered rear hatch () A 360 degree camera view Whether those differences are worth opting for the top trim is a personal decision, of course. But the price difference between the t top trims don't stop there. Here in the Seattle area the AWD SEL R-Line mid-trim is being offered by a number of dealers for less than $38,000, between $6K and $7K under MSRP. The SEL Premium R-Line, on the other hand is widely advertised (though not necessarily sold) at MSRP. (Although at least one dealer in the Seattle area is advertising the Premium model for $$2K. That makes the price difference between the two trims from $4000 to $9000. And at $38K including destination before tax, title, and license, the mid-level SEL R-Line is in the same price category as a fully loaded Accord Touring or a Camry V6, neither of which offers AWD or a number of other premium features compared to the Arteon. In short if one is willing to forego the items noted above, the mid-level SEL R-Line is a screaming bargain. I realize that reviewers are more or less forced to base their comments on price based purely on MSRP. But as this example suggests, the reliance can be seriously misleading in the real world.
    2
  1697. Beauty is in the eye of the beholder. Here in the Seattle area the Soul is so popular among so many different demographic groups that dealers could probably sell them by putting a vending machine in the show room.
    2
  1698. And definitely not for our family dog.
    2
  1699. Yeah, it's dated. Barely changed in the last decade. Hell, it's barely changed in the last two plus decades. The engineers that designed the engine are almost undoubtedly retired or dead. A five speed transmission (!) at a time that some rivals have twice as many gears. No LED headlights. Perhaps the biggest change for 2020 is a pushbutton to start the engine. But here's the deal. Last summer I was on vacation in Oregon. Parked next to me in the hotel parking lot was a new 4Runner with a disabled driver plate! As I was looking at it, an elderly gentleman walked up and we chatted about his new ride. The disabled plate was for his wife, he said. She was having mobility issues so he decided to trade his 23 year old 4Runner for a new one. Nothing wrong with their previous vehicle, he claimed. Just wanted to give his wife a new daily driver with all the new features of the 2019 model. I smiled. That sums it up. The reason Toyota hasn't revamped the 4Runner. In 2018 they sold 140, 000 vehicles in the US. More than any year in the 4Runner's history. And for 2019, the sales were essentially the same. Looking for a vehicle that will last a couple of decades? No better choice than a 4Runner.
    2
  1700.  @bluecent  It's true that VW engages in cost cutting and de-contenting for American versions of vehicles sold in Europe. It's also true, however, that a fully loaded Autobahn spec in Europe sells for well over $50,000 in current exchange rates.VW obviously believes that American consumers aren't willing to pay that for a Golf, even an iconic version. And I'm sure they're correct .
    2
  1701.  @mikeklaene4359  VW's model year designations are often confusing when applied to the US versions of their vehicles sold in Europe. Those vehicles are often sold in Europe significantly before they go on sale in the US and the model year designations Americans are accustomed to are not nearly as rigidly followed in Europe. In the case of the Atlas (not sold in Western Europe) it was originally introduced as a 2018 model but later production models were badged as 2019 models. The revised model now for sale in 2020 is being called a 2021 model solely for marketing purposes. BTW, I want to be clear that I think the Atlas is a good vehicle. Its primary advantage compared to its rivals is its interior packaging. Though about the same size as the Mazda CX-9, Explorer, and Durango it offers considerably more interior cargo and passenger space. As you noted, it's an especially good vehicle for those with a need for ample room behind the first row. And as Alex Dykes (Alex on Autos) has noted it's alone in its class for easily accommodating up to three child seats in that row.
    2
  1702. You're right, Micah. "For some people there's no replacing that Cadillac crest." Unfortunately, much like the Republican Party, those folks are aging and dying off at an alarming rate.
    2
  1703.  @jayday3096  Well , if your"self respect" comes from the badge on car, I see your point. And I pity you.
    2
  1704.  @greenshield1  I own both a VW (GTI) and a KIA (Sorento) so my brand loyalty is evenly divided. If I were shopping in this category I think I'd opt for the Telluride but you're certainly correct that in terms of real world transactions (as opposed to MSRPs) you're likely to do at least as well, if not better, with the Atlas. And in terms of interior room, the Atlas 3rd row is considerably more roomy than the Telluride with 33.7" of legroom compared to the Telluride's 115.2".
    2
  1705.  @greenshield1  I understand your choice completely. We're a family of four (two adults, a teenager, and a big dog.) The family SUV is my wife's daily driver and she felt the Atlas was simply too large for our needs while the Sorento is a real Goldilocks vehicle for us. At 189" long (9" less than the Atlas) and with three rows of seats it still offers the same combined (and adjustable) 115.2" of legroom as the Telluride and (surprisingly) slightly more than the Atlas (112.8") We use the third row of the Sorento only occasionally (less than 10% of the time, I'd guess) but when we need to transport more than 5 passengers on a short trip it's VERY convenient. Where it comes up "short" (No pun intended) is in the rear cargo space with all three rows occupied. The Atlas and Telluride each provide around 21 cubic ft of rear cargo space in that configuration compared to the 11.4 cf in the Sorento. For fewer than six passengers, the cargo space behind the second row, 38 cubic ft, trails the larger Telluride and Atlas by a lot but is still adequate for us. As far as the amenities, bells, and whistles of the Telluride and the Palisade vs the Atlas, I think it comes down to a large degree to whether one prefers the flashy features of the Korean vehicles to the minimalist European aesthetic of the VW. Personally I can see advantages to each approach. It largely comes down to subjective preferences. In terms of price the fact that the Telluride (and to a lesser extent the Palisade) are more likely to involve long waiting lists and second sticker "market adjustments" comes down to production capacity. A combination of KIA's (and KIA dealers') original underestimates of the popularity of top trim Tellurides and the impact of COVID in the Georgia assembly site have combined to produce that result. For roughly equal transaction prices, I think the Telluride has a significant edge, not only versus the Atlas but versus every other mainstream midsize crossover. But for an average transaction price difference of, say, $5000, the Atlas looks to be a much more appealing option than it otherwise it would be.
    2
  1706. 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. :)
    2
  1707. Yes. And there are even some features not available in the 2019 US Spec GTI. The most prominent is the digital cockpit not yet available in the US spec GTI, a larger sunroof, and multicolored ambient lighting. But there's also some cost cutting. Here and there some hard plastics compared to soft surfaces in the top trim GTI. No adaptive (steering) headlights. No "performance monitor" or lap timer. No dual zone climate control or backseat HVAC vents or controls. No 12V outlet (I believe) in the center console that can be used with a USB adapter reachable within by a front seat and/or a backseat passenger. Likewise, the GLI lacks adaptive cruise control (non-adaptive only) and (for what it's worth) automated parallel parking. (That's on my 2018 GTI but I'm not sure about the 2019. Wouldn't be surprised to see it dropped. I rarely use it.) Finally, VW believes the iconic status of the GTI is worth some $$$ compared to the GLI. You may or may not agree.
    2
  1708. Late to the party. Especially with less than 300 mile range.
    2
  1709.  @thecman26  Yeah, right. That's why they dropped the Mazdaspeed sub-brand. Too many customers wanted to buy it.
    2
  1710. 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.
    2
  1711.  @arunkalpy  Fair enough, my friend. Like you I'm no fan of the overuse of "powered" features in vehicles. My favorite whipping boy on that score is powered reach and tilt of the steering wheel. Once set I almost never readjust my steering wheel. And even in the car I share with my wife it takes about 5 seconds to re-adjust the reach/tilt of the steering wheel. Compare that inconvenience to the cost of disassembling and repairing a broken powered steering column.
    2
  1712. "...no other manufacture(r) has targeted"? Well there is the short range Leaf and the MINI EV among others. The MX-30 strikes me less "target(ing) a different type of customer" than simply a placeholder in the category to suggest that Mazda isn't completely unaware of important trends in automotive design. Much as the CX-3 preceded the CX-30 and then disappeared from the North American market when the CX-30 came along.
    2
  1713.  @gregholman2930  I think you have your heart and your mind mixed up. :)
    2
  1714.  @gregholman2930  I have a lot of respect for what Biermann and his colleagues have accomplished at Hyundai and KIA. I own a 2018 Sorento (my second) and consider it to be among the best values in the "tweener" category of crossovers between the compact and larger midsize vehicles. And if I were looking for a track toy the Veloster N would probably top the list. But my GTI is my daily driver and my early Sunday morning canyon carver. It feels like a quality machine each time I sit in the driver's seat. And when I take my wife, daughter, and big dog along on a day trip or make a run to Costco for 40 rolls of TP , 20 jars of mayo, a dozen shirts, 25 frozen dinners, etc. the 53 cubic feet of cargo space behind the front seats swallows it all without a hitch. In short, the GTI is the most versatile vehicle I've ever owned.
    2
  1715. DIfferent strokes for different folks. I own both a top trim KIA Sorento and a GTI Autobahn. Their interiors are different to be sure but each suits the character of the vehicle.
    2
  1716. 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.
    2
  1717.  @wbwayne8887  Yeah, I know what you mean. After exploding Pintos and "unsafe at any speed" Corvairs, I'd never buy a Ford or Chevy.
    2
  1718. An interesting pair of reviews of Hyundai's "N" offerings today. As a GTI owner the more interesting to me is the Kona N. In fact, the Kona N strikes me as the most direct rival of the GTI in the US market. Calling the Hyundai a "crossover" or "SUV" stretches the definition of that category to or beyond the breaking point. The Kona N is a "hot hatch." Period. I haven't driven the Kona N, of course. Nor the MK8 GTI for that matter. So I'll reserve judgment about their respective strengths and weaknesses. But while my experience and biases favor the VW, I have to admit that the Kona N is the only vehicle I'd cross shop versus a GTI.
    2
  1719. That's undoubtedly true but it's not really the point in this review. Off-road deaths and injuries are rare, in large part because speeds are so slow and crashes easier to avoid.
    2
  1720. The appropriate comparison is between Mexican and German robots. Robots have no nationality. And having owned both a GTI built in Germany (2013 MK6) and one built in Mexico (2018 MK7.5), I'd say the latter is stronger, tighter, and overall better, no doubt the result of the MQB platform in the MK7.5 version.
    2
  1721.  @blue-ck9ns  I can understand that decision. I have a 17 y/o daughter who is lusting after my beloved GTI so I'm considering either the Arteon or a KIA Stinger with the new 2.5Lturbo four cylinder engine that KIA, Hyundai and Genesis are putting in (at my last count) 7 different vehicles. The thought of trading my GTI gives me the same feeling as selling the family dog so that's not an option. But keeping it in the family and adding another vehicle is tempting. Having driven both the KIA and the VW it's a tough choice. Both are liftbacks almost exactly the same size. And with the discounts VW dealers are offering on the Arteon it's almost exactly the same price. The Stinger's 4 banger is stronger on paper but a Stage 1 APR tune on the Arteon eliminates that advantage. (And it's not that much even in stock form.) The Stinger is RWD but again AWD mostly eliminates that advantage. On the whole, I'm leaning toward the more elegant Arteon over the sportier Stinger but it's close on my personal checklist.
    2
  1722. James' story about the attention the Supra generated reminded me of a friend's comment years ago about his Testarossa. "I bought this car to attract women," he said. "What I found is that it mainly attracts 12 year old boys." :)
    2
  1723. 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?
    2
  1724. Great review for an overlooked compact sedan, Alex. I have to take issue with one statement, however. At around 12:00 you suggested that the GLI with its excellent DSG "unless you're trying really hard is likely to be "faster than a Golf R or Honda Civic Type R with an MT." As much as I love the DSG in my GTI I find it impossible to believe that the GLI/DSG combo is either quicker (e.g. 0-60 mph) or faster than a Golf R or Civic Type R with an MT for anyone with even the most limited experience with a manual transmission. Are you sure you didn't mean the GTI or the Civic SI? As far as the Jetta GLI sedan is concerned, as a GTI owner I have mixed feelings. On one hand I find it great to see the GTI in a 4dr sedan costume, especially at more affordable price. On the other hand, I'm suspicious that the lower priced, US built GLI may be a first step in VW's plans to drop the GTI from the US portfolio. The basic Golf is already gone and unlikely to return with the MK8 version. VW promises that the US will get the MK8 GTI and the Golf R but the latter is such a slow seller that VW repeatedly threatens to withdraw it from the US market. The Jetta (basic and GLI) already outsells the Golf (basic and GTI) by a margin of more than 3 to 1. I can imagine that VW's emphasis on SUVs would leave the iconic GTI and Golf R out in the cold. That would create the same tears from me that the demise of Saab produced. Though I think the GLI is a strong contender in the compact sedan segment, I'd still opt for the GTI for several reasons. First, I love the iconic shape and versatility of the Golf. Every week I have to transfer a large trash can from my down and back up a thousand foot very steep driveway. With the back seat folded my GTI swallows it with ease. Likewise, periodic trips to Costco to pick up a half dozen five gallon jars of mayonnaise and other staples or an occasional microwave or large screen TV is easily accomplished. The GLI has a generous trunk for the vehicle's size but it still doesn't compare to the GTI hatchback design even with the back seat folded. Second, the fact that the GLI lacks embedded navigation on any trim is a significant weakness for me. In the first place I hate deal with the tangle of cables every time I need a navigation system. If it ain't wireless I'd prefer my GTI's embedded nav system. Furthermore, while Apple CarPlay is a reasonable substitute for my GTI's native nav system in most cases the times I often need navigation assistance are often out in the wilderness where cellular coverage is spotty at best. The GTI's satellite based nav is more reliable in those cases. Finally, my big dog's second home is the back seat of my GTI. I have no problem denying a cooling breeze to my wife or daughter but my dog is another matter. The lack of rear seat AC would leave my dog miserable in summer heat especially on the way home from a romp in the dog park. He wouldn't complain like my daughter would but it would break my heart.
    2
  1725. Yeah, a lower class
    2
  1726. 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.
    2
  1727. Kudos for reviewing a vehicle in a category that while widely ignored by automotive journalists, is the sort of car that fits the needs and preferences of a significant portion of consumers. An affordable sedan both in terms of purchase price and ongoing expense. A daily driver and a reasonable "tripper" for four or five (in a pinch) passengers. Sales of the Elantra in the first half of 2021 are relatively strong with over 74,000 units sold in the first half of 2021, a 53% improvement over 2020. The Elantra isn't the only one. Its sibling, the KIA Forte, has also seen a 50%+ increase (59,000 units) in sales in 2021 and that's before the 2022 Forte (K3?) has been available. The same is true of the new Nissan Sentra with over 78,000 sales, virtually all of the them 2021 models. The major players in the category, of course are the Corolla and Civic where sales have soared compared to the pandemic impacted 2020 calendar year, as well, with over 150,000 sales each. Of the top five mainstream compact sedans, the Elantra undoubtedly presents the most distinctive looks, especially with the Civic dialing back its styling to present a more conservative (and more classic) image. Some may find the Elantra's looks (a scaled down version of the Sonata) appealing. I'm not one. IMO, it suffers from a common fault in Hyundai's design language. A tendency to take a good design and plaster it with bulges and creases here, there, and everywhere. The result, I think, is a vehicle that appears to be descended from a spaceship in a Flash Gordon 1930's movie serial. Others, no doubt, will disagree.
    2
  1728. The CX-9 is 199" in length. The Telluride is 197" long. The CX-9 has a total of 71 cubic ft of cargo space, a bit less than a Honda CR-V or a Subaru Forester. The Telluride has 87 cubic feet of cargo space. The CX-9 has 134 cubic ft of passenger space. The Telluride has 178 cubic feet. The CX-9 has a 2.5L turbo 4 that requires premium fuel to provide 252 HP. The Telluride has a naturally aspirated V6 that's rated at 291 HP. Physics is physics and a turbocharged smaller four banger is simply less durable than a much larger NA V6. The CX-9 is a very attractive vehicle, especially in its signature trim. It's also the most space inefficient midsize crossover. Period. There's a reason that despite strong reviews when the current generation was introduced, its sales have decline year on year since October 2018.
    2
  1729.  @stevendphoto  Can't disagree with what you say but Toyota is apparently more interested in selling more vehicles than any other manufacturer than in innovation.
    2
  1730. Sorento in the "compact" class? Is the Ford Edge in the compact class? The Hyundai Santa Fe? Is the Passport a compact SUV? The Edge and Santa Fe are each shorter than the Sorento and the Passport is less than an inch longer. The Sorento has more passenger and cargo space than a Mazda CX-9 Sorry, folks, the Sorento is a midsize SUV 189.4" in length. The Outlander, on the other hand is 185.4" long, the size of a VW Tiguan; each of which is relatively large compact crossover. The third row of the Sorento is "tight." Well, it provides as much legroom as a CX-9 (29.6") a vehicle that's almost foot longer than the Sorento. And if the KIA's third row is "best for small children," what do you say about the Toyota Highlander with two inches LESS legroom? Moreover, how is it that the Sorento and Outlander are comparable in terms of third row legroom when the Outlander (according to Car and Driver) provides only 18.7" of legroom ample room for double amputees or Munchkin cast members from the Wizard of Oz but no more. The KIA comes with a "regular automatic"? Actually, the Sorento is the only SUV with a dual clutch (i.e. automated manual) transmission. And though it's definitely a nit, the Sorento comes from West Point, Georgia not Korea.
    2
  1731. Wonder why AR decided to discontinue the 4C in the US? Only Italians have any chance of fitting into it. :)
    2
  1732.  @moeanthony9308  Actually, that's not quite true. CR's annual survey updates previous years' rating with the current results from owners of those models. And as already noted, while the CR survey is based on voluntary responses among its subscribers rather than a true probability sample, that weakness is balanced to a great extent by the huge number of responses to its questionnaire. Unless one believes that CR subscribers are somehow biased for/against a particular brand/model compared to all owners, the survey provides the best available comparative data in terms of long term reliability. As for the value of your opinion to a friend, I'd suggest that it be taken with a (possibly great) grain of salt. It's a sample of one. Potentially no more nor less reliable than a randomly selected stranger. Even if your friend is familiar with your driving style, your history of maintenance, and the pattern of use his car is subjected to, there's always the possibility that he has an especially good (or bad) example of a particular brand/model. The bottom line is that there's no gold standard source of information about automotive reliability. Furthermore, the probability that one will purchase a true lemon or an unsafe vehicle of any brand is very, very low. It happens but the risk is much less than it was in the past. Proper maintenance and care reduce even that risk.
    2
  1733. @Forced Induction All true. To be fair, one advantage of being late to the party is that you get to see what everyone else is wearing and dress accordingly. KIA (and Hyundai) not only do a noteworthy job of packing their new models with almost all of the features of the competition and more, KIA has an excellent record of listening to their customers and updating their models between major refreshes much less between model generations. When we replaced our 2012 Sorento my wife made a list of the things that annoyed her about it. None was a major issue but she wanted a vehicle that corrected those annoyances. Literally every single issue (and more) had been addressed in the 2018 version.
    2
  1734.  @cheerboy099  All manufacturers build their vehicles to meet a price point determined in large part by the competition in a particular national market. KIA places great emphasis on being a "value" brand, especially in the US and that's why they constrain production costs in their vehicles.
    2
  1735. Wow! Guess we shouldn't be surprised if you guys get few Ford products to review for the foreseeable future. :) Hope that isn't the case. Haven't driven the Edge ST but my wife and I looked seriously at the 2018 Edge Sport, the ST's predecessor. For the most part your take on the ST matched my impression of the Sport. The 2.7L twin scroll turbo V6 is very impressive, though arguably overkill for this class. But while Ford has tweaked the engine to give it more HP and torque, it doesn't seem to have made much if any difference in overall performance. And while one might expect an improvement in tow rating, it's not there, still stuck at an anemic 3500 lbs. To be fair, the braking distance has improved substantially and it's impressive for a vehicle weighing substantially more than two tons. The lack of improvement in performance apparently stems from the new 8 speed transmission, added presumably to keep up with the Joneses and to help fuel efficiency. The six speed in last year's Sport was perfectly adequate and would probably have been just as good in the ST. Even worse, the eight speed transmission hasn't exactly been warmly received by several reviewers. And while the six speed box was well suited to a manual mode, that doesn't seem to be the case with the new transmission. We loved the overall size of the ST. Its "tweener" size between compact and midsize SUV's is great for maneuvering in traffic and parking in the garage or at the mall. It's virtually the same size as the Kia Sorento and the Hyundai Santa Fe and offers near identical cargo space. On the other hand, Ford has done little to remedy the "Fifty Shades of Gray" interior. The seating is not impressive, either, especially in a vehicle with a near $50K MSRP. Finally, my wife had the same reaction as Yuri to the driver's seating position. The immense distance from the dash to the base of the windshield and the long distance to the edge of the hood made her feel like she was piloting a long outboard dinghy from the stern. As far as I'm concerned, simulated exhaust sound falls into the same category as "simulated" gears in CVT's and simulated exhuaust tips. Very annoying. And then there was my pet peeve: a "performance" vehicle with a tiny tach stuck as an afterthought on the far left of the cockpit. In the past the Edge was Ford's "test bed" for innovations and new designs in their SUV's. Obviously, that's no longer true. It appears that Ford invested its available resources and efforts in the sixth generation of the Explorer. From my perspective that's a shame.
    2
  1736. Looked seriously at the Tiguan about 18 months ago when the current generation was introduced in the US. A few points. () Although the Tiguan is marketed as a compact crossover, it's actually a "tweener." The average compact CUV is about 179"-181" in length. The Tiguan is 185" long while the shortest of the midsize crossovers (e.g. Hyundai Santa Fe, Ford Edge) check in at 188". That extra length and especially efficient packaging is why the Tiguan offers such generous cargo space (up to 73.5 cubic ft), more than the Mazda CX-9, a midsize SUV that's over a foot longer (199" long) with 71.2 cubic ft of overall cargo space. (The CR-V offers up to 75.8 cubic ft of cargo space but that apparently stems from its bubble like roof shape with the cargo space measured all the way from the floor to the headliner.) () As Joe notes, the third row is cramped. But what he doesn't mention is that it's a relatively inexpensive $600 option, not a standard feature. Those who have no use for it can skip it. Furthermore, as cramped as it is, the 27.9" of legroom is a fraction of an inch more than provided in the nearly a foot longer Toyota Highlander (27.7"). If you're looking for a truly useless third row, try the Highlander's sibling, the Lexus 350L with 23.5" of legroom. Furthermore, though the third row is hardly adequate if transporting six or seven passengers over the age of eight is a frequent requirement it's very convenient for occasional short trips when the alternative is taking two vehicles. () When I tested the Tiguan I was disappointed in its performance. I'd hoped for better acceleration. But I'd have to admit that my reaction was probably influenced by the fact that I drive a GTI with the same superb EA888 2.0L turbo engine. Putting the Tiguan in "sport" mode improved acceleration noticeably but it was still no GTI. There is, however, good news on that score. A Stage I APR ECU tune improves performance tremendously at a price of about $800 and thirty minutes to modify and reload the ECU software.* And in a vehicle sporting the 4Motion AWD, the additional power can be handled without worrying about tire replacement as frequently. If I were to purchase a Tiguan my first stop would be my friendly APR tuning shop. * Contrary to conventional "wisdom" performance tuning such as an APR mod does NOT invalidate a VW warranty unless an issue can be shown to result directly from the modification. That is VERY unlikely in the case of a Stage I tune. In fact, I've never heard of such a case. But if one is still hesitant, APR (and I suspect other third parties) offers a backup warranty that mirrors the coverage of a VW warranty at a relatively small cost.
    2
  1737. It's a handsome car. Unfortunately, VW apparently feels that it's simply a placeholder midsize sedan for the US until the Arteon arrives. And sadly, the 2018 Passat GT with its V6 engine was dropped. It didn't have the bells and whistles of the Accord or Camry but with an MSRP less than $30K and a real world price of less than $25K it was a value leader. As for why the US doesn't get the European Passat, when the larger, cheaper American version was introduced in the US, sales doubled. Americans weren't willing to pay the price of a European Passat. Perhaps they'll be more willing to pony up the price of the Passat-based Arteon.
    2
  1738. Excellent review, guys. Have to admit I was pleasantly surprised how positive you were considering a midsize crossover is clearly not your favorite kinda vehicle. Kudos for being so open to the Sorento's virtues. Reviews have been overwhelmingly favorable, of course. And there's no question the new generation offers a number of major upgrades compared to the last version of the Sorento. (I own a 2018 model that's my wife's daily driver and the family's "tripper." I'd probably have to pry her cold dead fingers off the steering wheel to replace it but the 2021 model is very tempting.) All in all, the new Sorento has very few weaknesses. The most significant is one that Canadians won't experience. All Sorentos sold in the US come with either FWD or AWD. Canadian Sorentos are all AWD regardless of trim level. The problem arises with the new 2.5L turbo engine when coupled with FWD. Unless torque steer and wheel hop is seen as a positive trait there's no way to enjoy the performance of the more powerful engine with FWD. US customers are well advised to opt for AWD is they're going for the 2.5L turbo engine. Otherwise, KIA has eliminated some features for North Americans from the last generation to contain costs. For example, my top trim SX-L 2018 Sorento includes driver seat thigh extension and 4 way lumbar support. The new generation eliminates the thigh extension and reduces the lumbar support to two way. The last generation top trim included nappa leather upholstery. The new generation offers leather in the top trim but of a somewhat lower grade. More importantly (imo) is that the new Sorento lacks driver seat memory. Whatever bean counter thought this was a good idea should be cleaning out their desk. The size of the three drivers in our family differ by almost 10 inches and nearly 100 lbs. We make do with two position memory but lacking any seat memory at all is a near deal breaker. C'mon KIA, it's a FAMILY SUV and families often have more than one driver. And to add insult to injury it's worth noting that the near identical Hyudai Santa has retained driver seat memory in their 2021 model.
    2
  1739.  @Sigmanovar  Wrong now. Well, not yet but soon. Not wrong 10 months ago when I wrote the comment. Mazda is desperate to sell the Mazda3. Its sales are in the toilet, down 38% so far in 2020 compared to the first 3 quarters of 2019. And if that weren't bad enough, sales in 2019 were down 21% compared to 2018. Adding a turbo to the "3" isn't going to help much but it might draw some customers into Mazda showrooms. Two years ago Mazda sold over 50,000 Mazda3s. They'll be lucky to sell over 30,000 in 2020.
    2
  1740.  @blackwhirlwind1245  To understand the role of the Tiguan in VW's lineup it's important to understand that Europeans and Americans have different conceptions of "compact" and "midsize" SUV's. There are two versions of the Tiguan in Europe. One is the second generation of what used to be called the Tiguan in the US and was discontinued here as a result of slow sales. The other is what we call the "Tiguan" but is known in Europe and Australia as the "Tiguan Allspace" or simply the "Allspace." In those markets the US version of the Tiguan is considered to be a midsize "family" SUV and VW offers several smaller SUV's that are not sold in the US. By the same token the Touareg is VW's large SUV in Europe. It's about the size of what we would consider to be at the smaller end of "midsize" SUV (192" in length). It did not sell well here and was replaced by gigantic (by European standards) US built Atlas, a vehicle that's not even offered in Europe. (A slightly different version, the Teramont, is built in and sold in China.) Even the Cross Sport, VW's midsize 2 row SUV is larger than the Touareg (195.5") and, again, is not sold in Europe. What all this means is that the US Tiguan (aka European Tiguan Allspace) is typically offered as either a two row or three row midsize "family" SUV in Europe. VW offers the three row version in the US as an option for those who want an "emergency" third row and expect to sell it only to those who want an "emergency" third row at a low cost (A $600 option.)
    2
  1741. Not sure what you consider a "terrible ride," but the massive demand for the Telluride and Palisade versus the discounts dealers are already offering on Explorers just to move them off the lot suggests not many consumers agree with you.
    2
  1742.  @eadam2582  ST's in the Puget Sound area are being discounted by about $6000 under MSRP. Want to try again on the "facts" issue? https://www.autotrader.com/cars-for-sale/Ford/Explorer/Bellevue+WA-98004?makeCodeList=FORD&searchRadius=100&modelCodeList=EXPLOR&zip=98004&marketExtension=include&trimCodeList=EXPLOR%7CST&isNewSearch=true&sortBy=relevance&numRecords=25&firstRecord=0
    2
  1743.  Keksi  Do you have to put on sunglasses when you emerge from under that rock where you've been living for the last decade?
    2
  1744.  @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.
    2
  1745.  @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.
    2
  1746. No doubt the Explorer ST (and the "Platinum" version) is an "impressive" vehicle. It damn well ought to be with an MSRP approaching $60,000. Of course, there are other trim levels. A $50,000 version comes with the same engine as a base Mustang, a vehicle with a curb weight about 1500 lbs less than an Explorer. Load the Mustang and the Explorer with fuel, passengers, and gear and the difference is more like two tons! Considering that's several thousand more $$$ than the MSRP of either a top trim Palisade or Telluride with far more features, you'd have to REALLY want the RWD-biased AWD in the Explorer and be willing to give up other features to get a measly 600 lbs more towing capacity and a less durable engine. Of course, if you're willing to spend $60,000 for an Explorer, why not consider a well equipped Lincoln Aviator Reserve trim with the same twin scroll turbo V6 for $65,000. And if you're interested in towing, the Aviator is rated at 6700 lbs, 1100 lbs more than the Explorer. The difference? The Aviator has a Class IV hitch compared to the Explorer's Class III. Ford will continue to sell more Explorers than any other midsize three row crossover, due mainly to the fact that fleet sales constitute about 1/3 of all Explorer sales. But considering the alternatives, it's hardly an "impressive" vehicle for most consumers.
    2
  1747. Sofyan needs a shorter cord. The one in my GTI is about 6" long and doesn't have that problem.
    2
  1748.  @blueridgebill3763  Can't respond to your comments about B-29's. You're even older than I am. :) But I have been driving turbocharged 4 cylinder engines beginning almost 25 years ago when Saab relied on them. And slightly later with a Mazda 626 with a turbo 4. Finally, I'm currently on my second VW GTI its 2.0L Turbo 4. On the other hand I also have a 2018 KIA Sorento with a very reliable, smooth, and reasonably performing naturally aspirated V6. My take is that turbos have their place especially in smaller performance oriented vehicles where light weight and weight distribution are important factors in the driving experience. And I love the 2.0L turbo in my GTI which my last GTI had as well and it was super reliable over 80,000 miles, 40K of which were with a "tuned" ECU that vastly increased the HP and torque. On the other hand, I fail to see any real advantage (and a number of disadvantages) in two ton crossovers where an important use case is NOT acceleration from one stoplight to the next. And for that matter, if that kind of acceleration is critical, get a Tesla. As far as the Ford 2.7L twin scroll turbo is concerned, I looked at that in the Edge Sport last year and was impressed both by its relatively smooth power delivery and its turbo "punch." Getting both from a single engine is unusual, at least in a mainstream vehicle. Ultimately, though, the family SUV is my wife's daily driver and she strongly preferred the KIA Sorento for several reasons. And when I thought about it, I agreed with her. The KIA's 3.3L NA V6 is very well matched to the mission of a two ton crossover where long freeway slogs prioritize smooth, quiet, and linear power delivery and turbo "punch" is less important and less used. The bottom line, of course, is that for two theoretical vehicles in the same "performance envelope," one turbo and one NA, the naturally aspirated engine is more durable and likely more reliable, especially as the vehicles age. Fewer moving parts and less heat to deal with is always to be preferred in the abstract. Physics is physics. Good discussion. :)
    2
  1749.  @blueridgebill3763  50 miles on the Blue Ridge Parkway without seeing another car? When? at 3AM? I envy you. I've loved Miatas for years but with a wife, a teenage daughter, and a big dog I like to take at least two of them with me when I go on a drive. So each time I purchase a car I look longingly at an MX-5 and end up with something like my GTI. :)
    2
  1750. 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.
    2
  1751. It's perhaps worth noting that among crossovers with optional AWD, most are sold with FWD.
    2
  1752. A comment about AWD with specific applications in small cars like the Soul. There's no question that AWD and even more advanced versions of 4WD may well be a necessity for serious off-roading, both on unimproved trails and beyond. Otherwise, however, AWD may be more a case of meeting a marketing need than actual functionality. Back in the 1980's I drove FWD Saab 96's in the challenging winters of upstate New York and Michigan. In those days both FWD and AWD vehicles were rare. With a good set of winter tires and the weight of the engine over the front wheels I never had a problem climbing and descending the steep hills of Ithaca, New York and the Michigan countryside in my small Saab when just about every other vehicle was either in a garage or in a ditch beside the road. On the other hand, our family now lives in the Pacific Northwest. Our winters are not especially challenging but we often venture into the mountains on ski trips in our midsize SUV that weighs over two tons. And in those cases, AWD is a benefit and the extra weight it adds (about that of an NFL cornerback in back seat) is barely noticeable and worth the penalty in terms of fuel efficiency even though the on-demand AWD operates only when front wheel slip is detected. But whether its marginal improvement over FWD in a small, light vehicle like the Soul is highly questionable. It's a guess but I suspect that a Soul with good winter tires would perform as well as my much larger SUV about 95% of the time. Worth adding that NFL player to the weight of a Soul and decreasing fuel efficiency for an AWD system that only goes into effect when front wheel slip is detected? I doubt it. Interestingly, KIA apparently explored the value of AWD to existing Soul owners. Not only did it rank low in priority for most owners, a significant fraction of owners believed their Souls already had AWD! KIA should be forgiven for claiming at least one version of the third generation Soul is a CUV or SUV even though it's more marketing-speak than a valid claim. But for those who face less than severe winter weather on a regular basis and don't intend to go rock climbing in their vehicle, the Soul is more than adequate.
    2
  1753.  @panzer_TZ  You're certainly correct that the shape of cargo space as well as the opening are critical in assessing cargo space in a vehicle. In an effort to derive a comparable metric Car and Driver used to fill a vehicle's cargo space with ping pong balls. Apparently they ran out of ping pong balls or decided no one actually tries to put more than a thousand ping pong balls in any vehicle. So they discontinued the effort. One Canadian YouTube channel uses a set of objects including grocery bags, a stroller, a soccer ball and some other items as a "standard" measure. Another channel fills the cargo space with gigantic packages of toilet paper from Costco. I'm not sure why the "roller bag" approach Alex uses should be considered the most appropriate approach compared to cubic feet especially since a vehicle should presumably carry as many roller bags as passenger seats and provide some more room for the incidentals that typically inhabit a trunk. Cubic feet isn't a perfect metric but it at least doesn't presume that the only cargo one ever carries are 1.3 cubic ft rectangular boxes. Finally, I've made a number of runs to the airport in a KIA Soul and never had to put the rear seat down to transport a single passenger. Furthermore, a couple of years ago I was presented with the task of moving an entire household of "stuff" including boxes, paintings, and pieces of furniture to a large storage unit. The Soul performed admirably and reduced the number of trips required substantially Perhaps the difficulty you experienced in "pick(ing) up someone from the airport without putting the seat down" resulted from your friend/family member using one or two steamer trunks as luggage.
    2
  1754. I think the comparison to European 3 row luxury vehicles is somewhat misplaced. Instead, compare it to a top trim Explorer. The "Reserve" trim with a moderate set of options has an MSRP of about $65,000 compared to the top trim Explorer ST and Platinum versions that top $60,000. In that comparison the Aviator is a FAR better value in terms of features, interior fit/finish, and towing capacity. In fact, if one is prepared to spend 60 grand on an Explorer it's difficult to understand why not drop another 5 grand on the Aviator.
    2
  1755. nJuhNeer: Actually, Mazda claimed in June that Apple CarPlay/Android Auto would be available as a retrofit from dealers in July. Still not there, just as they're missing from the Camry. At least Toyota makes no pretense of including the features in the 2019 model year. Sadly, this seems to be a practice of Mazda recently. Over a year ago they publicly announced they would "soon" be adding a diesel option to the CX9. Another promise unfulfilled.
    2
  1756. The minuscule issues that some posters focus on always amazes me. Seriously? Prefer the badge that looks like a Mazda emblem that tripped and fell over on its side? They're readily available.
    2
  1757. 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.
    2
  1758. It's difficult to get beyond the shift to RWD and RWD-biased AWD in terms of the benefits of the 2020 Explorer compared to the last generation. On the other hand, that shift should have improved the towing capacity of the Explorer significantly. At 5300 lbs it's a measly 300 lbs more several of its rivals and more than a ton less than the Dodge Durango. Zonk! And while the 2.3L Ecosport engine is fine for a non-GT Mustang, that vehicle has a curb weight of 3500 lbs or so. The new Explorer weighs in at more than 1000 lbs more! There's a reason that almost every other rival in the segment offers a standard or optional V6. Each and every one available with a V6 at a lower MSRP than the four cylinder Explorer. In fact, the XLT is the Explorer's lowest trim level and even moderately optioned it has a higher MSRP than the top trims of virtually every other rival! Physics is physics and propelling a two and a half ton vehicle with a 2.3L turbo motor has to raise questions about durability especially if its tuned to compete with V6 engines in terms of performance. As Raini implies, every Ford dealer in the country is desperate to move each and every 2019 model off their lot before the 2020's arrive and the sticker shock for the Explorer becomes even more glaring. The MSRP for the lowest trim moderately optioned 2020 Explorer quickly tops $50,000. Want a naturally aspirated V6? That's only available on the hybrid model and the price climbs several thousand more. Want a non-hybrid V6? That's only available on the ST and the Platinum trim levels and the MSRP of the former (moderately optioned) nears $56,000 or more and the fully loaded Platinum version starts at $58,000. Ford will sell lots and lots of new Explorers. That's a guarantee based on the fact that about third of all Explorer sales are to fleets, especially to thousands of police and other public agencies. But without HUGE discounts on the 2020 model the average consumer is better off looking elsewhere for much more vehicle at a much lower price.
    2
  1759.  @moose_tracks41  Again, I'm not questioning the initial performance of the 2.3L Ecoboost engine in the Explorer. I agree it's adequate. The issue is the durability of a small displacement, highly boosted engine in a vehicle weighing when loaded around 3 tons, or so.
    2
  1760. Seattle and the Puget Sound are an outlier in terms of our fondness for Eurospec VW's. (And European brands in general) Much as Quebec is in Canada.
    2
  1761.  @andreaspencer9813  Exactly our family's calculus, Andrea. We're a family of four (Two adults, a teenage driver, and a big dog.) The Sorento is a "Goldilocks" vehicle for us. At 189" long it's about 8" shorter and 3" narrower than the Telluride making it easier to maneuver and park in the jungle of suburban traffic than the Telluride. I'd estimate we use the third row less than 10% of the time. But on those occasions when we need to transport 6/7 passengers on a short journey, the third row is a HUGE convenience compared to using two vehicles.
    2
  1762.  @iamalwayswrite  Over 80K miles on our first Sorento and 50K miles on our current one we've experienced exactly ZERO reliability issues in either vehicle. The extremely long bumper-to-bumper and powertrain warranties are reassuring but if the KIA's warranty had been for 10 miles and 15 minutes we would have spent no more dealing with reliability issues than we actually spent.
    2
  1763.  @AustinHitchcock  No doubt about the "boss" or "rugged" image of the Telluride. Since it was designed exclusively for the North American market (as contrasted with the Palisade) the Telluride veers toward the more "masculine" SUV image that North Americans find so appealing. My wife feels much the same way as yours about the size of the Telluride (and most other 3 row SUVs) . And since suburban/urban driving is its primary mission and the Sorento is her daily driver she gets the predominant voice in the vehicle selection. Our previous generation top trim Sorento has a bench second row and our dog has made it clear that he prefers it to the captain chairs in the new model. However, I explained to him that the individual captain chairs would allow only one of the chairs to be folded down to enable him to utilize it rather than to be consigned to the "way back." He's not yet convinced but he's thinking about it. There's no question (imo) that the Telluride and Sorento are awesome vehicles designed for distinct missions. KIA and Hyundai do an amazing job of slicing typical categories into sub-categories with strongly related but distinct appeal to different sets of consumers.
    2
  1764.  @autogefuehl  That's a change from VW's position a few months ago when the TCR was first shown but I'm not surprised.
    2
  1765. Not usually a Toyota fan. Compared the new Accord, Mazda6, and Camry earlier this year and the Camry was in third place (imo) even granting the significant upgrades in the Camry. Have to say, though, that Toyota apparently has done quite a job on the Rav4. Though I'm not shopping in this segment, I'd take a look at it if I were. And though they're not exactly in the same market space, I'd be looking carefully at the new Hyundai Santa Fe, as well.
    2
  1766. 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.
    2
  1767.  @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.
    2
  1768.  @hellkitty1014  Not surprising to hear that but the notion that MazdaSpeed models can save the company is an internet fan boys' wet dream and nothing more.
    2
  1769. Actually, the average height of American adult males is 5'9".
    2
  1770. Scott, all "start/stop" systems are not the same. For example, some automatically shut down most or all systems (other than headlights and the radio, I presume) that draw battery power when the system is engaged. Thus, the common complaint that the HVAC is turned off when the start/stop system turns off the engine. My VW GTI (and I suspect the Jaguar) doesn't do that. Instead, the ECU monitors the battery drain and restarts the engine automatically when it senses the draw exceeds a particular threshold. The HVAC and fan continue to operate normally even when the engine is turned off. I was puzzled by that behavior at first, especially when I noticed it occurred more frequently in cold weather and less frequently when I turned off the AC. But I soon became accustomed to it when I realized what was going on. In fact, I found that one of the screens in the instrument cluster reports that the start/stop system has been restarted due to the power requirements. If you check the equivalent of my GTI's "vehicle status" screen in the Jaguar you may find the same notification. Start/Stop systems draw a lot of criticism but I like the one in my GTI. It has a very minor impact on overall mileage. (Though it apparently has a greater impact on CAFE scores which probably account for manufacturers' rush to include them.) But apart from the fuel efficiency effect I appreciate the fact that when I sitting in line at Starbuck's I've reduced my carbon footprint a tiny bit. And my barista has even commented that she appreciates the fact that I've turned off my engine as I wait for my drink so she doesn't have to breathe exhaust fumes. (She's cute and I rather enjoy pleasing her even though I'm old enough to be her grandfather.... :) ) And since I don't have to bear much if any penalty when the system is engaged and the engine restarts virtually instantaneously and smoothly when I move my foot off the brake and before I touch the accelerator, there's no penalty in that case, either.
    2
  1771. Practicality was #11 on the top ten design priorities for the MX-5.
    2
  1772. If I expected to keep a vehicle for 25 years, I'd buy a 4Runner. But an inefficient 4 liter engine mated to a dated five speed transmission is the price one pays for that durability.
    2
  1773. The Santa Fe is a great vehicle but I'm seriously turned off by the placement of the rear turn signals. Not only are they more vulnerable to a minor parking lot fender bender, I think the placement is far more likely to be ignored by a driver behind the vehicle, especially when the lights above appear to be turn signals.
    2
  1774. Response to consumer complaints about "sooty" exhaust tips. Personally, I rather see the faux exhaust tips ditched altogether but consumer research suggests otherwise.
    2
  1775.  @InfoSecTangSoo  Good points, Ian. But millions of consumers don't have the option to "charge (EVs) overnight at home." And the existing charging networks simply don't cover large swaths of the wide open spaces, especially in the west. And even where public charging stations exist, the "30 minutes to 80% (fast) charge" is a fantasy. I fervently hope that my family's next vehicle will be an EV. And forthcoming models like the KIA EV6, Ioniq 5, and the Mustang Mach E appear to be viable alternatives to Tesla models. But a vehicle like the MX-30 comes nowhere near the practicality required for consumers like me.
    2
  1776. BusyBeeCompany: Arrgghh. Even here in the opposite corner of the country it's a deal breaker for me and I suspect more others than some manufacturers recognize. I'm willing to deny my daughter and dog the comfort of ventilated seats, but not air.
    2
  1777. I think Subaru can count on you not being a customer in this lifetime.
    2
  1778.  xrcrx ftfghjg  may not be "super large" on inside. In fact, it's among the smallest 3 row crossovers in terms of interior space. But it's HUGE on the outside. The only 3 row "midsize" crossovers that are longer are the GM twins (Traverse and Enclave). Massive amount of wasted space devoted to the long, long hood and protruding grill.
    2
  1779. Hyundai may well feel they have more potential in the less competitive category where the Veloster is slotted. Given the Hyundai/KIA offerings I wouldn't bet against their market research.
    2
  1780.  @1Nathanc  Agreed. It's such a low cost option I'd expect to see most Tiguans on dealer lots fitted with the 3rd row. And as noted in my more verbose comment the 3rd row is usable even for a couple of average size (or smaller) adults for short trips when the alternative is using two vehicles. Our KIA Sorento is larger than the Tiguan (189" vs 185" in length) but it's still on the small size for a midsize SUV. We have a teenage daughter and a big dog so we keep the 3rd row stowed 90% of the time. But when we have to chauffeur a gaggle of teenagers to a local event it's a godsend.
    2
  1781. Oddly enough in the US second row captain chairs are standard on both the "S" (one trim level above the base) and the SX (top trim) but not on the L (lowest trim) or EX (second highest trim.) According to a friend who works for KIA they're currently having trouble getting enough captain chairs to fill orders in Georgia. I'd expect the rather odd configuration choices will be changed when the supply chain problems are ironed out. Problems of this sort are not unusual in a first year vehicle, especially when demand is especially strong. If you're serious about purchasing a Telluride, make a friend at a local dealer and encourage him/her to let you know when/if the configuration issues change. They often do.
    2
  1782. Some folks never grow up, my friend. :)
    2
  1783. @J R I do recognize that Alex notes the cramped interior of the CX-9. In fact, unlike many reviewers who fail to mention it at all Alex has always cited those facts in his reviews. Nevertheless, he fails to give much weight (imo) to the fact that the large size of the CX-9 coupled with its tiny interior is a significant factor in its dismal sales.
    2
  1784. Devon Home: Apologies for assuming you didn't have experience with real world pricing. But from what I've heard, Canadian consumers may have had a different experience from folks in the USA. I've heard from several Canadians that they were easily able to purchase an "R" at MSRP for cars on dealer lots. That hasn't been the case on the other side of the border here in Washington State as well as in other regions of the country. Here in the US dealers initially received only enough "R's" to fill pre-orders. Cars that ended up for sale on dealer lots were only those where a pre-order fell through or a dealer traded for a car in that category. Some dealers received no "R's" at all. Further, the options on R's in Canada and the US differ. Canadians have a wide range of extra cost optional colors, for example. In the US there are only four basic colors available with no extra cost options. In the US, the only option available for the R is the DSG transmission. Canadians can choose whether to add a "driver assistance" package that's standard in the US. It's a similar story for the GTI. In Canada there are only two trims available with a driver assistance package as an option in both. In the US, there are three with the SEL trim slotted between the base model and the Autobahn. The driver assistance package is standard here. In Canada purchasers can get Clark cloth seats in an Autobahn trim. That option isn't available in the US. In Europe there are even more differences. It's too complicated to go into here but suffice to say that Europeans have many more individual options for both the R and the GTI than are available in North America. And they pay MUCH more for each vehicle. I don't pretend to understand the reasoning behind VW's different marketing strategies in different countries but this much seems clear. In the US Golf R's are both more difficult to find and more widely subject to dealer markups than is the case in Canada. On the other hand, GTI's in the US are commonly discounted, especially for the highest trim level while that is apparently less common in Canada. Compounding those differences are the different trim/option combinations in the two countries. Thus, it makes it extremely difficult to compare apples to apples across the US/Canada border. From what I can tell, the bottom line is this. If you want an R, be a Canadian. If you want a GTI, be a US person. (I don't say "American" because I realize that many Canadians consider themselves to be (North) Americans.) :) Update: As I've thought about it, one factor in the differences between Canada and the US may be that Canadians often see AWD as a more or less essential feature for dealing with Canadian winters. In the US, on the other hand, the R is not marketed so much as a winter capable vehicle as it is as a performance vehicle for which customers are willing to pay a substantial premium. If the different perceptions of the cars in the two countries is the case, it would explain the greater willingness of Canadian VW dealers to be competitive and sell cars at MSRP and for VW's willingness to provide R's (relatively) more widely in Canada. It might also explain the broader color choices in Canada where appeal beyond performance enthusiasts is a big plus.
    2
  1785. Here in the US the sweet spot for the GV70 is definitely the 2.5L turbo with the Select trim level ($45,000 USD) or the Advanced package ($49,150 USD). Compared to the Select package Advanced package adds only leather seating and a few features such as the blind spot monitor compared to the Select trim for a $4150 MSRP upcharge. Either, however, is a stunning value compared to the 3.5L V6 version (starting at an MSRP of $52,600) and European rivals. The new 3.5L 4 cylinder turbo deserves special attention as Hyundai/KIA/Genesis is deploying it in at least 7 vehicles as standard or optional. In the Korean version of the G70 the 0-60 time is around 6.4 seconds or better. The 3.5 L V6 is considerably quicker, of course, (about a second quicker) but with the base engine the 0-60 time is essentially equal to the Acura RDX and ample for a family SUV. Inexplicably, Genesis has chosen to leave the G70 sedan with the previous 2.0L 4 cylinder turbo it had shared with the KIA Stinger (now with the 2.5L turbo). Apparently, Genesis is putting their eggs in the SUV basket and ignoring the base version of the G70 sport sedan. That's no doubt based on the automaker's belief that SUVs will help improve the dismal sales of Genesis models but it's a shame to see the otherwise excellent G70 left in the dust.
    2
  1786. Traditionally, KIA has been challenged in terms of fuel economy in most of their vehicles. The 3.8L V6 running the Atkinson Cycle, a design that sacrifices performance to some extent for fuel economy, is designed to address that issue. Thus, even though the engine is half a liter larger than the 3.3L V6 in the Sorento, the fuel economy is at least equal and the 0-60 performance (a bit below 7.5 seconds) is the same. Some will yearn for a turbo version of the 3.3L V6 found in the Stinger but I strongly suspect that ain't happenin' either in Telluride or in the Palisade. In the first place scalding performance in a mainstream 3 row crossover ranks about 25th among the top ten priorities of customers. The "take rate" would be minuscule. Considering the massive demand for the current version of the Telluride I suspect that any KIA exec that suggests diverting production to such a vehicle will be putting the contents of his office in a cardboard box within the week. Even if that weren't the case, the management of the Hyundai/KIA conglomerate would red light any turbo that risks cannibalizing sales of the forthcoming Genesis SUV.
    2
  1787. Regardless of what KIA might say about the category in which the Sorento falls for marketing purposes, it is certainly NOT a "compact" SUV. At nearly 190" in length (189.4" to be precise) it falls squarely in the huge category of mainstream midsize SUVs. It's an inch or so longer than the Santa Fe and the Edge, less than an inch shorter than the Passport and less than two inches shorter than the Chevy Blazer. In fact, the midsize category is actually made up of two groups; the shorter (mostly 2 row) group that ranges from 189" to 192" and a larger mainly 3 row group from 195" (Highlander) to 203" (Traverse) in length. The smaller group includes the Sorento while the larger group (195" - 203") are almost all three row models. The outliers in these two groups are the Sorento with its three rows of seats and the VW Cross Sport with only two rows but a length (195.5") that's half an inch more than the 195" long Highlander. With the exception of Mazda, virtually all automakers offer separate models in the smaller and larger midsize sub-categories. On the other hand compact SUV's average "181" in length and range from a bit over 179" to 182" long. The category includes the CRV, the RaV4, the Forester, the Mazda CX-5, the KIA Sportage, etc. All are 2 row models. The CX-5 is 179.1" long, fully 10" less than the Sorento. The CRV is 7.3" less in length than the Sorento. The Sorento is NOT a compact SUV.
    2
  1788. As a GTI owner I'm impressed by the GLI. (Though it lacks some of the upgrades of the MK8 GTIs.) On the other hand, the Stinger GT-Line AWD with the "Sun and Sound" option package is screaming bargain even though the future of the Stinger is in doubt. The Stinger is more expensive than the GLI but it's also a true GT (Grand Touring) sedan in the European tradition. The GLI, on the other hand, is an affordable compact sports sedan with a true European feel. If the price difference isn't a barrier, I'd have to go with the Stinger. But having said that, I'd also be sorely tempted to look carefully at the 2022 US spec Arteon with its European spec engine and DSG.
    2
  1789.  @carbuzzcom  No problem, my friend. It was a nit. Only slightly more important was your comment that an MT is available only on the base trim model; it's also available on the Sport trim (as I believe you know, as well.) I didn't mean to nitpick. It was a good review. My major complaint is that Hyundai's multitude of trim levels as well as calling both the sedan and the completely different hatchback each "Elantras" is a nightmare of confusion. Hyundai's website highlights a few features of each trim but unlike most brands, the higher trims do not necessarily include the features of the trims beneath. Add to all that the fact that some trims have optional packages while others do not and the optional packages for different trims differ radically in what is included and the nightmare worsens. And if you think all that is bad, imagine you're a customer undecided between a sedan and a hatchback. In addition to being on different platforms, the base trim of the GT (hatchback) has the same engine as the NA sedan but it's tuned for more HP. The "N Line" trim of the GT has the same engine and engine choices as the Sport sedan but it has no optional packages, at all. I'm a fan of the Korean brands. I own a KIA Sorento. But the incredibly complicated and seemingly nonsensical model designations and trims of the Elantra would be enough to exclude it from any consideration, at all. Fortunately, there's a much superior choice in the form of the new KIA Forte.
    2
  1790. Not sure where you got the length of 192.9" shown in the video. The CX-9 is 199" in length making it among the largest midsize 3 row crosovers on the market. It's even longer than the VW Atlas and is shorter than only the Dodge Durango and buslike Chevy Traverse. To go with that length it has the least interior space of any vehicle in the category. "A little bit less (cargo space) than other cars in this class" is a significant understatement. At 71.2 cubic ft it has less cargo space than a KIA Sorento that is 10" shorter. The Telluride has 87 cubic ft of cargo space and the VW Atlas has over 98 cubic ft. Each with a shorter length than the CX-9. In fact, the CX-9 has less overall cargo space than a Honda CR-V. "A ton of space"? Hardly. The shortcomings of the CX-9 don't stop there. The Mazda and the Subaru Ascent are the ONLY three row midsize crossovers that don't offer a six cylinder engine as standard or as an option. And it stands alone offering a now aged six speed transmission. Why? The answer is simple. As the smallest independent mainstream manufacturer on the planet Mazda has to "make do" with the same engine/transmission combination in the CX-9 as in their compact crossover (CX-5) and midsize sedan (Mazda6) each of which weighs far less and where the engine/transmission is far better suited. When and if Mazda completes development of their rumored in-line six cylinder engine, the CX-9 (or its successor) may be more competitive on this score.
    2
  1791.  @JT-fq2bl  Interesting but I'm skeptical. In the first place, the Stinger is sold in both Europe and China. And in the second place, I wonder how it is that Genesis has "regulation and cost" issues with the 2.5L turbo engine in those regions but not with the G70 SUV or the G80 sedan.
    2
  1792.  @FlowStateNewOrleans  I'm sad to see the Alltrack disappear (at least in the North American market and probably elsewhere.) It's a fine compact, affordable, good handling wagon. I tried to interest my wife in one a year ago but like many short stature consumers (i.e. females) she preferred the higher driving position afforded by a crossover. I can't say I blame her when daily driving consists of being surrounded by humungously tall SUV's and trucks. It's much like an arms race. The only defense is to emulate the enemy.
    2
  1793. Joe, you don't indicate when the videos you've been posting recently were taped but if they were made while you're under "stay at home" restrictions currently in force in Florida and even earlier in the Tampa Bay region, I think you owe your viewers an explanation.
    2
  1794. Reset is required on startup.
    2
  1795. Viagra is much cheaper than the Durango, less damaging to the environment, and more effective in dealing with the inadequacy it's designed to remedy.
    2
  1796.  @naveenthemachine  Well, I wouldn't go that far. Different strokes for different folks and the Highlander has much to recommend it other than its cramped 3rd row. But there's no question that the Telluride was a game changer in the midsize 3 row category.
    2
  1797. The only one of the dead/dying vehicles I'm personally familiar with is the Fusion Sport. I considered it along with the top trims of the Accord, Camry, and Mazda6 last year. It was definitely the straight line hot rod of the group. And though the MSRP was the highest of the group, the dealer was willing to cut thousands of $$$ off, making it the least expensive. Perhaps if I lived in Texas or Nebraska where curves are rare and mountains are non-existent I would have been more impressed. But living in the Pacific Northwest, I wasn't. Even with the AWD that the others lacked, it handled like a pig. Just too much weight.
    2
  1798.  @happycamperjack  Here we go again. Premium brands frequently set a sub-$40K base price to attract interest but make few such examples available on dealer lots. To equip an X1 comparably to the Signature trim of the CX-5 the MSRP of the BMW will hit about $47,000. That more than a "bit more" than the Mazda.
    2
  1799. 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. :)
    2
  1800. True. But not likely to confuse North American customers since the Polo is not available on this side of the pond.
    2
  1801.  @bextar6365  Right. Let's be thankful for Korean manufacturers whose main goal is altruism, not profit....Oh, wait.
    2
  1802.  @thecentralman  Could be but I doubt there's any real world difference between the two vehicles. Too much variation in individual units, test loops, average speed, individual drivers, etc.
    2
  1803. Different strokes for different folks, Paul. KIA and Hyundai are demonstrating a greater commitment to pure EV models than virtually any other major manufacturer (Tesla, of course, excepted.) And vehicles like the Stinger and K900 play an important role in elevating KIA's overall brand image, even among customers who opt for less expensive models.
    2
  1804. "...And the visibility because it's a Camaro isn't great either." The nominee for the biggest understatement of the week. One might as well be driving like a horse wearing blinders.
    2
  1805. Don't say this often but I think the new Kona and its stablemate the Soul EV are game changers with the extended range Bolt and Leaf close behind. No disrespect for the Tesla Model 3 but it's not a mainstream vehicle either in price or familiar features. On the other hand extending the range of mainstream priced EV's to circa 250 miles transforms the utility of a vehicle. On the west coast (and elsewhere) where one-way commutes are frequently 40 miles or more an EV with a range of 100-120 miles has to be recharged every day. A range of 250 miles not only eliminates range anxiety, it enables an owner to recharge twice a week or less frequently. It even opens up the possibility of a weekend trip that's off limits for a vehicle with a range of 100 miles, or so. I'm hoping that Tesla remains a viable business and continues its record of innovation but at the turn of the last century it wasn't Mercedes Benz that transformed industrial society though it more or less invented the automobile. It was the Model T.
    2
  1806. For those that value form over function the CX-5 is a fine choice. And for those who value the "U" in a CUV, there's always every other offering in the category. Or even a KIA Seltos from the subcompact class with more cargo capacity than a CX-5.
    2
  1807. If I had a smaller dog and didn't have a teenager who insists on traveling in a pack with her friends, I would have preferred the new RDX to our Kia Sorento. Very happy with the loaded Sorento but the new Acura is very enticing.
    2
  1808. An attractive redesign and a major upgrade over the Sedona. Unfortunately, without AWD and hybrid options I doubt that it's enough to make it more than an "also ran" in the tiny minivan category.
    2
  1809. "Sa-h-are-a" not Sa-hair-a"? Since when are you British, Alex? :)
    2
  1810.  @AAutoBuyersGuide  Could be though I've never noticed it in the US. Your pronunciation does match the British, however. Great and informative review as always, Alex.
    2
  1811. No. They just think enough Americans are so ill informed about the economic sense of leasing that they'll lease 'em.
    2
  1812. Completely different market segments. The Niro and Soul are aimed at a much younger demographic where "new and different" equates to "better," in both music and automobiles. In the larger, more expensive, midsize SUV segment the customers are older and more likely to value a familiar look and feel.
    2
  1813.  @IReahpZz  If you believe the GLI will equal the GTI in power/performance you haven't been paying attention to VW's marketing strategy over the last few decades.
    2
  1814. Very, very good review. And I think it answers the puzzle I found when I test drove the Mazda6 recently (along with the Honda 2.0, the Camry V6, and the Ford Fusion Sport.) Driving the cars back to back I was surprised to find that the Mazda felt, especially in its acceleration, more like the Camry than the Accord. Having owned several turbo 4's, including a Saab and much earlier a Mazda 626 along with my 2013 GTI, I'm accustomed to turbo rush and with 310 FP of torque, I expected that in spades. Now I understand what Mazda has aimed for. More overall power than the non-turbo engine without sacrificing linear power delivery. Of course, the Mazda is significantly slower than either the Camry or the Accord with virtually equal numbers from both of those. (The Fusion V6 blows all three away.) But the Mazda is certainly adequate and has other virtues, especially in the Signature trim. Another point mentioned in the review deserves emphasis, I think. Obviously, the Mazda lacks the sophistication of the Camry's 8 speed AT and even more of a deficit compared to the Honda 10 speed AT. But as someone who prefers to manage my own gears much of the time while retaining the convenience of an automatic, I found the six gears of the Mazda far easier to deal with via the paddle shifters than either the Honda of the Camry. It's an unappreciated virtue of the Mazda, I think. As it turned out, none of the four sedans felt exactly right for me though each had their advantages. I replaced my 2013 GTI with the 2018 version and couldn't be more satisfied.
    2
  1815. Anyone who explores the Costco auto purchase program knows that dealers who participate in the program will offer the same or better deal in a serious negotiation with a knowledgeable consumer. Furthermore, dealers who aren't in the program realize that their potential customers probably know the price Costco (or other buying programs) has published. The advantage of the Costco program is not in price savings. Not everyone wants or is equipped to deal with a serious negotiation with a dealer. That's not a criticism; it's simply a fact. For those who want to avoid the entire bargaining process and reach a purchase agreement quickly and easily the Costco program is a benefit.
    2
  1816.  @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.
    2
  1817. TFLnow  Thanks, Roman (I assume.) Looked around a bit after seeing your video and came to the conclusion that the Telluride is meant to be to crossover SUV's as the Stinger is to GT sedans. Without an associated luxury or near luxury brand, Kia, like Mazda, is seeking to create that image for their upper end vehicles.
    2
  1818. Trenton_ A  Good guess. I think you might be correct.
    2
  1819. Chris Choi: That makes even more sense. The Santa Fe XL is a carryover from last year's Santa Fe while 2019 Santa Fe is the refreshed version of the Santa Fe Sport. Got that? :) Anyone have a third theory I can agree with?
    2
  1820. Would have been my choice, as well. My wife, however, would have opted for the Grand Cherokee.
    2
  1821. I don't share Norm's preference for GM products but I've posted numerous comments about the weaknesses of the CX-9 in various reviews. And interestingly, despite the initial widespread praise for the CX-9, especially in the Signature trim introduced in the 2018 model year, sales have declined year on year for almost every month since last June. Apparently, "utility" and "versatility" do matter.
    2
  1822.  @Josh-179  All Nappa leather is not created equal. The Nappa leather in my KIA Sorento is significantly thicker than that of the CX-9 and it shows virtually no wear after 20,000 miles.
    2
  1823. I like the Mazda brand. (('ve owned 4 Mazdas over the years.) But adding a turbo to the Mazda3 strikes me as a desperation move in the face of dismal sales. In the first three quarters of 2020 Mazda managed to sell only about 25,000 Mazda3s (sedans and hatchbacks). That's down 38% compared to the same period in 2019 (41,000 sales). And while some of the decline is undoubtedly related to COVID and the overall decline in sales of non-SUVs, that doesn't account for the vehicle's long term drop in sales. Over the full 2019 calendar year Mazda sold about 51,000 units compared to almost 65,000 in 2018. To go from 65K to 32K (est) sales from 2018 to 2020 is an appalling decline. Adding a performance version of Mazda3 isn't going to help much especially considering that the MSRP of a fully loaded example has an MSRP of about $35,000. Typically, performance versions of mainstream vehicles account for 10% or less of total sales. If Mazda manages to sell 4000-5000 Mazda3 turbos over the entire 2021 model year, I'll be surprised. Automotive journalists and internet fan boys will find it appealing but those consumer categories don't necessarily mean much in terms of sales. (See the Mazda CX-9 as an example.)
    2
  1824. Is the CX-30 a replacement for the CX-3? The answer isn't "No." It's "not yet" at least in the North American market. Though the CX-3 sells well in international markets where the Mazda2 also exists, I'd bet dollars to doughnuts it won't be seen in the US after 2021.
    2
  1825.  @afcgeo882  The KIA Sorento at 189" is the same length as the Santa Fe and has the same passenger room in the first two rows along with identical overall cargo space. It has three rows of seats. We can argue all day over what is a "compact," what's "midsize," and what's a "full size" crossover but the CX-9, Pilot, Highlander, Ascent, Atlas, and Explorer are all typically labelled as "midsize" SUV's and all feature three rows of seating, at least in the US. In Europe and other markets the designation is somewhat different where all but the Sorento would be called "large" SUV's. The compact class ranges from about 179" to 182" inches in length with the "tweener" size at about 185" to 192" inches. On the small are vehicles like the VW Tiguan (185"). At the larger end of the category are vehicles like the Edge (188"), Santa Fe, and the Kia Sorento.
    2
  1826. That will soon be universal. There's no justification for limiting the cost of building and maintaining highways to those driving ICE vehicles.
    2
  1827. "Unlike the three row Pilot the Passport is a two row SUV which means there's real space behind the back seat..." What an odd comment. Of course, there's more room behind the "back seat" of the two row pilot than behind the three row Pilot's "back seat." But if the third row of the Pilot is stowed, it has 46.8 cubic feet of cargo space "behind the (second row) back seat" compared to 41.2 in the Passport.
    2
  1828. Style award goes to the Alfa; substance to the Merc. And Alex, about your final comment. Did that apply only to the cars or were you thinking about an old lover?
    2
  1829. Hyundai and KIA are obviously making the effort. The hold-up is battery availability.
    2
  1830. I always find Honda vehicles appealing. But in this case I'll stick with my GTI or the Jetta GLI. Better performance and better handling in the similar product category.
    2
  1831.  @stevewise1656  Ain't that the case! Frankly, I wouldn't live without the extended thigh cushion on the Sorento on long trips, either. Another feature in the same category is "adaptive cruise control." Frankly, I never considered it very important in vehicles I owned. Standard cruise control was enough for me. Boy, was I wrong. On long freeway slogs in moderate to heavy traffic ACC combined with the extremely comfortable seats in the Sorento (each of which is also in the Telluride) extends the mileage between stops by at least 25%.
    2
  1832.  @BlackNess00  The placement of the grill is the result of the steeply sloping hood, a design meant to provide better visibility for obstacle near the front bumper.
    2
  1833. And I know half a dozen Telluride owners with no problems whatsoever. Your "statistic" is worth exactly as much as mine. Nothing.
    2
  1834. Toyota will sell boatloads of the 2020 Corolla based on Toyota's reputation for reliability. In fact, though Toyota remains at the top of the list in that regard the margins among the top several brands is now so slim that owners are paying for very little in the way of an advantage of one brand versus another. Meanwhile, Toyota engages in cost cutting, especially in terms of interior quality, and a lack of innovation and features offered by other brands in their products . Finally updated with Apple CarPlay but still no Android Auto. No rear seat vents regardless of the trim level. No turbo engine option. No thanks.
    2
  1835. Ain't happenin'. See above.
    2
  1836. 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.)
    2
  1837.  @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.
    2
  1838.  @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.
    2
  1839. Sorry, Joe. A "premium" mainstream SUV in the Denali trim? OK. A "luxury" SUV. Nope. True "luxury" brands like Lexus, BMW, Acura, and Cadillac are in another category, altogether. Instead, the Denali trim MSRP is competitive with the top trim versions of the Pilot, the Ascent, the Atlas, the CX-9 and most importantly the new KIA Telluride. (Real world pricing may be another matter.) And with addition of a number of options, many of which are offered as standard equipment on its rivals, the Acadia Denali offers a comparable set of bells and whistles and doesn't break the $50K limit. And to its credit it matches most of its rivals with a V6 either as standard or as an optional choice. (Ascent and CX-9 excepted.) At 193.6" long the Acadia is a few inches shorter than its main 3 row rivals ranging from 196.5" to 203". That might actually be an advantage in terms of maneuverability and parking. And if you're trying to fit it into a crowded garage with a bike rack on the back, it might even be a critical issue. But if you're choosing the captain chairs in the second row, it's effectively a 6 passenger vehicle, even when packed to the gills. And if the third row is viewed as an occasional use feature, the 7 passenger Denali with a bench seat in the second row offers no more passenger room than a KIA Sorento that's a more efficiently packaged vehicle at 189" in length. Of course, almost all three row SUV's suffice to haul six or seven passengers on a short trip around town. A much tougher test is whether a vehicle can accommodate more than five passengers AND their gear/luggage on a longer trip. And that's where the Acadia comes up short (literally.) With only 12.8 cubic feet of cargo space behind the 3rd row, it exceeds only the KIA Sorento (11 cf). That compares to 23 cf in the near bus length Traverse and 21 cf in the Telluride. No extended trips for extended families in the Acadia. Look to the Traverse or the Enclave if you want to stay with a GM product. Of course, the elephant in the room is the KIA Telluride (and soon its sibling, the Hyundai Palisade.) It's about 3 inches longer than the Acadia but it offers MUCH greater passenger volume and cargo space as well as more upscale materials and fit and finish in the SX trim. The standard 0-60 times are comparable even with the Telluride running the Atkinson cycle ICE that sacrifices some performance for better fuel economy. And the top trim SX Telluride has several bells and whistles that can't be had in the Acadia for any price. But the horsefly in the ointment is that unless you've already ordered a SX Telluride you'll probably pay a hefty "market adjustment" sticker price and/or wait until the next model year. If I were shopping in this category, I'd give the Acadia Denali a look but at best I think it would make it to (maybe) second place.
    2
  1840. substring zero: You're right, it's "legendary." But that status comes from the fact that Subaru has offered AWD longer than any other manufacturer in the "mainstream" marketplace. It doesn't necessarily represent the most technologically up-to-date or most capable AWD systems available. Subaru long ago gave up touting the off-road capabilities of their vehicles and switched to celebrating their popularity among the canine set. Subarus will take their owners TO a trail, not necessarily ON a trail. But there's nothing wrong with that. Here in the Pacific Northwest, Subar-ites love their vehicles. On the west side of the Cascades we don't usually suffer from severe winters but we do experience messy driving conditions with lots of rain and occasional snow. Subaru's various AWD systems are perfectly adequate for that environment. Ski trips to Cascade ski resorts and the heavier snow on the east side of the mountains are more challenging but a good set of winter tires will get you to the ski resorts and won't leave you stranded as a daily driver in Spokane.
    2
  1841.  @jaymanny6944  Not in my experience nor apparently in the experience of the vast majority of KIA owners.
    2
  1842. Depends on how many people you mean by "all the people." and how much luggage/gear they're dragging along. The 21 cubic feet behind the third row will easily swallow six or seven 22-24" bags.
    2
  1843. In the US the Sorento hybrid comes ONLY with FWD. The forthcoming PHEV Sorento will have AWD. As far as the 3rd row seating is concerned, my family of four (2 adults, a teenage daughter, and a big dog) deploy the 3rd row in our Sorento rarely. But when we transport a gaggle of teenage girls or need seating for more than 5 passengers on a local outing it's a HUGE convenience compared to using two vehicles.
    2
  1844.  @JaySkyofficial  Sorry, Jay. My comment was actually aimed at the OP, Mindy G. That sometimes happens when fingers get in the way of brain. :)
    2
  1845. Just like my daily driver at home. I think all the stickers are tacky, though. I leave them off. ;)
    2
  1846. That was me back in 2012 when I bought my first Kia Sorento. Replaced it last year with the same vehicle.
    2
  1847. Alex isn't alone.
    2
  1848. This particular feature has always puzzled me. I have one vehicle with trajectory lines and one without. I've literally never found that the dynamic trajectory lines are of any value, whatsoever. I can see where my rear end is going when I turn the wheel and that's the critical information I need. The trajectory lines simply tell me what I might hit if I weren't going in the direction I'm headed.
    2
  1849.  @obidean3964  In the US the 2022 Stinger GT-Line with its new 2.5L turbo 4 is comparable to our version of the Arteon in both in price and design. Here in the Seattle area mid and top trim R-Line Arteons are being discounted by $6000-$7000., making the mid trim comparable in asking price to a comparable Stinger or even fully loaded top trim Accord or Camry. Both the KIA and the VW are far superior to chose choices (imo). The KIA is an RWD design compared to the Areton's FWD but outfitting each with AWD largely eliminates that difference. Engine specs favor the Stinger's 300 HP/311 ft lbs torque but VW's are widely known to understate their engine specs (268/258 in this case). And with a 30 minute ECU tune by APR the difference is completely eliminated. Having driven both the actual acceleration difference even in stock form are negligible. The two are almost exactly the same length but the Arteon has significantly more 2nd row legroom and considerably more cargo space under the hatch. Better infotainment and embedded navigation in the KIA. I prefer the driver's seating position and the seats themselves in the Arteon but I'm used to VW's seats in my GTI so YMMV. That's also true of overall looks, of course. Personally I find the Arteon considerably more elegant and understated and with the exception of the infotainment and navigation an overall more appealing interior with better visibility. Comparing the US version of the Arteon to the GT-1 and GT-2 Stingers is a different kettle o' fish. The twin turbo V6 in the KIA is far more powerful if straight line acceleration is your primary metric. On the other hand, the Arteon has more linear power delivery at a price (at least here in Seattle) several thousand dollars less (or even more) than the Stinger. The two vehicles are very well matched (imo). I suspect the choice will come down to whether one finds the "sport" vibe of the Stinger or the "elegant" vibe of the Arteon more appealing. In any event each is a strong example of a class GT (Grand Touring) sedan at a relatively affordable price.
    2
  1850. No question that if you need room for more than four passengers and their luggage for a road trip a minivan or one of the full size crossovers is a better choice than a midsize crossover. Frequently, though, the soccer mom image of a van is thought to be a turnoff for men even when practicality would lead them to select a more practical minivan. I'd suggest another explanation for the decline in minivan popularity. In the case of my wife and other women I know it's the higher driver's seating position of a crossover that leads them to prefer it. Earlier this year we looked at both the Kia Sedona and the Sorento for my wife's daily driver and she was adamant that preferred the Sorento for that reason.
    2
  1851. JMacBlack85: Many self-styled "enthusiasts" hate CR's reviews and recommendations because it's one of the very few sources of actual data on reliability, durability, and the driving experience of millions of owners. Unlike the carefully prepared vehicles that manufacturers supply to reviewers for a week or so, CR actually purchases vehicles from dealers for long-term reviews and publishes the results of millions of miles driven by consumers, not anecdotal stories of "friends of friends". "Enthusiasts" and professional reviewers are anything but "average consumers." "Enthusiasts" don't skip oil changes and put off other maintenance. They don't obsess over unexpected noises from their engines until the check engine light comes on. And they don't prioritize the driving experience over the basic functionality of getting from point A to point B. Professional reviewers may drive a hundred or more carefully prepared cars a year. That naturally leads to a focus on issues that an average owner, who drives a single (or maybe two) vehicles seldom considers once they've become accustomed to the car. Where is the stop/start button located? Is phone pairing fast enough when an average consumer may pair a different phone once or twice a year? Does the infotainment system "lag" by a half second compared to another vehicle? Does the reach to the steering wheel match my preference as a 6'3" (or 5'4")driver? Is the 0-60 time a quarter second better than another vehicle when a reliable answer depends on test equipment? Bottom line is that most of us live in worlds populated by people very much like ourselves. And that leads to a belief that my friends/family (as well as our own) experience is a more reliable indicator of reality than much larger and more diverse samples. And just as many people distrust political polls if the results don't match their opinions those of their friends, automotive brand "partisans"respond in a very similar way.
    2
  1852. Jake Stoler: There's no question that self-selection is present in any survey that does not rely on scientific selection of a sample. But that does not explain why, for example, Toyota owners are much less likely to report problems than owners of, say, FCA vehicles. Are they simply more forgiving people? That's doubtful. It's certainly true that if, say, 40% of a brand's owners report problems it means that 40% of all owners of that brand will experience issues. But if 40% of one brand report problems versus 20% of another brand, it's likely that the latter brand is more reliable. Furthermore, in the case of Consumer Reports, the publication makes a sustained effort to encourage responses to their annual auto (and other consumer products) survey among their subscribers. It may be that CR subscribers as a whole are a biased sample of all automobile owners. (I suspect they are more affluent with higher educational attainment, for example.) But there is no reason to think that the sample includes a differential brand bias.
    2
  1853.  @toronado455  Not quite.But close. It's certainly true that neither the Venza nor the Highlander is competitive with midsize rivals in terms of passenger space. But the Venza provides 108 cubic ft of passenger space compared to the RAV4's 98.9 cf and a miniscule amount of overall cargo space (70.2 cf vs 69.8 cf). Nonetheless, Toyota isn't selling "utility" in the Venza CUV. They're selling style and hybrid economy for suburban customers looking for a 2 row midsize modern version of a station wagon.
    2
  1854. Greetings from the Seattle area, Joe. Restrictions already in place are tightening here but it's worth noting that there some (semi) bright spots remain. My family and I live on an island in the Puget Sound and walks in the woods with the family dog are (and will remain) available. Furthermore, drives in the country and family picnics are great stress relievers. Just stay away from crowds, even small ones. Just keep in mind the advice teens get about having sex. 'Remember when you sleep with someone, you're sleeping with everyone that person has slept with." Just substitute "get closer than six feet" for "sleeping with someone." :)
    2
  1855. Each has its strengths and weaknesses. But the cargo capacity difference, hardly mentioned in the video, is huge. The Rogue provides 73 cubic ft of total cargo space compared to the CX-5's 59 cubic ft. In fact, the CX-5 has significantly less overall cargo space than the KIA Seltos and the VW Taos, vehicles in the smaller subcompact category.
    2
  1856. @hiroshima thompson Don't forget the forthcoming KIA Sorento. Design cues from the Telluride. Packed with tech and offering (surprisingly accommodating) third row seating in a footprint that puts it in the midsize 2 row category.
    2
  1857. Mamo: Sleeping accomodations isn't an advantage I'd considered. Of course, now that Subaru will sell you a tent to put on the top of your Forester, the Outback's appeal may be somewhat blunted. Not to mention how attractive the Forester plus tent is. :)
    2
  1858. Bad? Hell, no! In fact, for those whose gender identity isn't based on the size of their vehicle's engine, those who live in places where going around a curve in the road is more than an occasional task and where mountains and canyons actually exist, it's arguably superior to the GT. In fact, properly optioned it's an excellent alternative to some European sports coupes at a bargain price.
    2
  1859. A Stage I APR tune will accomplish about the same result for a price of less than $1K. And contrary to a widespread belief that level of tuning is VERY unlikely to void the Arteon's factory warranty.
    2
  1860. As middle age affects customers, it's mirrored in their vehicles.
    2
  1861. Many of the comments here strike me as more appropriate to trash talking among Alabama and Auburn fans than to assessments of various alternatives to ICE vehicles. There is no single magic bullet technology that's universally superior to every other alternative. Pure EV's, HFC's, Plug-in hybrids, conventional hybrids, improved mass transit and even highly fuel efficient ICE vehicles all have roles to play in reducing dependence on fossil fuels and combating global climate change. Are HFC's superior to pure EV's? For some applications, yes. For others, no. Some drivers can adapt to "refueling" a vehicle with a break of a half hour or more for every two to three hours of drive time. For others, it's a bridge too far. Some can refuel a vehicle at home while it sits idle for 8-10 hours. Others simply don't have that option. Currently HFC's are a realistic option only for drivers who limit their travel to the Bay Area and Southern California. But at the turn of the 20th century automobiles of any kind were a practical alternative to horse powered vehicles only for a tiny affluent elite living in a few urban areas. Within 20 years, horse drawn vehicles had largely disappeared as a result of the development of a massive infrastructure of paved roads, refueling sites, and a huge drop in the "cost of entry" for consumers. The infrastructure required to support HFC's is minuscule compared to that change. Rather than choosing sides and attacking alternative technologies those who believe a major shift away from vehicles that rely solely on fossil fuels delivered directly to consumers is a critical priority should understand that there is no single approach that trumps every other.
    2
  1862. You think Minis are owned by Fiat? BMW would tell you different.
    2
  1863. And the top trim Honda Passport is about the same price as the "Touring" version of the Pilot. In fact, it's a bit more. Same is true of the base models. Considering that the Telluride and Sorento are built on the same platforms (as are the Pilot and Passport) with many shared components, it's not surprising that MSRP's are similar. As for why one might select a Sorento over a Telluride I'd point to the fact that the Sorento is about eight inches less in length while offering a third row that has very slightly more legroom than the Telluride. For those who need a third row only occasionally and value the more compact size of the Sorento, especially when hanging a bike rack on the rear end, maneuvering in urban/suburban traffic, and parking on the street, it may well be a superior choice. The Sorento's overall cargo space is much less, of course, (74 cubic ft vs 87 cubic ft) but the Sorento still has more cargo space than the humungous CX-9 and for many, it's more than adequate. Where the Telluride is obviously superior is in the cargo space behind the third row (21 cf vs 11 cf). But that's critical primarily when accommodating six or more passengers AND gear/luggage on a trip. For smaller families such as ours (2 adults, a teenager, and a big dog) the Sorento easily accommodates gear/luggage with the third row stowed.
    2
  1864.  @stevewise1656  One of the most impressive things about KIA I've noted is a sort of continual improvement of their vehicles even between major refreshes or generational changes. When we replaced our 2012 Sorento with a new model last year my wife had made a list of issues she had with our 2012 model. None was a major problem but she noted even minor annoyances. The new model had not only corrected every fault she listed but a number of others she hadn't even considered.
    2
  1865. Nice try, Thomas. Looks are subjective, of course, and both the MX5 and the 124 are beautiful cars imo. But the classic Italian sports car looks of the 124 really push my buttons. However, I owned (and loved) a fatally flawed Mazda RX8 with a stratospheric red line and NO torque, whatsoever. A dream on the track and a slug when I had to share a public road. It was like driving a 650CC Japanese motorcycle. The 124 appears to have a similar character. Having spent some time in Italy, I can testify as to the gorgeous models of Milan. I can dream...but in the real world I'll appreciate my (also gorgeous) wife who is much, much lower maintenance.
    2
  1866.  @justjc51  Hear, hear. As for there being a plan on the part of manufacturers to invest heavily in EV's so they can sell unprofitable vehicles and dealers' desire not to sell EV's, that's a conspiracy theory that only the current occupant of the White House could love. My KIA dealer would LOVE to sell more EV's and will do so when supply issues for batteries in Korea are eliminated.
    2
  1867. VW designed the Arteon for the international market, especially for their home markets in Europe. As a result it reflects the preferences of Europeans for GT's capable of extended high speed driving (e.g 100 mph+) on well maintained highways and excellent handling on European roads that have been in place for centuries and snake their way through ancient cities and farms. All of this is in contrast to the stereotypical American obsession with 0-60 acceleration on long straight roads that make up much of the US and on highways where traveling at 100mph will land you in jail or the morgue. VW has been burned in the past by marketing their European spec vehicles in the US. The (European) Passat was widely praised by automotive journalists but languished on dealer lots in America until it was replaced by a larger, cheaper version built in Tennessee. The Touareg is an upscale highly capable SUV but it, too, sat unsold in America and was replaced here by the larger, cheaper, Atlas. The same was true of the European Tiguan, a vehicle that many journalists praised as the best handling compact SUV. It's still sold in Europe and internationally but has been replaced by a larger and, again, cheaper version in North America. Internationally that model is known as the "Allspace" and is seen as a midsize SUV. Even models that are sold in both the US and Europe are often differently configured. For example, the European spec GTI is better equipped than in the US and a two-door model is still available there. But in Europe the top trim Autobahn GTI has an MSRP equivalent to over $50,000, a price that VW believes (correctly) Americans simply will not pay. As far as the Arteon is concerned, VW doesn't expect to sell many in the US. And for that reason they've limited the configurations available. In Europe three gasoline engines are available. The most powerful is the same 2.0L engine used in various VW's (and Audis) but with a higher tune than in the US and mated to a DSG. In its highest tune it's considerably quicker than the US version (5.5 seconds 0-60) but VW believes Americans prefer a conventional torque converter AT and that's why the DSG isn't offered here. In addition, Europeans have options of four diesel engines not available in the US. All of these choices means a considerably higher price for any one of them. (More choices means more expensive production, service, and inventory management.) A top trim version of the Arteon in the UK most comparable to the US version of the Arteon, for example, has an MSRP equivalent to over $61,000. In Germany, the price is even higher. All in all, the Arteon is a true European GT sedan at a price tag less than $50K. Its most direct rival is the KIA Stinger but even that vehicle is more aimed at an American market with a twin scroll V6 and materials and finish less premium than the Arteon for about the same price. Those who appreciate the kind of vehicle the Arteon is will find it appealing but VW doesn't believe there are many customers with European tastes in North America. And in the wake of declining sedan sales of all kinds, they're not willing to make more than a token investment in the Arteon for North America.
    2
  1868. You're just paranoid. :) Seriously, though, while I appreciate Alex's thorough evaluation of both front and rear room, he is significantly taller than the average American male. (Not only that, by the way, his hair is likely to "brush" the roof in part because it stands up on the top of his head!) And not to be defensive, but we 5'9" folks aren't "short." We're "average." And for the record, as Alex has noted in other reviews, KIA and Hyundai typically provide more legroom than comparable competitors. So stretch out and enjoy it. All in all, you "tallees" should be thankful for the many advantages you get in other aspects of life including seeing over the lady in the hat seated in front of you at the movies. :)
    2
  1869.  @rightlanehog3151  Sorry to hear that, my friend. Have you considered surgery? :)
    2
  1870. 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.
    2
  1871. That's a problem KIA has been dealing with for several years. From what I can tell KIA Corporate is committed to improving dealer practices. My local dealer, for example, is a relatively good one, at least as auto dealerships are usually judged. But old habits apparently die hard among dealers who are accustomed to the sort of budget constrained buyer KIA used to deal with.
    2
  1872. "BZ4X"? Did Toyota forget to have someone come up with a name for this vehicle and decided to use the internal project moniker? Will the AWD version be called the BZ4X4WD? In any event, it appears that Toyota has given up trying to convince the world that hybrids are superior to EVs and joined the party.
    2
  1873. Not yet released.
    2
  1874. Every time Toyota introduces a new generation Prius I throw up in my mouth a little over the styling. Then several years pass and I get used to it...Just in time for Toyota to repeat the pattern. This new generation leans away from the 1930's Flash Gordon spaceship styling of the last generation so my initial reaction is somewhat less negative. As far as the eAWD system is concerned I'm torn between seeing its value in winter climates slightly more challenging than the US sunbelt and thinking it's little more than a marketing gimmick. As someone who lives in the Seattle area, I'll give Toyota the benefit of the doubt and lean toward the former. At least it doesn't impose the usual 200-250 lb weight penalty of most AWD systems and might convince some fence sitting consumers to opt for a Prius. Nevertheless, if the Prius didn't enjoy its iconic status for hyper-milers I doubt Toyota would introduce it as a new model today. In 2018 the entire Prius line-up accounted for fewer than 88,000 sales in the US. That's not a terrible sales record for many brands but for Toyota it's meager. The last year Toyota sold fewer Priuses was 2005! And over the first five months of 2019, sales have continued to decline compared to 2108. I suspect that Toyota weighed the PR hit of discontinuing the Prius and decided to stretch its life for at least another year or two. Perhaps for 2020 Toyota will finally make Apple CarPlay and Android Auto with the eAWD system. For Prius fans it might not be too late.
    2
  1875. Interesting comparison. I'm not surprised that the much improved Tucson outpointed the particular RAV4 against which it was compared. When I'm shopping, however, I approach the task somewhat differently. I compare the fully loaded top trims of vehicles I'm considering to get an idea of the range and quality of features that each offers. Once that comparison is complete I examine the likely transaction price (rather than relying solely on the MSRP) and ask myself if I'm willing to pay more for one vehicle versus the other. Your approach of attempting to limit or eliminate the price differences has its merits especially for a consumer with a fixed maximum budget but the alternative approach highlights any differences two brands may offer regardless of the trim level. Personally, I'm more impressed by the Hyundai and anxious to see what a new generation of the closely related KIA Sportage will bring. But had you approached the comparison my way I think the RAV4 would have fared better though the Tucson might still have outpointed it. One advantage of being late to a party is that you get to see what everyone else is wearing and Hyundai obviously benchmarked its new generation Tucson on the best selling RAV4. I would, however, note a couple of significant advantages of the RAV4 over the Tucson. First, the fact that Hyundai has adopted a design that places the headlights low on the fascia of their vehicles is a TERRIBLE choice and the Tucson is the worst offender. I live in the Pacific Northwest where the spring thaw in the mountains brings many tons of rocks and gravel onto the lower elevation highways. Drivers here learn fairly quickly to give lumber trucks and other big rigs a considerable buffer zone ahead to prevent those rocks shot like bullets from leading vehicles from destroying their windshields. Putting the headlights at bumper level only makes the problem considerably worse. The Telluride enjoys a major advantage over the Palisade in that regard and the Sorento is advantaged versus the Santa Fe as well. I suspect the same advantage for the forthcoming Sportage. A slightly different issue arises with the Tucson's placement of rear turn signals on the rear bumper. The government mandate imposed some years back to put a third brake light directly in a following driver's line of sight in the rear window tremendously reduced rear end collisions. Putting the taillights at the lower edges of the rear end outside a following driver's normal attention raises a similar issue when a leading vehicle slows to make a turn. Trendy design is not necessarily a good functional choice.
    2
  1876. Among the largest midsize crossovers (199" in length) with less interior space than a Honda CR-V. 'Nuff said.
    2
  1877. The so-called "midsize" crossover market seems to be fracturing between mostly smaller and larger "midsize" vehicles. If most "compact" crossovers are around 180" (give or take an inch or two) in length, the "tweener" category (184" to 189") in which the QX50 falls is expanding rapidly. With the exceptions of the Kia Sorento and (optionally) the VW Tiguan, each is a two row configuration and (again with the exception of the Sorento) powered by a turbo4 engine. It's a Goldilocks category for those who want something larger than a compact SUV and smaller and more maneuverable than what North Americans (especially those in the US) call a "midsize" crossover. In the rest of the world vehicles the size of our "midsize" crossovers are typically called humungous. While CVT's are coming to dominate the "compact" segment, the "tweener" category has a greater mix of transmission options. But if you're going to buy a Nissan product you are going to get a CVT, like it or not. Many of us don't like it but most buyers probably don't care. Personally, I find the complicated transmission control on the center console combined with paddle shifters and simulated "gears" in the QX50 ridiculous but I suppose one gets use to it. The "VC" (variable compression) system is an interesting engineering choice designed to maximize both power and fuel economy in different conditions. I'm inclined to think its prudent to wait a year or two to see if there are kinks to be worked out in such a complicated system that's both unique and largely outside a driver's control. But I'm not much of an "early adopter" when it comes to automotive engineering.
    2
  1878. Can't help with the derivation of the word "truck," but for trivia fans "Tacoma" is a corruption of the native American name for the gorgeous mountain to the east of the city in Washington state of the same name. The mountain, itself, was renamed by the English sea captain, George Vancouver, who bestowed on it the name of his navigator, Peter Rainier. The native American misspelling/pronunciation stuck for the city. The early European explorers of the Pacific Northwest renamed or mispronounced the names of just about every geographic feature in the area, apparently assuming that the people already living there had no idea what to call them.
    2
  1879. I understand your pain, Mark. And I have considerable sympathy for young consumers who believe they won't be able to afford a new vehicle, much less a home, in the foreseeable future. I mourn the death of the Honda S2000, too, but as you note, the performance of new vehicles has never been better. And as much as I miss vehicles like the S2000, I'm impressed by new generation Toyota 86/Subaru BRZ. To expect such performance improvements without accompanying "nannies" is simply irresponsible. Highway deaths are a tiny fraction (as a percentage of miles driven) of what they were when I started driving (and highways were dotted with "Dinosaur Crossing" signs). The huge reduction of injuries and deaths stem directly from stronger (though often heavier) vehicles and the introduction of features such as traction control that help prevent drivers from exceeding the limits of their skill and judgment. Want to eliminate such "nannies" and have the option of significantly lighter vehicles? Fine. Require everyone who purchases such a vehicle to take a professional driving course and pay an insurance premium that matches their risk. The claim that vehicles like the 911 are no longer as "special" as they once were is probably true. But that stems as much or more from the improvements in average vehicles as any failure to improve vehicles at the top of the heap. Finally, despite the claims of the shrinking band of luddite deniers, climate change is real and accelerating. Reducing fossil fuel dependence is a global necessity. Hybrid and EVs are critical factors in that effort. (Even taking into account the use of fossil fuels to produce electricity.) The good news is that it's increasingly obvious that strong performance can be combined with greater fuel efficiency. And that even applies to the replacement of Americans' beloved V8's with smaller turbocharged engines. Miss the sound of a V8? Get a recording and blast it through your car's speakers. 😁
    2
  1880. Right on. However, I think you may have made the same error I did in comparing the "GT Sport" to the GTI. The performance hatchback version of the Elantra is the "N Line" not the Sport. Personally, I think the "N Line" designation is unduly confusing since it isn't the i30N which isn't available in North America.
    2
  1881.  @volcalstone  I love comments from youtube posters that apparently ignore the fact that manufacturers design and build their vehicles to particular price points. As if it's a cost free option to add top trim features to base trim vehicles. Such comments are similar to those that maintain a manufacturer can simply snap their fingers and instantly expand production of a high demand vehicle with no time, effort, or expense involved. And shame on manufacturers that design trim packages to encourage shoppers to opt for more expensive vehicles. It almost looks like they're more interested in making a profit than in giving away stuff for free. How dare they! As for "steal(ing) loyal people away from Honda and Toyota," that's not KIA's immediate objective anymore than Honda and Toyota aim primarily to steal loyalists from one another. Nor do Democrats and Republicans try to convert committed partisans of the other party. The task is to appeal to the much, much larger mass of consumers (or political independents) who don't have strong brand loyalty and are prepared to make a purchase based on the demonstrable merits of a particular vehicle rather than the badge on the vehicle. And on that score KIA has been doing quite well in recent years.
    2
  1882. Considering how far Sofyan would have to travel to even find a Skoda, I doubt there will be an answer to that question.
    2
  1883. Not content with making the Civic Type R look like a life size version of a Hot Wheels toy, Honda is offering a banana colored limited edition. Oh, well. No matter. It's a remarkable automobile. I do my track days on two wheels rather than four so it's not for me but I can't help admiring it even if I'd feel ridiculous driving it. P.S. The roads you're on, Ryan, were among my favorite when I lived east of Seattle. :)
    2
  1884. I assume you're basing that comment on the fact that Toyota owns a minority stake in Subaru. But unlike the BRZ/86 Toyobaru, the Ascent and Highlander are definitely NOT the same vehicle.
    2
  1885. <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.
    2
  1886. Having owned two GTI's over the last nine years, I've yet to see a single CEL on either one.
    2
  1887. 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. :)
    2
  1888. 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.
    2
  1889.  @SirGregory  Just about...And "We like it that way," say the Luddites.
    2
  1890.  @rockefelleragent1357  Ah yes, the endless back and forth squabbles over 0-60 (and 0-100) stats and track times. Straight line performance is influenced by so many factors (elevation, temperature, tires, driver skill, condition of a particular vehicle, etc. etc.) that anything less than a second (or even two seconds) is largely meaningless. Track times depend even more on individual drivers and the location and character (e.g. number and "tightness" of turns, etc.) of a particular track. Unless measurements are taken with the same vehicle at the same place on the same day with the same driver, comparing such statistics is an especially silly example of "bench racing." I have no doubt that over repeated tests in comparable conditions a G70 is probably a bit quicker than a Stinger. The weight difference alone would suggest that. But I'm just as certain that one can find comparisons that indicate precisely the opposite. (e.g. A track with long sweepers vs a tight turns. A track at sea level vs one located a mile higher. A Stinger with better tires with better tread. A skilled driver vs a less skilled driver. A driver who knows a particular track well vs one with little or no familiarity with a particular track. A properly set up example vs a "press car" that's been abused. Etc.) Finally, the question of which car is "slower" is far down the list of important comparisons between these two vehicles. The Stinger is in the mold of a classic Grand Touring automobile; the G70 is a Sports Sedan. The KIA/Hyundai conglomerate does an outstanding job of designing vehicles with numerous shared components meant to appeal to somewhat different market segments. If my money were on the line I'd probably choose the G70. But if my priorities, mission, and driving style were more suited to a GT the Stinger would be the choice.
    2
  1891. The CX-5 is a tremendously important vehicle for Mazda. Not only is it the best selling Mazda in the US, its sales are more than every other vehicle in their lineup combined! It's an undeniably attractive model, a design that results from its long hood that is also its greatest weakness. The extended length from the bumper to the base of the "A" pillar is a design trick used by sports car designers for about a hundred years to suggest power and "potency" but it inevitably reduces interior space. As Alex notes, (6.:23) the 30.9 cubic feet of cargo space behind the second row is substantially less than rivals. In fact, the 59.6 cubic feet of total cargo space behind the first row is not only less than any other compact crossover, it's less than the 62.8 cubic feet of the KIA Seltos, a subcompact crossover that's 7" less in overall length than the CX-5. Bottom line. Mazda is willing to sacrifice the "U(tility)" of their compact CUV for style. For consumers who put a relatively low prioritize style over versatility, it's an appealing choice. For others, not so much. Furthermore, Mazda has now spread its turbo4 engine and six speed transmission combo across nearly all of its lineup as standard or optional. (CX-9, CX-5, CX-30, Mazda6, and Mazda3.) That's not because its a magical combination that's ideal for such different vehicles. Rather, as the smallest independent mainstream automaker on the planet Mazda has to "make do" with the what they have, especially in the face of dismal sales of almost every vehicle they offer. Development of new engines and transmissions is expensive and in the face of a global pandemic Mazda has been forced to seek billions of dollars in loans from Japanese banks to survive. There are rumors and promises of new generations of Mazda vehicles. Unfortunately, however, Mazda has a well earned reputation for missing promised schedules, often by years or never delivering on their promises, at all. Remember the promised CX-5 diesel that was years late in its introduction and discontinued in the US after less than a year. How about its Skyactiv X engine for the US? Well, that was first delayed and Mazda has later claimed that it wasn't really suitable for US consumers. In other words, don't hold your breath.
    2
  1892.  @ALMX5DP  No. he doesn't.
    2
  1893. Hyundai and KIA are extremely adept at producing very similar, even almost identical vehicles that appeal to slightly different market sub-segments. The Palisade is clearly aimed to present a "near luxury" vibe while the Telluride aims at a more "adventurous" image. I'm sure that Hyundai/KIA will be happy to sell you either one.
    2
  1894. Look around for another dealer. Price gouging for the Telluride is common but not universal.
    2
  1895. We shopped a number of midsize crossovers earlier this year. The 2018 Kia Sorento (top trim SX-L) came out in first place among three row models for my family (2 adults, teenage daughter, and a big dog) followed by the Mazda CX-9, Toyota Highlander, and the VW Atlas. Had the new Ascent been available last February we would have seriously considered it. Comparing it to the 2019 Sorento (comparable top trims) I think we'd still make the same purchase decision but it would be a closer call. Subaru has done an excellent job with the Ascent, I think. They were able to benchmark the current competition when they brought the new Ascent to market and they've taken advantage of that. Still, (imo) it falls a bit short of the Sorento in several ways. A big factor for us was the more compact size combined with extremely efficient allocation of interior space in the Sorento compared to its rivals. In effect, it was up to nearly a foot shorter than the competition with equivalent or better interior passenger space. That makes a huge difference in suburban traffic and in parking. The Ascent does a better job than some of its rivals but with a 197 inch length, it's still eight inches longer than the Sorento with a relatively small advantage in terms of interior space. In terms of drive train choices, I'm part of the anti-CVT brigade. I'll admit that CVT's have been improved significantly in the last few years and Subaru seems to have eliminated some of the design's most objectionable traits. Still, I'd take the Sorento's eight speed AT over the Ascent's CVT. Likewise, for vehicles like this I prefer a naturally aspirated V6 versus a turbo four banger. Smoother, more reliable, and more durable in the long run. I understand that Subaru is trying to maximize mpg's with their 2.4L turbo but the difference is minimal compared to Sorento's V6. Finally, I can't ignore the much better bumper-to-bumper and power train warranties offered by KIA compared to Subaru. Nor could I ignore the substantial discount off MSRP that we received with Sorento. Obviously, I haven't tried to negotiate a real world price for the Ascent but I'm skeptical that I could receive an $8000 discount off MSRP as I did with the Sorento. Here in the Pacific Northwest Subaru fans are legion and I have no doubt they'll sell a bunch of Ascents. I'd still go with a Sorento but it would be a closer call than before the Ascent came along.
    2
  1896.  @chuckers40  No. For one thing, we hang a bike rack on the rear hitch of our Sorento that extends its length by nearly 2 feet. Doing that on a Telluride would mean we couldn't lower the garage door. For another, the Sorento is my wife's daily driver and she considers it a "Goldilocks" size, ideal for the jungle or urban/suburban traffic and parking but large enough for our family including the four legged large dog who goes everywhere with us. The Telluride is an excellent vehicle but it's nearly the size of a VW Atlas, a vehicle we did consider, but my wife thought was intimidating in terms of its size. My wife loves her Sorento and ours is a perfect size for family trips as well as those quarterly trips to Costco to stock up on provisions. On those rare occasions when we need to use the third row it's a huge convenience. Unfortunately, as noted in my original comment, KIA's decision to fit every Sorento trim above the basic configuration with 2nd row captain chairs makes the new generation unsuitable for us.
    2
  1897.  @darwinLee81283  Well, speaking as one of those "older adults," I don't think that's exactly the issue. When I began driving in the 1960's it was on a '54 Kaiser with a stick. Even then ATs had already surpassed MT cars in terms of popularity. Most drivers valued the convenience of a transmission that shifted for itself. In those days and for years after consumers were willing to pay significantly more for an AT even when an MT was available. But there was a price to be paid for an AT vehicle. And not just in terms of a significantly higher purchase price. For many years driving car with an AT meant sacrificing substantial performance compared to the same vehicle with an MT. To even the playing field automakers built larger and more powerful engines to drive a vehicle with an AT with two or at most three gears and sluggish shifting behavior. But in the last few decades the engineering and technology of ATs has improved tremendously and emission regulations and fuel cost have meant automakers couldn't simply add cubic inches to an engine to improve performance. What automakers have done, of course, is to design smaller, more fuel efficient engines, often with turbochargers to boost performance. At the same time, ATs have evolved tremendously, at first offering four or five gears, then six, then eight, then ten. All with stronger materials, and more sophisticated behavior controlled with software. Today, an automatic transmission vehicle will almost always outperform an MT. And dual clutch transmissions (In effect, automated manual gearboxes) are clearly superior to MTs in terms of performance. No driver, no matter how skilled and experienced, can shift faster than a computer. I stuck with MTs for many years. Until 2013 I always had at least one MT vehicle in my garage. At that point I bought a VW GTI with their excellent DSG (dual clutch) transmission. I did so in part because my wife sometimes borrowed the car to commute in terrible Seattle traffic. But I also found that I had as much "involvement" and "control" over the transmissions behavior in "manual" mode as I had enjoyed in years of driving manual transmission vehicles. (My last MT was a Mazda RX-8 I sold when I bought the GTI and I was an "older adult" when I owned it. 😁) Bottom line. I didn't give up an MT because I didn't "wanna drive stick anymore."" I just replaced a stick with an automated manual transmission that shifted faster than I could.
    2
  1898. 93 Octane is mostly unobtainable in the west.
    2
  1899.  @eroc718  Has to do where refineries that supply gasoline to various regions are located and their production capacity.
    2
  1900. Don't bet on it. Some of the worst resale figures are for European sedans. It won't take much for the related Korean brands to meet or beat those figures. And with considerably better reliability, I suspect that the Genesis brand will hold up much better in the resale market.
    2
  1901. T.K. Morris: Exactly. Here's a non-hypothetical example. I purchased a new Kia Sorento in 2012 and paid approximately $6000 less than the quoted price for a comparably equipped Toyota Highlander. I traded that Sorento (for a new Sorento) earlier this year, again for about $6000 less than an equivalent Highlander, a brand and model known for its strong resale value. The trade value I received was about $1000 less than the KBB estimate of the 2012 Highlander trade-in value, making the Kia a far better value than the Toyota even taking into account the stronger resale value of the latter brand. Of course, though the manufacturers are closely linked, KIA's and Hyundai's resale values aren't identical (though they're very similar). Likewise for a comparison between a crossovers versus sport sedans. But considering the steep decline in the resale value of German sport sedans such as the BMW 3 Series, I have little doubt that from an economic standpoint the Korean manufacturers are a better choice.
    2
  1902.  @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. :)
    2
  1903.  @pdlynch4330  I don't. As noted in another post the Cross Sport nor the Atlas is my favorite midsize SUV. Each is too large to fit my needs. Just pointing out that VW couldn't possibly be "costing VW too much" for their six year warranty versus the current 4 year version since the 6 year version was not offered until the 2019 model year.
    2
  1904.  @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.
    2
  1905.  @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.
    2
  1906. You pay $10 to fill your tank? Where do you live? My GTI runs about $50 to fill.
    2
  1907. "Killer" is probably an accurate description. The weight, alone, would destroy the overall driving dynamics of the MX-5. Add to that the fact that the huge exhaust manifold in Mazda's turbo 4 would require the distance from the A pillar to the front bumper would have to be extended to such a degree that a family of six could use it as a picnic table.
    2
  1908. Thanks. Guess I'll have to get a beater when I rob my next bank.
    2
  1909. Frankly, I find "seat comfort" comments to be about as reliable as critiques of grill and tail light designs. Very, very subjective. I haven't sat in the Telluride but I find the seats in my Sorento to be supremely comfortable for a long drive. And amazingly, my wife agrees. It's usually a point of disagreement between us when we shop for cars, chairs, or sofas. One of the minor factors I appreciate in Alex' reviews is that he frequently comments about his own height and body type when he discusses seats and bases his "seat comfort index" to a large extent on a seat's adjustability and range of motion. As far as the "canted forward design" of headrests, I've found some to be intrusive (e.g. Subaru Outback) but the design isn't aimed toward slumping drivers; it's a safety measure designed to minimize whiplash by limiting the distance (and therefore the velocity) of one's head before it encounters the headrest.
    2
  1910.  @mbenton6  Actually, I didn't buy either one.
    2
  1911. Unfortunately, while there is no official announcement that the Stinger will be discontinued after the 2022 model, all signs point to that outcome. The plant in Korea where the Stinger is built is being repurposed to other models in mid-2022. (That much is confirmed.) And that strongly suggests that the initial plan to introduce a new generation for 2023 (or 2024) has been abandoned. What's the problem? Well, it's no secret that despite strong reviews when it was introduced, sales of the Stinger have been disappointing and declining ever since the introduction. In the first half of 2021 sales of the Stinger in the US amount to 6500 vehicles, essentially flat compared to the horrendous first half of 2020 with sales hamstrung by the pandemic. Even sales in Korea are weak and declining. The bottom line (literally) is that the question Joe raises in the title of this video is irrelevant to KIA. What IS relevant is that while the Stinger sales so far in 2021amounted to 6500 vehicles in the US, sales of the BMW 3 series amount to nearly 24,000 units, up 30% over the first half of 2020. Even more discouraging is that the BMW 4 series has garnered 12,500 sales in 2021, up 217% compared to 2020. And if all that weren't bad enough the Audi A5/S5 Sportback, arguably the most comparable European vehicle to the liftback Stinger (though at a much higher price point) has nearly 12,000 sales so far in 2021. The only good news for the Stinger is that it has outsold the dismal (sales) performance of the Genesis G70 (4800 units) again in 2021. Why such terrible sales for the undeniably appealing Stinger? Well, it began when the Stinger was introduced. Despite strong reviews most KIA dealers had no idea how to sell a vehicle modeled on a European Grand Touring (i.e. GT) sedan. Few consumers interested in such a car ever darkened the doorway of a KIA dealership. KIA's corporate strategy didn't help with virtually no significant advertising muscle supporting the Stinger to this day. Not surprisingly, dealers ordered few examples and sold even fewer. A self-fulfilling prophecy. The Stinger's issues are broader than that, however. As much as self-styled performance "enthusiasts" may hate to hear it, automakers including KIA/Hyundai have determined that the future of performance vehicles involves electrification and the partial or complete abandonment of high performance internal combustion engines. Period. The KIA forthcoming KIA K6 EV is a "coupish" SUV that in its "GT" version will boast 576 HP and a 0-60 time of about 3.5 seconds. Likewise for the Ioniq5. And the Korean brands aren't alone. The Mustang Mach-E is currently outselling every other version of the Mustang. Chevrolet has announced the demise of the Camaro and there are rumors it may be replaced with a "performance" EV SUV to carry on the nameplate. And even now the RAV4 Prime is the quickest Toyota other than the Supra with its BMW engine from 0-60 mph. Whatever else Tesla has accomplished it pointed the way to the demise of ICE performance vehicles. For those who wish to resist, it's time to consider getting an ICE Mustang or a Dodge Challenger/Charger before they go the way of the dinosaur.
    2
  1912. Nice vehicle but it's outshone by the RDX.
    2
  1913.  @jamesr3971  Sounds like your Telluride is doing what it's supposed to do. i.e switching to the Atkinson cycle seamlessly when appropriate. KIA (and Hyundai who supplies all of KIA's engines) have long been challenged in terms of fuel economy. It's one of their very few weaknesses. It's clear that they tried to address the issue with the Telluride and Palisade.
    2
  1914. Not been any serious shopping for a new vehicle lately, have you?
    2
  1915. 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.
    2
  1916. Considering the vast differences in features and the fact that the CX-9's sales have been declining year-on-year since September 2018 I'd say the comparison isn't something Mazda would look forward to.
    2
  1917.  @naveenthemachine  "...poultry at best"? LOL Sorry. I don't usually comment on typing errors but that one was just too hilarious to ignore. Please don't edit it. :)
    2
  1918. Relying on online posts about vehicle issues is somewhat less reliable than reading tea leaves.
    2
  1919. 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.
    2
  1920. Sorry. You simply don't know what you're talking about. A DCT is an automated manual transmission. It's not a traditional torque converter automatic transmission. DCT = Dual CLUTCH transmission. Get it? As for your claim that you have 700 lb-ft of torque on a 115K clutch, either you don't use even a small portion of that torque or you're making it up.
    2
  1921.  @gosman949  I loved the RX-8 in so many ways. It was an outstanding sports car and its hidden rear doors gave it a versatility and passenger capacity that was a huge benefit. But the torque (or lack thereof) was like driving a four wheeled 650 cc Japanese motorcycle. Wonderful for screaming around on a Sunday morning on a deserted back road but terrible as a daily driver. And then there was the "flooding" problem. If the engine was started and then turned off abruptly before it warmed up, the engine flooded and could not be restarted....ever. Load it onto a flatbed and send it to the dealer to have the spark plug changed...Argghhh. I eventually replaced the inadequate battery (though it required leaving the engine cover in the garage) and learned to be VERY, VERY careful to allow the engine to warm up after firing it up. I think in the last year of production Mazda even put a warning message in the cockpit display to NOT turn the engine off until it reached normal operating temperature. Ah...memories...memories. I eventually sold it to a high school kid who promised to take very good care of it and I bought a GTI. :)
    2
  1922. As Consumer Reports advises, if reliability is your one and only priority, avoid vehicles with recent innovations.
    2
  1923. Despite the many similarities and shared components I don't think characterizing the two vehicles in the same category is correct. The G70 is a sports sedan in the mold of the 3 Series BMW. The Stinger, on the other hand, is in the tradition of a European GT (Grand Touring) automobile designed to transport 4 passengers comfortably for hours at speeds over 100 mph over meticulously maintained highways and backroads originally laid down by the Romans 2000 years ago. Furthermore by selecting the top trims of each the comparison misses the elephant in the room in terms of the current models. The Stinger has replaced the 2.0L engine it shared with the G70 with a 2.5L turbo 4 that has a massive improvement in HP and torque. The result is an increase in 0-60 time to 5.2 seconds compared to the previous 6.5 seconds. Though it obviously trails the 3.3L V6 in terms of straight line performance the difference in 0-60 time is now about a half a second. Meanwhile Genesis has inexplicably stuck with the old engine even while the 2.5L mill is the base engine in the G80 as well as 7 or more other KIA, Hyundai, and Genesis models. In addition, had you compared the 2.5L Stinger GT-Line to the 2.0L G70 you would have found a price advantage for the Stinger of thousands of dollars for comparable features. Much better performance for much less money and the Stinger wins that comparison in a walk.
    2
  1924. Very perceptive (and subtle) review as usual, Mark. As I survey the range of options for those who don't need or want an SUV I've come to the conclusion that if automakers offer vehicles with near or over 300 HP and 300 ft lbs of torque in an FWD platform an AWD option or at least some form of LSD is a necessity. And few vehicles provide either of those features. Neither the V6 performance version of the Camry nor the Lexus ES350 does so. Neither does the K5 GT or the Sonata N-Line. I can only conclude that these and other automakers believe owners won't make use of the power their engines offer or that only straight line acceleration on a flat surface matters.
    2
  1925.  @EmperorWasHere  Sorry, friend. If you don't know why Joe had to address the issue you're not familiar with Florida's belated effort to deal with its massive spike in COVID-19 infections and the resistance of many (especially those who get their news from Faux) to such obvious safety measures.
    2
  1926. Good for you, Joe. The state of Florida is dealing with the effects of its belated and inadequate response to the COVID pandemic in the form of widespread infections. Requiring a mask in a closed environment may be too little too late. But it's a step in the right direction.
    2
  1927. The feature advantages of the Sorento in Korea vs the US isn't the only edge you have in Korea, John. The total number of deaths from COVID over the last year in South Korea is 540 compared to nearly 280,000 in the US. That difference stems from a national government and population who took the virus seriously from the start versus a totally incompetent administration and close to half the population taking their cues from the lies put forth by a con man. As far as the Sorento is concerned, it's worth noting that when we bought our top trim, fully loaded version in 2018 prior to the introduction of the Telluride, its MSRP was slightly over $48,000. And as far as I can recall, it didn't lack any significant features compared to the Korean version. At the time, I guess-timated that the MSRP of the forthcoming Telluride top trim would be about $55,000. Boy was I wrong! Many buyers have paid that much but only because the traditional dealer discount from a KIA MSRP was replaced by either long waiting lists or "market adjustment" stickers. The MSRP of a top trim fully loaded Telluride began and remains a bit over $49K. With the Telluride's MSRP and strong feature content KIA couldn't retain a $48K MSRP for the Sorento. So they dropped it to around $42K in 2019 and 2020. But with the new 2021 generation that includes a new engine, a new wet clutch DCT transmission and an upgraded infotainment system that MSRP would be difficult to retain without some cost cutting elsewhere. That largely accounts for the elimination of the features you mention while keeping the MSRP of a fully loaded top trim Sorento at $42.5K plus destination charges. Furthermore, KIA faces a completely different competitive environment in Korea versus the US. First, the Telluride is not even offered in Korea. That eliminates the need to price the Sorento significantly below its big brother. Second, sales of the Japanese and American brand "midsize" SUVs (e.g. Highlander, Pilot, Explorer, Durango, CX-9, etc) are almost literally non-existent in Korea. Compare that competitive landscape to the US where two and three row midsize mainstream vehicles constitute the principal rivals. In fact, the Sorento's major rivals in Korea are the entry level European luxury models where feature content comparisons are important for KIA to counter. (The same issue applies to the K5 by the way.) All in all I can sympathize with American consumers who envy the features KIA offers in the Korean versions of their vehicles. But KIA is hardly alone. American owners of the GTI (like me) have long complained that the German version gets features and performance upgrades never offered on this side of the Atlantic. :)
    2
  1928. "Southern Washington?" That's what we in the Puget Sound area call Oregon. :) You appear to have been driving in the gorgeous Columbia River Gorge country following the route of Lewis and Clark. Tourists and those from northern Washington (Alaska) are welcome. Immigrants from the rest of the lower 48, less so. :) In any event the limited review was packed with interesting details and your usual perceptive point of view. I'm one who does like turbocharged four cylinder engines in the 2.0-2.5L displacement category. I've been driving such vehicles since the '80's (Saabs) and I currently have a 2.0L turbo GTI. Last year when I was shopping I was very impressed by the 2.3L Ecosport in the Mustang. So much so, in fact, that I would have opted to sacrifice ego and id satisfaction and selected it over the 5.0L V8 in the Mustang GT. Along with upgraded suspension and brake options, it made the Mustang a serious rival to European sport coupes. Having said that, I remain somewhat skeptical about the same engine in an SUV weighing 2 and half tons when loaded with fuel, passengers, and cargo. If your estimate of the 0-60 time of 6.4 seconds in a largely unladen Explorer proves to be accurate, it's clear that performance is not an issue. But I still remain concerned about long term durability in such a large vehicle especially if it's routinely stressed to provide that performance. Those who opt for an Explorer with the base engine will have to take it on faith and my concerns may be groundless. But if I were in the market, I'd go for a V6 or the naturally aspirated V6 and hybrid combo.
    2
  1929. Not in the Pacific Northwest you can't. Nor anywhere else, I suspect.
    2
  1930. There's no real contest there.
    2
  1931. Given that I don't play in the NBA (or know anyone who does), I have a tough time imagining the customer for this "Brontosaurus" category of SUVs. So named for its size, its thirst for the liquid remains of its ancestors, and the long-term future of the species. Apparently there are people out there prepared to pay the equivalent of a 3 bedroom house in Lincoln, Nebraska or the monthly lease payment matching a studio in apartment downtown Seattle for a vehicle like this but we aren't personally acquainted. Not that I don't have friends willing to drop six figures on a vehicle but they don't find the wretched excess of vehicles like this appealing. Ah, well. Different strokes for different folks.
    2
  1932. I suspect that if you let your Mazda dealer know you want to purchase a Mazda6 they'll send a limousine to pick you up. US sales of the Mazda6 are dismal with fewer than 8100 sold in the entire first six months of 2020. That's a decline of 38% compared to 2019 which in turn was a decline of 30% compared to 2018.
    2
  1933. The RAV4 Prime reminds me of a conversation I had with a Toyota salesman in 2013 or so about the RAV4 with a 3.5L V6. "It's kinda embarrassing that the fastest vehicle on our lot is a compact crossover," he said. Of course what killed the RAV4 V6 was its terrible fuel economy (for a compact crossover). Around 22 mpg as I recall. Sales were so bad that you might be able to find an unsold example sitting in the back of a dealer lot somewhere even today. (OK, that's probably an exaggeration.) Toyota hasn't made that mistake with the RAV4 Prime. If it lives up to Toyota's claim of about 6 seconds from 0 to 60 it will be about as quick as a Ford Edge ST with about twice the mpg's. Damn impressive.
    2
  1934. Looking for a huge midsize SUV (At 199" long, it's exceeded only by the Durango and the Chevy Traverse.) with by far the least passenger and cargo room in the entire midsize category, the CX-9's for you. Overall passenger space measures 134 cubic feet. The KIA Sorento (10 inches shorter) has 153 cubic feet and others, also shorter than the CX-9 offer much, much more. Not surprising one can bang a knee in the cramped driver space. Overall cargo space is less than a Honda CR-V and a Subaru Forester. Congrats on fitting in the third row. The legroom (29.7") is less than an inch more than a Mustang's back seat and once again less than any 3 row competitor. Favorite drive train in the category? Really? A turbo 4 when every other rival other than Subaru offers a standard or optional V6 that's smoother with more linear power delivery and less noise? To their credit, Mazda added sound insulation and acoustic glass in 2019 to cope with customer complaints. C'mon guys. The sales tell the story. The CX-9 Signature trim has elicited widespread praise. But the initial positive reception has cooled. In the US sales have been dropping year on year since June of 2018.
    2
  1935. A more or less expected review of a vehicle that comes as close to meeting its design objectives as one is likely to find. There are many good cars available these days and there are some that deserve to be called "excellent." But very, very few that deserve to be labelled "iconic." For those of us who loved (and still love) post-WWII British sports cars, who believe the Austin Healey 3000 and the E-Type Jaguar were among the most beautiful examples of automotive art ever built, the "Miata" is a descendant that shares almost everything but Lucas Electrics (Thank God) and production in Japan rather than small towns in England. The MX-5 is iconic and near perfect. Here's my problem. I'm a "Family Guy." Thankfully not resembling Peter Griffin but with a wife, a teenage daughter, and a big dog who, like "Monty", loves to ride in the car. I love 'em all and like to have a place for them in my version of a "recreational" vehicle. My GTI is ideal. It accommodates everyone and even has room for some luggage and gear on extended journeys. I'd be willing to leave one at home on occasion but having to select only one passenger is an automotive version of Sophie's Choice. (Well, not quite but you get the point.) That brings me to a dilemma if I want to add a $30K sports car to the family garage. As much as I find the MX-5 appealing, I have to weigh its charms against that of the 2022 Toyota GR86 or the Subaru BRZ. The new 2.4L engine has apparently eliminated the 86/BRZ's infamous mid-range torque dip. And though a roadster option isn't available, I might well be willing to forego topless motoring for the benefit of "plus 2" rear seating. (It would be ideal for "Fido" and my flexible teenage daughter could fold herself into the back seat.) So as much as I lust after an MX-5, my attention is increasingly drawn to the new generation 86/BRZ twins.
    2
  1936.  @vistastructions  Not with the features of the CX-5. Try comparing apples with apples.
    2
  1937. Comparing the Corair to a top trim Escape versus an Aviator to a top trim Explorer, it appears the latter is a considerably better value proposition. Using the "Build and Price" websites for each vehicle, a top trim, fully loaded Escape runs about $40K (MSRP). A moderately optioned Corsair comes in at more than $56K. In contrast, a fully loaded top trim Explorer (e.g. ST plus options, Titanium trim) pushes or exceeds $60K compared to about $65K for a moderately optioned (Reserve trim) Aviator. The price premiums amount to about $16,000 (Escape vs Corsair) versus $5k (Explorer versus Aviator.) Of course, these difference are based on MSRP figures rather than real world pricing negotiated with a dealer. And the "value" proposition depends on what a consumer is willing or able to pay as well as a consumer's priorities. But the bottom line appear to be that an Aviator is a much better buy than a loaded Explorer while it's difficult to make the same argument for the Corsair versus the Escape. And considering the far better specs of the Aviator versus the Escape, a price premium of $9-$10K for the Aviator versus the Corsair looks worth the extra money.
    2
  1938. Deja Vu all over again. Two years ago I seriously considered three midsize sedans: the Accord 2.0L Touring model, the Camry V6 (XSE) and the Mazda6 (Signature). Having owned 4 Mazdas over the years I was partial to it and the 250+ HP and massive 310 ft lbs of torque suggested it would be significantly quicker than either the Accord or the Camry. It wasn't. I didn't time the acceleration of each vehicle with a stop watch but I drove each back to back over the same roads and found exactly the same lack of "punch" noted in the review that I had expected to see in the Mazda. Seat of the pants assessment indicated the "6" was just a bit slower to 60 mph than either the Accord or the Camry. That impression was borne out by reviewers who found that the Accord and the Camry yielded figures around 5.8 seconds vs the Mazda's 6.3 seconds. To be clear, the Mazda6 had other virtues. And 0-60 mph times are hardly the be all/end all of performance. But it's striking that I had exactly the same impression of the "6" with the same engine/drive train as the Mazda3 turbo. That it felt more like a diesel than what I expected from a turbocharged 2.5L four banger. In fact, I said so in several comments on YouTube. At the time I reached the conclusion that Mazda either intentionally limited the the initial "punch" of the turbo in the "6" in an effort to limit torque steer (no AWD available in the "6") and wheel hop or that the (even then) long-in-the-tooth six speed transmission, while perfectly adequate, was a handicap compared to the Camry's 8 speed and the Accord's 10 speed units. It appears the same may well be the case with the Mazda3 turbo. A deal breaker for the Mazda3? Not at all. Like the Mazda6 it has a number of strong points. But if scalding acceleration is a high priority the engine/drive train in the "3" may disappoint.
    2
  1939. 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.
    2
  1940. Don't you mean "Canary?" :)
    2
  1941. Well, you should know "hideous" when you see it, Stu.
    2
  1942. Get a photo. They're discontinued.
    2
  1943.  @afcgeo882  I can see how you might have that comment based on what I said. In fact, though, I didn't expect the Tiguan to be a GTI SUV. I just found its "normal" drive mode to be rather gutless. Put in "sport" mode it drove quite well. But in any event the SUV is my wife's daily driver, not mine. And she preferred the KIA Sorento among the vehicles we considered. I liked the Tiguan but if I were doing the choosing it would have been the VW AllTrack.
    2
  1944. 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.
    2
  1945. That's not an accident.
    2
  1946. 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.
    2
  1947. A nice upgrade to the MDX. But I have to wonder why the massive driving mode dial is placed where one expects a volume knob and the latter (relaively small dial) is placed where the driving mode might be expected. How often does one adjust the sound system volume versus changing the driving mode. Seems to be a triumph of form over function. BTW, a beautiful puppy. Bernese Mountain Dogs are among my favorites.
    2
  1948. VW traditionally faces difficult challenges at the lower end (price wise) of their model lineups. American shoppers in those market segments simply aren't willing to pay what Europeans pay for a VW badge in part because those consumers put little value in the driving dynamics of a European vehicle and partly because VW doesn't sell their lower priced brands (e.g. Polo, Skoda, Seat) in the US. (Presumably VW doubts that those brands, probably correctly) would not hold great appeal to many Americans.) The issue is felt throughout the VW lineup. For example, a fully loaded Autobahn GTI can be had for low to mid $30K in the US. The same model (with some additional bells and whistles such as the digital cockpit) goes for the equivalent of over $50,000 in Germany. Those of us who love VW vehicles find it frustrating that the brand faces such issues in the US where HP specs trump actual performance for many drivers. But in defense of American consumers the fact that a VW is designed and engineered to drive comfortably on a well maintained freeway at 100+ mph for hours at a time is largely irrelevant to Americans' driving experience.
    2
  1949. The K5 is not Kia's new midsize sedan that replaces the Optima with a vehicle whose name is a "random letter number combination." It's a generational update in KIA's midsize sedan coupled with a change in the name in North America. It's not unusual for an automotive brand to change the name of a model (or even the name of its brand) in a particular national market to reflect and reinforce its growing prestige by adopting a moniker that used internationally and associated with the brand's country of origin. Those with long memories may recall that the VW Golf was originally known in the US as the 'Rabbit." The name was changed to "Golf" (German for gulf) to associate it with the extremely popular European replacement for the Beetle. The most extreme example of the pattern was the decision to drop the name of Datsun brand in America in favor of Nissan's corporate moniker as Japanese vehicles began to achieve a better reputation in the US. In the case of KIA, the name Optima dates back to a period when their vehicles had a reputation for being cheap knock-offs of Japanese products. "Optima" has never carried the same marketing weight as "Camry" or "Accord" in the US despite its 20 year history in this country. In Korea (and in some other national markets) each of KIA's sedans has shared a K# designation for some years. The Forte is known as the K3. The Cadenza is known as the K7. KIA's halo sedan is known as the K9 in Korea and the K900 in the US. (That' presumably so KIA could avoid jokes about it being known as a "dog" in English.) All in all, adopting the common naming pattern is meant to improve the model's prestige by linking it more closely to KIA's overall sedan lineup.
    2
  1950. Actually, it's straight out of the Hyundai Palisade. Much like the Kia Sorento and the Hyundai Santa Fe the cockpits are very close siblings. But considering that Hyundai and KIA have hired design and engineering resources from Germany, the similarity shouldn't be surprising.
    2
  1951. That was what VW thought in 2018 when they tried to eliminate the R in the US. Outcries from customers and dealers convinced them not to do so and since that time virtually every Golf R sent to the US has sold quickly. Golf Rs have a fanatical following.
    2
  1952.  @treads2595  The first generation Tiguan has been updated and is still for sale in Europe and elsewhere.
    2
  1953. I don't care for fake exhaust tips either. But the reason for them is to avoid dirty exhaust tips. Small paddles? C'mon, Joe. Size doesn't determine performance either in paddles or in other areas of life. Why detune the Type R engine? It makes for a much better match to the 10 speed AT and improves fuel economy. What would be the advantage? Stoplight drag racing or track days? In a midsize family sedan? Want the performance of a Civic Type R? Buy one.
    2
  1954.  @richardsutch4343  Racks are less convenient, and create wind resistance. Many folks use the ski pass thru if it's available.
    2
  1955. Mike, still rocking your Puget Sound heritage with your jacket, I see. ;)
    2
  1956.  @Wingnut353  Automotive companies, especially those with the limited resources of Mazda, are very, very unlikely to "bet on the come."
    2
  1957. 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.
    2
  1958.  @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.
    2
  1959. Thanks for not completing that thought. :)
    2
  1960.  @tracerit  I'm not sure that "single people" should be excluded from those who like to "(lie) in their cars staring up at the sky with their loved ones." I recall when I was in high school (and driving involved dodging dinosaurs crossing the road) the extremely large back set of my '54 Kaiser was a big advantage for my girlfriend and me, especially when our other "loved ones" (i.e parents) were at home. Adding a panoramic moonroof would have been an even greater benefit. The biggest disadvantage of a sunroof/moonroof is for those who take their vehicles to the track where a helmet is required. That can be a challenge, especially for taller drivers. And it's a reason why the Golf R, for example, doesn't offer even the relatively small sunroof available in the GTI. So perhaps your reference to "single people" should have been to "single occupant use, especially when wearing helmets." :)
    2
  1961. I'd driven many, many years with at least one MT vehicle in my garage before I bought a DSG GTI in 2013. When I replaced it with a MK7.5 GTI last year I didn't hesitate to choose a DSG version again. I'd estimate that I drive in manual mode more than 50% of the time, choosing the gear I want with the paddle shifters or by clicking the stick on the center console. It shifts virtually instantaneously, faster than any human being can, holds the gear I choose to redline, and gives me every bit as much "engagement" as an MT. And when I'm stuck on freeways around Seattle creeping along at 2 to 20 mph I'm more than willing to let the transmission decide which gear to use. The only "engagement" I miss is downshifting automatically to second and then to first gear when I come to a stop. The DSG does that automatically and I don't miss the excitement of doing it myself. :)
    2
  1962. You should hold a convention of like minded consumers to make your views known. A small ballroom at the local Holiday Inn should be sufficient to hold everyone.
    2
  1963.  @b.strong9347  I understand that it's disappointing to see a class of vehicles you care about disappearing from the market. I feel the same way about small, light, two seat sports cars where there are arguably only a couple of choices (Mazda MX-5 and the SubaYota BRZ/86.) And I also share your puzzlement that SUV/CUV's are apparently the "new black" while much more attractive and often more utilitarian wagons are almost extinct in the US. The VW Golf wagon and the Alltrack constitute the entire range of wagons available in the US for a price under $30K. But if you consider the variety of vehicles available today in historical terms the picture isn't so bleak. When I was growing up in the 50's and early 60's the choice of vehicles amounted to sedans and station wagons and the number of manufacturers consisted of the Big Three along with a couple of struggling (and soon to disappear) other manufacturers. Pickups were "work" vehicles and most consumers wouldn't even consider one. It took the arrival of Beetle, the surprise popularity of the Mustang, and the rise of Japanese manufacturers to broaden the choices available to consumers. Today there are literally dozens of manufacturers offering a multitude of vehicle styles and power trains. And with the improving range of EV's and the potential of hydrogen fuel cell vehicles, that's likely to continue. The bottom line is that manufacturers aren't selling cars; they're selling cars that people buy. And their production capacity is not infinitely elastic. The losers are folks like you and me who long for a shift in consumer tastes. If it's your style, I'd suggest prayer. :)
    2
  1964. Oh, sorry. Now I'm convinced. Any other pronouncements lacking evidence?
    2
  1965.  @JulezWinnfield  The reason that ORM is a highly regarded tool for decision making is that it tends to correct the natural human tendency to fail at accurate risk assessment.
    2
  1966. 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.
    2
  1967. With the Cross Sport VW joins a number of other brands in offering two vehicles in the so-called "midsize" crossover category. One being a smaller crossover typically between 188" and 192" in length and a group of larger vehicles that range from 195" to 203" in length. In most cases the smaller vehicles are six to twelve inches shorter than their larger siblings. The smaller vehicles are typically two row SUV's while the larger group offers three rows of seating. An exception is the KIA Sorento that provides three rows in a vehicle that's virtually the same size as its cousin the two row Hyundai Santa Fe. Another exception is the is the VW Cross Sport that's less than 3" shorter than its "big" brother Atlas. VW has apparently decided that American consumers' overriding priority is BIG vehicles, at least compared to those VW offers to consumers elsewhere in the world. So while Honda chopped off 6" from the Honda Pilot in the Passport and the Chevy Blazer is a full 12" less in length than the bus-like Chevy Traverse, the 195.5" Cross Sport is actually a bit longer than the Toyota Highlander, a three row crossover. (At least according to Toyota's claim.) Simply stated the Cross Sport is a BIG two row crossover. It will be interesting to see whether it's a winner for VW. As far as engine choices are concerned, it's not especially surprising that Alex finds the turbo4 in the Cross Sport to be a superior choice compared to the VW's VR6 in some ways. The EA888 2 liter four cylinder is an extraordinarily flexible powerplant, available in vehicles as diverse as the Tiguan and Golf R with vastly different performance characteristics. It's a tuner's dream. The VR6 engine, on the other hand, is not a strong contender in terms of performance. Its benefits lie in smoothness and linear power delivery. But its weight and performance profile aren't impressive by current standards.
    2
  1968. Mark isn't alone in his affection for the Soul. My local KIA dealer LOVES them. I suspect they could install a vending machine in the showroom and sell them without a salesperson involved. And the appeal to multiple demographics is amazing. Aging baby boomers to millennials. Singles, couples, and small families. Those needing a versatile runabout to those who need to haul cargo or a couple of adults in the backseat on a regular basis. Our mail delivery person uses one and loves it. My brother-in-law rented a Soul last year to move a huge amount of stuff from his parents' home to a storage locker. He raved about its versatility. Souls are all over the place here in the Pacific Northwest and I've yet to meet any owner who doesn't love the vehicle. I'm somewhat surprised to see the various comments comparing it to the VW GTI. To me, a GTI owner, they're very different vehicles despite their similar size. I've owned two KIA's, both Sorento's, and I like the brand very much. But the driving dynamics of the Soul, even with the 1.6L turbo, simply don't compare to the GTI. Perhaps a regular Golf would be a better comparison. AWD? Given the size of the Soul and its intended mission, I suspect that a good set of winter tires would accomplish the requirement to face the challenges of messy conditions (at least here in the Pacific Northwest). And I suspect that KIA is more interested in bearing the additional weight and battery space required for the forthcoming Soul EV than in making the Soul a more conventional "crossover."
    2
  1969. Yuri, your monologue about your collections suggested you were REALLY lucky to find a woman who would marry you. :)
    2
  1970. I would share all those concerns. Without knowing the previous owner and the vehicle's prior treatment I'd be very leery of dropping $65K on any high performance used car.
    2
  1971. 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.
    2
  1972.  @MikeDPerkins  Thanks, Mike. I appreciate the comment.
    2
  1973. 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.
    2
  1974. Had a 2013 with 70K when I sold it. Likewise, no issues whatsoever.
    2
  1975.  @nickolastiguan  And no recalls or issues for the vehicles since that time.
    2
  1976. If your only priority is straight line acceleration on a flat road and a noisemaker, the Charger is the choice. Want a true GT that goes around curves and a far more upscale interior, choose the Stinger.
    2
  1977. Looked seriously at the same Camry last year. Along with the 2.0L Accord and the Mazda6 turbo. On the positive side the current generation Camry doesn't deserve to be dismissed as an "appliance" as so many of its predecessors were. In XSE/V6 trim it's no sport sedan but it's more than a typical midsize "family" hauler. "Sporty" seems an appropriate description and for a Camry that's a major advance. On the other hand, several factors put it in third place among the sedans I considered. First and foremost (and obviously subjective) was the external and internal styling. I came to the conclusion that Toyota designers spent many hours watching1930's Flash Gordon and Buck Rogers movie serials and were strongly influenced by their spaceships. The Honda didn't win any prizes with me, looking as if the front and rear ends were designed by separate committees but it looks better (to me) than the Camry and the interior is both better designed and has better rear seat accommodations and trunk space than the Camry. And despite some negatives of its own the Mazda6 is simply more impressive, inside and out. On other points I was seriously annoyed by the ongoing pissing contest between Toyota and Google that meant Android Auto wasn't available. And it wasn't made any better by the fact that the Camry's integrated nav system was (and still is) part of a $2000 option package on the top trim model. Some may find the V6 engine choice is a plus, reflecting Toyota's conservative engineering approach and safeguarding its reputation for reliability. Fair enough and in larger vehicles I'd agree. But the V6 in the Camry imposed a significant sacrifice in handling with its nose heavy impact. Further, I suspected that the Camry might not live up to its EPA fuel efficiency ratings if one took advantage of the engine's performance. Chris' experience seems to back up that suspicion. All in all, I'd agree with Chris' evaluation. Want a sporty Camry? The XSE/V6 is the obvious choice. Want a sporty midsize sedan? There are better options.
    2
  1978. Rigidly follow maintenance and service. Avoid abuse. It will last a long, long time in a vehicle this small and light.
    2
  1979. Especially if you're looking for a significant discount at a dealer who has had one sitting unsold on the lot for months.
    2
  1980. The elimination of a third row does not increase legroom in the first and second rows.
    2
  1981. Undoubtedly a good car. I'm a fan of the Korean brands. I own a KIA Sorento. Unfortunately, though trying to compare the Elantra GT to the Golf family can be confusing. Edit: Sorry. Some errors in my original post as a result of comparing the Elantra GT "Sport" rather than the "N-line" to the GTI. I've removed that post and am correcting it.
    2
  1982.  @wiibaron  Don't bet the farm, my friend. I'd be surprised if Jeep sells half as many Gladiators as the Palisade and Telluride together. Jeep does very well with the entire Wrangler line (240K sales in 2018). But it's a unique vehicle with virtually no competition. Adding a pickup in a market segment where brand loyalty is fanatical is not going to cut significantly into rivals' sales or add greatly to the existing market for the Wrangler. And virtually no one will be cross shopping a Wrangler pickup versus a midsize crossover.
    2
  1983.  @shawnlee664  That's correct.
    2
  1984. As the smallest independent mainstream automaker on the planet and plagued with terrible sales with almost every model (except the CX-5), Mazda doesn't have the resources to update their engines and drive trains. That's why they're seeking a $2.8 billion loan from Japanese banks to prevent the brand from failing altogether.
    2
  1985.  @ahsanmalik1013  Sorry, but the question of a dry vs wet clutch in a DCT is far more complicated than "wet = good; dry = bad." When VW went to a dry clutch in their 7 speed DSG compared to the wet clutch in the 6 speed unit they did so to prevent contamination of delicate hydraulic and electronic parts by tiny bits of debris that inevitably come with clutch wear. Putting those parts in a separate sealed "wet" unit eliminated the problem and made clutch plate replacement in the separate "dry" portion of the DSG far easier and less expensive. Since eventual clutch place replacement is inevitable in any DCT (or MT), that was a significant plus. For a vehicle like the Taos with its limited power the DQ200 7 speed DSG is ideal since clutch wear is less pronounced than in high performance/torque engines. Like almost all engineering choices there is no "best" solution in terms of design and that holds for the variants of the VW/Audi/Porsche DSGs. For those interested in pursuing the topic a good article can be found at... https://axleaddict.com/auto-repair/Common-Faults-in-the-7-Speed-DSG-Automatic-Transmission
    2
  1986.  @mikem2253  My error. You're correct. The cupholder race, much like the nuclear race, is a hot one and it's difficult to keep up. Mea culpa. :)
    2
  1987. I've mistakenly posted a comment twice myself. :)
    2
  1988. "...a simplicity that's almost scandinavian..." Very well put.
    2
  1989.  @Newzchspy  Don't you think you should be doing your homework, son.
    2
  1990.  @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.
    2
  1991. Blake Swan: That's why I use the manual mode regularly with the DCT.
    2
  1992.  @R56Cooper  The answer to that question is complicated. A number of court cases have held that VW cannot refuse a warranty claim unless an issue arises directly from the modification of associated with a third party tune. As far as I know, that is simply not the case for a Stage I APR tune. However, that doesn't mean that a particular dealer (and VW) wouldn't try to refuse a warranty claim. And most of us don't want to go to court to force a resolution of the issue. And it's worth noting that if a VW such as a GTI or Golf R has a manual transmission it's entirely possible to shorten the clutch life of the vehicle. That doesn't happen with a DSG. However, there are alternatives. First, some VW dealers (mine included) are "tuner friendly" and some even offer a Stage 1 tune. It's worth asking about the dealer's attitude when purchasing a vehicle. Second, APR offers a Stage 1+ tune for a few hundred dollars more than a Stage 1 tune that duplicates the features of a VW factory warranty. With the Stage 1+ warranty you can go to any service facility including a dealer and have the cost of a warranty repair covered.
    2
  1993. Few customers agree with you. The CX-9 is the worst selling midsize crossover on the market.
    2
  1994. To answer the question in the title, it's NO!
    2
  1995. That surprises me, Alex. According to C&D the current 2020 Sorento's combined legroom is 115.2". (44.1"/39.4"/31.7"). I haven't seen the individual figures for each row in the new generation but KIA claims to have increased interior room. Are you sure about the 112.7" figure?
    2
  1996.  @mezzb  Can't comment on your IQ and I enjoy the turbo 4 in my GTI, as well. But an engine component that spins at thousands of RPM's is inherently less durable than an engine without those additional moving parts. The laws of physics aren't subject to exceptions. Thus, a turbocharged engine requires more expensive and more frequent service than a naturally aspirated version. At 186 HP/186 ft lbs torque and the NA engine is both more than adequate for its mission and at the top of charts compared to NA engines in its class. Furthermore, if Mazda decided to put the turbo version of the 2.5L in the Mazda3, they might well have to redesign the entire platform to accommodate the massive exhaust manifold mounted behind the engine it requires. (See CX-5, Mazda6, and CX-9). For such a minuscule take rate, that would be insane for the smallest independent mainstream automotive manufacturer. Finally, if the 2.5L turbo in a Mazda3 is tuned in the manner it is in the other Mazda models, it won't provide the "punch" you may be expecting from a turbo. In the models where the engine is currently installed, the power delivery is more "diesel-like" than "punchy." The days of "Zoom, zoom" and Mazdaspeed are over. Mazda is going in another corporate direction. Get over it.
    2
  1997.  @gabrieliacoboni6951  The average period a new car buyer keeps an automobile is about 7 years. Less than that for leased vehicles, obviously. The 10 year figure includes vehicles purchased as used cars.
    2
  1998.  @matthewharhai4039  Don't judge the actual marketplace on the basis of youtube posts. It's like evaluating the current administration on the basis of Faux News.
    2
  1999. If you're looking for a "truck," I think the Durango is a better choice. Haven't driven the Edge ST but I seriously considered the 2018 Edge Sport and liked it. But while the Durango, like the Edge, is a unibody rather than a body-on-frame SUV, it's offers much better "truck-like" features, especially when it comes to towing.
    2
  2000. jlucguerrier: If you're considering the Durango, check out Alex Dykes' review (Alex on Autos). He liked it so much he bought one.
    2
  2001. What's missing in the K5? Primarily several thousand dollars in MSRP compared to rivals like the Accord. A fully loaded GT (not the GT-Line) with the GT1 option package has an MSRP less than $35,000. A comparably equipped 2.0L turbo Touring model of the Accord has an MSRP over $39,000. But what about resale? In the first place, resale values of KIA have risen about 15% per year for the last decade. Comparable models from Honda and Toyota still have significantly higher resale values, of course, but the marginal advantage shrinks each year an owner holds onto a vehicle. For example, a year and a half ago I traded a 2012 KIA Sorento for a new model I had owned for six years. The dealer gave me within $800 of the KBB estimate for a comparably equipped 2012 Toyota Highlander, the champ of resale in the category. But I had purchased the KIA for $6000 less than the best offer I received from a Toyota dealer in 2012. A little arithmetic reveals that I saved more than $5000 over the course of the two transactions. The key to minimizing depreciation is to strike a deal well under MSRP for a new car and hold onto it for five or more years. If you trade a vehicle, any vehicle, every one to three years, you'll take a bath in depreciation. But if that's your preference just be aware you have a very expensive hobby.
    2
  2002.  @zoltangz  Well, if your point is simply that you like the Mazda brand more than the Subaru brand, I suppose I get it...for what it's worth.
    2
  2003. Yeah, I'm sure they'd prefer to produce less profitable versions of the Z.
    2
  2004. It must be my masochistic tendencies that leads me to watch reviews of the Golf R Estate and Arteon Shooting Brake that VW doesn't make available to SUV obsessed North Americans.
    2
  2005. It's not just that the CX-9's third row is virtually unusable for anyone over age 6, the entire cargo and passenger space is cramped. Compared to the KIA Sorento, a vehicle that's 10" less in length (!) it offers 71.2 cubic ft of cargo space versus the KIA's 73 cf. Total passenger space in the CX-9 is 135 cubic ft compared to 154 cf in the Sorento. All in all, if a customer needs cargo space, they're better off with a Honda CR-V, a vehicle more than a foot and a half shorter than the CX-9 and over 75 cubic ft of overall cargo space. The reason the CX-9 is so inefficient in allocation of interior space? It's the result of the appealing but non-functional KODA design language that adds about a full foot of length compared to other midsize 3 row crossovers between the front bumper and base of the windshield. It's a design trick used by sports car designers for about a century to suggest power and potency, traits especially appealing to males, but adding no "utility" to a vehicle with "utility" in the name of the category. All of this adds up to the reason that the CX-9 is the slowest selling 3 row mainstream midsize SUV in the US (about 26,000 units sold) in 2019. THe CX-5 outsold it by 6 to 1. It, too, has a cramped interior and less cargo space than its rivals in the compact category but the deficit is much less and with a curb weight more than 550 lbs less and a length 20" shorter than the CX-9 the CX-5 offers better performance and handling in a vehicle costing thousands of dollars less.
    2
  2006. Hey, Ryan. I believe we both live in the Puget Sound area so you probably know that even the mildest criticism of a Subaru is likely to cost you friends, your neighbors no longer speak to you, and invitations to Thanksgiving dinner with the extended family dry up. The only route to greater social isolation is to wear a MAGA hat in Seattle. (Not that I'd do that.) I've never owned a Subaru but I've always respected the brand and many of my friends and acquaintances are members of the cult. So as I've watched the Forester add middle age spread year after year and with the introduction of the Ascent last year I was concerned about the Outback being squeezed from below and above. I wondered what Subaru would do to keep it relevant. Happily, I don't think I had to worry. The 2020 model seems to be a significant upgrade compared to the previous generation. For example, Outback owners no longer have to make excuses for a less than premium interior necessitated by the cost of the Subie's standard AWD. The upgraded infotainment system alone eliminates a significant negative from the past. And for those who prefer a "crossover" that looks and drives like a wagon, the Outback still stands almost alone. Kudos. Among the "tweener" size two row crossovers (188"-192" in length) the Outback and the Murano are alone in limiting transmission choice to a CVT. (Not a plus for me.) But most reports suggest its behavior is relatively inoffensive. The faux gears and paddle shifters are kinda silly but most customers won't care as long as it imitates a traditional AT in most environments. All CVT's aren't equally annoying and Subaru has apparently done a good job with theirs. (Nissan? Not so much.) More positive news is the optional inclusion of the new turbo4 boxer engine that was introduced in the Ascent last year. I wasn't impressed in that application. Only Mazda and Subaru fail to offer a standard or optional V6 in their midsize three row crossovers. And there are good reasons for that. But the Outback is close to 700 lbs lighter in curb weight than the Ascent. Add fuel, passengers, and gear/luggage and the difference is 900 lbs or more. That's like adding 3 NFL lineman to the burden of propelling the vehicle. The turbo 4 in the Ascent provides adequate but hardly impressive performance. In the Outback it puts it near the head of the pack among "tweener" (188'-192" in length) 2 row crossovers. It's still a new engine without an extensive track record and physics is physics so in a two ton vehicle the comparative durability of a smaller displacement turbo 4 vs a V6, especially a naturally aspirated version, is still a question. But skepticism about the engine's long term durability in the Outback has to be less than in the Ascent. All in all, I"m reassured that I can say nice things about the new Outback to my friends and neighbors. And I can still count on an invitation to my extended family's Thanksgiving dinner. As long as Uncle Fred doesn't show up in his MAGA hat, I'll be there. :)
    2
  2007. Can't say I'm impressed with the exterior styling. Like a number of other Hyundai vehicles (e.g. the Palisade) it looks as though designers complete their work before turning the design over to a committee for one last review. At that point, the committee decides to add a few more creases and bulges here and there. The new Sonata seems to have partially escaped this treatment but the 2022 Tucson looks like a full blown version.
    2
  2008. 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.
    2
  2009. Somebody must be taking it seriously. It's VW's best selling model in North America.
    2
  2010. Good luck driving from the bottom of a bathtub with very tall sides.
    2
  2011. As long as you feel you can simply outrun other traffic rather than see it, you might be ok. The Camaro is gorgeous sitting still; it's a hazard in motion.
    2
  2012. Interesting comments, Alex. As someone who designs user interfaces (for stationary use) for a living, I'd agree that the Hyundai/KIA and FCA systems are the best currently available. But functionality and processor speed are only part of the challenges faced by designers. A primary area of competition lies in the placement and size of screens and the extent to which interaction imposes distraction from the road ahead. In my work I don't have to worry that a user's attention to selecting and tracking a selection that imposes a one or two second distraction may result in someone's death. That's the challenge faced by designers of systems for vehicles. Currently, systems are split between touch screens and indirect control of a screen via a selector placed on a vehicle's center console. Each approach has its strengths and weaknesses but it's clear from a human interface design standpoint that a touch screen is superior to the use of a console mounted selector. (Human beings' brains are more or less hardwired to link a fingertip to selection and tracking of an action.Splitting the functions of selection and tracking between a console mounted selector and a screen is inherently more problematic.) Another area of competition has to do with screen size. But contrary to opinions based on eye candy preferences, a larger screen is not necessarily superior to a smaller display, especially if a larger screen is crowded with items from which to choose. In the long run manufacturers' battles for the best design choices will disappear when more sophisticated voice control systems with natural language capabilities that impose minimal distraction from driving are developed and available. At that point screen size, content, and eye candy advantages will be largely irrelevant.
    2
  2013. Ivory/beige interior? Obviously you don't have a big dog or a small child, my friend.
    2
  2014. As the growth of the SUV market continues unabated, the category is sliced into more and more narrow segments. The "tweener" sub-segment (about 190" in length or so) is an emerging trend for customers who want something larger than "compact" SUV and smaller than what Americans call a "midsize" SUV. (What the rest of the world refers to as the "Humungous" category.) Manufacturers are happy to oblige with higher profit "Goldilocks" size vehicles even if it hurts sales among compact offerings. The tiny niche of true off-road enthusiasts will complain the Pilot's "rugged" looks aren't matched by its capabilities. But Honda couldn't care less. They know that for most SUV buyers an "adventure" consists of getting to a campground at the state park that requires a half day slogging along on the freeway and 20 minutes creeping along to find a place to pitch a tent next to a muddy, rutted trail. That's the Passport's target market. But it looks like a Pilot (and bears a strong family resemblance to other Hondas.) Duh... And every beauty contest winner is indistinguishable from 90% of the other contestants. Manufacturers know that radical changes in design are risky. The fact that the Passport is designed to bear a strong resemblance to the Pilot isn't a sign of a lack of imagination; it's a purposeful choice. If there's a weakness in that strategy it's that the interior of the Passport fails to capture the "adventurous" vibe of the external size and design. Different colors, some distinctive upholstery, and a (largely ornamental) grab rail or two would help. Probably not a deal breaker and perhaps Honda is a little gun shy about interior design choices after some years of criticism. Time will tell.
    2
  2015. RE: the CX-5's direct driver control dial of the infotainment system. C'mon, Joe. Trying to justify the absence of a touch screen by saying "...Once you get a handle on (it) it's not that big a deal to navigate through it..." (11:13) is simply an excuse for bad design. Mazda claims they the failed to provide a touch screen because its use is "distracting" and their research suggested that drivers allowed the car to drift into an adjacent lane when it was used. But that's not a justification; it's an excuse for placing the screen so far from the driver that it requires a long stretch to reach it. Moving the screen closer to the edge of the dash would resolve the problem. And while it's true that human beings can adjust their behavior to deal with all sorts of bad designs that doesn't mean that Mazda's approach is justifiable. There's a reason that tablet computers virtually universally employ touch screens rather than offering a joy stick controller. The human brain finds it easier to track a finger touching a particular object on a screen than manipulating a separate dial or joy stick while watching the screen. Sorry, Joe, but the only reasonable justification for Mazda's approach is to enable a driver to eat Cheetos while driving and not leave fingerprints on the screen.
    2
  2016. VW substituted a conventional 8 speed torque converter transmission for the DSG in North American versions of the Arteon. The claimed rationale is that many Americans are uncomfortable with the behavior of a dual clutch transmission both when stopped on an incline and in terms of the "manual" like shifting behavior. Personally, I find the DSG to be a superior choice.
    2
  2017. Pezz Pezzer: Ford quality issues is a reasonable concern, at least in terms of the example of a Mustang I considered earlier this year. Same issue with body panel alignment. Couldn't fault the performance of the 2.3L Turbo, though. For me, at least, it was a better choice than the GT with a five liter V6. But if you're coming from a Jetta (I was coming from a GTI), the deal breaker might be visibility while driving. It wasn't as bad as a Camaro (nothing is) but compared to a GTI, it felt like I was driving from the bottom of a high sided bathtub. Long story short, I replaced my 2013 GTI with a 2018 model. The R was tempting but it would have cost me about $10,000 more than I paid for the top trim (Autobahn) GTI. Decided to invest far less than $10K in an APR tune for the GTI.
    2
  2018. Alex and Stefan, Thank you. Thank you. Thank you for your comments about the overemphasis placed on comparative "reliability" among automotive brands and individual models. It's understandable that consumers are concerned with the topic but the fact is there is very, very little difference among brands of vehicles in the modern era. In the first place no one actually purchases a "brand." A consumer purchases a particular model and the fact that a Toyota 4Runner might be among the most long lasting vehicles in the marketplace tells a consumer absolutely nothing about the reliability of a Toyota Sienna. Secondly, the most widely cited metric of reliability is from Consumer Reports. While offering potentially useful details about a particular year/model of a vehicle, CR's most cited metric is a RANK of brands and models. And just like a race where a horse wins by a nose is just as much a winner as one that comes in first by 17 lengths the ranking of a particular vehicle says nothing about the relative INCIDENCE of reliability issues. CR provides a numeric score to accompany its rankings but how that score is calculated is left undefined. If one vehicle merits a score of 90 versus another vehicle of, say, 82, what is the basis for the difference? CR only provides vague guidance on that. The fact is that modern automobiles are far, far more reliable than they were several decades ago. Well over 90% of the buyers of any new car today can expect to drive it for five years or more without a single major reliability issue. And if 5% of owners experience an issue compared to 1% among owners of another are the owners of the first vehicle five times as likely to experience a reliability issue than owners of the second? Technically the answer is yes but that's misleading use of statistics. The vast majority of owners of either brand have the same trouble free experience. Want the most "reliable" vehicle you can find? First, avoid the first year of any vehicle's generation. Automakers, like software vendors, expect early adopters to be "beta testers." Second, avoid models with innovative features. Toyota has long avoided small displacement turbocharged engines despite their advantages in terms of performance and fuel economy because a turbocharger spinning at thousands of RPMs adds a potential failure point that an naturally aspirated engine lacks. Third, follow (or exceed) recommended maintenance religiously. It's noteworthy that Europeans consider VW to be an especially reliable automaker while many Americans disagree. The difference? Europeans pay considerably more for their vehicles and care for them more carefully than Americans. Many budget constrained Americans have no choice other than to purchase a car while European mass transit meets the needs of many Europeans who cannot afford to purchase or maintain a vehicle.
    2
  2019.  @dwnshft  Your wife isn't alone. In fact, despite conventional wisdom that vans are pitched toward females, especially soccer moms, the dominance of SUVs comes about in large part because women vastly prefer them for the elevated seating position and image of safety through "strength." All that plus the fact that these days the term "soccer mom" has a definitely negative connotation among many women including my wife.
    2
  2020. Should I consider importing a Q3 from Great Britain so I can use my left hand to hand write on the screen? If so, how do the right handed folks in countries that drive on the left side of the road use the screen? Here's the next question. Where else can that 2.0L turbo 4 with 228 HP and 258 pound ft of torque be found? Hint: Three letters. The first is a "G" and the last is an "I". You have two choices for the letter in the middle.
    2
  2021. Joe, take it from me. Google "Type 2 diabetes." :(
    2
  2022. Devon Horne: Same brakes on the GTI Autobahn as the R.
    2
  2023. Have a feeling we won't be hearing any specifics from solen 1
    2
  2024. That's what makes horse races. Different strokes for different folks. The impressive thing about the Hyundai/KIA conglomerate is that they can build near identical vehicles whose design is distinctive enough to appeal to somewhat different market sub-segments.
    2
  2025. Unfortunately, the lack of AC vents in the second row is a deal breaker for me, as well. Actually, it's a deal breaker for my large dog who spends much of his life in the back seat of my GTI.
    2
  2026.  @jeffmorse645  Considering your priorities I suspect you made an excellent choice. In addition to my GTI and a VW CC, I also own a KIA Sorento (my wife's daily driver). I'm a fan of the brand having owned 2 Sorentos over the last decade. Each has been completely trouble free over 80K and now 60K miles on our 2018 model. The current Forte is often overlooked by reviewers but it's an excellent choice considering it's loaded with amenities at a reasonable price point.
    2
  2027. I'm highly impressed by Hyundai's Genesis brand.Hopefully, Hyundai has finally overcome the legal disaster that they precipitated with their dealership network so that there can actually be Genesis dealers throughout the US. They're making progress but it's still a challenge to find a dealer with inventory here in the Pacific Northwest. Unfortunately, if I brought home a G80 (much less a G90), my wife would quickly move to make me her ex-husband while she begins a search for my hidden assets. I might get away with a G70. ("But honey, it's like a BMW 3 Series, not a 5 or 7 series and look how small it is. Not pretentious, at all.") Meanwhile, I'll stick with trying to convince her that a KIA Stinger, pretty much identical under the skin, is really just a hatchback, like my GTI. BTW, buddy. I know it's difficult to obtain test vehicles directly from manufacturers and to have a vehicle for extended testing for a week, or so. Getting into the big league where those privileges are readily available is, I'm sure, a challenge. But your repeated references to a specific dealer accompanied by a phone number and the name of salesperson give your videos the flavor of an infomercial and undermines your credibility. Sharing the ride with a salesperson only makes it worse. It's a shame because your content is actually quite good. Good luck. I'll keep watching.
    2
  2028.  @RaitisRides  Believe me, buddy. I'm not accusing you of being a shill for a particular dealer and a brief acknowledgment of the source of the vehicle at the beginning or end of a video is both acceptable and honest. But repeated references to the dealer, riding along with a salesperson, and recommending a particular salesperson to your audience sends signals that your review may have been inappropriately influenced. All in all, it makes your reviews resemble those produced by local dealers featuring a salesperson touting the cars on their lots. Those videos are a dime a dozen and I think most viewers avoid them almost as much as they dread being accosted by a salesperson when they enter a dealership to get a first hand look at a new model.
    2
  2029.  @RaitisRides  All good, my friend. Good luck with your channel. :)
    2
  2030. Good instinct.
    2
  2031.  @craigfreger2340  Thanks for the explanation, Craig. Very enlightening.
    2
  2032. Not surprisingly KIA has been asked about AWD in the Soul. Their response has been first that adding an AWD option would have required modifying the shared platform the Soul employs and thereby increasing costs for all models. Second, it would have meant adding the equivalent of weight of an NFL cornerback to the back seat of the Soul. A significant penalty for such a small, light vehicle. Finally, their market research indicated that AWD was a relatively low priority among potential buyers and many current owners thought their Souls already had AWD! In reality, while AWD is a trendy feature FWD vehicles with a good set of winter tires and the weight of the engine over the drive wheels works very well in a vehicle the size and weight of the Soul. I once drove a Saab 96, a vehicle about the same size as the Soul through multiple winters in upstate New York. It never missed a beat climbing the steep hills of Ithaca, New York while more other vehicles were either at home or sitting beside the road. Is the Soul a serious off-roader? Of course, not. But neither is the competition in its market category.
    2
  2033. Just a minor point meant to quiet the yelling. :) It's certainly true that the Outback is mentioned prominently in reviews of the Alltrack where there are precious few actual competitors in terms of cross-shopping. It's also true, however, that in discussions of the Outback the Alltrack is seldom a widely referenced rival simply because the VW is less likely to be cross-shopped than a number of other vehicles.
    2
  2034. Kudos for recognizing that the Taos is the North American replacement for the standard Golf, a vehicle that lives on in the MK8 version in Europe. VW has made the understandable choice to stretch the standard Golf and put it in an SUV costume in the US where customers want their VWs larger (and usually less expensive than their European counterparts.) As far as the comparison with the CX-30, it's really a question of style vs substance. A difference that's most obvious in terms of interior space. The CX-30, like all Mazda SUVs, sacrifices (U)tility in the form of passenger and cargo space for (S)porty features in the form of a long hood and straight line acceleration. For example, the Taos provides 28 cubic ft of cargo space behind the second row of seats compared to 20 cf in the CX-30. But that difference is dwarfed by the overall cargo space behind the first row, 66 cf in the Taos vs 45 cf in the CX-30. The same pattern emerges in terms of second row passenger space where the Taos offers significantly more legroom and headroom than the CX-30. In short, the CX-30 is an SUV for those who prefer its looks to that of the Mazda3 hatch but with even less cargo and passenger space. There apparently are such folks. No accounting for taste apparently. One more point, Joe. Living in Florida I suppose it makes sense to cite the value of the rear seat "pass-thru" in terms of getting to snacks from the cargo hold but its actual function is to enable the Taos to accommodate long objects like skis. You've heard of skis, right? They're even used on water. 😉
    2
  2035. Yeah, they know what people pay for three row crossovers.
    2
  2036. Sorry, Joe. The EX trim level does NOT allow a customer to option AWD. (7:24) According to KIA's "Build and Price" website AWD is available only on the LXS and GT Line trim levels. In fact, the K5 trim levels are rather complicated and it's easy to be confused. Here's a guide with information from the KIA website. () LX ($23,490 MSRP). A rather well equipped FWD base model with a variety of minor options but no major option packages and no AWD. () LXS ($24,490 MSRP). The additional $1000 adds a few amenities, bells, and whistles to the LX. More importantly, it adds several driver assistance and safety features. (e.g. Blind spot collision avoidance, rear traffic alert/assistance, and "safe exit assist".) Even more important, however, is that the LXS trim enables optional selection of AWD along with heated front seats for $2100 bringing the MSRP to $28,690. (It also deletes the LX "Idle stop 'n go" feature.) () GT-Line ($25,390 MSRP). The additional $900 brings a long list of upgrades, amenities, and additional bells and whistles to the LXS trim. More importantly, it includes access to several major option packages. The Premium Package provides a panoramic sunroof, LED headlights, and upgraded safety features for an additional $1600. That brings the loaded GT-Line FWD to $26,990. Further, it enables selection of both the "Premium Package" combined with AWD for an upcharge of $3700. In effect that means AWD in the GT-Line is a $2100 upcharge over FWD. Finally, if if the "Premium Package" is selected, an additional $800 option (GT-Line Special Edition package) brings features like navigation and upgraded driver assistance. Fully loaded, the GT-Line with the Premium Package and AWD has an MSRP of $29,890. () EX (27,990 MSRP). This trim level provides even more upgrades and features to LXS and base GT-Line trim. In addition, it has an optional "Premium Package" of its own that adds a lengthy set of features that exceeds even the GT-Line's "Premium Package" plus its Special Edition package for an upcharge of $3400. That increases the MSRP to $31,990 plus TTL and delivery. At the same time, however, it's FWD only. No AWD option. BTW, the contrary Joe's comment, the "Premium Package" brings bluetooth wireless to the EX. () GT ($30,935 MSRP). Available in November this trim substitutes the 2.5L turbo 4 and 7 speed DCT for the engine/drive train of the lower trims. It offers 290 HP and 311 ft lbs of torque. with the same engine found in the forthcoming Sonata "N-Line" as well as in the Genesis G80 base configuration and the KIA Sorento. (Different HP and Torque figures depending on the tune.) And like the lower trims it also has a "Premium Package" (GT1) that largely matches the optional packages of the EX and GT-Line trims for an upcharge of $4000. Like the EX trim it comes only with FWD. Loading the GT with the GT1 package puts the MSRP at $34,950. Bottom line? If you want AWD and a relatively comprehensive set of amenities, bells and whistles, go for the GT-Line with its optional packages. Want even more amenities without AWD, go for a fully loaded EX for about $2100 more. Want your cake and performance, too? That's a fully loaded GT with the GT1 option package. But remember that the GT, like the EX comes only in FWD. At an MSRP of $35,000 its specs compare very favorably with the Accord 2.0L Touring, the Camry V6 XSE, and the Mazda6 Signature for several thousand dollars less MSRP. (Real world transaction prices may vary.) As noted, the options and trim levels can be very confusing. Best to check KIA's own "Build and Price" website for accurate information rather than relying on KIA dealers' salespeople. Either they don't know the details of various trim levels and option packages or they prefer to guide customers to the configurations they happen to have on their lots.
    2
  2037. It's true that finding a top trim Telluride can be a challenge. KIA initially estimated and more importantly planned to produce and sell 41,000 Tellurides in the first calendar year. After 10 months, they sold over 58,000, almost all at MSRP or above. There are reasons for that: quality, materials, and features. And there are reasons that Ford dealers are heavily discounting Explorers. They hate seeing vehicles sitting on their lots and incurring flooring charges.
    2
  2038.  @RaitisRides  I doubt that makes any difference to someone who can't afford either one. :)
    2
  2039. I assume you're not a skier.
    2
  2040.  @joloui2035  Sorry to say it but if 0-60 time is "all (you) need to know" you have a very limited conception of what performance is about.
    2
  2041.  @joloui2035  Perhaps you should be concerned about looking like a chump in general.
    2
  2042.  @joloui2035  Well, at least you know yourself.
    2
  2043.  @nettejean5912  Of course.
    2
  2044.  @BrianMakse  Obituaries deserve space.
    2
  2045. Obviously Subaru needed a three row midsize SUV in their lineup. Unfortunately, it is one of only two vehicles in the category that fails to offer a standard or optional V6. (The Mazda CX-9 is the other.) And it's the only one with a four banger and a CVT. With a curb weight over 4600 lbs and a weight of nearly two and a half tons when loaded with fuel, passengers, and luggage/gear I'm skeptical about its long term durability. The same engine/transmission combination is available in the Outback XT with a curb weight seven hundred pounds less ( or about half a ton less when loaded). A much more appropriate application. Unless you REALLY need 19 cupholders, there are better alternatives.
    2
  2046.  @RaitisRides  Right. And neither does Mazda. I'm not sure how that's an excuse.
    2
  2047. LOL...
    2
  2048. Tommy, I think you should consider a comparison to EVs in evaluating the refueling experience of a hydrogen vehicle. Consider the following... The actual time required to refuel the Mirai is at least five times faster recharging an EV to 80% capacity. This means that it requires at least 5 times as many recharging "pumps" to equal the throughput of a single hydrogen "pump." Had you been at an EV recharging station with four vehicles ahead of you and only one "pump" available, it would have required you to wait far longer than the 20 minutes, or so, you spent waiting to refill the Mirai. In fact, you would have waited well over an hour to get to begin filling your EV and at least another 20 minutes or more to recharge your vehicle. Here in the Seattle metro area the problem of waiting to recharge EVs is already being experienced at employers that provide recharging at work (e.g. Microsoft) and lines form well ahead of the start of the work day. In contrast, installing and maintaining a single hydrogen "pump" is far less challenging and expensive than building a site to recharge EVs. Since hydrogen can be delivered by tank trucks similar to those that deliver gasoline to service stations, adding one or two hydrogen pumps to an existing service station (or convenience store) is a relatively simple and well understood task with considerably less real estate required than adding five times as many EV recharging sites. Hydrogen "pumps" can be treated much like diesel pumps at existing service stations where a single pump can meet the demand relatively easily. EVs of course have the advantage of the capability to be recharged at home. But millions of consumers lack the ability to install personal charging stations. And even those that have the ability to do so will have to rely on public charging stations when away from home. All in all, the challenge faced in building out the infrastructure for public refueling of hydrogen vehicles is far less daunting than that faced for EVs a decade ago. It's worth noting that in 1900 owners of ICE vehicles faced much the same problem in fueling them as drivers of hydrogen vehicles face today. By 1920, horses had ceased to be the primary mode of personal transportation as hundreds of thousands of service stations came online to provide fuel for millions of automobiles. Furthermore, two decades ago public recharging stations for EVs were almost nonexistent nearly everywhere. The challenge to provide refueling sites for hydrogen vehicles is far less daunting than either of those examples.
    2
  2049. For trust fund babies and CEOs the BMW M5 is indeed a "super sedan." For the vast majority of consumers the range of choices is provided by mainstream manufacturers.
    2
  2050.  @daniellocke9534  Different strokes for different folks. The versatility of the GTI is far greater than the STI.
    2
  2051. Better do it quick. The 3.6L engine has been discontinued for 2020.
    2
  2052. Jeez...I find this entire product segment to be confusing. The line between "SUV's" and hatchbacks is by far the most blurry in the "subcompact CUV" category. And as a GTI owner I suppose I feel a bit offended by the entire category. :) As far as the UX is concerned while I hesitate to criticize Toyota/Lexus in terms of their design choices since they obviously know their market, it certainly appears that Lexus phoned this one in. At 177" long, the UX stretches the "sub-compact" category practically to the "compact" CUV space. (The Mazda CX-5 is only two inches longer.) And what does it offer to make it a "luxury" vehicle other than a badge? Certainly not performance. Not interior trim. Not unique luxury bells and whistles. Just a badge and very good fuel economy. Since when do luxury buyers prioritize fuel economy over literally every other feature? All in all, this model strikes me as fodder for comments at the country club along the lines of "Poor Fred, looks like he's not doing well financially. Had to settle for an imitation Lexus." Great review as always, Alex. The comment about Frankenstein's monster's neck bolts made it all worthwhile.
    2
  2053.  @TheEquationSlayer  I'd be hesitant to compare used car asking prices vs actual transaction prices. Nevertheless, your examples more or less reinforce my point. With a $2K-$3K saving in initial purchase price the advantage in resale prices is more or less eliminated after as little as four to five years.
    2
  2054. Try watching a video more than once. The wealth of information is worth the effort.
    2
  2055.  @dibtojyoti10  Without doubt the DSG can handle a Stage 1 tune. When I had my MK6 GTI tuned the tech at Achtuning (Redmond, WA), one of the most experienced APR shops in the US, asked if my GTI was manual or DSG. When I replied the latter he said, "Good. We won't have to have 'the talk' about upgrading or periodically replacing your clutch." He was right over the 40,000 miles I put on the car after the tune.
    2
  2056.  @ipvelocity1873  Take a look at the APR website. https://www.goapr.com/news/2014/07/16/apr-presents-the-apr-stage-1-mk7-gti-2-0t-ecu-upgrade/ The info from APR claims increases of about 75 HP and torque compared to stock. Obviously, the figures provided are from APR but I have no reason to think they're inaccurate from my experience with the Stage1 ECU tune combined with the MQB Carbon Fiber Intake System in my Gen6 GTI. Power increases are immediately obvious and HP and torque curves are linear and not at all "peaky." Note that the figures APR claims are with 93 octane fuel. The best we get in Washington State is usually 91 octane so power is likely somewhat less than claimed here. Some things to keep in mind. () Stage I tuning does NOT invalidate an existing warranty unless an issue can be shown to result directly from the ECU modification. For example, if you manage to burn up your turbocharger it likely will not be subject to a warranty claim but if you have a suspension issue it would be covered. () After putting about 40K miles on my last GTI with a Stage 1 tune, I never experienced any issue, whatsoever. But I'm a fairly conservative driver on the street and seldom take the engine to red line, much less beyond it. If that doesn't describe you, YMMV. () If you have a manual transmission count on periodic clutch replacements, ideally with an upgraded unit. With a DSG that's not an issue. In addition, count on more frequent tire replacement and rotation. Putting 300 or so HP in a FWD vehicle will almost inevitably mean more tire wear. Follow a more frequent schedule for maintenance than with a standard tune. I personally change oil at 5000 mile intervals for example. In my case, my fuel economy dropped about 1-3 mpgs on average. Accessing the engine's new found power is rather addictive.
    2
  2057.  @dha588  Estimates depend on a number of factors. A conservative estimate based on dyno testing of my MK6 (2013) GTI put it at 290 HP or so. Others get somewhat higher HP results using 93 octane fuel but 91 is the best available in Washington State.
    2
  2058.  @M_773  I can't speak for more extreme modifications including replacement of the GTI's turbocharger but my experience with an APR Stage I+ tune on a 2013 MK6 DSG GTI over 40K miles was virtually no impact on a 100% record of reliability. A more valid, though still not a scientific, sample are reports from a local (Seattle area) group of GTI and Golf R owners and various other owner boards. Based on those reports I'd say the impact on reliability is negligible if not non-existent.
    2
  2059.  @tuple4986  KIA has long been challenged in the fuel economy offered in their engines. They opted for a 3.8L V6 in the Telluride running the Atkinson cycle that sacrifices some performance for better fuel efficiency. The solution in the Sorento is a stronger base engine with about the same efficiency as the previous NA 4 banger and a higher performance turbo that's likely to be noticeably more efficient than the previous NA V6. For those who want to do much better in terms of fuel economy there's the hybrid and the forthcoming PHEV. All in all, KIA appears to be addressing their relative weakness in fuel efficiency is major ways.
    2
  2060.  @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.
    2
  2061. A "perfect" family hauler? Not with the KIA Telluride out there now. Comparing MSRP's of models comparably equipped that Infiniti badge will run about $12,000. (USD) That's the cost of sending a kid to college for a year or two.
    2
  2062. No. It's fully baked. It may not be at the top of the 3 row category but it provides far more cargo space than the CX-9, an excellent V6 engine, a more modern 8 speed transmission, and a hybrid option. All in a package that's almost half a foot less in length than the bloated CX-9. All reasons that the CX-9 is at the very bottom of all mainstream three row SUV's in terms of sales. And not by a little but by a huge amount.
    2
  2063. Big improvement over the last generation Jetta. The interior space and great mileage makes it an ideal commuter vehicle. I'll reserve overall judgment until I see the GLI. I'm not highly optimistic, though. VW seems intent on not cannibalizing sales of the GTI by making the Jetta too much of a driver's car.
    2
  2064. For years Toyota has argued that their strategy of offering hybrids with smaller regenerative batteries (a technology that not coincidentally was a Toyota leader) was a superior way to combat climate change than full fledged EVs. Their argument being that they could build and sell 10 of their hybrids with limited battery capacity for every fully electrified vehicle. Now that they've tossed that argument into the wastebasket will they cease lobbying Congress to eliminate funds to build out the infrastructure for EVs?
    2
  2065. Not really. Every VW has the same design around the shifter regardless of the model and regardless of the national market. And no VW fills the space with buttons. Again regardless of the model or market. Furthermore, the Europeans don't get options not available in the US simply because the Taos is meant ONLY for the North American market.
    2
  2066. Don't blame the "government." Non-US brands responded to CAFE standards in their fleets with innovation in emission control and better performance, largely because they did not depend on light truck sales to nearly as great an extent as brands like Ford and GM. US manufacturers took the approach of ignoring the need to invest in sedans and making their light "trucks" with less stringent emission requirements into "personal" rather than "commercial" vehicles.
    2
  2067.  @frankmarzig1972  I share your disappointment to some extent though I (and especially my wife) understand the appeal of crossovers. (We own a Kia Sorento.) They offer flexible utility and an elevated driver view useful in the ongoing battle to see over and around crowded traffic. (Yes, I realize it's like an arms race with no winners.) Earlier this year I looked seriously at several midsize sedans that I could share with my soon-to-be driving daughter. Unfortunately, the only American brand I found even interesting was the Ford Fusion Sport and while its straight line performance was impressive, its fit/finish, quality of materials and dull interior was so far below that of the Accord, Camry, Mazda 6, and the Passat GT that I passed. I gave up and replaced my 2012 VW GTI with a 2018 version. Like many self-styled "enthusiasts" I'd love to own a modern station wagon (what Europeans call an "Estate"). Unfortunately, they're few and far between in North America. I'm not sure what the future holds but I suspect that traditional sedan options will continue to dwindle and the line between a passenger car and an SUV will blur even further. It's not the first time that a vehicle category has declined or even disappeared. When I was a kid virtually ever manufacturer offered at least one convertible. Now they've all but disappeared. I'm not sure what can be done other than yell, "Get off my lawn!"
    2
  2068.  @Lopaaz  Google is your friend, buddy.
    2
  2069.  @pedrosaucedo1027  Mazda's desperate attempt to get loans from Japanese banks during the pandemic suggests otherwise.
    2
  2070.  @mikem2253  I'm sure it is "peppy around town." But there's a reason that almost all of the competition offers V6's. They're smoother with more linear power delivery, factors that are especially important on long freeway slogs, a mission that's common for midsize (and larger) crossovers.
    2
  2071. If a "family" consists of no more than 4 passengers, all of whom are 5' tall or more, the Highlander is a comfortable ride. But Toyota claims the Highlander has room for "up to 8 passengers," a claim supported by the number of seat belts in the vehicle rather than the actual passenger room. In fact, the Highlander has only 27.7" of legroom in the third row, the least of ANY mainstream midsize 3 row crossover (by up to nearly 6"). Only the sister Lexus RX-350L has less with 23.5" in its ridiculously cramped 3rd row. And even the 10" shorter compact Tiguan provides 0.2 more third row legroom than the Highlander. Furthermore, contrary to the video claim that the current Highlander is "bigger" in every dimension, that's mainly true of its overall length, almost 3" longer than the previous generation. In terms of interior space, the total legroom (1st row + 2nd row +3rd row) is actually 1.2" less than the previous generation. And total passenger space (head, shoulder, hip, and legroom) is 136.1 cubic feet while the previous generation offered 142.2 cubic ft. That's the result of increasing the cargo space behind the third row from 13.3 cf to 16 cf. Still less than most other 3 row crossovers. Total legroom is important because the Toyota allows the first and second rows to be adjusted fore and aft to allocate space more efficiently depending on the passenger load. But that's true of virtually all 3 row SUVs. The Hyundai Palisade boasts the best figures on this metric. It's only 1.1" longer than the Highlander. But its total legroom is almost 9" more. (117.9 vs 109.1). And it offers more rear cargo space and still achieves that advantage. (18 cf vs 16 cf.) Total passenger space in the Palisade amounts to 155.3 cubic ft compared to the Highlander's 136.1 cf. Just as impressive is the KIA Sorento. It's half a foot SHORTER than the Highlander (189" vs 195") while offering 115.2" of overall legroom vs 109.1" in the Highlander and 154.2 cubic ft of passenger room vs 136.1 cf. The 2020 Highlander offers some significant improvements over the previous generation. And its hybrid version is a strong point. But as a "family" hauler it ranks at best as barely adequate, not outstanding.
    2
  2072.  @Hardcoreweather1  And they are spectacularly unsuccessful at providing a breeze to the rear seat. Just ask my dog.
    2
  2073. Alexa compatible! YEA. I've always wanted to ask my vehicle the exact date of the Treaty of Versailles.
    2
  2074. I doubt that a consumer can purchase an Explorer ST or Platinum version for "the same money" as a mid-trim (Reserve) Aviator, especially when the top trim Explorers are already being discounted to the mid $50K price point by dealers in my area (Seattle). But your point that the value proposition of the Aviator, even without a substantial discount, looks far better than the best the Explorer can offer. If a consumer is willing to spend $55K for a loaded Explorer, it's difficult to see why one wouldn't pay up to $8000 more for a clearly superior Aviator. Not to mention the 800 lb gorillas in the room, a top trim Palisade or Telluride for thousands of dollars less.
    2
  2075. On the other hand, we recently traded our 2012 Sorento for a new 2018 model. The 2012 needed absolutely nothing but fuel, oil, and filter changes for 80,000 miles. Obviously, individual anecdotal experiences vary for any vehicle. But the overall improvement in Kia reliability stats over the last ten years provide a much more reliable record than the experience of any single owner.
    2
  2076. Both Honda and Toyota do an excellent job of giving customers what they want in the compact SUV category. For Toyota it's the hybrid Rav4 that's so popular Toyota can't build them fast enough. In Honda's case it's the "Tardis-like" design that seems larger on the inside than on the outside. Remarkably versatile. The Honda doesn't match my priorities but one can't argue with Honda's design decisions.
    2
  2077. I seriously cross-shopped the AWD Fusion against the Accord, Camry, and Mazda6 last year. Sadly, it handled like an overweight pig against its rivals and had an interior reminiscent of a rental vehicle.
    2
  2078.  @MatrixDiscovery  Source? Or is it your brother-in-law. In fact, as Alex notes, the difference in reliability among modern vehicles is very small.
    2
  2079.  @karlp8484  Similar experience with a KIA rental around 2007, or so, I think. I wouldn't have even considered a KIA had I not rented an Optima in 2012 and found it surprisingly improved. That led my wife and me to look at the Sorento in 2012. We purchased our second Sorento in 2018.
    2
  2080. Utter nonsense.
    2
  2081. Hyundai dealers know. They've sold over 77,000 Santa Fe's in the first six months of 2019.
    2
  2082.  @JulezWinnfield  Not exactly "obvious." One might expect the Palisade, especially the lower trims, to cannibalize some Santa Fe sales or tempt consumers to wait and see the Palisade in person. In fact, Santa Fe sales are up for the year.
    2
  2083. Not happenin', friend. VW dealers have a mysterious desire to avoid having vehicles sitting unsold on their lots.
    2
  2084. VW has found repeatedly that Americans simply aren't willing to pay the price Europeans do for VW vehicles. Top trim GTI's in Europe have MSRP's over $50,000 at current exchange rates. The well regarded Tiguan was seen as too small and too pricey in the US. Ditto for the European Passat. And the same story for the Touareg. In each case sales improved in the US when larger, cheaper replacements were introduced.
    2
  2085. <sigh> The typical comment claiming that vehicle X is copying vehicle Y. All cars have 4 wheels. All SUV's in a given size category share a number features in their looks. Just because vehicles with similar missions share looks doesn't mean one is "copying" another.
    2
  2086. C'mon, Joe. No amount of hype changes the fact that the CX-9 remains the worst selling mainstream midsize 3 row SUV in the marketplace. By a LOT! It's bad enough when the combined sales of the Telluride and nearly identical Palisade outsell the CX-9 5 to 1 in 2020. When the VW Atlas outsells it 2 to 1 it's embarrassing. Only minor changes since the current generation was introduced four years ago, it's among the largest vehicles in the category (199" long only the Dodge Durango and the Chevy Traverse are bigger) with the least interior space. Less than every other midsize 3 row vehicle and less even than a Honda CR-V! A turbo 4 banger engine and six speed transmission that's shared with the Mazda6, the CX-5, the CX-30, and even the Mazda3. All vehicles with a drivetrain more suited to those models than to the CX-9 and very long-in-the-tooth compared to other brands. The CX-9 is a major reason that Mazda continues to seek billions of dollars in loans from Japanese banks just to survive.
    2
  2087. Few competitors? Granted, not many. But I'd opt for a Golf R in a NY second.
    2
  2088. As usual an excellent, highly detailed and informative review, Alex. A bonus for me was your discussion of Mazda's long hood necessitated by the large exhaust manifold placed just behind the engine. It answers a puzzle I've wondered about for some time. How is it that Mazda's three row midsize crossover, the CX-9, is among the longest of the category (199") yet offers the smallest interior passenger and cargo space? It's 10" longer than the Kia Sorento, for example, but provides less interior space in all three rows and less overall cargo space. I had assumed the inefficient design was a pure styling choice but based on your comments I think there's a more complex explanation involving fuel efficiency. And while the design impacts the utility and interior space of the CX-3, it's especially problematic in the larger CX-9 where the size makes driving in traffic and parking more of a challenge without functional advantages. As far as the CX-3 is concerned, I understand that almost every manufacturer feels they have to offer a sub-compact SUV but I really wonder about its advantages over a similar size hatchback, especially considering that the revamped Mazda 3 will be available soon. Some (my wife included) may prefer the higher seating position of a crossover but in a sub-compact that makes little pretense of being an off-road vehicle it's not much of an advantage and a crossover suffers in terms of looks, performance, and handling. Ah well, to each his (or her) own.
    2
  2089. VW has repeatedly been challenged in selling their Euro spec vehicles in North America. Americans prefer larger, cheaper versions of VW vehicles. Now with the decision to drop the base Golf in North America it's obvious they're pinning a lot of their hopes on the new generation line-up, a larger version that isn't even sold in Europe. The GLI appears to be following the tradition of replacing the Euro spec Passat with a US version, the Touareg replaced by the Atlas, and the larger Tiguan replacing the last version of the vehicle (still sold internationally). In the case of the GLI, it's the same pattern, a larger version of the GTI priced at a discount. Thankfully, at least so far, the GTI's (and the Golf R's) iconic status means it will continue to be sold in the US though the MK8 version isn't likely to show up in the US before 2021. As far as pricing is concerned, reviewers have no choice except to cite MSRP's of vehicles. But real world prices arrived at via price negotiation with a dealer may reveal a different picture. For example, I purchased a fully loaded DSG Autobahn GTI in the Seattle area last year for $32,043 plus TTL, a price about $6000 less than MSRP. My deal was a good one. Not everyone everywhere will experience that discount. But with GLI's currently selling in my area at near MSRP or more, the price difference is nowhere near $9K. Closer to $3K to $5K. Is the difference worth it? Of course there's an "icon" premium associated with the GTI. But there are some other more tangible differences. For me, the rear seat AC vents in the GTI are a big deal. Or at least they are to my big dog whose second home is the back seat of my GTI. And while the interior of the GLI is good, the GTI in Autobahn trim is better. There's more room in the back seat of the GLI but the GTI counters with more overall cargo space behind the front row in a large rectangular configuration. That's especially impressive considering the GLI is a foot longer than the GTI. The digital cockpit of the GLI offers appealing eye candy compared to the GTI but no real advantage in terms of functionality. (Worth noting, by the way, that the GTI gets the digital cockpit in Europe. North Americans will have to wait for the MK8.) Obviously, my choice is the GTI. Have to say, though, that I can understand those who prefer the GLI . And as long as VW continues to send GTI's and Golf R's to the US, I'll be happy to see GLI's on the road.
    2
  2090. A brilliant opinion, primarily because it agrees with my own. :) Seriously, though,, the Telluride and Hyundai have raised the "value" bar so much in this category it's hardly a surprise. As far as what appears to be the ranking, it's hardly a surprise that the Explorer ranks at the bottom, as well. Despite significant improvements compared to the previous generation, it lacks so much on one hand and its MSRP is simply ridiculous regardless of the trim level. As Micah's comment implies, its appeal is mainly to those already committed to buying a Ford. And though he didn't say so, to buyers for fleets. Others will find more appealing options for less money or spend as little as $5000-$8000 more than the $60K asking price for a top trim Explorer and get a much better version in the form of a mid-trim Aviator. The lack of expected excitement about the new Explorer can be gauged by the already widespread discounts off MSRP on dealer lots. Honda builds good vehicles and the Pilot suffers from nothing other than being a generation that needs updating. Obviously, though, a refresh faces a tough challenge from the Korean twins. Even matching, much less surpassing, the features and value proposition of the Palisade and Telluride may be difficult. As far as the Palisade versus the Telluride is concerned, it's mainly a matter of personal taste. I'm on the same page as Micah and the KBB team. The Palisade strikes me as overstyled with too many creases and bulges compared to the KIA. There are only a few truly functional differences but I prefer the Telluride's traditional gear selector to the Hyundai's dial, and the easily deployed manual straps to raise/lower the third row to the slowest motorized system on the planet in the Palisade that results in the loss of cargo space behind the third row in the Hyundai. And though it's seldom noted, the Palisade's headlights placed just above the front bumper are particularly vulnerable to incoming rocks and gravel, especially from trucks ahead. Here in the Pacific Northwest, that's more than a minor issue, especially in the spring when the snow melt in the mountains brings down many tons of gravel to highways below and windshields are already vulnerable. Headlights mounted low on the fascia make it worse. A far as the vehicles that didn't show up, there are the obvious entries from Subaru and Mazda. But neither the Ascent nor the CX-9 has added much of anything for 2020. And they are the only two midsize three row crossovers that offer ONLY a four cylinder engine in a vehicle that loaded with passengers, fuel, and gear tops 2.5 tons. Neither would outrank the Korean entries nor probably the Pilot. Much the same applies to the VW Atlas. It has its strong points but they don't include a spirited V6 or an upscale interior compared to its rivals. I have a soft spot for VW's as owner of a GTI but the Atlas is no better than midpack in the category. Then there's the 800 lb (actually 4000+ lb) gorilla in the room, the 2020 Highlander. Toyota has significantly updated their aging midsize 3 row crossover and lengthened it by almost 3", putting it close to the size of the Pilot and Korean entries. But its major claim to fame is the forthcoming hybrid version that hasn't yet been independently evaluated. Otherwise, the Highlander's size bump isn't apparent in the interior where the claim to seating three passengers in the third row is supported by the number of seat belts rather than actual room for human beings. The Highlander will undoubtedly sell well based on its reputation for reliability and its resale value but feature for feature it's not likely to top either of the Korean entries, each of which has considerably more passenger and cargo room wrapped in a body only 2" longer than the Highlander. Some suspension improvements but nothing new under the hood. But give Toyota some credit, the bells and whistles in the interior may not outshine its rivals but they're certainly an improvement over the previous generation.
    2
  2091.  @leightonmann  But that never happens due to the Tesla's invisible force field around the vehicle. Just another fantastic innovation from Tesla. :)
    2
  2092. CX-9? Less interior space than a CR-V? Obviously, it's your choice but few share it.
    2
  2093. Obviously, Toyota believes that "sixty is the new forty." They're hoping to reduce the average age of Avalon owners but I suspect the effect will more likely be to interest some 60+ year olds that would otherwise be drawn to European brands. Unfortunately, the lack of Android Auto means that getting any sort of navigation for non iphone owners is to spend several thousand dollars to get integrated navigation. (That's also true of the Camry, by the way.)
    2
  2094.  @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.
    2
  2095. No. I don't. If Lyn's reviews were the only source of information about a vehicle I might feel differently but they're not. And having watched many of her reviews (and driven a number of cars she reviews) I have a pretty good idea of her priorities, her likes, and her dislikes. When she says a vehicle "honestly" "feels like a sports car" I have a fairly clear idea of what she means because I know quite a bit about her taste and what she values in a sports car. Furthermore, unless I've driven a vehicle myself or know a reviewer's own standards, I don't take very seriously someone who judges how steering, suspension, or brakes "feel", especially if such assessments fail to include a reference to some sort of standard metric (e.g. skid pad results, figure 8 performance, stopping distance, etc) or comparison to a rival vehicle in the same category. As for her reviews sound like they're a "commercial paid for by the manufacturer," that's quite unfair, I think, especially in comparison to the numerous "reviewers" who source vehicles from local dealerships and take pains to say nothing that might displease a dealer. One has to look long and hard to find anything other than effusive praise in such "reviews." Reviews of almost all vehicles on YouTube regardless of the source of a vehicle are relatively positive. That comes about because modern vehicles as a whole are well designed for their various missions and because almost all reviewers rely upon either manufacturers or dealers for their vehicles. Want reviews that don't suffer from such inherent bias? Try Consumer Reports but be prepared for biases of other kinds. Lyn's typical reviews are relatively short, almost always less than 10 minutes compared to 20 to 30 minutes from others. Even so she manages to include some meaningful facts for anyone who knows something about the vehicle she's reviewing. That the 2.0L Supra is 200 lbs lighter than its big brother is a critical difference for anyone familiar with the effect of weight and weight distribution have on a sports car's driving experience. Likewise, that she cites the manufacturer's 0-60 acceleration figures for each version of the Supra, whether precisely accurate or not, implies the different levels of performance on a standard metric. And that the 2.0L Supra lacks the Brembo brakes of its big brother is a clue to an important potential difference even in the absence of a controlled test of stopping distance. If I want to know more detailed information there are numerous other sites to choose from.
    2
  2096. Actually it wasn't "thousands." It was 316. Not exactly a serious dent in the supply chain.
    2
  2097. @Michael Mankowski Actually, it was on a ship bound from Georgia to Baltimore. That may sound odd but transporting a large number of vehicles from Georgia to a more centrally located mid-Atlantic location from which they can be transported to individual dealers makes sense.
    2
  2098. KIA typically maintains a 5 year cycle for its vehicles' generations. The current generation was redesigned in 2017 so a new model won't be coming along (in the US) until the 2022 model year. Nevertheless, KIA routinely makes a number of improvements within a generation so it's less surprising that the current generation has increased sales year over year in both the 2018 and 2019 model years, an accomplishment that few compact crossovers can claim. Even more impressive is that in the first quarter of 2020 only two compact crossovers increased sales compared to a year earlier. The leader with a 16% increase is the RAV4 largely as a result of its Hybrid version. The other is the KIA Sportage with a 4% increase, a significant accomplishment considering the 14% overall drop in sales for the category as a result of the COVID-19 shutdown in March. The RAV4 Hybrid is a remarkable vehicle in its class but like the KIA Telluride the challenge is to find one on a dealer lot, especially at MSRP. Furthermore, pricing comparably equipped top trim non-hybrid models of the two vehicles produces an MSRP of about $3500 between the lower priced Sportage and the RAV4. Add to that the likelihood of receiving a further discount in the real world from a KIA dealer and the difference is likely to be at least $6000. The Sportage isn't the standout in its class that the Telluride is. It won't be getting the design cues from the Telluride until 2022 as the Sorento gets for the 2021 model. And the new KIA Seltos may steal some sales from the Sportage. (The Seltos actually has more overall cargo capacity than its bigger brother.) But comparing the Sportage to other non-hybrid compact crossovers suggests a vehicle with considerable appeal at a bargain price.
    2
  2099. Nice to see you turning attention to the Korean brands, Kirk. Have to say, though, that you missed the biggest difference between the K5 and the Sonata -- the availability of AWD in the LXS and GT-Line trims of the KIA while the Sonata fails to offer AWD at all. Perhaps you consider that irrelevant on the suburban streets of South Florida but I can assure you it's highly relevant here in the Pacific Northwest and not only in the inland areas where winters can be especially challenging but here in the Seattle metro area where messy winter weather with lots of rain and occasional icy roads make AWD a welcome feature. Unfortunately but understandably, the GT version of the K5 (comparable to the Sonata N-Line trim level) doesn't offer an AWD option. (Neither Toyota nor Nissan offer AWD on the "high performance" versions of their midsize sedans, either. The take rate for high performance midsize "family" sedans is simply too low to make the additional cost of AWD a profitable investment.) And the absence of either AWD or a limited slip differential of some kind on the K5 GT is a significant black mark. Still, the fact that it's available on the GT-Line with its less powerful engine is a major plus compared to the Sonata and most other mainstream midsize sedans. As for the question posed by the title of the video, I'd have to say the K5 is not the "BEST Korean sedan." Not even the "BEST" sedan from KIA. That title goes, I think, to the Stinger. And from a value perspective to the GT-Line trim with the same 2.5L engine (and slightly more HP) found in the K5 GT wins easily . With an MSRP of slightly over $38,000 for a fully loaded GT-Line Stinger with RWD and about $40,500 with RWD-biased AWD, it's a short jump from a fully loaded FWD-only K5 GT at $35.7K that lacks both . For the price difference the Stinger also comes with a far superior interior and amenities and an innovative and highly versatile liftback sedan design the K5 lacks. The Stinger GT1 and GT2 with its twin turbo V6 grabs the attention of automotive journalists and internet fanboys but the GT-Line Stinger with the 2.5L turbo 4 is only about half a second slower from 0-60 mph and up to $15,000 less (MSRP) than the V6 turbo version. In short, the Stinger GT-Line is a screaming bargain and a vehicle that deserves the attention of anyone considering a K5 GT or from anyone interested in saving thousands of dollars on a true GT sedan in the European mold. P.S. Count me as a vote against devoting attention in your videos to key fobs. Usually stuffed in my pocket or in my bag the only attention I ever pay to a key fob for either my GTI or my Sorento is when I've left it on the table in the hall and my vehicle annoyingly reminds me of that fact by failing to start.
    2
  2100. You guys both make me want to be 14 again and remind me that I'm grateful I'm not. :)
    2
  2101. The panoramic sunroof is gone but a standard size sunroof remains.
    2
  2102. 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.
    2
  2103.  @mrsj1417  I'll speak to your keeper to let him know you shouldn't be forced to read the comments in the future.
    2
  2104.  @jarodkim5885  Have to agree with your conclusion. With a daughter soon off to college luxury SUV's aren't on my shopping list but if I were in the market I'd look closely at the GV80.
    2
  2105.  @dfw1fast143  Just yankin' your chain a bit, friend. You have a good one, too. And give my best to your basketball playing friends. :)
    2
  2106. If "price were no issue" I'd have both and throw in a Porsche, as well. The Arteon and the GTI are completely different types of cars.
    2
  2107. A remarkably frank and honest assessment of the purpose of this vehicle.
    2
  2108.  @KirkKreifels  The lack of AWD and/or LSD is most obvious in strong acceleration from a dead stop or in a curve calling for acceleration for an exit. I'm not surprised to see the absence of AWD in the Sonata N-Line and KIA5 GT. It follows a pattern set with performance versions of the Camry and the Altima. High performance midsize "family" sedans are a minuscule market segment. Their slim profit margins aren't big incentive for automakers to add expensive features like AWD (For example, Toyota says fewer than 5% of all Camrys are sold with the V6 engine.) On the other hand the absence of an LSD to a sedan with 300 HP and ft lbs of torque is inexcusable. My GTI with far less power provides it. It appears that Hyundai and KIA are banking on profiting from consumers who think performance consists exclusively of straight line 0-60 acceleration time on a flat surface. That may be enough to sell cars to a significant segment of American consumers but it certainly isn't a plus in terms of the brands' reputation.
    2
  2109.  @stevenwilliams9280  Riiighttt.... Much like Kaiser, Hudson, and Studebaker. Very cool.
    2
  2110.  @andrecarpy6890  Freud would have a different take on the basis of the appeal of the long hood, a design trick used by sports car designers for about a century to suggest potency and performance. But as Freud said, "Sometimes a cigar is just a cigar."
    2
  2111.  @justinfontaine9069  Just for the record the Acura MDX offers a standard V6 and Audi offers several Q7 models with a 3.0L V6. All three of the brands you mention offer a newer more fuel efficient and better performing transmission than the CX-90. I realize it soothes your bruised ego to insult the vast majority of mainstream consumers who don't opt for the CX-9 but Mazda, itself, doesn't have that luxury. They're in the business of selling vehicles, not insulting consumers. And they offer the same engine/transmission combination in the CX-5, CX-9, Mazd6 and soon in the CX-30 and Mazda3 not because is an optional choice in each of those models. They're reduced to claiming it's "good enough" because their limited resources don't support the development or production of a wider ranger of engines and drive trains. As for why Alex chooses to review a five year old Mazda CX-90 rather than a 2020 Sorento (or another crossover), it's the only midsize 3 row SUV Mazda's offers and that doesn't change for 2021. Virtually every other manufacturer has already or shortly will be selling updated models.
    2
  2112. The interior materials and features will drive the price a bit higher, I suspect. But the Hyundai/Kia conglomerate has a ceiling on what they can charge for the Palisade without moving it into MSRP territory of the forthcoming Genesis SUV.
    2
  2113. I'm not a Nissan fan. The last vehicle I owned from Nissan was a Datsun 240Z and that was many years ago. I don't find most of their vehicles compelling compared to the alternatives including the Atltima, Maxima, Murano, and the Pathfinder.(Not familiar enough with the Sentra to comment.)I am rather impressed by the Versa, however. For recent graduates struggling with student loan debt or parents (like me) looking at vehicles for a daughter heading off to college the Versa has some compelling features. My daughter won't be leaving for a couple of years but I'm fairly sure what the priorities will be. () New vs Used. The budget will have to be $25K or less. Of course, a used car that's already absorbed a year or two of depreciation is an appealing alternative. But I don't want my daughter to inherit the problems that led a previous owner to replace a vehicle so quickly. And for other reasons (see below) I want the full range of safety and driver assistance features only now trickling down to lower priced vehicles. Further, a new car warranty will be more important than is typically the case when I purchase a vehicle. I won't be around to deal with the minor issues that occur as a vehicle ages. My daughter is a bright young woman but a "gear head" she is not. She needs to be studying, not turning a wrench or finding a reliable mechanic. () Economy vs performance. There will be enough pleas for extra money from mom and dad while she's in college. She's going to have to pay for her own gas. Do I care whether her car can go from 0 to 60 in under 9 seconds or the fact that a CVT is less engaging than a geared transmission? Nope. And frankly neither does she. Am I impressed with a combined 35 mpg and 40 mpg on the highway? YES! It's not a hybrid but the Versa (as well vehicles like the KIA Forte) hit that magic 40 mpg figure that looks so good on the window sticker. And since she'll probably be living at least several hours from "home," there will be a number of back and forth freeway slogs each year. Perhaps even monthly weekend trips for home cooking and laundry. Not to mention the inevitable "road trips" that she'll remember for years. 40 mpg looks better and better. () Safety tech and driver assistance features. As a father I'll want every feature and gadget I can get. I'm especially impressed by the tech Nissan has loaded on a sub-$20K vehicle. Crash protection in the event of a calamity goes without saying but features like blind spot monitoring and reverse autonomous braking can reduce the chances for minor accidents that cost time and money. Both in short supply for a student. () Styling. If I were purchasing a vehicle for myself I'd probably opt for a KIA Soul. And if I had a son it would probably be a compact pickup. But my taste runs toward "funky" and my daughter is more "fashion forward." The Versa (and the larger KIA Forte) are likely to be what she prefers. () Bottom Line. The Versa obviously won't appeal to everyone. But for many it ticks a number of boxes that rivals at the $20K price point do not.
    2
  2114. Obviously you don't live in the Seattle area where sunny days are a cause for celebration.
    2
  2115.  @Victic005  Not surprised. :)
    2
  2116. There are very few important differences between the Palisade and the Telluride. MSRP's for comparably equipped versions of each are virtually identical. All important components and features are shared. It comes down to personal preferences in terms of style. For example, Hyundai apparently believes that diamond quilted upholstery is a sign of luxury. Personally it reminds me of the sofa in my grandmother's living room. And considering my age that makes it very old fashioned, indeed. YMMV, of course. The Palisade offers a push button gear selector. That's trendy, I suppose, but it reminds me of a 1957 Plymouth. As far as other features are concerned, the Palisade offers a powered mechanism for raising/lowering the third row seats that the Telluride lacks. Considering the time it requires to do the job (It must be the world's slowest seat lowering system) and the fact that it reduces the cargo space behind the third row by about 3 cubic feet, I prefer the Telluride's much quicker push and pull approach with fewer moving parts and micro motors prone to failure. The Palisade has a distinctive front end design with the headlights mounted just above the bumper. But I live in the Pacific Northwest where the spring snow melt n the Cascades brings tons of rocks and gravels down to cover our highways. One learns eventually to avoid following semis and logging trucks too closely as the rocks they discharge behind their rear wheels hit windshields with considerable velocity. (Before I learned my lesson, I replaced three windshields in five years.) Placing the headlights just above the bumper only increases their vulnerability, not only from big trucks but from smaller vehicles, as well. All in all, it comes down to personal preferences.The Telluride and the Palisade are each incredibly impressive vehicles. I'd opt for what I consider to be the Telluride's simpler and overall more elegant style versus what seems to me to be the rather "fussy" look of the Palisade with too many curves.
    2
  2117.  @braetonwilson4296  Different strokes for different folks but if you're correct that Toyota offers rebates and dealer discounts that aren't available for the Civic the reason is simple -- the greater popularity of the Honda. It's very difficult to escape the iron law of supply and demand.
    2
  2118. I subscribe to this channel in part to feel envious of vehicles available in Europe and denied to us in the US. Never more so than this review of the Multivan T6.1. What we refer to as "minivans" are a drag on the market in the US, having been supplanted almost completely by a raft of crossovers of every size and shape, many so large that what we call "midsize" would be considered "gargantuan" in Europe. Add to that the fact that VW has traditionally faced major challenges in selling Euro spec versions of their vehicles in the US where we like our vehicles larger and cheaper. And even at currently favorable exchange rates with the euro, a $66,000 minivan would be an especially tough sell here. And then, of course, there's the elephant in the room, the residual effects of "diesel-gate" in the US. Never a highly popular alternative among American consumers where fuel is cheap, diesels from almost every brand, and especially from VW are simply dead in the US. Whether that's a permanent condition is unclear but it may not matter with the increasing popularity of hybrids and pure EV's. So sadly, there will be no Multivan in the US. Considering its innovative design perhaps we can hope the other manufacturers still committed to a shrinking marketplace for minivans may copy some of its features.
    2
  2119. Mazda's ubiquitous 2.5L turbo is arguably best matched to the CX-5 (with the Mazda6 a close second due to stiffer competition in that segment). It's certainly better matched to the CX-5 than to the humungous CX-9. Unfortunately, though, if you want to toss more than a backpack into the trunk, the CX-5's limited cargo space is an issue. Not only is it far less than a CR-V (or a Forester) behind the rear seats, the difference is even greater in overall cargo space. At 59.6 cubic feet the cargo space is only six cubic feet more than a VW Golf. And the CR-V and Forester offer more than 25% more (!) cargo space. In fact every other compact SUV offers more. Like the looks of a crossover and value the CX-5's handling on secondary roads? It's an excellent choice. But if you care about that "U" in the SUV category, be aware of what you're giving up in terms of "utility." And if handling and performance are that important, consider that a GTI is better on both counts for the price of 6 cubic feet of cargo space for about the same price. And if AWD is that important, the Golf R adds both that feature and even more of a performance advantage for a few thousand dollars more (at least in terms of MSRP.)
    2
  2120.  @danitimnev2102  Yes, you're right. I think the US version of the Tiguan is known as the Tiguan "Allspace" in other markets. The "normal" Tiguan was never a success in the US despite its superior handling. It's still for sale here as the Tiguan "Sport" but I suspect it will disappear altogether from the US in the near future if it hasn't already.
    2
  2121.  @canadabear72  One of the most important design decisions a manufacturer makes is what consumers are likely to "cross shop" with a particular model. Obviously there are no "official" SUV categories but Hyundai has apparently decided that it's to their advantage to appeal to consumers considering a CR-V or a Rav4 but who want more passenger and cargo space. The Tucson doesn't meet that challenge. By setting the MSRP for the Santa Fe just a bit above the so-called "compact" category largely defined by the CR-V and Rav4, Hyundai hopes they can lure those buyers.
    2
  2122. Obviously you don't have to fit a variety of objects and people in your vehicle.
    2
  2123.  @michaels7984  Sorry that my comments upset you. But there's nothing "subjective" about the fact that the CX-9 is nearly a foot longer than the Sorento while offering less interior room for passengers and cargo. I didn't say that the CX-9 is "too large to drive around." But I don't think there's anything especially controversial to claim that a more massive vehicle is less maneuverable in traffic and parking lots. It's not "subjective"; it's common sense. Furthermore, there's nothing "subjective" about the much longer bumper-to-bumper and power train warranty of the Sorento. Again, it's simply factual. Nor did I say that the CX-9's engine was "bad on paper" or anywhere else. In fact I said it was "impressive." I like turbo 4 engines. I've owned several including several Saabs and more recently two GTI's. Such engines have several advantages but smoothness and durability are not among them. I don't think you'd find anyone who knows anything about engines who would disagree that a naturally aspirated V6 is likely to be more durable than a turbo 4. If that's "subjective," it's a perspective that's widely shared and a major reason that most of the CX-9's competitors offer a V6 in their upper trim models. In fact, Toyota has said explicitly that they avoid turbocharging (even in the Camry) specifically because of the priority they place on reliability and durability. As for the appeal of a vehicle with a long hood and short deck, that's a choice that designers of sports cars and psychologists have recognized as especially appealing to men for about a hundred years. But if that makes you uncomfortable, put it down to the fact that the CX-9 (along with Mazda's other crossovers) put a massive exhaust manifold behind the engine to improve scavenging. That may improve fuel efficiency but it has a cost in terms of reducing interior passenger room behind the firewall. As I said in my original post, I went shopping for a crossover with a soft spot for Mazdas. I still don't think it's a bad vehicle. And as I said, depending on one's priorities I can understand choosing the CX-9. In my comments I tried to be as fair as possible to the CX-9. If I was "subjective" it was because several objective facts led me to that judgment.
    2
  2124.  @canadabear72  That 2.5L turbo is going in several Hyundai/KIA models. It's the base engine in the Genesis GV80 SUV, the optional higher performance engine in the 2021 Sorento, and, of course, in the Sonata N-Line. Different tuning for different applications.
    2
  2125.  @canadabear72  Thanks, John. Always appreciate your detailed knowledge of the Korea brands.
    2
  2126. Only to those who squint hard, cross their fingers, and fantasize.
    2
  2127. A very impressive compact performance sedan. I'm a KIA fan (I've owned two KIA Sorentos.) But if I were shopping in this category I think I'd opt for the Jetta GLI over the Forte GT. (I also own a VW GTI.) Can't speak personally as to the impact of an ECU tune in the Forte but I've owned two GTI's with APR Stage I tunes and the performance impact is (to say the least) significant, amounting to near 300 HP and torque with virtually no impact on reliability and durability in the magnificent EA888 2.0 L turbo VW engine. In terms of real world transaction pricing the GLI would run about 2K to 3K more than the Forte but I think the superior DSG in the VW combined with interior amenities and the electronic DSG and DCC chassis control would be worth it to me. Others would differ and I can understand why.
    2
  2128. 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.
    2
  2129. The reason that the "performance" version of the K5 doesn't offer AWD is the same as Toyota's and Nissan's decision not to offer AWD in the V6 Camry or the VC-turbo version of the Altima. For some inexplicable reason dealers object to having the most expensive trims of mainstream midsize sedans sitting unsold on their lots until they're finally sold at a steep discount. Toyota says that fewer than 5% (!) of Camrys are sold with the V6 engine. That amounted to about 15,000 sales in 2020. If adding AWD to the V6 Camry increased sales of that model by 10% (a ridiculously optimistic estimate), that would amount to 1500 sales. It ain't worth the investment. Period. And extrapolating that to the KIA K5, with far fewer sales it makes even less sense.
    2
  2130.  @shethjones4494  True. It was a bad idea in the Pilot and GM has taken a bad idea and made it worse.
    2
  2131. I think Toyota was going for a little brother of the 4Runner look. It's an SUV that despite being very long in the tooth continues to sell very well. In fact, it set a sales record for itself in 2018 at over 139,000 sold. Personally, I think the Forester's looks are those only a Subar-ite could love but there are a lot of those folks and they're fanatically loyal. I agree with regard to the Tiguan but I found it to be rather underpowered when I drove it last year. But that might be because my daily driver is a GTI.
    2
  2132. Can't give up my GTI but I'll speak to my wife about replacing her Kia Sorento with a Slingshot. I'm not hopeful. ;) Edit: She said, "No!"
    2
  2133. If I wanted to end my marriage that "surprise" would be an effective tool. lol
    2
  2134. Not my wife. She loves her Sorento. And considering its functionality, I don't blame her.
    2
  2135. Obviously you don't live in the US Pacific Northwest where sunny days (especially in the winter) are a cause for celebration and getting all the light possible in a dark cabin is a major benefit.
    2
  2136. You're not alone but you don't have much company, at least among actual buyers. VW limits the number of individually available options and packages the options that are available into a few trim levels to contain production costs and reduce the number of GTI's sitting on dealer lots for extended periods. The good news is that Americans pay significantly less for GTI's than Europeans pay. In Germany the rough equivalent of an Autobahn GTI sells for over $50,000 in current exchange rates.
    2
  2137. Not a skier, I take it. Let me guess. You can't see a mountain within a day's drive of where you live.
    2
  2138. There are a number of deletions on the US Spec Sorento vs the previous model and the version available in Korea and some other international markets. For the most part the cost cutting is designed to reduce the likelihood of cannibalizing sales of the Telluride, a vehicle that isn't even sold in Korea.
    2
  2139. Xiaohu Yang: Depends on the composition and priorities of a "family." Not every family has multiple children or needs easy installation of even one child seat. Our "family" consists of a couple, a teen, and a big dog. We need two vehicles but we don't need two SUV's or even two midsize to large sedans.
    2
  2140.  @normt5463  Sorry. Can't take the opinion of someone who thinks towing a jetski is the test of towing capacity seriously.
    2
  2141. Nice car. Good price compared to competitors but for me it's a GTI, thank you.
    2
  2142. Apart from the fact that offering AWD on the K5 GT would likely cannibalize Stinger sales, KIA is following the same practice as Toyota with the AWD Camry and Nissan with the AWD Altima. Relatively low sales of performance models mean manufacturers (and dealers) are hesitant to add costs to already more expensive top trims. If there's anything dealers HATE it's having expensive models sitting unsold on their lots for an extended period until they're finally sold at steep discounts. And the ongoing weakness of the midsize sedan market segment only adds to that trend.
    2
  2143. AWD! At last! I once owned a Mazda MPV with AWD. It will always have a special place in my heart for managing to extract itself from a ditch buried in deep snow on a lonely logging road in the Washington Cascades. Probably saved my wife's and my lives. Like millions of others we've moved on from a minivan as our needs and the appeal of a higher driver's seat to my wife put us in a crossover but if I were in the market, the Pacifica would probably be our choice over the aging Sienna.
    2
  2144.  @kahless0173  So why not pit the top trim CX-5 against the base trim Telluride or versus a Camry? As already noted TFL frequently conducts "mashup" reviews of vehicles in different market categories and there's nothing wrong with that. But in this case the claim is that the two vehicles are "in the same segment." (1:00) They obviously are not. The CX-5 is a compact crossover; the Santa Fe is a midsize vehicle.
    2
  2145.  @NoName-gv6nm  The fact that you're a rare bird doesn't mean there's a flock of shoppers out there.
    2
  2146.  @semiauto3148  You might want to take a look at the current 2020 KIA Sorento if a NA V6 is important to you. (The soon to be released 2021 version drops the V6 in favor of a turbocharged 4, the same engine offered in the base version of the Genesis GV80.) I've owned two Sorentos, a 2012 model that my wife (and I to a lesser extent) drove for 80K miles before trading it for a 2018 version. In each case the top SX-L trim. The 2012 ran flawlessly and we'd still have it except for an awesome deal from the local KIA dealer, $6000 off MSRP and a trade-in price within $800 of the KBB estimate for a similarly equipped 2012 Highlander. (Complaints about KIA resale value are hugely overblown in recent years.) We now have about 25K miles on our current Sorento and I'd have to pry my wife's cold dead fingers off the steering wheel to replace it. Though the Santa Fe and the Sorento are seldom compared directly, they're almost identical vehicles. Same size inside and out. A "goldilocks" size just under 190" in length. Same AWD, same excellent infotainment system, same transmissions, same seating positions, etc. The most significant differences are the naturally aspirated V6 in the Sorento versus the turbo 4 banger in the Santa Fe and the fact that the Santa Fe has two rows of seats vs the surprisingly accommodating third row in the Sorento. (Four inches more 3rd row legroom than the Highlander, for example.) I personally prefer a V6 in a vehicle weighing over two tons. And while we seldom deploy the third row, it's a huge convenience when we transport a gaggle of teenagers or need to carry six or seven passengers on a local outing that would otherwise require two vehicles. In view of the fact that the 2021 Sorento will be here in a few months KIA dealers here in the Seattle area are offering great deals on the 2020 model to clear their lots. That lowers the real world transaction price of the Sorento to that of the Santa Fe. Of course, YMMV, and specs can't tell you anything about the actual dealer experience of the two vehicles. We're lucky to have a relatively good KIA dealer in our area, better in fact than the local Hyundai dealer. But that may well not be the case for you. In any event given the similarity of the Santa Fe and the Sorento I suspect either vehicle will serve you well.
    2
  2147. 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.
    2
  2148. Was disappointed that there were no shots of dozens of bald eagles sitting in the trees lining the lake.
    2
  2149. 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.
    2
  2150. Now we know what happened to the Ford Focus. Before it departed this world (at least in North America) it mated with the previous generation Escape and produced the new Escape. In fact, if the term were not so toxic in the marketplace the new Escape might be called a 21st century "station wagon." (But don't ever, ever say that.) Given that compact SUV's are the "new black," I expect Ford to sell these by the truckload. Looking forward to a real world review.
    2
  2151. 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.
    2
  2152. Iconic vehicles at an iconic location. Put more than a few miles on that street many years back. Sweet memories.
    2
  2153. Nathan, the reason the CX-9 "feels bigger" is because it is! It's 10 inches longer than the Sorento and has less interior room (including in the third row) and less overall cargo space than the Sorento.
    2
  2154. See my comments for my experience with that issue.
    2
  2155. biorna: Yes. Don't do it.
    2
  2156. They do. It's called the Ascent.
    2
  2157. Best crash test results in the industry.
    2
  2158. Just be prepared to add $10K-$15k to the price.
    2
  2159. Subcompact? Are you 20 feet tall?
    2
  2160. Apparently SUV's are the "new black." And the CX-3 is a good choice for mainstream buyers who want but don't need an SUV. Like Mazda's other "CX's" the CX-3 gets its appealing looks from a long, long hood. But like its siblings that means sacrificing passenger room and cargo capacity on the altar of style. At least it's not as extreme in that regard as the bloated CX-9 -- larger on the outside than almost any other "midsize" crossover while offering less room inside than any of its rivals. I did chuckle to see the "standardized trunk test" for the CX-3. As my daddy said about dogs dancing, "You don't ask how well they do it. It's amazing they do it at all." In this case, the CX-3 "passed" the test as long as a driver doesn't demand to see through the rear window. Perhaps Mazda should offer extended side mirrors as an option for those who want to see what's behind them. Nah. That would ruin the CX-3's "style." I like the Mazda brand. I've owned four over the years. The Mazda6 turbo may not be as quick as its major rivals (Accord, Camry) but it's beautiful, inside and out and it handles very well. And if Mazda made no other vehicle than the MX5 it would still deserves respect. But Mazda's CUV's all sacrifice the the "U". Perhaps they should be called "CSV's" (Crossover Stylish Vehicles).
    2
  2161. Thanks for the clarification. Just wanted to be sure your opinion was worthless.
    2
  2162. The three year lease for the Honda Clarity HFC is around $370 per month with all fuel costs and maintenance covered for the entire lease. In addition, Honda includes a week of luxury auto rental for each year of the lease so that a lessee can take a trip outside the range of the vehicle and have transportation provided.
    2
  2163.  @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.
    2
  2164. "Still going strong"? I don't think so. Toyota sold a total of 3500 (that's 3 thousand five hundred) Land Cruisers in the US in 2019. In the first quarter of 2020, they sold 614. If you want a Land Cruiser, get one soon. The current generation won't be replaced, at least in the US.
    2
  2165. Let me guess, your think "classic" is the flavor of the week from a month ago.
    2
  2166. And I suspect if that "cost cutting" hadn't occurred forums like this would be packed with complaints that the GLI is far too expensive.
    2
  2167.  @andreaspencer9813  I realize it's not as simple as it sounds, Andrea. Using currency conversion can be highly inaccurate at any particular point in time. Using today's conversion rates, for example, would mean that $34,470 (CD) MSRP cited in my comment would be only $25,748 (USD). Far lower than the actual US MSRP of $29,710. Furthermore, as I understand it, Canadian consumers are protected from price gouging by prohibiting dealers from charging more than MSRP. No such laws in the US so transaction price differences may well be different from MSRP comparisons. Finally, it's often difficult to compare US and Canadian trim levels. Even when the labels are the same the features may differ in important ways. Even with those points in mind, though, it would be interesting to hear pricing in both Canadian and US dollars. :)
    2
  2168.  @MrKeke2502  As I said, these issues are complex both on the production and the consumption sides. This is not my field of expertise so I rely for the most part on reading from various sources. My take is that hydrogen fuel production holds greater promise in terms of environmental impact than production of high capacity batteries and the production of power to fuel EV's. It's certainly true that battery technology has improved but that's largely as a result of packing more capacity into the large space occupied by a vehicle's batteries. There's a limit to how much space and weight a vehicle's batteries can occupy. I welcome the improved range of EV's both from Tesla and the Asian manufacturers but fuel cell vehicles already match or exceed the longest range EV's. EV range is increasing but a 400 mile range for a passenger vehicle is still not available and even "fast charging" won't make it a five minute operation. Furthermore, home charging is an advantage only if one can take advantage of it and many consumers don't live in suburbia with a garage they can retrofit in a home they own. There will, of course, continue to be a "build out" of charging stations for EV's but adding a single hydrogen "pump" to an existing gas station with a refueling time of five minutes is far more do-able and can serve far more vehicles than a half dozen charging stalls in a much larger, more costly EV installation. And a liquid hydrogen underground fuel tank at a gas station can be serviced just as underground tanks at gas stations are currently maintained. As I said, these are complicated issues and I'm happy to see competition developing among manufacturers and between various non-petroleum options. As you note, "...we're gonna see a mix of energies in the future..." and that's a good thing.
    2
  2169.  @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.
    2
  2170.  @normt5463  About a third of all auto purchasers in the US.
    2
  2171. 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.
    2
  2172. 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.
    2
  2173. Inevitably there will be complaints about the initial limited allocation of the Korean EV's. But the demand for EV's in the US is still a tiny fraction of that for gasoline powered vehicles and it varies significantly by region. The problem of meeting demand is amplified by the ongoing tight supply of extended range batteries. Given those conditions KIA (and Hyundai) would obviously prefer to provide more adequate supply of vehicles in states where demand is highest rather than run the risk of unsold vehicles in states where demand is less. When battery availability improves, KIA will almost certainly expand the distribution of its extended range vehicles.
    2
  2174. The direct competitor is the forthcoming K5 GT with its 2.5L turbo that also appears in the Genesis G80, the forthcoming Sonata N-Line, and the KIA Sorento in various stages of tune. The Accord 2.0L Touring is a fine automobile but the K5 GT may well turn out to be serious competition for several thousands dollars less.
    2
  2175.  @markmiller3279  Spot on, Mark. I'm sure we don't deploy the third row of our Sorento as much as 10% of the time. But it's perfectly adequate for a couple of average size adults (5'9" or less) for an hour or two. And it's worth noting that the 29.6" of default legroom (without adjusting the 2nd row) is 2" more than a Toyota Highlander. On occasions when we take 6 or 7 passengers on a local outing it's a huge convenience compared to driving two vehicles.
    2
  2176. Here's a common KIA story. If it fits your experience you're not alone. "Never even considered a KIA. Thought they were cheap copies of Japanese vehicles when I first became aware of them in the early 2000's. But later I happened to (rent/see/know someone who had) one and thought it might be worth a closer look. So when I was shopping for (a compact/midsize sedan; a compact/midsize crossover; a minivan; a funky vehicle that appeals to rodents) I dropped by a KIA dealer. The cars were very well equipped for the price. Only a slightly lower MSRP than the competition but at least as well or better equipped and when I sat down to negotiate a price it was several thousand dollars under MSRP. Great bumper-to-bumper and power train warranty. Seemed like good risk." "Took one home. Gas mileage could be better but it's competitive. Otherwise, a great infotainment system. Drives well. Intuitive controls. Lots of features. I (have put/am coming up on) (100, 200) thousand miles and (almost) nothing ever (went/has gone) wrong. I (would buy/have bought) another one." I don't own a KIA Soul but I've driven several. My brother-in-law rented one last year and was amazed to move most of his mother's possessions from her home to a storage locker after her death. He raved about its versatility. I do own a 2018 Sorento that replaced our 2011 model. When we were shopping my wife and I looked at a variety of midsize crossovers. It's her daily driver and she made a list of minor complaints she had about her (much loved) 2011 Sorento. Virtually every issue had been resolved. And its "Goldilocks" size is perfect for us. When we replace the 2018 model I suspect I'll have to pry her cold dead fingers from the steering wheel.
    2
  2177. We've had this "discussion" a number of times, Justin. In most cases focusing on the CX-9 versus the Sorento. We don't have to rehash all the points again so I'll stick to just a couple of observations. My family consists of my wife, myself, our 14 y/o daughter and a big dog. Only one kid, not three. And at least half the time, we put the entire family in my daily driver, a GTI. We do use the third row of seats in our Sorento on occasion and when we do, it's "more usable" than the CX-9's, especially in terms of legroom. The 29.7" of legroom in the Mazda is two inches less than the Sorento; it's even less than the 30" in a Mustang backseat. Ever tried to sit in a Mustang backseat? I would never claim the Sorento's third row is generous. If third row room was important to us, we'd have gone with a VW Atlas that has two inches more legroom than the Sorento. And even the Atlas isn't as large as the CX-9. Nor do we need "85 cubic feet of cargo space." The slightly greater overall cargo capacity in the Sorento is enough for our needs and the CX-9's would suffice as well. But the entire interior of the Sorento is wrapped in a skin that's nearly a foot less in length than the Mazda. It's less a question of "practicality" than preferring a style that projects an efficient, right sized vehicle. For us, that says "style and flair." In short, we didn't choose the Sorento because it was the more "practical choice;" we rejected the CX-9 because it seemed to us to represent a bloated, if "pretty" vehicle that didn't justify its size. Had we been considering a compact crossover, we would have looked seriously at the Mazda CX-5. It has "style and flair," too. While it sacrifices considerable interior space for its looks, as well, at 179" long it's roughly equivalent or even more compact than its competition. And it has virtually all the other pluses in terms of a "premium feeling/driving SUV." More so, in fact than the CX-9. If one doesn't need or want a third row of seats and doesn't need much more cargo space than a VW Golf, it strikes me as an appealing choice.
    2
  2178. A pure EV is very unlikely. But the 2021 KIA Sorento will have a hybrid version for sale in the US. That may well be an option for the Telluride in the future.
    2
  2179. That's like asking, "Other than that, how was the play, Mrs. Lincoln?"
    2
  2180. VW has found repeatedly that Americans want larger, cheaper versions of their vehicles than Europeans. The American version of the Passat replaced the significantly more upscale Euro-spec version in the US. The first generation of the Tiguan (still sold in Europe and elsewhere) has been replaced by the larger, less expensive Tiguan in the US. (In Europe and elsewhere it's the Tiguan "AllSpace." The Touareg (again still sold in Europe) has been replaced by the Atlas in America. Again, it's not available in most of Europe. And the latest generation of the Jetta has grown from a sub-compact to a compact sedan that's not even available in Europe. With those examples in mind it's not surprising that the future of the MK8 basic Golf in North America is in doubt. That's especially true considering that VW is putting so many of their eggs in the Jetta basket. For the present it's true that the GTI and Golf R are safe. But considering that VW is pushing the Jetta GLI heavily in the US and the "R" version of the T-Roc subcompact crossover with AWD will be available with a 300 HP engine in Europe it wouldn't be surprising to see both the GTI and Golf R eventually disappear in the US. My history with the Golf goes back to its Rabbit days. More recently Mk6 and Mk7.5 GTI's. I suspect we won't be seeing any MK8 versions of either the GTI or the R in the US for at least another full calendar year and more likely in the spring of 2021. I'll happily hold onto my current 2018 GTI until then (or longer) but I'll be alert to signs that the first MK8 GTI's and R's may be the last for the US.
    2
  2181.  @knightridder2002  Wow! I can understand your attitude given your experience. On the other hand, the last six vehicles I've owned have all had sunroofs and I've never had a problem with a single one.
    2
  2182. Not bloody likely considering the impact on VW's CAFE scores. But $800 and 30 minutes buys the APR Stage 1 tune from an APR tuning shop. And some VW dealers even offer it as a dealer installed option.
    2
  2183.  @drivingsports  All valid points, Ryan. I'd add that the ubiquitous 0-60 metric is subject to all sorts of other variables including altitude, ambient temperature, tire types and brands and tire wear, other characteristics of a particular vehicle, and driver weight and driving skill. Trying to compare different vehicles in terms of acceleration times even from the same publication/video reviewer is often a fool's errand. Comparing one source with another is even worse. My rule of thumb is that any reported 0-60 time is subject to at least 10% variation, positive or negative, from the reported figure.
    2
  2184. You haven't seen what the Genesis SUV is going to offer.
    2
  2185. Good advice, Kirk. Especially to scour private party sources rather than dealers. Here's my story. A couple of months ago I needed to find a used car. Primarily for my 17 y/o daughter as a daily driver. We're a family of three drivers with two cars and though it was far from a desperate situation I'd found that the miles were piling up on our 2018 KIA Sorento (her mom's daily driver) and my beloved Mk 7.5 GTI, a car I used 3-4 days a week and treat like a first born. I hadn't purchased a used car in years and I knew it was a terrible time to be shopping but I figured (naively) that I could find a reliable, relatively low mileage (less than 100K miles on the clock) car she could drive for a couple of years as she went off to college for, say, $5K-$6K. And being a parent I wanted it to have as many modern safety and driver assistance features as possible. She would have been happy with anything with four wheels but she expressed a hope that it would be a "stick." (I suspect that was an effort to impress her boyfriend but having owned many MT vehicles over the years, I agreed that would be a great idea for a first car of her own.) I agreed to look for a car that came close to both her and my expectations. So off I went to dealers around the Seattle metro area and scoured Facebook, Autotrader, and other internet sites for candidates. It didn't take long to discover that my original budget and expectations were stuck back in the 20th century. Not only were MT vehicles few and far between but any hope of finding a car with fewer than 100K miles, service records, and a clean title for less than $10K was a pipe dream. What I did find weren't vehicles I'd want my daughter to drive. (I'm a dad, after all.) Still, I stuck with the search and after a month or so I happened across a 2012 VW CC from a private party about 90 miles away with 44K miles and (amazingly) a manual transmission. Asking price was $11K. That was about $3000 less (or even more) than comparable versions of the CC I found within a 500 mile radius, each of which had over 100K miles on the clock. When I drove to see it I found it was owned by an engineer who purchased it new, never drove it in the winter and kept it garaged year round. The only external blemish was a quarter inch curb rash on one wheel. The interior was like new. And he had every service record including oil changes in a fat folder he provided. I paid his asking price and drove it home on the condition that my mechanic could give it a thorough inspection. An oil and filter change and a new set of tires to replace the 9 year old originals were the result. (The tires had good tread but rubber gets old.) My daughter learned to drive a "stick" in a couple of weeks. Her reputation among her peers, especially the males, mushroomed. Now, rather than being pestered repeatedly to borrow my GTI, I have the great pleasure of pestering my daughter to borrow "her" car. And as a result of the low mileage I'm confident my daughter will be able to put 50K miles or more on the car over the next several years or replace it with only a moderate depreciation penalty. Lessons learned? Persistence pays off. If possible, keep looking for that rare well treated vehicle. Dealers have to make a profit on the cars they sell. Better deals are likely from private parties. If possible know the seller or get an impression of how they have treated the car they're selling. (Engineers are often a picky lot with a passion for details. Twenty-something Mustang GT owners rate at least a caution flag.) Nearly all modern cars will provide well over 100K miles of service without major issues but proof of regular maintenance from a seller, especially if they're the original owner, is a good sign. An immaculate interior is another sign of an owner's commitment to a vehicle. Yeah, it's a lousy time to be shopping for a vehicle. If you can hold off for a year or more, do so. But if you cannot, my experience suggests there are reasonable (if not fantastic) deals out there.
    2
  2186.  @Sijray21  OMG....A poster who admits an error! I'm impressed. :)
    2
  2187. Apples vs oranges, Joe. The WRX's appropriate rival isn't the GTI; it's the Golf R.
    2
  2188. The Atlas and the Touareg are completely different vehicles. The Atlas replaced the Touareg in North America.
    2
  2189. I like both the Palisade and the Telluride but realistically neither is in the same class (in numerous ways including price) as the Land Cruiser.
    2
  2190.  @normt5463  I agree with everything you said, Norm. And my experience has largely matched yours. I'd only note that if one wants to minimize depreciation cost, holding onto a vehicle for at least five years is an excellent strategy.
    2
  2191.  @MicahMuzio  More than was already the case? :)
    2
  2192. Did you forget what video you were watching???
    2
  2193. Well, kinda...The important point to keep in mind is that the Palisade (built in Korea) is aimed at international markets, especially those in Asia and Europe. North America, especially the US isn't an afterthought but it isn't the focus as it is for the Telluride that's built in the US and aimed exclusively at the North American market. (It's not even available in Korea.) In those international markets SUV's the size of the Palisade come primarily from the luxury brands you cited. The Palisade is meant to appeal to emerging middle class consumers in those countries (including China) as a bargain luxury vehicle. In the US, on the other hand, both the Telluride and the Palisade are aimed to compete with mainstream midsize vehicles like the Highlander, Pilot, and Explorer, especially the upper level trims of those vehicles. Both vehicles are firmly in the American version of a midsize 3 row crossover category. In fact, they're each about the same length as the Pilot and Ascent and smaller than the Mazda CX-9, Dodge Durango, and the Chevy Traverse. All midsize vehicles, at least by American standards. A true luxury SUV from Korea for the US? That will be the one coming soon from the Genesis brand. As far as the Santa Fe is concerned, it's in another category, altogether. At 188" in length with two row seating, it's a "Tweener" meant to compete against vehicles like the Ford Edge, Honda Pathfinder, Chevy Blazer, Subaru Outback, Nissan Murano, etc. And it's priced to draw customers who are prepared to buy an upper trim compact SUV (179"-182" in length) but would like to have more room than those vehicles offer. With its 4 banger engine offerings, it falls short of most other "tweener" SUV's that offer standard or optional V6 engines. But compared to compact SUV's like the Rav4, CRV, and Forester it's a strong competitor.
    2
  2194. Just a limited edition version of the S model with a salute to the past where in North America the Golf was known as the Rabbit. An effort on VW's part to keep the 2019 GTI in the news while waiting for the revamped 2020 model.
    2
  2195. The "notoriousness" of the EA888 engine "for failure and carbon fouling" is largely a an internet myth based on mindless repetition rather than facts. As for the "useless back seat" (meaning the $600 optional third row, I presume) it's true that it's a cramped space, a result of the overall size of the vehicle. But it does provide 27.9" of legroom, a fraction of an inch more than the Toyota Highlander (27.7"), a vehicle that's 10" greater in length than the Tiguan and has no such excuse. And even that is less impressive compared to the RX-350L, the Lexus sibling of the Highlander, where the legroom is 23.5".
    2
  2196. Very, very well said.
    2
  2197.  @ady9910  KIA has announced that same diesel engine for the US this model year. It's already available in Europe and Asia. I suspect it hasn't already been introduced in the US simply because of production limitations.
    2
  2198. I haven't driven a Murano since the last generation - the one that looked like it was designed to transport beach balls or balloons. This one is much, much better looking. And that Nissan engine has been around long enough to be bulletproof. In fact, a thousand years from now archaeologists may find examples of that engine still running. However, as a card carrying member of the anti-CVT brigade (though not a fanatic) it's close to a deal breaker for me. Adding fake shift points only adds insult to injury. (At least they don't make it worse with paddle shifters.) I really like the size of these vehicles. Earlier this year we looked seriously at the Ford Edge Sport (now the ST). We're a family of four (two adults, a teenage daughter, and a big dog) and could have gotten along with a two row CUV. And most 3 row CUV's are simply mammoth (Looking at you, CX-9 and VW Atlas.) But the KIA Sorento we ended up buying with three usable rows is virtually the same size as the Edge and the Murano with more overall cargo space (even has more cargo space than the Murano behind the second row). It's not suitable for five or more passengers and their gear for long trips but it's very convenient for chauffeuring a gaggle of teenage girls or another family on a local trip that would otherwise require a second vehicle. Ninety percent plus of the time the third row is stowed but for those instances where it's needed, it's a lifesaver. The fact that we don't have to deal with a vehicle the size of the short school bus is gravy.
    2
  2199. There's no way around it. Mr. Biermann and his colleagues at Hyundai have done a remarkable job designing and producing a near "track ready" vehicle at a price point that's simply jaw dropping. Assuming, of course, that the Veloster N can be purchased at something close to MSRP. But even if it suffers from a "market adjustment" premium that's also likely to be true of the Civic Type R and the Golf R so the value advantage remains with the Hyundai. Personally, my track days are limited to two-wheeled vehicles so I'm not in a position to exploit several of the Veloster's most appealing features. And with a family (and affordable insurance) I'm too responsible to exploit those features fully anywhere but on a track. Furthermore, while the styling of the Veloster is more appealing than the "boy racer" looks of the Type R, it still bears the marks of a design derived from a Hot Wheels template. Therefore I'll stick with my Stage I tuned Autobahn trim GTI, a vehicle I purchased last summer for $32,000, a price I suspect is just about what I'd be paying for a Veloster N with the performance upgrade. For that I have a considerably more premium interior, a much more versatile vehicle as a daily driver, and one I can take my wife, daughter, and big dog along for the ride in comfort. I wouldn't criticize anyone who makes another decision. If I were looking for a track toy the Veloster N would be at the top of my list, especially in terms of value for the price. Just one caution, though, I think I'd avoid purchasing a used version unless I knew far more about its history and the driving habits of a previous owner than I'm likely to know purchasing a used car.
    2
  2200. 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.
    2
  2201. The ID.4 looks like a van???? Because it has four wheels???
    2
  2202.  @Maxfli82  True in several cases but not all. The KIA Sorento preceded the 2019 Hyundai Santa Fe, essentially a two row 4 cylinder turbo version of the KIA. The 4T engine in the Santa Fe is the same engine that KIA used in the Sorento until it was dropped in 2018. And the underfloor cargo storage in the Santa Fe is identical to that of the 2 row Sorento that was also discontinued in 2018. Similarly, the Genesis G70 uses the same 3.3L V6 from the Sorento in turbo form. Suffice to say that Hyundai and KIA have done a superb job of sharing components and platforms in vehicles that appeal to somewhat different market segments. It enables the related companies to contain costs without cannibalizing sales of one another's vehicles.
    2
  2203.  @TrubaMoya  Sorry for the misunderstanding. I thought your comment was comparing the RAV4 and the Rogue, not the hybrid vs non-hybrid Rav4. As it happens, I agree that for the RAV4 the relatively minor price difference between hybrid and non-hybrid models is very appealing.
    2
  2204. That's a pretty important life choice to be based on the requirement for a 6"x9" piece of metal.
    2
  2205.  @biancal995  Tried pricing a top trim Explorer lately?
    2
  2206.  @saadqureshi7127  For that you're more likely to be satisfied with a hydrogen fuel cell vehicle.
    2
  2207.  @Mgoblagulkablong  Nonsense.
    2
  2208.  @braetonwilson4296  OK. At least you're honest about being a bigot. I wonder if you have to enlarge the holes in your sheet when you drive.
    2
  2209. Wouldn't want to lose my GTI sunroof. (Doesn't creak.) Around Seattle we need all the light we can get in a dark cabin with black leather upholstery.
    2
  2210. MIcah: More accurate to say that it has three belts in the third row. Unless the third row is being used as a torture chamber, the real capacity is two and the Highlander seats seven, max.
    2
  2211. I'm not a Tesla hater. Quite the opposite in fact. But the comments defending Tesla in this case are simply invalid. Teslas are not Morgans. Tesla is not a tiny firm that offers vehicles to a few hundred customers every year. It claims to be a mass market auto manufacturer. The expected problems for early adopters should be well in the past by now. Waiting a month for a lug nut is simply unacceptable. And it's just as unacceptable that another customer receives a lug nut in a couple of days. Consistent customer service is a necessity. Building a nationwide, reliably consistent infrastructure for service and repair is an admittedly difficult task. But if a company aims to be a mass market brand, it's part of the deal. Not an optional feature. Providing a "personal" purchase and service experience is meaningless if one's "personal" rep leaves the company and the company "forgets" who you are. The discussion compares dealing with Tesla to purchasing a computer. The experience sounds more like dealing with my cable provider, a consumer experience that ranks somewhat below going to the dentist. A situation in which any major metropolitan area (e.g. Denver) has only ONE repair shop acceptable both to Tesla and a major insurer is simply ridiculous. Developing an independent mass market automotive brand from scratch is probably the most difficult manufacturing task of all. That's why no one has managed it in the US since WWII. (See Tucker and Kaiser for examples of noble failures.) And Tesla's challenges are even greater than others since it includes building a national infrastructure for recharging their vehicles. The company deserves a lot of credit for even trying. But offering innovative technology and astounding performance isn't sufficient to be more than a niche manufacturer. And it's unfortunately obvious that Tesla is nowhere near clearing the bar as a mass market manufacturer. Ten years ago I would have been patient with Tesla. Today it's a different matter.
    2
  2212. Interesting to see that the K5's current models are offered in Canada only as AWD models. (Assuming I understood that correctly .) In the US it's being offered as either FWD or AWD depending on the trim level and options. However, the forthcoming GT (not the current 'GT-Line') will be offered only in FWD form. Considering Canadians' preference for AWD the choice to limit production in that way is not surprising but it will be interesting to see if it extends to the more expensive and more powerful GT, as well.
    2
  2213. Very perceptive. In fact, it's the replacement for the Golf in North America where the Golf has been withdrawn from the marketplace.
    2
  2214. Excellent review given the conditions, Alex. Comparisons to the CX-9 are inevitable but to me it seems more a Mazda6 in a crossover suit plus AWD. Furthermore, the turbo 4 seems better suited to the CX-5 than to the CX-9 where the competition is mostly naturally aspirated V6's. The smaller Mazda dealer network alone means it won't make a big dent in the sales of CR-V or the RAV4 not to mention the much smaller cargo capacity (Even a VW Golf wagon has more cargo room), substantially worse fuel economy, and lesser reputation for reliability compared to the Honda and the Toyota. But overall sales figures don't necessarily translate to appeal, especially among those looking for performance and handling on secondary roads. If those are priorities, the CX-5 is a strong contender, especially at its price point. I have a personal soft spot for Mazdas, having owned several. Earlier this year I was disappointed in the CX-9's massive size combined with its limited interior cargo and passenger space. The CX-5, at least, appears to be a better balance in those terms. And with the same engine as the CX-9 I'd consider it seriously if I were in that market.
    2
  2215.  @jamesmedina2062  I think reliability is a more complicated issue than it's usually thought to be. There's no question that as a brand Toyota prioritizes reliability more highly than any other manufacturer and it has paid off for them. And I had a '94 Prelude (along with several Honda motorcycles) on which I put well over 100K miles and did nothing but change oil, tires, and fuel. When I sold i, my Prelude it drove as if it were new. But having said that, I think there's a price to be paid for Toyota's (and to a lesser extent, Honda's) reliability. Toyota tends to cut corners in terms of the quality of their interiors compared to the competition and limits innovation in their engineering. They do that, I think, because they're dedicated to building cars that can be abused and for which scheduled maintenance can be ignored by many in their (huge) customer base. This isn't a criticism. I think Toyota knows their customer base. It's noteworthy, I think, that Europeans are often surprised that VW has a reputation for reliability issues in the US. That's because, I think, that Europeans are likely to care for their cars better than Americans. When you pay over the equivalent of over $50,000 for a GTI in Europe, for example, you're more likely to follow maintenance requirements strictly. Having owed European, Japanese, and (most recently) Korean automobiles, I'm aware that European brands have higher (and more expensive) maintenance requirements and in some cases are more prone to minor reliability issues. But I've owned two GTI's over the last eight years and have yet to experience a single problem with reliability in either one. Anecdotes like mine aren't scientific (though neither are claims of friends of friends about catastrophic failures) but the six year warranty on my current GTI gives me some reassurance about its reliability. And along with that confidence I get to drive a GTI. :)
    2
  2216.  @jamesmedina2062  Hi, James. I'm careful about my cars, yes. I live on a small island in the Puget Sound where our winters aren't tough but they're wet and messy and roads are sometimes icy. Fortunate to have many twisty roads in the Cascades and on the Olympic Peninsula. I traded my 2013 GTI recently with about 80K miles. Drove perfectly and without problems but my teenage daughter will be driving soon and I wanted to have all the more recent safety and convenience bells and whistles on a car she drives. As far as buying used versus new, I've had many experiences with both. But for a performance car I stick with a new example. That involves taking a hit on depreciation, of course. But since I usually keep a car for seven years or more depreciation is not as big an issue. The last couple of used cars I've purchased were from friends so I knew exactly what I was getting. And recalling my own youth, I would hesitate to buy any car from someone under 25 years of age. :)
    2
  2217. I strongly suspect that for some a strong preference for a MT over a DSG has more to do with demonstrating one's manhood than in actual "engagement" in driving. I'm old enough to remember when power steering was introduced as an option on mainstream vehicles. At the time it was derided by some as being a feature only "women drivers" and "sissies" would want. Real men didn't need such assistance. The "real men" got over it.
    2
  2218.  @heathermartell8109  Faster shifts and better performance are only part of the story. If you spend a significant portion of your driving life sitting in slow moving traffic that varies between 2 and 20 mph within a hundred yards, the romance and "engagement" of a manual transmission quickly wears off. Add to that DSG can be treated as a fully manual transmission when desired and what one mainly gives up is exercise for the left foot.
    2
  2219. Pretty damn impressive. Obviously not your grandfather's Lincoln. I am puzzled by one thing. Both the Explorer and the Aviator adopted a RWD architecture in the new generation. One of the prime benefits of that choice is towing capacity. Yet the Explorer offers only a measly 300-600 lbs greater tow rating compared a number of FWD (and FWD biased AWD) rivals rated at 5000 lbs. Considering that the Dodge Durango is rated at 8700 lbs, the Explorer is a serious disappointment for those who take towing seriously. On the other hand the Aviator is rated at 6700 lbs, about 1100 lbs more than the Explorer with the same 3.0L twin scroll turbo engine and 10 speed transmission. It's still significantly less than a Dodge Durango but it exceeds the maximum rating of a Nissan Pathfinder (6000 lbs) and comes closer to the maximum tow rating of a particular configuration of a Grand Cherokee (7200 lbs.) Even with the differences in suspension noted in the video I'm puzzled why the Aviator's tow rating is so much more than an Explorer. Obviously those who require a vehicle for serious towing have to look at the Aviator rather than Explorer. I don't usually compare the top trim level of a mainstream model to an associated luxury brand. Too often comparing a low trim luxury vehicle to a high trim mainstream vehicle is an apples to oranges comparison when the price differences are relatively small. But in this case, it's difficult not compare a "Platinum" Explorer to a moderately optioned Aviator "Reserve. MSRP's are often only a rough guide to real world prices but the difference in MSRP's is only about $5000-$7000. If one is paying close to $60K for an Explorer it's very tempting to kick in another $5000 for an Aviator.
    2
  2220. The Highlander is "super spacious"? The Highlander has 27.7" of legroom in the third row. That's less than ANY other 3 row crossover. It's even less than the infamously cramped CX-9 at 29.7". The KIA Sorento is 7" shorter than the HIghlander and has more than 4" more legroom! If Tommy has sat in "way worse" third rows, I'd like to know what they were. In fact the new Highlander's third row ranks at the very bottom of every mainstream midsize crossover.
    2
  2221. I found Soyfan's comment odd. To me, the smile of the GTI looks considerably less aggressive than the frown of a Golf R. :)
    2
  2222. Every review of a VW vehicle on the internet produces a flood of comments condemning and defending the company over the issue of "Dieselgate." Let's be frank. It was not a minor infraction. Estimates from respected public health studies indicate thousands of premature deaths can be attributed to emission cheating by VW worldwide. And the defense that "everybody does it" is no defense, at all. Yes, numerous auto manufacturers have taken shortcuts and tried to cover them up when it comes to safety. That doesn't excuse VW. "What-About-ism" isn't a defense. Not for Trump and not for VW. On the other hand, VW has hardly escaped punishment. Recent estimates put the ongoing costs of Dieselgate at $30 billion and still growing. The total will almost certainly reach $50 billion or more. Six VW executives are sitting in jail today and another 70 are under investigation for criminal behavior. The number of VW employees who've "retired," been sacked, or have had their careers ruined is many times that number. And none of that reflects the fact that the market for diesel vehicles has completely collapsed in North America and is well on the way to collapse worldwide. Even in Germany the cozy relationship between VW and the German government has been severely damaged, probably permanently. New investigations and lawsuits continue to proliferate including a recent $10 Billion lawsuit in Germany from VW stockholders. So are further actions justified? Should consumers refuse to purchase any VW product including non-diesel vehicles? Should such boycotts extend to other VW brands like Audi and Porsche? How about Bentley and Lamborghini? Should riders avoid Ducatis? Should thousands of employees who had nothing to do with emission cheating lose their jobs? How about consumers who purchased non-diesel VW's and VW brands without the VW badge? Should they be punished with increased depreciation for having purchased a vehicle that comes from a conglomerate that engaged in emission cheating? Finally, just how long is moral outrage supposed to last? Should one boycott Ford for exploding Pintos nearly 50 years ago? Not buy a Chevy because the Corvair was "unsafe at any speed?" Should one swear off buying a VW for 10 years? 20 years? A lifetime? The bottom line is that VW deserved severe corporate punishment for Dieselgate. And those directly responsible deserve at least to have their careers ruined if not to spend some time behind bars. Beyond that, calls for VW to be dismantled or a permanent boycott of the company's products is simply moral absolutist posturing.
    2
  2223. Felt the same way before I purchased a 2012 KIA Sorento. Now I'm on my second one.
    2
  2224. And how would you compare apples to pineapples?
    2
  2225. Tommy, if you're saying that the MK8 Golf R will be available in North America only with a manual transmission, I think you're incorrect. And if you're saying the "stick" won't be available in the Golf R, you're wrong about that, as well.
    2
  2226. Very impressive vehicle but Toyota providing the RAV4 Prime for reviews is disingenuous at best and near fraudulent at worst. With an entire first year production run of 5000 vehicles very few consumers will be able to purchase the RAV4 Prime and those who do may well not be able to benefit from the full $7500 tax credit as a result of dealers applying "market adjustment" stickers that raise the price well beyond MSRP. Even worse, almost all consumers are likely to find that each and every RAV4 Prime is sold before it shows up on a dealer lot. Most consumers will have to wait at least a year or more for the 2022 model when Toyota promises to produce 20,000 RAV4 Prime crossovers. Even then, demand is likely to seriously outstrip supply. So what is Toyota up to in making the RAV4 Prime available to journalists when availability is likely to be one to two years away? That's simple. They hope to (a) draw customers to the currently available RAV4 Hybrid (though that model is in short supply) and (b) put a brake on sales of competing (and available) plug-in hybrids from other brands. Can't blame Toyota for such tactics but reviewers should at least note that what they're seeing is unlikely to be available for purchase for quite some time.
    2
  2227. 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.
    2
  2228.  @creamwobbly  Sorry, I don't see the reasoning. Are you suggesting that dealers and banks are in some sort of conspiracy to market cars you don't like? What's the motive? Are you claiming that consumers once kept their cars longer than they do now? That's simply untrue. Or are you just venting with no logic, whatsoever?
    2
  2229.  @MrConor159  Advertising is helpful in publicizing the existence and features of vehicles. It's not a magic wand that overcomes consumer resistance in terms of price.
    2
  2230. Gorgeous. Now if I could just figure out those weird TV commercials with the bearded guy sitting in the back seat making esoteric comments.
    2
  2231. Not available in the US, unfortunately.
    2
  2232. Early adopters such as you always suffer the effects of subsequent development and engineering advances. You're certainly correct that VW will replace rather than extend the life of the eGolf, just as GM dropped the Volt when it introduced the Bolt. But VW is strongly committed to "electrification." And the emergence of the Korean brands and extended range Leaf will only encourage that commitment. No disrespect intended for Tesla. But that brand, too, is a favorite among early adopters. Most mainstream manufacturers will continue to introduce competitors and Tesla will be challenged to keep up. (Here's hoping they do.)
    2
  2233.  @ast5515  Oh really? What's the logic of that? I once owned a Mazda 626 that incinerated its engine at 8000 miles. The entire engine was replaced under warranty and I continued to drive the car for another 100K+ miles with no further problems. Years later i had a Mazda RX8 that had repeated problems with flooding if the engine was turned off before the engine had fully warmed up. Once the original battery was replaced with a stronger unit, the problem disappeared. Are you saying that when a manufacturer honors a recall for a specific problem the problem will recur? Are you saying that a recall for one issue means a vehicle will encounter other issues? Based on what evidence?
    2
  2234. No RWD but the upper trim offers AWD with the larger 2.5L turbo engine with a user-controlled 50/50 torque split. Obviously not a traditional pickup but it's not like there is any shortage of conventional midsize pickups. I suspect Hyundai figured it made more sense to look for non-traditional truck buyers.
    2
  2235. You don't have to be a senior citizen. You can be a police department or a rental agency. About 1/3 of all Explorers are sold to fleets.
    2
  2236. Thanks, Bill. Appreciate the comments.
    2
  2237. @k domster. Believe me, I have no interest "convincing (you) " of anything. That's obviously not possible. Just demonstrating how bankrupt your comments are is sufficient. And that's done.
    2
  2238. Actually, I traded in a six year old Kia Sorento when I purchased the 2018 model. According to Kelly Blue Book the Sorento's average trade-in price came within $800 of the KBB estimate of an equivalent Toyota Highlander. Compared to the the CX-9, the difference was a whopping $51. And in my case my Sorento received a trade-in value over $1000 more than the KBB estimate. All in all taking into account discounts on both the 2012 and the 2018 Sorento, I came out significantly ahead of the Highlander and way, way ahead of the Mazda. So once again, you're long on opinions and woefully short on facts.
    2
  2239. raul suazo: Another opinion with no data to back it up. As already noted, the thousands of respondents to Consumer Reports most recent reliability survey ranks Kia below ONLY Toyota and Lexus. Mazda ranks 12th. Likewise, according to Kelly Blue Book, the bible of resale values, the trade-in value of a six year old Kia Sorento SX-L is virtually identical to that of a top trim CX-9. Your opinion sounds like it was set in stone about a dozen years ago. Time to catch up.
    2
  2240. You're going to call the CX-9 a "beast?" That's truly hilarious. Bloated, yes. A "beast?" No.
    2
  2241.  @FromQnz2King  Ah...the delights of the internet where even the most ignorant and unsupported opinion can be posted.
    2
  2242.  @WKaznartist  I"d say you should look for another dealer. My KIA dealer (Seattle metro area) sells all vehicles at MSRP or less. Period. And I've bought many, many cars over the years and never paid over MSRP. There's no question that the current economic conditions and supply chain issues give sellers an advantage but I've found very few dealers willing to let a serious offer walk out the door in the hopes of improving on a potential deal with someone else. If you're someone who hates negotiations as you suggest, you might try working through a broker who does the negotiations for you. You won't get as good a deal as doing it on your own but you'll avoid the hassle of dealing and the time you can spend more productively. If nothing else, you might try purchasing services such as Costco that will give you a fixed price, typically less than MSRP that you can execute with multiple dealers.
    2
  2243. 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.
    2
  2244. RIcky Morty: Important to distinguish between the i30 and the i30N. Hyundai says (according to C&D) that the Veloster is the only "N" model destined for the US at this time. Obviously, though, marketing plans change. I'm still inclined to think that Hyundai's plans may have more to do with production capacity than an unwillingness to give American consumers what they would like to see.
    2
  2245.  @thecure3665  I understand. Despite my comment, my family and I take trips and transport guests primarily in our KIA Sorento. Saw the Arteon in person for the first time last week. A gorgeous automobile. VW doesn't expect to sell many in the US. My dealer has been allocated only two for the rest of 2019. Good luck.
    2
  2246.  @davesearle2766  I bow to your experience, Dave. :)
    2
  2247. None of the HFC's are meant to be commercial ventures by Hyundai, Toyota, and Honda. They're meant to be experiments in terms of consumer reactions and long term beta tests.
    2
  2248. The information is somewhat sketchy but the CX-50 seems to bear the same relationship to the CX-5 as the CX-30 bore to the ill fated CX-3. And as in that case, I'm not sure there's room in the market for both. The CX-50 doesn't fill the vacant spot in Mazda's SUV lineup for a true "midsize" SUV, typically designed for five passengers and relatively generous cargo space. (e.g. Hyundai Santa Fe, Honda Passport, Chevy Blazer, etc.) Mazda does have such a vehicle, the CX-8 with seating for 6 or 7, but it's not sold only in markets where the CX-9 is absent. All in all, it appears that the CX-50 is a "rugged-ized" version of the CX-5. And perhaps just a vehicle Mazda feels will be a vehicle with relatively economical production costs at the new plant it shares with Toyota.
    2
  2249. Undeniably a huge improvement over the last generation Sedona. Unfortunately, the minivan segment in the US has shrunk to only four competitors: the Odyssey the Pacifica, the Sienna, and the Carnival. The Pacifica leads the pack in terms of sales with the Odyssey in second place with shrinking sales. The Sienna came in third in 2020 with a huge drop in sales but the new generation 2021 model is just out. The Sedona trailed the pack in 2020 with only 13,000 sales. (Chrysler sold 94,000 Pacifcas.) Will the improvements in the Carnival make a major difference in sales? It may help on the margins but the KIA lacks two features that both the Pacifica and Sienna now offer: AWD and hybrid powertrains. I suspect that the Carnival is destined neither to win, place, or show in terms of sales.
    2
  2250.  @MrDsn112  You're correct, David. Same engine with a different tune and a few performance bits. A Stage 1 ECU tune more than makes up the difference in the Tiguan.
    2
  2251. Not my favorite among the midsize crossovers. But for those who (a) neither need nor want a third row; (b) want the relatively large cargo space (both total and behind the second row) in the Cross Sport compared to other midsize 2 row SUV's; and prefer the coupe like styling of the Cross Sport compared to the Atlas, it may be an appealing choice. A point to keep in mind is that the Cross Sport is an especially large 2 row SUV. While its competitors range from about 188" to 192", the Cross Sport comes in a 195.5". That puts it in the category of 3 row rivals that range from 195" to 203".
    2
  2252. Mike Dowling: Same here. I typically drive a car for 6-8 years so leasing makes little sense for me. And I would hate looking at the odometer every time I get in a car to be sure I wasn't driving too much to trigger the exorbitant charges for excessive mileage on a lease. Leasing is a great alternative for those who (a) want to drive a car they can't afford or (b) are willing to indulge the extremely expensive hobby of replacing a car every three years (or less). That's not me.
    2
  2253. ​ @FamilyWheels  It's all relative. I can't speak to the issue with the G70 but I'm quite familiar with it in the case of the KIA Stinger, its corporate cousin with the same engine choices. The turbo4 is more than adequate until you drive the twin scroll turbo V6. Want to avoid straining the budget? Don't drive the Stinger GT or the G70 with the V6. :)
    2
  2254. "Black Edition"? Does it have an option for a teenager to wash it every day? Honda always makes appealing vehicles but the bar has been raised so high with the Korean 3 row SUV's, both Honda and Acura face some tough challenges.
    2
  2255. Although the conventional view is that Taos is another competitor in the sub-compact SUV space, AKA "hatchbacks on stilts", a more illuminating description is that it's the replacement for the basic VW Golf that's now discontinued in the US and unlikely to return. Obviously not suitable for anything more challenging that a gravel road, it's no Jeep Compass or Subaru CrossTrek. Nor with 6.5" of ground clearance and no "protective" cladding is it meant to be. Instead, it's a roomy small car designed to be a versatile daily driver and a trip vehicle for a couple or a small family. Exactly the sort of missions that the Golf has satisfied for years. Seems to check all the right boxes.
    2
  2256.  @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.
    2
  2257. If you truly "can't wait" for a turbo version, don't hold your breath. It's not going to happen.
    2
  2258.  @joskjj3625  The Bronco is impressive but it's not in the same category as unibody midsize SUVs and since my "off road" experiences are on mountain bikes or dirt bike motorcycles the Bronco isn't my kind of 4 wheeled vehicle.
    2
  2259. Very good point, bren rob. It's a complicated issue. In a review of the Mazda CX-9 I had an exchange with another commenter who disputed my claim that the much smaller KIA Sorento had more overall cargo space. His position was that he hauls loads of hockey gear and despite the slightly smaller cargo space in the Mazda he could fit a hockey stick in it that he could not fit in the KIA as a result of the CX-9's slightly longer (but narrower) cargo space. The bottom line is that if cargo space is a critical priority for a buyer nothing substitutes for a hands on examination with one's specific needs in mind.
    2
  2260.  @dailyrant4068  Well, if you're going to make public comments you have to expect "intellectually lazy" readers but I sometimes share your frustration. As for the engine size comment, the 3.8L NA engine in the Telluride running the Atkinson cycle gives it almost exactly the same HP and Torque figures as the 3.3L engine in the Sorento running the conventional combustion cycle of an ICE. I think KIA chose the half liter larger engine combined with the Atkinson cycle to avoid impacting fuel efficiency (typically a challenge for KIA and Hyundai) and performance in the larger Telluride. Switching to the Sorento's NA engine would be viewed, I think KIA believes, as a step back. And turbocharging it, as it is in the Stinger and the G70 would impact KIA's overall fleet CAFE scores as well as change the Telluride's overall performance profile. KIA doesn't believe, and I think they're correct, that a "performance" version of the Telluride is high on their or the overwhelming majority of potential customers' priorities. I own a KIA Sorento with the 3.3L NA engine. It's a good application in the Sorento but I believe KIA believes putting it into the Telluride as well would lead to the same problem Mazda faces with their ubiquitous 2.5L turbo in multiple models. It doesn't work equally well in all those applications. As the smallest of the major manufacturers Mazda may well have had no choice but Hyundai does. Your reference to the Explorer's engine choices is instructive. Manufacturers don't begin with a blank sheet when they determine engine configuration choices. If at all possible they avoid building all new engines; they seek to use engines they already have in the warehouse, possibly with a tweak or two. For the most part it appears that is Ford's strategy and they have a number of existing engines to choose from. Finally, Ford is investing heavily in putting hybrids in their crossovers. KIA and Hyundai, I think, view hybrids as a worthwhile in a few vehicles but their emphasis is clearly aimed at pure EV's. Sometimes a manufacturer has to choose where to invest. Design and production can't be created with a magic wand.
    2
  2261.  @dailyrant4068  I think the jury is still out as far as the Genesis brand is concerned. A few things, though, are pretty clear (even to Hyundai). It takes more than producing a couple of large sedans suited mainly for chauffeur driven execs in Asian markets (e.g China) to create a luxury brand. And even a very credible sport sedan, the G70, won't do the trick. Hyundai so mismanaged their efforts to create a dealer infrastructure in the US that it set them back at least a couple of years. A manufacturer who is sued by their would-be dealers (and loses) is not in a great position to storm the marketplace. Creating a new brand for any market segment is a huge challenge. Mazda failed. Kia failed. Even Toyota failed with the Scion. It's a long term, very expensive job that typically doesn't show a profit for the first decade or more. Tesla is arguably the poster child for success in the 21st century and they're still losing money. It's not a new phenomenon. My first car was a 1954 Kaiser developed by Henry Kaiser who built Liberty ships in WWII and knew a thing or two about manufacturing. His effort began in 1949 when demand for new cars outstripped supply and he went out of business in the US by 1955. The phrase, "It's a doozy" referred originally to the Dusenburg, an iconic luxury automobile that was the victim of the Great Depression. Numerous other examples are easy to find. The Tucker even got a movie made about it. Other than creating airlines it's probably the riskiest possible huge investment "opportunity." I'd like to see Hyundai succeed. I think they were correct in trying to outflank their own dealers by requiring Genesis dealerships to be separated by location and putting up stiff requirements to qualify. Despite efforts by both Hyundai and KIA to improve the dealer "experience," in my "experience" Hyundai dealers still fall into the "What can I do to put you in a car today" category. My local Hyundai dealer is a rather shabby affair with a couple of 2017 Genesis models sitting on the showroom floor. That won't cut it for a "luxury" brand. In any case, time will tell and I wish them the best of luck. Obviously, the first order of business is to turn out at least one and preferably a couple of luxury SUV's.
    2
  2262. Appreciated the reference to a good set of winter tires as an alternative to AWD in FWD and FWD-biased AWD systems. With the weight of an engine over the drive wheels in a relatively small, light vehicle FWD performs admirably in messy winter conditions in almost all situations. There are, of course, advantages for AWD and 4WD systems in larger, heavier vehicles and in truly challenging conditions but for the vast majority of drivers FWD functions well, saves fuel, and doesn't incur the additional penalty of the equivalent of an NFL linebacker sitting in the back seat.
    2
  2263.  @GarthGoldberg  To answer your questions, you put the car in manual mode by moving the gear selector to the left. At that point gears can be selected either with the paddles (up on the right, down on the left) or with the console gear selector (push for upshift, pull back for downshift.) Shifts are faster than any human being can accomplish and downshifting by two or even three gears requires less than one second. Of course the car has to be put in manual (or auto) mode each time it's started because the car will not start unless the gear selector is set to "P(ark)." But that is no different from moving the manual transmission gear from reverseto first gear with the clutch depressed to start the car. I hope you always leave your MT in gear when you turn it off. Failure to do so and relying fully on the emergency brake to prevent the car from moving is a rookie mistake. If you cannot tell what gear you're in simply by the behavior of the engine or its sound (just as in an MT), the digital display in the cockpit requires less diversion of attention from the road than looking at a manual gear selector that's in center console. "Forgetting" whether you're in auto or manual mode suggests you probably shouldn't be allowed to drive. Once in manual mode, the only "automated" behavior of the transmission is to downshift to second and then to first as you roll to a stop to prevent stalling the car. If remembering to depress the clutch in that situation and putting the car in gear manually to move forward is what you consider to be an "engaging" part of driving, you'll miss that, but otherwise "rowing" up and down through gears is different only in the behavior of your left foot. And since gear engagement is instantaneous slipping or "riding" the clutch is eliminated resulting in much longer clutch life. It's for that reason that if the engine is "tuned" to Stage 1 or beyond, you don't have to repeatedly replace the clutch in a DSG equipped GTI or Golf R. Personally, I leave my GTI in manual mode about 75% of the time simply because having driven MT equipped cars for many years I'm accustomed to selecting the gear as conditions require. But when I put it in "auto" mode in heavy stop and go traffic that requires constant up and downshifts I make no apology for being "lazy." That situation isn't the sort of driver "engagement" I value. As it happens I also own a VW CC with a manual transmission that I purchased in part for my 17 y/o daughter to learn to drive a stick. I enjoy driving it and recalling what it has been like to drive a stick for years. But if I had only one vehicle, it would be with the "automated manual" dual clutch transmission of my GTI.
    2
  2264. My local dealer has a policy of not adding second stickers to their vehicles.
    2
  2265. Given the Telluride's aggressive pricing in terms of MSRP and remarkable catalog of features I don't think you'll see the usual significant discounts that come with KIA's top trims. (I purchased a the SX-L Sorento last year for $8000 under MSRP.) But I'd still expect the Telluride SX to come in at a lower price than the High Country Traverse as a result of a serious price negotiation.
    2
  2266.  @canadabear72  Thanks, John. Right back atcha. :)
    2
  2267. 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.
    2
  2268. It's worth noting that the forthcoming K5 "performance" version uses the same 2.5L turbo slated for the N-Line Sonata as well as being the base engine offering in the Genesis GV80 SUV and the G80 sedan. Should be an interesting offering to compete with the Camry V6 and the Accord 2.0L turbo. Unfortunately, the K5 won't offer AWD on that model as it does on the lower trims with the 1.6L turbo engine. (The Sonata doesn't offer AWD on any model.) But that's the same decision Toyota and Nissan has made on the Camry and Altima. It's simply not economical to offer an AWD option on such slow selling performance versions of those midsize sedans.
    2
  2269. Had the two vehicles been more closely comparable (AWD SX plus "prestige" and towing packages) vs fully loaded Palisade Limited trim, the feature differences would have been negligible and the MSRP's would have been within $115 of one another (Telluride at $47,330 vs Palisade at $47,445.)
    2
  2270.  @steamer99  I'd call it an aid, not a toy. I"d agree, of course, that BSM doesn't substitute for actually glancing to the rear when changing lanes. Unfortunately, though, the Mazda3 isn't alone (or even the worst offender) in terms of designing vehicles without regard to actual visibility. I was considering a Camaro as a replacement for my GTI last year. It was like driving a bathtub with very high sides. Took only a few blocks of a test drive to convince me that I'd no more consider buying one than I'd consider driving while wearing blinders.
    2
  2271. You should have seen that coming when the Ascent lacked a six cylinder option.
    2
  2272.  @solid1378  Technically, the only way a modification can void the VW warranty is if an issue can be shown to have contributed to the failure. I've never heard of that occurring with a Stage I tune. On the other hand, if you don't want the hassle, as another comment suggests you can purchase a backup warranty that identical to the VW warranty from APR for about $500.
    2
  2273.  @raizt1596  In my case a Stage I tune of my 2013 MK6 resulted in a loss of 1-2 mpg at most. But the result for others may well depend on the discipline they exercise with their right foot.
    2
  2274.  @jordanthompson2926  You're a member of a rare breed, my friend. :)
    2
  2275. 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.
    2
  2276. KIA won't miss you.
    2
  2277. There are some apples and oranges in their list of comparable vehicles included by the boys above. The RAV4 is solidly in the "compact" crossover category along with the CR-V, the Subaru Forester, and the Hyundai Tucson. Other competitors in the category include the KIA Sportage, Chevy Equinox, Ford Escape, and the Mazda CX-5. All are between 179" and 182" in length. On the other hand, the Subaru Outback, Hyundai Santa Fe, and Honda Passport along with the Jeep Grand Cherokee, Ford Edge, KIA Sorento, NIssan Murano, and Chevy Blazer are on the smaller end of midsize crossovers between 188" and about 192" in length. The Nissan Rogue and VW Tiguan at 185" long fall between the two categories. Either large compact or small midsize SUV's. Each, however, is aimed at a compact crossover shopper. Finally, the Honda HRV, Toyota CHR, and NIssan Kicks along with the Nissan Rogue Sport, Mazda CX-30, and CX-3 all fit into what is considered, in the US at least, a sub-compact category where vehicles average about 170" in length. It's odd, of course, that Mazda has two vehicles in the category. But at least in the US, that's likely to be a short term issue if Mazda opts to withdraw the CX-3 from the market in North America. I'm betting they will. So why does all this matter? Primarily to aid in comparing vehicles that aim at the same consumer categories. Few customers will cross shop a Honda HRV vs a Toyota RAV4, or a RAV4 vs a Ford Edge. They're radically different vehicles. On the other hand, a consumer might do well to compare a Hyundai Santa Fe with a Honda Passport.
    2
  2278. True with a few exceptions among brands that offer higher performance optons. The VW GLI, for example, offers the GTI's engine and drive train with considerably more HP and torque And the Civic Type R and Subaru WRX offer substantially greater HP/Torque but those are arguably niche vehicles. In any event, the more powerful base engine of the Mazda3 hasn't helped its terrible sales. It ranks at the bottom of all mainstream compact vehicles.
    2
  2279. Sven Hallaueur: Your point about the ever growing size of existing Crossovers is well taken. But KBB doesn't set size categories. More or less consensus is that the Sorento is the smallest of midsize crossovers, the Traverse and VW Atlas are the largest, and the VW Tiguan is the largest of the compact class.
    2
  2280.  @RaitisRides  Oddly enough, automakers have found that responding to consumer preferences is significantly more successful in terms of profit than lecturing them about their cleanliness.
    2
  2281.  @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.
    2
  2282.  @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.
    2
  2283. Not quite correct. The GTI has a larger sunroof than most of its rivals and much larger than the previous MK6 GTI. (I've owned both.) But it's not nearly as large as the Elantra's which has a true panoramic sunroof. I know about this stuff because I live in the cloudy Seattle area where getting as much light into a dark GTI cabin with black leather seats is more than a nit.
    2
  2284. Max Power: You forgot the fact that the Jag has a larger trunk where your mechanic can live.
    2
  2285. Hmmmm....Decisions, decisions. Whether to opt for a loaded AMG 45 or a Golf R plus a GTI with a volume discount. What to do...what to do? 😜
    2
  2286. 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.
    2
  2287. Here's an exercise for you. Divide the published "passenger space" of a vehicle in cubic feet by its length in inches to derive a "packaging efficiency" score. You'll find that the Telluride tops the list with the much smaller Sorento coming second. The Telluride provides .99 cubic feet of passenger room per inch of length. The Explorer's figure is .77 cubic feet. That's much better than the Mazda CX-9 (.67) but not as good as the Sorento at .88. The Sorento's score is so high because while it's overall passenger space is slightly less than an Explorer, it's also about 10 inches less in overall length. You can perform the same calculation using total "cargo capacity" but the variation in the ways manufacturers measure cargo capacity and the fact that cargo space shape can be as important as overall capacity makes it a less reliable indicator. Passenger space, on the other hand is a relatively uniform calculation involving legroom, shoulder/hip room, and headroom in each row. By the way, you'll be hard pressed to find better specs than in your Saturn Outlook but the Telluride and VW Atlas come relatively close though each is several inches less in overall length. And the Chevy Traverse/Buick Enclave are roomy (though GM doesn't publish a total passenger space figure) but it's also more than seven inches longer than a Telluride or Pilot.
    2
  2288. I think if you view Alex' K5 GT and Sonata N-Line reviews back-to-back (as I've just done) you'll get the detailed comparisons you're looking for as well as more details about each model than would be possible in a single video. I strongly suspect that the reason that he didn't combine the reviews into a single comparison video is that he didn't have the two vehicles at the same time. The Sonata was available about a week before the KIA according to his comments.
    2
  2289. Why do consumers purchase mainstream midsize 3 row crossovers? Presumably because they place at least some priority on third row seats. Otherwise, there's a whole set of 2 row midsize alternatives. The last generation Highlander was among the smaller 3 row vehicles (192.5" in length.) For 2020 Toyota has added about 2.5" to its length, bringing it close to the average size of its 3 row competitors.(Less than 2" less than a Telluride, an Ascent, or a Pilot.) Has that resulted in more interior room? Nope. Not at all. Toyota claims the Highlander's third row offers 27.7" of 3rd row legroom and 140 cubic ft of overall passenger space. That makes it the most cramped third row in entire 3 row category with less legroom in the third row than a Mustang's back seat. In terms of overall passenger space it offers more than only one competitor, the extremely inefficiently packaged CX-9 (134 cf). The KIA Sorento is the smallest midsize competitor in terms of length (189"), about half a foot shorter than the Highlander. Legroom in the third row is 4" inches greater than the Highlander (31.7") Overall passenger space is 154.2 cubic ft., topping the Highlander by a significant 14 cf. Of course, few if any so-called "family" 3 row crossovers offer truly accommodating third row room compared to a minivan. With the exceptions of the VW Atlas and Chevy Traverse, no competitor offers at least 33" of third row legroom. And it's common for reviewers to note that the third row of most CUV's is mainly for children. But kids come in various sizes, many close to or taller than five feet. Any human over 4.5' tall will have a difficult time cramming themselves in the third row of a Highlander. And kids have an annoying habit of growing taller each year. Even if a Highlander can accommodate a 10 year old, there's no guarantee it will work three years later. Finally, Toyota makes the absurd claim that the Highlander seats "up to eight" passengers. But that claim isn't based on actual passenger room but rather on the number of seatbelts in the vehicle including three (!) in the 3rd row. In fact, a top trim Highlander with captain chairs in the second row is effectively a four passenger "family" crossover. SUV of the year? Not if transporting more than 4 people is a priority.
    2
  2290. Most manufacturers now offer two so-called "midsize" SUV's. In most cases a larger 3 row vehicle ranging from about 195" to 204" in length and a smaller, a two row vehicle ranging from 188" to 192" in length. (The KIA Sorento is an exception, offering a third row of seats.) With the Cross Sport VW is joining the chorus. But their strategy is a bit different. Honda cut about 6" off the rear end of the Pilot to offer the Passport (190"). The Ford Edge is about 10 inches shorter than the Explorer (189" vs 199"). The KIA Sorento (189") is 8" shorter than the Telluride. In the case of the Atlas Cross Sport, though, its 195.5" makes it nearly the same length as the 3 row Honda Pilot and the Subaru Ascent. It's even a bit longer than the 2020 Toyota Highlander. And it's less than 3 inches smaller than the three row Atlas. In essence it's falls in the larger midsize class with two rows of seats. What's up with that? Part of the answer may simply be that building the Cross Sport and the Atlas on the same platform with virtually identical drive trains is a cost saving measure. But there's another more subtle reason, I think. VW has found repeatedly that American consumers reject their Euro-spec vehicles in favor of somewhat larger versions. The Euro Passat was replaced in the US by a larger American version. The same was true of the Tiguan. VW's best selling US model, the Jetta, is now significantly larger than its predecessor (and not even sold in Europe.) And the basic Golf has been dropped from the US lineup in 2020. Considering the cold reception Americans gave the Touareg, not coincidentally a two row SUV 189" in length, VW may have decided to supersize their new two row SUV for Americans. Though the shorter height of the Cross Sport may disguise how close the Cross Sport and the Atlas are in size. If that is true, though, it will be interesting to see how the Cross Sport is priced. Other manufacturers have found it challenging to offer two row versions of their three row SUV's at significantly lower MSRP's. The Honda Passport is essentially the same price as the Pilot. The KIA Sorento's top trim MSRP is very close to that of the Telluride. And along with preferring larger VW's than European consumers, Americans have shown a definite preference for lower priced VW versions. The American Passat is significantly less expensive than its European counterpart. Likewise the new Tiguan is less expensive in the US than the last, smaller generation. And the Touareg was killed in the US as much by its higher price as by its smaller size than its rivals. A fully loaded V6 Atlas has an MSRP that tops $50K. It will be interesting to see whether Americans are prepared to pay close to the same price for the Cross Sport.
    2
  2291. Hyundai and KIA have a real knack for slicing a market segment between two very similar vehicles in a way that broadens the overall appeal of the combined vehicles. (Hyundai Santa Fe vs Kia Sorento, Kia Stinger vs Genesis G70, etc.) I'm expecting the Palisade to be priced a bit higher than the Telluride but I thought the top trim Telluride's MSRP would be over $50K. So what do I know. :)
    2
  2292. A good choice for a Camaro. At least with a convertible with the top down it's not like driving in a blindfold.
    2
  2293.  @RaitisRides  When the current G90 was introduced in Korea, high end Audis, MBs and BMW sales dropped by a third in the first six months.
    2
  2294. I understand your point of view but you forgot to add "GET OFF MY LAWN!" :)
    2
  2295. The Palisade (built in Korea) is aimed at the Asian market. The Telluride is built in the US and aimed directly at the North American market. It's not even available in Korea.
    2
  2296.  @canadabear72  The difference, I think, is that markets where middle class affluence is a recent and still growing phenomenon Hyundai/KIA felt the Palisade's somewhat more "luxury" vibe would be more appealing in international markets, especially in Asia. For consumers who are the first generation to achieve middle class status a crossover that resembles a German luxury brand at a bargain price has very strong appeal.
    2
  2297. KIa has you covered. Take a look at the Sorento. We've had two and they're among the best, most practical vehicles I've ever owned. At 189 inches in length (10 inches shorter than a CX-9 but with more interior room) it's an excellent size and offers a usable third row of seats with more legroom than a CX-9 or a Toyota Highlander.
    2
  2298.  @slava_trushkin  Can't really respond intelligently since none of the vehicles you mention is offered in North America.
    2
  2299. 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.
    2
  2300. They'll certainly kill the CX3 in the US but they're unlikely to replace it with another slow selling model.
    2
  2301.  @irandoosty  Again, Mazda is VERY unlikely to put the same engine in the Mazda3 as in the Mazda6 if it meant that the sales of the latter were cannibalized by the less expensive vehicle. The same, of course, is true of the CX-30 versus the CX-5
    2
  2302.  @groovymotion5706  Actually, the CX-3 sells well in international markets. I suspect it will be dropped in the US but will continue to be offered elsewhere. As for putting the 2.5L turbo in the Mazda3, I'll believe it when I see it. Mazda has repeatedly maintained that its corporate direction is aimed at "budget luxury," not "zoom zoom" performance.
    2
  2303.  @groovymotion5706  There are very few instances of models (from any brand) offered in the US and not in Canada. Many instances of minor trim differences but very, very few models offered in one market and not in the other. As for what dealers tell you, I've found over the years that they're apt to tell you what you want to hear. :)
    2
  2304. Shop for vehicles much?
    2
  2305.  @markmiller3279  No offense meant to DeSoto (and Plymouth) lovers of the period. :) And it should be noted that the old Chrysler designs stuck the buttons right in the middle of the steering wheel, a design that wouldn't work with today's air bags.
    2
  2306. A RWD platform (or RWD-biased AWD system) may well have superior driving dynamics in some situations. But its primary benefit is in terms of towing. Offering a measly 300 lbs greater tow rating than the Telluride and a full 2000+ lbs less than the Dodge Durango hardly makes it appealing for those who need a vehicle for towing. And that weakness is magnified by having a highly stressed 2.3L turbo four propelling a vehicle that weighs nearly 2 and a half tons.
    2
  2307.  @tri3pleagent  I don't doubt that's true on secondary roads. But the primary mission of a three row crossover is urban/suburban traffic and long slogs on freeways. Environments in which the "superior driving dynamics" of a 5000 lb vehicle are unlikely to be critical or even noticeable. The one clear advantage in vehicles the size of the Explorer is in towing and the Explorer is seriously deficient in that respect compared to other vehicles with RWD platforms.
    2
  2308.  @ThorNjord  Accurate reliability information about a particular model is extremely difficult to come by for several reasons. First, although Consumer Reports is probably the best single source through their annual owner surveys, even the thousands of responses they receive when divided among dozens of brands from multiple years may yield few reports about a particular model from a particular model year. CR does publish each brand's most and least reliable model but even that may be based on only a few reports. And while the CR surveys include reports from tens or hundreds of thousands of owners, the readership of Consumer Reports is not a random sample of the owners of any brand. That doesn't mean that owners of, say, Toyota's are more likely than Porsche's to under or over report problems but it may well mean that Toyota owners are more representative of that brand. There is simply no way to tell. Second, reliability naturally declines as a particular model ages and miles accumulate. Thus, a 2012 example of any vehicle is likely to be ranked as significantly less reliable than the 2018 version of the same vehicle. Furthermore, the best source of reliability data is undoubtedly the manufacturers, themselves. But that information is proprietary and closely guarded. Nevertheless, if a manufacturer detects a particular problem via reports from dealers and consumers, they are very likely to correct the issue in subsequent model years almost always without a public announcement unless a recall has been ordered. That also means that when a particular model is refreshed or redesigned a manufacturer is likely to take the opportunity to redesign any features that have been shown to exhibit an unusual number of problems. So even if, say, a 2010 Honda Civic sedan has a reliability problem, it doesn't mean a 2018 model will experience that same problem. In fact, the opposite may well be true. And is the failure of a component after seven years equal to a failure in a year old model? Doubtful. Third, the term "reliability," itself is complicated. Is a failure of a battery equal to that of a transmission? Obviously not, but while any owner is likely to report the latter, most (but not all) would call a dead battery simply a wear and tear issue that isn't an example of unreliability. CR asks respondents to report problems in various categories but it's not clear how those problems are weighted either in comparison to one another or in terms of seriousness, if at all. Finally and most importantly, there are some fairly stable differences among brands in terms of overall reliability with Toyota/Lexus products at the top. But the margin among brands has shrunk tremendously in the last few decades. Going by CR's rating scales, the margin between Toyota and the next five or six brands is very small, much smaller than it was even a decade ago. Want to know which brand/model encounters the most reliability problems? It's the brand/model that sells the most vehicles. Anyone who buys a new car can be relatively certain there will be no catastrophic failures in that vehicle over the average term of ownership. That's why virtually every manufacturer offers a three year warranty and others offer five or six year bumper-to-bumper warranties. Manufacturers can be sure that on average they won't lose money on those warranties. Drive train warranties are even longer, typically lasting for 100K miles. Why? Because drive trains almost never fail during the time a new car buyer owns a vehicle. Some brands today even make their warranties transferable to a second owner. Manufacturers offer longer warranties when they know there a reputation problem, typically one that hangs on far beyond the problems that resulted in that reputation. It doesn't mean the reputation applies to the model you see sitting in a new car showroom.
    2
  2309.  @mountainhobo  Actually, Motorweek shows up on "Velocity," as well. Probably some other outlets I'm not aware of. I check it out regularly but hardly expect to get much enlightenment from its coverage. If you're an experienced viewer, however, it's possible to identify a less than an enthusiastic comment about a vehicle from time to time. Takes careful viewing, though.
    2
  2310. Obviously many improvements over the previous version. No question about it. But I have to take some exception to the "practicality" score. Comparing the BRZ/TR 86 to its most obvious competitor, the Mazda MX-5, the former has a huge advantage in terms of my priorities. My family consists of myself, my spouse, my 5'2" 17 y/o daughter, and our big dog. I'm very fond of all of them and having at least 2 of the three joining me on drives in the Cascade mountains is a high priority. So while the backseat of the BRZ/TR 86 is cramped, it exists, a claim the Miata can't make. That puts it at the top of my sports car shopping list.
    2
  2311. I suspect that Hyundai will think long and hard before trying to make still another Hyundai model into a separate brand. The transition from the Hyundai Genesis models to the standalone Genesis brand was a painful one that involved successful lawsuits filed by Hyundai dealers against the automakers. I doubt seriously that Hyundai would risk going through that again.
    2
  2312. Recently decided to replace our 2012 Kia Sorento and as a GTI owner gave serious consideration to both the Atlas and the Tiguan. The Atlas was simply too damn large and lacked major features (e.g. factory navigation) on any but the highest trim level (which is virtually unobtainable in the Pacific Northwest.) The Tiguan was a great size and I loved the handling, ride, etc. However, in any but "sport" mode it was a DOG. Why on earth VW didn't give it at least the pep of the Golf (or better yet, the GTI) I cannot understand. Sorry, VW. I would love to have made our a VW only household. But as it is, we replaced the 2012 Sorento with the 2018 model.
    2
  2313.  @robbilton9006  Huh? Hoping that the comments about lack of snow, corners, and wet weather in the Pacific NW are meant as a joke. We have plenty of each. Nevertheless, only a minuscule portion of drivers venture into truly challenging off-road environments even around here. And while difficult winter conditions can be found in the Cascades and in the areas east of the mountains, I'd expect the Escape AWD or even FWD with a good set of winter tires with the weight of the engine over the drive wheels to cope with those conditions easily enough.
    2
  2314.  @robbilton9006  Well, I guess we're even, Rob. I couldn't figure out where you were "trying to take this." I'm even a little surprised that you refer to BC as the Pacific Northwest. Isn't it the Pacific Southwest from the Canadian perspective? :) Otherwise, you and I share similar similar climates and topography in the Vancouver (I assume) and Seattle areas. And yes, snow in our area is likewise usually "at elevation." But I assume Whistler is as popular where you live as ski resorts in our stretch of the Cascades are here. My wife is an avid skier and takes our AWD crossover to the mountains frequently in the winter months. And yes, curvy roads in North America are rare compared to many areas of Europe where roads follow paths laid down by the Romans. But roads in the Pacific NW are definitely more common than in most of the rest of the US. And again, that's true of BC versus the Canadian prairies. The difference between us, I'd say, is that your beautiful BC highways are typically more scenic, better maintained, and blissfully free of litter compared to ours. Finally, it's also true that each of us lives in an area where wet weather is somewhat overstated. But it does get wet enough to keep the foliage beautifully green most of the year. And at least here in Washington we don't disabuse outsiders who think it rains constantly lest they move here. :)
    2
  2315.  @danielboyd7810  Can't speak for wait times in Connecticut, of course. The wait time in the Pacific Northwest, however, is as I said, until the first quarter of 2020 according to multiple dealers. Demand varies from one region to another for all vehicles, of course, and SUV's and the KIA brand as a whole are very popular here. Have to say, though, that if top trim Tellurides have only a two month waiting period in Connecticut the dealers should be ready for an invasion of out-of-state buyers. :) As far as color combinations are concerned, that is an intentional strategy by KIA. Compared to say, European brands, where a huge palette of colors are available, KIA limits color combinations, especially in upper trims. It's a cost savings strategy, not because one paint or interior color is more expensive than another, but in order to avoid producing vehicles in less popular color combinations that sit unsold on dealer lots until they are heavily discounted. You'll note that the "Prestige" option package on the highest trim is even more limited than the SX (or SX-L) trim as a whole. The cost of vehicles sitting unsold (and subsequently discounted) must be borne across all vehicles, both the popular and less popular colors. You may have noticed that if you go to a dealer of almost any vehicle and ask for a test drive the first question the salesperson asks is, "What color would you like to drive?" That's because research indicates that a color is a crucial first impression for consumers. If they don't like the color they are likely to be more critical of the vehicle from the start. By limiting color choices to the most "inoffensive" choices, KIA is able to limit the price of their vehicles regardless of color. Other brands, especially European and Japanese luxury brands give a consumer a much wider choice but that choice is reflected in the MSRP for all vehicles, regardless of color.
    2
  2316.  @don7117  The comment to which you responded was an obvious troll attempt. Ignoring it rather than feeding it is a far better strategy.
    2
  2317. Your point is well taken but I'm afraid Alex' point trumps it. The issue reminds me of the distinction between "SUV's" and crossovers. Originally, the term SUV referred to truck-based body-on-frame RWD platforms and CUV's were built on unibody "car-based" platforms frequently with FWD or FWD-biased drive trains. That distinction seems to have been lost, as well, with the term "SUV" applied more or less universally to both kinds of vehicles. Unfortunately, "marketing speak" terminology is no more subject to accuracy than internet comments are subject to grammatical and spelling rules. :)
    2
  2318. <sigh> Might as well ask for an offroad review of a Stinger. That's not the mission of the Telluride.
    2
  2319. Not exactly "tons of towing" , Joe." The Explorer is rated at 5600 lbs. And technically that is "tons". But it's only 600 lbs more than a KIA Sorento. If you want to tow, there are much better alternatives from GM and FCA. In fact, the Dodge Durango in some configurations (tow rating of 8700 lbs) exceeds the tow rating of the Explorer by more than another ton and a half! It is, of course, very quick for a large midsize SUV. But at around 5.7 seconds from 0-60 it's no quicker than its little brother the Edge ST even with a slightly larger twin scroll turbo V6 due to about 300 lbs heavier curb weight. And neither is as quick as the 2018 Edge Sport that was lighter than the 2019 Edge ST. That model turned 0-60 in the low five second range. No doubt that the Edge ST handles and stops better than its predecessor but in terms of straight line acceleration it's a bit less quick than the Edge Sport. And if the Explorer ST's 0-60 estimated acceleration is correct, it, too, is slower than the Edge Sport. Nevertheless, it is important for Ford to offer a high performance Explorer. A large proportion of its sales are to public agency fleets such as police and highway patrols where 0-60 acceleration and top speed are viewed as important and agencies replace their vehicles far more frequently than consumers. (Whether acceleration and top speed are valid priorities even for police is another discussion.) For consumers, however, other priorities outweigh picking up groceries or hauling the family in a vehicle that reaches 60 mph in less than six seconds. The Explorer ST is relatively affordable for a "halo" model but I suspect the take rate among civilians will be relatively low.
    2
  2320. Very informative as always, Alex. I find it interesting that as the range of EVs has increased with an accompanying decline in "range anxiety" it's been replaced to some extent by concern with range "variability" resulting from terrain, ambient temperature, and speed. That's true of ICE vehicles as well, of course, but my impression is that the variation is greater in EVs (I may be wrong about that) and the still relatively sparse recharging stations continues to plague pure EVs with no ICE backup.
    2
  2321. Excellent first impression but it's a desperate move on Mazda's part that's unlikely to help the company's dismal sales picture. In the first 3 quarters of 2020 Mazda sold a total of 25,000 Mazda3s. That's down 38% compared to the same period in 2019 with over 40,000 sales. And the decline in sales isn't simply a function of COVID. In the full 2019 calendar year Mazda sold almost 51,000 "3s" compared to 2018 sales of over 64,000 vehicles. Those are appalling numbers. And since performance versions of sedans and hatchbacks seldom account for more than 10% of total sales and a fully loaded Mazda3 Turbo (sedan or hatchback) has an MSRP around $35,000, it will excite internet fanboys (many of whom can't afford it) but is unlikely to improve sales by even as much as 5000 vehicles a year.
    2
  2322. Couldn't lay your hands on a Tesla "Plaid"? Or did you not want to risk killing someone?
    2
  2323.  @TFLcar  Steer??? We don't need no steenking steering! Just aim it. Best not to aim it toward a house, though.
    2
  2324.  @sidhu704  The CX-5 constitutes about half of all of Mazda's sales (150K of 300K US annual sales). That makes it the best selling Mazda in the US. But Mazda is a VERY small company compared to Toyota, Honda, and Hyundai/KIA, all of which sell more vehicles by far than Mazda. Toyota, in fact, sells a third more RAV4's than Mazda sells for all of its vehicles. Ford sold nearly as many Escapes as Mazda sold among its entire range in 2018. Even Subaru sells more than twice as many vehicles in the US as Mazda. And Subaru sold more than 20K more Foresters than Mazda's CX-5 sales in the US in 2018. That doesn't mean Mazda doesn't build good products. After all, Porsche sold only about a fifth of the total number of vehicles in the US as Mazda in 2018. Rolls Royce was even farther behind. :) What it does mean, though, is that Mazda doesn't have the financial, engineering, production, or dealership resources to compete with much larger mainstream brands. Those constraints limit the market segments in which it can compete and the engine/drive train options they can offer. Mazda has neither hybrid nor EV offerings and no luxury brand that provides greater margins than mainstream vehicles. The 2.5L turbo four banger used in the CX-9, CX-5, the Mazda6 (and outside North America in the CX-8) is a very versatile engine. But Mazda doesn't limit the engine options to that single choice because it's the best possible choice in all these applications; they rely on it because it's the most cost effective option for a company with Mazda's limited resources. Frankly, Mazda deserves kudos for going it alone after the relationship with Ford went sour. And an underdog usually gets a pat on the back. But Mazda faces some daunting challenges in the future as the marketplace shifts increasingly to hybrid, EV, and eventually to options like hydrogen fuel cell vehicles. Here's hoping they can survive in that environment.
    2
  2325. Gave serious consideration to the previous generation 2018 Edge "Sport" in the first quarter of last year. I liked the styling, the size, and the performance of the 2.7L turbo V6. But the family SUV is my wife's daily driver and she was less impressed. She wasn't willing to give up an occasional use third row of seating and found it challenging to locate the corners of the vehicle through the steeply raked windshield and long hood. Add to that the 50 Shades of Gray interior and it didn't make the cut. I don't think the "ST" badge would change her mind. I haven't owned a "domestic" vehicle in years but I had hopes for the Edge. Perhaps the ST will find a market among those who WANT a performance vehicle but NEED an SUV. Have to say, though, that the difference between a six second and a seven second 0-60 time in a family SUV may be appealing to stoplight drag racers yearning to recapture their inner adolescence it's probably irrelevant to most buyers.
    2
  2326. If you want a diesel look at the shortly to be released version of the Kia Sorento. The vehicles are virtually identical other than the availability of a third row of seats in the KIA.
    2
  2327. I'm a fan of this size crossover. I'd disagree somewhat, however, that it's "underserved." The "tweener" mainstream midsize crossover category (188'-192" in length) includes the Hyundai Santa Fe, the Ford Edge, the KIA Sorento, the Honda Passport, the Chevy Blazer, the Subaru Outback, the Grand Cherokee, the long version of the Wrangler, and the Nissan Murano. Assuming the Cross Sport is almost six inches shorter than the Atlas, it will be at the top of this group in terms of size. That makes 10 "Goldilocks" size vehicles. They're a fairly diverse group but they also share a number of attributes. Most offer standard or optional V6 engines. (The Santa Fe and the Outback are exceptions with 4 bangers only and the Edge's V6 is a twin scroll turbo.) Most offer traditional geared transmissions. (The Outback and Murano have CVT's.) In terms of styling and intended mission the group covers a fairly wide range. The Jeeps offer some serious off-road ability. The Murano makes little pretense of being anything other than a stylish highway cruiser. Others fall somewhere between those poles. When we were shopping last year we drove most of the vehicles in the tweener category along with several larger three row crossovers including the VW Atlas. For our small family (two adults, a teenager, and a large dog) it was just too large and cumbersome in suburban traffic especially when we need to hang a bike rack behind the rear bumper that extends the length by 18" to 24". We could have opted for one of the two row vehicles but we find the occasional use (and surprisingly accommodating) third row of seats in the Sorento to be very convenient when we have to chauffeur a gaggle of teenagers or need room for six or seven passengers for a local trip and would otherwise have to use two vehicles. Bottom line. Welcome to the party for the Atlas Cross Sport. It joins several excellent choices. I suspect it will do well.
    2
  2328. @Clint Mullins. My comments were meant mainly for the next smaller size of crew cabs. And I'll grant that full size crew cabs have their uses and don't compromise much of what a pickup is designed to do. Have to say, though, that from the number of full size expensive, immaculate crew cabs I see on the streets, I have doubts that many (most?) are used for anything more than "stomp(ing)...most cars from a stop light" and supporting the driver's gender identity. No doubt that's not true for your brothers. :)
    2
  2329. Though reviewers seem to ignore it, the new Santa Fe is is in effect a two row version of its corporate cousin, the "midsize" three row Kia Sorento. Same platform, same transmission, same AWD system including a center differential lock, many other shared components, and an almost identical interior including passenger room in the first and second rows. The Santa Fe is only one inch shorter than the Sorento and (surprisingly) a few pounds heavier. The differences lie in the 2.0L turbo 4 in the Santa Fe versus the naturally aspirated V6 in the Sorento and the availability of under floor storage in the Santa Fe where the Sorento stows the third row seat. None of that is meant as a criticism of the Santa Fe. But it does suggest that classifying the Santa Fe as a "compact" crossover when the leading vehicles in that category (CR-V, Rav4) are more than eight inches shorter and about 700 lbs lighter (!) than the Hyundai is stretch (no pun intended.) Or perhaps it means that there's still more categories of the ever growing number of crossovers--the "super compact", the "mini-midsize" or just the Goldilocks class.
    2
  2330.  @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.
    2
  2331. I'm usually not a fan of Hyundai's exterior designs. They often strike me as over-styled with a few too many creases and bulges. (Lookin' at you, Palisade.) In the case of the new Sonata, though, I think Hyundai has gotten it right. Rivals or beats the Mazda6 and that's a strong endorsement. The forthcoming N-Line Sonata with (I'm guessing) a turbo version of the 2.5L four banger is an interesting option. Without AWD, though, it may be challenged to put the power down to the front wheels without shredding the tires. As far as the "solar powered :)" hybrid, that's another interesting choice. Living in the perpetually overcast Pacific Northwest, I'm skeptical that it's more than a marketing gimmick but it may well be more than that. The Sonata won't, of course, displace either the Accord or the Camry in terms of sales but popularity isn't necessarily the gauge of quality.
    2
  2332. The problem with an analysis based solely on percentage changes in the last year for Mazda vehicles is that it fails to account for two factors. First, the 2020 calendar year had the worst sales for the brand in years. So bad, in fact, that Mazda borrowed over $2 billion from Japanese banks just to survive the pandemic. Second, percentage improvements (or small declines) in 2021 still reflect the extremely low volumes of sales for Mazda vehicles compared to 2020 . Of the entire Mazda portfolio of vehicles sold in the US only the CX-5 and CX-30 have sales of over 50,000 units over the first 9 months of 2021. And its most expensive (and profitable) vehicle, the CX-9, remains mired dead last in sales among mainstream 3 row SUVs.
    2
  2333. "....strong engines"? You think a four cylinder engine from a 3500 lb base Mustang is an appropriate power plant for a vehicle that approaches two and a half tons when loaded with fuel, passengers, and gear? As for the RWD drive train, that's supposed to be a benefit for towing. The Dodge Durango, for example, has a tow rating of 8700 lbs. The Explorer's rating is only 300 lbs more than the 5000 lb rating of the Telluride...or the Sorento.
    2
  2334. Blame the dealers. The ordering process drove the production schedule and KIA dealers seriously underestimated their customers' willingness to pony up the $$$ for the SX trim. The public is considerably ahead of many dealers in recognizing the quality of the KIA brand and are willing to pay for it. It's a lesson they should have learned with the Stinger but they didn't.
    2
  2335. That was Oregon. Mt Hood in the background.
    2
  2336. Just wondering why you need those sunglasses when you obviously live under a rock.
    2
  2337.  @otakarlibal  Unfortunately few reviews actually rate the quality of many safety and driver assistance features beyond noting whether they exist. It's a lot to ask of YouTube reviewers but the fact is that features like ABS, automated emergency braking, lane keeping assist, blind spot monitoring, and adaptive cruise control are simply not all created equal. Comprehensive comparative reviews of those features would be especially welcome. Especially in view that many consumers replace their older vehicles specifically to take advantage of such systems.
    2
  2338. Sorry, Andrea. Have to disagree about the overall looks of the Santa Fe. I have come to suspect that Hyundai employs a committee charged with reviewing a finished design of their vehicles and adding bulges and creases here, there, and everywhere. The resulting "origami-like" look won't age well (imo.) The Santa Fe doesn't suffer as much on that score as the new Tucson but compared to its Sorento cousin, the Santa Fe looks like it's been through multiple collisions that were repaired by an incompetent body shop.
    2
  2339.  @normt5463  My wife's preference isn't based on the passenger seat. It's the elevated position of the driver's seat she prefers. It's more or less a defense mechanism based on the experience of being surrounded in traffic by humungous SUV's with roofs 6-7 feet above the pavement. Of course, it's like an arms race. As vehicles get taller the responding in kind only makes matters worse.
    2
  2340. A beautiful car that has aged (and will continue to age) very, very well. But in answer to the question in the header, the best performance BARGAIN EXOTIC sports car is the C08 Corvette. (Assuming, of course, that you can get one.)
    2
  2341. I'm sure if you and all the rest of those complaining about the disappearance of MT's would go out and buy a half dozen, or so, manufacturers might see some value in offering them. Otherwise, manufacturers and dealers see very little point in building cars that sit on dealer lots until they're finally sold at a significant discount. And if that's a problem for base models, it's an even worse problem for top trim models.
    2
  2342.  AKAT1980  You don't seem to understand that automotive manufacturers and dealers don't exist to fulfill the dreams and fantasies of "enthusiasts." They exist to make a profit. If possible to maximize profit. The fact is that MT's will live on in a few vehicles, very few, where there is a potential profit. And where that is less than certain MT's will either be eliminated altogether or limited to models where losses from unsold or heavily discounted units are minimized. There are many benefits to capitalism. But there are also unavoidable negative aspects.
    2
  2343.  @RichardDurishin  Warranty coverage for the GTI and Golf R are longer than any vehicles except those manufactured in Korea.
    2
  2344.  @garradmiller5025  That's a critical consideration for some. Fortunately, that stage of my life is over. :)
    2
  2345.  @garradmiller5025  I agree the issue is less critical with FWD than AWD, a feature that was important in our purchase decision. And I don't think you should be "worried" at all. I'm sure the 4 banger in the Atlas will perform and last as long as you're likely to own the vehicle. I'm just making the point that in large, heavy vehicles a V6 subjected to less stress and running at lower rpm's is likely to require less maintenance and last longer. Simplly a matter of physics being physics.
    2
  2346. I'm not a CVT fan either but the Outback XT's fuel economy is relatively mediocre (20/27) even with the CVT. I doubt seriously that Subaru will abandon it in a midsize crossover where performance ranks about 25th among the top ten priorities of actual buyers, regardless of the proclamations from internet fan boys. .
    2
  2347. Never owned an RX-7 but I did have a much loved RX-8. Great 4 door sports car (with hidden rear doors) that looked like coupe. Only a couple of complaints. Torque was a foreign concept. A 9000 rpm redline and you needed every bit of that in acceleration. It was like driving a four wheel 650CC Japanese motorcycle. Then there was the flooding issue. If you made the mistake of turning off the engine before it reached operating temperature it flooded about 75% of the time. No big deal, right? Just wait a minute. Wrong. The car would never move again until it was towed to the dealer to have the single spark plug replaced. I managed to learn to never turn it off for the first five minutes after firing it up and replaced the totally inadequate battery with a stronger one to avoid a failed start. In the RX-8's last year of production Mazda thoughtfully added a warning in the gauge cluster warning the driver to NEVER turn off a cold engine. Ah...memories. Sold it to a high school kid who was thrilled with it. I bought a GTi. :)
    2
  2348.  @Popupkiller  And that's a significant issue for many potential customers. So just as government has provided massive tax subsidies to the oil industry and built highways for a hundred years to encourage the proliferation of vehicles burning dinosaur juice, the far less generous subsidies necessary to expand the infrastructure for electric vehicles to ameliorate the environmental damage of those vehicles is more than justified.
    2
  2349. Zerofightervi: You raise a point that may still have some validity but much less so than in earlier years. Design and engineering changes (e.g traction control, handling vectoring, crash mitigation) in crossovers and most body-on-frame SUV's have significantly reduced (if not completely eliminated) their vulnerability to rollovers. It's not like the '90's and early '00's anymore when data on rollovers in those vehicles were far more common. Furthermore drivers like my wife feel far more vulnerable from a lack of visibility in traffic and being crushed by gigantic tall vehicles than to rolling over. Given the way she drives, I think she's right.
    2
  2350. 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."
    2
  2351.  @DigitalDissident  Unicycles are just upgraded bar stools. :)
    2
  2352.  @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.
    2
  2353.  @richardnavratil9661  Not true. Vehicles in the press fleets do not go to dealers.
    2
  2354.  @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.
    2
  2355. Nor did he mention the primary DISADVANTAGE of both AWD and winter tires. They each reassure drivers that they can drive in treacherous conditions just as they would on a sunny June afternoon. When snow falls in the Washington Cascades a popular drinking game is to take a shot each time an SUV is spotted in a ditch beside the road. :)
    2
  2356.  @ragweedmakesmesneeze  Can't speak for the Toyota AWD system but the 50/50 center differential lock on KIA and Hyundai SUV's adds considerably to the low speed performance of vehicles like my KIA Sorento with All Season tires in moderately snowy conditions.
    2
  2357. I seriously cross-shoppped the Mazda6 (Signature trim) against the Honda Accord 2.0L turbo (Touring) and the Camry XSE V6 last year when I considered replacing my MK6 GTI to allow me to share a vehicle with my soon to be driving teenage daughter and I wanted all the driver assistance and convenience features that newer vehicles offered. I've owned 4 Mazdas over the years and despite a 626 whose engine exploded at 8000 miles (Replaced under warrant and ran flawlessly for the next 100K miles) and an RX-8 that had some significant flaws along with fantastic handling, I like the brand. On my checklist, the "6" came in second place, slightly behind the Accord. On looks alone it took first place. Despite the somewhat older design than its rivals, it's a gorgeous vehicle (imo.) The Signature trim interior is very appealing but falls down in terms of features such as the dated infotainment system and comparatively cramped back seat compared to both Accord and the Camry. I ranked it second to the top trim Accord in terms of the quality of materials and expected durability despite the eye candy in the "6". The Mazda has a unique placement of two USB ports in the rear center console but it's worth noting that with three passengers in the back seat, those USB ports are inaccessible. In terms of handling, it upholds Mazda's reputation but its advantage over the Honda and even the Camry is minor at best given the significant improvements of the current generations of its rivals. Somewhat surprisingly, the area the "6" was behind both rivals was its performance from the 2.5L turbo 4 and its six speed transmission. On paper the same engine from the CX-9 and over 300 ft lbs of torque might be expected to be the best performer. It isn't. In fact, it's significantly behind both the Accord with its detuned 2.0L turbo from the Civic Type R and the Camry with its 3.5L NA V6 in terms of 0-60 time. My guess is that Mazda has programmed their older 6 speed transmission to cut power to the front wheels from a standstill to avoid shredding the tires and to reduce torque steer. And the six speed transmission, while perfectly adequate, simply doesn't measure up to either the Honda or the Camry with newer designs and more gears. Zero to sixty time isn't the only measure of performance but the Mazda lack both the turbo "punch" of the Accord and the linear power delivery of the naturally aspirated Camry. In the end, like many consumers, I couldn't pull the trigger on any of the three midsize sedans. I ended up with a new GTI to replace my MK6 version. Quicker and better handling than all three with all the bells and whistles I wanted at a better price. Once you've owned a GTI, it's difficult to give it up. :)
    2
  2358. Great review, folks. A few comments... () Every new generation of the GTI brings incremental upgrades coupled with angry disappointment from some fans of the previous generation. The MK8 is no exception. Under the skin improvements in engine performance and suspension design are coupled with some cost cutting in the interior design to contain increases in MSRP. I haven't driven the MK8 but I have driven the Arteon with many of the same haptic controls found on the GTI and found it takes about 15 minutes to become comfortable with the new design compared to my MK7.5 GTI. () Here in the US we don't get a "Performance" trim level available in Canada. That isn't unusual. I've long believed that someone at VW Canada has embarrassing photos of German VW executives that leads Canadian versions of the GTI to have more individual options than in the US. 😉 Or perhaps it's simply that the GTI's popularity in Quebec (where Eurospec vehicles are especially popular) results in special treatment for Canadian consumers. () The GTI vs Golf R issue is a complicated one. When I purchased my current GTI in 2018, the difference in MSRP between the fully loaded Autobahn edition and the Golf R was about $4000 (USD). But in reality the additional dealer markup on the Golf R coupled with the discount I received on the GTI amounted to about $10,000. With a weight difference of well over 300 lbs, (the equivalent of carrying an NFL lineman in the back seat), I found the performance advantage of the "R" to be less than one would expect, especially on the winding roads in the Washington Cascades where I enjoy my GTI the most. I couldn't justify the $10K penalty of the Golf R. Others, of course, may discover that the actual transaction prices of the two vehicles to be less than I found. () Manual vs DSG (Note: The DSG is not a conventional "automatic" transmission. The dual clutch gearbox is in reality an automated manual transmission.) When I purchased a MK6 GTI in 2012 it was the first time in decades of driving that I didn't have at least one MT in my garage. When I replaced the MK6 with my current 7.5 I didn't hesitate to choose the DSG again. It shifts faster than any MT with better overall performance. And in "manual" mode, it holds a selected gear all the way to redline. I drive my GTI in manual mode about 75% of the time. And when I allow the DSG to shift on its own in the nightmare of near gridlock in and around Seattle, I'm grateful for the option. Nevertheless, I understand the preference some have for a true "stick." So when I recently purchased a vehicle that my 17 y/o daughter to drive (and reduce her frequent requests to borrow my GTI), I found a beautifully maintained 2012 VW CC with a manual transmission and less than 45K miles on the clock. Now I pester her to borrow it when I get the itch to use my left foot involved in changing gears.
    2
  2359. Nice car. But labeling it an "Elantra" with the same moniker as the Elantra sedan, a completely different vehicle, is confusing, at best. And trying to configure and compare trim levels can be a nightmare, especially if you're undecided between a sedan and a hatchback. Sticking to the hatchback, the Elantra GT comes in two trim levels, the "GT," the base version, and the "N Line" reviewed by Joe. Unless you're severely pressed for cash the base version is hardly worth considering. It's obviously not a competitor to the VW GTI. And adding a $3000 option package does little to help it. Adding the package eliminates the MSRP advantage and the GT model is still inferior to the "N Line" except for a sunroof that can't be had at any price on the N Line. At best the "GT GT" is a Golf competitor, not a rival of the GTI. And besides the Golf there are several other better choices than the base "GT" model, imo. As a GTI owner I'm obviously biased but trying to be as objective as possible I still think even the N Line falls short of a GTI. Hyundai builds good engines but the 1.6L turbo at 201 HP/195 lbft of torque, is considerably short of the GTI's 2.0L turbo with 228/258, especially in terms of torque. And given VW's well known tendency to underrate the HP and torque of their engines, the gap is probably considerably greater. I'd give the GTI a significant advantage on that score. In terms of transmissions the N Line matches the options available in the GTI. Each can be had with an MT and each offers a 7 speed DCT. But all DCT's are not created equal and the VW DSG (VW's designation of their DCT) is (imo) the gold standard short of a tiptronic in a Porsche. If I were shopping, I'd give the N Line the benefit of the doubt until I drove it but I'm skeptical it will match the performance of the VW's DSG. As far as other features are concerned, Hyundai has apparently dropped any integrated nav system from the Elantra GT, relying instead on touting its support for AppleCarPlay and Android Auto. That's not surprising and probably represents the wave of the future for other brands. But my GTI has both integrated nav and support for cell phone based navigation. I can compare them simultaneously in my car. Doing that, I've found each has advantages, each has its own errors now and then. But one advantage of VW's integrated system is that in areas where cell phone coverage is spotty or non-existent (and a nav system is especially useful) the VW nav system continues to operate while AndroidAuto and AppleCarplay sometimes freeze or fail completely. All in all, I find the VW's full-featured, integrated nav system to be a significant advantage. One area in which the GTI shines is its relatively huge interior space. Overall, the N Line matches the cargo space of the GTI but in doing so it sacrifices rear seat passenger space to some extent. Not disastrously, but noticeably. And overall, the quality of materials and design of the interior in the GTI is significantly better. In terms of infotainment, I haven't driven the Hyundai but my KIA Sorento has the same system and it's great! But so is the GTI's. I'd call it a draw. Each is better, imo, than most competitors. The one area where the N Line has a significant advantage over the GTI is price. Depending on trim level, the N Line is as much as $3K to $6K less expensive in terms of real world prices. (Not necessarily MSRP's). That's not enough for me to choose the Elantra GT N Line over the GTI but it might well be a critical factor for others. One thing is certain, I think, at its price point the N Line is a serious competitor for the Civic SI.
    2
  2360. ​ @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.
    2
  2361.  @BWKAPPA  Set the cruise control to a specific speed. Your speed is then reduced to maintain a set distance to a vehicle in front of you typically via a radar sensor on the front of the vehicle. Once the lane in front is clear, the vehicle automatically accelerates to the set cruising speed.
    2
  2362. One point you didn't mention, Joe. The EX trim, unlike the upper trim SX, comes standard with a 2nd row bench seat as standard. The model you drove includes the "EX Premium" package that substitutes 2nd row captain chairs along with 20" wheels and satin chrome finish on the roof rails. Considering it's a $1495 package many customers, especially those who need to seat 7-8 passengers on a regular basis will skip that option. That drops the MSRP to between $39K and $40K depending on whether you want to add a towing package ($795).
    2
  2363. Slightly?
    2
  2364. Sarah, it's been great watching you mature from a novelty voice on others' channels to a truly excellent reviewer with a unique perspective. Your review of the Forester sealed it. It should be required viewing for anyone considering a purchase of the vehicle. Oh, hell, it should be required viewing for just about anyone interested in automobiles.
    2
  2365.  @mountainhobo  No they're not. But the 2019 model of the Corolla will be the previous generation while the 2020 will be the new generation. KBB is definitely NOT the idiot in this particular case.
    2
  2366. Not in the larger midsize SUV category. The CX-9 and the Subaru Ascent are the only vehicles in the entire segment that don't offer a V6 either as standard or as an option.
    2
  2367. HALWG51: Fuel efficiency isn't a KIA strong suit but it doesn't deserve to be called "horrible." We average about 23 mpg in mixed driving in our 2018 model. I expect the 2019 model with an eight speed transmission to do a bit better.
    2
  2368. That's a KIA attribute that was corrected several years back in the Sorento.
    2
  2369. Toyota has done a credible job of updating the long-in-the-tooth Highlander for 2020. And for those for whom fuel economy is a paramount priority the hybrid version is a singular choice. A complete evaluation will have to await reviewers having more than a short drive in the Texas Hill Country but the 2020 version no longer appears to be outclassed by much of the competition. A couple of "zonks," though. First, Toyota continues to claim the Highlander seats up to eight passengers (with the second row bench seat.) Sorry, but putting three seat belts and head restraints in the third row doesn't make it a three person third row. In fact, there's less room in the third row for two passengers than several competitors. In the past the Highlander was one of the smaller midsize three row crossovers. For 2020 the length has been extended by about 2.5 inches. Unfortunately, that hasn't improved passenger or cargo room significantly. It's still a five or six passenger vehicle. Second, the placement of the wireless charging pad in the center console is an odd choice. Try placing a phone on the wireless charger and then try to access the console storage without first removing the phone. Otherwise, raising the raising charging pad means dumping the phone sitting on it.
    2
  2370.  @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.
    2
  2371.  @proboxpepper6752 I was actually referring to the fact that VW won't be offering a base Golf in the US after 2019.
    2
  2372.  @IansTech  Yeah, I realize that reference to the $35K price can be annoying. But from what I'm seeing from competitors like Hyundai/Kia and Nissan to be available this year a $35K price in an EV with 220-250 mile range is just around the corner. Not the amazing performance or innovative features of the Tesla but game changers nevertheless.
    2
  2373. I really like this "tweener" or "Goldilocks" size crossover category. If the compact class averages around 182" in length and most "midsize" class vehicles average around 197", the 190" Passport is a great size. I'd add several contenders other than the ones mentioned. (e.g. Edge, Murano, and Grand Cherokee). The KIA Sorento at 189" is in the same class while offering an occasional use third row. And the Hyundai Santa Fe at 188" falls in the same group though it offers only a turbo 4 engine rather than the V6 that's standard or optional in most others. Finally, the Subaru Outback is an obvious contender in the same category. I do understand the desire to avoid "taking other kids to soccer practice" by opting out of a third row of seats but I gotta say that as the father of a 14 y/o daughter it sometimes it comes with the territory. In addition, when the need arises to transport six or seven passengers for non-soccer related activities it's very convenient to avoid taking two vehicles. Of the crossovers in this category only the Sorento offers that capability. (BTW, when we purchased our first three row crossover in 2012 my wife swore me to secrecy about the existence of the third row so she wouldn't be pegged as a "soccer mom." She has become less sensitive about the label in recent years.) Another small point. The underfloor storage in the cargo area is admittedly useful and several of the two row vehicles in this category offer versions of it. The space is available because there's no need to stow a third row of seats. But reviewers fail to point out that access to that space requires that the cargo floor above is empty. So for concealed storage of items like a laptop or other relatively flat items or stowing items that are seldom used, it's useful. But not as useful as cargo space that can be accessed on, rather than under, the cargo floor. And a cargo cover accomplishes the same concealment function. Neither the Passport nor the 2019 Santa Fe was available when we shopped for a "tweener" size crossover last year. We didn't take a serious look at the Murano or the Outback, primarily because of the CVT as the only transmission option. And our local Jeep dealers all left me with a feeling I had to clean the oil off my clothes after dealing with a salesperson. We did look seriously at the Ford Edge Sport (the predecessor of the Edge ST) but the family crossover is my wife's daily driver and she didn't like it as much as I did. I loved the Edge's 2.7L twin scroll turbo but I have a GTI for driving thrills. My wife was less impressed. That left the Sorento for us. Had the Passport been available when we were shopping I'm sure we would have considered it. Honda does a great job in designing vehicles with thoughtful and quality features. I'd probably be skeptical about the nine speed transmission but most reviewers agree that the kinks have been worked out. And I'm no fan of the replacement of a traditional shifter design with buttons on the center console but that's something one gets used to, I suppose. I do think that Honda missed an opportunity to give the Passport a more distinctive interior by largely duplicating the Pilot's. Perhaps they'll remedy that in the next model year. I'd probably still go with the 2019 Sorento based on the versatility provided by the occasional use third row of seats and what I strongly suspect is a real world price point several thousand dollars less than a comparable Passport. But the Passport would be a close second place for our family.
    2
  2374.  @2004cyrus  My error, Joshua. Thanks for the correction. I was going by a Toyota website and the information on such websites is not always up to date.
    2
  2375.  @nelsonvanvickle8862  Fair enough. What I "gleaned (it) from" was your summary comment that "Tampering with the engine control unit ABSOLUTELY WILL invalidate a manufacturer warranty and anybody who tells you differently is full of it, period..." That's a considerably broader statement than "ANY modifications to a stock vehicle that result in damage to the vehicle automatically voids the warranty..." Sorry if I misinterpreted your point of view. It's worth noting, however, that APR's Stage I tuning (the only ECU tuning profile with which I'm familiar) is very unlikely to "result in damage to the vehicle" on E888 engines. The major exception to that, as I noted, is that implementing that tune on a MT VW will almost certainly require a clutch upgrade or replacement on a regular (if infrequent) basis. Even that issue is non-existent with a DSG transmission. As I noted previously, I put about 40K miles on a tuned GTI with no problems, whatsoever. What it cost me was a couple of mpg's in fuel efficiency and that would probably not have been the case if the improved performance had not been so intoxicating. It is possible, of course, to carry tuning of the VW engine much further. Stage II, stage III, and beyond can give a GTI over 400HP with major component changes beyond an ECU tune. I don't personally know of cases where those changes lead to calamitous failures but I wouldn't be at all surprised that they exist. And frankly, I don't see the point of modifying a small FWD vehicle like the Golf to that extent except as a demonstration of overkill.
    2
  2376. My brand preference tends to favor Honda over Toyota but in this case I think the C-HR outpoints the HRV. Looking more broadly at the category, though, the KIA Seltos looks to be a better choice than either one.
    2
  2377. Also "way" more expensive. Comparably equipped Autobahn trim in Germany runs about $54,000.
    2
  2378. Appealing car but I'd opt for a Golf R
    2
  2379.  @dollarn9ne  Actually, the existence of commercials depends on the specific channel. Some have commercials, some don't.
    2
  2380. The question of why one cannot get AWD in the K5 GT when it's offered on the lower trim, less powerful versions of the K5 is fairly easy to answer. The hard truth (especially for internet fanboys) is that the sales of performance versions of mainstream midsize sedans are MINISCULE. For example, the best selling midsize sedan is the Toyota Camry with nearly 300,000 sales in the US in 2020. Toyota says only about 5% (!) are fitted with the 300HP naturally aspirated V6 engine. That's about 15,000 total sales. If AWD were available for the V6 Camry it would likely increase sales by at most 10% while adding weight and nearly $2000 to the MSRP. In other words an increase (optimistically)( of only 1500 sales. That bump in sales wouldn't pay for the design and production of the model. Nissan doesn't offer AWD on their most potent Altima (the SR VC-Turbo) for the same reason. And if Toyota could expect to increase sales by a measly 1500 units with AWD on their "performance" models, imagine how few K5 GTs KIA could expect to sell.
    2
  2381. Perfect vehicle for flyover country where curves are rare and mountains are non-existent. I might find it more appealing if I lived in Kansas or Nebraska.
    2
  2382. And with over 70 cubic feet of cargo space and more passenger space, the Santa Fe is far more versatile.
    2
  2383.  @cwescapexlt4x4  And perhaps most surprising is that third row legroom is the same as a Mustang. Ever tried to sit in the backseat of a Mustang?
    2
  2384. Alex, It's a small point considering that this video is about the Durango but you twice referred to the Toyota Highlander as seating up to eight passengers. Unless three of those passengers are midget double amputees, that's simply ridiculous. Few if any midsize SUV's offer truly accommodating third rows but there's a difference between cramped and useless for most consumers. According to Toyota the Highlander provides 27.7" of third row legroom. That's 2" less than the infamously cramped Mazda CX-9. Virtually every other mainstream midsize three row SUV provides more than 31". The Durango, even with its sacrifice of interior room as a result of its RWD design, provides 31.5". And if that weren't bad enough, Toyota claims the Highlander seats eight passengers only because it's fitted with three seat belts in the back row. Those midget double amputees had better be skinny as well as short. In effect, a top trim Highlander is a four person SUV fitted with captain chairs in the second row and an emergency third row with less legroom than the back seat of a Ford Mustang (30.0"). The Durango isn't the best choice for those looking for a usable third row but it's far superior to the Highlander on that score.
    2
  2385. 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.
    2
  2386. Really??? Do automakers really consider production costs in design? I, for one am SHOCKED!
    2
  2387. Only if Subaru decides to introduce a vehicle that would cannibalize Outback sales. Not bloody likely.
    2
  2388. It's a risk they've been taking for several decades.
    2
  2389. Lots of interesting (if sometimes tedious) information, guys. But trying to evaluate the new Golf R wearing snow tires is like trying to enjoy a ballet performance when the dancer is wearing galoshes. I'm looking forward to the review of the "R" when properly fitted with summer (or at least all season) rubber. 😁
    2
  2390.  @disco.lemonade  Do you need sunglasses when you come out from under that rock where you've been living for the last decade?
    2
  2391. Always interesting to hear Alex' well reasoned and evidence based opinions. Even when I disagree I have to admit he makes valid points. There are, of course, some missing categories. No minivans but that's not surprising since the same players are making the same vehicles as three or four years ago. No wagons. Again, not surprising that this much loved and seldom purchased category is absent. Want a wagon? You'll have to leave North America or be content with the very few offerings available (usually at a premium price point.) The missing category that puzzles me is the compact sedan/hatchback where the Corolla, Civic, and others including the hot selling KIA Forte live. Challenged by compact crossovers but still a huge market segment. Vehicles that range from excellent affordable daily drivers to cars with serious performance cred on the street. Some even with versatility that challenge crossovers. I'm not sure why this category was excluded from consideration. As far as Alex' picks are concerned, I think they're largely well thought out with some exceptions.The CX-5 is very good looking but like other Mazda CUV's, it's cramped. The CRV provides over 25% more overall cargo space. I agree that the Hyundai Santa Fe is a great "compact" crossover though at 188" it really falls in a "tweener" category between compact and midsize vehicles. And personally I'd take the virtually identical KIA Sorento with its naturally aspirated V6 engine and three row seating. In the mainstream midsize sedan class I agree wholeheartedly about the 2.0L Accord. However, I'd rank the Mazda6 in second place ahead of the Camry. And if straight line performance is the only priority and you can still find one, the Ford Fusion V6 is a screamer. Unfortunately, that's about its only strong point compared to its rivals. For what Americans call "midsize" crossovers, (and the rest of world calls the Behemoth class), I've plastered my negative comments about the incredibly inefficient allocation of space in the huge Mazda CX-9 all over various reviews so I won't repeat it here. Alex seems to agree when he notes that the CX-9's interior is "quite compact for the size of the vehicle" (4:02) but he apparently doesn't believe it's as much of a weakness as I do. I was a little surprised to see him rank the VW Atlas so highly. I think it's an excellent "utility" vehicle but in an SUV the size of the Atlas I think it really needs a V6 engine. And with that option, it can get pretty expensive. Alex may be correct in saying that VW dealers are willing to discount the Atlas. If so, that VR6 engine isn't a barn burner but it's tested and reliable and the third row seating is best in class. Have to agree about the Mustang as "fun." Especially the 2.3L turbo Ecoboost. With performance and suspension options it rivals some European rivals at a much lower price. I'd still opt for the MX-5 but the Mustang offers a back seat where a small hostage can be stowed and its performance is rather awesome. Of course, it might be worth buying a GT badge for the rear end and 5.0 badges for the front fenders just to avoid hoots and thumbs down from other Mustang drivers. Can't comment on trucks since I prevail on friends or rent one from Home Depot when I need one. Have to say that like many Europeans the American obsession with pickups eludes me. Most folks I know who have them never allow the beds to be soiled by dirt or anything else but different strokes for different folks. I'm not in the luxury crossover market and I just don't understand the luxury sub-compact segment. I suppose it makes sense for those who want to drive something that looks kinda like an SUV (no accounting for taste) but don't need or want any actual "utility." Nevertheless, the somewhat larger Acura RDX looks like a winner if you're willing to move into that price category. Moving up to the full on luxury segments, my wife would leave me if I proposed spending $80K+ on any vehicle. On the other hand, the divorcee next door drives an Volvo V90 and I might be tempted to....oh, never mind.
    2
  2392. Worth noting that adding AWD to the Mazda3 also adds the weight equivalent to an NFL linebacker sitting in the back seat (almost 250 lbs.) If you're doing it to cope with challenging winter driving conditions, it's worth considering that an FWD vehicle with the weight of the engine over the front wheels and a good set of winter tires will do the same job as AWD about 95% of the time. Mazda maintains that their AWD system enables "G-Vectoring" that improves handling in all conditions but, again, adding 250 lbs to the weight of a small, light vehicle is a big penalty to compensate for.
    2
  2393. 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.
    2
  2394. All hail the "Brontosaurus" class of SUVs. So named for the vehicles' size, their thirst for the remains of their ancestors, and the long term life expectancy of the species. Some might say the name of the category also refers to the size of the brain it required to come up with vehicles like this. But that would be cruel.
    2
  2395. I agree it's beautiful but I don't lease cars. I plan to be buried in my GTI. :)
    2
  2396. Obviously the biggest differentiating factor between these two nearly identical vehicles is the "vibe" each presents. The Palisade strives for a "near luxury" presentation while the Telluride, while definitely upscale in its top trims, presents a more "rigged" vibe. That difference is more than a simple choice between designers. It stems directly from the different national markets at which each is aimed. The Telluride is a near North American exclusive vehicle, built in Georgia and available in the US and Canada. The Palisade is built in South Korea and aimed at practically every other international marketplace. The competitors for each vehicle is quite different. North American consumers can choose a variety of mainstream 3 row vehicles the size of the Telluride. Alternatives include vehicles like the Highlander, the Pilot, the Atlas, the Ascent, the CX-9, etc. Those vehicles are either minor players or simply not offered in most of Asia and Europe, (The Telluride is not available even in Korea.) Instead, the primary market for vehicles the size of the Palisade internationally is made up (mainly European) luxury brands from Audi, MB, Range Rover, Volvo, etc. European shoppers for "mainstream" SUV's typically opt for smaller vehicles. The Palisade offers a rare large SUV at a less than luxury price. And in Asia where middle class consumers is a rapidly growing market segment a "budget" version of a large SUV has a strong appeal both for its functionality and the status it imparts. Bottom line? KIA wants to tap the huge mainstream 3 row SUV market in the US and Canada. Hyundai designed the Palisade to take a chunk out of luxury brands and attract budget constrained luxury shoppers in markets where more expensive vehicles dominate the 3 row market. Being a US resident I was interested to hear some of the configuration differences between the Palisade and Telluride in Canada. Many of those differences don't apply in the US. The most import is that FWD versions are available at all trim levels of both vehicles in the US. Other minor features are part of specific trims in the US while offered as option "packages" in the Palisade in Canada. Such national differences are not unusual but they do make exact comparisons more tedious. :) As far as a preference for one versus the other, I'd opt for the Telluride. That's mainly based on its styling. Hyundai's design language typically strikes me as "fussy." As if the designers finished their job before the vehicle was passed to one final step where a committee adds some bulges and creases just for the helluvit. Second, Hyundai apparently finds diamond faux quilted upholstery suggests luxury. It reminds me of my grandmother's sofa from my childhood. But those are subjective judgments. A couple of other features, though, are less a matter of taste. The Palisade's headlights are mounted just above the front bumper, a design choice that appears to have been pioneered by the Pontiac Aztek and shared with some other more recent vehicles including the Nissan Juke and the Jeep Cherokee (now abandoned). Apart from it being a questionable styling choice (imo), it makes the headlights considerably more vulnerable to rocks and pebbles fired from trucks and other vehicles ahead of the car. Being a resident of Washington State where the spring thaw brings many tons of them down from the Cascade mountains, that's a definite issue. If I lived a few miles north in BC, I suspect I'd feel the same. One notable but I think questionable luxury feature of the Palisade is its motorized third row seats that can be raised/lowered with a push of a button. Not only does this feature make a hobby of watching paint dry seem like an active pursuit, (It has to be the slowest such mechanism on the planet), it reduces the cargo space behind the third row to 18 cubic ft compared to the 21 cubic feet of the Telluride. Unless is 3 ft tall or have arms like a T-Rex, the straps and manual push/pull mechanism of the Telluride seems more sensible. Of course, none of these mainly subjective deficiencies makes the Palisade a bad choice for a midsize three row SUV. Whetherthe Telluride or the Palisade, each sets a bar that rivals struggle to meet.
    2
  2397. You could be correct but I suspect that the Palisade's name is derived from the Pacific Palisades in California.
    2
  2398. The CX-9 "Isn't the biggest vehicle in this class" ? (5:55) That's technically true. In terms of length the 199.4" long CX-9 is shorter than the Dodge Durango and the Chevy Traverse. But it's longer than every other midsize SUV! (Contrary to the comments in the video, the CX-9 is LARGER than either the Telluride (196.9") or the Palisade (196.1".) But in terms of interior passenger and cargo space, it's DEFINITELY "not the biggest." Not only does the CX-9 rank dead last among all mainstream 3 row SUVs, it has less cargo and passenger space than the smallest midsize 3 row SUV (the KIA Sorento) a vehicle that's nearly a foot less in length than the CX-9. Even worse, it has less total cargo space than a Honda CR-V! An aging engine that requires premium fuel to deliver 252 HP. Otherwise, its 227 HP trails every other midsize 3 row SUV by a considerable margin. A similarly long-in-the-tooth 6 speed transmission compared to that of recently developed rivals. Dated electronics and a small sunroof. A cramped interior compared to rivals coupled with a length that's among the largest in the entire segment. Is it surprising that the CX-9 ranks 25th in sales among midsize SUVs (2 and 3 row) ? Outsold by every mainstream 3 row midsize SUV as well as by several luxury vehicles. The CX-9 remains an attractive vehicle. Mainly as a result of its excessive length between the front bumper and the firewall, a design trick used by designers for nearly a century to imply, power, performance, and potency. (Freud provides one explanation for that implication.) But it trails the competition in terms of its "U(tility)" in the SUV category. And since it was introduced in 2017, the CX-9 has made very, very few enhancements. A new design is clearly warranted.
    2
  2399. The Tay-os? Haven't spent any time in New Mexico, eh, Mark. 😉 Frankly, I'm surprised you guys didn't mention that the Taos is in essence the North American replacement for the basic Golf. Fitted with a slightly larger (100 cc) version of the same engine as the Golf. About 6" longer with even more interior cargo space, the Taos is a small car designed for the jungle of urban and suburban traffic and longer trips for a couple or a small family. Slightly more ground clearance than the Golf but unlike some other subcompact SUVs (e.g. the Jeep Compass, the Subaru Crosstrek) the Taos makes no pretense of dealing with anything more challenging than an occasional gravel road. It's a Golf in an SUV costume with the optional addition of AWD and (not surprisingly) the elimination of an MT option. While the basic Golf lives on in Europe in the form of a MK8 version, Americans' obsession with SUVs has meant a sharp decline in basic Golf sales. (Only about a third of all Golf sales in the US were for the basic model. It's extremely unusual for the base version of a vehicle to be outsold by its performance variants.) So the demise of the Golf in the US is hardly surprising. Fortunately, VW will continue to sell the new generation MK8 GTI and Golf R in North America. On the other hand, if the Taos sells well in America more powerful "R" versions may emerge to challenge the existence of even those iconic vehicles.
    2
  2400.  @yournumberonepal  Obviously, different strokes for different folks. For our relatively small family (two adults, a teenage daughter, and a big dog) the 2018 Sorento SX-L is a "Goldilocks" vehicle. Easily enough space for extended trips with gear and luggage and the (very) occasional use third row is very convenient on local outings for 6 or 7 passengers (even average size adults) when the alternative would be to take two vehicles. That was a major factor for us in choosing the Sorento instead of the otherwise very similar Hyundai Santa Fe. I can certainly understand those with different needs might select a van or a so-called "full size" SUV but for us the Sorento has been a perfect choice. Unfortunately, in the recently released Sorento KIA has seen fit to make two captain chairs standard in the second row of all trims above the base version. That makes deploying the third row necessary for five or more passengers or in our case no more than three people and our big dog who isn't built for sitting in a captain chair. Even worse, opting for a second row bench in the lowest trims means there's no option for the more powerful 2.5L turbo engine and dual clutch transmission. As long as KIA sticks to these configurations, we won't be replacing our Sorento with a more recent version.
    2
  2401. The new Sorento would have been available in the US months sooner had it not been for the massive demand for the Teilluride built in the same plant in Georgia and the impact of COVID-19.
    2
  2402. 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."
    2
  2403. Considering that daily driving consists (or should consist) mainly of "gentle" driving in traffic, that's a reasonable compromise.
    2
  2404.  @mogradme8535  Although I'm inclined to agree, KIA is following the same pattern as Toyota and Nissan with AWD offered only on their non-performance models. The reason is obvious. Though self-styled "enthusiasts" always lust for more power, sales of midsize sedan performance versions are tiny. In the case of the Camry, for example, only 5% of all Camrys are fitted with V6 engines. And only 6000 TRD models (with the V6 engine) are slated for production in 2020 and 2021. That is a tiny fraction of overall Camry sales and Toyota undoubtedly believes (correctly) that adding AWD is simply believes it's not a profitable decision. Neither Nissan nor KIA with far fewer sales than Toyota are even less inclined to invest in models that will sit unsold on dealer lots.
    2
  2405.  @Jupisevenfive  I would have said much the same thing a couple of years ago. But Honda's new models (e.g Accord, Civic Type R, revised Pilot, etc) suggest Honda has rediscovered its innovative heritage. As for "charg(ing) too much," auto manufacturers charge what the traffic will bear. They'll know when they're charging too much when sales reflect it.
    2
  2406. 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.
    2
  2407.  @danielboyd7810  Though KIA is certainly not without fault I think pinning the blame on the manufacturer is taking it too far. KIA initially set the annual production of the Telluride at 41,000 units, an optimistic but reasonable expectation for a new model. KIA then asked their dealers to place orders for the new vehicle. Dealers overwhelmingly opted to order the less expensive trims. Auto dealers in general are a conservative group, especially when it comes to new models And they HATE to have expensive top trim models sitting unsold on their lots incurring flooring charges. Add to that the fact that KIA dealers are accustomed to dealing with budget constrained consumers looking for a bargain and the orders KIA was asked to fill were heavily weighted to the least expensive versions of the Telluride. KIA complied and the result was a massive shortage of the upper trim SX model that consumers clamored for.
    2
  2408. 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.
    2
  2409. Rather than "counterintuitive" I think a more appropriate term is rare, even unique. Obviously, if one owns the vehicle the operation of the shifter becomes second nature. But as far as I know (and I may be wrong) Mazda is the only manufacturer that uses the "push to downshift and pull to upshift" pattern. Reviewers who drive a variety of vehicles and seldom have a particular vehicle for more than a week are understandably struck (and frequently annoyed) by a feature that operates differently than they've come to expect. As far as Mazda's choice "makes perfect sense" to a "manual driver," that's a hard case to make. For most manual shift patterns it applies to shifting from odd to even numbered gears but makes no sense from moving from, say, second to third gear.
    2
  2410. I doubt you'll be purchasing one but if you are serious about it you'll probably find that the initial demand for the Veloster N drives its real world price significantly over the MSRP.
    2
  2411.  @techpappee  Let us know what that dealer says about the "best price" of that particular vehicle if you give them your name, email address, and (heaven forbid) your phone number. From a dealer's point of view the purpose of sites like cargurus.com, cars.com, autotrader.com, etc. is to generate sales leads. Dealers are in no way bound by the published price on those sites. That's not to say that a dealer won't sell a vehicle for the published price. And some dealers make it a practice not to add a "market adjustment" to an MSRP. But that's often the exception for popular models. Or you may find (not surprisingly) that the particular model you're interested in is "no longer available" from a particular dealer. In the case of the particular dealer you cited above, a check of the dealer's own website indicates only one Veloster N for sale. In fact, that dealership has only 3 Velosters in total. Don't be surprised if you find that a more in-depth inquiry results in finding out that "Sorry, that vehicle has been sold, but we'd like to have you come in and see us about other options."
    2
  2412. There's no question that European brands in general require more attention and adherence to maintenance than Asian (and some American) brands. Europeans who purchase cars pay more for them than Americans and as a consequence are more conscientious about meeting those requirements than Americans. Toyota maintains its reputation for reliability by designing for the American market where vehicles can be abused and neglected to a far greater degree than European brands. That's a major reason that Americans who ignore oil changes and other maintenance requirements love them. It's also the reason that Toyota pickups are the vehicle of choice among ISIS terrorists where driving environments are among the most challenging in the world and the opportunity for regular maintenance is less available. The notion that Europeans drive more conservatively or that the smaller engines in many European vehicles are more reliable is simply bunk. The generally much higher speed limits on European (well maintained) highways means that vehicles including VW's are designed to run for miles (and hours) at well over 100 mph. The horrendous traffic in most European cities places even more stress on those smaller engines than Americans typically experience. I've owned multiple European and Asian brand vehicles. Except for an early Mazda6 whose turbo engine literally melted at 8000 miles (Replaced under warranty and after ran perfectly for over 100K miles) and an RX-8 that had to be towed to the dealer if the engine was flooded to replace the single spark plug in the rotary engine, my experience with brands from both Europe and Asia was essentially the same because I adhered religiously to maintenance requirements. Having owned both a MK6 and a MK7.5 GTI I've never had a single reliability issue with either in over 80K miles.
    2
  2413. And in comparable trim to the Autobahn that Sofyan reviewed, the price is over $50,000 at current exchange rates.
    2
  2414. No question that the current generation Camry no longer deserves to be derided as a mere "appliance." Like its major rival, the Honda Accord, it handles well, has a four cylinder engine that combines more than adequate power for the vast majority of drivers with economical operation, and boasts first rate fit/finish. Though midsize sedan sales continue to be soft, Toyota will have sold over 270,000 Camrys in 2020, a figure that dwarfs that of every other midsize competitor. When total sales for 2020 are available for the Accord they'll total about 190,000 units. Obviously, Toyota is doing something right in terms of the Camry's configurations. Want more power? The 300+ HP of the V6 Camry is available in several trims. But only about 5% of Camrys are sold with the V6. Why doesn't Toyota offer the V6 with AWD as it does for the 4 banger? Do the math. Sales don't justify it and Toyota hates to build a car that doesn't generate a profit. Sales of the Accord's "Touring" trim on the other constitute a considerably larger portion of the vehicle's overall sales. (About 20% according to my local dealer.) That's likely due to the fact that the Touring trim boasts a somewhat detuned version of the Civic Type R engine and substitutes a conventional geared transmission for the lower trims' CVT. Nevertheless, Honda resists offering AWD on any Accord. Of course sales are not a direct measure of quality. So what about the question Joe raises in the title of the review. "Is the Camry XSE a BETTER sedan than the new Accord?" In terms of quantifiable measures, the Camry routinely ranks at or near the top of reliability rankings. However, "rankings" don't necessarily reflect the actual incidence of reliability issues. (A horse that comes in first a race by a nose is just as much a winner as one that wins by 17 lengths.) Suffice to say that a buyer of either vehicle has a 95% or better chance of never experiencing a major reliability issue over five to seven years. (That, by the way, is true of many current vehicles where reliability has improved vastly over the last couple of decades.) Performance? Americans tend to measure performance in terms of 0-60 mph and quarter mile times. Those are extremely narrow (and often misleading) metrics but for what they're worth, the Honda 1.5L turbo tops the Camry NA 2.5L four banger significantly according to published reports. The Accord's figures are 6.6/15.1 seconds compared to 7.3/15.7 seconds for the Camry. Moving up to the more powerful engine options, it's a wash: 5.6/14.2 for the Honda 2.0L turbo4 vs 5.7/14.3 for the NA V6 Camry. (Figures from zerotosixty.com) Power delivery is another matter. The Camry's naturally aspirated engines offer more linear power delivery while the Accord's turbo 4s deliver a more noticeable punch when the accelerator is floored. Neither is necessarily "better." Different strokes for different folks. Fuel Economy? Again, the two vehicles are nearly identical. For the lower performance engines the Accord has a combined EPA rating of 33 mpg compared to 32 mpg for the Camry. For the high performance versions the Camry averages 25 MPG vs 26 mpg for the Accord. (Figures from www.fueleconomy.gov) Of course, as anyone who has driven turbocharged vehicles knows the temptation to use the accelerator to experience the turbo "punch" may negate the Honda's tiny advantage. Interior Room? The Accord comes out on top. The biggest difference is in legroom. The Accord's first and second rows amounts to 82.7" compared to 80.1" in the Camry. The advantage is almost wholly in the back seat where the Honda enjoys 2.4" more legroom. The Accord's advantage carries over in the trunk's cargo space. The Camry's 15.1 cubic ft is significantly less than the especially generous Accord's 16.7 cubic feet. Of course there are other possible comparisons but the bottom line is more a matter of taste than objective metrics. I've driven both Accords and Camrys and if I were in the market I'd opt for the Honda but each is an excellent midsize sedan and anyone considering one should take a close look at the other.
    2
  2415.  @ampiciline  And a GTI and a Golf R share the same E888 engine despite a huge difference in HP and performance and other features. I didn't say the performance or driving experience were the same. I simply noted that they shared the same basic powerplant. Furthermore, you made my point for me. Just who would purchase a one bedroom house (i.e. a Veloster N) for the same price as a three bedroom house (i.e. a KIA Soul.) when the priority is room for a family?
    2
  2416. Same here. Never even looked at a KIA until my wife and I purchased a 2012 Sorento. We replaced it with a new model last year. Each has been my wife's daily driver and our family freeway slog vehicle. If I ever want to replace it I may have to pry my wife's cold dead fingers from the steering wheel.
    2
  2417. The third row is a $600 option, not a standard feature. And AWD is a $1300 option.
    2
  2418. 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. :)
    2
  2419.  Богдан Кондратов  I'm not sure how you can pack more misinformation and unsupported proclamations in such short posts. I'm very fond of KIA's having owned two over the last decade but their 4 bangers are simply not strong engines either in terms of fuel efficiency or performance. As for the Arteon's engine being "overboosted," that's simply ridiculous. The E888 engine in the GTI, Golf R, and the Arteon is a very strong engine and capable of extensive tuning with virtually no impact on reliability except for the need to upgrade and/or replace the clutch in a manual transmission version.
    2
  2420.  @jadeevades3328  I'm not a fan of the Accord front or rear ends either. They look to me like they were designed by separate committees who were prevented from speaking to one another. On the other hand, the Camry looks like its design template was a spaceship from a 1930's Buck Rogers serial. In terms of style, I think the Mazda6 is clearly the best of the three.
    2
  2421.  @jadeevades3328  Styling is clearly the most subjective aspect of a car's appeal. Hell, some people bought Azteks. :)
    2
  2422. Get an extra one while you can. It's a great car.
    2
  2423.  @swalk5709  That's interesting. I don't tow anything. I use the trailer hitch on my Sorento to mount a bike rack. When/if you clarify the issue I hope you'll post the result here.
    2
  2424. What's the old saying about an Alfa Romeo? It needs a trunk large enough to keep a small Italian mechanic inside. Undoubtedly no longer applies....Right? Well, the Alfa is much like an Italian supermodel. High maintenance but very memorable.
    2
  2425. 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.)
    2
  2426. That's not the worst of the treatment (actually the non-treatment) of the G70. While the base engine of the GV70 is the new 2.5L turbo 4 found in at least 8(!) KIA, Hyundai, and Genesis vehicles the G70 was ignored completely. Its engine is unchanged from the relatively mediocre 2.0L turbo that's been there since the G70 was introduced. Compare that to the closely related KIA Stinger that received the new 2.5L engine in the base GT-Line. Despite strong reviews sales of the G70 have been dismal and declining ever since its introduction and failing to upgrade it significantly will definitely not help.
    2
  2427. The lesson is what happened to the Equus. It no longer exists and Hyundai went the whole route to a separate luxury brand. KIA isn't going to do that. The K900 isn't meant to be a big seller for KIA. It exists in the US primarily to be a draw into KIA showrooms and to enhance the prestige of the brand for those who purchase mainstream KIA products.
    2
  2428.  @eleanormassaro5195  Banff and especially Lake Louise is among the most beautiful places I've ever seen.
    2
  2429. Long in the tooth 2.5L turbo four cylinder with a similarly ancient six speed transmission. Perhaps well suited to a Mazda6, a CX-5, a CX-30, or a Mazda3, all of which offer the same drivetrain. In a vehicle when loaded with fuel, gear, and passengers weighs about two and a half tons? That's another question. With a huge footprint at 199" in length it's NOT a "smaller vehicle," Forrest. It's among the largest. Longer than the VW Atlas, the Telluride, the Palisade, Pathfinder and even the Explorer. In fact the only midsize SUVs that are longer are the Dodge Durango and the bus-like Chevy Traverse! But that's not the most critical issue. Its huge size is combined with the least interior passenger room and cargo space in the entire mainstream midsize segment with less cargo space than a Honda CR-V and less cargo and passenger space than a KIA Sorento that's 10" shorter than the Mazda. The CX-9 is an attractive vehicle, the result largely by the almost foot longer length from its a pillar to front bumper than its competitors. A design trick to imply potency and performance that automakers have used for nearly a century in sports cars and sedans. But it adds nothing to the "utility" of an SUV. And yes, it drives well relatively well on backroads, a longtime Mazda strength. But canyon carving is a relatively low priority among buyers of three row crossovers. All this goes to explain why the CX-9 is the worst selling midsize mainstream crossover on the market in the US by a huge margin. In 2020 it ranked 28th in sales of all midsize SUVs, both two and three row, dead last among mainstream brands. It even trailed seven luxury SUVs in sales. Reviewers who put a high priority on looks and Mazda's signature driving dynamics typically give the CX-9 a thumbs up. Buyers do not. And for those who put a low priority on utility and cargo/passenger space, the CX-5 or even the CX-30 offers the same engine and drivetrain in a much lighter and less expensive package.
    2
  2430.  @james32371  Since I own a KIA Sorento and regularly transport four adults (and a big dog) along with luggage and gear and a hitch mounted 4 bike rack on trips to the Cascade mountains I'm well aware of the effect you're talking about. But it does all that in a vehicle that's a full 10" shorter than the CX-9 with more passenger space, more cargo space, and as a bonus I can actually close the garage door behind my Sorento with the bike rack installed.
    2
  2431.  @thexxdrocker952  Considering KIA's weak response and the Stinger's dismal sales, there's little reason to doubt the demise of the vehicle.
    2
  2432. I think you mean the "GT-Line." The GT does have paddle shifters and upgraded brakes.
    2
  2433. Because when they dropped the euro spec Passat and replaced it with the current larger, less expensive US spec model sales zoomed.
    2
  2434. No question that the new Santa Fe is vast improvement over the previous version. Personally, though, I'd opt for the closely related KIA Sorento for a number of reasons. () The engines and drivetrains of the new Santa Fe and the Sorento are identical. In fact, the optional 2.5L turbo engine is available in 7(!), soon to be 8, KIAs, Hyundais, and Genesis vehicles. From all reports and with the Korean's excellent warranties, the engine looks to be a win/win with better performance AND fuel economy than the engines they replace. As usual, the Sorento and Santa Fe share a number of other components and features including nearly identical infotainment and AWD systems. Although the overall length of the two is nearly identical, the new generation Sorento is built on a new platform the Santa Fe lacks. (The Santa Fe will almost certainly get that same treatment next year.) That difference results in a slightly longer Sorento wheelbase along with somewhat more passenger and cargo space. For me, another Sorento plus is the traditional shift lever versus the Santa Fe's pushbutton transmission control. Cruising along on a freeway the Sorento's advantage disappears but in parking or other low speed maneuvers that require shifting pack and forth between reverse and drive, the KIA's traditional lever that doesn't require looking for the right button has a significant advantage. I'd willingly give up the under console storage space for that advantage. In the Santa Fe's defense, however, it retains the previous version's driver seat memory and 4 way lumbar support. KIA has (inexplicably) dropped seat memory and reduced the lumbar support to two way as well as eliminating extending thigh support in the top trim model. Small differences for some but eliminating seat memory in a vehicle likely to have multiple drivers is simply stupid. Kudos to Hyundai on that score. () The most obvious difference between the two vehicles, of course, is the third row of seats in the Sorento. The third row isn't roomy, of course. In fact, in a rare sign of marketing honesty, KIA characterizes it as "plus 2" seating. But it's worth noting that the Sorento has 2" more legroom in the back row than the Highlander where Toyota absurdly fits the seat with 3 seatbelts. Our family of three and a big dog seldom use the 3rd row in our (last generation) Sorento but when we transport a gaggle of teenage girls or go on local journey with more a group of 6 or 7 people, it's a huge convenience compared to taking two vehicles. () Finally, it's obviously a subjective choice but Hyundai's design language repeatedly strikes me as over-styled compared to its KIA cousin. As if Hyundai has a committee devoted to adding creases and bulges here, there, and everywhere to a finished design. To be fair the Santa Fe isn't as extreme in this regard compared to the Palisade or the new (and otherwise excellent) Tucson but I'd be surprised if five years from now the Santa Fe's design holds up as well as the new Sorento's.
    2
  2435. RIght on. Each has four wheels.
    2
  2436. If many, many consumer products were not based on "what will impress," modern economies would tank.
    2
  2437.  @muyaho420  You're right. Both the Sonata and its cousin the Kia Optima offer some configurations that are competitive in terms of fuel efficiency. In fact, it appears that the Korean twins are throwing a variety of engine/transmission combinations at the wall to see what sticks. They offer 1.6L, 2.0L, and 2.4L four cylinder options, some turbo charged and some naturally aspirated. Those are combined with 6, 7, and 8 speed transmissions, some traditional torque converters, some versions with a DCT. And none of this takes into consideration the hybrids offered for each vehicle. All that's lacking is a CVT option (Thank God.) Unfortunately, the midsize sedan segment is a shrinking pie and the Korean twins, while nice cars stuffed with bells and whistles, are up against the Accord, the Camry, and the Mazda6, each of which offers better performance. There's not much oxygen left in the room for the Sonata and the Optima.
    2
  2438.  @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.
    2
  2439.  @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.
    2
  2440.  @eytsx  You have a pretty sharp eye if you can tell the difference. :)
    2
  2441. As is the case with a number of VW products, we won't be seeing this (or any other T-Rocs for that matter) here in North America. The only roughly comparable vehicle I can recall in the US was the Nissan Murano Cabriolet that disappeared a few years ago. For those who think T-Roc cabriolet is a monstrosity, the Murano was far, far worse.
    2
  2442.  @andrewk8636  That doesn't do much to support your claim that "no one likes the crv", does it.
    2
  2443. 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.
    2
  2444.  @minhajsyed9874  That's true. But neither is the new hybrid power train in the 2020 Highlander. It gets the same hybrid system as the new Rav4 and it's significantly different.
    2
  2445.  @minhajsyed9874  It's no longer in production.
    2
  2446.  @lwglwglwg  The $600-$800 maintenance cost estimate is based on standard dealer pricing for two years of maintenance. Look it up. As for why VW replaced longer warranty available on the 2018/9 models with free maintenance, the answer is simple. VW believes the longer warranty isn't as effective a marketing tool as free maintenance for two years. As already noted, VW could not estimate the cost of redeeming warranties in years 5 and 6 since no cars sold in 2018/9 had been on the road for more than 2 years. And from a consumer standpoint the certain savings in maintenance is a better deal than the possibility of greater saving five or six years later when the chance redeeming that warranty applies to fewer than one in twenty vehicles sold.
    2
  2447.  @fcex558  Unless you want to put human beings in the third row.
    2
  2448. Hey, Zach and Andrea, Kudos for reviewing the GV70 with the 2.5L turbo 4 cylinder engine. An engine that KIA, Hyundai, and Genesis are offering as standard or optional in at least NINE separate vehicles. And in each with very strong reviews. With significantly better fuel economy, a huge savings in purchase price, and 0-60 time of around 5.1 seconds that trails the V6 models by only about half a second, the turbo 4 is a winner. Unfortunately and inexplicably, while the 2.5L turbo is the standard engine in the the GV70, GV80, and G80 (as well as in the GT-Line KIA Stinger) it's not offered in the Genesis G70 sedan where the previous 2.0L engine is retained. Very puzzling.
    2
  2449. Nathan, I usually find your reviews both entertaining and perceptive but I think you missed the boat on the review of the Arteon. First things first. VW has repeatedly been challenged trying to sell their European spec vehicles in the US. The excellent European Passat languished on dealer lots until it was replaced with the larger, cheaper US version built in Tennessee. The same story with the well reviewed Tiguan, replaced with the larger, cheaper model known as the AllSpace outside North America. The excellent Touareg, now in its third generation in Europe was dropped in the US and replaced with the Atlas. Again, much larger and less expensive. VW has announced the Golf along with the Sportwagen and Alltrack won't be sold in the US in 2020. They're putting their eggs in the latest generation Jetta basket, built in the US and not even sold in Germany along with the (US) Tiguan and Atlas. The GTI and Golf R survive but American GTI owners have long complained that the Euro version includes a variety of features left out of the US spec. Of course, if US consumers were willing to pay the equivalent of more that $50,000 for a top trim Autobahn GTI as Europeans do that wouldn't be the case. Again and again US consumers have told VW they want bigger and/or cheaper vehicles than Europeans. So what about the Arteon? It's still another effort to sell a European spec VW in the US. (Though it lacks the 7 speed DSG it's fitted with in Europe in favor of a conventional 8 speed transmission. Few Americans know how to drive a manual transmission and the "automated manual" dual clutch box has behavior unfamiliar to those accustomed to AT's in the US.) Furthermore, its US introduction has been delayed for about two years compared to sales in Europe and other international markets. That was due in part to VW's hesitation to try still one more time to sell a Euro spec vehicle in the US. Fortunately, the new VW CEO, Herbert Diess, says he doesn't expect the Arteon to be a big seller in the US and he doesn't care. It's a "halo" vehicle meant to elevate the brand's image and appeal to Americans who find a relatively affordable, true European Grand Touring sedan appealing. It seems to be a success on those points. With that in mind, I have to differ with your characterization of the Arteon as "quick but not fast." If anything, I'd say the opposite is true. Europeans have been traveling in comfort on Germany's supremely maintained highways at speeds well over 100 mph in Arteons for a couple of years. And they deal easily with the secondary roads in Europe that are laid down over the tracks of roads that have existed in some cases since the Romans built them. Those are the requirements for a GT sedan and Europeans' idea of "performance." It's not most Americans' view of "performance" defined by 0-60 acceleration and quarter mile times on long straight, often badly maintained highways with 70 mph speed limits. A Honda Accord 2.0L turbo or a Camry V6 is "quicker" on those metrics. But few owners or reviewers will ever try to drive either of those vehicles across the entire state of Montana averaging 100 mph. Those who do may find themselves in jail, in a hospital, or if they're lucky simply exhausted by the experience. There may be better options for America's crumbling highways in combination with Americans' conception of "performance" in a four door sedan. The Dodge Charger V8 or the KIA's American-ized V6 turbo scroll Stinger come to mind. But neither will provide the same combination of high speed performance in comfort and a European driving experience the Arteon provides.
    2
  2450.  @com4184  I'll have your required reading list modified. I realize it can be a challenge for those who have reading problems.
    2
  2451. Uaexemarat: Depends on the implementation by various manufacturers. On my '18 GTI the start/stop system restarts the engine automatically if the temperature in the cabin rises or other sensors detect an excessive draw on the battery.
    2
  2452. Considering that a lower trim Explorer moderately optioned but nowhere near the top trim Palisade or Telluride will run you more than $50,000 with a 2.3L turbo 4 in a vehicle that weighs about 2.5 tons when loaded with fuel, passengers, and gear/luggage, that's not "very competitive."
    2
  2453.  @bm9074  The problem with that analysis is that scalding off the line performance ranks about 25th among the top ten priorities of buyers of midsize three row crossovers. The Telluride and Palisade each have 0-60 times of a bit over 7 seconds, more than adequate for buyers, about the same as the Explorer with a base engine, and with less overall stress on the engine than a 2.3L turbo. As for "running out of steam," that's simply not true in anything approaching normal operation. One can, of course, opt for one of the top trim Explorers with a turbo V6 but either the ST or the Platinum trims will push the MSRP close to $60,000.
    2
  2454.  @madisonian50  Obviously that's KIA's perspective. But it's not ours. We love the size of the Sorento (189" long and 74.8" wide). That's about 7" shorter and 3.5" less in width than the Telluride. Likewise, the 2.5L turbo 4 in the Sorento provides similar performance and better fuel economy than the Telluride's V6 engine. The Telluride is a great vehicle but the Sorento is the perfect "Goldilocks" size for us. Further, the Sorento offers the options of a hybrid and PHEV that the Telluride lacks. If we were interested in trading our 2018 Sorento we'd probably give up the third row and opt for the Sorento's sibling, the Hyundai Santa Fe.
    2
  2455. I think not. And that's not because I don't think the Accord is anything other than an excellent car. But the Arteon is considerably more upscale than a fully loaded 2.0L Accord Touring model. And here in the Seattle area the Arteon SEL R-Line is selling for the same price as that Accord.
    2
  2456. LOL...And when you try to purchase the Acura or the BMW for the price of the Sorento, try to keep a straight face. The salesperson will be trying to do so.
    1
  2457. Not familiar with the impact of CAFE standards on brand strategies, I see.
    1
  2458. I would, too. But with "market adjustment" stickers on the few SX Tellurides available, the real world price difference between comparable trim levels is between $5K and $8K with the much more likely willingness of a Lincoln dealer to offer a significant discount and ability to actually deliver a vehicle. (Note that the total production of all Tellurides in 2019 is about 41, 000 vehicles with only a fraction of those being SX models.)
    1
  2459. Toyota and Nissan offer AWD in the Camry and Altima. But just as with the K5 AWD comes only with the less powerful engine options. Blame price impacts, low sales, and the fact that dealers hate to stock vehicles that sit unsold on their lots for extended periods until they're finally sold at steep discounts.
    1
  2460.  @langlebl  DItto on the Nappa leather in my Sorento.
    1
  2461.  @lungulet  Unclear where you live but "importing" a vehicle that isn't sold in the US is a tremendously complicated and expensive proposition. Perhaps not in your country.
    1
  2462.  @lungulet  Same process in the US but it's very, very expensive. I'm not sure whether the Palisade will be available in Sweden but I suspect it will. It's the model designed for the international markets.
    1
  2463.  @kromahj  Then you should try coming out from under your rock and check independent metrics like the annual Consumer Reports owner surveys.
    1
  2464. $42,000? Viagra is cheaper and considerably more effective.
    1
  2465. Wouldn't bet the farm on any of your contentions. There's a reason that almost all brands offer naturally aspirated V6 engines in vehicles that approach 2 and a half tons in weight. (And that includes VW.) I'm a VW fan (I own a GTI with the same turbo engine offered in the Atlas.) but on a point by point checklist, the Telluride tops the Atlas on just about every box.
    1
  2466. No question about it. Wait for the new generation.
    1
  2467. Mazda would undoubtedly put a six cylinder engine in the CX-9 if they had one. As the smallest independent automotive manufacturer they're forced to use the same engines and transmissions in multiple configurations. Rumors continue to circulate that Mazda will offer an inline 6 but the schedule is still unclear.
    1
  2468. 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.
    1
  2469. After numerous efforts VW has concluded that Americans want their VW's bigger and cheaper than consumers in Europe. Thus, the excellent European Passat was dropped in favor of a larger, cheaper American version. Same story for the Tiguan. Same story for the current Jetta that isn't even sold in Europe. And same story for the Touareg, dropped in the US in favor of the Atlas that, like the Jetta, isn't even offered in Europe. The only VW's sold in America that closely resemble their European versions are the GTI, the Golf R, and the Arteon.
    1
  2470. A couple of points that weren't emphasized in the video. Obviously a major impediment to the growth of the fuel cell vehicle market is the lack of refueling infrastructure. But while the EV stations are spreading it's worth noting that a single liquid hydrogen pump can replace a substantial number of individual EV refueling sites since a single LH pump can refuel six to ten vehicles in the time it takes to refuel an EV vehicle. Furthermore, adding a single LH pump to an existing service station is no more complicated than adding, say, a diesel pump with its own underground fuel tank. As the video demonstrates, the LH refueling pump was located in an existing gas station. Finally, servicing LH refueling stations can use the same infrastructure (i.e. tank trucks) that are currently used to refill conventional service stations and puts no additional demands on the already overstretched electrical grid in North America. What this means is that the challenge of increasing the number and widening the availability of fuel cell refueling sites is a far less daunting challenge than building out the infrastructure for refueling pure EV's.
    1
  2471. Very good review, Kirk. I've spent many hours on those roads and if you can find a time when the RVs and looky-loos aren't clogging them, they offer a great driving experience. (Try just after sunrise on a Sunday.) Some comments... () As far as backseat legroom is concerned you might want to consider the fact that only about 1 out of 7 adult males in the US is 6' tall or more. The figure for females is 1 out of 100. That means that only about 4% of all adults are six feet tall or more (i.e. 1 out of 25). I realize you might well feel cramped in the backseat of the Santa Cruz but it's unlikely to be a problem for the vast majority of "normal" adults even if the tall folks find it so. Those figures may seem especially low but that's probably because the freakishly tall six footers stand out in crowds. 😁 () The concept of an offspring resulting from a one night stand between a sedan and a pickup may seem avant-garde but it's not. Ford introduced the Ranchero in 1957 and Chevy followed suit with the El Camino in 1959. Each took a station wagon's front end ahead of the rear seat and grafted it onto a pickup bed. Neither was a strong seller but the Ranchero remained in production until 1979 and the El Camino struggled on until 1987. A major weakness of the Ranchero and El Camino was the absence of a rear seat and 4 doors. That matched the design of pickups in the early years but by the time the Ranchero and El Camino went to vehicle heaven 4 door pickups with bucket seats up front and a backseat were already becoming a thing . In 2002 Subaru tried its hand with the Baja with a backseat and 4 doors. Didn't help much. The Baja disappeared in 2006. Even today, though a four door combination of a sedan and a short bed pickup exists in some international markets. For some reason Australians find the VW Amarok appealing. It strongly resembles the Santa Cruz with a slightly longer bed (5 ft) and more off-road chops than the Santa Cruz. In view of the fact that Australia is a major market for Hyundai the Korean brand may have thought that the Santa Cruz was worth trying in America. They put their design studio in California on the case and the Santa Cruz is the result. That may have been a good choice but Hyundai should remember that surfers looking for a way to transport their boards is a tiny niche market. () All in all, combining vehicles from significantly different product categories is risky. Designed to appeal to those who want a single vehicle that meets multiple mission requirements and are willing to compromise each. Unfortunately, such vehicles often fail to satisfy those who lean heavily one way or the other. Time will tell if Hyundai has found the formula that predecessors failed to perfect. () the option of the 2.5L Turbo engine for the Santa Cruz looks like a good choice. By my count it is now standard or optional in at least 8(!) Hyundai, KIA, and Genesis models (from the Kona N to the Genesis G80) and combines strong performance and good fuel economy. In the Santa Cruz it's combined with an 8 speed DCT, a transmission that has received strong reviews, as well. The tow rating of up to 5000 lbs is impressive. Though I remain somewhat skeptical given that the Santa Fe and the Sorento with the same drivetrains top out at 3500 lbs. Probably a minor point since I doubt many Santa Cruz owners will be towing anything more challenging than a couple of motorcycles or jet skis.
    1
  2472. 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."
    1
  2473.  @Sahbay  Telluride is smaller and more remote but it's arguably more exclusive and definitely as expensive as Aspen.
    1
  2474.  @jook13  That's certainly your prerogative. But Ford would like to sell Mustangs to folks other than the traditional, stereotypical muscle car buyer. They aren't discontinuing the Mustang GT; they're providing an alternative for those looking for something else.
    1
  2475. A great SUV for those who don't need the "utility" of an SUV but just like the looks of the class. With less than 60 cubic ft of total cargo capacity and a cramped interior, it ranks at the bottom of the class.
    1
  2476.  @2up2down14  I think you meant the other way around. The RAV4 has a larger interior than the CX-5. As for issues, as long as you don't need anymore space than a CX-5 can handle, you'll be fine. Doesn't change the fact that it has the least space of any vehicle in the segment. In fact, it's only a few cubic ft more than a VW Golf.
    1
  2477.  @2up2down14  Your comparisons are all between the CX-9 and compact crossovers that are well over a foot shorter than the CX-9. The CX-9 is longer than ANY mainstream midsize crossover with the exception of the Dodge Durango and the Chevy Traverse.
    1
  2478. Except interior space and a V6 engine.
    1
  2479.  @michaels7984  Just doin' my job. :) Facts are facts. Added a new wrinkle in this thread though. Though the CX-9 receives widespread praise for its handling, it turns out not to be especially noteworthy on handling metrics. Not surprisingly it has a larger turning radius than a KIA Sorento. More surprising though is that Motor Trends's skidpad test results indicate the KIA has better grip and its figure eight handling test was quicker with better hold than the CX-9. In short, the CX-9 may well have a great handling "feel" for its size but that doesn't show up in actual results.
    1
  2480. As a GTI owner I'm puzzled by the explosion of these raised hatchbacks. But as a KIA owner as well I applaud the effort. It won't the the game changer the Telluride is but it looks to be a solid effort.
    1
  2481. Always good to hear from Apple fanboys.
    1
  2482.  @jaredstephenson6468  Flip phones forever, eh? Just where can you buy a Windows phone?
    1
  2483. Very little except for the availability of Apple CarPlay/Android Auto that were repeatedly promised but largely unavailable through the 2018 model year.
    1
  2484. Mark, thanks so much for your comments about a turbo (or other performance enhancements) for the Mazda3. You might also have noted that in Mazda's other models where the 2.5L engine is offered in turbo form (CX-6, Mazda6, CX-9) the distance from the windshield/firewall to the front end has had to be extended significantly to accommodate the massive exhaust manifold mounted behind the engine that the turbo version requires. I may be wrong but I'm not even sure the turbo version of the engine would even fit in the Mazda3. And even if it would, it would be VERY crowded. Mazda is simply not going to redesign the entire platform simply to accommodate a choice with such a low take rate. The days of Zoom Zoom and Mazdaspeed are over, folks.Why? Mazda values profits over satisfying internet fan boys unlikely to purchase any new car.
    1
  2485.  @jope783  I'd be interested to see than info. Can you cite a source?
    1
  2486.  @jope783  Thanks, I appreciate the source. And I'm genuinely surprised at the information. To be precise, though, the article you cited doesn't say that each of the models using the 2.5L turbo has the same size engine bay. Instead, the claim is that any of the models (CX-9, Mazda6, and CX-5 and now presumably the redesigned Mazda3 that came out several years after the article) can all accept the 2.5L turbo engine. "Dave Coleman told Car Advice that the turbocharged engine would fit in any Mazda vehicle that already accepts the 2.5-liter gas engine." That doesn't mean a "one size" engine bay; it means an engine bay sufficient to hold the turbo version of the 2.5L turbo in each model. I'm still inclined to doubt that the distance from the base of the A pillar to the front of the engine bay in the CX-9 (199" in total length) is the same as the Mazda3 hatchback at nearly two feet shorter. Mazda has claimed that the excessive length of that distance and the high ratio of that length to the overall length of the vehicle isn't simply a styling trick used by sports car designers for a hundred years to imply potency and performance. Instead they point to "that big space we used for the bundle of snakes exhaust manifold (and) the turbo is in that space too." (The carbuzz article cited above.) In all the models where the turbo4 is installed, the design has meant reducing interior space; the most extreme example being the CX-9. At 199" it's among the largest of the midsize 3 row crossovers and has less interior space than any other midsize 3 row crossover including the KIA Sorento that's ten inches shorter. But it also impacts the design of the Mazda6, CX-5, and now the Mazda3. That's arguably less critical in a midsize sedan and even less critical in a compact sedan or hatchback but for those for whom backseat room and cargo space is a priority, the Mazda3 isn't the best choice. In fact, if the impact of sizing the engine bay to enable the turbo4 to be installed were as great as in the CX-9, the back seat of a Mazda3 would have significantly less room than that of a Mustang. (The legroom in the CX-9's third row and the Mustang's back seat is virtually identical.) So until there's some documentation that the engine bays of all these Mazda models are "one size," (or I take a tape measure to my local dealer :) ) I'll stick with my original guess that the engine bay of the Mazda3 would be "VERY crowded" with a turbo version of the 4 banger. That won't matter to most owners but mechanics will notice it, I guarantee. Finally, I'll add one other point. I haven't driven the Mazda 3 or theCX-5 but I have driven both the CX-9 and the Mazda6 extensively. (I was shopping for a midsize SUV and a midsize sedan last year.) Those hoping that the Mazda turbo engine would provide the kind of "punch" they expect from a turbocharged mill may be sorely disappointed. In its stock form the engine is tuned to deliver strong off the line torque but it runs out of breath at higher rpm's. It's more "diesel-like" than "turbo-like". The Mazda6 drives very well, but it's not as quick as the 2.0L turbo in the Honda Accord or the NA V6 in the Camry. And in the CX-9 it's no quicker than its V6 competitors and delivers no better mileage. It may well fare better in the compact sedan/hatchback category but the competition with turbo's there is tough, as well. And at over 3800 lbs in AWD form, the Mazda3 would likely be overmatched by several much lighter vehicles.
    1
  2487.  @jope783  What you cite in that video is no different from any of a number of manufacturers that use a universal "platform" for a variety of vehicles. The VW Golf and the VW Atlas, for example are built on the same "MQB"platform" that enables placement of engines, transmissions, drive trains, etc. of different sizes on the same basic frame architecture. Toyota has its own multi-vehicle "platform." In fact, it's a direction in which every major manufacturer is going. The more telling comment in the video is the Mazda engineer's comment (paraphrasing) that "Yeah, I'd put a turbo in every vehicle we make if it was up to me. But it isn't up to me." And that's why engineers don't determine marketing strategies and generals don't (or shouldn't) decide when to go to war. (See "Dr. Strangelove or When I Learned to Sop Worrying and Love the Bomb" for a relevant example.) :)
    1
  2488. The Civic is a lot like HS athletes. They begin freshman year as the smallest player on the team with limited playing time. Each year they grow bigger. By their senior year they're nearly the size of their cousin who's a defensive back for Notre Dame. A correction. The stylish grill over the front vents is "continuous" but the vents are not.
    1
  2489. Want a manual? Get one soon. Like other manufacturers who get applause for offering an optional MT on a performance/top trim vehicle, it's likely to last for about a year before it disappears as dealers find they sit unsold on their lots until they're sold at deep discounts.
    1
  2490. Around 71 cu ft total. About one cubic ft less than its cousin, the Kia Sorento.
    1
  2491. The third row in the Tiguan is a low cost ($600) option but the vehicle itself is a tweener between compact and midsize SUVs (185" in length) and the third row is very, very small. The midsize two and three row SUVs offered by VW are the Cross Sport and the Atlas. At 195.5" long the Cross Sport is the largest two row midsize SUV. The Atlas is about 5" longer with considerably more interior space than the more coupe-like style of the Cross Sport.
    1
  2492. I wish I could say I disagree with even one of the trends noted here. You know, "Ah...it's not so bad" or "I actually like (insert feature here.)" But I agree in every single case. Here are several that weren't mentioned. () Parking "Assistance" in vehicles that don't need it. I own a VW GTI that can parallel park itself. I've used that feature exactly once when I demonstrated it to my teenage daughter. Anyone who cannot park a VW Golf without help should not have a driver's license. In fact, it should be a requirement that a purchaser of a Golf should be tested before the car is sold. If they cannot park it, they shouldn't be allowed to buy it. () Recorded "sounds of nature" piped into the cabin. Hyundai and KIA have recently added a feature that allows a driver to select a range of sounds piped through the vehicle's sound system with labels such as "snowy village," "warm fireplace," "lively forest," "calm sea waves," "rainy day," and my favorite, "open air cafe." Who wants to hear the clash of dishes and the chattering of other diners as they drive? Is this supposed to be an antidote to the effects of "social distancing"? Several of the "sounds of nature" appear to have been lifted from devices used to help a listener fall asleep. Is that what we want in a moving vehicle? Eliminate this feature by legislation if necessary. Stop it before it spreads! () Self parking without a driver. Another Hyundai "innovation" is the Sonata's feature that enables an owner to move a vehicle into and out of a tight parking space while standing outside. I can understand its occasional use when one finds your vehicle hemmed in by a humungous SUV parked next to it in a "compact" space or to slip your Sonata into a space where it's likely to be damaged by the same SUV if the driver returns before you. Personally, though, I think a more useful feature would be explosive sledgehammers embedded in the doors that would move the offending vehicle next to the vehicle so you can access your Sonata.
    1
  2493. Joel, you might want to consider the expected long term durability of a naturally aspirated V6 engine versus a smaller turbo 4 mill in a vehicle weighing over two tons. Subaru builds very good vehicles and have earned a very loyal following but physics is physics.
    1
  2494.  @gosman949  Not many buyers of 3 row, two ton plus crossovers prioritize 0-60 times. If that's your bag and you're willing to give up passenger capacity, the answer is a Ford Edge ST or one of the V8 versions of a Jeep Cherokee.
    1
  2495.  @libertysoutlook5160  Point well taken. At the altitude where you live performance comparisons will pit a 3.8L V6 NA engine tuned for fuel efficiency and a traditional geared transmission versus a 2.4L turbocharged four banger with a CVT. I'm not sure which would come out ahead. My guess is that they're close to the same. I climb from sea level to 5600 ft only rarely when I'm in the Cascades so I'm not expert. Living in the Puget Sound area I have several friends who are card carrying members of the Subaru "cult" :) so prevalent here. And I very rarely hear anything but praise for Subaru vehicles. But I own my second KIA Sorento and we KIA owners are apparently developing our own "cult." :) I'll be interested in your impressions if you have a chance to try the Ascent, Telluride, and later this year, the Palisade. All from your "elevated" perspective.
    1
  2496. No question that the Carnival is a vast improvement over the previous generation Sedona. Unfortunately, I doubt it will do much to move the KIA up from fourth place in the tiny, four vehicle, category of minivans available in the US. As implied in the video, the two biggest fails are the absence of a hybrid powertrain and any form AWD. As far as AWD is concerned, I actually owned a minivan with AWD for about five years. It was an '89 Mazda "MPV," the only minivan that offered AWD at the time. It was a great vehicle and arguably the AWD saved my wife's and my lives when it slid off an isolated snow covered logging road in the Washington Cascades into a ditch. Without the AWD I don't think I would have been able to extract it from the deep snow. If that had been the case we would have been miles from a traveled road, much less civilization, in a era when cell phones were almost non-existent. Experiences like that result in long term affection for such a vehicle. And I wondered for years why other automakers didn't offer AWD. In any event, the minivan market segment has shrunk to such a tiny category (2% of new vehicles sold), I suppose it's understandable that KIA didn't opt to offer either AWD or a hybrid powertrain in the Carnival. But considering that both the Sienna and Pacifica offer each feature and the Odyssey has a loyal following, I think the Carnival has missed an opportunity.
    1
  2497.  @TheStraightPipes  Well, Toyota's Avalon suggests they believe 60 is the new 40 so perhaps "almost 40" is the new 20. ;)
    1
  2498. GTI's for sale in Europe and Australia are rated at 245 HP, I believe. The HP deficit in North America has been going on for some time.
    1
  2499. Karen Melikov: I agree. Of course "R" fans will point out that it can be tuned, as well, again creating a significant gap in HP and torque. Frankly though, I don't see the point unless you spend a lot of time at the dragstrip or risk life, limb, and license on the street.
    1
  2500. Be careful, Joe. You may find the roads of the wonderful Texas Hill Country are addictive. Having lived in both Austin and Sarasota, there's no comparison.
    1
  2501. 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.
    1
  2502. Great review, Alex. Happy to see you take the time to review a truly excellent vehicle. I do have some quibbles, though. First, if one is comparing the Stinger to mainstream midsize sedans (e.g. Honda Touring, Camry V6, or KIA K5 GT/Hyundai Sonata GT-Line), the comparison should be limited to the Stinger base (GT-Line) version with the 2.5L four cylinder engine. The top two trims of the Stinger (GT1 and GT2) are significantly more expensive than the GT-Line and those models, at least in terms of price, compete with BMWs and Audis. With that in mind, I'd argue the GT-Line Stinger is a screaming bargain. And contrary to the comments in the video, the base Stinger DOES have the option of the upgraded 15 speaker sound system (otherwise available only in the GT2 trim) and a moonroof via the $2300 "Sun and Sound" package. Adding AWD (a $2200 option) and a dimming rearview mirror and home link ($350) brings the total MSRP of the Stinger to $41,140 plus destination and TTL. None of the mainstream alternatives can match the features of the Stinger (e.g RWD and RWD biased AWD and premium sound) and the top trims of each are in the $40,000 range. The KIA K5 GT and Sonata N-Line have the same marvelous 4 cylinder engine as the Stinger GT-Line (and a dual clutch transmission compared to the Stinger's conventional AT) but neither offers either AWD or an LSD to tame the FWD wheel hop and torque steer of a 300+ HP and torque of a FWD sedan. As far as truly comparable rivals are concerned, I think the VW Arteon is the most obvious. The US spec of the 2022 model is a version of the EA888 4 cylinder turbo with the features and tune that approximates the Golf R (with specs comparable to the Stinger GT-Line) and VW's excellent DSG (dual clutch) transmission. (The transmission is a favorite of mine. Others may differ.) Like the Stinger the Arteon is a "lift-back" design but with more interior passenger and cargo space than the KIA. The SEL R-Line has an MSRP of about $46,000 but if the previous year's pattern is repeated dealers are likely to offer discounts for about $6000 off that price. (In the crazy world of new car prices, that may not hold, of course.) All in all, the Arteon is more a true "Grand Touring" vehicle in the European tradition than the Stinger, a vehicle that feels like a Korean interpretation of a European GT for American tastes. The VW has some advantages for long distance comfortable travel for four adults at high speeds on roads like the Autobahn (or on largely empty interstates in Montana). In addition, it has a significantly larger fuel tank than the Stinger and (imo) a more elegant design . The RWD-biased Stinger, on the other hand, probably has an advantage on twisting mountain roads. Having driven both 2021 Arteon (R-Line) and the 2022 Stinger (GT-Line) I think the revised Arteon might have a slight edge for me but I'll have to wait the arrival of the VW to be sure. (I own 2 VWs and a KIA so my brand loyalty is split.) As far as the future of the Stinger after the 2022 model year is concerned, I'm pessimistic. It appears that KIA is putting their performance "eggs" in the EV6 basket. And my experience is that KIA salespeople have no idea how (or to whom) to sell the Stinger. A problem that began when it was introduced and hasn't improved markedly. That's a tragedy for what is a very appealing car. So if you're in the market, I'd recommend getting one while you can.
    1
  2503. The size classifications for SUV's is subjective at best. But the Telluride isn't a "full size" SUV. It's smack dab in the middle of the so-called "midsize" category, almost exactly the length as the Honda Pilot and Subaru Ascent and smaller than the VW Atlas, the Mazda CX-9, the Dodge Durango, and the Chevy Traverse. It looks big and "brawny" and it lives up to that in terms of interior space where it's extremely roomy. That makes it the most efficiently packaged entry in the entire three row midsize category. Want to check out that claim? Divide the amount of passenger space in the Telluride (178 cubic feet) by its length (196.9 inches) to derive a "cubic feet of passenger space per length in inches" stat. You'll find it's better than any other midsize crossover. Interestingly, the KIA Sorento comes in second with others trailing behind. The CX-9, not surprisingly, is at the bottom of the list. Of course, the Sorento doesn't offer nearly the room of the Telluride (153 cf vs 178 cf) but surprisingly, it offers the same legroom in the third row. (The Telluride is both taller and wider so it's truly a three passenger rear row while the Sorento can accommodate only two comfortably.) But to be fair, the Sorento at 189" long is actually a "Tweener" size (comparable to the Ford Edge, the Subaru Outback, and the Hyundai Santa Fe) rather than a full fledged "midsize" three row SUV. Of course, almost any of 3 row SUV's has room for six or more passengers for a short trip. The real test is whether a vehicle can accommodate six or more passengers AND their luggage/gear on an extended journey. And on that score the Telluride comes out very well for a so-called "midsize" vehicle. With 21 cubic feet of cargo space behind the third row, only the Traverse has more (23 cubic ft) and the Chevy is seven inches longer (204.3") than the Telluride. To get significant better accommodations for six or more on a trip you have to move up to a "full size" SUV or a minivan. Bottom line is that the Telluride has lots of appealing features. One advantage of being late to the party is that you get to see what everyone else is wearing. And one of the Telluride's most important features, often overlooked in reviews, is the highly efficient "packaging" for passengers and cargo. It's the largest vehicle KIA makes but it's not the largest midsize SUV. More importantly it prioritizes passenger room compared to the competition in the midsize category.
    1
  2504. J-oh Bl-oh: The bumper to bumper warranty for the KIA runs for 5 years, not 36 months. And contrary to your comment, it's comprehensive, covering virtually everything other than wear items such as tires, filters, etc. And again, the VW bumper to bumper warranty now runs for six years/72,000 miles. Before spouting off, perhaps you should educate yourself.
    1
  2505. J-oh BI-oh. I'm sure your ignorance doesn't stem from your ethnicity.
    1
  2506.  @roshanmanilal5315  Thanks for the recognition that it might be a question of individual taste.
    1
  2507.  @jonathanhidalgo4591  No, no...You don't understand. He wants safety systems and doesn't want to pay for them. It's a common sentiment among commenters on the internet.
    1
  2508. The forthcoming Genesis SUV is another vehicle, altogether.
    1
  2509.  @d3adk964  Must admit that I've driven the Alltrack only as a loaner while my GTI was being serviced. I'm not sure I paid much attention to the back seat. So I'll take your word for it. The Tiguan's second row seat is quite accommodating. Of course, its third row is suitable only for legless amputees and hostages. As far as the mod of the Tiguan's ECU via odb11, that's an interesting tidbit. It would explain the performance deficit I experienced when I tested it. Thanks for the comment.
    1
  2510.  @d3adk964  Your comment brings up an interesting aspect of VW's engines; their "tunability." Along with the Subaru WRX, VW's ubiquitous four cylinder mills can be tuned via the ECU to a remarkable degree. And doing so, especially along with some other reasonably priced modifications, literally transforms their performance without impacting their reliability. A Stage I APR tune of my MK6 GTI was less than $700, took 30 minutes, and gave it power that literally shocked me. And over 30K miles never presented any reliability or durability problem. (My MK6 GTI had a DSG so I didn't even have to budget a periodic clutch replacement.)
    1
  2511.  @kcsellingpage653  That's not unusual. Perhaps a slight exaggeration but not much.
    1
  2512.  @GPeterG-km1xj  Used Sportage?
    1
  2513.  @normt5463  Yes, it is. In fact, I think the "tweener" size (188" - 191") is an especially interesting category of crossovers.
    1
  2514. It's videos like this that led me to subscribe to this channel! As far as EV's are concerned I live on an island in the Puget Sound about 50 miles or so from Seattle. So for many of my neighbors who undertake that punishing daily commute EV range is a paramount issue. It's also a relatively affluent (and tree hugging) community Thus, most of the EV's I see are Teslas with a range of 300 miles or more and owned by my neighbors who have garages with home charging systems.What I see from most EV manufacturers is either (a) an effort to extend the range of more affordable choices to 200-250 miles or (b) the use of batteries to improve overall performance in vehicles even more expensive than Teslas. But even if a realistic range of 250 miles may make a reasonable commuter it still isn't a viable road trip vehicle, at least not here. I'm fortunate to work at home and my commute involves putting on a bathrobe and walking 50 ft or so to my study in the morning. I might put a hundred miles on an EV in a week so even a relatively limited range would be acceptable and convenient for local use. On the other hand, spending close to $40,000 for such a vehicle seems an extravagance at best. With that in mind (and a teenager starting to drive) I'm taking a look at the MINI EV with a federal tax credit that brings the cost down to the low or mid $20K level. With a range of slightly over 100 miles it wouldn't be suitable as a road trip vehicle but it would significantly reduce the family's use of much less economical crossover and in the process extend its life. And that last point is often not mentioned. Holding onto a vehicle for eight to ten years largely eliminates relative depreciation costs between brands and limiting mileage is the best way to insure long vehicle life. I think the point that ICE vehicles aren't going to disappear for decades is a good one. And an excellent reason to continue their development. But for families like ours, EV's, even those with a limited range, can be an excellent second or third vehicle and make economic (as well as environmental) sense.
    1
  2515. And that's why it's NOT called an "Initial Reliability Study." JD Power publishes a separate study that surveys owners' reported reliability after three years of ownership. Like any study based on a sample of respondents, neither is a bible upon which to base conclusions without question but they are scientifically drawn samples of owners that do not rely purely on volunteered participation.
    1
  2516. The TCR is not available in the US and is very unlikely to be.
    1
  2517. What many who haven't lived in climates with challenging winter conditions don't realize is that a small, light vehicle with the engine weight over the front drive wheels and a good set of snow tires will perform as well as an AWD vehicle about 95% of the time. I learned that many years ago living in the snow belt of NY state with a Saab 96 that never left me stranded.
    1
  2518. 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.
    1
  2519. Good catch. May Sofyan was counting the weight with two passengers. :)
    1
  2520. I own both a GTI and a Kia Sorento. If I were in the market for a compact sedan the Forte and the Jetta would be at the top of the list. Love the minimalist interior look and feel of the Jetta but the KIA's tech is among the best on the market. Tough choice.
    1
  2521.  @fredbrackely  If I were planning to shove my kid out the door to whereabouts far away your suggestion might have some appeal. But I'm not thinking of getting a car solely for her. We'd be sharing the three cars in our "fleet" just as we share the two vehicles now. And apart from not wanting to take on the issues and expense of maintaining a "used Crown Vic" and preferring a vehicle that is less likely to find itself in a ditch, I don't want to drive one. :)
    1
  2522. 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.
    1
  2523. Thai Bui: I agree. There won't be a V6. If that's a priority for you, look at the very similar Kia Sorento.
    1
  2524.  @kevs2good133  Same design in the VW Golf/GTI.
    1
  2525.  @calvinstrikesagain  Very good answer. Too often youtubers appear to assume that manufacturers' production capacity is infinitely elastic or even infinite. Actually producing vehicles is far more involved than simply deciding to do so.
    1
  2526.  @AAutoBuyersGuide  Thanks, Alex. You beat me to it. 😊
    1
  2527.  @jellebigge  And has been corrected in the period since.
    1
  2528.  @TomaszDominikowski  Actually, AutoGuide.com doesn't offer independent assessments of the "worst" cars. They simply summarize the results of the lowest rated brands/models from the annual Consumer Reports survey of owners. And the work CR does is, indeed, valuable. But the value comes from the extensive details CR includes in their research. Just citing the "worst" brands/models without the details is AutoGuide's effort at clickbait.
    1
  2529. Fortunately, I'm not shopping in this category. It would be VERY challenging. On one hand if I'm going to put up with the overall looks of any crossover I want maximum utility. That's what the "U" in CUV stands for. And the combination of compact exterior size and more efficient allocation of space makes the CR-V the winner. On the other hand, the RAV4 hybrid not only makes it the only version of the Toyota I'd even consider, it makes it a significantly better choice from my perspective than the non-hybrid CR-V. I'm not a fan of CVT's but they're not all created equal and the Honda's seems to be relatively inoffensive. Still, I have to admit that even the best CVT doesn't match a traditional stepped transmission from my perspective. So the combo of a NA engine and a hybrid system (even the rather odd version in the RAV4) that delivers equal or better power and a huge advantage in terms of fuel economy gives the Toyota a significant edge. That's a big plus for the RAV4 today. All this means that if I were shopping I'd be strongly tempted to wait and see what the hybrid CR-V offers before making a choice. If it meets or beats the RAV4 in terms of fuel efficiency along with its greater passenger room and load capacity, that might well tip the balance toward the Honda. But once we reach that point, Alex' reference to a RAV4 plug-in hybrid with MUCH more power than the current hybrid version means I might wait to see what that version of the Toyota has to offer before making a decision. Finally, given my great experience with two KIA Sorentos over the last decade, I'd be interested to see what Hyundai and KIA have to offer once the RAV4 plug-in hybrid is released and by then, Honda may well have a 2021 CR-V that updates some of its current weaknesses. It's a never ending cycle and I'm happy not to be needing to make a choice anytime soon.
    1
  2530. Or 3 Santa Fe's.
    1
  2531. Personally I agree. But a huge portion of consumers (like my wife) is willing to give up handling on secondary backroads for elevated driver seating. Of course, it's much like a nuclear arms race. As the height of other vehicles increases the desire to improve visibility in heavy traffic follows, especially among more "petite" drivers.
    1
  2532.  @arrogen2831  Yes. It's an optional feature for a modest price of $600 or so. But it's a very cramped 3rd row with 27.9" of legroom. (Ironically, that's the same as the similarly cramped Highlander.) Altogether, the combined legroom of the Tiguan amounts to 104.6" of legroom. That's relatively respectable for a vehicle 185" in length but it's truly an emergency or "in-law" 3rd row.
    1
  2533.  @fabulousprofound  Actually, the Sorento is 5" to 8" less in length less than the Highlander. (Most models of the Highlander are 195" in length. The XSE is 197.4" long.) The Venza is about 187" long while the RAV4 is only 181" in length. Overall passenger space, however, is almost identical, 98.9 for the RAV4 and 98.1 for the Venza.
    1
  2534.  @PCSPITTER4NY  As a matter of fact the sales figures I quoted were from carsalesbase.com. You'll note, in fact that my figures for both the Telluride and the Palisade (as well as the estimate of consumer sales) came from that source. I combined the Palisade and Telluride sales figures because they are essentially identical vehicles with the same MSRP's from the Hyundai/KIA conglomerate. Bottom line. Ford dealers have acres of unsold Explorers being offered at steep discounts while KIA and Hyundai dealers sell each and every Palisade and Telluride they can get their hands on at MSRP or above and months long waiting lists of customers who have plunked down actual deposits. And even with that limited availability the Korean brands have sold within a few thousand units of Explorer sales to consumers.
    1
  2535.  @renemartinez2744  Should have said "stereotypical." But thanks for supporting my point.
    1
  2536.  @renemartinez2744  The problem with your analysis is that the Arteon has been for sale internationally for two years and has sold extremely well at prices well over the MSRP in the US. If you were a VW executive would you drop the price in the US and deny a customer in Europe the opportunity to purchase the vehicle? As already noted, European consumers have a different perspective on VW and a different set of driving priorities than Americans. That's why VW doesn't expect the Arteon to be a big seller here.
    1
  2537.  @chezzyperson3339  Yes, I realize that technically the Sorento (189" in length) is a "midsize" SUV but KIA has found that it's frequently cross shopped against top trim versions of larger vehicles in the compact category. The Sorento's unique feature is the fact that it offers three rows of seats compared both to compact SUVs and the two row vehicles you cite. In fact, the Atlas Cross Sport is an especially large 2 row SUV at 195.5" in length. That's slightly larger than a Toyota Highlander. All in all, the most accurate description of the Sorento is as a "tweener" vehicle that falls between the compact and midsize categories.
    1
  2538. The Chrysler "Slant Six?" OMG, you are getting old, Alex. :) It's worth noting, by the way, that the 2.5L turbo engine is the optional (slightly detuned) powerplant in the 2021 KIA Sorento and in the performance versions of the KIA K5 and Hyundai Sonata. As an owner of a KIA Sorento (my second) I was initially disappointed to see the V6 discontinued in favor of the 2.5L turbo. Though I'm a fan of smaller displacement turbo 4's in smaller, lighter vehicles I've always been somewhat skeptical about the durability of the application in larger SUV's. The fact that the Hyundai/KIA/Genesis are prepared to put the powerplant (and the long warranties offered by each brand) in the Genesis G80 and GV80 is reassuring.
    1
  2539. Scalding performance in a midsize 3 row SUV ranks about 25th among customers' top 10 priorities. That's not the Ascent's problem.
    1
  2540. There definitely is not. :)
    1
  2541.  @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.
    1
  2542. I believe you may be confusing the Santa Fe XL with the Santa Fe. That's not surprising given Hyundai's confusing naming game over the last few years. The vehicle that was called the Santa Fe was renamed the Santa Fe XL in 2018 and the vehicle called the Santa Fe Sport was renamed the Santa Fe in the same year. As far as I know, the Santa Fe XL has now been replaced in all markets (except for leftover units) by the Hyundai Palisade.
    1
  2543.  @FamilyWheels  I'm sure you're correct that putting a 3rd row in the Passport would be seen by Honda as ridiculous and would only cannibalize Pilot sales. I only brought up the Sorento because it's unique in offering a usable third row among this class of tweener vehicles. And even though we're a small family who could get along with only two rows of seats almost all the time, there are situations where we've found the third row to be very convenient.
    1
  2544. You make a valid point in general. But a vehicle that reaches 60 mph in over 14 seconds is on the edge of unusable. Not everyone lives a mile above sea level, of course, but if I lived in Denver, I'd be hesitant to try to merge onto a freeway.
    1
  2545.  @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.
    1
  2546.  @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.
    1
  2547. Mazda's design language in several of their vehicles involves a very long hood, a design that sports car designers have used for about a century to imply potency and performance. Unfortunately for a "utility" vehicle it also means a cramped interior. Thus, the CX-5 has less passenger and cargo room than almost all of its compact crossover competitors. But that deficit is significantly less than in the CX-9, a vehicle that's among the largest midsize crossovers with less cargo capacity than a CRV.
    1
  2548. Sadly, we don't get the Ceed in the US, probably because the only engine option likely to appeal to American consumers is the 1.6L Turbo and the Ceed would likely cannibalize sales of the Hyundai Veloster.
    1
  2549.  @autogefuehl  Duh....Of course it is. I'll crawl back under my rock now. :)
    1
  2550. ​ @autogefuehl  Just to rescue my comment from its much deserved stupidity, I'll note that the Forte5 hatchback has been discontinued in the US and that was the source of my confusion.
    1
  2551.  @JMR1995  I suspect you can go well beyond that, at least based on the GTI. Have to say, though, that a 400HP GLI or GTI strikes me as rather silly. :) YMMV.
    1
  2552. @—TheManInDboX — I'd be interested in seeing the video. In the video below he found exactly the opposite in a Caddy comparison. I couldn't find a GTI comparison. Can you cite the source? www.youtube.com/watch?v=vTwnsWdxZ3M
    1
  2553. If I ever have to use my vehicle as a snow plow I'll keep that in mind. Considering that most consumers never face that eventuality it's not likely to be a high priority for most folks.
    1
  2554.  @jjr007  I didn't miss your point. I was just questioning the relevance of your point. Of course 4WD is superior to 2WD if you're using an ATV as a snow plow. And if one is using a road legal vehicle for that purpose, the same would be true. But the mission of virtually any vehicle designed primarily as a passenger vehicle isn't plowing snow unless it's equipped specifically to do so.
    1
  2555. Obviously, Toyota believes "60 is the new 40." And the new Avalon, especially the TRD version, is meant to combat the annoying habit of Avalon owners to die before they buy another vehicle.
    1
  2556. Apparently every manufacturer equates quilted upholstery with "premium," "luxury," or "cool." Unfortunately it reminds me of the sofa in my grandmother's living room.
    1
  2557. 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.
    1
  2558.  @Cityofemeralds  I like the Edge, too. In fact, I nearly purchased an Edge Sport last year when I replaced the family SUV. But the Edge ST is not nearly as impressive an upgrade over its Sport predecessor as the sixth generation Explorer is compared to the last generation.
    1
  2559.  @DRII-yv1yt  Doubtful and desperate on all points. I put "proper" engineering in quotes because that was the term you used. You're free to "trust" any manufacturer you choose but faith is a belief for which evidence is lacking. I'm well aware that Ford's Ecoboost engines are impressive performers but a two and half ton Explorer is not a Mustang or a compact crossover. And no manufacturer is without black marks in their records. I assume you've heard of the Pinto, right? I'm also aware that modern turbos are far more advanced in design and materials than 30 years ago. That's why I have a 2018 2.0L turbo vehicle sitting in my garage. The "proof" I cited in regard to engine stress and heat are the stuff of a first year college course engineering course or a high school physics class.When you reach the age to take either of those courses, check with your teacher. As for you're being "pretty sure" that the 2.3L turbo is more expensive to produce than a V6, guess again. One major reason that so many manufacturers have moved to smaller turbo engines in their vehicles is its advantage in terms of cost savings.
    1
  2560.  @jsfbay1  I think it's more likely that the (so far mythical) Genesis SUV will be built on a platform shared with the Genesis G90 rather than adapting the Telluride/Palisade platform. Time will tell.
    1
  2561. Impressive vehicle. But one significant correction. The Sorento is from a Korean manufacturer but the versions for sale in North America are not "Korean imports." They're built alongside the Telluride in West Point, Georgia.
    1
  2562.  @sonofrobert  Sportwagen is an excellent vehicle. Too bad it's been discontinued in the US.
    1
  2563. The K900 is the K9 in Korea. KIA added "00" to the name to avoid English speakers making jokes about the Canine being a dog.
    1
  2564. Sicken you? If you're that immunity challenged, I suggest you self-quarantine. As far as opinions are concerned I try to back them up with facts. Perhaps that's what offends you. You're certainly not alone in that. In fact it appears to be a condition shared by around 40% of the US population.
    1
  2565. @Pika Pika You're right. I sometimes forget that an allergy to facts is a worldwide phenomenon.Have to compliment you, though. Though you're not an American you do a credible imitation of a Trump supporter.
    1
  2566. Horrible weight balance in a car the size of the Jetta.
    1
  2567. That's ok. The folks in the long waiting lines for the Telluride won't miss you.
    1
  2568. Not necessarily. Non-US/Canada markets get the diesel version of the Sorento. That was promised when KIA dropped the turbo4 option but KIA (and Hyundai) have subsequently decided that's a non-starter in the US.
    1
  2569. The V6 has been reserved for the closely related KIA Sorento.
    1
  2570. Stephen Hendricks The relationship between Hyundai and KIA products is complicated and the Santa Fe's history is somewhat confusing considering that what was once called the Santa Fe was renamed the Santa Fe XL in 2018, the Santa Fe Sport was renamed the Santa Fe, and prodution of the Santa Fe XL was discontinued prior to the introduction of the Palisade. Oversimplifying the story to a considerable degree here are some things to keep in mind. ()All KIA vehicles use Hyundai engines and the two brands share many other major and minor components in similar models. Same transmissions, same AWD systems, same infotainment systems, very similar or identical platforms, etc. Nevertheless, the design teams are independent of one another and "generational" schedules are distinct. The two brands share a business model that restricts individual options on particular trim levels in the interest of simplifying production and constraining costs, a model that enables each to offer strong content at a lower price than competitors. () In 2018/2019 the Santa Fe and the closely related KIA Sorento went through some changes. The Santa Fe was limited to a two row configuration with two engines, a NA 2.4L NA 4 banger and a 2.0L turbo that had been offered in the Sorento. Meanwhile, KIA dropped the two row option and the turbo 2.0L turbo engine while keeping its 3.3L V6, a naturally aspirated version of the same engine offered in the KIA Stinger and the Genesis G70. With those exceptions and some additional features (e.g. digital cockpit, rear seat alert if a pet or kid was left in the car, etc) in the Santa Fe meant to attract attention to (and overcome confusion about) the Santa Fe the two models retained their almost identical size and other features. () Hyundai and KIA do a masterful job of building vehicles from the same parts bins that appeal to somewhat different market segments. In the case of the Santa Fe, Hyundai apparently aimed to capture some buyers of upper trim CRV's and RAV4's looking for a vehicle larger than a compact crossover but smaller than most midsize vehicles and pricing only marginally higher than top trim compact SUV's. KIA, on the other hand lacked a larger 3 row crossover like the Santa Fe XL. Thus, they opted to retain a 3.3.L NA V6 and three rows of seating in a "Goldilocks" sized vehicle that was up to a foot shorter than rivals with comparable room in the third row. () The Sorento's generational change is with the 2012 model, probably showing up in the US in the fall or later. Being built in West Point, Georgia where the Telluride is also built has undoubtedly complicated its North American introduction. Add the impact of COVID-19 and patience is called for. From the international introductions and international reviews, it's clear that the Sorento (a) is only about 0.4" longer than the 2020 model, (b) takes a number of design cues from its big brother Telluride, (c) adds many of the features found on the current generation Santa Fe (e.g. digital cockpit, rear seat alert, piped in sound effects, etc.) and (d) drops the V6 engine in favor of the 2.5L 4 cylinder turbo from the GV80 and Sonata N-Line. The last change is a bit of a disappointment, I think. But I'm not surprised. The 3.3L V6 in the current Sorento is long in the tooth and Hyundai/KIA have long been challenged in terms of fuel efficiency and the new turbo 4 along with a hybrid Sorento that's coming as well should help on that score. And while I'm always a bit skeptical about 4 cylinder turbos' durability in 2 ton SUV's, the fact that Hyundai is putting it in their Genesis GV80 provides some reassurance.
    1
  2571.  @ThomasFG  I'm not sure why you think "long in the tooth" necessarily means an inferior engine. I've owned two Sorentos (2012 and 2018 models), each with the 3.3L GDI V6. I like the engine very much. It delivers smooth, linear performance and in a vehicle weighing over 2 tons it's under-stressed compared to a turbo 4 banger. But if Hyundai/KIA could "tune it better" for better fuel economy they would have done so. Especially considering that fuel economy is an area where they've struggled for years. Like other manufacturers Hyundai/KIA have decided that a better strategy is to drop the V6 option in the Sorento (as well as in the Santa Fe) to optimize fuel economy along with snappy performance.
    1
  2572.  @ThomasFG  Ah yes, the infamous "carbon build up" issue. In fact, carbon build up is not a problem with most GDI engines period. And in the few instances where it's been an issue (e.g. VW's) the issue is extremely rare.
    1
  2573. I hope it does well but "hot cakes" is way too optimistic. Corollas and Civics will outsell the Mazda3 by hundreds of thousands of units.
    1
  2574. Right...Much like a pizza oven. :)
    1
  2575. Much more likely is the money savings in building a CVT and the potential improvement in fuel efficiency.
    1
  2576.  @mezzb  Hmmm...What exactly are you talking about? :)
    1
  2577.  @The1stMoRice  No. That would be me.
    1
  2578.  @MrRandomcommentguy  If a rear view mirror "worked flawlessly" there wouldn't be thousands of collisions occurring when a vehicle cannot be easily seen during a lane change. In fact, collision mitigation works even when an idiot is snapchatting. No, adaptive cruise control doesn't "help you fall asleep." In fact, it has the opposite effect. You must be thinking of the potential effect of non-adaptive cruise control.
    1
  2579. I'm a Sorento owner, too, and I'd still prefer it over the Telluride for several reasons, mainly in terms of overall size. But as far as the dual vs panoramic sun/moonroof, I suspect the rationale has to do with the overall size of the vehicles and assurance of structural integrity. As far as the table design of the infotainment screen is concerned, I prefer the integration in the center stack of my Sorento. But here again I can understand the Telluride design. That wide 10" display would be difficult to integrate in the top of the center stack. I think the designers had little choice, especially since the Telluride offers two different size screens in the various trim levels.
    1
  2580.  @TheUrbanEpicure  What is rather pointless is to review a vehicle more than a year before most viewers can actually purchase it.
    1
  2581.  @TheTankDiver  That's ridiculous. You're confusing styling choices with emission requirements.
    1
  2582. Sorry, DuvShack. You have it exactly backwards. When CAFE standards were originally introduced manufacturers lobbied furiously to exempt or weaken standards for trucks. The argument was that trucks were primarily commercial vehicles and constituted a small part of the total vehicle mix. Implementing tough standards for "trucks" would hurt commercial applications without significantly impacting air quality or fuel economy. Once they were successful in assuring weak standards for trucks, manufacturers moved to make them more appealing to consumers and assure that the category of "light trucks" included increasingly popular large SUV's. Unless you're arguing that emission standards for any vehicles are inappropriate (and you're willing to sacrifice the hundreds of thousands of people whose health has been sustained and improved because of them) it was not "tree huggers that ruined the sedan." It was auto manufacturers who made sure they could evade emission standards by moving production increasingly to vehicles where the standards were weaker. It's noteworthy that non-US manufacturers with a much smaller proportion of their production devoted to light trucks responded to CAFE standards precisely as those standards were meant to work. They innovated in terms of design and engineering to improve performance AND reduce emissions. Ford and GM, on the other hand, put their bets on light trucks where standards were weaker. Before spouting off about "tree huggers, " you should educate yourself with some FACTS. Contrary to the pronouncements of the First Moron, facts do matter.
    1
  2583.  @TheTankDiver  Would be more than happy to say it in person. And only those who ignore facts deny that reduction in air pollution saves lives. http://thenationshealth.aphapublications.org/content/41/4/1.3 P.S. The "name calling" wasn't directed at you. It was directed at the current occupant of the White House and he started it.
    1
  2584. Interesting perspective, Michael.
    1
  2585.  @TheBigdaddy9448  I'm not sure why you believe the Arteon R would sell well in the US. In general the high performance versions of mainstream midsize sedans have minuscule sales. For example, Toyota says that fewer than 5% of all Camrys sold in the US have the 300 HP V6 engine. Toyota, Nissan, and KIA each offer AWD only on their midsize sedans with their smaller, less powerful powerplants. Why? Because sales are so low it makes no sense to invest more in those models. Finally, VW obviously believes that every high performance Arteon sold would risk losing a more expensive, more profitable Audi sale.
    1
  2586.  @toddfaull202  The mid-trim SEL R-Line AWD has an MSRP of $45,000. An APR Stage I ECU tune adds about 60 HP and significant torque for far less than $1K. Considering that the actual transaction price here in the Seattle area for the R-Line is around $39,000 it's a screaming bargain.
    1
  2587.  @TheBigdaddy9448  The people you talk to "are looking for performance" because you talk to people whom you believe (consciously or unconsciously) hold an opinion similar to your own. And even if you speak to people who don't agree with you, they're likely to avoid contradicting what they believe (consciously or unconsciously) by expressing that opinion. That is why scientific polls does not rely on volunteered opinions or huge samples. Instead, they rely upon sampling techniques that eliminate bias in the selection of respondents and can be extremely accurate with samples numbering as few as 800-1000 randomly selected people where "random selection" doesn't mean the folks one runs into on a street corner.
    1
  2588. The US is a country with cheap fuel, wide open spaces, and limited or non-existent decent rail travel. Almost all Americans require an automobile of some kind. Europeans pay the equivalent of $8 or more per gallon and drive in cities where the streets and back roads were laid down hundreds of years (or millennia) ago. Americans bulldoze old neighborhoods for freeways so they can escape to live in suburbs and commute rapidly to decaying cities. Europeans value and preserve their cities for people rather than vehicles. Many can commute or take long trips in comfort on high speed rail. And many can even live comfortably without a personal car. Those who do drive long distances can utilize highways designed and immaculately maintained for speeds exceeding 100 mph. Few American highways could withstand those speeds safely even if speed limits didn't exist. It's no mystery why Americans conceive of "performance" almost exclusively in terms of 0-60 acceleration and quarter mile times on a straight flat surface while Europeans place a premium on handling and high speed cruising. Americans invented drag racing. Europeans invented rallying. Americans think of "road racing" as speeding around a high bank oval track. For Europeans "road racing" takes place on actual roads or tracks designed to simulate them. Taken together these differences go a long way toward explaining why Americans prefer larger, cheaper cars and the sort of acceleration that comes with large displacement engines. European manufacturers like VW have repeatedly found that their Euro spec vehicles are too expensive and too small for Americans. Thus, the excellent Euro spec Passat was replaced by a larger cheaper version built in Tennessee. The well regarded Touareg has been replaced by the VW Atlas. And the equally impressive Tiguan has been replaced in the US with a vehicle called a Tiguan here but the "Allspace" in Europe. And it's why what Americans consider a "midsize" mainstream crossover is either considered gigantic in Europe or not even sold there.
    1
  2589. Peder Hansen. Not a cute answer. They're more than "basically" the same vehicle; they're almost identical. Same size. (The Santa Fe is one inch shorter.). Almost identical weight. (The Santa Fe, surprisingly, is a few pounds heavier.) Same interior space. Same infotainment. (The Santa Fe's screen is identical but the Sorento lacks the bezels because the display was designed for the center stack placement in the Sorento.) Same switchgear in the same locations. Same seats in the first and second rows. Same sound insulation including the same acoustical glass. Same transmission. Same suspension. Same AWD system with the same center locking differential. Top trims of each are very similar with the Sorento's materials a bit more premium. In short, if you're familiar with a Sorento you'll feel completely at home in the Santa Fe and vice versa. The only significant differences, other than exterior style, are the Sorento's naturally aspirated V6 and its third row seating. On the Santa Fe side, there's an underfloor storage tray where the Sorento's third row is stowed. And the Santa Fe boasts an HUD and a couple of innovative features (sensors to warn that a kid or pet has been left in the car and locking rear door linked to the blind spot monitor to prevent opening the door if a vehicle is approaching.) Hyundai has pitched the Santa Fe to compete with other two row compact crossovers while Kia aims the Sorento at the smaller midsize segment. That largely accounts for the difference in MSRP's at the top trim levels. But real world (i.e. negotiated) prices may be much closer considering that the Sorento is a refreshed version of the generation that was introduced in 2015 while the Santa Fe is a new model.
    1
  2590. Peder Hansen: This is all rather confusing. The Santa Fe XL is the same as the previous year's Santa Fe. The new Santa Fe replaces last year's Santa Fe Sport. I suspect XL it will disappear after the 2019 model year when the Hyndai Palisade is introduced. Hyundai is offering big discounts on the XL. I suspect that's meant to clear dealer lots when the Palisade comes along. You're correct that the XL has a V6 option. It's the same engine available in the KIA Sorento. The new Palisade, however, will come with a 3.8L V6 that is also used in the larger Genesis models. I suspect that's in part due to the fact that the XL and the Palisade are several hundred pounds heavier than the Santa Fe and the Kia Sorento.
    1
  2591. Peder Hansen: Hyundai and Kia are distinct brands but are each part of the Hyundai corporate organization. Their relationship is rather more complicated than brands like Chevrolet and Buick within GM but they share components, engineering, and to some extent cooperate in offering vehicles that complement one another. The Santa Fe XL is simply a rebadging of the Santa Fe as it existed prior to 2018. Its design dates back to 2013. Overall, it has done well for Hyundai but it's dated compared to newer designs from most of its competitors.
    1
  2592.  Darkivaz - AAA The 2020 Hyundai Palisade will have a V6. I suspect it will be the 3.8L engine offered in some of the Genesis models. Given that, I suspect the Santa Fe will stick to the turbo 4 to avoid cannibalizing sales of the larger 3 row Palisade.
    1
  2593.  Darkivaz - AAA  Time will tell but I seriously doubt it. Hyundai/Kia cares about selling automobiles. I suspect they won't see any advantage to making a V6 Santa Fe that would be even more identical to the KIA Sorento than it already is. There's no advantage in selling a Santa Fe if it means a lost sale of a Sorento. Furthermore, though I'm a V6 fan in midsize SUV applications, they've virtually disappeared in the smaller SUV category where the Santa Fe is aimed to capture sales from the RAV4 and the CRV. There's a reason for that as Toyota discovered when dealers had unsold V6 Rav4's sitting on their lots eight years ago. You may feel the Santa Fe "needs" a V6. There are a number of internet fan boys who say the same thing about the RAV4. But manufacturers are prone to base their decisions based on solid market research rather than youtube comments.
    1
  2594.  Darkivaz - AAA  I have no idea why you'd believe that I think the Santa Fe be "discontinued." In fact, I think it's the best of Hyundai's current SUV offerings. I simply noted that V6 options have disappeared from smaller SUV's from virtually all manufacturers for a reason. And internet fan boys' incessant demands for more and more power from mainstream vehicles in those categories isn't going to bring them back.
    1
  2595. They did. It was the Borrego and they couldn't give them away. Not gonna make that mistake again.
    1
  2596. What a load of crap. Complaints about Seattle are virtually the same as complaints about places like Manhattan. And like NYC, Seattle is a vital locale for those who want more from a city than a cheap place to live and neighbors who look just like themselves. Granted, it won't appeal to members of the MAGA cult but that's one of its most appealing attributes.
    1
  2597. Sorry. The Santa Fe isn't "more spacious than the Sorento." For all practical purposes they're identical in terms of interior space. The advantage the Santa Fe enjoys is the underfloor cargo storage in the space used by the Sorento to stow the third row of seats when they're not in use. That's a nice feature just as it was in the identical space in the two row Sorento discontinued in 2018. But it's important to remember that that space is only accessible if the cargo floor above it is empty and its shape is mainly suitable for smaller, flatter pieces of cargo.
    1
  2598. No "collecting dust on the lot" of my local VW dealer. They sell every single ID4 they can get and have a long waiting list.
    1
  2599.  @Wasabi9111  Depreciation is a complicated issue and can't be assessed solely on the basis of a single percentage. For example, earlier this year I traded a 2012 Kia Sorento (top trim). I received within $1000 of the Kelly Blue Book estimated value of a comparable 2012 Toyota Highlander (top trim, similar miles, similar condition). At the same time, I paid about $7000 less for that Sorento than I would have paid for a comparable Highlander back in 2012. So the bottom line taking into account the original purchase price and the resale value is that I saved about $6000 over what it would have cost me to have bought a Toyota. There's no question that Toyotas are the resale champs. But the longer you own a car, the smaller the advantage of a Toyota. And because of its reputation for strong resale, you're less likely to receive a discount when purchasing one. I
    1
  2600.  @FamilyWheels  It's a design that automakers have used for about a century to bolster male anxiety about their "potential."
    1
  2601.  @johnmarkmier144  <chuckle>. Nope. Just a very impressed and satisfied customer. And while I think Mazda missed the mark in significant ways with the CX-9 I continue to be impressed by some of their other models. And even if every single other Mazda model was deficient in some important respect, I'd still think the Miata is an iconic and near perfect sports car. For that alone Mazda deserves to be celebrated.
    1
  2602.  @krane15  No one claims that VW outsells Toyota or Honda. What a ridiculous comparison. That doesn't mean there is "no market" for Volkswagens.
    1
  2603.  @JamieBowden  I agree completely with your comment, Jamie. I didn't mention the all season (AS) Pilot Sport tires (which is my choice, as well ) simply because I thought I'd droned on long enough in my comment. :)
    1
  2604.  @REALESTSNOWFOX  Obviously it wouldn't do any good. That's why so many of his advisers, even those whom he appointed, have left. And anyone who has taken a high school course in economics knows the difference between a trade deficit and a budget deficit and understands how tariffs work. I suspect the most embarrassed folks in the country are those who granted the numbskull BS in Economics from the University of Pennsylvania.
    1
  2605. And an Atlas missile will put them all to shame. But the JGC Trackhawk and even the SRT are far more expensive than the Edge ST in the real world. There is a real question as to the market appeal of any of these vehicles; they're low volume halo models that adorn showrooms and are seldom sold. But the Edge ST has considerably more widespread appeal as a performance SUV than either of the Jeeps. The Passport, on the other hand, while not as quick as the ST, is a serious alternative.
    1
  2606. I've put APR Stage 1 tunes in two GTI's, each with a DSG. Not even a single issue in over 40K miles. Nor have I heard of issues from other GTI owners.
    1
  2607. Toyota has dual injection in all of their 4 bangers.
    1
  2608.  @marklazaroff7213  Pay your money and take your choice. :) Toyota's reputation for reliability is all important to the brand. For that reason they're willing to sacrifice innovation and cut costs in some areas (e.g. interiors) to safeguard that reputation and remain price competitive. Opinions differ and hard data is difficult to come by but personally I think the whole carbon build-up issue in GDI engines is way, way overblown. I've owned four vehicles in the last seven years with GDI engines and none has ever shown signs of the problem. Personal experience is a risky guide but that's mine. And even when the problem is encountered, a relatively inexpensive fix is available.
    1
  2609. I've only driven the Telluride on a short test drive but I own a Sorento and seriously considered both the Ascent and CX-9 last year. The CX-9 is the best handling on twisty roads but it's humungous on the outside and cramped on the inside. And if canyon carving is your thing, a 3 row crossover nearly 200" in length is hardly the vehicle for it. The Ascent has somewhat stiffer suspension and more ground clearance to back up its claims as a mild off-roader but it's less comfortable on the highway. And neither the CX-9 nor the Ascent has a naturally aspirated V6 engine. Their smaller turbo 4's don't compare to the smoother power delivery of a V6 and questions about the durability of a four cylinder turbo engine in a vehicle that approaches 2.5 tons when loaded with fuel, passengers, and gear are inevitable.
    1
  2610. The CX-9 handles better on twisty roads but if canyon carving is what you're after a vehicle 199" long weighing well over two tons is hardly the best choice and its dated six speed transmission is adequate but hardly impressive. The Ascent has more ground clearance to back up its claims of being a mild "off roader" but sacrifices ride quality on the highway and its CVT is no friend of "driving dynamics" . Neither the Mazda nor the Subaru has a naturally aspirated V6. Their turbocharged smaller four cylinder engines are admirably suited to smaller vehicles but in a vehicle that weighs nearly 2.5 tons when loaded with fuel, passengers, and gear power delivery is not as smooth and long term durability is an issue.
    1
  2611.  @RafaelPernia  100K kms is about 60K miles. :)
    1
  2612.  @t1mlocas  Yes, the complaint that Americans have abandoned wagons is a common one among automotive journalists. I attribute it to a couple of factors. First, Americans insatiable appetite for the flavor of the month and the perception that wagons are old fashioned Second, the failure to examine specs about actual cargo capacity and passenger room in favor of first impressions. With over 66 cubic feet of cargo capacity, the Sportwagen is only 3 cubic feet less than the CX-5.
    1
  2613.  @Wasabi9111  On the other hand I might argue that I don't understand "why anyone would choose" a Santa Fe with a turbo 4 when the Sorento offers a naturally aspirated V6 and third row seating that I find very convenient on occasion. The point is that different people have different priorities and preferences. What is a useless add-on to one consumer may be an essential feature to another.
    1
  2614.  @Wasabi9111  I wouldn't be as concerned with new model reliability in the Santa Fe as I might be with other vehicles. The engine is tried and true. In the case of the turbo, it's the same engine that was used in the KIA Sorento until 2018. The electronics are the standard Hyundai/KIA systems used in other models. The AWD sytem, ditto. And then, of course, there's the excellent five year bumper to bumper and ten year drive train warranties from Hyundai and Kia. Dealer experience is more complicated, I think. My impression is that there's a lot of variance among individual dealers and nothing substitutes for getting a personal assessment of a particular dealer. Does a dealer highlight the quality of their service department during the sales process? That can be a good indicator. Internet sources of individual dealer ratings should be taken with a large grain of salt but it's worth some research into specialized automotive dealer ratings for your local area. Even more general rating sources like "Yelp!" can be helpful. Your mom is unlikely to find that any mainstream dealer will be as accommodating as her Lexus dealer but my impression is that both Hyundai and KIA are seriously engaged in improving their image in terms of service. So if you have a choice among local dealers, let the salesperson know that the service experience is important and will make a difference in your mom's purchase decision. Good luck to you and your mom.
    1
  2615. Like most, if not all Honda products, the FIt has some strong points in terms of build quality and features. But it's a car designed first and foremost for the domestic Japanese market where it doesn't compete with Korean rivals from Hyundai and KIA. (The historic animosity between Japan and Korea lives on today. Japanese brands do not sell well, if at all in Korea and vice versa.) And that may well explain why the Japanese get a fourth generation of the Fit while the US does not. It's an attractive alternative to similar urban runabout vehicles from Toyota and Nissan but Honda may well have decided not to put it up against the expanded line-up of the Soul, not to mention the new KIA Seltos, as well as the Hyundai Venue in the US.
    1
  2616.  @normt5463  My wife would certainly agree with you. In fact, one of the often unrecognized factors in the overwhelming popularity of crossovers and the decline in minivan sales is the result of the appeal to women of the so-called "command" seating position. Along with the perceived "safety" of SUV's, the shift in preference to crossovers among women has more or less killed the entire minivan segment. BTW, Norm, if you believe my comment is meant as suggesting you have feminine taste, that wasn't my intention in the least. Many men also prefer an elevated driver's seat.
    1
  2617.  @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.
    1
  2618. Well, 15.4 gallons ain't exactly pint size. Even with a very conservative estimate of 22 mpg, that's about a 340 mile range. The fuel economy is not great compared to the competition but this isn't a Lincoln Navigator.
    1
  2619. 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.
    1
  2620. Nice to hear from the pre-adolescent set.
    1
  2621. No question that Ford mishandled the Volvo brand just as GM ruined Saab. But there's a reason that Volvo cars were sold to Ford in the first place. It simply was not equipped to remain an independent brand in a global auto market. Fortunately, when Ford shed Volvo it was rescued by owners who took Volvo's heritage seriously. Sadly, the same cannot be said about Saab.
    1
  2622.  @JeremiahMulford  Perhaps you should confirm what your Uber passengers tell you. As far as I can determine KIA does not offer an AWD version of the Soul anywhere. There was talk of an AWD Soul about 5 years ago and KIA explored the possibility. But when they asked Soul owners and potential customers about it they found little demand. In fact, about 1/3rd of current Soul owners believed their vehicle already had AWD. :)
    1
  2623. Nuhan Hidayat: Sorry. Those lazy and incompetent drivers weren't deterred before cars offered better driver assistance. They're just less dangerous.
    1
  2624.  @NuhanHidayat  Considering that the driving skills required to obtain a driving license in the US are (and always have been) so abysmally low, there is no requirement for younger drivers to actually know how to drive in emergency situations. With that in mind I'd much prefer that vehicles add some risk mitigation than counting on "driving skills" to provide it.
    1
  2625.  @JackZeroZ  True. A number of California cities suffer from seriously degraded air quality. However, if you lived in California 40 years ago it was much worse. And considering the population growth and more importantly the reliance on internal combustion engines for transportation, it would be much, much worse without California's clean air efforts.
    1
  2626. @Jason And a DCT provides exactly the same feature.
    1
  2627. Canadian Sorentos are all AWD only. Different configurations for different national markets are common among virtually all automakers.
    1
  2628. KIA promises in November but I suspect that Joe's estimate of December (or even later) is closer to the mark.
    1
  2629. 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.
    1
  2630.  @Jcarini15  And here in Washington State Arteons are being offered at prices competitive with the top trim Accord 2.0L Touring model.
    1
  2631. You're brilliant, Alex. I know that because I agree with almost all of your picks. :) I'm especially intrigued by the new EV's from the Korean manufacturers. With a range of 250 miles, or so, it transforms pure EV's from daily commuters for those with moderate to long commutes that have to be recharged on a near nightly basis to vehicles that can be used for days, a week, or even on a weekend jaunt without range anxiety. Tesla models meet that standard but not at the price of a Kia or a Hyundai EV. In the same vein tests and comparisons of Honda's Clarity Hydrogen Fuel Cell and the Hyundai Nexo fuel cell would be especially interesting. And since you happen to live in an area where each can be leased, I'm hoping you can get each for a week, or so. Few customers can get their hands on either vehicle but for those in the Bay Area or Southern California they offer intriguing views of the future. Otherwise, I'm sure there will be the usual clamor for an extensive test of the BMW 3 series. But unlike past years where the reviews are almost universally examples of unmitigated praise, the 3 Series faces an intriguing alternative in the form of the Genesis G70. Considering the likely price premium of the BMW the reviews might be tempered than in the past. Finally, I'm looking forward to a review of the Hyundai Palisade, especially since I suspect it will be based on the same platform as the forthcoming Kia Telluride. The Hyundai/Kia conglomerate appears to have a strategy of releasing vehicles that share components but aim at slightly different market sub-segments. (e.g. Stinger vs G70; Sorento vs Santa Fe). The Palisade looks like it will focus on a more near luxury segment while the Telluride looks to have a more "adventurous" vibe.
    1
  2632.  @afcgeo882  The forthcoming Hyundai Kona Kona has been certified by the EPA with a range of 258 miles. The Kia Soul EV hasn't been certified but it's been estimated to have a range of 240-260 miles. Not surprising since they share the same platform. www.caranddriver.com/news/a22674133/2019-hyundai-kona-electric-ev-range-epa/ insideevs.com/2020-kia-soul-ev-debut-la/
    1
  2633. 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.
    1
  2634.  @XLLR8ing2  Obviously, you're far from alone in that point of view. Here in the Pacific Northwest larger SUV's are a near religion and the tech economy drives consumers' willingness to pay for them. So the market may be a bit easier to deal with in other markets. Not easy, but perhaps a bit easier.
    1
  2635.  @Darkmanx69  I'm not sure where you're located. Canada perhaps? But in the US it is VERY unusual for a manufacturer to sell a vehicle directly to a consumer. In fact, in some states it is literally still illegal. Tesla has fought the legal restrictions on direct sales in multiple states and has reached compromises in some but if you know of any other manufacturer who sells directly to consumers with no role for a local dealer, I'd be interested in hearing about it.
    1
  2636.  @Tony-hf9mv  <chuckle> We've all been victims of the all powerful auto correct. My sympathy.
    1
  2637.  @Darkmanx69  I suspected that's what you meant. But you didn't purchase your vehicle directly from the manufacturer. You purchased it from the dealer to whom it was delivered. And in doing so you sacrificed the opportunity to strike a better deal than MSRP for that vehicle. Much the same can be said if you purchase a vehicle from a "no haggle" dealership where the actual price on offer is posted alongside the "Monroney" MSRP window sticker. Likewise if you purchase a vehicle through a service such as Costco's auto purchase program. In all these cases one can avoid the hassle of a price negotiation but that choice will probably cost you to some extent. In some cases to a significant extent.
    1
  2638. Good news. Hope they make their schedule. Worth noting that Mazda announced in June that retrofits of Apple CarPlay and Android Auto would be available in July.
    1
  2639.  @afcgeo882  If manufacturers had to perform repairs for free on a significant number of vehicles they wouldn't offer a warranty with the cost factored into the price of the vehicle. A warranty, like any insurance policy, is not simply a "marketing tool;" it's a source of profit for the insurer.
    1
  2640.  @afcgeo882  You make some valid points but I think you overstate your case. First, you're absolutely correct that the range of reliability between the most and least reliable brands is small and much less than was the case even a decade or two ago. When I was a kid and dinosaurs roamed the highways a vehicle that lasted for a hundred thousand miles rated a mention in the local small town newspaper. Today, 100K miles on the odometer of almost any brand's vehicle is hardly worth mentioning. It's also worth noting that long warranties on a vehicle's drive train are a safe bet for any manufacturer. The chances of a catastrophic accident over 10 years is considerably greater than a catastrophic engine or transmission failure in a vehicle that's maintained properly. And since the average new car is likely to change owners in about seven years, very long warranties on the drive train are very seldom redeemed. And you're also correct that vehicles from any manufacturer rarely fail in the first three years of their lives. That, of course, is why the standard bumper-to-bumper warranty from most manufacturers is three years. On the other hand a manufacturer's bumper-to-bumper warranty of five or six years (and 60K to 72K miles) demonstrates a brand's confidence in the quality and durability of its product. That's especially important when there is a perception that a brand has reliability issues among potential customers. You may consider that purely a "marketing" advantage but it has real value to skeptical customers and adds even more value if it's transferable to a second owner. And if it accomplishes its purpose it contributes to the manufacturer's revenue. Further, if a manufacturer seldom has to redeem the warranty in the period beyond three years it's an almost cost-free benefit for the manufacturer. That was my original point in noting that warranties are in effect insurance policies. I may be wrong but I think you may be conflating a manufacturer's warranty with the so-called "extended" warranties offered by virtually every dealer as well as third parties. They are without doubt a scam usually worth avoiding. I find it amusing to sit down with the "finance guy" when purchasing a car and discovering that the awesomely reliable vehicle I'm purchasing (according to the salesperson) is suddenly transformed into a piece of crap that requires additional protection at an extra cost. This is usually accompanied by a computer motherboard (the vehicle's ECU) sitting on the desk that the finance guy points out will cost "thousands" of dollars to replace when it fails (which he implies is almost certain to happen). Anyone familiar with computer engineering knows that electronics are susceptible to "infant mortality." If a component is going to fail, it will fail early in its life cycle when the manufacturer's warranty is in effect. Electronic components don't "wear out." Finally, the finance guy indicates that this is a once in a lifetime offer. You have to add that extra protection before the car rolls off the lot or you're screwed.
    1
  2641. Compared to the current Stinger I'm afraid the G70 hardly rates the terms "redesigned, refreshed, and reinvigorated. Specifically, the closely related Stinger replaced the somewhat anemic base 2.0L 4 cylinder engine with the 2.5L turbo that's now available as either standard of optional in at least 8(!) KIAs, Hyundais, and, yes, Genesis models. The G70 on the other hand retains that same 2.0L engine. The G70 is a fine automobile but retaining the old 2.0L engine is hardly a sign of "reinvigoration."
    1
  2642.  @BrianMakse  OK. That's fair. But the engine is a rather critical component of an autombobile, would you agree?
    1
  2643.  @BrianMakse  That was my point. You and most other reviewers "buried the lead."
    1
  2644.  @thjtr-qx3ro  And very few want the 3.3T, either. At least according to sales.
    1
  2645.  @thjtr-qx3ro  KIA has apparently decided to kill the Stinger as a result of slow sales and the Stinger has consistently outsold the G70. It's likely the G70 will not reach 10,000 sales for the entire 2021 calendar year. In the first six months of this year, Genesis sold fewer than 4800 G70s in the US. That's compared to almost 52,000 Tesla Model 3s, nearly 24,000 BMW Model 3s, 12,500 BMW 4 Series, over 12,000 Audi A4/S4s, 11,000 Audi A5/S5s, and over 6500 Stingers. The G70 was even outsold by the Cadillac C4 with 4900 sales. Among all sports sedans only the Alfa Romeo Giulia with 4200 units sold was a slower seller than the G70.
    1
  2646. The comparison in the video is problematic but comparing the 188" two row Santa Fe to the 199" three row CX-9 is even worse. And while you're right that "not everyone wants a big car with lots of room," interior space is a high priority among midsize crossover shoppers. The fact that the CX-9 is among the largest mainstream midsize SUV's on the market (Only the Dodge Durango and Chevy Traverse are longer) with the least interior room (Less than a Honda CRV), is the primary reason that the CX-9 ranks 14th out of 14 midsize SUV's in sales in the US.
    1
  2647.  @JusticeGamingChannel  I'm not the one making "size" a critical factor in comparisons of midsize three row crossovers, it's consumers that reject the CX-9 in droves as a result of its incredibly tiny interior space for the overall size of the vehicle. The CX-9 is a very attractive vehicle, largely as a result of its extremely long hood. In its upper trims its interior appointments are first rate. It handles well for its size, especially on secondary roads. Yet Mazda was able to sell fewer than 27,000 CX-9's in 2019, making it dead last among all midsize mainstream crossovers. What would you attribute the CX-9's abysmal sales to if it isn't the fact that its interior space is so cramped for the overall size of the vehicle? The "U" in SUV presumably stands for "utility" and that's where the CX-9 falls short compared to just about every rival.
    1
  2648. Looked seriously at the 2018 predecessor of the Edge ST, the Edge Sport, last year. Loved the size of the vehicle. At 188" it's right in the "tweener" class between compact SUV's that average a bit over 180" and most 3 row rigs that start at about 196". For 2019 Ford tweaked the engine to add about 20 HP, went from a six speed gearbox to an eight speed unit, and added some suspension and braking improvements. The engine didn't need the HP gain. In fact, the ST is a bit slower 0-60 than the 2018 Sport as a result of a weight gain. Nor did it need the eight speed unit. I suspect that was done to improve mpg's slightly and to keep up in the transmission gear marketing race with its rivals. I haven't driven the ST but I've heard from owners that the suspension changes are positive. Since those folks plunked down their money for the new model I'll take that with a small grain of salt but give them the benefit of the doubt. One thing certain, the Brembos are a significant improvement. As far as needing more power, I don't agree, at all. And I'm sure Ford doesn't either. In fact, if every YouTube poster who complains about the power of the Edge ST and all their friends pledged to actually purchase the Edge with a more powerful engine (very few of whom I suspect could afford a Ford Escape) Ford would still lose money on the vehicles and risk cannibalizing sales of the performance versions of the Explorer. The lesson is that mainstream manufacturers seek to satisfy the fantasies of their customers only as a means to make a profit, not as an end in itself. Those lusting after a super performance SUV might find one in the showroom of a local Jeep Grand Cherokee dealer where the Trackhawk version has been sitting for quite a while. If not, the one unit the dealer had was probably sold at a significant discount. Some "donks" that my wife and I found in the Sport that haven't been changed or showed up for the first time in the ST. The interior is OK if you're into 50 Shades of Gray. Faux suede seat coverings. We have a shedding dog. And I'm seriously skeptical about its durability. Nuff said. Rotary gear selector. I'm not a fan. I suppose I'd get used to it but after decades of driving vehicles with a traditional shifter that I don't have to look to find or to use, I don't see the advantage. I don't even see the point except change for change sake. I didn't mind the driving position and view from the seat of the Edge but my wife said she felt like she was piloting a very long outboard from the stern of the boat. The dash is the size of a picnic table. Stylish, I suppose, but my wife complained (reasonably) that she found it difficult to locate the front corners of the vehicle while sitting in the driver's seat. Finally, everyone who shops for a vehicle finds a small issue that they find REALLY annoying, almost enough in itself to be a deal breaker. For me, it was (and still is in the ST) the tiny almost unreadable tach squeezed into the left edge of the gauge cluster. It adds insult to injury in a "performance" vehicle. If I owned the Edge ST it would drive me crazy each time I drove the car. Unlike the rotary shift knob, I don't think I'd ever get used to it. All in all, I can't blame Ford for trying to stir up some interest in their aging Ford Edge, especially now that they've jettisoned everything but trucks and SUV's. They've increased the MSRP several thousand bucks over that of the previous Sport version. But I suspect that's meant more as a message that there are some significant improvements in the ST than as a serious price in real world negotiations. Last summer I could have purchased the Edge Sport for $40K, about $8000 off its MSRP. I'd expect a similar discount on the Edge ST. For those who can't get the vehicle for thousands of dollars less than $51K, find someone to negotiate your vehicle purchases for you.
    1
  2649. No, it's not. But VW has found repeatedly that their Euro-spec vehicles are severely challenged in the US market. Americans like their VW's bigger and cheaper than their European counterparts.
    1
  2650. Your pain is understandable. It comes from the fact that the US economy is relatively strong and consumers apparently believe there's no end to that in sight. They're willing to commit themselves to six or seven years of payments or even worse willing to lease vehicles they can't afford to purchase leaving them no equity at all at the end of a lease. The bottom line is that auto manufacturers presumably don't gather in secret meetings and agree to set prices beyond the willingness of consumers to pay them. Prices are what they are because folks walk in the door of a showroom and walk out having paid prices the traffic will bear.
    1
  2651. Similar fail in my GTI. But with German cars (and motorcycles) one simply has to accept the fact that the manufacturer knows best and your role is to shut up. :)
    1
  2652.  @Varekai0723  That's surprising and impressive in a category where a vehicle is less likely to be shared than in traditional "family" vehicles. Now if the rearview mirror were also sync'ed I'd be even more impressed. But that's asking too much, I suspect.
    1
  2653.  @Varekai0723  Yippee. My KIA Sorento has a 360 camera. When I have someone in the car for the first time I point to it with pride. And if I want to park on the street without running over the curb I consult it once in a great while. Otherwise, I tend to forget it exists. :) My GTI even has automatic parallel parking. I've used it exactly once when I was showing my teenage daughter what to do if she was ever lucky enough to have permission to drive my car.
    1
  2654.  @ARentz07  Apparently reading is hard for you, too. But congratulations for catching a faulty edit.
    1
  2655.  @K03sport  How about this. Would you rather have $500 guaranteed or a 1 in 50 (at most) chance of warranty coverage that exceeds $500 five or six years from now?
    1
  2656.  @JulezWinnfield  https://www.motor1.com/reviews/410699/volkswagen-maintenance-cost/ As for the frequency of warranty claims, that's based on a variety of sources including JD Power and Consumer Reports. But comparative brand reliability or models is one of the most misunderstood aspects of automotive ownership. First, a RANKING of vehicles tells one little about the actual INCIDENCE of issues. Just like knowing that a horse comes in first or second in a race without knowing whether the horse wins by a nose or by 20 lengths. And all Consumer Reports divulges is the ranking of various brands as reported by the volunteered responses of their readers. JD Power does a better job since they select responses randomly from lists of purchasers of vehicles provided by manufacturers. They contact the owners and ask about problems or complaints encountered over the first three years of ownership. For 2020 the most reliable models were from Genesis with fewer than 0.5% of owners reporting even one issue. That's very impressive until you realize that ALL brands covered have an average of only 1.49% of owners who report ANY problems. Put another way, a 97.5% of buyers of an average brand can expect to encounter literally no issues over the first three years of ownership. Assuming that problems increase over the age of a vehicle, it's likely that the average owner might experience four or five issues over 7 years (the average years of ownership of a new vehicle.) That still leaves the vast majority of owners with few problems and likely none covered by a warranty.
    1
  2657.  @JulezWinnfield  "Often times"? I've never heard of such a thing in the US, at least not from automotive manufacturer. Care to cite an example?
    1
  2658. Uh, are you unaware of "manual" mode that enables shifting at will using the gear shift rather than the paddles? And yes, if you insist on using the DSG in automatic mode, APR offers a tune that alters the behavior of the DSG. Works well and even provides a readout of the gear you're in while allowing the DSG to do the shifting. Try shifting with the gear shift rather than the paddles on your SE, it's easy.
    1
  2659. Expensive hobby but to each his own.
    1
  2660. 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.
    1
  2661. You don't "need to use premium gas..." Like some other manufacturers (e.g. Mazda) they tout their HP figures with premium fuel as a marketing tool. The engines are designed to sense the octane of the fuel being used.
    1
  2662.  @DS..69  If I want a cramped interior, I'll take a Miata.
    1
  2663. No need to change perfection.
    1
  2664. Or any other midsize 3 row crossover. Every one offers more third row space than the CX-9.
    1
  2665. Depends on the dealer but there's no doubt that the experience can be somewhat uneven. KIA has made a serious effort to upgrade the behavior of dealers but that's a tough job especially among dealers who are used to browbeating credit challenged customers looking for the cheapest vehicle they can find.
    1
  2666.  @terrykarlin4340  And your comment regarding the price of the GTS?
    1
  2667.  @terrykarlin4340  Thanks for being more polite than I was, Terry. You may be correct about real world prices since there will be fewer "limited edition" GTS versions available and demand may create that result. On the other hand, KIA clearly aimed the GTS to test the waters for a slightly more budget friendly alternative of the Stinger with the V6 engine designed to capture those who want fewer options combined with more "exclusivity." Not being especially fond of orange it wouldn't be me but I suspect that well heeled students at the University of Texas and the University of Tennessee will snap them up. I say that because when I was at UT in Austin years ago practically every orange Olds Cutlass in the US was owned by sororority girls at the university. :) Edit: I suppose I should add Syracuse U students and alums. :)
    1
  2668. Get a room. :)
    1
  2669. When they stop caring about customers who don't like sooty exhausts.
    1
  2670. It's been my experience over the years that Swedish vehicles (Saabs and Volvos) are seriously challenged when it comes to adequate cooling of the cabin. Been awhile since my last Volvo but it was a complaint I had about every Swedish vehicle I've ever owned. (Four of them.)
    1
  2671. <sigh> Not a new story, I'm afraid. My experience is that KIA dealers vary greatly in terms of quality. I'm blessed with a relatively good dealer here in the Puget Sound area but there are others nearby that I wouldn't deal with on a bet.
    1
  2672. Same as the Telluride.
    1
  2673. Several manufacturers are offering 2 row midsize SUV's that complement their larger 3 row offerings. But while others (e.g. Honda, Kia, Hyundai, Chevrolet, Nissan, etc) reduce the size of their two row offerings by at least half a foot in length compared to their 3 row vehicles, the Cross Sport is only only about 2.8" less in length than the Atlas. In fact, the Cross Sport is slightly longer than Toyota's 3 row Highlander. VW apparently believes the Americans like their VW's LARGE! A lesson they've learned with the American versions of the Passat, the Jetta, the American version of the Tiguan, and the three row Atlas. Only the GTI/Golf R have resisted that treatment. Thankfully imo. One of the major advantages of the two row midsize crossovers that compensates for the absence of a third row of seats is the shorter length (typically between 188" and 192") that's more maneuverable in traffic and easier to park. So even though as a GTI owner I'm partial to VW's, I'd be apt to opt for a Honda Passport, a Hyundai Santa Fe, or a Subaru Outback if I were shopping in this category. That half foot less length in the Passport coupled with an equally large cargo space would be a major consideration.
    1
  2674. ​ Nathan unknown  Well, you'll have to wait at least a couple of years to find out whether Toyota fans sour on the Supra because every single unit planned for the current and next model year have already been pre-ordered. And if you think that there are serious competitors at the $50K MSRP, you should definitely name one so those already on waiting lists for the Supra can go out and buy one. As for claiming that "Toyota could stand to loose (sic) on the full in-house production and be alright," I'm afraid you really don't understand how capitalism works.
    1
  2675.  Nathan unknown  uh huh says someone who has posted no facts, whatsoever. Simply claims unsupported by evidence and financial advice to Toyota to lose money to fulfill his fantasies. Not surprising that you've now resorted to insults in the absence of substance. I see you've run out of anything but insults. Not surprising.
    1
  2676.  Nathan unknown  So your comeback consists of an article reporting that Toyota makes a profit, a list of vehicles under $50K virtually none of which is a true two seat sports car except for vehicles like the MX-5, the Fiata, and the BRZ/86, none of which is a Supra competitor and a number of vehicles that are no longer even for sale, a list of automobiles priced thousands of dollars more than the Supra, several of which have MSRP's twice that of the Supra, and a list of used cars. Lame doesn't come close describing your response.
    1
  2677.  @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.
    1
  2678. 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.
    1
  2679.  @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.
    1
  2680.  @AirLancer  Yeah, you're probably right that most consumers would side with manufacturers on this issue. But considering the tender mercies of auto manufacturers toward consumers and the hordes of attorneys they can employ when necessary, be careful what you wish for. :)
    1
  2681.  @devn3813  That's always an option assuming you can find one. But it's an option that can be significantly more expensive.
    1
  2682. MSRP of a fully loaded top trim (Platinum) Explorer is about $61,000. For the GV80 (Ultimate) ...$65,000. Who would opt for the Explorer? Answer: Ford employees. Even considering the $6K-$7K discounts already available on the Explorer as dealers try to get them off the lot, it's difficult to rationalize the Explorer. My only zonk is the fact that Hyundai/Genesis apparently feels that diamond quilted upholstery means "luxury". It reminds me of the sofa in my grandmother's living room in 1955. Different strokes for different folks.
    1
  2683. 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.
    1
  2684. AWD isn't a priority in the midsize family sedan segment. The only vehicle to offer it is the Nissan Altima and it's offered there only with the base engine. Furthermore, although performance of the 2.3L turbo 4 in the Mazda6 is certainly adequate, it's slower than both the Honda Accord 2.0L turbo and the Camry V6.* And the Mazda6 is heavier than the Camry (by a few pounds) and the Accord (by 160 lbs.). Adding AWD to the Mazda would increase its weight by at least 200 lbs, impacting fuel economy (where the Mazda already trails its competitors) straight line performance, and handling (Mazda's signature strong suit.) In short, don't hold your breath for Mazda to add AWD to the Mazda6. And if they do, you may regret what you wished for. *The Mazda engine is tuned to provide smooth low end power with a major dose of torque; it feels more like a diesel than a punchy turbo. That combined with its 6 speed gearbox impacts its straight line performance compared to the Accord and the Camry.
    1
  2685.  @MrNemo721  My bad, Dan. Finger fumbling and failure to re-read and edit before posting. Of course, you're correct that the Mazda engine is 2.5L, not 2.3. I've spoken very harshly to my fingers. And you're also correct that the Legacy offers AWD. No excuse for that error except that I sometimes forget about the Legacy (like most consumers) and AWD has been the hallmark of Subaru for so long that I take it for granted. What I should have said is that the Altima is the only midsize sedan to offer AWD as a new feature for 2019 and that the Accord and Camry, the Mazda's most serious competitors in the segment, don't offer AWD. Having corrected and apologized for those errors in the previous post, I'd say that I like the Mazda6. In fact, I like the Mazda brand as a whole. I've owned four of them over the years. When I was shopping for a new car last year, I seriously considered it along with the Accord and the Camry. (I didn't consider either the Altima or the Legacy due to their CVT's.) On my personal checklist, the Mazda came in second, closely trailing the Accord and significantly ahead of the Camry XSE V6. But my original comments were focused on the potential impact of AWD on Mazda's overall market appeal, not my personal priorities. Personally, I don't take 0-60 or other standard performance metrics very seriously either, especially when the gap is less than a second, or so. But I did expect the relatively large 2.5L 4 banger in the Mazda to have more turbo "punch" than it had and I agree that it runs out of breath at high RPM's. I don't blame Mazda for their decisions regarding tuning of the engine but from a marketing standpoint it's a disadvantage and adding weight equivalent to an NFL cornerback via AWD would only add to that disadvantage. Not to mention that it would detract from Mazda's most obvious appeal, its handling on secondary roads. I'd make much the same point regarding the Mazda's transmission. With the torque of its turbo engine it doesn't need more than six gears. And as someone who prefers to drive a vehicle with an AT in manual mode, I find the addition of more and more gears to be rather silly if not a disadvantage. And I understand completely that Mazda's more limited financial and engineering resources makes keeping up the the "gear race" with its competitors a fool's errand. But from a marketing standpoint, it's another competitive disadvantage in terms of both performance and fuel economy. And again, adding AWD won't help in those areas. All in all, I understand that AWD is all the rage these days and can be a valuable feature in some vehicles in some climates, especially where winter driving conditions are a major challenge. But having driven FWD vehicles since the 1970's (a couple of Saab 96's) in upstate NY when FWD was rare, I'd maintain that having the engine weight over the drive wheels and a good set of winter tires accomplishes about 95% of what AWD manages, especially in vehicles weighing less than two tons. In those "old days" my Saab managed to negotiate the steep hills of Ithaca, NY in winter when almost every other vehicle sat in its garage or in a ditch by the side of the road. Things are different today but I think the FWD/winter tires vs AWD comparison still holds. In the end I didn't choose either the Accord or the Mazda6. I opted instead to replace my MK6 VW GTI with the latest model. I seriously considered the Golf R with its AWD, as well. But I decided that putting an NFL player in the back seat wasn't worth the impact on the nimble handling of my GTI. :)
    1
  2686. THe K900 is known as the K9 in Korea but KIA didn't relish the jokes about it being a "dog" in English speaking markets. KIA doesn't expect to sell many in the US. It's exported to America primarily as a "halo" model designed to lend the brand prestige by suggesting what the brand is capable of building and attracting curious customers to KIA showrooms who come to see it and drive away in a Cadenza, a Stinger, a top trim Optima or even a Telluride. The strategy is similar to KIA's sister brand, Hyundai, who originally launched Genesis models as Hyundai's before Hyundai created a separate brand with the Genesis models. KIA is unlikely to go the additional step simply because creating a completely separate brand is a very expensive and risky strategy and would cannibalize sales of Genesis models like the G80 and G90. In addition the K9(00) plays a somewhat different role in Korea and other Asian and some European markets where chauffeur driven "executive" sedans are more common than in North America. While the K900's first row seating is definitely a luxury space, it's the second row, especially the rear seat on the passenger side, where the K900 (and the Genesis G90 and G80) reserves the best spot. Spacious and full of bells and whistles the back seat is where the owner is expected to be coddled. It ain't a large upscale "family" sedan where the kids or mother-in-law are relegated to the back seat. It's more like an easy chair for the most important occupant. Does the K9(00) present a compelling value proposition? That depends. Many vehicles like this are leased by corporations for their top executives. If the corporate bean counters get the final say a K900 might be the choice. Or perhaps a choice for VP's or the CFO while the CEO gets a Mercedes S class. If an upscale consumer is making a personal choice it may well depend on whether that consumer is more interested in impressing their friends at the country club with their disposable income or their appreciation of the value of a dollar in a down economy where unemployment approaches the level of the Great Depression.
    1
  2687. Hear! Hear!
    1
  2688. I have the same 2018 top trim Sorento and would echo your points and add a couple more. No thigh extension for the driver. And most importantly, no second row bench seat for any but the lowest trim levels. That last item is a deal breaker for our family of four (two adults, a teenage daughter, and a big dog.) I understand the trend to offer captain chairs in the second row of top trim mainstream and luxury 3 row SUVs. It stems from market research that suggests a preference for them as a "luxury" feature coupled with the smaller families and greater disposable income of those who opt for more expensive trim levels and brands. Unfortunately, our dog's second home is the back seat of our 2018 Sorento and he simply doesn't have the body shape suitable for a captain chair. I also understand KIA's decision to "de-content" the Sorento in some ways to keep the price of the Sorento from creeping closer to that of the Telluride. And the lower towing limit is understandable as well considering the replacement of the last generation's V6 with the 2.5L turbo 4. Unfortunately, some of the cost cutting significantly impacts our family's needs, especially considering that the closely related Santa Fe continues to several of those features. (e.g. memory seats, 2nd row bench). If we considered replacing our 2018 Sorento I think we'd have to think seriously about giving up the third row seating and opt for the Hyundai.
    1
  2689.  @SonicSuperWaffle  You might want to take a look at Alex' live podcast on this channel from Sunday (5/26). He'll more or less demolish your comments about gdi engines.
    1
  2690. Like many others, I'm no fan of CVT's. But I have to admit that manufacturers have made significant strides in engineering that technology in the six or seven years since I first drove a vehicle with a CVT. (A droning Nissan Murano) These days I suspect that the vast majority of car buyers neither notice (nor care) about the peculiarities of CVT's but they do notice the advantages in terms of fuel efficiency, especially when coupled with a small displacement turbo engine. Self-styled "enthusiasts" will still lament the disappearance of manual transmissions or (like me) opt for a DCT if an automatic is required, but the writing is on the wall; CVT's will continue to gain acceptance, especially as easy-to-drive daily drivers.
    1
  2691. David Morse: I can only comment on the VW DCT in the GTI, a version that's widely considered among the best DCT's available. I've heard some of the complaints you've mentioned with other vehicles but for the GTI, they're largely non-existent. No, the DCT does not "go through neutral for every gear change." When you're in a selected gear the next gear (up) is already pre-engaged with a second clutch. When the transmission shifts (either automatically or manually) it simply engages that gear and clutch. In the VW version, up shifts (and downshifts for that matter) are virtually instantaneous. Apparently some DCT's are "clunky at low speeds." That, however, is not true of the VW DCT. Shifts are noticeable, much as they are for a good manual transmission, but I've never found that the DCT "hunts" for a correct gear in low speeds and it is anything but "clunky". And unlike a stick shift, the DCT automatically downshifts to second and then to first gear as I slow to a stop. Likewise, as noted above, even a two gear downshift for passing is virtually instantaneous. (Of course, in manual mode, such a gear change simply requires two clicks of the paddle shifter. Again, it's easily as quick as a traditional automatic transmission downshift.) It's worth noting, by the way, that my GTI has a six speed DCT. In the Golf R and reportedly in the 2019 GTI, a seventh gear has been added. I suspect that was done in part to make the shift points even less noticeable as well as to maximize fuel efficiency. It's also worth noting that at least for the VW DCT, third party firms (e.g. APR) offer a DCT "tune" that enables changes in the behavior of the DCT to suit an individual driver for about $800. Takes only about 30 minutes and involves simply reprogramming the DCT computer chip. Try that with a traditional automatic. As for "parallel parking," again no issue. In fact, my GTI parallel parks automatically (though I seldom use the feature since the GTI is so easy to park.) Just pull up to a car in front of the space, put the transmission in reverse, and when the car has pulled into the space automatically, it alerts the driver to put the transmission in "D" to pull forward and center the VW between the car in front and the one in back. I frequent several VW/GTI forums and I've literally never heard of a DCT breaking down, even those tuned for much higher HP and torque than a stock VW. In contrast, major "tuning" of VW's with manual transmissions do require periodic replacement/upgrading the clutch, a burden that doesn't exist for the DCT. Finally, it is true that a DCT is more expensive to service than a traditional automatic. But for my GTI, that several hundred dollar dealer service only comes along every 40,000 miles. Logically, a DCT is might be less durable than a comparable automatic but I know of no empirical evidence that that is the case. Furthermore, as manufacturers add more and more gears to their traditional automatics, the likelihood of problems with reliability and durability would appear to increase. In over 40 years of driving, I always had at least one manual transmission in my garage before I purchased my first GTI in 2012. IMO, the DCT provides the best of both a manual and an automatic transmission. When I prefer I can select the gear I want in manual mode and the GTI holds it all the way to redline. It acts exactly like a manual transmission without the need to use my left foot when I change gears. And when I'm in heavy traffic or cruising on the interstate, I let the DCT handle the duties. All I miss from my manual transmission cars is the requirement to depress the clutch when I'm coming to a stop. Not a great sacrifice. As noted, all of these comments apply to the VW version of a DCT. Unfortunately, it appears that the earlier trend to DCT's has waned as CVT's have improved and traditional automatics are offering more and more gears. It's not a trend I like but it seems inevitable at least in the short run.
    1
  2692.  @martinmackye9865  I think there may be something to your comment about the VWs from the first decade of the 21st century. I didn't own a VW during that period but anecdotal information and some more reliable metrics (e.g. Consumer Reports) suggest that the early 2000 model years were more problematic. In my case, I've owned a 2012 GTI, the last of the Mk6 generation, the MK7.5 GTI built in Mexico, and a 2009 VW CC with the same engine. None of the three ever had a single issue of reliability. None.
    1
  2693.  @afcgeo882  Sorry but I think you're parroting memes that have little substance and to the extent there is any evidence to support them they come from owners' failure to undertake proper maintenance. I've had two GTIs in the last decade and neither suffered from "carbon buildup." And each had the awesome DSG that never missed a beat. Period. My experience is anecdotal, of course. But so are the unverified complaints that are far more likely to be made and repeated on the internet than comments that suggest no issues.
    1
  2694. Once burned, twice shy.
    1
  2695.  @Stressless2023  The primary issue with the Fusion Sport was its weight at over 4000 lbs and the impact it had on handling. Even with AWD it handled like an overweight pig compared to its rivals from Honda, Toyota, and Mazda. Impressive straight line acceleration from 0 to 60 mph didn't make up for that.
    1
  2696.  @DeniJasmina  There will be a MK8 GTI. That doesn't mean it will be available in the US before the 2021 calendar year. As far as the Golf is concerned, VW has announced it won't be exported to the US for the 2020 model year. Whether it comes back in 2021 is questionable at best. VW is putting more eggs in its Jetta basket and fewer in the Golf basket in the US.
    1
  2697.  @DeniJasmina  VW is following the same pattern they followed when the GTI MK6 was replaced by the MK7. The MK6 ended production with the 2013 model and the MK7 began with the 2015 model. Production of the MK7 has now ended and the next GTI will be the MK8. That model may be released in Europe as a 2020 model but it is doubtful that the US will receive any before the beginning of 2021 and it may be designated as 2021 model in the US.
    1
  2698. Interestingly, it was Alex' reviews of the Kia Sorento that encouraged me to purchase my first one....And my second. Most trouble free vehicles I've ever owned.
    1
  2699.  @MasonMorris_RadioSaladStudios  Not according to virtually every measure of brand reliability available where KIA scores close to Toyota and Lexus.
    1
  2700.  @MasonMorris_RadioSaladStudios  Not a question of my brand loyalty. It's a question of relying on the experience of thousands and thousands of owners' experience as reflected in sources like the Consumer Reports annual auto survey. Personal experience can be a powerful source of motivation but it should be recognized for what it is, the opinion of one person that may bear no relation, whatsoever, to that of many, many others.
    1
  2701.  @MasonMorris_RadioSaladStudios  So you're talking about a vehicle from 17 years ago? A body on frame suv that shares virtually nothing with the generation on sale since 2015? Well, that's certainly a sound basis for judgment.
    1
  2702.  @MasonMorris_RadioSaladStudios  Right. You're certainly entitled to your opinion that a vehicle that went on sale 17 years ago and bears no resemblance other than the model name to the current Sorento was a lemon. And others are entitled to take that opinion for what it's worth.
    1
  2703. Great as usual, Alex. Pure hyperbole to compare the impact of the Lightning to that of the Model T but it may well rival that of Ford's first V8 in 1932. When Rachel Maddow devotes an entire segment of her MSNBC show to it, you know the interest in the F-150 Lightning goes well beyond the typical pickup demographic and even beyond the usual demographic of those interested in automobiles to include Rachel's audience of "woke" folks. Ford's decision to make the Lightning appear at first glance to be a traditional F-150 is a brilliant one. (Pay attention, Elon.) And the fact that the estimated MSRP's are largely in line with Ford's other F-150s is frankly amazing. Kudos to the folks in Dearborn and to the Lightning's chief engineer, a female immigrant. :)
    1
  2704. "What does TRD really mean?" That's easy. In the case of the Avalon it means that Totyota recognizes that 60 is the new 40. :)
    1
  2705. The Telluride is a very impressive vehicle but as my long comment indicates, I'll hold onto my Sorento.
    1
  2706. Hyundai is pitching the Santa Fe as an alternative to the CR-V and the Toyota RAV-4. But in reality it's the size of the Honda Passport and that's much tougher competition, especially considering that in a two ton plus vehicle a naturally aspirated V6 is arguably a more reliable and durable choice.
    1
  2707.  @afcgeo882  Not so. Manufacturers routinely measure HP at the crank because the numbers are better when they do so. But some manufacturers routinely underrate their HP figures in light of the practice in Europe to set insurance rates according HP ratings. Several VW brands are rather famous for doing so.
    1
  2708. Excellent explanation of a confusing topic (to non EV owners), Tommy.
    1
  2709.  @muddysneakers77  Hi there. Try Auburn VW (in Auburn...duh) and speak to Austin Martin in sales. Feel free to use my name. Auburn VW has a policy of not putting a second sticker on their vehicles. Not sure what the availability of vehicles is at this point but I've dealt with this dealer and can recommend them highly. I'll leave this message until you respond before removing it.
    1
  2710. Anyone remember the reaction to Porsche's introduction of the Cayenne? Screams of anguish from Porsche fans and efforts to ban Cayenne owners from the national Porsche Owners Club. Today the Cayenne is Porsche's best selling vehicle. Clearly, Ford has decided to broaden the Mustang "brand" to high tech, high performance vehicles other than two door coupes built on an economy car platform. It's the 21st century folks; get used to it.
    1
  2711. If you're willing to drop $60K plus for an Explorer why not opt for a Lincoln Aviator Reserve trim for about $5k more? More powerful, far better appointed, and with a tow rating of 6700 lbs compared to the measly 5600 lbs of the Explorer.
    1
  2712. Never been on skis, I see.
    1
  2713. Not with a well designed transmission. But those are expensive to develop and Mazda doesn't have that kind of money.
    1
  2714. 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.
    1
  2715.  @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.
    1
  2716.  @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. :)
    1
  2717.  @ab_grayfox1964  You're mistaking Norm T for me. :)
    1
  2718. Same comment made many moons ago about the Beetle. As I recall, it did well.
    1
  2719. Furthermore, one of the best features of the GTI is the sliding and ratcheting armrest. I'm puzzled as to why more manufacturers don't adopt the design. It's extremely beneficial for those with different arm lengths.
    1
  2720. With the exception of the iconic Miata, I think the Mazda3 is perhaps the most impressive vehicle in its line-up compared to its competition. I wouldn't give up my GTI for the Mazda3 but it's not without its charms. Frankly, though, I'm somewhat skeptical about the AWD feature. Mazda claims it's more than simply a useful feature for a challenging winter and if that's so, it might be worth it. But while AWD is trendy and a useful marketing tool, a small, light FWD sedan or hatchback with a good set of winter tires and the weight of the engine over the drive wheels will do just about as well 95% of the time. And all without the weight of an NFL defensive back sitting in the back seat for the 99%+ of the time you don't need it.
    1
  2721. 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.
    1
  2722.  @Brian-jv8iy  The problem with generalizing based on a single experience, including my own, is that it's a lot like asking your friends who they're voting for. It's not a reliable method. But for what it's worth I put over 75,000 miles on Kia Sorento with no engine problems, whatsoever. And I've owned two GTI's since 2013 with another 80,000 miles and, again, not a single engine problem.
    1
  2723. <sigh> I've lusted after an MX5 for years but with a wife, a daughter, and a dog I'll have to stick with my GTI.
    1
  2724. For some obscure reason VW dealers object to having more expensive R models sitting unsold on their lots until they're finally sold at a deep discount. Go figger.
    1
  2725. Of course the 4Runner is long in the tooth. Dressing it up in a TRD suit is hardly a "major change." On the other hand, why should Toyota do more? In 2018 Toyota sold more 4Runners (140,000) than ever before. In fact, sales have increased every single calendar year since 2011. Recently I was on a trip and noticed a brand new 4Runner with a disabled plate sitting in the hotel parking lot. "Hmmm, that's odd, I thought." At that point the owner, an elderly gentleman, approached the 4Runner. He explained that his wife's back trouble had encouraged him to replace their 23 year old 4Runner with a "modern" version. Considering his age I doubt he'll have to replace his new 4Runner in 2042 but clearly his experience is a testimony to Toyota's legendary reliability.
    1
  2726. Great content as usual, Jason. I think we've reached an inflection point with regard to fully electrified vehicles. The proliferation of charging stations, increased range of available and forthcoming vehicles, and more models in different categories (especially from Hyundai and KIA) have changed electric vehicles from costly to purchase daily drivers that must be recharged frequently for those with longish commutes to cars that can be used for a weekend trip and daily drivers without the need for daily recharging. All in all, I think the future of vehicles running on dinosaur juice is a long term decline. And while self-proclaimed "enthusiasts" may mourn it, the environment will not.
    1
  2727.  @michaels7984  Well, as Freud is reported to have said, "Sometimes a cigar is just a cigar." Doesn't change the rationale for the design. Simply claiming that "The vehicle looks good" doesn't answer the question of why it looks good. The more important point is that designing a vehicle that is among the largest of its class with the least "utility" in the form of interior room ignores the "U" in CUV.
    1
  2728. Superb review, even better than usual, Mr. SG. A few points... () All in all, the RDX appears to be a real rebirth of Acura's original vibe: a premium vehicle that emphasizes innovation and technology over pure luxury. Good to see. () Like a number premium brand manufacturers Acura advertises a "starting" MSRP under $40K for their least expensive models. But to include the options that make the RDX so impressive pushes the MSRP to $50K or more. Add to that the fact that (I suspect) real world dealer discounts off MSRP are few and limited if they exist, at all. And I'd be surprised if there are many such base trim RDX's at a price of $38K even available on dealer lots. As long as a shopper is prepared for the practice, it's not unreasonable. The features that distinguish the RDX come at a price. But I find it annoying to see internet comments so often criticize the price of upper trim level mainstream vehicles by saying "(Mainstream Vehicle X) isn't worth the money. For only a couple of thousand dollars more one can have a (Premium Vehicle Y.)" () I don't grasp the point of a manual option in a vehicle with a 10 speed automatic. I love the manual option in my GTI/DSG with a six speed transmission but the idea of manually controlling a 10 speed automatic is simply silly. The only more ridiculous approach is enabling manual control of a CVT with a dozen or more artificial "gears." () I think we're still in an era of experimentation with infotainment systems. They'll continue to evolve over the next few years before a set of more or less standard approaches to controlling them emerge. And I'm inclined to agree that installing a touchpad control that doesn't work like a touchpad is a mistake. And while we're on the subject of puzzling controls, what's with the HUGE knob in the middle of the center stack to control the drive mode?
    1
  2729. Sorry, Joe. You buried the lead about the 2022 Stinger by focusing solely on the GT2 version. The big news isn't the minor refresh of the GT models with 3 more HP and no change in torque; it's the much improved GT-Line with the new 2.5L turbo4 available in the KIA 5 GT, the Sonata N-Line, the Sorento, the Santa Fe, and the Genesis G80, GV70, and GV80. That model gains 35 HP (from 265 to 300) and 51 ft lbs of torque (260 to 311). It transforms the base version of the Stinger from a merely adequate version of a Gran Turismo vehicle into a serious competitor with European GTs in terms of performance and amenities. All with a savings of well over $10,000 in MSRP compared to the GT2 version and even more compared to European rivals. Most Americans don't understand the meaning of the term "GT" in the European sense. It's not a two door Mustang coupe with a V8 engine and performance judged solely by 0-60 mph and quarter mile times. It's a "grand touring" 4 door sedan that handles well on secondary roads originally laid down by the Romans two millennia ago and cruises comfortably with 4 passengers on meticulously maintained super highways at speeds well over 100 mph. The new 2.5L four cylinder turbo Stinger lives up to that standard with a weight savings compared to the GT2 Stinger of 231 lbs mainly over the front wheels. When the Stinger was introduced for the 2018 model year it received near universal praise from reviewers. Unfortunately for KIA it failed to live up to expectations with less than 17,000 sales in the first year and declines in the following two calendar years. (For 2020 sales were down to 12,500 units in the US.) The problem was that the expected volume selling 2.0L turbo Stinger simply didn't sell well. In fact, it was outsold by the V6 twin turbo versions. Kia hopes the new 2.5L 4 banger will resolve that issue. The GT2 remains an appealing liftback sedan compared to, say, the Audi A5 for those looking for a more affordable version of a Euro-like GT sedan but the screaming bargain is the fully loaded GT-Line AWD model with an MSRP less than $41,000, a figure only a couple of thousand dollars more than a top trim Honda Accord Touring model.
    1
  2730.  @perakojot6524  Actually, the Tesla has better acceleration 0-100 mph and faster quarter miles than any vehicle anywhere near its price point. But perhaps surprisingly I agree with your point. Americans tend to focus on acceleration rather than a vehicle's sustained high speed. There's a reason that drag racing is an American invention. Most of America is made up of long straight roads with few curves and even fewer mountains. Roads in the US are abysmally maintained and almost nowhere can a driver sustain a speed of over 100 mph without going to jail or to the morgue. European vehicles have to be designed for much higher top speeds over lengthy distances on near perfect roads piloted by drivers who pay dearly for the privilege and have to demonstrate considerably greater driving skills than Americans to obtain a license in the first place.
    1
  2731. Actually, with the exception of the CX-5 the sales of Mazda's entire lineup is in the toilet. That's why the company has been seeking to borrow nearly $3 billion from Japanese banks to help it survive.
    1
  2732. 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.
    1
  2733.  @irandoosty  Automotive designers have known for about a hundred years that a long hood and short rear deck suggest a vehicle with potency and performance, factors that are especially appealing to many males (for obvious reasons). If you doubt that, take a look at virtually any sports car introduced since 1920. In the case of the Mazda SUV's and the Mazda6 there's another factor, as well. The 2.5L four banger in both its naturally aspirated and turbo applications requires a massive exhaust manifold located behind the engine. That forces either significant reduction of interior space, a much longer vehicle than would otherwise be needed, or in the case of CX-9, both.
    1
  2734. 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.
    1
  2735.  @michaelp.3485  Your affection for your CX-5 is your business. As I noted in the first line of my original comment, the CX-5 "has some undeniable charms." But those charms don't include fuel efficiency or interior (especially cargo) space. No vehicle is perfect and the CX-5 is no exception.
    1
  2736. Interesting comparison. Some observations. () The size difference between the Sorento and the Santa is minuscule. According to Car and Driver the Sorento is 188.9'" long while the Santa Fe is 188.4" in length. That 1/2 inch (less than 13mm.) doesn't provide for the Sorento's 3rd row. Rather, the 3 row versus 2 row configuration has been in place since 2018 when the Sorento made three rows standard and the Santa Fe dropped a third row while the lengths of the vehicles were identical. Rather than overall size, In the new generation KIA reduced front row legroom from 44.1" to 41.4" in part to provide more cargo space behind the third row (12.6 cubic ft vs 11.3 cf) and to allow the 3rd row to recline. (The Santa Fe's first row legroom remains at 44.1") It's worth noting, however, that the previous Sorento's legroom was extremely generous. I own a 2018 Sorento and at 5'9" and can hardly reach the pedals with the driver's seat at the end of its track. In fact, the new Sorento's first row legroom is equal to that of the Telluride. Still, the Santa Fe is a better choice for those whose main job is playing in the NBA. As far as cargo space is concerned the Sorento does have a slight advantage. (38.4/75.5 behind the 2nd row/behind first row vs 36.4/72.1 cf). The Sorento's advantage doesn't come from its half inch greater length. It's likely largely the result of the Sorento's less first row legroom. () One minor (or perhaps no so minor) advantage of the Santa Fe. Inexplicably (and contrary to the video's claim) the Sorento does not offer driver seat memory for any trim level. (At least not in the US.) Nor does it offer 4 way lumbar support or extending driver thigh support, all of which were available in the previous Sorento top trim. I'm not certain about the Canadian spec Santa Fe but in the US it at least offers memory settings for two drivers. () The complaint that 2nd row bench seating is not available for the Sorento on any but the lowest trim(s) seems to be a valid one. While it's not surprising to see only captain chairs on the highest trims where target consumers typically have more disposable income and smaller families, eliminating bench seating on the midlevel EX trim and coupling bench seating with only the base NA engine is a bridge too far, I think. KIA will likely regret the decision. On that score, at least, the Santa Fe has a clear advantage since it must offer 2nd row bench seating on every trim or limit capacity to four passengers.
    1
  2737. It's often not a question of what you "could have gotten." Instead they often represent options and features available in other national markets.Redesigning a center console to disguise that fact is unlikely to be cost effective.
    1
  2738. Impressive. Especially for those for whom performance means more than stoplight drag racing and live in environments where roads curve and mountains exist. Kudos to Ford for building a vehicle that's a viable rival to European sports cars at a bargain price. Teenagers who can't afford even a base Mustang will sneer and 0-60 times, quarter mile acceleration, and noise won't match a Mustang GT. But pit the EcoBoost HPP against the GT on a 60 mile loop around Mt. Rainier and the Ecoboost driver will be on a second cup of coffee before the GT finishes the loop.
    1
  2739.  @CarConfections  The short supply is likely the result of the chip shortage. A number of manufacturers have limited or ceased production of their models with low "take rates" in favor of building vehicles that move off of dealer lots more quickly. The same problem afflicts the Jetta GLI. In fact, my VW dealer told me recently that he expects to see no more Jettas at all for the rest of the calendar year as VW shifts production more heavily to SUVs to deal with the chip shortage.
    1
  2740. No real difference given that the two have the same insulation and acoustic glass. KIA and Hyundai have put significant efforts into building vehicles with noise isolation. The KIA Sorento, for example, has been described by several reviewer as being like a "vault." I can testify to that.
    1
  2741. Perhaps you should speak to consumers who willingly pay "market adjustment" sticker prices.
    1
  2742. "I downshifted with my hand..definitely the most pleasurable thing ever..." Buddy, you need to get out more.
    1
  2743. Violating rather than conforming to stereotypes is a praiseworthy practice.
    1
  2744. Yeah...pretty suspicious. Here in Washington State I saw a car with Texas plates yesterday.
    1
  2745. Tough test for the MINI EV. As other brands offering EVs strive for scalding performance and longer and longer range, MINI has a different strategy. Offer a highly affordable (to purchase and operate) fun-to-drive daily driver in the jungle of urban/suburban traffic. Aim at consumers looking for a second (or third) vehicle to reduce the use of their other vehicles. For a family like mine with three drivers (plus a big dog that travels nearly everywhere) eliminating, say, 10,000 (especially taxing) local miles a year from our SUV and my GTI makes a fairly strong argument for the MINI EV. We wouldn't be using the MINI for trips from Albuquerque to Boulder. (Or in our case from Tacoma to Minneapolis.) At least not currently. But a few years down the line with the proliferation of charging stations and the promised forthcoming availability of Tesla sites to other EVs even those kind of trips aren't a dream (or nightmare). The picture for EVs is changing every day. And even the progress over the last 10-15 years is likely to be dwarfed in the next 5-10 years. From a historical standpoint it's worth noting that in 1900 ICE vehicles were toys of a few wealthy hobbyists. By 1920 the term "horsepower" was applied to millions of vehicles with four wheels instead of animals with four feet. Ten to twenty years is a very long time in a world with changing technology. Yeah, only about 2% of vehicles on the road in the US today are EVs. Even so, that's about the same percentage of minivans sold each year in the US. In June 2021 the Mustang EV outsold every other Mustang variant. The Camaro will soon be gone, rumored to be replaced with an EV. Likewise, the Stinger will apparently disappear after the 2022 model year as KIA puts its performance "eggs" in the K6 basket. My teenage daughter pesters me daily to gift my beloved GTI to her so she doesn't have to drive her mom's Sorento. I might do that if I could make the Mini EV my daily driver.
    1
  2746.  @rafaelcordoba13  As long as you don't risk inheriting the potential abuse over the previous owner's time with it.
    1
  2747.  @fcex558  I suspect that KIA saw no marketing advantage for a higher tow rating with the Sorento. My 2018 V6 version is rated at 5000 lbs but the heaviest thing I tow is a couple of wheeled trash cans up and down a very long driveway. If I were interested in serious towing, I'd opt for a Telluride or even better a vehicle with RWD or RWD biased AWD.
    1
  2748. If there was ever a vehicle that needs a fully autonomous driving system, the Camaro is it. Would help to make up for the abysmal visibility in the vehicle. Reminiscent of driving from the bottom of a tall bathtub.
    1
  2749.  @emilemouannes2236  I'd have to say on the whole it would be the Camry. The new generation Camry is much, much improved in terms of driving dynamics compared to previous generations but still a bit less focused on spirited driving. The Honda, however, has adjustable dampers that the Mazda and Camry both lack while the Mazda tries to strike a balance to live up to its reputation as driver focused. The differences among three are not night and day, however. If that feature is important to you, I'd recommend you find an appropriate stretch of road and take each for a test drive back to back.
    1
  2750.  @Freemarkets1236  As my original post indicated, I was looking at the versions of each vehicle with more powerful engines. I haven't driven the non-turbo and 4 banger versions but I suspect that I'd opt for the Mazda6, as well. You'll be hurt somewhat in terms of resale value versus the Honda and even more so compared to the Camry but if you hold onto a car for five years or more those differences largely disappear. Furthermore, the Mazda has the cylinder de-activation feature that's pretty trick. Finally, in terms of looks I'd definitely put it at the top.
    1
  2751.  @edugamer950  In the US the Rabbit is a limited edition version of the base S model that adds abour $1300 to the MSRP in return for its limited numbers, led headlights, the traditional Clark plaid seats, and keyless access/pushbutton start. In Canada the Rabbit is the mid-level trim that offers those same features and provides a variety of other extra cost options focused mainly on driver assistance.
    1
  2752. Despite VW's earlier promises when the TCR was first unveiled we won't be getting the TCR in the US. That's not surprising. VW has a history of limiting the features and options of the GTI in North America, leading to all sorts of complaints from American GTI lovers. No digital cockpit, for example, and slightly lower HP and torque ratings. (It's unclear whether the power differences are real or simply the result of different testing methods.) And VW consolidates a variety of individual options into a limited set of trim levels in North America, likely to contain costs and prevent less popular option combinations from sitting on dealer lots. On the other hand, GTI's in the US are substantially less expensive than in Europe. I purchased a fully loaded 2018 Autobahn/DSG last spring for the equivalent of 24.5K pounds at current exchange rates ($32,000). Furthermore, though we won't be seeing the TCR in the US, its performance advantages are readily available from third party tuning firms (e.g. APR) that increase HP and torque to the levels of the TCR. And contrary to popular belief, tuning does not void the VW factory warranty unless problems can be directly traced to tuning changes. The cost of ECU tuning is less than $800 and most other mods top out at a total of less than $2000. GTI versus Golf R? The R is a great car but here in the US Pacific Northwest where supply was limited and demand was strong I found the price difference to be at least $10,000 (7650 pounds). And the 100 kilo weight difference was like driving around with an NFL running back in the back seat. Add to that the absence of a sunroof in the R. In cloudy, rainy Seattle we need all the light we can get in a dark cabin. All in all, I couldn't justify the price premium even though I loved the R.
    1
  2753. At least in the case of Honda, the reason "no one is buying them" is that fuel cell vehicles are only available for lease. They cannot be purchased.
    1
  2754.  @gforce95vn  In 1900 gas stations were so sparse that automobile "early adopters" had to carry extra cans of gasoline to make any sort of extended trip. Twenty years later horse ownership was limited to pets, racing, and cow punching. And gas stations were everywhere. Be patient.
    1
  2755. No question that the new generation Carnival (nee Sedona) is a vast improvement over the last version. And one should remember that in international markets, especially in Asia, minivans (There I said it.) are far more popular than in North America. Two reasons. First, non-American consumers find "rugged" a less appealing vibe than Americans with their mania for SUVs. (Note the near luxury vibe of the Hyundai Palisade built in Korea vs the American built Telluride that's not even sold in Asia.) Second, Asian families are far more likely to be "multi-generational" with a priority not only for parents and kids but for grandparents as well. The more accommodating and easily accessed third row of "MPVs" for three generations of family members is a major plus in such families. With those factors in mind it's easier to understand why KIA is prepared to double down even on a vehicle with a tiny market in the US. With the demise of the Dodge Caravan there are only 4 minivans left in the North American market: the market leader Pacifica, the Odyssey, the Sienna, and the Carnival. If 2020 sales were a horse race, the KIA would finish out of the money, an "also ran" far back in 4th place. In fact, the Sedona sold only a few more than 13,000 units in 2020. Even if the sales of the Carnival in 2021 triples it still wouldn't match the sales of the third place Toyota Sienna. (And with a new generation Sienna, the 2020 sales are guaranteed to improve in 2021.) Bottom line? Despite the Carnival's major improvements it's unlikely to challenge the top 3 minivans in the US in terms of sales. And the reasons go beyond the widespread antipathy toward minivans that the Carnival's SUV-ish looks aren't likely to overcome. First, both the Pacifica and the Sienna offer versions of AWD, a feature that disappeared in vans with the demise of the excellent Mazda "MPV" in the early 1990's. Second, the Chrysler and the Toyota offer hybrid versions of their minivans while the Carnival does not. In fact, like the Toyota Venza, the new Sienna offers ONLY a hybrid drivetrain and Toyota's success with hybrids is daunting. Third, the Pacifica is in first place in sales for several reasons, not the least of which is its "Stow and Go" seating in the non-hybrid version. Fourth, the aging Odyssey might well be a tempting target for the Carnival but familiarity and brand loyalty among Honda buyers are likely to allow it to hold third place in sales even if it loses its current 2nd place status to the Sienna. All of that is the bad news for the Carnival. At least in terms of the North American market. Still, the Carnival is an appealing vehicle in many ways for those willing to forego advantages of AWD and a hybrid powertrain. It's likely to remain an also ran in the North American market but if its sales in America improve significantly over the last generation Sedona and the Carnival's sales internationally are strong, KIA will no doubt be satisfied.
    1
  2756. I'm somewhat surprised that Genesis didn't shift to the new 2.5L and 3.5L turbo engines for the 2021 G70 as they have for the G80 and GV80. That, I assume, is planned for 2022. Considering that the 2.5L turbo is an option in the Hyundai Sonata and KIA K5 performance models as well as in the KIA Sorento for 2021 and most puzzling as the base engine in the KIA Stinger, that's something of a disappointment.
    1
  2757. For males needing assistance in supporting their gender identity, an especially common problem among adolescents, and for those whose "off-road" adventures extend far beyond a gravel road, the Frontier is clearly superior.
    1
  2758. Welcome to the world of "up selling," guys. No criticism intended. I've been there, myself. ;) Like many consumers I view sitting down with a dealer for serious price negotiations as an experience significantly more painful than a root canal without novocaine. But I'm also skeptical of buying a car like I buy kitchen supplies on Amazon. Seeing what you went through to purchase the Tesla gives me a whole new appreciation of dealing face-to-face with a dealer. Looking forward the episode with the Tesla climbing Gold Mine Hill and seeing how the interior survives. :)
    1
  2759. The last desperate move for a aging automotive design: Stick on some distinctive trim pieces and hope a replacement generation can be postponed for at least another year. Sales of the Pathfinder in the US dropped from 81,000 to 68,000 from 2017 to 2018. 2019 sales are lower than 2018. The bright spot? Nissan dealers may be desperate enough to discount the Pathfinder heavily.
    1
  2760.  @Me-fj8sb  It's almost undoubtedly true that less expensive EV's won't be coming from Porsche; they'll be VW badged.
    1
  2761. More likely the appeal is to those who care less about acceleration than getting out of the car and hike.
    1
  2762.  @tylerlewis2766  WRONG!
    1
  2763.  @scottcalhoun5524  Do you have to put on sunglasses when you come out from under that rock where you've been for the last decade or so?
    1
  2764.  @scottcalhoun5524  In the first quarter of 2020 CX-30 sold 8592 units in the US. The Seltos sold none since it was not yet available in showrooms. In the second quarter Mazda sold 8364 CX-30s. During that same second quarter KIA sold 14,072 Seltos SUVs. The reasons the Seltos is such a hot seller compared to the CX-30 aren't hard to find. Peak HP for the CX-30 is 186 @ 6000 RPM. Peak torque is 186 ft lbs @ 4000 RPM. The 1.6L Turbo Seltos delivers 175 HP @ 6000 RPM and 195 ft lbs of torque @1500 RPM! In other words, the HP and torque figures are roughly equal but the Seltos delivers its torque, the key to performance, at a MUCH lower and more usable RPM. Total cargo space in the CX-30 is 45.2 cubic ft. In the Seltos the cargo space amounts to 62.8 cf. In other words, the Seltos provides 39% more cargo space than the CX-30. And to add insult to injury, the Seltos is an inch shorter than the CX-30. Finally, Mazda provides a 3 yr/36K bumper-to-bumper warranty and a 5yr/60K powertrain warranty. The Seltos comes with a 5 yr/60K B2B warranty and a 10 yr/100K drive train warranty. You may feel the CX30 is "much nicer" than the Seltos but actual customers apparently don't agree.
    1
  2765.  @shineinouzen7412  Cheap comment to make with no evidence, whatsoever.
    1
  2766. True. And I could buy a mansion in Spokane, Wa for the price of my more modest home near Seattle. But then I'd be living in Spokane. :) Nothing against Toyota or Spokane but different tastes and priorities.
    1
  2767.  @braetonwilson4296  If the AT were a DCT with the behavior of the DSG in my GTI, I'd be with you. With the conventional TQ AT, I'm torn. I'm attracted to the convenience features the AT choice includes but I think the 86/BRZ demands an MT. The fact that the MT is a tad quicker doesn't matter to me I might regret have an MT in what I think of as a modern version of British sports car.
    1
  2768. Nice car. But calling it a "compact" crossover is a misnomer. At 174" in length, the XC-40 is an inch longer than a Mazda CX-30 and less than 3" longer than a Honda HRV, each of which is a conventionally consider a "sub-compact" SUV. The "compact" class begins at 179" (Mazda CX-5) and stretches to about 185" where the Volvo XC60, Nissan Rogue, and VW Tiguan sit. Further, the rear cargo space isn't 27.2 cubic ft. (10.06) According the Volvo it's 20.7 cubic ft. I think you confused the rear capacity figures with the total cargo space, Joe. You're correct that the total is 47.2 cf. But it's worth noting that a VW Golf R comes in at over 53 cubic ft and it's half a foot shorter than the Volvo. Nevertheless, the CX-40 is an appealing sub-compact. And the asking price of $33K for a used example with 16K miles and without a new car manufacturer warranty MIGHT be a good value considering that a loaded version of the lowest "Momentum" trim (which I assume is what you were driving, Joe) has an MSRP of about $45,000. But if I were considering the example you drove I'd want to know why the original owner opted to get rid of it so soon and take such a huge hit in depreciation. And if the example you were driving wasn't fully loaded, the $33K asking price could be as much as about $5K less than a new version without an extensive set of options, with no miles on the clock, and with a new car manufacturer warranty.
    1
  2769.  @RaitisRides  I'm sure they do, Joe. But that's European marketing speak not an accurate description from a North American perspective. Most of the vehicles we call "midsize" SUV's in the US are considered either "full size" vehicles or are not even sold in western Europe. The VW Atlas, Mazda CX-9, KIA Telluride, and the Hyundai Palisade are not sold there. The Ford Fiesta is a compact SUV in Europe and the VW Golf is considered a "midsize" vehicle with several smaller VW vehicles such as the Polo occupying the "compact" slot.
    1
  2770. @trsthn I may have been overly pessimistic about the availability schedule of the G70. Heard from a poster on another channel that a dealer in his local area has several for sale. Not sure where he is but there's no news here in the Puget Sound area. In any event, I suspect the initial deliveries will be snapped up quickly.
    1
  2771. VW's strategy in the US is clear. Build vehicles that are larger and cheaper than the European counterparts. So no Euro spec Passat. No version of the European Tiguan. Only what's sold elsewhere as the AllSpace. No Touareg to complement the Atlas. The current Jetta is not even sold in most of Europe. All very sad but VW has been burned repeatedly trying to sell their Euro-spec vehicles in the US. They're making one more try with the Arteon. Hopefully it will break the string of failures.
    1
  2772. It's probably the best application of the Mazda turbo 4 engine but the CX-5 sacrifices utility in the form of passenger and cargo space in favor of its exterior design with an extended distance in front of the driver/front passenger door.
    1
  2773.  @Justin87878  Well, there is the fact that the Subaru Forester and Honda CR-V each has about 25% more overall cargo capacity than the CX-5. But if actual "utility" in a "Sport UTIILITY vehicle doesn't matter it's a fine SUV.
    1
  2774. If the Enclave had 204 cubic feet of interior space it would truly be indistinguishable from a school bus. As it is, there's only a strong resemblance.
    1
  2775. Well, since the primary advantage of a RWD platform is its greater suitability for towing, the fact that the Durango's tow rating is more than 2000 lbs greater than the Explorer has to count for something. Even the Nissan Pathfinder can tow 6000 lbs vs the measly 5300 lbs of the Explorer.
    1
  2776.  @watershed44  They keep doing it because "consumers have spoken over and over again that they do NOT like (sooty tailpipes)" but they feel exhaust tips denote power.
    1
  2777.  @watershed44  What you know about automotive manufacturers' market research and business practices could fit in a thimble. Decisions aren't based on "some focus group." Manufacturers spend millions of $$$ to get an accurate picture of consumer preferences. And the results are far more trustworthy than the opinions posted on YouTube or the "people (you) know personally." You might ask yourself a simple question. How likely is it that a major corporation would spend money to answer questions to which they've already decided the answers? If you think that's likely you're very unlikely to ever be a decision maker at a major manufacturer.
    1
  2778.  @watershed44  Let me be clear so even you understand the point. I didn't say consumers prefer fake exhausts. As a matter of fact, I don't either. What I said was that consumers (a) don't like sooty exhaust pipes and (b) prefer to see exhaust outlets on the rear end of vehicles. Stiffer emission standards make it more and more difficult to achieve those two design choices simultaneously. The "solution" is to provide non-functional exhaust tips. In fact, there's no significant cost savings involved. Just the opposite, in fact. It's simply an effort to meet contradictory consumer preferences.
    1
  2779. Actually, the Telluride and the Honda Pilot are almost exactly the same length (196.9" and 196.5" respectively.) Each is shorter than the Mazda CX-9 (199") and significantly shorter than the Traverse (204.3") The Highlander is smaller (192.5") and arguably is at the long end of a "tweener" segment that includes the KIA Sorento (189")
    1
  2780. Actually, there's a brief shot of MSRP's in the video. But Hyundai hasn't yet offered a "build and price" internet tool. In any case, MSRP's are a lousy guide to real world prices arrived via serious negotiations with a dealer.
    1
  2781. Very attractive though an absurdly inefficient vehicle. But if you need to tow more than four tons, it outranks virtually any other midsize SUV. If it appeals to you, get one while you can because like the fuel it uses, it's a dinosaur.
    1
  2782. My association with the Golf goes back to its "Rabbit" days, as well. Actually, it was always the Golf in Europe. The Rabbit moniker was VW's effort to make it a more "exciting" model than the Beetle.
    1
  2783. When I tested the Mazda 6 I noticed the poor resolution camera system, especially the backup camera. Have to say, though, that I wasn't planning to watch movies using the backup camera. Mazda should improve it, but I found it to be perfectly usable for its function. The infotainment system was somewhat more significant. And while Mazda is committed to adding Android Auto/Apple Carplay to the vehicle, including retrofitting the functionality at no charge to purchased vehicles, that was a "tick" compared to the competition, as the British say. Again, however, it's worth noting that Toyota has made no such commitment and adding factory navigation to the Camry, including the top XSE trim, requires purchasing a $2000 option package.
    1
  2784. @WB Wayne I'm sure you're correct about the backup camera resolution. And I agree that the Mazda6 along with the Passat GT are the best looking vehicles in the class. The Camry (especially the XSE) reminds me of a 1930's Buck Rogers spaceship design, inside and out. Mazda, I think, makes a very good effort considering their relatively limited resources compared to their rivals. Have to say, though, that my personal checklist comparing midsize sedans put the Mazda slightly behind the new Accord. I can see how others might differ with that assessment and the Mazda6 is (imo) clearly superior to last year's Accord. But I don't think it quite reaches the level of the 2018 version of the Accord.
    1
  2785.  @Ichibuns  I think the OP is overstating the case but so are you. Hyundai and Kia are already introducing EV's with ranges over 250 miles. Five years from now it's not a stretch to predict that the range of mainstream EV's will match the 350 mile range of the CX-5. Petrol vehicles aren't going to disappear in the wink of an eye but the future is dim. And it's no longer a far away future.
    1
  2786. You're not alone in being disappointed that Hyundai opted to send the Veloster N rather than the i30N to the US. There are few (if any) markets with both vehicles. Apparently Hyundai believed it would make a bigger splash with the less expensive Veloster in the US. I suspect they're correct.
    1
  2787.  @stevedoyel  It's difficult to compare the forthcoming Explorer with anything since there are almost no independent assessments of it available at this point. On paper it appears to be a huge upgrade over the fifth generation Explorer. But it's important to keep in mind that about a quarter of all Explorer sales go to fleets, often public agencies such as police. Those customers have different priorities than the vast majority of consumers and they replace vehicles far more often. Ford makes a healthy profit from fleet sales in the aggregate but much less on each individual example. To some extent the profit on vehicles sold to consumers has to compensate for that. And that means at least some inflation of the price to individual consumers. Thus, the significantly higher price compared to other brands.
    1
  2788. Riiight...Four wheels. What a ripoff!
    1
  2789.  @robertduklus6555 According to Honda, the CRV top touring trim has a curb weight to 3512 lbs. According to Hyundai the curb weight is 4085 lbs. These figures can vary slightly depending on sources and whether a curb weight is calculated with or without fuel but as already noted, the difference is somewhat over 500 lbs.
    1
  2790. You buried the lead, Joe. The big news about the 2022 Stinger isn't the miniscule changes in the GT1 and GT2. It's the replacement of the 2.0L four cylinder base engine in the GT-Line trim with the 2.5L turbo 4 banger with 300 hp and 311 ft-lbs of torque. That's a 45 hp and 51 ft-lbs torque difference from the old engine (and the base engine that remains in the G70). And it improves the base engine's 0-60 performance to 5.2 seconds, only about half a second slower than the GT2 model (4.7 seconds). With a weight advantage of 221 lbs (virtually all on the front wheels) and a savings of about $15,000 or more in MSRP! (With each model comparably loaded) the 2022 GT-Line Stinger is a screaming bargain compared to the GT1 and GT2. Comparing the 2022 GT-Line Stinger to the base version of the G70 that retains the previous 2.0L engine there is no question that the Stinger is the better vehicle. But to some extent it's an apples vs oranges comparison despite the fact that the two vehicles share so much. The G70 is a sports sedan in the category of the BMW 3 series, a vehicle that's about the same size as the Honda Civic. The Stinger, on the other hand, is a true GT (Grand Touring) vehicle as the term was originally meant to describe. About half a foot longer than the G70, the Stinger, like a European GT, is designed to carry five passengers and their luggage/gear in comfort for hours at over 100 mph on meticulously maintained highways like the Autobahn and to handle well on twisting European backroads that were originally laid down by the Romans two millennia ago. Despite the "GT" moniker, vehicles like the Mustang aren't Gran Turismo vehicles; they're uniquely American "muscle" cars. Coupes with large (the bigger the better) engines whose performance is judged almost exclusively by acceleration on flat, straight pavement that mimics a drag race. (A contest invented, not coincidentally, in America) If there is a truly comparable Stinger competitor available in the US it's the VW Arteon rather the Genesis G70. The two vehicles are the same overall size. Each is a liftback with the Arteon enjoying an advantage in rear cargo space and back seat room. The Stinger comes standard with RWD vs the FWD of the Arteon but each can be fitted with AWD that largely eliminates the Stinger's advantage on that point. On paper, the Stinger's 2.5L turbo engine is stronger than the Arteon's version of VW's ubiquitous EA888 2.0L turbo but the performance difference is less than the specs suggest and can be eliminated altogether with a Stage I ECU tune for about $600-$1000. Transaction prices of the vehicles fitted with AWD and other options essentially the same at around $40,000-$42,000. I've driven both vehicles and find the Arteon more appealing in terms of interior design and amenities but that's both subjective and not a big difference in any event. The good news is that each is a reasonable version of a true GT. If and when Genesis gets around to upgrading the G70's base engine I might consider it, as well. But not now.
    1
  2791. Hating the trend toward stacked headlights mounted just above the bumper isn't simply a fashion choice. They're a problem that Roman and Tommy should probably be familiar with. I live in the foothills of the Cascades in Washington where the spring thaw brings many tons of rocks and gravels from the mountains down to our highways just above sea level. The rocks become projectiles thrown from logging trucks and other big rigs at the vehicles behind them and drivers learn either to give those rigs a wide berth or to replace their windshields every year or two. Transparent barriers attached to the front of a vehicle's hood and transparent covers for headlights are a common defensive tactic. Putting the headlights just above the bumper only adds to the problem by making rocks and gravel shot at a lower trajectory a menace as well. On another point Roman's contortions in extracting himself from the third row of the Outlander are amusing to say the least. But in fact the overall legroom for all 3 rows in the Mitsubishi isn't much different from some rivals. For example, the Outlander provides a total of 106.4" legroom in all three rows. (An important statistic since both the first and second rows can be adjust fore and aft to accommodate passengers.) Further, the default legroom in the 3rd row is 28.2". The Tiguan with its optional 3rd row offers 104.6" in total and 27.9' in the 3rd row. Neither vehicle is generous, of course, but each is only 185" in length. A Toyota Highlander on the other hand is a full 10" longer than the Outlander and Tiguan and offers only 110.7" of total legroom of which only 27.7" is allocated to the 3rd row. If Roman has difficulties getting out of the Outlander he might want to stay away from the 3rd row of the Highlander.
    1
  2792. The important phrase is "if driven correctly." And that means driving it as if it doesn't have a turbo.
    1
  2793. Not a skier, eh? :)
    1
  2794. And that's why most consumers CAN justify the Leaf or one of the extended range Korean models over the Model 3.
    1
  2795.  @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."
    1
  2796. No, Doug, "if you want more room in the third row, " you (DON'T) have to look at a minivan or a full size SUV. At 27.7" of legroom you can look at virtually every other midsize crossover in the marketplace. That's 2" less than even the famously cramped CX-9 and 4" (!) less than a KIA Sorento, arguably the smallest of the true 3 row crossovers that's half a foot shorter than the Highlander. And to add insult to injury Toyota puts three seat belts in the third row so they can claim it seats eight passengers with a second row bench. The Highlander's third row is a cruel joke whose appeal is limited to the S&M crowd who want a spot to stow their bound and gagged hostages. In short, the Highlander has less third row space than any 3 row crossover on the market. Its 3rd row legroom is comparable to the much, much smaller (10" less in length) VW Tiguan with 27.9" of legroom. As for there being "quite a bit of room behind the third row (that's) unusual for a midsize crossover..." That's also wrong. The Highlander claims to have 16 cubic ft of cargo space behind the third row. That's more than the Sorento (11.3 cf) and the CX-9 (14 cf) but it's less than the Pilot (16.5), the Durango (17.2), the Ascent (17.8), the Palisade (18), the Explorer (18.2), the Atlas (20.6), the Telluride (21) and the Chevy Traverse (23). None of the midsize three row crossovers can compare to the cargo space behind the third row of minivans, but the Highlander's space is "unusually" large. It ranks near the bottom of its class. Then there's the question of power folding rear seats. I"m not a fan of them either. But you don't have to go to a "luxury" crossover to find them nor spend the "$55,000" asking price of the Highlander. The Hyundai Palisade has them in the mid trim SEL as part of the "Premium" option package with an MSRP a bit over $40,000. Toyota has obviously updated their long-in-the-tooth Highlander to be competitive in the current marketplace. Their infotainment system is finally competitive in the segment, for example. (Toyota has traditionally lagged in that area primarily to avoid reliability issues that are the most common source of early failure.) But the last generation Highlander had an arguable advantage in being somewhat more compact (192.5" long) than most of the competition that added to its maneuverability in traffic and parking convenience. By lengthening the 2020 highlander by 2.5" that advantage has been reduced with almost no effect, whatsoever, on the overall interior space. It will sell well to the Toyota faithful but the entries from Hyundai and KIA are game changers and the Highlander is no better than more closely competitive, not class leading. The only exception? The hybrid version. So if getting more than 30 mpg is the highest priority, it's worth more than a casual look.
    1
  2797. They were hoping for leather straps on the hood, bespoke luggage on the roof , and a snorkel on the hood. :)
    1
  2798. Disagreeing with Toyota's marketing decisions is a risky proposition. The company has, after all, managed to sell more than a few vehicles over the years. They may well be right that it's not worth the investment to offer AWD with the NA V6 engines available for the Camry and Avalon but at least to me, it's a shame. I had assumed that the 2020 version of the Avalon represented Toyota's recognition that "60 is the new 40." Apparently not. And as someone smack dab in the middle of the Avalon's demographic I'd be drawn to the Charger and especially the Stinger before considering the Avalon.
    1
  2799. Here's the 11th thing one should know about the Ford Lightning. Its sales will CRUSH alternatives here in the US where Ford has brilliantly designed it to closely resemble the traditional F150. (Take note, Elon.) Pickup owners are VERY, VERY brand loyal and the HUGE fan base of the F150 will serve the Lightning well. Furthermore, a large portion of Lightning sales will go to fleets in industries such as construction where almost all travel is local, accomplished during a work day and recharging can be done at night. For that sort of mission a truck that never needs to visit a filling station is a dream come true. And that doesn't even take into account the extensive fleet management accessories Ford is providing for customers who buy their trucks by the dozen or more. The F150 won the game before it really began.
    1
  2800.  @bob15479  If I had a farm I'd take that bet. There isn't a chance in Hell that’s true
    1
  2801. Good for you, Guys. Considering the objectivity and detailed (non-driving) review, you come out looking considerably better than Subaru in your on-going tiff with the brand. I'd differ from your comments somewhat in terms of the new Outback's competition. At 191" long, it's in a "tweener" crossover (188"-192") category between compact vehicles (179"-182") and larger mainstream midsize rivals (195"-204"). That's not to say that some of the vehicles you cited aren't interesting or good cars. But the Forester, Rav4, and CR-V are clearly in the "compact" category. The same is true of the VW Sportwagen and AllTrack and neither makes much of a pretense of being an SUV. I agree that they're excellent wagons but I don't think they're in the same market category as the Outback. At 196.3" long the Regal TourX is a larger vehicle, only 0.2" less in length than a Honda Pilot or Subaru Ascent and it, too, is a wagon, not an SUV. The Audi AllRoad and Volvo V90 are simply not in the mainstream price category and are more pure wagons than SUV's. Of course, the categories are somewhat arbitrary and a few vehicles aren't easily categorized. The Nissan Rogue, VW Tiguan, and the Jeep Cherokee at 185"-186" in length don't fit easily in either the compact or tweener category. But the tweener SUV category does include vehicles with a number of similarities other than size along with a few distinct differences. The Hyundai Santa Fe, the Ford Edge, the KIA Sorento, the Honda Passport, the Jeep Grand Cherokee, the Chevy Blazer, and the Nissan Murano along with the Outback are all in the tweener group. Each offers AWD as a standard or optional drive train. With the exception of the Sorento, all are 5 passenger two row crossovers. (The KIA includes a surprisingly roomy third row. that's easily stowed and when stowed offers the same cargo space as the Edge and the Santa Fe.) All but the Outback and the Santa Fe offer V6 engines as standard or optional choices. (The Edge V6 is a twin scroll turbo. Others are naturally aspirated.) And all but the Murano and the Outback offer traditional geared transmissions rather than CVT's. Depending on a consumer's priorities each offers significant appeal. More cargo and passenger space than the average compact crossover. Easier to maneuver in traffic and park than larger crossovers, especially if one hangs a bike rack on the rear end and want to close a garage door behind it. For smaller families who don't need or want a third row of seats they're attractive alternatives. (And for those who want a third row for occasional use, the Sorento has considerable appeal.) For me, there are better choices than the Outback. I'm not fond of CVT's (though I'm not a fanatic about it.) And while I like turbo four cylinder engines in smaller vehicles, I think a V6 is a better choice when a loaded vehicle surpasses two tons in weight. Physics is physics. Engine and more parts moving at several thousand RPM's isn't a great recipe for durability in such cases. Nevertheless, the new Outback has much to recommend it. I had wondered whether there would be a place for it between the ever growing Forester and the Ascent. I think Subaru has managed to find a spot that will please the legion of Subar-ites.
    1
  2802. Absolutely. That's why I swore off Fords after the Pinto and Chevy after the Corvair.
    1
  2803. Not sure the Telluride and Palisade are "way better." The Explorer does offer some features not available on the Hyundai/KIA twins. (e.g. hybrid drive trains, RWD and RWD-biased AWD). To access many of those features, though, the price (or at least the MSRP) is significantly higher than the Korean vehicles.
    1
  2804.  @joa8593  Heavy traffic is the only condition in which the issue comes up. As I noted there are restrictions on the speed of passing vehicles in the same lane but in my experience there often ignored and blind spot monitoring is a huge advantage when the issue is someone's life.
    1
  2805.  @joa8593  Not if it doesn't exist as it often doesn't on many models. That was my point.
    1
  2806.  @joa8593  OK. I think I understand. You're correct that in stop and go traffic the BLM is likely to have a constant yellow warning signal indicating that the next lane is occupied. However, in my vehicles activating the turn signal causes the warning signal to flash furiously if a vehicle is approaching rapidly.
    1
  2807.  @joa8593  I agree it's a supplement, not a replacement for the old head turn. But the argument you're making reminds me of similar arguments that blame the victim. The rider on a motorcycle is the one who's likely to be killed by an inattentive driver. Claiming that the driver should have been more attentive ain't gonna help the dead rider.
    1
  2808.  @gewdvibes  Well, it might no matter to those who aren't purchasing a vehicle. For those who actually want to buy one , not so much.
    1
  2809. Perhaps VW feels that Americans would be loathe to pay over $50,000 for a GTI, the price in Europe.
    1
  2810. My error. Apologies. Haven't been able to confirm that the Euro Spec GTI has port injection in addition to direct injection but you're correct about Toyotas.
    1
  2811. Had a Mazda MPV in the early 1990's (or maybe the late '80's. The early stage Alzheimer's may be setting in.) It was a great vehicle and the only minivan at the time that offered AWD. That feature arguably saved my wife's and my life when it got stuck in deep snow in a ditch on a lonely logging road in the Washington Cascades. Without AWD I don't think I could have extracted it and it would have been a long, long hike to civilization. I wondered for years after why other vans didn't offer AWD. Kudos to the Pacifica for offering AWD on the non-hybrid model. And kudos to Toyota for its version of AWD on the Sienna with its hybrid powertrain. I'm not impressed with the new Sienna though it's admittedly a significant upgrade over the last generation. As far as the Odyssey is concerned it appears that Honda is resting on its laurels. So for me it would be a choice between Pacifica and the KIA Carnival. And that would be a difficult one. No AWD or hybrid powertrain the Carnival but appealing looks and near luxury interior. The Pacifica, on the other hand, offers a choice between AWD and a hybrid powertrain. Fortunately, I can avoid the choice as I have little use for a minivan these days.
    1
  2812. 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.
    1
  2813. A slight correction, Joe. The Seltos slots between the KIA Sportage (a CRV Rav4 competitor) and the KIA Soul. The Sorento is at the small end of midsize Crossovers (188"-192") that are typically two row, five passenger vehicles. The Seltos direct competitors are the Honda HRV and Toyota C-HR.
    1
  2814. Great review as always, Alex. Unfortunately, I'm an old fogey and find myself skeptical about ordering an automobile like I buy kitchen supplies and socks from Amazon. That skepticism is not softened by the fact that Tesla apparently changes the features, trims, specifications, and price of the Model 3 from week to week if not from day to day. I suppose the average purchaser can't complain that the base model they've ordered turns out to have some unexpected free-of-charge items like higher quality upholstery but I can't avoid thinking that those who ordered a more expensive model before the factory ran out of lower quality upholstery might be a tad annoyed.
    1
  2815. Ah...the voice of the typical internet fan boy!
    1
  2816. Good video and good test. Several points. () A fairer test would have involved removing the cross bars on rack for the "without" test. That's the case for both the fuel efficiency and the sound tests. () Setting the CC at 60 or 65 mph would have significantly increased the mpg's. The effect of wind resistance isn't linear as speed increases, it more closely resembles a logarithmic function. I suspect the "tent" configuration would have done better compared to the "un-tented" version. () The tent used is shaped like a large brick, albeit a light one. A tent designed to fit in a clamshell enclosure would almost certainly be a better choice if mpg's is the priority.
    1
  2817.  @sic22l  Wasn't aware of that. As you probably know, we no longer have the Touareg in the US and they were few and far between when we did have them. Assuming you're correct, though, i'm surprised that VW didn't make the crossbars removable or allow them to be folded into the top rails as Subaru does.
    1
  2818.  @travisburdess1071  Not quite large enough for my needs (two adults, a teenage daughter, and a big dog) but I agree for a single person or couple looking for an urban runabout it's worth considering.
    1
  2819.  @travisburdess1071  Sorry, Travis. Have to admit I haven't examined the Bolt very closely. My impressions were based mainly on casual comments from reviewers of other EV's and the difference between the Volt and the Bolt. And I didn't mean to suggest the Bolt was an "urban only" car, only that it was focused more directly on urban duties than some other EV's. So, to summarize,: My bad. I'll take a closer look at the Bolt. :) Edit: BTW, I just checked some specs and found Bolt length to be 164." That's about 4 inches shorter than my GTI and my dog demands that he have a spot in the back seat rather than in the "way back" behind the second row. On the other hand, I was surprised to see that the actual passenger volume (94 cubic feet) is virtually equal. So perhaps the difference is that my big dog is less willing than yours to be consigned to the space behind the rear seat. I'll point out his privileged status when I see him. :)
    1
  2820.  @travisburdess1071  Hope you'll continue to post your experience with the Bolt. I share your disappointment that more material isn't available regarding the vehicle. As far as the VW ID vehicles, I'm hopeful we'll see one or more versions in the US. VW has a lot to make up for after Dieselgate and I hope their commitment to EV's will bear fruit.
    1
  2821.  @MihneaStoian  I think you're somewhat optimistic about the range of both the Soul EV and the Leaf. More like 225-250 miles. Nevertheless, those ranges are sufficient to transform an EV from an urban runabout to a practical daily commuter for people like my neighbors and me who have round trip commutes of 80-100 miles or more. For us, a 100-125 mile range vehicle means daily full recharges and no unexpected side trips. That verges on impractical. Extended range EV's change the picture dramatically.
    1
  2822. It's an excellent AWD system. I know. I have the same one in my KIA Sorento. ;)
    1
  2823. Hmmm...Interesting point. I'll take your word for it but I have to admit that when I looked seriously at the Mazda6 (as well as the CX-9) earlier this year, I was impressed by the SIgnature trim in each but a bit skeptical about long term durability.
    1
  2824.  @jhunapostol5080  Oh, come now. Of course, any vehicle may be subject to abuse. And press cars provided to reviewers are probably more likely to be abused than one owned by someone who's actually paying for it. But that doesn't mean that there's no difference in the inherent durability of a particular model or trim level. Further, a vehicle designed to be used by families is especially likely to be subject to rough treatment. Nor is the comment above the only case where the durability of the Signature trim in a CX-9 has been questioned. Another youtube reviewer noted that after a few thousand miles the example he was driving had begun to "pill" on areas covered with soft touch material. Time will tell if this is a widespread problem but questioning the durability of interior materials is a perfectly reasonable point.
    1
  2825.  @hard2getitrightagain314  Hey! Leave my cliches alone...And Get Off My Lawn! :)
    1
  2826. Was a Cayenne a Porsche?
    1
  2827. And for that you'd have a used car.
    1
  2828. True. But the Telluride is built in West Point, Georgia USA.
    1
  2829. Yup. It's so out-of-date. Same with that silly bowtie on Chevy's. :)
    1
  2830. 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.
    1
  2831.  @2004cyrus  My point exactly. No need for memory seats, eh?
    1
  2832. And it would be identical to a 1957 DeSoto. :)
    1
  2833. A well done and well sized vehicle from Mazda. But don't hold your breath waiting for a "speed" version of the CX-30, Joe. "Mazdaspeed" vehicles aren't part of Mazda's corporate direction as their strongly negative responses to questions about such models demonstrate. That approach has been replaced by Mazda's efforts to market their vehicles as "value" alternatives to more upscale brands. Emphasizing performance only confuses that marketing direction and undermines the brand's CAFE ratings, already challenged by their engine/transmission offerings' mediocre fuel efficiency. Adding a turbo to the NA 2.5L engine in the CX-30 is a long shot at best, especially given the risk of cannibalizing sales of the turbo version of the CX-5. As for size Mazda appears to be spreading their bets across the board with the CX-3, CX-30, CX-5, and CX-9 in North America. Add the CX-8 in international markets in Asia and Europe where the CX-9 isn't offered. The CX-30 is clearly in the sub-compact size category with the CX-5 slotted for the larger compact group. In the sub-compact group the CX-30 looks like a strong contender, especially compared to the Honda HRV and the Toyota CH-R. There is a question, though, about the future of the CX-3 in the North American market. Although viable in international markets I wouldn't be surprised to see it withdrawn in North America. And there's a risk that the CX-30 may cannibalize sales of the slightly largely NA version of the CX-5.
    1
  2834.  @steve9377  I don't think I understand your logic. You say, "I'm sure (Mazda) figured they are going to lose some sales of the CX-5 in favor of the CX-30 and if enough people give feedback about their feelings of the lack of power in the CX-30 you better believe they're going to respond..." So Mazda is going to respond by further cannibalizing sales of the higher profit CX-5 by offering the same engine in the CX-30???
    1
  2835.  @steve9377  Your logic still escapes me. Mazda reported selling over 15, 000 CX-5's in December, 2019. That's the biggest sales month for the model in history. Why they would consider cannibalizing sales of a highly successful model for a lower profit subcompact crossover makes very little sense, especially considering that the current version of the CX-30 is among the best performing vehicles in its segment.
    1
  2836.  @steve9377  <sigh> Here's a test. Would you prefer to sell a car with a profit of, say, $6000 per vehicle or one that yields a $3000 profit? In fact, the CX-30 and CX-5 are NOT in the same vehicle category. The CX-30 competes directly with other subcompact crossovers such as the Honda HRV and Toyota CH-R. The CX-5 is a compact crossover that competes with vehicles like the CR-V and RAV4. But given that the CX-30 is the largest vehicle in the subcompact segment and the CX-5 is the smallest in the compact segment putting the turbo in the CX-30 would increase the risk of substituting a lower profit vehicle in place of a higher profit vehicle. As to why Mazda decided to introduce the CX-30 when they already had a subscompact CX-3 crossover. The answer is obvious. Mazda sold a total of 16000 CX-3's in the entire 2019 calendar year. Honda sold 100,000 HRV's. In December Mazda sold 1400 CX-3's. That's only 550 more than their sales of CX-30's when the latter was not even available throughout the US. In short, the CX-3 is a sales disaster in the subcompact crossover segment in the US. It's an important segment and the CX-3 simply failed to do the job for Mazda. That doesn't mean Mazda needs to offer more performance in the CX-30. It already ranks above virtually every other subcompact crossover on that score. As for a comparison with Subaru's Crosstrek, I'm again puzzled by your logic. Subaru doesn't offer a turbo version of the Crosstrek despite demands from internet fanboys for one. Nor, for that matter does Subaru offer a turbo Forester. Why not? They sell each model as fast as they can make them without "performance" versions. I'm sure consumers would love to have that option but the fact is there are limits to customer satisfaction in a capitalist economy and that limit is found on a manufacturer's bottom line.
    1
  2837.  @steve9377  I'm not sure this is going to be productive but I'll try one more time. Since no one is going to buy "both," Mazda would like potential customers to purchase a CX-30 rather than a Honda HRV or a Toyota CH-R. They don't want buyers to choose a CX-30 rather than a CX-5. Subaru wants buyers to purchase a Forester rather than a CR-V or a RAV4. They don't want their customers to select a Forester rather than an Outback. Each manufacturer designs vehicles to appeal to customers in particular market segments typically defined by price points and features. It is simply irrational for a manufacturer to offer two vehicles with nearly the same features at different price points. Either a CX-30 with the same turbo engine as the CX-5 would cut into sales of the latter or its price would make it less competitive with other subcompact crossovers like the the CH-R or HRV.
    1
  2838.  @steve9377  I won't be holding my breath, Steve.
    1
  2839.  @steve9377  You did indeed call that one. Frankly, though, it appears to be an act of desperation on Mazda's part. Overall sales of the Mazda3 are down over 50% in the last two years and despite strong reviews is on life support. Considering that performance versions of compact and midsize sedans typically constitute less than 10% of those vehicles it's not going to help much. I'd call it an act of desperation because it risks cannibalizing the sales of the CX-5 just as the CX-30 has killed sales of the CX-3. The CX-5 is by far Mazda's best selling vehicle and losing sales to the CX-30 both threatens sales volume and revenue given the higher profit margin of the CX-5.
    1
  2840.  @pablojose4890  No evidence to back up that claim, I see.
    1
  2841. Overall an attractive addition to a tough, competitive segment. I'm always somewhat leery of new models with lots of new components, especially a new engine, on demand AWD, etc. And to be blunt, GM's reputation for fit/finish and reliability isn't reassuring. But good luck to them. P.S. Roman, you shoulda waved when you went over the Tacoma Narrows. I woulda waved back. :)
    1
  2842. Norm T: Interesting stats. Source? Just curious.
    1
  2843.  @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). :)
    1
  2844. James, I think the inflection point for acceptance of EV's is in the 225-300 mile range. Your mother is an exception, as you no doubt realize. Very few people drive a vehicle five to six hours a day or more on a regular basis. But many, many folks regularly put over a hundred miles on a car every day. And for them, a vehicle with over twice that range with a full recharge cost of less than $10 can be a compelling alternative. Of course, Tesla (and Jaguar iPace) already meet or exceed that range but not at the price point of a Leaf or the forthcoming Korean vehicles. The recharge time remains an issue for some but partial recharges that provide an additional, say, 100 miles of range combined with at-home charging will ameliorate that concern for many. (As long, as the recharging infrastructure continues to expand.) Nevertheless, most EV's in the near future won't provide the same range or convenient recharge time as gasoline powered vehicles, the infrastructure for which has developed over the last hundred years, or so. The hope for highly flexible alternative fuel vehicles in the long run is hydrogen fuel cell technology. And while that may seem far, far away, it's already available for consumers in a few markets in California with the Honda Clarity fuel cell vehicle.
    1
  2845.  @marjoriehall9984  I agree with your major points. But I'm somewhat skeptical about the hope that "larger (capacity) batteries" will completely resolve the range issue. Batteries have been around for many centuries with comparatively few technological leaps in terms of power and capacity. Increasing range means bigger and heavier batteries and there's a limit to cramming them in usable vehicles. That's not to say that EV's won't be a compelling option for many drivers but I think the long term hope lies with hydrogen fuel cell vehicles with ranges of over 300 miles and refueling times of less than five minutes. And while there's obviously an infrastructure support challenge for such vehicles, it's must less complicated to bury a liquid hydrogen tank in an existing gas station than to construct a convenient EV recharging station.
    1
  2846.  @marjoriehall9984  Thanks for the link, Marjorie. I have some questions about the estimates but I'll look into it further. As far as using natural gas vehicles, I think the main reason is that liquid natural gas is not "space efficient." It's suitable for very large vehicles without the requirement of reasonable acceleration (e.g. buses) but not for consumer vehicles. (That's based on my (NOT) extensive and detailed knowledge about natural gas as a fuel.) BTW, one of my questions about the article you cited has to do with the estimate of $2 million to construct a hydrogen fueling station. I'm assuming that includes costs like land purchases and the construction of multiple "pumps." I'm wondering whether existing gas stations could not be used to site one or two hydrogen "pumps" for a fraction of that cost.
    1
  2847. 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.
    1
  2848.  @unitedwestand56  Likewise for the forthcoming Palisade. One from Georgia and the other from Alabama.
    1
  2849. @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.
    1
  2850.  @briandorsey6437  There's a big difference between a vent that creates a breeze in the back seat and the under-seat vents in the Jetta. The latter can certainly regulate the temperature in the rear seat but they cannot create the breeze that dogs depend upon to regulate their own body temperatures by panting. Ever wonder why dogs long to hang their heads out a vehicle's window? If you don't believe me, I suggest you ask your dogs. 😁
    1
  2851. I think the iconic status and appeal of the 911 boils down to this. Regardless of its variants or its model year it appears to be a vehicle that was designed and built without a thought of trends, rivals, or marketability. Rather, the 911 appears to be designed and built to be the best of its breed. Period. And for that it stands nearly alone and its designers and engineers earn the respect not only of the 911's owners but from anyone for whom automotive design is is important.
    1
  2852. @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.
    1
  2853. This or the Golf R? I I'll take the Golf R with a more highly tuned version of the same EA888 engine (292 hp/280 ft lbs vs 228 hp/258 ft lbs) and equivalent AWD. Though 8" less in length the Golf has nearly the same legroom in the back seat (35.6" vs 36.1") and more overall cargo space (53 cubic ft vs 48 cf). All at an MSRP of several thousand dollars less than the Q3. All in all, less car for more money. Unless you're a badge snob there's little reason to choose the Audi.
    1
  2854. The CX-9 is very, very large. Only the Dodge Durango and the bus-like Chevy Traverse are longer among all midsize SUVs. Larger than a Telluride or Palisade. Larger than a VW Atlas. At nearly 200" in length the CX-9 is huge. So how is that it has the LEAST interior passenger and cargo space among ALL 3 row SUVs available in the US? The answer is simple. That long, long hood that automotive designers have used for nearly a century to imply potency and performance consumers so much of the CX-9's length that the interior packaging is woefully inefficient. It not only has less passenger and cargo space than a KIA Sorento, the smallest midsize SUV at 189", the CX-9 has less total cargo space than a Honda CR-V or a VW Tiguan and barely more than a RAV4. Add to that an aging four cylinder engine and an equally long-in-the-tooth six speed transmission, each of which is better suited to the CX-5 or CX-30, and it's not surprising that the CX-9 ranks dead last among all mainstream midsize SUVs in terms of sales and is even outsold by several luxury brand competitors. The CX-9 has some strengths. It looks good. Considering its massive size it handles well. Mazda has clearly done what they can to freshen its interior bells and whistles. But the fact remains that if it is ever to climb out of last place in sales among mainstream SUVs a radical remodel is called for.
    1
  2855. Impressive vehicle for what it is. But for those of us who live in places where curves are more than an occasional topographical feature and mountains appear in something other than paintings, the 2.3L Ecoboost Mustang with the performance pack is an attractive alternative. It won't keep up in a straight line quarter mile drag race but where I live a driver on a hundred mile loop around Mt. Rainier in the lighter, better balanced 2.3L Mustang will be sitting having a second beer when the GT driver shows up.
    1
  2856. It's for us arithmetic and metric challenged Americans. :)
    1
  2857. Interesting set of differences as well as similarities between the Santa Fe and Sorento siblings. The comparison is somewhat different here in North America. The most obvious difference is that the North American version of the Santa Fe is available only as a five passenger model (i.e. no third row.) The Sorento comes with a standard third row in all trims, designated as "plus two" seating (a laudable example of honest marketing speak.) Further, the Sorento also comes with second row captain chairs in the highest trim while the Santa Fe is (not surprisingly) is fitted only with a second row bench. We don't have a diesel option in either the Santa Fe or the Sorento. Each comes with a base 2.5L 4 cylinder petrol engine and the turbocharged version of the engine as the more powerful option. KIA announced a diesel version of the Sorento in the US a couple of years ago but cancelled it in the wake of "dieselgate." Not surprising given that our cheap petrol in the US has resulted in a minuscule "take rate" for diesel powered passenger vehicles. We're also fixated on measuring performance by 0-60 mph acceleration so the 7 seconds or so in the US Sorento and Santa Fe with the 2.5L turbo option is far more appealing to Americans than the performance of a diesel version. Even taking into account our fixation with acceleration, though, we Americans aren't totally clueless. Thus, the new Sorento does have a hybrid version and a forthcoming PHEV version later this year. The Santa Fe is the same. But again, no diesel option for either vehicle. I was struck by the cargo capacity specs in the video. They're much less than the claims for the Santa Fe in the US. Total cargo space behind the first row is a claimed 72.1 cubic ft in the US version of the Santa Fe. That's slightly less than the Sorento (75.5 cubic ft) but far more than the 3 row Santa Fe's 58.2 cf shown in the video. Likewise, the claimed space behind the third row of the Sorento is 12.6 cubic ft, nearly 3 times as much as the video claims for the three row Santa Fe. And with the third row folded KIA claims the cargo space is 38.4 cubic ft for the Sorento versus the maximum 27.2 cf cited in the video for the Santa Fe. Either the US Sorento is far more "hollowed out" than the nearly identical size Australian Santa Fe or the measuring strategies are radically different. I strongly suspect the latter. We Americans are crazy for interior space in our SUVs so the I'm guessing that the cargo capacities of our Sorento are significantly optimistic compared to the Australian approach. (Either that or an Australian foot is considerably larger than an American foot. :))
    1
  2858. SpikeRR: That was my assumption. Puzzling that Subaru hasn't managed to correct the problem.
    1
  2859.  @geraldthompson4633  I believe you're confusing a power train warranty with a bumper-to-bumper. If not, can you cite a source?
    1
  2860. No AWD for Canada? Who was in charge of spec'ing the Escape PHEV for Canadians, the marketing department at Chevrolet? It appears that Ford has no interest in selling either a hybrid or PHEV Escape in either Canada or the US. There's no AWD option for AWD in those models south of the border, either. Only the SEL and Titanium ICE Escapes in the US offer AWD and only the SEL non-hybrids in Canada. Just when it appears that Ford can get out of its own way with new models like the Mach-E and the Maverick, they continue to trip over their own feet.
    1
  2861. Sorry, Joe. I'm not one of the "save the manual" fanatics. But there are a few cars that should NEVER be fitted with an AT. And if it has to be, it should be a DCT. RF vs roadster? Here in the Pacific NW the RF is significantly more practical. But if the Miata were practical it would have a glove compartment.
    1
  2862. Nice selection of vehicles to highlight. Personally, I find the Volvo and the Mazda CX-30 the most interesting. (Concepts frequently raise expectations that manufacturers fail to meet in actual production models.) The Polestar2 is simply gorgeous. And if it lives up to its 500 KM (310 mile) range, it will be a real game changer for folks like me who need a vehicle that can be driven well over a hundred miles a day or more between charges. In addition to a long range daily driver it can be a reasonable weekend tripper. And full Google integration. Wow! I can ask my car about the exact date of the Treaty of Versailles. The Polestar won't come close to the price of the (just announced) $35K Tesla but it's a much, much more appealing vehicle from a manufacturer whose long term existence isn't an iffy proposition. The Mazda CX-30 is an interesting addition, as well. Mazda offers several stylish vehicles with extremely long hoods relative to the entire length of the vehicles. But that long standing design trick meant to imply potency and performance results in cramped interior and limited cargo space. It's not an issue in a true sports car like the MX-5. It's a weakness but not a deal breaker in a sedan like the Mazda6. But in an SUV where the "U" stands for utility, it's a major issue. The CX-5 offers the least passenger space and cargo capacity in the compact class. And the extremely large CX-9 has the most inefficient allocation of interior space of any midsize SUV. Finally, in the subcompact CX-3 the total cargo capacity is significantly less than a Golf. It may appeal to consumers in markets where vehicles like the CX-3 are considered "compacts" and the CX-5 is considered a "midsize" SUV but the market for the CX-3 in North America is limited. I'm inclined to agree that the CX-30 won't leave much product space for the CX-3 in the North American market and if it's offered here the CX-3 may well disappear. A more interesting question is the impact the CX-30 will have on the sales of the CX-5, Mazda's best selling vehicle. I'm sure Mazda won't want to see the CX-30 take sales away from the CX-5. Perhaps they'll market the CX-5 with its 2.5L turbo engine as a "performance" compact SUV and limit the engine choices for the CX-30. Or perhaps Mazda will rethink the availability of the CX-8 (a stretched CX-5) in North America. But that would require that the diesel offered in that model in other markets to be replaced with Mazda's 2.5L turbo in North America. And where would that leave the CX-5 and CX-9? As a relatively small manufacturer their options are limited and I suspect they're well aware of the dilemma.
    1
  2863. @Imaaron man: Those who choose cars in order to express their gender identity should spend their money on therapy, not on vehicles.
    1
  2864. @midwest sneakerhead Looked seriously at the Mustang but for me the 2.3L turbo with performance options hit the sweet spot. Ultimately, though, garage size restrictions would have meant giving up a much loved Stage One+ GTI. Went with a new GTI instead.
    1
  2865. @youcanrunnaked You started earlier than I. For me, the question is whether the dog will outlive me and whether the kid will be gone before I am. :)
    1
  2866. I'm annoyed by those changes, as well. I suspect it's a combination of protecting the sales of the Telluride by eliminating some features the Sorento shared and compensating for the cost of replacing the old V6 with the new turbo 4. The features you mention as well as a number of others are available on the Sorento sold in Korea but the Telluride isn't available there.
    1
  2867.  @TJW68  The SX trim in the US is more or less equivalent to the SX-L trim in Canada. KIA usually designates their top trim as SX-L for various models in the US as well. But at least currently, they have changed that practice.
    1
  2868. The Ridgeline isn't the substitute for Viagra that many "truck" fans are looking for but it's a highly versatile vehicle.
    1
  2869. Perhaps reviewers should take up a collection and give it to VW to pay for the additional expense of real buttons.
    1
  2870. Third row legroom in the Tiguan Allspace 27.9". Kia Sorento 31.7". Sorry, they're not equal.
    1
  2871. And the Ford F150 outsells every other vehicle in the US. Doesn't make it a great vehicle to drive.
    1
  2872. Hyundai and KIA continue to knock 'em out of the park. It will be interesting to see whether and how KIA responds with their Optima. As far as the Sonata N Line is concerned, Hyundai's styling often strikes me as a bit"fussy" but the Sonata manages to be elegant without being overdone. As a GTI owner I'm especially happy to see an improved wet clutch DSG in the Sonata. I love the dual clutch transmission in my VW. It's a near perfect compromise between a manual and an automatic transmission and hopefully Hyundai's new transmission will be a significant improvement over previous efforts. I'm less enthused by the transmission's button controls on the central console. The claim that it frees up space on the central console strikes me as odd considering that the space in question is about six inches above in the air above the console and unusable for any purpose. It would be nice to see AWD offered in the N Line Sonata making it a viable competitor to the Golf R. But I suspect that Hyundai is concerned about cannibalizing sales of the Genesis and I strongly suspect that Hyundai will include an LSD to control nearly 300 hp going to the front wheels. If not, wheel hop and shredded front tires will be a significant negative.
    1
  2873. 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.
    1
  2874. The mainstream midsize SUV/CUV category is huge. Most brands offer two vehicles in the category: a group of smaller mostly 2 row vehicles ranging from 189" to 192" in length and a group of larger 3 row vehicles from 195" to 204" long. The groups apply to nearly all vehicles in the overall category but there are a couple of exceptions. The 189" long KIA Sorento provides three rows of seats and the VW Atlas Cross Sport is by far the largest of the two row group at 195.5" in length. If there's one lesson VW has learned about North American consumers it's that they like their VW's BIGGER (and usually less expensive) than European (and most other international) buyers. The Atlas replaced the smaller and more expensive Touareg in the US while a new generation Touareg is offered in Europe. The American Passat is considerably larger and cheaper than the European version. The current Tiguan in the US replaced the first generation smaller and pricier version. In fact, at 185" long it (along with the Nissan Rogue) is the largest "compact" crossover sold in the US. The smaller version is still sold in Europe and the US version of the Tiguan is known as the AllSpace in other markets and usually considered a midsize SUV. The current generation Jetta is larger than the last and isn't even offered in VW's home market in Germany. And when VW decided to offer a two row midsize SUV in the US they made the Atlas Cross Sport larger than any competitor. It's even a smidgen longer than the 195" long Toyota Highlander. And much like it's 3 row Atlas big brother, it's built in Tennessee and almost exclusively offered in North America. With VW's decision to drop the basic Golf in the US, that leaves only the GTI, Golf R, and the Arteon as US vehicles that closely resemble their European counterparts. American consumers who prefer the size, handling, and performance of European VW's have been left largely out of picture. As far as VW is concerned, those consumers should be looking at Audi vehicles. That's a shame (imo) but VW, like other mainstream brands, is devoted to making a profit and the sales of vehicles like their SUV's and the Jetta compact sedan are a strong argument for their strategy. Whether it works in the case of the Cross Sport will be evident in the next year, or so.
    1
  2875. Comments regarding the cost cutting in the US version of the Tiguan, known as the "All Space" in Europe, fail to recognize a crucial point. A top trim, fully loaded AWD Tiguan has an MSRP of $40,410 (including AWD and the optional third row of seats) according to VW's "build and price" website. The comparable top trim version in Europe (specifically in the UK) has an MSRP of $60,483 (!) at current exchange rates.The MSRP in Germany and other European nations is virtually the same as the UK price. I don't know what, if any, discounts are available in Europe but in the US, the MSRP is probably about 10% more than the average transaction price at most VW dealers. Bottom line is a price difference of at least $20,000 between the fully loaded, top trim American and European versions of the vehicle. VW has repeatedly found that Americans are simply not willing to pay what Europeans pay for VW's. The American version of the Passat is larger and considerably less expensive than the European version. The Touareg, the largest SUV VW offers in Europe is significantly more expensive (and somewhat smaller) than the Atlas, a vehicle that's built in Tennessee and not even offered in Europe. Likewise for the current generation of the Jetta. And American GTI owners have repeatedly complained that the top trim Autobahn version is considerably less featured than the European version. But again, the MSRP of a loaded Autobahn GTI is around $38K. The price of the fully loaded Autobahn in Europe is around $54,000 at current exchange rates.
    1
  2876. If Mazda made nothing but terrible vehicles in the rest of their lineup (and they don't), the MX-5 alone would justify the company's existence. The roadster is the obvious classic choice but living near Seattle where warm sunny days are so rare that they tempt drivers to take a sick day, the RF is a tempting choice. The only "zonk"? The lack of a glove compartment. Come on, Mazda. I could deal with the Mickey Mouse cupholders but what on earth is the excuse for not simply cutting a hole in the passenger side under the dash and installing a small glove compartment? Unfortunately, I have a wife, a daughter, and a big dog and I like to take at least two of them on many trips. Perhaps when the kid is off to college and the dog dies, I can consider a car I've been tempted by for years. Until then, I'll stick with my GTI.
    1
  2877. Viagra is much less expensive and more effective for the intended mission.
    1
  2878. Some great promises from Mazda but I'll believe them when I see the new models show up on showroom floors here in the US. And if the wait is another couple of years, I'm skeptical they'll appear before Mazda ceases to be the smallest independent mainstream automotive manufacturer on the planet and turns into a division of Toyota. Other than the CX-5 the sales of Mazda's entire lineup are in the toilet and unlikely to improve anytime soon. The CX-9 has been by far the worst selling mainstream midsize crossover both in 2019 and in the first half of 2020. Its 2019 calendar year sales amounted to 27,000 vehicles compared to the combined sales of the Telluride and Palisade of over 87,000, neither of which were available for the full 2019 year. The "good" news, such as it is, is that sales of the CX-9 were flat in the first half of 2020. Compared to other Mazda models, that's a real bright spot. Sales of the Mazda6 are minuscule. Down to slightly over 8000 vehicles in the first half of 2020. That's a drop of 38% compared to 2019 which were significantly down (30%) compared to 2018. Sales of the Mazda3 (sedan and hatchback) are down 43% in 2020 to 16,000 units. The 17,000 sales of the new CX-30 look good in comparison to most other models until one realizes those sales have meant the competing CX-3 has dropped out of sight nearly out of sight, down 30% to fewer than 4800 units. I like the Mazda brand. I've owned 4 Mazdas over the years. And it has a well earned reputation for innovative engineering. But it also has a reputation for failing to meet its announced schedules for new models and for not having the resources to remain competitive with rivals. Another two to three years of dismal sales and I'm seriously skeptical about Mazda's future.
    1
  2879. I share your frustration, Matt. Having owned both Volvo and Saab "sportswagons" in the past, I still miss them. But I think you've ignored an issue that came up in our family several years ago. My wife and many of her female friends place a higher priority on visibility in urban/suburban traffic that what you term "superior on road performance." And with the roads packed with SUV's and jacked up pickups, many drivers feel their most reasonable option is to join the crowd in a vehicle with a higher driver's seating position. It's like nuclear deterrence, of course. As drivers opt for SUV's in defense, it only makes the problem worse. In our family the Kia Sorento crossover is my wife's daily driver. And she chose it over a wagon specifically because she feels more confident in a vehicle where she's not sitting at the level of other vehicles' wheels.
    1
  2880.  @vitaflo  Just checked the Kia Sorento in our garage and its windows haven't shrunk an inch. Same size as the day we bought it. :) As far as the Subaru Forester is concerned you're correct that it excels in both of those categories. And it's been a best seller for Subaru. On the other hand, I didn't say that visibility and seating position were the ONLY factors involved in a purchase decision, especially when compared to other crossovers that offer comparable visibility and seating positions along with features the Forester lacks. The Forester is a compact two row crossover with a relatively under-powered 4 cylinder engine. Its 0-60 time is among the slowest in its class. For customers who prefer a V6 performance and smoothness and three row seating, the Forester doesn't cut it. Furthermore, the cost of Subaru's universal AWD has to come from somewhere to keep the Forester price competitive. That means cost cutting in terms of interior quality and amenities. None of those deficiencies matters much to Subaru fans. That's why the Forester has done well for Subaru. But it has significant competition among crossovers.
    1
  2881. 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)
    1
  2882. Nice selection of bronze models. I would add the traditional pilot watches offered by Dekla, a small German firm in Stuttgart. Both Type A and Type B traditional "flieger" designs in 40, 42, and 44 mm sizes are available with a variety of customizations including the dial and hand materials and colors. I own a Type A bronze flieger and it's a stunner, especially considering the price at well below $1000 with ETA and Sellita movements.
    1
  2883. 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.
    1
  2884. Not many choices for you then.
    1
  2885.  @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
    1
  2886.  @bearclaw5115  No, I don't have a MK8 GTI. I do have a MK7.5 GTI with digital controls for the infotainment system and I've driven the current Arteon extensively with digital controls on the steering wheel, as well, the same design as that of the MK8 GTI/Golf R. Took me about an hour to become accustomed to the controls. As I noted in my original comment, I'm not a big fan. But to reject an otherwise excellent vehicle over such a feature is nit picking. Personally, I'm far more critical of the MK8's integration of head restraints into the seatback rather than as separate (adjustable) units. Would that make the MK8 a "no go"? Hardly. And the absence of rear seat HVAC vents in a Jetta is a black mark for me (and especially for my big dog). But it's not a dealbreaker. No more than the existence of a start/stop system that reverted to active whenever the car was restarted. Yet one reviewer claimed he would never purchase a MK7 GTI for that single reason. His loss in my opinion. The point is that reviewers have a vested interest in finding some feature they can complain about. That is seen as the hallmark of an "objective" reviewer. But often is something hat an owner wouldn't notice after a week of ownership. Or a "fail" about some minor feature in an otherwise excellent vehicle. In the case of the BRZ/86 twins, I didn't consider either one before the current models. The "no go" for me was a engine that didn't provide peak torque until RPMs were over 6000. I owned a Mazda RX-8 with the same sort of power delivery and while it was a hoot to drive at over 6000 RPM, it was a literal dog in everyday use. That was something that affected me every single day I owned the car and I never got used to. I put up with it for five years because the car had other redeeming qualities but when I sold it and bought a GTI I was never happier to be rid of a car. The engine and drive train in the new generation BRZ/86 changes all that. And even if each provided digital controls, I'd still consider one.
    1
  2887. Take a look at the Kia Sorento with a V6.
    1
  2888.  @marmac2768  I think you're mistaken about the navigation system but I'm not surprised at your error. My GTI works as you describe for your Santa Fe. Put in a few letters of a city, for example, and a list of matching cities appears. Then move on to the street, etc. When we bought our 2018 Sorento I was disappointed to see that it apparently required me to type the entire city (or street) before completing entry. However, my wife discovered that it doesn't. Fill in the first few letters along with the first few letters of a city then the first few letters/numbers of a street and a numerical address. Then hit "done." The Nav system responds with a set of choices or selects the only available match using the city, street, and number. The difference is that the Sorento provides a single screen for the entire set of address parameters while my GTI requires entry as separate steps. Give it a try.
    1
  2889.  @mr.z541  It's called saving $$$. Fleet sales exist in a different price universe.
    1
  2890. I'm inclined to agree. KIA typically does an excellent job of spec'ing trim levels and package options to hit various sweet spots among different consumers without exceeding the price points they're aiming for. In this case they're clearly balancing amenities against AWD in models with the 1.6L turbo. Most of the EX features are available in option packages for the GT-Line while many come as standard equipment in the EX trim level. (e.g. panoramic sunroof). I'm surprised, though, that satellite radio isn't included in the GT-Line's "Premium Package" or the "GT-Line Special Edition" package. I know nothing about the deals automakers cut with Sirius XM but I suspect the answer may have to do with those negotiations and the price KIA/Hyundai pay for the feature on various models. In any event, of course, one can add a satellite radio to any vehicle at a modest cost. Not a great solution but at least there's a workaround.
    1
  2891. How about the exercise equipment brand? :)
    1
  2892.  @mightbesherwood1313  It's true that the GTI (and the Golf R) have a loyal customer base. The thought of replacing my MK7.5 GTI evokes a feeling similar to that of trading in the family dog. 😢 But it's worth noting that VW tried to drop the Golf R from their US lineup in 2018. Eventually the automaker relented and agreed to send Golf Rs to US dealers that had collected $500 deposits for them. The response was so strong that VW dropped the requirement of a pre-sale deposit but sales of the GTI and "R" have continued to be relatively weak. Personally, I think VW will be watching the sales of the MK8 models closely and be ready to pull the plug in favor of a Taos R or a GTI-E.
    1
  2893. Neither the Telluride/Palisade nor the Explorer is designed to be a serious off-road or towing vehicle. They're each people movers designed for the "jungle" of suburban traffic and long hauls on freeways. Interested in towing? Buy a Durango with a tow rating more than a ton more than the measly 5300-5600 lb rating of the Explorer. Want to deal with truly challenging off-road conditions or slogs through two feet of snow and ice? Get a Jeep or a Land Rover. Want a "performance" three row SUV? The ST or Platinum trims of the Explorer are well priced compared to the similar versions of the Jeep Grand Cherokee, Dodge Durango, and choices from European manufacturers. But the take rate for the ST and the Platinum trims will be minuscule compared to the lower trim Explorers and the MSRP will be close to $10,000 or more than a comparably equipped Telluride/Palisade. Looking for a more luxurious or more capable AWD vehicle from Korea? Wait for the forthcoming Genesis SUV. Hyundai isn't dumb enough to cannibalize those sales with versions of the Palisade or the Telluride.
    1
  2894. Right....That's why there are so many just sitting unsold on dealer lots. New cars may be expensive but by definition they are not "overpriced."
    1
  2895. Riiight...Would be fun to be a fly on the wall in a board meeting of the Hyundai/KIA conglomerate to hear the pitch. "OK guys, we're risking millions and millions in a long term and risky investment for a luxury Genesis brand. Let's do the same for KIA. Similarly risky and unlikely to pay off for years, if ever. But if it does, what can we expect? Cannibalizing sales of Genesis models." Sounds like a truly GREAT idea.
    1
  2896. OK. I get it. Lexus style with adequate cargo space for four passenger trips or the bonus torture chamber in the rear for the S&M crowd.
    1
  2897. It's also "way more expensive" than a GTI in real world US prices. Here in the Pacific NW Civic Type R's have second stickers of $5000 or more. I just purchased a GTI Autobahn for nearly $6000 off MSRP.
    1
  2898. 87 cubic ft. Google is your friend.
    1
  2899.  @GaryQuiring  Look around a bit on YouTube for Telluride reviews and you'll see what's involved. Lowering/raising the third row is simple, about a 10 second operation with a push and a pull on straps. The second row can be lowered automatically from the rear as long as the front seats are sufficiently forward not to foul the second row headrests. Otherwise, the operation requires lowering/raising the seats from the rear passenger doors.
    1
  2900.  @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.
    1
  2901. Daily recharging may well be rule. But range anxiety comes from thinking about all the situations when it's not convenient or even possible. More than doubling the range of affordable EV's is a huge benefit.
    1
  2902. The "comfort" setting on my 2018 GTI provides a noticeably less stiff ride. I typically drive in the "custom" setting with "comfort" suspension and other settings on "sport."
    1
  2903. Never been to Colorado, I presume.
    1
  2904.  @braetonwilson4296  Well, if you find a Civic to be too much of a handful to park I can understand your preference for a smaller vehicle. Frankly, I'd recommend parking practice but if that's too much for you, there's the alternative in a hatch that's even shorter than the Mazda3 making it easier to park and it has both more interior space and rear air vents. It's called a GTI.
    1
  2905.  @eskieman3948  KIA and Hyundai face a continuing problem with some of their dealers. It stems, I think, from the days when dealers of those brands aimed at "budget" and "credit challenged" customers and haven't revised their tactics as the customer base for Hyundai and (especially) KIA vehicles has changed. My local KIA dealer prohibits "market adjustment" stickers and is relatively restrained in terms of pushing worthless add ons like "VIN engraving on the window" for several hundred bucks. Unfortunately, in the case of the Telluride it means my dealer in the Seattle metro area has a LONG waiting list for customers for the top trim SX model.
    1
  2906. If you were to put in an order for the top trim Telluride today, you might well be waiting "till next year" to have it delivered. The wait list at my local KIA dealer whose policy is NOT to add a second sticker to the price stretches to December.
    1
  2907. Great business plan. They could lose money on every one they sell and make it up in volume.
    1
  2908. Much appreciated comments about the DSG. I began driving in 1963...(not a misprint) and from then until 2012 I always had at least one car in my garage with a manual transmission. When I bought a GTI in 2012 my wife pleaded with me to get an AT so she could drive it occasionally on a commute from hell in Seattle traffic. I relented and bought a DSG equipped GTI. When I traded it in 2018 for another GTI I didn't hesitate. The DSG provides a perfect compromise....Or better said it provides the best of both worlds. I drive it in manual mode most of the time, using the paddle shifters to select a gear. When I'm stuck in traffic moving two to twenty mph in gridlocked freeway traffic I simply let the "automated manual" (It's not actually an AT in the traditional slushbox sense) DSG do it job. It shifts more quickly and positively than any human being can accomplish. And the only "engagement" I lack is that the DSG automatically shifts to first gear when I come to a stop. It's not a big sacrifice.
    1
  2909.  @spades512  And were they successful in their denial? I thought not.
    1
  2910. Actually, the Apple support will require the next generation IOS.
    1
  2911. Mini's are great fun, reminiscent of a rocket powered roller skate. But one has to wonder just how long BMW will be willing to pour resources into vehicles whose sales continue to tank. In 2013 Mini sold over 66,000 vehicles in the US. In 2018, the figure was 44,000 and for 2019 sales through October are down nearly 20% over the previous year.
    1
  2912. Suffice to say that VW isn't going to try selling the MK8 Golf R at $90K north of the border and $70K here in the US. In fact, even a top trim MK7.5 GTI has an MSRP in Europe that converts at current rates to about $54,000 (USD). Needless to say North Americans aren't prepared to pay those prices for any Golf variant. But while we get a bargain on both the GTI and the Golf R, our versions typically lack a number of features including lots of bells and whistles that come on European spec versions. I expect the MK8 Golf R will sell for the mid $40K range or slightly less but I also expect it will lack a number of the features highlighted in this video.
    1
  2913. That's why VW offers the GTI. :)
    1
  2914. Always interesting to consider the differences between KIA's and Hyundai's versions of closely related vehicles. In this case it's the K6 vs the Ioniq5. As is the case with a number of KIA and Hyundai models the styling of the Hyundai appears to be the result of a committee charged with taking a finished design and adding bulges and creases here, there, and everywhere. The K6, on the other hand is a much simpler, more elegant design. I'm guessing that in 5 to 10 years the design of the KIA will age considerably better.
    1
  2915. Your points are well taken but you forgot to add "GET OFF MY LAWN!" :)
    1
  2916. I've done some additional research including checking with a fellow I know at my dealer and with Achtuning, the local (and well known) APR tuning shop here in the Seattle area. Here are the results. In both the GTI and GLI pushing the DSG gear selector to the right will engage "tiptronic" mode (i.e.locks the vehicle in manual mode.) That will prevent the transmission from upshifting on its own until you reach redline. At that point the transmission will upshift automatically to prevent engine damage. Also, as noted above, the Tiptronic setting will automatically downshift to first gear as one comes to a stop to avoid lugging and stalling the engine.
    1
  2917.  @scootsmcdoots80  Apparently you know nothing about the methodology behind JD Power's work. It's not a perfect barometer of reliability but it's the only widely available source of information based on random samples of vehicle owners.
    1
  2918. 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.
    1
  2919. Neither the Polo nor the UP! is sold in North America.
    1
  2920. Riiiight...What's needed are faux grills, fake exhausts, and artificial gears for CVT's.
    1
  2921. Alex seldom (if ever?) reviews brands or models not available in the US.
    1
  2922.  @taelorwatson9822  That is pure nonsense.
    1
  2923. 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.
    1
  2924.  @bobbowie9350  I'll remove you from the mandatory read list. You can stick to pictures and people reading to you.
    1
  2925. The CX-30 is 173" in length while the Seltos is 172". But the Seltos has 26.6 cubic ft of cargo room behind the rear seat compared to 20 cubic ft in the Toyota and over 63 cubic ft of overall storage compared to the CX-3's 46 cubic ft.
    1
  2926.  @odtenchi69  Well, then "everyone who works on cars" need to speak up because there are not even investigations into carbon build up in engines from most manufacturers, much less changes in designs.
    1
  2927.  @JM-gt6dy  You could ask much the same question as to why Toyota avoids turbo charging on almost every one of their vehicles. The reason is fairly obvious. Toyota jealously guards its RANK for reliability even while the actual difference between Toyota and other brands in terms of actual reliability has shrunk to near insignificance in the last two decades. Toyota is willing to sacrifice innovative engineering, performance, features, and the quality of their interiors in order to maintain its rank in reliability. It's a very successful business model for them especially for customers who look only at brand rankings rather than the actual incidence of issues in Toyotas versus other brands and prioritize brand reliability rank above everything else. Once again, I'd ask if you can cite any independent source of noteworthy carbon build up problems in KIA and Hyundai vehicles. The carbon build up issue is simply another over-hyped internet panic topic that affects a minuscule percentage of GDI vehicles. And while you're at it, you can cite the "other manufacturers" who have followed Toyota's lead by adding dual injection. I'll help you out. VW added dual injection to their 2.0L turbo in the GTI sold in Europe. Why? Because they were required to do so by European emission regulations, not because it was a found to be an issue for reliability or performance.
    1
  2928. In the old days the knocks on AT's were that they robbed performance and fuel economy compared to manual transmissions. Once each of those advantages was no longer true the market appeal of MT's diminished tremendously.
    1
  2929. Actually, the Soul and the Sorento vie for "best selling" Kia's. Each is a remarkably good vehicle.
    1
  2930. You're not alone in finding the atrocious fuel economy puzzling. Only my Mazda RX-8 was worse in a small displacement sports car. Have to admit, though, that fuel economy ranks about 20th in the top ten priorities of a 2 seat sports car.
    1
  2931. Here's a hint. Don't take up marriage counseling.
    1
  2932. Planned weight savings and fuel economy is more like it.
    1
  2933. True. Hyundai decided to skip the US with the N30 Elantra and put the engine in the Veloster.
    1
  2934. And over seven inches longer with less overall passenger space.
    1
  2935. Michael Curtis: All direct injection engines suffer to some extent from carbon buildup on the back of the valves. VW's sold in Europe don't have the problem because they're required to have dual injection systems to reduce air pollution. Unfortunately, our government regulations aren't as strict on that point and won't be as long as the current administration is in charge.
    1
  2936. Reviewing the "S" trim because you can't get your hands on the higher trim EX and SX versions, eh, Joe? Not surprising. Here in the Seattle metro area only the two lowest trims (LX and S) are available on dealer lots. The EX and SX remain with waiting lists and are spoken for as soon as they're unloaded from the truck. As far as the Telluride vs the Palisade is concerned, it's important to remember that the Telluride was designed almost exclusively for the North American market, is built in Georgia, and sold only here while the Palisade, built in Korea, is sold internationally. There's an important difference in the target market segments of the two vehicles. In the US the Telluride's primary rivals are other 3 row mainstream vehicles. Internationally, however, the Palisade competes primarily with luxury vehicles from Europe. Rivals such as the Toyota Highlander, Ford Explorer, Honda Pilot, Chevy Traverse, and Dodge Durango are either not sold in many Asian and European markets or have miniscule sales. In those nations, strong selling SUVs are from Audi, BMW, Volvo, and Mercedes Benz are the Palisade's primary rivals. The result is that despite the significant similarities between the two vehicles, the Palisade is designed to project a more "luxury" vibe while the Telluride is designed to appeal to Americans' preference for SUVs with a more "rugged" image and to compete directly with mainstream SUVs. As far as sales are concerned, over the first three years (2018-20), the Palisade ran somewhat ahead of the Telluride in the US. That was due to the fact that Korean auto production was not significantly impacted by the Covid pandemic. (Thanks to a competent national government.) Telluride production, however, was heavily impacted, especially in 2020. For 2021, the picture changed as production of the Telluride increased substantially. In the first three quarters of 2021 sales of the Telluride increased by 25% compared to the previous year while Palisade sales increased by only about 5%. That resulted in 94,000 Tellurides vs 86,000 Palisade sales. That margin is likely to increase when 2021 4th quarter sales are available. Telluride sales still trail the Highlander, Explorer, and Pilot and the Traverse, but will likely surpass the Chevy for all of 2021. The bottom line is that KIA sells virtually every Telluride they can produce, many before they sit on a dealer lot for a week. And for those wondering about the Mazda CX-9, it remains the worst selling mainstream 3 row SUV in the US with 31,000 sales in the first 9 months of 2021.
    1
  2937. hlee3098: My wife and I cross-shopped the Ford Edge Sport and the Kia Sorento. The Edge does not have third row seating. It is very close in terms of size to the Sorento and provides about the same cargo capacity. But for my family the superior interior of the Sorento and the availability of the third row for occasional use gave it the "edge."
    1
  2938.  @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.
    1
  2939. Would you be willing to buy all the unsold vehicles sitting on dealer lots? It would be a BIG commitment.
    1
  2940.  @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.
    1
  2941.  @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
    1
  2942.  @intrinsicimagery  Facts are tedious. That's why so many internet fanboys (and Trump supporters) avoid them.
    1
  2943. A few points. First, all start/stop systems are not identical. The system in some vehicles cannot be disengaged at all. Further, some systems shut down auxiliary systems (e.g. heat/AC) when the stop/start system is engaged. Drivers of some brands complain there is hesitation or "jerkiness" in restarting the engine when pressure on the brake pedal is removed. And there are completely unconfirmed complaints that the systems place too much stress on the vehicle's starter. (This particular complaint ignores design changes in the starter that compensate for its more frequent use.) On my GTI the system can be engaged/disengaged easily with a button on the central console. (Some systems require a more complicated procedure via the infotainment screen.) If I don't want it available, defeating it when I start the car requires less than one second, much less than the time it takes for my cell phone, satellite radio, or nav system to be available. Auxiliary systems such as climate control , infotainment, etc. remain engaged with the engine turned off. And the system automatically disengages and restarts the engine if the drain on the battery is too great. In fact, there are times that the system is not engaged, even when requested, if the vehicle detects the battery drain is too great to maintain various auxiliary systems. Engine re-starts are virtually instantaneous and seamless, quicker than I can move my foot from the brake to the accelerator. I can hear the engine running when the system is disengaged. That's it. I typically don't bother to disengage the start/stop system. It results in a minor improvement in overall fuel economy but more important it reduces the air pollution I'm sharing with others when I'm waiting in line for my morning coffee. In fact, I've been the recipient of several appreciative comments from the attractive young ladies handing me my coffee that they appreciate me turning the engine off. (At my age getting an appreciative smile from an attractive young lady is a plus, in itself.) Finally, the video demonstrating that the automated emergency braking system is "buggy" is questionable, at best. I've never experienced anything remotely like the unneeded application of brakes on my GTI nor have I ever heard of it on any of the VW forums I frequent. That doesn't mean the problem doesn't exist so I did a more thorough google search and found that there have been a few (12) complaints about such behavior on the VW Atlas in the US and an article detailing one such case in Great Britain on a Tiguan. None for Jettas, or far more numerous Golfs. How come? Likely it's a combination of the higher ride heights of the Atlas and Tiguan (and therefore the height of the detector) and the particular environment in which the vehicles are driven. In the case of the Tiguan, for example, the couple who owned the car reported they were able to replicate the problem driving on the same stretch of road. No manufacturer claims that AEB is infallible. Curves and hills can fool the detector and those environments impact vehicles of different heights in different ways. But the much more serious problem than unneeded application of brakes is failure to detect an object in front of the vehicle and that is a problem most common among Toyota and Lexus vehicles.
    1
  2944.  @2004cyrus  The hysterical complaints about start/stop systems, especially in VW products, ranks just above the complaints that the volume knob does not turn independently of the logo on the center of the knob.
    1
  2945. The Telluride and Palisade are obviously more than cousins. More like fraternal twins. But the Palisade projects a sort of "urban" luxury vibe compared to the Telluride's "rugged" luxury feel. The reason lies in the different national markets at which each is aimed. The Telluride is exclusively designed for and built in North America. It's not available in Asian and European markets. Not even in Korea. The Palisade is built in Korea and aimed at a much wider international market (in addition to North America.) North Americans find "rugged" luxury very appealing. Not so much in the rest of the world where "pure" luxury has much greater appeal. In the US and Canada the Telluride competes with a number of mainstream SUV's with MSRP's of $50,000 (USD) or less. In most international markets the Telluride is a budget alternative to European luxury brands and is especially attractive to a growing middle class in Asian nations where there is no more obvious badge of economic success than a large luxury vehicle. (China, of course, is the 800 lb gorilla in that room.) Hyundai and KIA are especially adept at designing vehicles that share platforms and components while differing enough to appeal to different market segments. (e.g. Santa Fe vs Sorento, Stinger vs Genesis G70). The Palisade and Telluride are among the best examples.
    1
  2946.  @gene978  Just adding some actual facts to your "opinion."
    1
  2947.  @kamX-rz4uy  In that case, Hyundai has the Palisade for you. The Hyundai Motor Group doesn't care which you choose.
    1
  2948.  @stevenwilliams9280  Do you have to put on sunglasses when you emerge from under that rock where you've been living for the last decade?
    1
  2949.  @rabbitruck  KIA doesn't agree. According to Tom Voelk of "Driven" KIA conducted market research devoted specifically to that issue and found that potential Soul buyers thought AWD was a low priority. In fact, a significant portion of current KIA Soul owners thought their vehicles already had AWD. :) AWD is a trendy feature but the fact remains that even among vehicles that offer it as an option most customers opt for FWD. And for winter driving a good set of snow tires in a FWD vehicle will perform as well as a comparable AWD in 90%+ of challenging winter conditions. For those who don't even face those conditions it's an expensive option with a limited benefit. Finally, other than Subaru, manufacturers typically have "on demand" AWD systems that are seldom actually used in order to save fuel. Some brands even include a driver option to turn off "on demand" AWD, altogether. Again in order to save fuel. Full disclosure. I have "on demand" AWD in my Kia Sorento along with a driver controlled center differential lock. But that's because it's often used for ski trips in the winter. For the usually messy wet winters in western Washington the FWD in my GTI is more than adequate.
    1
  2950. Not pleasing to look at? Reviewers more or less universally agree it's largely unnoticeable.
    1
  2951.  @panzer_TZ  Different strokes for different folks, friend. As I said, the Mazda trailed the Accord on my personal scoresheet by only a few points.I would have ranked the Mazda higher if it had not been for the fact that the long promised Apple Carplay/Android Auto were still not available when I was shopping and Mazda's overall infotainment system was dated.
    1
  2952.  @seanlynch5418  I"d be interested in hearing the details about that warranty, Sean. Is it a bumper-to-bumper warranty or a power train warranty? Power train warranties covering the engine and transmission are offered by many brands (and can be purchased from 3rd parties at a modest charge) because (a) the warranties are not transferable to a second owner and (b) power trains seldom fail even over a long period or after many, many miles. B2B warranties that cover everything other than consumables like wipers, tires, and batteries are typically much shorter and again aren't transferable. In the US, Mazda, like Honda and Toyota offers only a 3 year/36K mile B2B warranty. The Korean brands offer 5 year/60K mile B2B warranties and VW provides a 6 year/72K mile B2B warranty, the longest in the industry in the US. Longer warranties of any kind are not without value. But brands like Hyundai, KIA, and VW offer longer warranties when a brand's reputation is an issue and manufacturers seek to reassure their customers about their confidence in their product. Like any insurance policy an issuer offers it when they're confident that on average they won't have to redeem it (at least until they've generated more revenue than the cost of redemption.)
    1
  2953. 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.
    1
  2954. It's definitely a gold star for KIA but if you think KIA needs a "game changer" you haven't been paying attention.
    1
  2955.  @canadabear72  The Pilot is roomier by more than a bit. Honda is VERY good at allocating interior space. The best example of that is the CR-V. The various size categories of these vehicles is very much in flux. The Pilot is firmly in the midsize category while the Sorento (at 189") is the only three row CUV in the "Goldilocks" Tweener size.
    1
  2956. The i30N hasn't been sold in the US. Instead, Hyundai offered the Veloster N in America. That was a pattern found in other international markets. Nations that got the i30N didn't get the Veloster N and vice versa. Now, however, the the Elantra (the US name for the i30) will be getting the "N" treatment so in that sense the i30N will now be available in the US.
    1
  2957.  @brodiwheeler7583  The Elantra "N" is will be available in the US as a sedan only.
    1
  2958. 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.
    1
  2959. This is a "direct successor to the Touareg" only in North America. The Atlas (and I assume the Cross Sport) is not sold in most of Europe or other international markets while the Touareg lives on in with a new generation.
    1
  2960. Sorry, Eric. Not much chance that either Hyundai or KIA will take up your suggestions. In the first place scalding performance ranks far, far below the top 10 requirements for purchasers of midsize 3 row crossovers. Furthermore, persistent rumors are that the forthcoming Genesis SUV will have a turbo engine and the sort of interior appointments you cite. Hyundai has no interest in cannibalizing the sales of Genesis models.
    1
  2961.  @audreyelliott11  For a variety of reasons including COVID and the overwhelming demand for the Telluride (built in the same plant in Georgia as the Sorento), the 2021 Sorento has only recently been introduced. And unlike automakers that introduce the following year's model in the previous spring KIA generally is among the last automakers to introduce a model. If it makes you feel better, just think of the recently introduced 2021 Sorento as a 2022 model. 😜
    1
  2962. The Civic is impressive for all the reasons cited in the review. However, sometimes what seems to be a minor issue can be a deal breaker. In my case the back seat is my big dog's second home. And after a brisk run on a summer day, some way to get airflow to the back seat is a necessity. Without it, I'd have to give the Civic (or any vehicle) a pass.
    1
  2963.  @brianwynn8739  Look for another dealer. My KIA dealer, for example, never adds a "market adjustment" sticker to any vehicle. Unfortunately, given the current supply/demand situation, that means a long waiting list at that particular dealer.
    1
  2964.  Richard Favreau  Are you under the impression that the Arteon does NOT have Apple Carplay and Android Auto?
    1
  2965. Just be sure you have a fat checkbook. Moderately optioning the ST or selecting the Platinum trim will push the MSRP to nearly $60,000. The sales will be minuscule.
    1
  2966.  @ianinohio  I have no doubt Ford will sell lots of Explorers. In fact if Ford sold not a single Explorer to any US consumer the sales figures for Explorers would rank near the top of mainstream midsize crossovers as a result of Ford's fleet sales, especially to public agencies. (About a third of all Explorers go to fleets.) But if the sales of other mainstream crossovers with MSRP's over $50K are any indication consumers willing to spend that much are very likely to opt for brands with greater prestige. Furthermore, so-called performance SUV's such as the ST have extremely low take rates. They draw customers into showrooms but consumers buy less costly and more fuel efficient vehicles.
    1
  2967.  @ro0ster648  Or a Genesis G70 or a Stinger GT which is where the 3.3L turbo belongs.
    1
  2968. silkhead44 That sort of ridiculous reasoning is analogous to claiming that a 400 ft tidal surge from a tsunami is no big deal compared to the total accumulation of high tides over a period of a year.
    1
  2969. Not sure how the Canadian RDX is configured in terms of options, but an RDS "A Spec" in the US has an MSRP of $45,500. The Signature trim of the CX-5 is $38,185. That $7000+ (USD) difference is a whole lot more than "3-4K CDN." Perhaps you don't think that's "significant," but considering that's a minimum difference given the greater likelihood of real world discounts at a Mazda dealer, most people would. By the way, the RDX is not larger. Though the CX-5 is fairly small compared to competitors such as the CR-V and the Forester, it has more cargo space behind the rear seat and more total cargo space than the RDX. The differences are small but they're real.
    1
  2970.  @pknutel1  For the record I'm a long-time CR subscriber and I dutifully fill out their annual survey about the vehicles I own each and every year. And when I'm in the market for a vehicle I consult the CR surveys. But that doesn't mean CR's survey is without significant problems. As noted in my original post, CR does NOT provide metrics on the actual incidence of problems; they only rank vehicles and brands relative to one another. And just like a horse race, the horse that wins a race may be ahead by a nose or by 17 lengths at the finish line. There's no difference in the rankings of the first and second place horse. Furthermore... () CR touts its very large sample size in their surveys (400,000+). But volume doesn't compensate for sample bias and the CR survey is neither a scientific sample of individual vehicle owners nor even of their own subscribers. Unlike weighted random surveys where respondents are chosen to reflect known demographics rather than relying on volunteers, there is no way to determine the accuracy of a sample. CR publishes no information about any efforts to correct the responses to account for bias in demographics either for individual models or the bias compared to CR's readership. () Even with its huge annual sample for all vehicles the number of responses for individual vehicles may be tiny. CR doesn't publish the number of respondents for each vehicle and individual models among those vehicles but one can be relatively certain that the number of CR respondents who own, say, a Dodge Durango SRT is tiny compared to those who own a Camry. And since only about 6% of Camry owners have a V6 model, even the relatively large but unscientific sample of Camry owners will only include a tiny minority of those owners, especially when the only respondents in the sample are CR subscribers who are even more likely to own 4 cylinder versions than the average of all Camry owners. (Based on the average age and presumed interest in fuel economy among CR respondents.) () CR assigns a 100 point "score" for individual brands and models but that score is meaningful only for ranking brands and models relative to "average" vehicles in the same category, not as an indicator reflecting the number of actual problems. What does a score of 86 for one vehicle mean in relation to another vehicle with a score of 80? There's no way to tell from the data CR provides. CR claims that the scores for current models take into account the previous years' scores unless a model has been "significantly redesigned." But they provide no information about how significant redesigns are determined. Is a 2020 Toyota Highlander "significantly redesigned" compared to a 2019 model? Is a Honda Passport "significantly" different from a Honda Pilot when about only difference is the length of the vehicle and the number of seats? No way to tell by CR's published results. Was a 2019 KIA Sorento significantly "redesigned" when a completely new transmission was introduced? Was the Sorento significantly changed when the 4 cylinder NA engine was dropped and only the V6 was available in 2018 and after? Again, no way to tell. () An examination of CR's ranking from one year to the next reveals considerable reordering of ranks from year to year. Toyota/Lexus vehicles usually retain their top spots but the ranking from 3 to 20 often shift noticeably, sometimes by four or more places. That suggests the actual reliability scores differ very little and are subject to sample bias changes as well as manufacturer changes that often go unannounced. Technical service bulletins (TSB's) and unannounced manufacturing changes often reflect corrections to problems a manufacturer is aware of but doesn't publicize. Such changes are invisible in CR's rankings. () You point out that owners of older vehicles experience "lots of problems" if they own a vehicle for five to seven years. It's only logical that older vehicles exhibit more problems than newer vehicles. The same is true of people. But there's still no evidence that "LOTS of vehicles have LOTS of problems during that period." (Emphasis mine.) In fact, the incidence of problems in virtually all vehicles has dropped significantly over the last decade, not to mention over a longer period. When I was a kid a vehicle that managed to last 100K miles warranted a short news story in a local paper. Now vehicles that last half a million miles don't warrant such news. () If you're truly interested in exploring the complexity and issues associated with reliability rankings, take a look at Alex on Autos discussion of the topic. https://www.youtube.com/watch?v=BbbUvV6Py1o&t=328s
    1
  2971.  @pknutel1  I don't know how to put this more clearly but I'll try. When CR reports a rating of a vehicle (or its individual components) on a 5 point scale from "worse" to "better" than average that is a RANKING, not a metric reflecting the actual INCIDENCE of problems normalized by the number of vehicles sold. (Sorry to shout but you seem unable to understand the difference between a rank and an actual metric upon which the rank is based.) Since you didn't get the horse race analogy here's another example that may help you. Line up a classroom of middle schoolers by height. The tallest kid in the class may be an inch taller than the next tallest or he/she may be 10" taller. Either way he's the tallest but the actual difference is either very small or huge. You cannot determine that simply by saying he/she is the tallest or that he/she is above average for the class as a whole. CR apparently recognizes this issue. In their most recent survey the rank a total of 23 midsize mainstream SUV's. Of these 11 of the 23 earn a "Recommended" mark despite a range of "predicted reliability" ranging from the highest possible category to the middle rank on CR's five point scale. The implication? With very few exceptions, the reliability of these vehicles, recommended or not, does not differ greatly in terms of the actual number of problems despite their different rankings. JD Power draws their weighted random samples from lists of purchasers provided by manufacturers rather than relying on volunteer CR respondents. It's a better (though hardly without problems) approach. Their 2020 survey of three year old vehicles indicate very, very few Genesis owners experienced even a single issue in three years of ownership. (0.94 issues) But the average number of issues experienced by owners of all other brands was less than 1.4. And JD Power takes into account issues that owners don't like as well as purely reliability problems. It's true that the JD Power surveys go back three years, not 6, 7, or 10 years of ownership. But there's no reason to believe that problems suddenly begin showing up in an atypical fashion over longer period of ownership. Automobiles, like people, age and develop problems but there's no reason to believe that one brand suddenly develops many more problems than another after, say, six years of ownership given equivalent mileage and maintenance. The central problem with your argument is your use of terms like "many" or "lots" of problems or claiming that an owner of a particular vehicle is "almost certain to experience significant reliability problems if they own it for six or seven years" without ever attaching an actual metric to those terms. The data required for such metrics are very, very difficult, if not impossible, to obtain from manufacturers' proprietary sources. And without such data one is left to rely on the fact that most current brands most of the time are highly reliable.
    1
  2972. No, it's not a GTI, much less a Golf R. From a driving experience perspective, it isn't even a European Passat (or the forthcoming Arteon in the US.) What it is, though, is a bargain. Here in the US Pacific NW real world prices for the GT are between $25K and $27K. At that price it comes with a more or less bulletproof V6, very attractive styling (at least for those who think the new Accord and the Camry look like they were inspired by a1930's Flash Gordon spaceship design),the longest bumper-to-bumper transferable warranty in the industry, a DSG transmission that can be driven as either an automatic or a manual (and acts that way), and an accommodating interior with best in class back seat room for adults and growing teenagers. Does it have weaknesses? Of course, it is after all a car that was the result of American VW dealers begging for something that would bring midsize "sporty sedan" shoppers into the showroom. VW responded with a quick facelift that required almost no investment in design, engineering, or production changes. And all those savings contributed to the very good price. What are those weaknesses? Tires are first on the list. Easily fixable, especially considering the purchase price of the car. Brakes. Again easy to upgrade at minimal cost. Suspension tweaks. Ditto. Even some minor HP/Torque tuning upgrades available from firms like APR that improve acceleration among other things. Add it all together and the price is still thousands less than a roughly comparable Camry or Accord minus some bells and whistles. As a serial GTI buyer I'd love to see VW introduce a true midsize sport sedan. But wait. They already sell more than one with an Audi badge. And VW is understandably unlikely to cannibalize Audi sales at VW prices. In the absence of such a vehicle and at the price of the Passat GT, it's worth serious consideration. Edit: Forgot to answer the question posed. For the real world price of $25-$27K (USD), I'd take this over a comparably equipped Honda where discounts are rare and the out-the-door price is likely to be at least $3K more.If it weren't for the discount, though, the Honda would be the choice. Compared to the Camry V6, it wouldn't be a difficult choice even at MSRP for the Passat. The Camry looks looks like a Hot Wheels sedan that grew up. No navigation short of a $1000 option package and no Apple Carplay/Android Auto, it's no competition.
    1
  2973. Great video, Ryan. It appears you won't have to worry much about the raging wildfires in Eastern Washington since your spot has already suffered from them in earlier years.
    1
  2974. scollyutube: Sorry, buddy. I'm skeptical. You're still carrying the equivalent of an NFL lineman in your R compared to a GTI. No doubt that the "extra torque" of the R compensates for the weight difference in terms of performance but it certainly doesn't improve fuel efficiency if you're actually using it. As you say, a seventh (overdrive) gear helps in those long, flat, straight freeway slogs I noted but I'm skeptical that it's much help unless, as you say, "you drive a lot of distance." Look, there's no need to apologize for the "R's" fuel efficiency. If you get the mileage you claim, I assume you're a very good, economical driver. But if you're getting better mileage than you got in a GTI it's either because you're driving more economically or your GTI was a previous generation (as mine was) that did not perform as efficiently as the MK7 version of the car. Over the first 6000 miles in my 2108 GTI I've averaged about 29+ mpg with about 75% of that being in stop and go city driving. That compares to about 25 mpg in my MK6. I attribute that mainly to the improvements in the GTI 2.0L engine that require less throttle than my previous car for the same level of performance. Perhaps the same is true for you. P.S. By the way, I'm curious as to whether you're in the US. If, as you say, you had "a winter of skiing and going up and down mountains," I'm somewhat puzzled as to how you had the seventh gear transmission when it wasn't available in the US until last spring.
    1
  2975. scollyutube: I've just figured out that you must be a Canadian, possibly in BC. Love your country, your people, and your highways. Your reference to 62mph and having a 7 gear DSG last winter should have been clues. The 98 octane was the clincher. :)
    1
  2976. scollyutube: Also a gorgeous country and great people. And you get winter in the summer. :) My wife has relatives there, originally Dutch immigrants after WWII and she loves the place. Unfortunately, I know it mainly from Lord of the Rings movies. Good luck to you and appreciation for the exchange.
    1
  2977. Scollyutube: Hey man, I know NZ moved to the metric system some years ago but were the miles per gallon figures you cited above based on the older "imperial gallon" measure that NZ used to use? If so, I can certainly understand how you could average close to 30 mpgs. ;)
    1
  2978. payasofe69: That's not surprising. Essentially the same as my GTI. As long as you're not using AWD and running the engine on cruise at a steady speed the fuel efficiency in the two vehicles should be about the same. Even the weight advantage of the GTI isn't going to matter as much at a steady speed under, say, 75-80 mph. It might even be slightly better in the R with a seven speed DSG since that top gear turns the engine at a slightly lower RPM than the six gear version.
    1
  2979. As with other automakers the suffix "line" attached to R or N is an appearance package. There is a true Tiguan R but it's not meant for the US.
    1
  2980.  @linger2001  And that's one reason that Toyota dealers had leftover V6 RAV4's sitting on their lots a year after the model was discontinued. Toyota is NOT going to make that mistake again.
    1
  2981. Why no AWD in the Sonata N-Line or the K5 GT? Good question considering that the KIA (though not the Hyundai) offers AWD in the lower, less powerful trim levels. Protecting the higher priced models from Hyundai and KIA plays a role but it's worth noting that Toyota and Nissan follow the same pattern; neither offers AWD in the more powerful versions of the Camry and the Altima though they offer it in lower trims. How come? The fact is that performance versions of mainstream midsize sedans have VERY weak sales in an already sales challenged vehicle category. For example, in 2020 Toyota's V6 Camry sales in the US amounted to about 5% of all Camry sales. That's less than 15,000 vehicles for the best selling midsize sedan on the planet. Assuming that offering AWD for the V6 Camry would increase sales by 10% (a VERY optimistic estimate) that would yield an increase in sales of only 1500 vehicles. Considering added weight and production costs offering AWD wouldn't come close to making the investment worthwhile. Toyota makes very good vehicles but they're even better at making PROFITABLE vehicles. For KIA how many K5 GTs with AWD would improve sales? 500 vehicles in the US? Not worth the time and effort. The Canadian version of the Sonata faces a slightly different set of issues. I wouldn't be surprised to see AWD offered on the lower trim versions in both the US and Canada, a pattern similar to the KIA K5. And given the relatively greater proportion of AWD vehicles sold in Canada I'd expect it to be a major sales boost there. In fact, I'm somewhat surprised the Hyundai opted not to offer AWD on any Sonata model from the beginning. But it's very doubtful (imo) that either KIA or Hyundai will offer AWD on the performance versions of their midsize sedans. Unfortunately, the absence of AWD in either the Sonata N-Line and the K5 GT reveals each model's primary weakness. A FWD vehicle with nearly 300 HP and over 300 ft lbs of torque with an open differential is a recipe for torque steer, tire slip, wheel hop, and handling issues at the level the engine and transmission promise. While AWD is an unlikely option, the addition of at least an electronic if not a mechanical limited slip differential is desperately needed. Without an LSD an owner is paying for performance that's difficult to access at best. It's arguable that the "Limited" trim of the Sonata with a weaker engine but a more upscale interior and other bells and whistles is a better choice than the N-Line.
    1
  2982.  @RaitisRides  You're far from alone but apparently Hyundai believes there's a bigger gap in the US market for the VelosterN than for the i30N and they're reluctant to cannibalize sales of one model with the other.
    1
  2983.  @westmerchantus  Thanks for the kind words. It's important to note, though, that KIA and Hyundai traditionally limit individual options and cram packages into specific trim levels as a way to (a) contain production costs and (b) reduce the number of unsold vehicles sitting on dealer lots that happen to have less popular options. If you compare a KIA Telluride/Hyundai Palisade to upscale European or even American brands you'll find MUCH more "customization" options on the latter vehicles for a particular trim. Simplification of the production process and eliminating vehicles that include (or don't include) individual options is a way for the Korean manufacturers to pass savings on to their customers. BTW, this comment isn't especially original. Alex raised the same point a couple of years ago when he reviewed a KIA Sorento (as I recall). Fewer choices translates into savings for both manufacturers and consumers. Want to customize your vehicle? Look at European brands with several pages of individual options from features to color choices. You can get a purple Audi with or without a sunroof and Apple Carplay as an option rather than a standard feature. But you'll pay for it. And the next customer who doesn't want those options will pay for not having them, too, simply because complicating production means reducing the advantages of economies of scale. That cost is then spread over all vehicles, not just the ones that include it.
    1
  2984. Want a Mazda6? Get one now. Mazda has announced model (along with the CX-3) is dead after 2021. Hopes for a successor model for 2023 continue but with the soft sales of midsize sedans and Mazda's track record of overpromising and underdelivering new models, that remains a question mark. In any event if you can't get at least $5000 off the MSRP of the top trim Signature model, you should have someone else negotiate your purchase.
    1
  2985. Why didn't KIA black out the new logo on the Nightfall edition? Simple. After years of ridiculous complaints about the KIA logo the company wanted to be sure the new logo would stand out regardless of the trim level (and color) of the Telluride.
    1
  2986. The Venza and the Honda Crosstour occupied a product space all their own. And unfortunately for Toyota and Honda almost no one liked either one. They each lacked essential design features of a crossover, the higher "command" driver's seating position and the perceived image of greater "safety". Though often not recognized it was those features that made crossovers especially appealing to women and among the most important reasons that CUV sales have come to dominate the entire marketplace. In short, it's females that have driven the market to SUV's and away from minivans and station wagons. Toyota and Honda simply misread their market research.
    1
  2987. Wondering how long it took Nissan to come up with the ridiculous excuse that they "wanted to bring AWD to the masses" for the failure to couple it with the 2 L Turbo engine. I'm guessing there were some late night marketing meetings to come up with that whopper. As for the CVT, I have no doubt that they've been improved since I first drove a CVT Murano some years back but Nissan's single-minded commitment to that transmission choice is still a deal breaker for me. So all in all, the 2019 Altima won't entice me into a Nissan showroom and that's a shame.
    1
  2988. Bye, bye.
    1
  2989. Heresy.
    1
  2990. Mazda doesn't offer the CX-8 (a stretched version of the CX-5) in North America.
    1
  2991.  @djhrjeiwhri  I didn't mean the comment as an insult. And since we don't get the CX-8 in North America I was simply going by numerous media comments to the effect that the CX-8 is a stretched CX-5. For example... "The seven-seat Mazda CX-8 sits on a stretched CX-5 platform (it’s 350mm longer than the 4550mm CX-5, but shares an identical width of 1840mm). However, its 2930mm wheelbase equals that of the CX-9. Essentially, the CX-8 slots in between the two as a best-of-both-worlds scenario..." https://www.whichcar.com.au/reviews/mazda-cx-8-touring-review "....The CX-8 is essentially a stretched CX-5 and was pitched as a diesel alternative to the petrol-only CX-9 when it launched locally in June 2018...." https://thewest.com.au/lifestyle/motoring/mazda-cx-8-now-with-petrol-power-ng-b881471187z "...(The CX-9's) one weakness is the lack of a diesel offering, as available in the smaller CX-5, which has the potential to return better fuel economy on highways. While the seemingly obvious solution would be to shove an oil burner under the CX-9’s bonnet, Mazda opted instead to create a stretched version of the CX-5 with a diesel option, a car we now know as the CX-8." https://www.whichcar.com.au/car-reviews/mazda-cx8-vs-cx9-whats-the-difference I'm not sure why you took the comment as a negative reference but your argument is not with me but with numerous journalists and reviewers.
    1
  2992.  @djhrjeiwhri  Don't argue with me. Blame the consensus of reviewers as cited above.
    1
  2993. Excellent review, Brian! One very small nit and a few comments. It's a shame that Canadians don't have the option of the base GT-Line with the replacement of the 2.0L turbo with the ubiquitous 2.5L turbo. The GT trims are admittedly a bargain compared to European rivals but the GT-Line makes a strong case as well as an alternative to the KIA K5 GT and the Sonata N-Line, each fitted with the same 2.5L turbo engine. At around $38,000 USD for the fully loaded RWD version and a tad over $40,000 MSRP for AWD, the base Stinger is a screaming bargain with a small premium over the K5 and Sonata, neither of which offer either RWD or AWD and a far less premium interior. Assuming KIA's own numbers for 0-60 times, the 2.5 L turbo version reduces the 0-60 time by over a second (6.4 vs 5.2) compared to the previous engine and slices the difference between the GT-Line and the GT models with the twin turbo V6 to about half a second. Considering that a fully loaded GT2 Stinger has an MSRP of well over $12,000 more than the GT-Line the latter is tremendously tempting. My only nit is the reference to the Stinger as a "sports sedan." That's certainly an appropriate label for the Genesis G70 built on the same platform but I think the Stinger (in all its trim levels) comes closer to the European conception of a Gran Turismo rather than a sport sedan. Somewhat larger than benchmark sport sedans and designed for comfortable high speed travel for up to 4 passengers for hours at a time over meticulously maintained highways as well as twisting backroads originally laid down two millennia ago by the Romans, the Stinger qualifies as a true GT. We Americans can't legally (or safely) take full advantage of the triple digit cruising a true GT offers but now and then on a lightly traveled highway in places like Montana the KIA's capabilities can be enjoyed. As far as competitors are concerned I'd note the VW Arteon as an alternative to the GT-Line Stinger. And as an owner of both a VW GTI and a KIA Sorento I'm currently considering those two highly versatile "liftback" sedans as my teenage daughter looks hungrily at my GTI. (Can't imagine losing the GTI from the family. It would be like selling the family dog.) The two vehicles are virtually the same price (with discounts offered on the Arteon). And virtually the same length with a slightly longer wheelbase in the KIA. Rear seat room and cargo space, on the other hand, is more generous in the Arteon. While the on-paper HP and torque figures favor the Stinger, a Stage 1 ECU tune for the awesome EA888 VW engine virtually eliminates that advantage. Overall, the VW's interior is more upscale and the Arteon feels a bit "tighter" and well put together than the Stinger but the difference is slight, at best and may say more about my familiarity of the "feel" of a VW than a KIA sedan. The Stinger has a more "sporty" vibe but the Arteon is more elegant to my eye. In any case, it's a tough choice and I'm on the fence.
    1
  2994. Impressive array of tech though much of it is already available in one form or another in other vehicles. The video does highlight one thing, however. As more and more safety and driver assistance features are added to vehicles there's a need to evaluate their relative quality and performance. It's not simply a question of whether a vehicle offers a feature; it's a question of how well it performs. One reservation about the Atlas Cross Sport, though. I'm not a fan of the paint scheme. :)
    1
  2995. You can get it with a roof, you know. Eliminates the "flatness".
    1
  2996.  @X8X8X8X8X8X8X8X8X8X  Not sure where you live but in American the Arteon doesn't come close to rivalling the price of a Mercedes, a BMW, an Audi, or a Volvo. The US mid-level SEL R-Line with AWD has an MSRP under $45,000 and is discounted here in the Seattle area by dealers to around $39,000. That's the price of a top trim Accord or Camry.
    1
  2997. There's no question that Toyota needed to update/upgrade the long-in-the-tooth Highlander for 2020 and it's a better vehicle all round. On the other hand, the competition is also tougher for 2020, especially with the Korean entries from Hyundai and KIA. The Highlander has grown in size by about 2.5" in length to bring it closer in size to rivals such as the Pilot, Ascent, and the Telluride where it's now only about 2" smaller than its rivals. But the increased room is limited to the second row with the third row still relatively cramped. And where Toyota's absurd claim of seating for 8 passengers is supported only by three seat belts in the third row. Toyota will sell boatloads of the Highlander but at best it's competitive, not a class leader except in its offering of a hybrid version.
    1
  2998. Scalding performance in a mainstream 3 row midsize SUV ranks about 21st in the top ten priorities of buyers. When and if the massive demand for the Telluride slows to the point that KIA can actually deliver their current version of the Telluride to customers, they may consider your suggestion. Don't count on it, though. The forthcoming Genesis SUV is likely the recipient of higher performance options.
    1
  2999. The ostrich obviously didn't care for the KIA badge on the hood. This mirrors the numerous internet comments that show up each time a KIA is reviewed. Hmmm....I wonder if this suggests the IQ of those making such comments.
    1
  3000. Not at all likely. The twin turbo engine is reserved for the forthcoming Genesis SUV. Scalding performance in the mainstream midsize SUV segment ranks about 21st in the top 10 customer priorities.
    1
  3001. Your loss. VW won't miss you.
    1
  3002. Perhaps the waiting list for a press vehicle rivals that of the waiting list for delivery to customers. :)
    1
  3003. Not much chance of either. VW has concluded correctly that Americans hate "shooting brakes," "estates," and "wagons." Even Subaru has forbidden the term "wagon" in reference to the Outback. As for a significantly higher priced Arteon, I doubt VW is seriously interested in cannibalizing Audi sales.
    1
  3004.  @thefliplife1  Different strokes for different folks. My Sorento has remote start that I have literally NEVER used except to confirm its existence.
    1
  3005. An excellent video as usual, Jason. And you make a compelling, balanced case. Still, I'm left with some concerns. If, like many of my neighbors, I had to commute daily from my home to downtown Seattle, I'd have a daily round trip of at least 90 miles. That means with a 150 mile range I would have to recharge every evening unless I had access to a charging station at or very near my workplace. And if I've plugged in for hours when I come home, I can't use my electric car for errands or other short trips that are its major benefits. I'm either stuck at home or have to switch to my wife's gas guzzling SUV for those tasks. I realize, of course, that many folks don't have such a long commute but it's not unusual in the sprawling suburbs (and nearby bedroom communities) of major cities. A similar problem arises if I want to take a weekend trip to a destination of, say, more than 100-200 miles away. I realize that recharging stations are more and more common but if I'm headed to a relatively remote location (say in Eastern Washington or in Idaho) I'd better be sure that a compatible recharging source is available before I set out. And I have to take into account the time required to recharge the car. Otherwise, my wife's gas guzzler is the most convenient option. Of course, these issues can be minimized or eliminated, altogether, by battery capacity with greater range, faster charging options, and more widespread availability of charging stations. All of which are rapidly becoming available. And some of which are already available in (much) more expensive electric vehicles, (e.g. Tesla models). But for most folks, a Tesla is not a viable choice for the only vehicle in a household, much less as a "second car." It's not a bleak future, though. There are already some viable alternatives, at least for consumers in some states. Kia's forthcoming eSoul and the Niro EV each offer longer range (about 240 miles) than the Nissan Leaf. And each provides 30 minute charging of up to 80% of the battery's capacity. And if one lives in the San Francisco Bay Area or Southern California, the Honda Clarity fuel cell vehicle can be leased for 3 years for about $360 per month. That has a claimed range of 366 miles and comes with a free charge card worth $15,000 of fuel (about 80,000 miles worth). In addition, Honda provides free auto rental of 21 days through AVIS for those who want to take trips outside the limited available refueling stations in California. Combined with the state of California incentives for zero emission vehicles it's a great deal. The future looks good for alternative fuel vehicles. It's just not yet quite here for many of us.
    1
  3006. Very interesting to see a detailed review of the European spec version of the Santa Fe. Overall, it's very similar to the US spec version and similar, as well, to its corporate cousin, the KIA Sorento. Neither the Santa Fe nor the Sorento has a 2020 model available in the US so some of the differences may disappear when those models are introduced in North America. But overall the 2019 Santa Fe (US spec) is almost identical to the 2020 European spec. With that in mind, some comments... () Overall external style, size and cargo space. The external styling of the Santa Fe models are identical in the US and Europe and each differs significantly, of course, from the KIA. But all three vehicles (Santa Fe euro and US specs and the Sorento) are almost identical in terms of length and cargo space. The big difference between the US spec Hyundai and KIA is in terms of passenger space. (See below.) () Engine and drive train choices. Each of the three vehicles offers the same 2.4L NA petrol base engine. All three have the same transmissions and the same AWD systems with the same 50/50 locking differential option. The differences are optional engine offerings. There is no diesel option of any kind in either the Santa Fe or the Sorento in the US. Both KIA and Hyundai originally announced they would offer the same 2.2L diesel in their vehicles before the market destroying effects of Dieselgate became clear in the US. Those plans were cancelled. The US spec Santa Fe offers the same 2.0L turbo petrol engine found in the Euro spec vehicle. The same engine was offered in the Sorento through 2017 but dropped in 2018. Currently, there is no turbo4 option for the KIA. On the other hand, KIA, alone, offers a naturally aspirated 3.3L V6 in the Sorento, an engine that's found in turbo form in the Stinger and the Hyundai G70. It's a time tested and reliable engine that offers smooth, linear, and quiet performance and though it has only mediocre fuel economy compared to the competition, that's a less important factor in the US where fuel is cheap and distances to a destination can be great. That's probably why it's not offered in Europe. () Driving Dynamics. I haven't seen Thomas' comments about the Santa Fe's suspension, handling, and interior noise echoed by American reviewers of the Santa Fe. I don't doubt his comments but I think they may stem from his "European" perspective. (A perspective I happen to share.) The Sorento is not the best handling SUV on secondary roads but its milieu is freeway slogs and suburban traffic where handling isn't tested very strenuously. In any event, as Thomas' notes, the Santa Fe (and the Sorento) are family haulers, not canyon carvers. I suspect that the US and Euro spec versions of the Santa Fe have a similar handling "feel." As far as noise levels are concerned, I can't comment about the Santa Fe but the KIA Sorento is extremely quiet with acoustic glass all round and with the available quieter V6. But its top trim is also more expensive than the comparable Santa Fe. () Interior Features. From what I could tell from the video the US and Euro spec Santa Fe's are identical in terms of interior layouts and features. The Sorento's interior has a somewhat older design but it shares many of the same controls and features in the same locations. I wouldn't be surprised to see the Sorento's interior to be updated in terms of electronic eye candy in the cockpit and an HUD in 2020. The biggest difference between the Santa Fe specs in interior options is the third row seating available in Europe. In the US the 7 passenger option is limited to the Sorento where the 5 passenger configuration was dropped in 2018. The Santa Fe's underfloor storage is identical to that offered in the earlier version of the Sorento. () Summary. In the US the Santa Fe and Sorento are aimed at somewhat different market segments. They share dimensions inside and out and a number of components but the Santa Fe is more clearly aimed at what Americans see as "compact" SUV's in terms of price. The Sorento is more clearly a "tweener" entry at smaller end of the "midsize" segment where 3 row seating is common and MSRP's are higher. In Europe it appears that its 7 seat option is aimed at broadening its overall market appeal where SUV's are, on average, smaller than their North American counterparts and diesel options are far more numerous. That puts it into more direct competition with the Sorento.
    1
  3007. And about $10,000 more in price for a comparably configured model.
    1
  3008.  @OlJackBurton  In MSRP terms, you're right. I suspect, however, that the massive consumer demand will keep the Telluride's real world price at MSRP or above. And Ford is already offering discounts off MSRP on their build/price website. I'd expect to see even more by dealers trying to contain the price of the new Explorer.
    1
  3009. Comment heard at the Hyundai design studio. "Well, the basic design looks good but it needs more creases and bulges. After all, its inspiration comes from a Flash Gordon spaceship from a 1930's movie serial. So back to the drawing board. More creases! More bulges!" Assessment? This ain't gonna age well. On the other hand, Joe's "favorite" Mazda's CX-5 is seriously outclassed in terms of interior space. The Tucson offer 38.7 cubic ft of cargo space behind the second row and 80.3 cubic ft overall. The CX-5 with 30.9 cf behind the second row and 59.6 cubic ft overall offers even less than several sub-compact SUVs. (e.g. KIA Seltos, VW Taos) The CX-5 is ideal for those who want the look of an SUV without the U(tility) of an SUV.
    1
  3010. 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.
    1
  3011. What a truly insane idea.
    1
  3012.  @fortheloveofnoise  Ah yes, the motorcycle example. Truly ridiculous. In the first place, the number of motorcycle riders (and I'm one) is miniscule compared to the number of drivers. Comparing the two is like comparing apples to pogo sticks. It is extremely difficult to design a safe motorcyle. That's not the case for a car. As long as motorcycles exist, they will be a risky form of transportation. As statistics indicate, that's not the case for automobiles. Since 1966 the number of fatal automobile accidents in the US has actually declined from about 51,000 to 35,000 and that doesn't even take into account the huge increase in the number of miles driven. The rate of fatal crashes per million miles driven has dropped from 5.50 to 1.13. In other words an actual decline of over 75%. And all that despite more cars, more crowded highways, more miles driven, and significantly greater speeds. And all the result of safety regulations. Nothing else. But why not make safety systems optional? Several reasons. In the first place, if safety systems were not required they would be significantly more expensive to install as options. Encouraging consumers to opt out of safety systems does no one any good. In the second place, requiring those who to "sign a safety waiver" doesn't solve the problem. While it might be a reasonable Darwinian approach to eliminating idiots from the gene pool, it would not mean that the huge increase in medical costs would be borne solely by those who make such stupid decisions. In this case, a comparison to motorcycles is appropriate. States without helmet laws have much higher rates of catastrophic head injuries than states that require helmets. The cost of those injuries isn't borne solely by the morons who are turned into vegetables when they have accidents; the cost comes out of my pocket in the form of my insurance premiums for my bike and for every other person with health insurance. So while I might be inclined to turn a blind eye to stupidity in the name of "individual freedom," I don't see why I should subsidize that stupidity.
    1
  3013. ​ @fortheloveofnoise  Political theory is more complex than simplistic slogans regardless of what Ayn Rand and Rand Paul so loudly proclaim. Libertarian philosophy appeals to adolescents and a few who never mature beyond that stage but that's why it's necessary to recruit a new generation of adolescents every few years. (In my experience a fertile ground for that recruitment is from the high school audio/visual club.) Personal freedom is an important and widely shared value in a democratic society but it is not an absolute value and it is not the only important value. As the old saying puts it, for example, your personal freedom to swing your fist stops at my nose. And in the case of seatbelt and helmet laws, my "nose" includes my "freedom" to not have a moron "steal" a portion of my insurance premium to pay for his stupidity. And because I believe in democratic values I (and most other folks) am willing to put some reasonable limits on my individual freedom for the public good. Don't like it? Try moving to the wilds of Idaho. As far as your suggestion to "add taxes to dangerous vehicles," I think you might want to rethink that recommendation in light of the well known libertarian dictum that "Taxation is Theft."
    1
  3014.  @fortheloveofnoise  Well, this is going nowhere since you obviously have no idea what a "Social Democrat" is.
    1
  3015. And that's a bad thing?
    1
  3016. I think your comments can be summed up by "...Honda and Acura...to me are simply overrated." In other words, you're in a distinct minority in your views. I'm sure Honda can live with that.
    1
  3017. Oh, now I understand. Only sophisticated consumers like you can understand what a superior vehicle Mazda offers. The vast majority of automotive journalists just fail to understand its "distinct and unique" features, not to mention the poor benighted and naive consumers. We're all so lucky to have a company like Mazda who, unlike Honda, doesn't care about profits. We don't understand the Mazda's "hunger" in offering a vehicle that carries over an engine from an SUV and a dated infotainment system and transmission to the masses. Has nothing at all to do with maximizing profits by limiting research and development for a new model. It's Mazda's passion. Thanks for explaining it.
    1
  3018. k domster. I don't have an Accord. Earlier this year I undertook fairly extensive testing of the new Accord 2.0L Touring, the Toyota Camry XSE, the Mazda 6 Signature, and the Ford Fusion Sport but didn't purchase any of them. As I've already said, I liked the Mazda 6. In fact, I've owned four Mazdas over the years including an AWD MPV in the late 80's and a much loved (though flawed) RX8 in the 2000's . The Mazda came out second to the Honda in my assessment, significantly superior to the Camry and Fusion, but not as impressive as the Honda. I can certainly appreciate that one might prefer the Mazda to the Accord. But to trash the Honda as you've done simply reeks of fanboy-ism. Your comments haven't "hurt" me. They've amused me.
    1
  3019. seilcho7: Wow! The experience you report at a Honda dealer runs so counter to mine (and to logic) that I have to be skeptical about its authenticity. Claiming that "ALL of the accords at the dealership had terrible build quality" just doesn't pass the smell test. Even if the Mazda6 is a superior car, overall, Honda dealers aren't going to lose many sales to Mazda but they're in a real dogfight with Toyota's new Camry and there's no quicker way to lose a sale than to offer a car with the problems you cite. An occasional example might slip through the quality check process with a single minor defect, but claiming that "all" of the cars on a dealer's lot are significantly flawed just seems very, very unlikely.
    1
  3020. Had the same thought (and experience) driving the Signature trim.
    1
  3021.  @ThrottleHouse  Besides, it sounds far more challenging with a temperature expressed in three digits than two. :)
    1
  3022. Fernan Valdes: Here's a hint. Just because you make assertions without evidence doesn't mean it's the "truth."
    1
  3023. Short answer is no. Hyundai could have gone the same direction as Ford and GM in having dealerships with multiple nameplates for sale. However, the different "dealer experience" that Hyundai wished to create for Genesis buyers would have been undercut by that strategy.
    1
  3024.  @RandyMarsh0301  According to the Hyundai dealer in my area they won't be receiving any new Genesis models; they can sell what's on the lot but that's it. That information may be incorrect or Hyundai may change its strategy but at this point, I don't believe one can buy a 2019 Genesis in the Seattle area.
    1
  3025. Actually, the cargo and passenger space of the Sorento is somewhat larger than the humungous CX-9.
    1
  3026. I suspect that the new Tucson's design inspiration comes from a 1930's Flash Gordon movie serial. In fact, I think before a final design of their vehicles is approved Hyundai employs a committee charged with adding bulges and creases here, there, and everywhere. Not, I think, a design that will age well. Furthermore, in the case of the Tucson (and the Palisade) placing the headlights just above the bumper is a TERRIBLE idea. Obviously the designers don't live in the Pacific Northwest where the spring thaw brings tons of rocks and gravel down from the mountains to the lowland highways. Drivers here learn to give a large berth to large trucks that throw those rocks like bullets at the vehicles behind them. Replacing a windshield every couple of years is a cottage industry around here. Putting the headlights just above the bumper makes them vulnerable not just from 16 wheelers but from just about any vehicle less than six car lengths ahead. Otherwise, the new longer wheelbase Tucson is an appealing vehicle. Significantly more interior space and a well thought out interior with lots of bells and whistles. With significantly more passenger and cargo room, the Tucson now competes well with market leaders CR-V and RAV4. If I were in the market, though,, I'd wait to see if the updated generation of the KIA Sportage based on the same platform as the Tucson lacks some of the weaknesses of the Hyundai Tucson.
    1
  3027. Room for both liftbacks and traditional sedans, I think. The former are more versatile in terms of cargo capacity, of course. But traditional sedan design is superior in terms of isolation from noise.
    1
  3028.  @AAutoBuyersGuide  Exactly. Unfortunately, increasing sales of lower priced and lower profit models at the expense of higher priced/profit/volume models isn't a strategy for digging out from a hole.
    1
  3029.  @stevee8318  Not sure where you're getting your information. Try this. https://carsalesbase.com/us-car-sales-analysis-2020-first-half-compact-suv/ If sales were down only 5% for 2020, they'd be popping champagne corks at Mazda HQ rather than begging for a $2.8 billion dollar bailout from Japanese largest banks. And no, I certainly don't work for Toyota. You obviously haven't read my comments about Toyota.
    1
  3030.  @stevee8318  Source, please.
    1
  3031.  @stevee8318  The problem with that "analysis" is that it doesn't look at the details. Top line total vehicle sales don't tell the story. Mazda currently sells 7 models in the US, the CX-9, CX-5, CX-30, CX3, Mazda6, Mazda3, and the MX-5 (Miata). Mazda's most expensive and highest profit vehicle is the CX-9. The good news is that its sales for the first half of 2020 are actually up 10% compared to 2019. The bad news is that with a total of 13,451 sales in 2020 it remains the slowest selling mainstream 3 row midsize SUV in the entire market. (14th out of 14.) by a huge margin. Assuming that Mazda can double the CX-9's sales for the rest of the 2020 calendar year that means a total of about 27,000 sales compared to the same level in 2019. And to be slowest selling vehicle in a category with the largest profit margin is not a good thing. The CX-5 is the mainstay of the entire Mazda lineup. With 65,072 sales in 2019, its volume is down 13% compared to 2019 (74,385.) That wouldn't be so bad were it not for the fact that a total of 130,000 or so for the entire 2020 calendar would mean sales would drop by about 25,000 vehicles. Considering that Mazda has no "full size" SUV and no 2 row midsize SUV (in the US), the CX-5 has to bear the lion's share of responsibility for sales and it's difficult to make up the lost revenue in the midsize segment unless the volume sales of the CX-5 are much stronger than they are currently The CX-30 is a comparative bright spot. Introduced in 2020 its 17,000 sales in the first 2 quarters contributes significantly to Mazda's total vehicle sales this year compared to 2019. But the corresponding decline in CX-3 sales means the net impact is about 13,000 vehicles in the subcompact SUV market. And even more than the CX-5, the CX-30 has a relatively low profit margin. It contributes to propping up overall brand sales but does relatively little to contribute to overall revenue. Then there are Mazda's non-SUVs, the Mazda6 and Mazda3. The Mazda6 sales in 2018 were 31,000 in the US. Not a strong seller in a soft market in 2018 but those sales dropped to 21,000 in 2019. And in the first half of 2020, Mazda sold only 8085 "6's", down 38% from the first half of 2019. Again, if Mazda more than doubles sales in the full 2020 calendar year, the Mazda6 will have lost 45% of its already slow sales in two years. Even in a shrinking market segment no other mainstream automaker has fared so badly. The Mazda 3 is similarly challenged. In 2018 Mazda sold 64,638 "3's". In 2019 that dropped to 50,741. In the first half of 2020, sales were only 16,228. Doubling those sales for all of 2020 would mean a bit over 32,000 sales, a decline of 50% (!) in two years. And like the CX-30, the Mazda3 is meant to be a volume leader. Otherwise, it only contributes to Mazda's profitability woes. Finally, there is the Miata, an iconic vehicle. Its sales are UP 10% compared to 2019 (4320 units). But sadly Mazda makes very little on each MX-5 sold and without Fiat's help wouldn't even build it. The bottom line is that the 10,000 or so sales increase in Mazda's entire lineup in 2020 is almost completely accounted for by the fact that the CX-30, a vehicle that didn't exist in 2019 and one of the least profitable vehicles from the automaker. Further, about 62% of ALL Mazda sales are accounted for by the compact CX-5 crossover. A healthy lineup would mean much stronger sales of the CX-9, a 2 row midsize SUV such as the CX-8 (not sold in the US), even stronger sales of the CX-5, and either discontinuing or vastly improving sales of the Mazda6 and Mazda3 where volume could compensate for low profitability. As far as Nissan/Infiniti sales are concerned, the Murano sales for 2020 are up 15% to 30,000 vehicles. And the Pathfinder, hardly a major sales success in the midsize SUV market segment, sold twice as many vehicles as the CX-9 that languishes at 13,4451sales for the first half of 2020. The Nissan Rogue despite seriously slumping sales has outsold the CX-5 107,000 to 65,000 in 2020. The Nissan Altima recorded sales of 69,000 vehicles so far in 2020. The Mazda6 sold a bit over 8000. A ratio of nearly 9:1. The Nissan Sentra is in serious trouble with a drop in sales of 60% in 2020 but it has still sold 44,000 vehicles compared to the combined sales of the Mazda3 hatchback and sedan of slightly over 16,000. As far as Infiniti sales are concerned, the brand's performance among luxury vehicles is hardly inspiring but its sales of various luxury models stands at more than 20,000 compared to Mazda's sales of zero. And though Nissan/Infiniti have numerous challenges in their lineups, they aren't seeking $2.800,000,000.in loans from banks to bail them out.
    1
  3032.  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.
    1
  3033.  @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'.
    1
  3034. Sadly, I'm convinced that what has almost completely eliminated both wagons (with their superior driving dynamics) and minivans (with their superior utility) in the marketplace is the elevated driving position of SUV's. A preference that's especially strong among females (based on average height, not necessarily on enthusiasm for driving). My wife and I have owned both Volvo and Saab wagons and loved them. Likewise an excellent AWD Mazda minivan. But my wife has insisted on midsize SUV's for her last two daily drivers. Not because she doesn't appreciate superior driving dynamics but as a defensive tactic to provide some measure of visibility when she's surrounded in traffic by other gigantic, absurdly tall SUV's. It's as ridiculous as an arms race but individual drivers like individual nations may have little choice except to take part. With the near elimination of minivan and wagon options, the same fate appears to be trending in the sedan segment. Very sad.
    1
  3035. Don't worry, Lyn. You're certainly "young, fit, and urban enough" to belong in the Soul's amazingly broad demographic range. Not to mention fitting in those categories period. :) Here in the Puget Sound region I see twenty-something Seattle hipsters, young suburban couples with a kid or two, and downsizing senior citizens tooling around in Souls. And with the extension of model choices in the new generation, it's clear that Souls aren't just for rodents anymore.
    1
  3036. I recall in an earlier review (of the Sorento, I believe) that Alex noted the "midsize" crossover segment should be subdivided into smaller and larger vehicles. Since then the comment has only become more true. An entire category of smaller crossovers (188' to 192" in length) has joined their larger siblings that range from 195" to 204" in length. Hyundai has the Santa Fe and Palisade. KIA has the Sorento and Telluride. Ford has the Edge and Explorer. Honda has the Passport and Pilot. Subaru has the Outback and Ascent. Chevy has the Blazer along with the Traverse (a vehicle that painted yellow could be mistaken for a school bus.) In every case but one it's a division between two and three row vehicles. (The exception is the KIA Sorento that provides a surprisingly accommodating third row with as much legroom as the Telluride.) Now VW has joined the crowd with the Cross Sport. But unlike other brands VW opted for the Cross Sport to be nearly the size of the Atlas with the difference in length less than 3". The length of other brands' smaller footprint vehicles ranges from 6" to well over a foot less than their larger midsize siblings. In fact, at over 195" the Cross Sport is longer than a three row Highlander and within an inch or two of a number of 3 row rivals. (Note: The 2021 Atlas has been increased in length by about 2", making the difference between the Atlas and the Cross Sport about 5". That is still the smallest difference between the smaller and larger midsize crossovers from a single brand.) So what's the rationale for the Cross Sport? Its advantage over the Atlas doesn't lie in its greater maneuverability or ability to fit in a crowded garage or parking lot space. Some consumers will see the absence of a third row as an advantage but that's an odd claim given the fact that a third row can be stowed under the floor with no loss of cargo space. Don't need a third row? Don't use it. Keep in mind, though, that even if it's rarely used a third row can be extremely convenient when the need arises to accommodate six or seven passengers and the alternative is using two vehicles for a short trip. So it seems to come down to the slightly "coupe-like" styling of the Cross Sport versus the Atlas, reminiscent of several Range Rover SUV's. Though it reduces cargo space practicality to some extent the Cross Sport retains an abundance of interior room. As a VW fan I hope the Cross Sport does well but I have a feeling that it won't add many customers as much as it will steal a few sales from the larger Atlas.
    1
  3037. ​ @apexconnexion  Let's stick to some facts here. The MEDIAN height of adult American males is 5'9" and that of adult females is 5'4", meaning 50% of males and females are or taller or shorter than those measurements. About 14.5% of American males and 1% of females are at least 5'11" in height. So when one speaks of "average" size American adults, those are the measurements. The typical comment that 3rd rows of most midsize crossovers are only suitable for "children" is simply untrue. My "average" 15 y/o daughter is 5'3" tall and when we chauffeur her and her girlfriends on local trips, most fit comfortably in the third row of our KIA Sorento. So does our a teenager and our 60 lb 32" tall dog. Would I want to transport 6 or 7 adults on a long trip in our Sorento? Of course not. Apart from the fact that there's a big difference between a 30-45 minute and a six hour trip, trying to include that many adults AND their luggage/gear in the space behind the third row would be uncomfortable at best and impossible at worst. Nor would I try to fit the local boys' HS basketball team for an "away" game in our Sorento. But I wouldn't try to use any midsize crossover, even the largest, for that particular use case. That's minivan territory. On the other hand, when the choice is between using our Sorento for my family and three more passengers on a short trip versus taking a second vehicle, the 189" long KIA with 31.7" of rear seat legroom is an excellent alternative, especially considering that the third row significantly more legroom than a Toyota Highlander (27.7") or a Mazda CX-9 (29.7"). And as far as second row legroom is concerned, the Sorento (and the Santa Fe) offers 39.4" compared to the Cross Sports, 40.4". Not bad considering the Sorento (and the Santa Fe) is over half a foot shorter than the Cross Sport.
    1
  3038. The question is whether any Maserati designers committed suicide when tasked with designing this Moby Dick.
    1
  3039. I've owned a MK6 and now have a MK7.5 with DSG. Amazingly, I'm able to shift gears at will. It's called "manual" mode.
    1
  3040. Anyone recall the CX-3? That was Mazda's attempt to have something to sell in the hot subcompact SUV marketplace in North America before the CX-30 came along. The MX-30 looks like another placeholder in the Mazda portfolio. Designed to have a vehicle in Mazda showrooms that consumers looking for an EV can see and touch while Mazda tries to catch up in the race to electrify their fleet. It won't work. Some will argue the MX-30 is an adequate grocery getter for those with another vehicle for other missions and an overnight home charging station to keep it ready when needed but that is a very limited consumer segment when multiple rivals offer double the range or more. I suspect that this short range version of the MX-30 will disappear as soon as Mazda can design and produce an EV with a competitive range. As far as the "rumored" combo of an electric motor and a rotary engine, it's an interesting thought. The motor could compensate for the rotary's complete absence of torque below 5000 RPM and the rotary could extend the range of a relatively weak single electric motor. But Mazda is better at producing rumors than vehicles and as someone who owned an RX-8 for five years, I'm skeptical. The RX-8 was a great sports car when it approached its 9000 RPM redline but its atrocious fuel efficiency and tendency to flood (which required a trip to a dealer to replace its single spark plug) when the ignition was turned off before the engine reached operating temperature made it a "challenging" ownership experience. Bottom line for the MX-30? Lousy performance and highly limited range. What's not to like?
    1
  3041. VW has learned that North Americans (especially US) consumers prefer larger (and typically less expensive) VWs than their European counterparts. Thus, the European version of the Passat was replaced by a larger American version built in Tennessee. The Touareg was withdrawn from the North American market, replaced by the US built 3 row Atlas which isn't sold in Europe. The current generation European Tiguan isn't sold in the US while the American Tiguan is known as the Tiguan Allspace in Europe (often with a 3rd row of seats now unavailable in the US) and is considered a midsize (or even a large SUV) there. Both the T-Cross and T-Roc are considered (by VW) to be too small to appeal to American consumers. Likewise, the ID3 EV is sold in Europe but unavailable in the US. VW is a worldwide automotive manufacturer that tailors their offerings to many international markets. Toyota often outsells VW overall but VW has a much stronger sales footprint than any Japanese manufacturer in Asia where historical animosities between Japan and nations such as Korea, Taiwan, and China limit Toyota's appeal in those countries.
    1
  3042. There's no question that the new generation Explorer is a significant improvement over its predecessor. And the Explorer will no doubt continue to top sales in the midsize 3 row crossover market based in large part on the fact that up to 1/3 of all Explorers will be units in fleet sales, especially to law enforcement and other public agencies. But there are some significant flies in that ointment. The biggest change in the 2020 Explorer is the adoption of RWD (and RWD-biased AWD). That makes it one of only a few vehicles in the midsize crossover category with that architecture. (The Nissan Pathfinder, Dodge Durango, and the Grand Cherokee are the most prominent competitors.) But RWD architecture's biggest advantage is in terms of towing capacity. And on that score the Explorer comes up very, very short. At a maximum of 5600 lb rating, it's only about 600 lbs greater than several of its 5000 lb tow rating FWD-biased AWD competitors. The Nissan Pathfinder offers 6000 lbs, several version of the Grand Cherokee offer 7800 lbs, and the Dodge Durango is rated at up to 8700 lbs, a difference of over a ton! The Explorer can tow a couple of snowmobiles, a medium size boat, or a relatively small camping trailer. But those who require serious towing won't find it in the Explorer. The Explorer offers five trim levels (XLT, Limited non-hybrid, Limited Hybrid, ST, and Platinum.) Undoubtedly the vast majority of Explorers will come with a 2.3L four cylinder turbo (Ecoboost) engine. It's a fine base engine in a 3500 lb Mustang. It's more than adequate in a two plus two sports coupe but the stress on the engine in an Explorer weighing about 2 and a half tons is bound to raise questions over time. And that's why almost every competitor in the midsize 3 row category offers a standard or optional V6 engine. (The only exceptions are the Mazda CX-9 and the Subaru Ascent.) In the case of the Explorer, the only way to option a naturally aspirated V6 is with a hybrid power train. And the only other trims that come with anything other than the 2.3L 4 banger are the ST and Platinum versions with prices that START at well over $50,000. And those models, too, are turbos, a design that's great for performance but inevitably sacrificing durability, especially the twin scroll version of the ST. And that brings us to price. The only way to keep the MSRP of any Explorer model under $50,000 is to opt for the lowest trim level (XLT) or a base version of the Limited with virtually no options. Each with the 2.3L four banger. Moving up to the ST or Platinum trim levels pushes the price to the mid to upper $50K range with no options, whatsoever. Based on MSRP's, either choice will easily top $60,000 out the door of a dealership. And despite the claims in the video that the Explorer offers "so much more" than its competitors in upper trims, that's highly debatable, especially when fully loaded top trim versions of the KIA Telluride, Hyundai Palisade, and several other rivals top out with MSRP's under $50,000. The closest comparable version of the Explorer in price is a fully optioned base trim XLT without leather seats and a 2.3L Ecoboost engine at $49,000, still several thousand dollars more than the top trim versions of the competition with leather interior and a V6 engine. All in all, probably the best version of the Explorer in terms of features and price is the Limited Hybrid version at slightly less than $55,000 MSRP. That at least provides a V6 engine and the promise of some long term payback in terms of fuel efficiency.
    1
  3043. Hyundai/Kia are not known for great mileage but I suspect judgment should be withheld until a controlled test is available.
    1
  3044. Do your 6' friends object to resting their chins on their knees?
    1
  3045. Sorry, Joe. If I'm going to donate to a charity I want to know exactly how much of every dollar donated to that "charity" goes to those in need. In the case of "New Beginning Children's Homes" that figure is virtually impossible to determine. Instead this appears to be a fundraising site that claims to support a variety of charities but provides no information, whatsoever, about the distribution of raffle proceeds. By claiming to be a charity funding site from a religious organization, "New Beginnings Children's Homes" avoids a variety of state and federal laws regarding both the operation of their "raffles" and the distribution of donations. Legitimate charities are happy to provide detailed information about their financial operations. The fact that this organization does not is a major red flag.
    1
  3046.  @dcjohnson2490  Well, I've spent quite some time researching the issue. Have you? If so, post some facts. And do you seriously claim that someone would have their car catch fire spontaneously (not in an accident) and not report it? What nonsense.
    1
  3047. Far more attractive than the new Hyundai Tucson with the latter's bulges and creases here, there, and everywhere. The Tucson looks like it was descended from a spaceship in a 1930's Buck Rogers movie serial.
    1
  3048. I'm sure Ford execs include Matt in their prayers every night. Now if they could just figure out how to come up with movie or tv tie-ins for their other models. How about a "Sheldon" edition of the Ford EcoSport? A "Modern Family" Explorer?
    1
  3049. And just why would KIA seek to compete with the Santa Fe with sales going into the same corporate pot? In the case of the Palisade and the Telluride, the latter is built and sold only in North America while the Palisade is designed to appeal to international markets.
    1
  3050. No TCR in the US.
    1
  3051. 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.
    1
  3052. Hope you don't actually try towing "6K lbs" in the Ascent. Its max tow rating is 5K, the same as the KIA and the Atlas.
    1
  3053.  @AAutoBuyersGuide  No question about that, Alex. But as I believe I've heard you mention a while back, Toyota resists building unprofitable vehicles. Their huge market share makes 5% of 300,000 vehicles at least a reasonable investment if they can contain development and production costs and derive some benefit from overall volume sales. And even for Toyota the best way to do so is apparently to "de-content" the TRD V6 Camry compared to other V6 models. Other automakers with far lower overall sales volume face an even more challenging environment. Thus, KIA and Hyundai don't offer AWD on their "performance" mainstream sedans where it's arguably most appropriate but an increase in sales price would be especially difficult to justify in terms of profit. Luxury automakers like BMW have a far different business model. They sell many fewer vehicles with a much higher profit margin on each sale. Even so, however, as you noted in reference to the Supra and the BMW Z4, neither vehicle could have been developed without a collaboration between Toyota and BMW.
    1
  3054. 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.
    1
  3055.  @Sacapuntas69  Oh, I can cope. Now if owners of humungous gas gobling beasts can just acquire enough manners (or literacy) to read the word "Compact" in parking spaces, I'll be happy as a clam.
    1
  3056.  @ztekz  Perhaps you should have considered the 1.6L Turbo mated to a 7 speed DCT in the Seltos. Each a higher spec component than offered in the CX-30.
    1
  3057. Interesting. At that price point I'm wondering how much cross shopping will take place between the top trim Honda Accord 2.0 Touring and the ILX. Engine advantage goes to the Accord (imo). A 10 speed AT (Accord) versus a DCT in the ILX. Personally, I'd prefer the DCT. Others might differ. Exterior looks? I'd have to go with the ILX. Bells and whistles? Take your pick. Dealer "experience"? Acura takes that hands down. Brand "prestige"? That's another Acura win but I have to wonder how much "prestige" actually attaches to the ILX. Do the neighbors say, "Wow! Nice Acura" or "Gee, guess Charlie could only afford the ILX."
    1
  3058. 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.
    1
  3059. Bought our first KIA, a Sorento, in 2012 as a family hauler and my wife's daily drier. Replaced it with a 2018 SX-L in 2018. Each has been completely trouble-free, the 2012 model for 80K miles and now 30K on the 2018 model. Had a hard time convincing my wife to give up her 2012 model and I suspect I'd have to pry her cold dead fingers from our 2018 model to give it up. Still, the new generation 2021 Sorento looks like a substantial upgrade over the previous version. A couple of points. Though the Sorento is clearly in the smaller category of midsize CUVs that range from about 188" to 192" in length, it's the only one that offers 3 row seating. Reviewers frequently dismiss the KIA's third row as suitable only for kids or ignore it altogether. In fact though, the Sorento's third row, while admittedly "cozy" (as almost all three row crossovers are), rivals or exceeds the room provided by the group of significantly significantly larger SUV's that range from 195" to 203" in length. A fraction of an inch more third row legroom than the Telluride and Palisade. Two inches more than the Mazda CX-9 and four inches (!) more than a Highlander, all of which are from five to ten inches longer than the Sorento. Of course, since the first and second rows of 3 row SUV's can be adjusted to allocate legroom more equitably what really counts is the space available in all three rows. On that score, however, the Sorento scores very well with 115.2" of total legroom. That's more than ANY other 3 row crossover with the exception of the Palisade ((117.9") The exact specs for the 2021 Sorento aren't yet available but KIA claims that they've increased the interior space while adding only 1.4" to the overall length. If so, it will be an impressive trick. Our Sorento has the optional V6 engine that that's been replaced by the 2.5L turbo with slightly less rated HP and significantly more torque. When I first learned that I was skeptical about the new engine's long term durability. However, the same engine has now been deployed to the 2021 Santa Fe, Sonata N-Line, KIA GT, and most notably the Genesis G80 and GV80. Considering that each gets a 10 year/100K power train warranty, I'm much less skeptical. After all, long warranties are a marketing tool and automakers don't offer them unless they're confident there won't be a need to redeem very many. Considering the improvement in overall torque and the broad, flat torque curve, it should be a significant improvement. For my family the Sorento has been a Goldilocks vehicle. Considerably more room than a compact SUV, totally reliable, excellent ergonomics, and superior driver assistance features. I doubt I can convince my wife to look seriously at the new model but I may try.
    1
  3060.  @jillthompson6110  I suspect that we differ very little in our opinions on the "solidity" of the MINI and the GTI. Perhaps I should have said that the GTI feels more "substantial" than more "solid." Over the last decade I've had occasion to cross-shop various MINI models three times. Back in 2012 I went with the last of the German built MK6 GTIs and in 2018 I purchased my current MK7.5 GTI after deciding that it was more adequate for my needs and priorities and significantly less expensive than a comparably equipped MINI. As I noted above, I was recently shopping for a vehicle for my daughter. (In part so she would stop constantly badgering me to borrow my GTI.) I thought a used MINI would be a perfect choice. So off we went to a local dealer who had a low mileage 2014 (as I recall) model. I found it a delight to drive but as I said less "substantial" than my GTI. My daughter was less enamored. She found the interior, especially the instrumentation with the circular center display, "strange." (I began to feel I had failed in a major way as a parent.) So we passed on the MINI and it sold to a young woman with better taste than my daughter several hours later. All is well that ends well, though. I happened across an immaculate 2012 Volkswagen CC sedan with only 45K miles from private party at a great price (for these crazy days). Amazingly it came with a manual transmission and my daughter fell in love with it. (Frankly, I suspect she wanted a "stick" to impress her boyfriend.) She has since become adept at driving an MT vehicle and I can enjoy pestering her to borrow it rather than the other way around. 😁
    1
  3061. Not just an excellent sports car, the "Miata" is an icon. And that's a description that applies to very, very few automobiles. For those of us who recall the great British sports cars of the '40s, '50s, and 60s, the MX-5 is a worthy descendant. (And its lights remain on when driving at night.) Just two problems. For the tiny percentage of drivers well over six feet in height, it's simply too small to be driven comfortably. Too bad. Perhaps such folks should consider surgery to remove a few inches from those long legs. 😉 I'm only 5'9" so that isn't my problem. But I have another. I have a wife, a daughter, and a big dog. I'm fond of each one. And on those early Sunday morning rides in the Washington Cascade mountains, I often like to have some company. My GTI is ideal. All four of us can enjoy those outings. I'd be willing to leave one of the family at home but excluding two of them is a bridge too far. That means a sports car that seats only two is simply not an option. Not a Corvette, not a Supra, not a Nissan Z, and much to my sorrow, not a Miata. So that's where the new Toyota GR 86 or Subaru BRZ comes in. The "plus 2" rear seat isn't nearly as accommodating as the backseat of my GTI but the dog wouldn't care and my highly flexible teenage daughter could fold herself into the backseat, even if it means sharing it with "Fido". I'd have to give up the MX-5 roadster's fully open cockpit (or the RF's retractable roof) but that's not nearly as much a sacrifice here in the Pacific Northwest as it would be in Southern California or Florida. And now that the infamous midrange torque "dip" appears to have been eliminated the 86's and BRZ's most annoying weakness seems to be gone, one or the other seems to be a viable candidate for me. I'm looking forward to seeing them in person.
    1
  3062. "almost every owner has already filed a lawsuit"? Hyperbole is not your friend.
    1
  3063. That's what known as "observation bias." Sales of virtually every Mazda model other than the CX-5 are dismal.
    1
  3064. The K900 is a "halo" model meant to demonstrate KIA's capabilities. The Telluride is a vehicle KIA expects to sell like hotcakes.
    1
  3065.  @cyrilmatthew2995  Well, my KIA Sorento with almost exactly the same HP and Torque numbers in a vehicle that's not too much lighter than the Telluride, it performs quite well. I don't run for pink slips at stoplights but I've never run into a situation where merging or passing is a challenge.
    1
  3066.  @hamerplayer1229  It certainly appears to be an excellent choice in the "Tweener" size category. My only objection to reviews is the virtually universal failure to recognize (at least acknowledge) the fact that it's obviously derived from the 2017 KIA Sorento (two row, turbo4 version) and nearly identical to the 2019 Sorento. Same controls in the same spots, same passenger space in the first two rows, identical cargo space, almost exactly the same length, same pano roof, same AWD system, same transmission, and on and on. I certainly don't fault the Hyundai/KIA conglomerate for using shared components while differentiating the models to some extent in order to appeal to somewhat different market segments but I have to say that it's an example of either being disingenuous or ignorant that reviewers don't draw the comparisons.
    1
  3067.  @al151  Interesting comment. I'm partial to the Telluride, as well. In part because I find most of Hyundai's vehicles have a somewhat more "fussy" design than their KIA counterparts. In fact, as I've said in other posts, most Hyundai vehicles appear to me to have been through a completed design process before they're submitted to a final review committee that's charged with adding creases and bulges here and there. I have no idea if that contributes to additional road and wind noise in the Palisade but it's a reasonable hypothesis.
    1
  3068. $20K more for the Z4 than the Supra? Might make sense in the sunbelt. Not so much in Seattle. That's an MSRP comparison, of course and real world prices may differ significantly.
    1
  3069. Interesting point. Given that windshield replacements are far more frequent than they used to be (due to weight saving), that's something to consider.
    1
  3070. No, Joe. Adding 20 HP would add negligibly to 0-60 time. HP impacts top speed. Torque determines acceleration. And since top speed is limited, you'll never notice the difference.
    1
  3071. Perhaps you should consider that it won't be sitting in your living room.
    1
  3072. Trouble is "enthusiasts" don't buy enough cars. Go out, buy five vehicles and have your friends do the same. Until then stop complaining.
    1
  3073. Vic: Point taken but there is a price to be paid for those kind of options. Korean manufacturers, for example, restrict color choices for both exteriors and interiors to reduce production costs and producing vehicles with less popular colors that sit on dealer lots for extended periods. This enables them to add other features to the vehicles without increasing the price. VW takes a somewhat different approach with the GTI. In 2019 they offer a multitude of color choices in the US but the cost of any but a few is several thousand dollars. I suspect that few if any of those colors will be available outside a special order.
    1
  3074.  @Vicobop  The point I'm making is that the same logic increasingly applies to luxury brands such as Genesis. Limiting the options available enables a brand to offer a vehicle at a more competitive price.
    1
  3075. Ah... the trolls arrive. No evidence. Just proclamations .
    1
  3076. Nice car. A Mazda6 in a SUV suit. As to why it's outsold by far by both the CR-V and the RAV4, there are several reasons. Considerably more cargo capacity in each. Better fuel economy in each. Better reputations for reliability. And a smaller dealer network than either Honda or Toyota. Nevertheless, the signature good handling of a Mazda. And the turbo engine in the CX-5 seems a better fit than in the CX-9 where it's up against naturally aspirated V6's from most rivals.
    1
  3077. Daily driver? Right. As long as you go to work hauling half a ton of bricks.
    1
  3078. The same can be said of a '56 Chevy.
    1
  3079. Doubtful that it will "kick ass" in terms of sales. Though very popular among internet fanboys, high performance versions of mainstream sedans are very, very slow sellers. Only 5% of Camry sales have the 305 HP V6 engine, for example. Considering the meager sales of the current Mazda3 if the turbo version increased sales by 10% (a VERY optimistic estimate), the total increase in annual sales would amount to about 3000 vehicles. It's a desperation move on Mazda's part to draw customers into showrooms but it's not going to help much in terms of sales.
    1
  3080. If one is looking seriously at either the G70 or the KIA Stinger it's not unusual to consider the other vehicle. Not surprising given that they share the same platform, the same 3.3L twin turbo engine, and a host of other shared components and features. Nevertheless, the G70 is a classic sports sedan in the European mold while the Stinger is in the European GT (Gran Turismo) sedan tradition. Somewhat larger and heavier than a sports sedan, a European GT is designed to carry 4-5 passengers and their luggage/gear comfortably at speeds near or over 100 mph on well maintained European highways while handling well on winding European backroads many of which were originally laid down by the Romans. In contrast a sports sedan like the G70 and exemplified by the BMW 3 series emphasizes handling, quickness, comfortable seating for two and a less accommodating backseat for two passengers comfortable for shorter trips. Each vehicle received strong reviews and awards when they were introduced. And then what happened? Sales were about as strong as Biden bumper stickers at a MAGA rally. The Stinger has outsold the G70 since their introductions but neither has done nearly as well as the automakers might expect after all the accolades. (Through May of 2021 KIA dealers sold about 5100 Stingers compared to 3700 G70s from Genesis.) Obviously each brand has tried to enhance the appeal of their vehicles for the 2022 model year. But they've gone about it in very different ways. KIA's approach has been to improve the entry level (GT-Line) Stinger significantly with the replacement of the 2.0L turbo engine it shared with the G70 with a much stronger 2.5L turbo 4 shared with at least 7 other KIA, Hyundai, and Genesis models. The result is an improved 0-60 time of around 5.2 seconds, over a second and a half compared to the 2021 4 cylinder Stinger and only about half a second behind the twin turbo V6 models. It shares that engine with the KIA K5 but offers RWD or RWD-biased AWD and considerably more upscale interior features for a relatively small price premium. With AWD, upgraded audio and sunroof options, the Stinger GT-Line has an MSRP of $40,590, about the same price as a fully loaded top trim Camry. Genesis, on the other hand, has stuck with the 2.0L 4 cylinder the G70 had shared with the 2021 Stinger. Furthermore, they've eliminated the manual transmission in that model, the only trim level in which it was offered. Neither Genesis nor KIA has done more than minor changes in their V6 twin turbo models but Genesis has dropped the base price of the V6 G70 by $4000 or more. They've done so by the traditional method of stripping standard features from the 2021 G70 and offering those features in option packages for 2022. Some might consider it a "bait and switch" tactic but others presumably will be attracted to the lower starting price and be willing to forego a variety of bells and whistles for the luxury Genesis badge. In any event equipping the 2022 Genesis V6 with features comparable to the 2021 model raises the MSRP by over $1000. Which strategy is likely to be successful? I'd put my money on the Stinger's approach but time will tell. In any event, the Stinger GT-Line is clearly a bargain, especially compared to the 2.0L G70. But as noted, the KIA is a GT while the G70 is in another category, altogether.
    1
  3081.  @cbatiau2528  That argues for an available heat pump, not for making it a standard feature in climates where it isn't necessarily needed.
    1
  3082.  @TerribleUsernameAmirite  Undoubtedly. As long as they don't have to actually purchase the i30N at a significantly higher price. Internet preferences are worth exactly what you pay for them.
    1
  3083. Had to look at the date of the review to be sure this wasn't from two years ago. What's up, Joe? Couldn't lay your hands on a current 2020 version? Checking the Lincoln "Build and Price" website, there are some significant differences from the 2019 version you reviewed. For example, you imply that the 2.7L turbo engine is limited to the "Black Label" trim level. I'm not sure if that was the case with the 2019 model but it's not the case with the current 2020 Nautilus. Rather, it's a $2500 option on the AWD version of the Reserve trim. Bottom line. I don't see much point reviewing a 2019 version of the Nautilus unless it's simply to help Walker Ford move a used car off its lot.
    1
  3084. VW has had a number of sad experiences trying to sell expensive mainstream models in the US. They've learned their lesson time and again. Even convincing VW to export Golf R's to the US in 2018 was a struggle. They are certainly not going to build an R version of a Jetta.
    1
  3085.  @SuperGman1213  That didn't stop the howls from Porsche faithful. In fact, there was a concerted effort to ban Cayenne owners from membership in the national Porsche owners club. That effort failed when the Cayenne outsold every other Porsche model. Furthermore, it's not as if the Mustang has been applied to a single vehicle, neither now nor throughout its lifespan. It was originally a sporty economy car built on a Falcon platform. It has included variants as different as the Mustang II and various Shelby models. Those vehicles share a moniker but hardly a single "heritage." Ford's effort to broaden the range of vehicles wearing a Mustang label is no different from Porsche offering an SUV or a Panamera four door sedan.
    1
  3086.  @rcajavus8141  It's a distinction without a difference. Ford is simply adopting the Mustang moniker as a name for a set of high tech, high performance vehicles as well as sporty coupes.
    1
  3087. I suspect the answer to that may be the willingness of GMC dealers to discount the MSRP to a considerably greater degree than KIA and Hyundai dealers.
    1
  3088. Wow! Looks like the reports of Nissan's demise were seriously exaggerated. Much improved in multiple respects. And the biggest surprise is the abandonment of a CVT in a Nissan vehicle! Seems to be another example of the impact of the Telluride and Palisade on the competitive landscape in the midsize SUV market.
    1
  3089. Jesus H Medrano: You must like driving from the bottom of a bathtub with very tall sides.
    1
  3090. 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.
    1
  3091. Actually, VW is about the only mainstream manufacturer that offers a MT option on a number of their vehicles at all trim levels.
    1
  3092. I'm not a fan of faux exhausts either but the design is a response to consumer complaints, especially owners of premium vehicles, about "sooty" exhaust tipes.
    1
  3093.  @chronodriver  Just yankin' your chain, my friend. 😁 I'm sure Cadillac sees the CT5-V Blackwing will be a halo model in the showroom and hopes it will draw attention at local country clubs. A few will even show up on tracks around the country. And in an era where even vehicles in the "performance" categories are destined to be populated by EVs and ICE versions become collector items it's an impressive last stand.
    1
  3094. Excellent presentation, Joe. The biggest "zonk" most consumers experience with the Telluride is simply purchasing one as a result of crushing demand and limited supply. The problem began a year ago when KIA planned to produce a total of 41,000 vehicles in the first calendar year. Based on past experience that was a relatively optimistic projection but it came nowhere near the the demand when the Telluride was introduced. The problem was then compounded by KIA dealers who weren't used to a deluge of customers willing to pay $45K for a KIA. So when dealers placed orders they over-ordered the lowest trim "S" model and severely under-ordered the SX/PP top trim models. Waiting lists soon stretched to six months or longer. KIA did what they could to increase production. In the first 10 months of production, dealers sold 58,000 vehicles but still couldn't keep up with demand. The response from many dealers was to add "market adjustment" stickers to their vehicles. It's a shortsighted strategy and KIA discourages the practice but there is nothing a manufacturer can do to prohibit it since KIA's customers are not consumers. They're independent dealers who are free to set their own retail price. Fortunately, some dealers have resisted the temptation to gouge their customers but the result is mainly to lengthen the waiting list for Tellurides at those dealers. Such is the price of "free enterprise." :) On another topic, now that your numbskull governor has finally imposed a statewide "stay at home" policy I suspect we won't be seeing as much of you for a while, Joe. The good news on that score, though, is you and Lori are somewhat more likely to remain healthy. Take care. I'll look forward to seeing your reviews when the world returns to normal.
    1
  3095. Lots of fun, guys but hopefully there are some "adult" reviewers who can provide information about the 4Motion system in various vehicles for those who want to, you know, drive rather than drift the cars.
    1
  3096.  @TheStraightPipes  touche :)
    1
  3097.  @uww.v  No accounting for taste, I suppose. Different strokes for different folks.
    1
  3098.  @dragospahontu  Not in the US. But we don't get the Arteon R here.
    1
  3099. You're absolutely right. And that's why KIA will sell so many.
    1
  3100. Just question. Has Scott Turbowski ever seen a car he likes? A '56 Chevy maybe?
    1
  3101.  @autohelix  Interesting theory of a good business model you have. One that GM followed for years when they kept alive the Pontiac and Oldsmobile product lines so they could sit on dealer lots unsold for months. Wasn't exactly a success story.
    1
  3102.  @autohelix  And "Honda, Toyota, Kia, Hyundai, and Volkswagen" have nothing in the class of the Ford F150. The point here is that auto manufacturers build vehicles to meet current customer demand. That is how they make a profit. Manufacturers don't have magic wands that enable them to produce vehicles out of thin air at no cost. No matter how large, every manufacturer is constrained by resources available. Put yourself in the position of a Ford decision maker. Would you divert a production line devoted to building the F150 to produce a Focus RS just in case demand in the future increases for hot hatchbacks? Would you add new production lines (an incredibly expensive investment) with vehicles few people want to buy?
    1
  3103.  @autohelix  So, just to continue the point, if you were a Ford exec would you cut production for Europe to provide vehicles in the US where sedan and hatchback sales are both a small fraction of pickup and SUV sales and shrinking? Furthermore, there is nothing to prevent Ford from introducing new vehicles when, and if, sales in those categories improve. And rather than being holdovers from a previous generation, Ford would presumably have the advantage of knowing what they're competing against. One advantage of being late to the party is that you have the opportunity to see what everyone else is wearing. See the KIA Telluride and Hyundai Palisade for examples. The bottom line is that there is absolutely no benefit of continuing to produce vehicles that aren't selling just so you'll be "in practice" when and if the market changes.
    1
  3104. Unusually objective assessment. Looking forward to a full comparison.
    1
  3105. Sorry, but you're not going to save any appreciable weight by deleting the third row from the Sorento. The Santa Fe, identical in almost every way to the 4 cylinder Sorento has a curb weight of 3946 lbs. The 3 row KIA weighs in at 3953 lbs. A seven pound difference. As for the rotary shifter, I feel the same way. Fortunately, though, I think you mistook the drive mode rotary dial for the shifter. As far as I can tell the Sorento, like the Telluride and unlike the Palisade, has a traditional shift lever.
    1
  3106.  @JustxLiving909  Looked seriously at the Accord 2.OL Touring model last year. Rated it ahead of the Mazda6 and the Camry on my scoresheet. Somewhat surprising but laudable to see Honda double down in a vehicle category that, if not dying, is on life support.
    1
  3107.  @tonyvega7268  Such a brilliant and perceptive statement. You should be writing speeches for the President.
    1
  3108. Toyota believes that the new Avalon is for those who believe that 60 is the new 40. The TRD version is apparently feel that 60 is the new 36. :) As for the Camry, the current generation was already a vast improvement over its predecessors. The TRD version only adds to that.
    1
  3109. Altima salesperson to potential customer..."Hey, check out our new Altima. Pretty powerful turbo4 and AWD. Uh...should mention though that you can't get both on the same vehicle. Could I interest you in buying two?" What on earth is Nissan thinking?
    1
  3110. Actually, the Sorento has the Stinger engine. What it does not have is a twin scroll turbo. No doubt that's a plus for those who might want a hot rod crossover, it's of doubtful utility in vehicles of this kind.
    1
  3111. I know the road in the video well. It's rare that even the short space of unencumbered driving without traffic was available for the video. It's a gorgeous drive but best experienced just after sunrise on a Sunday morning. As far as the Kona N is concerned it appears to be an excellent track toy but much like it's predecessor, the Veloster N, not a vehicle that would make a good partner day after day on public roads. And since my track days are spent on two wheels rather than four, I'll pass and stick with my GTI.
    1
  3112. The Santa Fe is an impressive vehicle (imo). But if one considers a V6 engine more appropriate than a turbo4 in a vehicle weighing over two tons and finds an occasional use third row of seats to be a benefit, the near identical KIA Sorento built on the same platform with many of the same components and features (transmission, suspension, AWD, cargo capacity, passenger room in the first and second rows, etc.) is worth considering.
    1
  3113.  @take5DD  Let me guess you don't live in the Pacific Northwest, the upper midwest, or New England where AWD is "handy (far more often than) 5-6 times out of the year." And yes, "minivans have survived for decades with FWD." But that survival rate amounts to 2% of vehicle sales as SUV's nearly all of which offer AWD have driven minivans off the market.
    1
  3114. It's not unusual for a manufacturer to provide more extensive features for vehicles in their home markets where they have less competition from other brands. A phenomenon well known to owners of VW GTI's. All manufacturers build their vehicles to meet a competitive price point in specific markets. (For a variety of reasons, some of which have nothing to do with automobiles, Japanese brands are not strong sellers in Korea.) KIA faces strong competition in the US midsize sedan marketplace from Honda, Toyota, and Nissan. To meet the objective of being a better "value," means choosing to contain costs and offer vehicles with MSRP's several thousand dollars less than that of Japanese brands.
    1
  3115.  @rightlanehog3151  Riiight.....Toyota will cry all the way to the bank.
    1
  3116. Leaving a child in the car with tragic consequences is a rare occurrence but it obviously happens somewhere every summer. Far more common, though, and much less likely to make the evening news, is leaving a pet in a car. And not unintentionally. Many members of our "intelligent dominant species" don't understand that on a 75-80 degree sunny day, the interior of a closed car can reach 100 degrees or more in a very short time. The alert system in the Telluride, introduced last model year in the Hyundai Santa Fe should (imo) be a federal requirement, not just a great feature.
    1
  3117.  @canadabear72  Oh, they have been. Big time. Neither KIA nor their dealers anticipated anything like the massive demand for the Telluride. Their plan for the 2019 calendar year was to produce a total of 41,000 vehicles and they've already sold nearly half that many in the first four months of availability. Those not familiar with the complicated manufacturing process of an automobile often think it's just a matter of putting in another assembly line to produce more vehicles but it ain't that easy. Many of a vehicle's components are supplied by third parties who cannot simply ramp up production instantaneously. In this case, word is that a shortage of captain chairs and other components in the "Prestige" option package has effectively hamstrung production of the highest (SX) trim level. Furthemore, KIA dealers seriously underestimated (and under-ordered) demand for the SX trim, thinking that the typical KIA buyer would be looking for lower trims at a lower price. That hasn't been the case. Apparently the public is ahead of dealers in recognizing that KIA is no longer simply a "value" brand. (BTW, the same problem occurred with the VW Atlas last year. Dealers thought buyers would balk at paying for top trims and it took VW a year to re-jigger their trim levels and features to meet demand.) All in all, folks often forget that a manufacturer's "customer" is their dealer network. Dealers hate to have expensive, top trim versions of their inventory sitting unsold on their lots and are likely to be conservative in ordering a new vehicle. A manufacturer responds to those dealers and the result is sometimes a serious mismatch between retail customers' expectations and availability of what they want to buy.
    1
  3118. Major (and somewhat rare) fail on the part of Genesis. Though initial reviews were nearly universally positive, sales of the G70 have been dismal and dropping. Down 21% in 2020 from its 2019 introduction and another 10% in the first quarter of 2021 to fewer than 1900 vehicles. The closely related Stinger has done somewhat better but its sales have been disappointing as well. So what did KIA do? They replaced the Stinger's 2.0L base engine with the new 2.5L turbo 4 that Hyundai, KIA, and Genesis has put in at least 8 vehicles. That reduced the difference of 0-60 time between the Stinger GT-Line and GT1 from about 1.5 seconds to about a half second. (5.2 vs 4.7 seconds) So what did Genesis do to lure buyers to their entry level sports sedan? Virtually nothing other than some cosmetic changes. Despite the fact the G80 and GV80 base engine is the new 2.5L 4 cylinder turbo and is the engine in the GV70 SUV as well, Genesis left the same rather mediocre 2.0L turbo in the base versions of the G70. Obviously, Genesis hopes to drive buyers to the 3.3L twin turbo V6 in the G70 but the dismal sales of the model and the missed opportunity to appeal to new customers looking for a more affordable Genesis seems nonsensical.
    1
  3119.  @chromecobalt  So is the Stinger. So is the Santa Fe. Yet each (along with 6 or 7 other KIA, Hyundai, and Genesis models) get the superior 2.5L turbo 4 while the G70 retains the mediocre 2.0L powerplant.
    1
  3120.  @Chinito_bebe  I'd be a bit surprised if the MSRP hit $80K but I suspect it will definitely be around $70K. What you have to remember is that the GT is a "halo" model meant to draw potential customers to KIA dealerships where they can be sold less powerful versions, not a serious effort to sell it to more than a minuscule number of consumers. It will serve its purpose if it puts the K6 into a discussion alongside the high performance versions of the Tesla and the Mustang Mach-E.
    1
  3121. Once bought one of the last Norton motorcycles built. I did so purposely because I strongly suspected the Norton was headed for extinction and I wanted to own one of the last British twins. If that's your thing, it's a reasonable basis for purchasing a Maxima.
    1
  3122. It's an oddity of US safety regulations.
    1
  3123.  @pokest225  That's interesting. Do you have a source for that information?
    1
  3124.  @pokest225  Thanks very much for the info. After reading through the forum posts you provided I'd have to say that I'm not completely convinced by them. My original comment was based on a couple of points. First, that the dual injection in the Euro-spec EA888 engine was originally the result of emission mandates in Europe.(That point is uncontested, I think.) I find it doubtful that there was a change in those standards beginning in 2019. Further, a recent youtube review from "Savage Geese", a usually reliable source, made the same point about dual injection in the European version of the EA888 in the MK8 GTI/Golf R. Not saying that you (or the forum posters you cited) are wrong but I don't think the case is proven by that source alone. I'm still awaiting definitive proof of the change related specifically to the GTI/Golf R rather than implications based on suppositions about VW engines (including those in Audis) that aren't decisively demonstrated. Finally, I have to say that the entire issue of carbon buildup in direct injection engines is a meme magnified by repetition on the internet of "what I've heard". I've never experienced the problem in either my MK6 or MK7.5 GTI and I don't personally know anyone among my numerous acquaintances with GTI/Golf Rs who has. Furthermore, considering the large number of direct injected engines in other brands (including the Korean brands such as the KIA I also own) where the problem goes largely unmentioned I'm skeptical that it's a critical problem. And to the extent that it does occur, it's easily resolved. In any event, thanks for backing up your comment with a source. That's rare. And I appreciate you taking the time to do so. I'd love to see evidence from a source other effectively anonymous comments on an internet forum but I suspect that it's very difficult to come by.
    1
  3125.  @pokest225  Pardon my ignorance but what does "wltp" rules stand for? And thanks for sticking with this discussion. It's very interesting.
    1
  3126.  @pokest225  Thanks for that, my friend. If you're correct (and it appears you may well be) it supports my belief that dual injection isn't required to deal with "carbonization" issues that have received far more attention than they deserve.
    1
  3127.  @turnne  Apparently you haven't been paying attention. (Or perhaps you're not a resident of the US) Hyundai has been fighting an extended battle with some of its dealers (including court cases) to make Genesis a completely separate brand with separate dealerships. That effort has been stymied for the last two years but following the Lexus model has been Hyundai's strategy all along. And in the last year, that's exactly what they've done.
    1
  3128.  @turnne  "We are three years into the introduction of the Genesis brand and they still have no free standing dealerships in the United States." Actually, that's not true. Two free-standing dealerships have opened in the Seattle metro area in the last six months and I'm under the impression that that situation is not unusual. Believe me, I'm not defending Hyundai's behavior on this issue. It's been a medium size disaster. Obviously they should have dealt with Hyundai dealer dissatisfaction with having Genesis models removed from their dealership on day one, not after being sued by those dealers (and losing in court.) If there were a business school case study on how NOT to spin off a luxury brand, and I suspect there may be, it would be the mess that Hyundai created.
    1
  3129.  @turnne  I've only been to one of the new Genesis dealerships in the area. It's next door to a Hyundai dealership (and I presume probably in the same ownership group) but it's in a new building unconnected to the Hyundai dealership. Developing a new automotive brand of any kind is a daunting task. Until Lexus came along no one had managed to pull it off since before WWII. I hope Genesis will do well but they've admittedly has a rocky start.
    1
  3130.  @mezzb  You're undoubtedly correct. After all, the CX-5 is Mazda's best selling vehicle in the US. It does say something about Mazda and Mazda's customers, though, that actual utility in their sport utility vehicles is so readily compromised for style and road manners that are mainly evident on secondary roads. It suggests that for many of Mazda's customers SUV's are the "new black" where function is sacrificed for form.
    1
  3131. The Honda SI is an appealing vehicle. Personally, though, I'd choose a VW GLI in this category.
    1
  3132.  @twillias4714  It's not a question of whether it makes sense to offer a variety of SUVs. As noted, Mazda has a hole in their SUV portfolio in the midsize category. But the CX-50 doesn't fill that hole. Instead Mazda is offering what amounts to a competitor to their own CX-5, just as the brought out the CX-30 that cannibalized sales of the CX-3. What happened? The CX-3 disappeared from the North American market due to terrible sales.
    1
  3133. Yes. That and much more.
    1
  3134. I think one of the hamsters was named "Quirky."
    1
  3135. Nope. Buy a couple of iPads and save a bundle. .
    1
  3136. Actually, the Telluride is more reminiscent of a Range Rover than the Palisade. The external design of the Palisade is closer to European and Japanese luxury SUV's. And that's no accident.
    1
  3137. As far as the name is concerned, I assume you're not a skier.
    1
  3138. Telluride is one of the most upscale and well known destination ski resorts in the US.
    1
  3139.  @kens97sto171  Well, don't blame Kia for that. ;)
    1
  3140. I've found that response is most common among those who can't afford a Kia, much less a more expensive brand.
    1
  3141. Kudos for doing a direct comparison between the Santa Fe and the Sorento, Joe. But you REALLY need to check specs when you compare the two vehicles. For example... () The Santa Fe claims 277 HP, not 237 HP. (5:12) The Sorento claims 281 HP and the same 311 ft lbs of torque. In reality there's probably no difference given that the two vehicles share the same engines and transmissions (including identical ratios for all eight gears.) If there is a difference it probably stems from different testing equipment, environmental conditions, or simply the difference between two individual examples. As you note, the Sorento's curb weight is a bit heavier (44 lbs) but the Santa Fe has a larger gas tank (18.8 vs 17.7 gallons). Performance should be essentially the same. () The Sorento has no less 2nd row passenger space than the Santa Fe (11:22). The Sorento has more headroom (39.1" vs 37.8"), identical legroom(41.7") and and nearly identical shoulder room (58.1 vs 58.3"). Total hip room is difficult to compare since the Santa Fe has a bench compared to the captain chairs in the Sorento but for what it's worth the hip room in the Santa Fe is 56.3" vs 55.1" in the Sorento. () As far as cargo capacity is concerned, your claim that the Santa Fe is more generous is simply WRONG. (12:35). With the Sorento's 3rd row folded into the floor for an appropriate comparison, the cargo space behind the 2nd row measures 38.4 cubic ft compared to the Santa Fe's 36.4 cf. With both the 2nd and 3rd rows folded the Sorento has 75.5 cubic ft of cargo space compared to 72.1 cubic ft in the Santa Fe. () Of course the most obvious difference between the Santa Fe and the Sorento is the latter's standard third row. Most Sorento owners, including my family, use the 3rd row only occasionally, even rarely. And KIA is surprisingly honest in characterizing it as a "Plus Two" seat. But compared to other 3 row SUVs it's not that deficient. Two average height adults can fit comfortably for a local trip without a problem. And on occasions that call for 6 or 7 passengers come along the third row is a huge convenience compared to using two vehicles. Our family of four (two adults, a teenager, and a big dog) doesn't need it often but we're happy to have it. Unfortunately, KIA decided to make captain chairs standard for all but the lowest Sorento trims (LX and S) in the latest generation. And considering that our big dog isn't built for captain chairs, that means we would have to deploy the third row and limit cargo space substantially whenever he rides in the car or consign him to the cargo space behind the 2nd row, a fate he suffers only when he's returning from the beach or the muddy woods. For longer trips the only option would be to reduce the cargo space for luggage/gear significantly to share it with "Fido." Most complaints about the elimination of second row bench seating in 3 row SUVs come from those with large families. But they're not the only ones to find it a deal breaker. If we were to replace our top trim SX-L/PP Sorento we'd have to consider sacrificing the 3rd row we value and opt for the Santa Fe Calligraphy. That's not a choice I want to make. () Finally, it's clear that KIA and Hyundai have chosen to differentiate the Santa Fe and Sorento in much the same way that the Telluride and Palisade are distinct. The Sorento top trim SX-Prestige/X Line aims toward a North American market looking for a "rugged" image while the Calligraphy trim of the Santa Fe leans toward "budget luxury." And that distinction leads to features such as the Santa Fe's transmission control dial vs the Sorento's traditional lever which I prefer, the "Smart Park" feature of the Hyundai (which I have to say I find more a party trick than a useful feature), the memory seats and 4 way (vs 2 way) lumbar support in the Santa Fe and the elimination of motorized thigh extension for the driver in the Sorento. It's the elimination of memory and the thigh extension in the Sorento that I would miss most in the new Sorento. I'd happily give up the ridiculous "Sounds of Nature" that KIA, Hyundai, and Genesis have included in numerous vehicles just to get memory seats.tt
    1
  3142. 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.
    1
  3143. Trying to maintain a significant MSRP gap between the Sorento and the Telluride is hardly a sign of selling to "misers." Every automaker aims at a price point in a particular national market according to the competition. The Telluride is not even sold outside North America and the Sorento is seen in most markets as a "large" SUV and vehicles like the Ford Explorer, the Honda Pilot, and even the Toyotoa Highlander are either non-existent or command minuscule sales.
    1
  3144. 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.
    1
  3145. Yes, it is. But after 40+ years of driving manual transmission vehicles, I've found that my manhood actually survives a DSG.
    1
  3146. I"d be surprised if the Forester is given the same treatment as the Outback. The latter vehicle is Subaru's best selling. The risk of cannibalizing its sales with a Forester sporting the same engine as the Outback (and the Ascent) makes very little sense.
    1
  3147. You're right, of course. Somehow snowbelt drivers managed to struggle through winters for decades with RWD vehicles aided by a sandbag or two in the trunk. :) And back in the sixties I owned a Saab 96 with FWD that managed to negotiate the steep hills of Ithaca, New York all winter long when few other vehicles managed to make it out of the driveway. AWD is a welcome option for those who have to deal with challenging driving conditions, especially in the winter but it's hardly a necessity.
    1
  3148. Somewhat overpriced at $44K but if you can't get at least $4K to $6K off that MSRP at a Chevy dealer you should have someone else negotiate a deal for you, especially considering the shrinking sales of the Blazer. . Otherwise, "better visibility than a Camaro"?? C'mon, Joe, a coffin has better visibility than a Camaro.
    1
  3149. "Decorative trim rings"? Is that the politically correct term for fake exhausts now?
    1
  3150. No. Wrong guy.
    1
  3151. Owned an RX-8 for five years. A very unique and much loved vehicle with several major faults. First, driven VERY carefully I could squeeze 19 mpgs out of it. Less carefully and much more fun and the vehicle's fuel economy rivaled that of a Lincoln Navigator, around 14 mpgs. Ludicrous. Second, the 9000 RPM red line was impressive but totally unusable for most driving situations. All in all, the torque (or lack of it) made it feel like I was driving an automobile with an engine from a 650 cc Japanese motorcycle. Not exactly usable as a daily driver when it required WOT on city streets. Third, and worst of all, if the ignition was shut off before the engine reached full operating temperature, the engine was VERY likely to flood. Not a big deal in most vehicles but in an RX-8 the car would NEVER restart. Had to be taken to a dealer or a mechanic with a lift to replace the engine's single spark plug. In the last year or two years of production Mazda even added a message in the cockpit to warn against turning off the engine that disappeared when the car had warmed up. I learned to deal with it and installed a more powerful battery that was less likely to stall when starting the car but that required removing the engine cover and on two occasions when my wife drove the car, it left her stranded when she flooded the engine. In its defense I'd note that the car was great fun on deserted mountain roads and the backseat made it more practical than a Miata. Capable of seating most average size adults it was a second home to my big dog. I eventually replaced it with a GTI and never looked back.
    1
  3152. That's probably the single biggest reason that Hyundai is building separate dealerships for the Genesis brand.
    1
  3153.  @jjacob25101  As I said, "engineering provided by the marketing department."
    1
  3154. 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.
    1
  3155.  @JesseMrozowski  Not so, Jesse. My apologies. See my edited comment above.
    1
  3156.  @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.
    1
  3157.  @afcgeo882  I have no doubt that it's fun to drive. So is an Italian Supermodel. As for being "fairly reliable," I'm sure that depends on the particular supermodel involved. ;)
    1
  3158.  @afcgeo882  Are you familiar with the word "methaphor"?
    1
  3159. @Richard Lowery I was surprised to see the 2.7L Twin Turbo characterized simply as a truck engine. I drove the Fusion Sport earlier this year (along with the Edge Sport) and found it to be an excellent all around engine for different applications.
    1
  3160. @Richard Lowery No doubt that its most common application is in the F-150 and everyone knows about the best selling vehicle in the US. I've been impressed, though, that it's a very versatile engine in a variety of applications.
    1
  3161.  @mikewilliams2486  Not my experience nor that of any independent review I've seen or read. The two AWD V6 Sorentos I've owned have had perfectly acceptable engines and drivetrains but that wasn't among the primary strengths of the vehicle. A lone unverified claim to the contrary doesn't count for much.
    1
  3162. I suspect that neither Hyundai nor KIA is interested in investing the resources required to be in the half ton (or larger) truck market. That's a market that is very challenging for "non-American" brands and demand for such vehicles is very concentrated in North America. As for two door coupes, they're following full size convertibles into automotive museums. The Hyundai/KIA conglomerate is investing resources in what they see as the next generation of vehicles, EV's.
    1
  3163.  @lowrider276  Of course many men prefer (and purchase SUV's.) You're missing the point. Women are highly influential in the purchase of family vehicles. As a result, it has been the shift of preferences among women that has fueled the decline of minivans and rise of SUV's.
    1
  3164. Because the last time they tried to sell the Euro version of the Passat in the US, they could hardly give them away.
    1
  3165.  @thecriticalthinkeroutsidet4947  Every vehicle has its fans. :)
    1
  3166.  @thecriticalthinkeroutsidet4947  I actually agree that the Aztek pioneered some cool features (e.g. heads up display.) And if it were still around it would probably be considered a compact SUV. But if models like the last generation Jeep Cherokee and the Nissan Juke were considered ugly, they have nothing on the Aztek. No offense intended.
    1
  3167. Well, at least they added "00" to the K9 designation for the model in Korea. :)
    1
  3168. I doubt you've driven the Accord with the 2.0L turbo engine. Its performance equals or exceeds that of the Camry V6.
    1
  3169. Perhaps you missed Ryan's comment that Subaru claims the last Legacy with a manual transmission had a total take rate of five vehicles. That's not five percent; it's five cars.
    1
  3170.  @Visher  Remote start on KIA's is something of a puzzle. Remote start on my 2018 Sorento was a $450 option with a separate key fob. I didn't opt for it when my dealer told me to try pushing the top and bottom buttons on my regular fob and see what happens. My car starts right up. But others I've spoken to don't have that capability. I believe that the undocumented feature on my specific car was the result of a changeover from the dealer installed dual key fob to the app-based version. Puzzling but a nice benefit for me. :)
    1
  3171. Telluride versus Palisade. Considering the fact that so many people are interested in that comparison, here are some things to keep in mind. Hyundai/KIA have more or less perfected the practice of offering near identical vehicles that share systems, components, and parts while appealing to somewhat different sets of consumers. That's not a new idea, of course. For decades the Big Three US makers had different brand offerings that were close to identical under the skin at different price points. But Hyundai/KIA have applied those cost saving measures to vehicles at similar price points that appeal to somewhat different market segments. Recent examples are the KIA Sorento and the Hyundai Santa Fe and the Stinger versus the Genesis G70. The most obvious and most closely related recent examples are the KIA Telluride and Hyundai Palisade. The Telluride is already in some dealer showrooms while the details of trim levels for the Palisade are not as readily available but there are some obvious comparisons. Platforms, engines, drive trains, AWD systems, etc. are virtually identical. In terms of differences, first and foremost, the styling of the Telluride projects an "adventurous" vibe while the Palisade appears to be aimed at a more family oriented and (in upper trims) more luxurious look and feel. Pay your money and take your choice in terms of overall style. Personally, I prefer the simpler and (imo) more elegant lines of the Telluride. And it's obvious that the Telluride is meant to have a masculine appeal. I find Hyundai's design language to be a little "fussy" in most of their vehicles and that's the case for the Palisade. But as always in terms of styling, YMMV. In terms of specifics, the top trim SX Telluride is essentially a six passenger configuration (seven at a stretch) with captain chairs alone offered in that trim. (The EX trim has a bench second row and the lower S trim offers a choice.) I'm not certain about the Palisade but I'd bet the farm that the top trim "Ultimate" Palisade will offer bench seating in the second row and claim a full eight passenger capacity. That would continue the marketing direction of the discontinued Santa Fe XL.
    1
  3172.  @OlJackBurton  Of course the vehicles are different. But it's not as if Hyundai and KIA designers and engineers simply shop in the same parts bins and pursue their designs independently. The results suggest that vehicles from the two brands are carefully designed to appeal to somewhat different market segments that cover a broader range of customers with coordination to avoid cannibalizing one another's sales. Thus, the Stinger is pitched as a classic GT sedan, modernized with a fastback hatch while the Genesis G70 is aimed at appealing to a sports sedan customer who wants a more compact vehicle. The Hyundai Santa Fe is a two row crossover with a turbo 4 cylinder mill offering what KIA provided in one version of the Sorento in 2017 and dropped when the Santa Fe was introduced. Though the Santa Fe and Sorento are virtually the same size, inside and out, one is pitched as a large "compact" crossover while the other is promoted as a small "midsize" vehicle. The Telluride and Palisade are the most closely related examples but the Hyundai is aimed at customers who want a "near luxury" look and feel while the Telluride presents a more rugged, "adventurous" image.
    1
  3173. The Sorento's third row is hardly generous but it's worth noting that the default legroom in the KIA is 2" more than a Toyota Highlander and even with the capability to adjust the legroom in the first two rows in both the Sorento and the Highlander, the KIA comes out ahead overall. Then there is Toyota's cruel joke of claiming to seat 3 in the third row simply because the Highlander comes with three seatbelts.
    1
  3174. The word is "senior," not "elderly," son. :) But much like the KIA Soul, you're right.
    1
  3175. It's called MPG's and CAFE standards.
    1
  3176.  @hereigoagain5050  Don't think "crappy" is an appropriate term. Frankly, I'm all in favor of reducing reliance on dinosaur juice, both for current political reasons and for the health of my daughter and her kids after I'm gone. And as far as "naturally balanced" engines are concerned, engineering can compensate for many "natural" obstacles in automotive design. Back in the '70's we were assured that mpg standards would inevitably mean the end of performance vehicles. Check the performance of "muscle" cars of the 60's to those today.
    1
  3177.  @hereigoagain5050  I assume you mean Internal Combustion Engines and not Immigration and Customs Enforcement, right? :) Obviously I know nothing about Ford's development strategy but it appears they have more faith in the future of economical ICE (likely in hybrid applications) than, say, Hyundai/KIA where there's a strong emphasis on pure EV vehicles as the near future and (for Hyundai, at least) on hydrogen fuel cell vehicles in the medium term.
    1
  3178. Went to college in Florida. My dorm looked out on US-41, the "Tamiami" trail. My friends and I had a favorite drinking game when it rained. We sat on the balcony of our dorm and waited for senior citizens to run off the road. Guaranteed to get drunk before the end of the evening. In this case, though, another factor may be at work--respiratory failure as a result of COVID-19. After all, the video is from Florida's west coast.
    1
  3179. Maybe 2024. I'm a political junkie and even I can't name more than half the Democrats running in 2020. :)
    1
  3180.  @noonesbusiness959  I'm optimistic, my friend. But I'll be happy when the field is winnowed considerably.
    1
  3181. Rithik Patel: They'd probably sell more wagons that MT's.
    1
  3182. And I'd like to see it make sundaes and a cook burgers, as well. Of course I don't want to pay for those features. :)
    1
  3183.  @zacharystrain5655  And if an owner of ANY vehicle fails to follow recommended service and maintenance requirements a manufacturer will likely resist a warranty claim. Those requirements need not be met by a dealer but they have to be documented. And simply claiming that "I changed my own oil" won't qualify. Had your "family friend" been driving almost any other vehicle they wouldn't have faced that problem since the warranty would long since have expired.
    1
  3184.  @zacharystrain5655  And I've had two KIA's in the last decade with a total of about 150K miles on the two. Had the warranties been for 30 minutes and a 2 miles I would have spent no more on repairs than I actually spent, i.e. zero dollars. Virtually nothing ever went wrong with either vehicle. Period. In general the entire issue of reliability is overblown. It's certainly true that Toyota/Lexus remain atop the list of brand reliability but it comes with several important caveats. First, the margin among virtually all manufacturers in terms of reliability has shrunk tremendously in the last couple of decades. A purchaser of a new car in 2019 has a very low risk of a major failure during the time they own a vehicle (an average of 7-8 years.) But like the slogan in the news business, "if it bleeds, it leads." Consumers who watch local news are likely to be more fearful of crime in their communities, a result that has no correlation, whatsoever, to actual crime levels. Basing one's assessment of a vehicle's reliability based on the experience of a "family friend," much less the random unverified claims of personal experience on the internet is (to put it diplomatically) a terrible basis for judgement. Second, brand reliability says little about the reliability of a particular model in a particular model year. In fact, the variation WITHIN a brand for different models typically exceeds the variation BETWEEN brands. And determining the reliability of a particular model/year on any basis other than mandated recalls is near impossible. Even the best source of such information, the Consumer Reports annual survey of owners, cautions readers that the number of responses for particular vehicles, especially older vehicles is likely to suffer from statistical error. Third, reliability obviously declines with the age of a vehicle. What does a problem with a five year old vehicle tell you about a new version of a model with the same name when the manufacturer has very likely corrected the problem in a refresh or in a new generation? Most brands offer extremely long (or even unlimited) power train warranties for the same reason that insurers typically include death by lightning as a "double indemnity" payoff. It almost never happens. And if it does, it applies only to the original purchaser of a vehicle. Only a few manufacturers (e.g. VW) offer transferable warranties. And frankly, I'm not surprised that Toyota would replace a blown engine even when the vehicle is out of warranty. Toyota's primary marketing strategy is to tout their reputation for reliability and durability. It's a very effective sales technique but it comes at the price of cost cutting in other areas and an avoidance of innovation in design and engineering. There's nothing wrong with that approach but it doesn't come free of charge. All in all, I take a manufacturer's warranty as a sign of faith in their products. Like any insurance policy the insurer offers it only if they are relatively certain they won't have to redeem it. In the case of vehicles, the long bumper-to-bumper warranties offered by the Korean manufacturers and VW's 6 year 72,000 mile transferable warranty are efforts to deal with reputations for reliability issues that came about in models from years before. Such reputations last much longer than the problems in models that have long since been corrected.
    1
  3185. @Skylar Wolfie And much the same can be said of the KIA Forte. Appealing looks, most room in its class, and 40 highway MPG's.
    1
  3186.  @midlifemom5829  I'm simply amazed that an easily replaced logo would be so important to you.
    1
  3187. If that's your major priority, I'm sure you can pick up a used Aztec.
    1
  3188. Mazda has apparently decided not to tune their turbo 4 in the Mazda6, CX-9, and now the CX-5 to have the punch of a typical turbocharged engine. Instead, they've opted for more linear acceleration that feels more like a naturally aspirated power plant. That may be a conscious choice to improve driveability for most drivers. Or it may be due in part to the size of the 2.5L engine which, in turbo form, can be "boomy" compared to 2.0L mills.
    1
  3189.  @JumboJimbo100  I haven't driven the CX-5 but I seriously considered the Mazda6 turbo in comparison to the Accord 2.0L turbo and the Camry V6 earlier this year. I have a soft spot for Mazdas and the "6" was a very nice vehicle. But I was surprised that its acceleration trailed both the Honda and the Camry. And I was also surprised to feel that its performance more closely resembled the Camry than the turbo Honda. I'm accustomed to the typical "punch" of turbo engines (I have a GTI) and I like it. But I suspect that Mazda may be correct in tuning their turbo vehicles, especially the CUV's, to resemble naturally aspirated vehicles more closely. For much of the CUV market, smooth is more important than punch.
    1
  3190.  @DoorisJ  If it ain't broke, don't fix it.
    1
  3191. Great review, Thomas! Especially appreciated here in the US since we likely won't be seeing the Soul EV until the 2021 calendar year. It's eagerly anticipated by Soul fans, an especially broad demographic here in the Seattle, WA area. In fact, KIA's success with the Soul lineup throughout the US is impressive. Even in the midst of the COVID pandemic and economic disaster of the first half of 2020 KIA managed to sell more than 34,000 Souls in the first half of 2020. That topped the sales of all subcompact cars by 14,000 over the Nissan Versa and 20,000 over the Honda Fit. And if it's considered to be a subcompact crossover, the Soul's sales were topped only by the Chevy Trax with about 40,000 (non-fleet) sales and the Honda HRV with 37,000 sold. In the Puget Sound area around Seattle I see "Twenty Something" hipsters, young families, and downsizing senior citizens tooling around in Souls. Our local postal carrier uses hers for delivery of everything from letters to a load of large packages. Best car she's ever owned, she says. And for those who see beauty in functionality and versatility the Soul is gorgeous. I don't own a Soul though I own my second KIA Sorento and I'm seriously interested in seeing the Soul EV when it arrives. My only complaint? KIA is sometimes challenged in naming their vehicles. The KIA luxury sedan known as the K9 in Korea was renamed the K900 in the US presumably to avoid English speakers making jokes about the car being a "dog." I love my Sorento named after a city in Italy but the city is spelled with two "r's" (Sorrento.) Not a big deal but you'd think that a Korean automaker would know how to spell "Seoul" considering it's the name of the capital of South Korea. At least they spelled Telluride (Colorado) correctly. :)
    1
  3192.  @ScrapKing73  The problem apparently is the short supply of available batteries. In the much smaller Canadian market the supply may be sufficient while the US market cannot be supplied.
    1
  3193. You're confusing it with the Focus.
    1
  3194. This video should be required viewing for anyone tempted to comment on a vehicle review. It expands on a comment Tom Voelk of "Driven" often makes. "Manufacturers don't build cars; they build cars that sell at a profit." Everything Mr. SG says is both true and important. Add to all of that the fact that (with the exception of Tesla) manufacturers don't sell cars to consumers; they sell cars to dealers. And no dealer wants to order a vehicle that will sit unsold for months waiting for that rare customer who wants exactly the configuration that few other customers prefer. Dealers, the true customers of manufacturers, stay in business by ordering models that they hope will come off the delivery truck, go through dealer prep, and sell to a consumer in a few days or weeks. Every unsold vehicle on a lot costs a dealer real dollars every single day. So to those who complain that the "the Xmobile should have a manual transmission option, a V8 option in a compact crossover, or a trim level with "only the options I want at a price I'm willing to pay," direct those complaints at least partly to the dealer who wants to stay in business by refilling the lot as often as possible with vehicles that disappear almost as quickly as they arrive.
    1
  3195. Thorough review as always, Alex. However, I'm disappointed that you didn't even mention the EV most likely to be cross-shopped with the Ioniq5, the KIA EV6. I realize you haven't tested the KIA at this point but given that it's a first cousin of the Hyundai it deserved at least a mention. Moreover, I've noticed that reviewers generally ignore a competing KIA when reviewing a Hyundai and vice versa. It's not unusual for automakers to embargo driving impressions or even initial publications of a vehicle to different dates. But do they prohibit even mentioning the existence of a closely related competing vehicle from a sister brand? The result is to make a reviewer appear to be significantly uninformed. Inquiring minds would like to know.
    1
  3196. 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.
    1
  3197. To VW's dismay they've found repeatedly that US consumers have little interest in most of their Europspec vehicles. Their response has been to replace those vehicles with completely different (larger and cheaper) vehicles for Americans or to drop their Eurospec vehicles in the US, altogether. Thus, the first generation Tiguan was replaced by the current generation sold in Europe and elsewhere as the "AllSpace." The Tiguan, still sold internationally, was replaced by the Atlas (not sold in most international markets). VW has announced it will no longer export the base Golf in the foreseeable future, putting all their eggs in the Jetta basket, larger than the previous generation and not even sold in Europe. And while the GTI and Golf R will apparently continue to be exported to the US in 2021 as before, each will likely have fewer options and features than their European counterparts. Finally, the very well appointed European Passat was replaced by the American version built in Tennessee some years ago. In all these cases, the replacement have sold far better than the models they replaced. The bottom line is that Americans prefer larger and cheaper VW's than their European counterparts. So how does the Passat fare? It's clear VW isn't devoting a lot of resources to updating and improving the Passat, not a big surprise given the shrinking midsize sedan market. Joe mentions that he'd prefer the "optional" 8" touchscreen. Lots of folks would. Unfortunately, I think Joe has confused the Passat with the Jetta. According to VW, while the Jetta has an 8" infotainment screen along with a digital cockpit display, the Passat has only the 6.4" infotainment display and a cockpit with less eye candy. The 2.0L E888 engine in the Passat is a mainstay of VW models. It's mildly tuned in the Passat (though almost certainly underestimated in terms of power, a common feature of VW's) but if the relatively peppy performance of the Passat isn't enough a 30 minute APR ECU tune will add 60 HP or more. (And contrary to the claim that such a tune will invalidate the VW warranty, it won't.) Having owned a couple of GTI's with the same engine, I'm a fan. All in all, those who appreciate the feel and driveability of a midsize European sedan at a bargain price will like the Passat. It lacks several bells and whistles found in competitors like the Accord and Camry but the MSRP for the top trim SEL is about $5000-$6000 less than top trims from Honda and Toyota. Frankly though, unless one needs the interior room and trunk space of the Passat, the Jetta GLI offers a considerably better value proposition. And if one prefers a European Passsat size sedan with significantly more luxury from VW, the Arteon offers it at the next higher price point.
    1
  3198. No question that the Aviator is a better choice than the Caddy. A more interesting question is whether it's a better choice than a top trim Explorer with an MSRP at or above $60,000 USD. For $4K to $5K more one can option an Aviator "Reserve" trim with a far superior interior, more power than the Explorer, and a tow rating of 6700 lbs vs the Explorer's 5600 lbs. It's not the top trim Aviator but it's far better than the top trims of the Explorer. And if you're prepared to pay $60K for an Explorer the additional $5K (USD) is a small price to pay.
    1
  3199. Ford knew you'd say that. That's why the hybrid model was sitting next to the ST in the dealer showroom.
    1
  3200.  @kellyaustin7487  Telluride or Sorento?
    1
  3201. Sorry to hear about your experience. I seriously considered the Ford Edge Sport (the ST's predecessor) earlier this year. But the family SUV is my wife's daily driver and she wasn't as impressed by the vehicle's performance as I was. And though it wasn't a deal breaker I found the tiny tach on the left side of the instrument cluster in a "performance" vehicle to add insult to injury. All in all, I haven't been convinced that the upgrades in the "ST" justify the price hike compared to the 2018 "Sport." Too bad.
    1
  3202.  @jamesr3971  You have the model and color choices I'd purchase, James. I find it amusing that so many comments seem to believe KIA can control what their dealers charge for the vehicles sold to them by KIA. They cannot. With the exception of Tesla no manufacturer controls the retail price of their vehicles. No manufacturer wants to see "market adjustment" stickers on their cars; it's a black eye for the brand. In this particular case much of the blame lies with KIA dealers who under-ordered top trim Tellurides based on their historical experience that KIA customers are budget challenged and opt for mid or base level vehicles. When it turned out that dealers were seeing many customers who wanted top trim SX-PP versions, KIA had to scramble to reset their production plans.
    1
  3203.  @addicz2  I'll take a Porsche, thank you.
    1
  3204. Different strokes for different folks but minivans are toxic to most consumers. Ironically, they've been killed off primarily by female consumers who prefer the higher driver seating and image of safety that crossovers provide.
    1
  3205. Not likely to happen. Except perhaps in the compact category where Toyotas are the vehicles of choice among those who need trucks for commercial reasons and ISIS fighters.
    1
  3206. Obviously the Avalon represents Toyota's belief that "60 is the new 40. (Maybe 38)" As someone in that group, I like it. "Rising like an obelisk from the center console..." Kudos. No Android/Auto. Jeez...c'mon, Toyota.
    1
  3207. Great video, guys. I was sad to see the Touareg discontinued in the US. VW has faced challenges selling their European spec vehicles in the US where consumers want bigger and cheaper vehicles. Thus, the Euopean spec Passat was replaced in the US by a larger, cheaper version. The Tiguan met the same fate. The US version of what's called the Tiguan is sold in Europe and elsewhere as the AllSpace. The latest generation Touareg appears once again to be an impressive vehicle but the US gets the Atlas, instead. VW has announced they're dropping the base Golf in the US and opted to expand the Jetta lineup with the GLI serving as a sedan version of the GTI instead. The latest generation Jetta isn't even sold in Germany. VW's moves are understandable in the face of market preferences in the US but for those of us who prefer vehicles designed for European tastes it's sad. Perhaps with the introduction of the Arteon in the US that will change. But I don't think VW has an expectation of selling many.
    1
  3208.  @xnopyt13  It's what creates buzz on the internet, not what actually sells cars.
    1
  3209.  @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.
    1
  3210. 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.
    1
  3211. maurice benton. Try doing some research, yourself. The 6.8 second time for the Camry you quote is for the 4 cylinder version, not the V6.
    1
  3212.  @buzzkill753  And that's a bad thing?
    1
  3213.  @scottfurlong5475  Take it you're not a fan of the Prius or the new Camry, then. :)
    1
  3214.  @runforit420  Consumers in Quebec tend to have tastes closer to Europeans than most other North American consumers.
    1
  3215. No MT in the K5 future, I'm afraid. Midsize sedans are already stagnant in terms of sales and adding a third pedal wouldn't help. But the absence of any sort of LSD (electronic or manual) in the K5 GT is its major weakness. Perhaps KIA will see the error of their ways on that score. As far as a V6 is concerned, that's a non-starter. Period. A naturally aspirated would only add weight and no performance advantage compared to the 2.5L turbo 4 and a turbo version of a V6 wouldn't come close to justifying its cost in terms of sales.
    1
  3216.  @yrnjackson6504  That leaves you in a tough place. V8s are an endangered species. Better fuel economy and equal or better performance from turbo 4s have already eliminated most V6s. The trend is irresistible. Perhaps you should consider an EV.
    1
  3217. For you and very, very few others. Mazda has sold a total of 8000 Mazda6's in the first half of 2020. That's down 38% from 2019 and 2019 was 30% from 2018. The midsize sedan segment has been in decline for at least six years but no vehicle is in more trouble than the Mazda6. 2020 sales trail the VW Passat (10,000)! All in all, the Mazda6 ranks 19th among all midsize sedans and seven of those that outsell it are luxury vehicles.
    1
  3218. I"ve owned two KIA Sorentos, currently including a 2018 model and two GTI's, including another 2018 model. The KIA's have been remarkably reliable. Great warranties but if the warranties had been for 30 minutes/10 miles I wouldn't have spent a dime more on service, maintenance, or repairs. Perhaps surprisingly, I can say exactly the same about my GTI's. Altogether I've put over 200K miles (and counting) on these 4 vehicles and have never had a reliability issue with any of them. The bottom line is that vehicles from almost all manufacturers are remarkable reliable compared to twenty (or more) years ago. There are still differences in brands but those differences have been shrinking significantly over the last few decades. Some brands (e.g. Toyota/Lexus) still rank at the top of the ladder mainly, I think, because they build their vehicles to absorb neglect and abuse that Americans are more likely to inflict on their cars than drivers in Asia and Europe who make a significantly greater initial investment in their vehicles and are more careful about maintenance and service.
    1
  3219. The Palisade "Calligraphy" is undeniably appealing. But to call it the "KING of 'luxury' SUVs" is a claim that even Hyundai would reject. They'd reserve that crown for the Genesis GV80. So what's going on with this new trim level? At first it appears to have a significantly higher MSRP (in the US) than the "Limited" trim. But the $2625 difference in MSRPs is misleading. The Calligraphy model comes only with AWD. It's a $1700 option on the Limited version. Add the AWD to the Limited trim and the difference in MSRPs is $925. What does the $925 buy? A a few minor differences in the front and rear fascias, quilted leather on the door panels, a leather wrapped steering wheel, puddle lights, a larger, roof mounted taillight and some Calligraphy badges. On the other hand the Limited is offered in six colors; the Calligraphy in only three of the same colors. Otherwise, the Calligraphy and Limited trims are virtually identical in all other respects. Worth the premium? That's a personal choice. So what's going on here? The answer begins with the fact that the Pallisade is designed to appeal to international markets outside North America, especially those in Asia. It's built in South Korea where it competes mainly with European luxury SUVs from Audi, BMW, Volvo, Land Rover and MB. Mainstream 3 row SUVs in the US (e.g. the Explorer, the Highlander, the Pilot, the CX-9, the Durango and the Traverse) have either minuscule sales in Korea and most of Asia or aren't even offered for sale in those countries. There the Palisade is a compelling budget version of a European luxury SUV with significant appeal to the growing middle class especially in Asia for those who can't afford a Genesis, much less a Mercedes. Bottom line. The Calligraphy trim is a minor update designed to reinforce the "budget luxury" image of the top trim Palisade, especially in Asian (and some other international markets). The combined lineups of Hyundai and KIA models reflect the Korean brands' genius in slicing market categories ever so thinly to expand the conglomerate's overall appeal. In the US, the Calligraphy edition will appeal to those who value quilted leather door panels. The Limited version will hold greater appeal to those who want more choices in their vehicle's color or prefer FWD and the resulting savings. All in all Hyundai's strategy is clear. In 2020 the Limited trim had AWD as a standard feature. By making it an option they've reduced the MSRP and added a few bells and whistles to the Calligraphy version for an additional $925 that cost Hyundai far less than what they're charging.
    1
  3220. Bingo. A similar problem exists when automakers include underfloor storage in the cargo area. (e.g. Hyundai Santa Fe). It's a useful feature but it can be accessed only if the floor of the cargo area above it is empty.
    1
  3221. That would be the Crosstrek in the US. And you're correct, it is a competitor in terms of specs. Its advantage is Subaru's full time all wheel drive but that means it weighs more than 200 lbs more than the Golf and is significantly slower with much lower fuel economy.
    1
  3222. ​ @afcgeo882  I noted the CrossTrek primarily because it outsells the Impreza Hatchback about 2 to 1 and other than the crossover styling is basically the same car. You're correct, though, that the Impreza hatchback is probably a more direct competitor.
    1
  3223. Joshua, I think you're correct that "early adopters" of new technologies, whether it's computer hardware/software, cell phones, or even automobiles, have to be prepared to bear higher costs and potential issues. But I'm afraid that Tesla is pushing the envelope in this case. I've purchased many automobiles over the last half century and I've never even considered whether I should ask if I should be prepared to wait three months or more to repair a fender bender suffered in a parking lot. And I suspect few Tesla customers thought to ask, either. Though I don't own a Tesla, I'm a fan. Elon Musk and his colleagues have taken on a challenge that has defeated every other "virgin" automotive manufacturer in the US since WWII. (Think Tucker and Kaiser.) I hope they succeed but the issues encountered by Roman and company are exactly the sort of problems that can sink the Tesla brand.
    1
  3224. Not only can you electronically raise/lower the third row seats, you can get through an entire chapter of War and Peace while you wait for the SLOWEST seat lowering system in the entire world! Oh, yeah...And you lose three cubic feet behind the rear seat to accommodate the plumbing the electronic seat control. Oh well, it's more "luxurious" to have a motor lower/raise the back seat than simply pushing and pulling the seat back, especially if you're built like a T-Rex. :)
    1
  3225. In nearly half of century of driving I never went without at least one MT vehicle in my garage until I bought a DCT GTI in 2013. When I replaced it in 2018 with a MK7 GTI I didn't hesitate to go with a DCT again. I'd still choose a manual transmission Miata simply for the heritage in a pure sports car with limited power but otherwise I'd never go back to a manual transmission vehicle. No more than I'd return to a car without power assisted steering or fuel injection.
    1
  3226.  @MiguelRPD  On that point it's worth noting that by far the greatest source of "reliability" issues, especially in the first year or so after purchase, are infotainment systems and other components that depend on electronics. Toyota guards their reputation for reliability jealously. And that means they are reluctant to innovate in their designs, especially in terms of features that are dependent on electronics.
    1
  3227. 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.
    1
  3228.  @bextar6365  For the dog or the kids? Sorry. Unacceptable for either.
    1
  3229. 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.)
    1
  3230. "Everyone" is hardly represented by YouTube comments.
    1
  3231. Absolutely right. And what about that stupid bow tie on Chevy's and that stupid oval on Ford's. Junk 'em all.
    1
  3232.  @dam4274  I suspect you're right about the Atlas being "more than adequate." And it will continue to sell well by VW's standards. My negative comments have to do primarily with the headline that asked if it was the "best" midsize 3 row vehicle. I contend it's not.
    1
  3233. "...New for 2022, you can get (the GT-Line Stinger with AWD..." (5:00) Sorry, Joe. The base Stinger GT-Line has been available with AWD since its initial introduction.
    1
  3234. Nope. At least in the US, the first MK7's were 2015.
    1
  3235. Doesn't seem to have shortened the long waiting lists for delivery of the Telluride.
    1
  3236. Worth noting that the 2.5L turbo engine and 8 speed DCT is the same power train found in the standard version of the Genesis G80 and GV80 as well as in the Sonata N-Line, the KIA K5 GT and the Hyundai Santa Fe. I was initially skeptical about its suitability for a midsize SUV and the fact that it replaces the optional V6 from the last generation. However, given Hyundai and Kia's apparent faith in offering it in other models, especially in the Genesis lineup, and the industry best drive train warranty on each of the models, I'm less concerned about potential long term durability. The new generation Sorento is undeniably impressive. However, it's not all unicorns and rainbows when compared to the features offered in non-US markets and even to those available in the 2018-2020 US models. (I own a top trim 2018 SX-L model.). () Some will complain that the top trim versions don't feature a second row bench seat option. That's largely because KIA's (and other brands') market research indicates a strong preference for captain chairs in the higher trims. That stems largely from the fact that customers opting for more expensive top trims have smaller families and/or greater disposal incomes once kids have left home. KIA traditionally aims features at a market "sweet spot" in order to simplify production (thus constraining costs) and avoid offering models that sit unsold on dealer lots. () Like every manufacturer KIA determines the specific configurations for various markets depending on the particular price point they're aiming for. In the Korean home market, for example, the Sorento doesn't compete against Japanese or American "mainstream" three row crossovers. And the Telluride is not even offered in Korea. Thus, the Sorento is KIA's most luxurious crossover offered in Korea and competes mostly against much more expensive European three row crossovers. The result is the Sorento in Korea offers a number of features missing from the US version in order to keep the MSRP in the US significantly less than comparable models of the Pilot, the Highlander, the Explorer, etc. as well as not treading on the market of the Telluride. () Most of the features missing from the Sorento are minor. I doubt that many consumers will find the absence of heated second row seats or a heads-up display to be a deal breaker. Have to say, though, that the fact that the KIA dropped an extending driver's seat thigh support was a big disappointment to my wife. (Our Sorento is her daily driver.) And the absence of a memory driver's seat strikes me as a mistake. It's a feature in both my wife and I rely upon since we both drive the vehicle.
    1
  3237. Looked carefully at the Mazda6 turbo 2.5L (Signature trim) along with the Accord 2.0L turbo (Touring) and the Camry V6 (XSE) last year. Having owned four Mazdas over the years including a much loved but significantly flawed RX-8, I was favorably disposed toward the brand. I was hoping it would lead the others on my personal scorecard. As it turned out, it came in second, trailing the Accord by a few points. The exterior styling and interior trim are first rate, best among the three imo. Simple and elegant compared to the Accord that looked like the front and back ends were designed by separate committees and the Camry that both inside and out looked like it was descended from a Flash Gordon 1930's space ship. That's a bit harsh but the Mazda was definitely the best looking. Unfortunately, the attractive exterior looks extract a significant price in terms of interior space. The extra long hood compared to its rivals suggests performance and potency, a design approach used by sports car designers for about a century. It's required on the Mazda as a result of the space taken up behind the engine for the turbocharger and exhaust manifold, something that's obvious in the video. The smaller interior dimensions are especially obvious in comparison to the Accord. The Mazda has 14.7 cubic feet of trunk space compared to the Accord's 16.7 cf. Overall passenger volume in the "6" is reported to be 99.8 cf; the Accord is 105.3. Second row legroom in the Mazda is 38.7" compared to the Accord at 40.4".The differences aren't large and in a midsize sedan may not be as crucial as they are in the similarly cramped Mazda SUV's, but they're noteworthy and noticeable in back to back comparisons. Otherwise, the Signature trim of the "6" is impressive and has been widely praised. But it does have some weaknesses. The 2019 model has finally added Apple Carplay and Android Auto but the overall infotainment system trails the Accord in functionality and presentation. The "6" gets along fine with a six speed auto but it's an obvious cost cutter compared to both the Accord and the Camry. The fact that the "6" has rear seat usb ports as standard equipment while they're a $120 option even in the top trim Accord deserves credit but the fact that the ports are in the rear console means they can be accessed only if there's no middle passenger. Three kids? Fuggetaboutit. I've owned a turbocharged Mazda 4 banger in the past and I own a VW GTI now so I was curious how the one in the Mazda6 would perform especially in view of the claimed 227-252 HP and the massive low end torque (310 ft lbs) are impressive on paper. But if you're expecting the typical turbo "punch," especially that of the Accord 2.0L turbo, you'll be disappointed. Mazda has tuned the engine and its six speed transmission to maintain acceptable MPG's and give the Mazda 6 a character that's more like a diesel than a petrol turbo. The Accord with its 10 speed box and the Camry with its 8 speed box and naturally aspirated V6 are significantly quicker. All in all I liked the Mazda6 a lot. It's no canyon carver but it handles well. But the Accord with adaptive dampers a 10 speed transmission and an engine that's in effect a detuned version of the mill in the Civic Type R will do as well on back roads and provide a more compliant ride on the freeway. As noted, on my scorecard it finished a close second to the Accord. Others will make the opposite choice but many more will select the Accord (and for that matter the Camry.)
    1
  3238.  @mikem2253  LOL... Have to agree that it's an award winning comment. The only thing that makes me feel better about skyrocketing housing prices in the Seattle area over the last few years is the market of our friends across the border.
    1
  3239. Or how about a GLI vs a Mustang GT? Or a Vette? There are different categories of vehicles, you know. The GLI is a "sporty" (not a "sports") compact family sedan.
    1
  3240.  @turdzilla1675  Comparisons are usually drawn between vehicles likely to be cross shopped. Jettas are typically cross shopped with Corollas, KIA Fortes, Civic Sedans, etc. where which vehicle "smokes" which is less of a question than mpg's and passenger room. Of course, individuals may cross shop vehicles in different categories. Last year I considered several midsize "family sedans" (Accord, Mazda6, and Camry) alongside the VW GTI. But that was because I had a rather unique set of priorities. I wouldn't expect to see a comparative review of those family sedans and the GTI.
    1
  3241. The K5 GT does have the Stinger engine. Not the twin turbo V6 but the 2.5L turbo 4 banger that KIA, Hyundai, and Genesis offer as standard or optional in at least nine separate models. In the Stinger it's the standard engine in the GT-Line. Putting the V6 in the K5 GT would only aggravate the biggest weakness of the model. Its lack of either a limited slip differential or an AWD option. Putting power down on the K5 GT is difficult enough. Fitting it with the twin turbo V6 would be ridiculous. Fortunately, there is an alternative. The Stinger GT-Line does offer optional RWD biased AWD that tames the wheel hop and torque steer of the K5 GT (and the Sonata GT-Line) under hard acceleration. And with an MSRP only a few thousand dollars more than a comparably equipped K5 GT.
    1
  3242.  a l  As noted above, the Stinger GT-LIne comes with the same engine as the K5 GT.
    1
  3243.  @elric226  No question about that. But the appropriate comparison is between the K5 GT and the Stinger GT-Line, each equipped with the 2.5L turbo 4.
    1
  3244. Time will tell but the Adventure trim appears to be more than simply plastic cladding. It won't steal many (if any) sales from a Jeep Wrangler but that slice is a tiny segment of the compact SUV market. Can't speak about the Outlander but the latest Forester is an impressive rig. On the other hand, the Forester has a CVT compared to the RAV4's eight speed automatic (in trims other than the hybrid.) and considerably less power.
    1
  3245. 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.
    1
  3246. Three seatbelts in the third row doesn't mean three human beings can be crammed into it. At 27.7" of third row legroom, the Highlander has 2" less than the infamously cramped Mazda CX-9 and less than any other three row crossover.The three seatbelts are a cruel joke.
    1
  3247. I have a feeling that stemmed from component availability when the GLI was introduced. I suspect they didn't have sufficient availability to add DCC to the top trim Autobahn in the US so they restricted it to the limited edition "35". I'd be surprised if the issue isn't remedied with the 2020 model lineup.
    1
  3248. Why don't you get the larger infotainment screen in the hybrid Santa Fe? The answer is simple. You Canadians get the hybrid with AWD, a feature that isn't available in the US for the hybrid model. I wouldn't defend the specific differences in trims and options between the US and Canada but all automakers design their models to reflect the relative appeal in different national markets and to meet price points that reflect the impact of rivals in those markets. For obvious climatic reasons AWD is far more popular in Canada than in the US and decisions by automakers reflect that fact for Canadian models. But providing AWD on the hybrid Santa Fe in Canada means cost cutting somewhere else.
    1
  3249. wasabi9111: I usually keep my cars for a minimum of five to six years and up to eight so resale value is less of a concern to me than if I leased or traded a vehicle more frequently. And you're correct that Toyotas hold resale values extremely well. However, I traded our 2013 Sorento when I bought the new vehicle and got $14,000 in the trade in addition to the $7000 discount off MSRP on the 2018 model. That put the resale value within about $1000 of the KBB estimated resale value of a 2013 Highlander. So, as you can see the discount was not "negated" by the resale value. It appears, especially here in the Pacific Northwest, that Kia's old reputation for building low quality vehicles is rapidly disappearing as their more recent offerings have improved so much. And that has a trickle down effect on resale value. The dealer where I traded my 2013 Sorento had a large sign in the showroom soliciting trade-ins for Sorentos and sold mine in 3 days for $18,000. I suspect I could have sold my 2013 model for a couple thousand more than I received in trade. YMMV, of course. I have a feeling that Kia's popularity is stronger on the coasts, especially the west coast.
    1
  3250. 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.
    1
  3251. Having jettisoned virtually all sedans from their lineup it's not surprising to see Ford introduce ST models of their crossovers to draw customers into the showroom. But to answer Joe's question, "Who WOULDN'T want an SUV with AWD and 400 HP?" The answer is almost everyone shopping for a mainstream 3 row midsize crossover if the price for a moderately optioned unit is well over $60,000 with tax, title, and license and the real world combined MPG's less than 20 as it almost surely will be with a 3.0L twin scroll turbo engine. (Turbos routinely fail to meet their EPA estimates; the temptation to take advantage of a turbo is just too great.) Ford's shift to an RWD (and RWD-biased AWD) platform was widely anticipated, especially by those who look for an SUV that support serious towing. But what does the Explorer offer? Rated at a maximum of 5600 lbs, it's only 600 lbs more than most of the FWD-biased AWD competition. Compared to the Dodge Durango (8700 lbs) and even the Nissan Pathfinder (6000 lbs), the Explorer's towing capacity is meager. Perhaps Ford didn't want to impinge on sales of the Expedition rated at 6000 lbs. but those who want a midsize crossover that tows more than a midsize boat or a trailer won't find it in any version of the Explorer. OK, so most buyers won't care about towing capacity. But that's not the end of the issues with the new Explorer. The vast majority of Explorers sold to individual consumers won't have the 3.0L turbo V6 of the ST or Titanium trim. In fact, they won't have a V6, at all. They'll come with the same engine as the base version of the Mustang, a 2.3L turbo four banger. That's a fine engine in a 3500 lb vehicle that seats two plus an infant or a small bound and gagged hostage in the rear seat. But the Explorer is a 7 passenger vehicle that weighs about two and a half tons when loaded with fuel and passengers. That's why almost every three row midsize crossover offers a standard or optional naturally aspirated V6, the only exceptions being the Subaru Ascent and the Mazda CX-9. The only NA V6 Ford offers in the Explorer is in the hybrid Limited version and once again, that model configured with popular options such as a sunroof has an MSRP near $58,000 with ttl pushing it over $60,000. In fact, the only way to get an Explorer with an MSRP under $50K is to choose the XLT, the lowest trim level with a 2.3L four cylinder engine. Ford will sell hundreds of thousands of 2020 Explorers, likely putting it at the head of the pack in terms of sales. But that will be the result of their massive sales to fleets (About 1/3rd of all Explorers are sold to fleets, especially to public agencies that replace their vehicles frequently and receive huge discounts on their purchases.) and to those purchasing the lowest trim XLT model with a four cylinder engine. Dealers will receive a few ST's, mainly as "clickbait" to draw customers into the showroom, much like the Jeep Grand Cherokee TrackHawk and the Durango SRT. Unlike other versions of the Explorer they won't be discounted as heavily because Ford won't be dumb enough to produce many.
    1
  3252.  @jeremypopkess3460  You need to catch up, Jeremy. The Durango began as a body on frame SUV but has been on a unibody platform since 2010. It's currently built on the same platform as the Jeep Grand Cherokee. There are rumors that the next generation Durango will return to a BoF platform but that has not yet been confirmed. The Nissan Pathfinder is likewise a unibody SUV since 2013 with a 6000 lb tow rating. Nissan may resurrect a BoF SUV in 2020 (the Terra) but it's unclear where that will leave the aging unibody Pathfinder. As for the rest of your comment, I can't make much sense of it. I'm well aware that the only 3 row midsize crossovers that offer only a 4 cylinder engine are the CX-9 and the Ascent. Most rivals offer a standard or optional naturally aspirated V6. In the case of the Explorer the only V6 powered versions are the ST and the Platinum trims. Each has a 3.0L twin scroll turbo. The only NA V6 is in the Explorer hybrid. As far as the Explorer's 2.3L turbo, I'm well aware of its power output and it's a fine engine in a 3500 lb Mustang. But the Explorer has a curb weight of well over 2 tons and I would have to question the durability of a relatively small 4 banger in such a vehicle. I'd make exactly the same comment about the Mazda CX-9 and the Subaru Ascent.
    1
  3253. The extended range of pure EV's to 225+ miles in vehicles with decent performance and a purchase price in the mid-$30K neighborhood is a potential game changer, I think. Here in the Puget Sound region commutes of 30-40 miles each way are fairly common. An EV with a range of 100-120 miles has to be recharged every day. Adding more than a hundred miles to that range transforms a daily driver (only) to one that can be driven for a longer distance without worry. Even a weekend trip to the shore isn't out of the question. And for someone who just needs an urban runabout, recharging once or twice a week can be sufficient. Challenges remain, of course. The price of adding a recharging station at home has to be figured into the budget. And electricity isn't free. States that finance highways primarily with taxes on fuel need to come up with alternate ways of paying for construction and maintenance. (An issue that is already a significant issue with hybrids and plug in hybrids.) Not everyone who'd like to own an EV lives where they can add a recharging station. The entire world isn't populated by suburbanites in single family homes. Apartment dwellers and renters drive, too. And even places like Silicon Valley and Redmond, Washington where employers have added EV recharge stations to ease the range problem find that employees have to arrive early to get a spot. Proliferation of EV's aggravates each of those issues. All in all, the extended range of affordable pure EV's is good news. It's not surprising to see KIA and Hyundai leading the way.
    1
  3254. Excellent, interesting, and obviously a personal list, SG. Some reactions. () Kudos and Right Ons * MX-5. If every other vehicle Mazda makes was crap (and they're not), the company would still justify its existence with the MX5. *Chrysler Pacifica. The poor maligned minivan category deserves some props. I doubt it will help save the category and I'm not an FCA fan but if buyers can overcome the stigma the Pacifica offers significant benefits. Won't convince my wife, though. She doesn't want to be seen in a minivan. And while the Pacifica hybrid is intriguing, I'm disappointed that the only AWD entry is the Toyota Sienna. * Toyota Avalon. Though the Camry was vastly improved in 2018, the Avalon is better still. Clearly Toyota believes that sixty is the new forty. *Acura RDX. Yum, yum. Base MSRP is somewhat misleading. It can get expensive with bells, whistles, and SH-AWD. But I have a feeling you get what you pay for. *Dodge Durango. Short of the massive body-on-frame SUV's, it offers performance, space, and towing capacity along with rear wheel biased AWD. What's not to like? (Other than perhaps reliability concerns with FCA vehicles.) () Yes, but with reservations... *Golf R. A great car. But when I was shopping last spring they were almost unobtainable in the Pacific Northwest. And the few that were available had "market adjustment" prices that made them about $10,000 more than what I paid for a GTI (Autobahn). The part-time AWD is a significant benefit depending on driving conditions and driving style but it wasn't worth $10K to me. *Mazda6. Another excellent car. When I was shopping earlier this year, I put it just barely behind the Accord Touring with the 2.0L turbo engine derived from the Civic Type R. I was somewhat disappointed by the Mazda6 performance but the SavageGeese review suggested why Mazda chose to tune it as they did. *Camaro. I have this perhaps irrational desire to see out of a car I'm driving. The Camaro is sexy as hell but I'd take the Mustang. *Volvo S60. Beautiful. Innovative. But as SG says, "complicated." I've owned several Volvos. Loved them but found each had annoying small failures and durability issues time after time. And those issues were almost always linked to the car being "complicated." Others may have a different experience. *Mazda CX-5. I suspect its a winner for Mazda. A much better home for the turbo4 than the bloated CX-9. But compared to the competition it's cramped in terms of passenger and cargo space, not insignificant aspects of an SUV. I think the Santa Fe is a better choice. () What were you thinking??? *Ariel. A four wheel motorcycle? Actually, I think I know what you're thinking. The Ariel is such an off the wall choice that you can avoid the irate fans of just about any vehicle you've left out. Choose a Mazda? A VW? A Toyota? A Honda? Get ready for the hate. But who is going to be offended that you chose the Ariel rather than their favorite (fill in the blank). It's just so bizarre and eccentric that you get a pass. :) Happy New Year, Mr. Geese. Enjoyable, amusing, and informative as usual.
    1
  3255. It's more than ironic that such an awesome camper named the "California" isn't offered in US. Very sad.
    1
  3256.  @92ASC  Driven "a car with a good turbo engine recently...?" Does a GTI count? How about a Golf R or a Civic Type R? Does a Mazda6 count? An Accord 2.0L turbo? A Ford Edge with a 2.7L twin scroll turbo? A Mazda CX-9? I've driven all of those extensively and I own a GTI. Conclusion. A turbocharged engine in smaller, lighter vehicle makes a lot of sense. Much less so in two ton plus SUV's and in daily drive vehicles that involve a mix of stop-n-go and freeway slogs.
    1
  3257. CX-9 is considerably larger (199" vs 189") but has considerably less interior passenger and cargo space. The Mazda (petrol) engine and six speed transmission is long-in-the-tooth compared to the new 2.5L turbo petrol engine in the Sorento.
    1
  3258. Might be splitting hairs but I think it's a mistake to think of the Santa Cruz as a pickup "truck," In fact, Hyundai is adamant in NOT calling the Santa Cruz a pickup. Hyundai doesn't build pickups, at least not currently. And if they wanted to start, the Santa Cruz wouldn't be a model to begin with. Nor is it the offspring of a one-night-stand between a Tucson compact SUV and a pickup. Thinking of it as an SUV with a truck bed misses the point. All in all, if the Santa Cruz appears to be a midsize sedan with an open bed in place of the sedan's trunk. The resemblance to a midsize sedan is especially strong in the Santa Cruz' top (Limited) trim with its upscale interior, optional 2.5L turbo engine (now found in at least 8 Hyundai, KIA, and Genesis models), and DCT. Not available in the Tucson, by the way. The Maverick, on the other hand, is unabashedly a pickup truck. Not surprising when you consider that Ford has banished virtually all sedans from its North American lineup and ranks as the largest truck manufacturer on the planet. The Maverick's bed is significantly longer than the Santa Cruz and the difference is even greater with the Hyundai's factory installed bed cover taking up significant space at the front of the bed even when it isn't deployed. Ironically, the Santa Cruz compensates for its small bed to some extent with a surprisingly hefty tow rating of up to 5000 lbs compared to the maximum 4000 lbs for the Maverick. All in all, the the Maverick can be configured as an inexpensive work truck, a mission that the Santa Cruz is not designed to fulfill. The Ford is less expensive and Ford's reliance on fleet sales means that the Maverick's total sales volume will bury the Santa Cruz. But that isn't a problem as far as Hyundai is concerned. Their California design studio didn't aim to design a pickup for work duties. It's no accident that Hyundai's photos of the Santa Cruz has surfboards propped up in the bed. All in all, the Santa Cruz occupies a niche that doesn't include a competitor in North America. Interestingly, though, there is a similar vehicle in Australia and some other international markets, the VW Amarok. It's no coincidence, I think, that Australia is an important marketplace for Hyundai. They may well have decided that the Santa Cruz could be designed to fill the "active lifestyle" slot that the Amarok aims for in Australia. Bottom line, Joe. The Santa Cruz is not a "truck." It's a "lifestyle" vehicle that's nearly as long as a Hyundai Palisade. (195.7" vs 196.1") It may well qualify as a small vehicle in comparison to trucks, but it ain't a small vehicle.
    1
  3259.  @supercooled  Now I wonder how I made it through years of deep snow in the hills of Ithaca, New York in a FWD Saab 96. Never an issue.
    1
  3260. 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.
    1
  3261. Actually, the Accord does have a dealer installed option for rear usb ports. It's $120 plus (I assume) labor. You can find it if you "build and price" an Accord on the web. And I strongly suspect that a dealer would throw it in for free if it meant the difference between purchasing a car and not. No question, though, that the Mazda6's Signature trim has an overall superior interior. Your comment, however, raises a subtle but important point. Sometimes, what seems to be a minor issue (and may not even be mentioned by most reviewers) can be important to an individual consumer. For example, neither the Accord nor the Camry has AC vents that can be completely closed. The number of seat adjustments is less important to my wife than that one simple feature. (She hates having having the AC blowing at her face while I love the breeze.) That feature on the Mazda outweighed just about everything else in comparing the vehicles. As it happens the GTI does have AC vents that can be completely closed. Happy wife, happy life.
    1
  3262. 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.
    1
  3263.    If I'm on the highway exclusively I average between 32 and 34 mpg. For an entire tank of mixed driving I usually get around 26-27 mpg.
    1
  3264. And that was impressive. But the Mazda RX8 had a 9500 RPM redline. Of course, it was woefully short of torque and was like driving a 650CC Japanese motorcycle.
    1
  3265. Give Trump's EPA time...Of course, breathing might be a problem, but what the hell.
    1
  3266.  @FamilyWheels  Same here. However, I've noticed when he's left in the car he sometimes plants himself proudly in the driver's seat. :)
    1
  3267. Want a manual Golf R? Better hurry. I'd bet the farm it will be gone in the next model year.
    1
  3268. Yes, it does. Not as full featured as OnStar but worth checking out.
    1
  3269. <sigh> I loved my RX8 even though it was like driving a 650CC Japanese motorcycle. Torque was a foreign concept. Had to be careful not to turn off the engine until it had warmed up. Otherwise, the engine would flood and the car had to be towed to the dealer to change the spark plug. Argghhh! I could squeeze about 19 mpg's out of it if I was careful but more like 14 if I drove it as it was meant to be driven. Still, it was beautiful and a unique sports car. I still miss it along with that high maintenance girlfriend of so long ago.
    1
  3270.  @HALWG51  Well, no. It isn't. The most appropriate comparison is between the Ford Edge ST and the Lincoln "Reserve" trim with a variety of options and the MSRP's are about $8000 apart.
    1
  3271. Not quite the sales disaster you make out, Doug. It's certainly true that Jetta sales have dropped very significantly since 2012 but that's true of virtually all sedans of any size. In the calendar year 2019, VW dealers sold more than 100,000 Jettas, up 11% compared to 2018. And given that the entire compact sedan market was down 16% in 2019 that's hardly a bad showing. Furthermore, in the disastrous first quarter of 2020 when compact sedan sales from all manufacturers were down 28%, the Jetta was down only 7%. And though it was in sixth place with 21,393 units sold, it was only 4,500 units behind the third place Hyundai Elantra that trailed only the Corolla and the Civic. If you're looking for a truly horrible sales performance in the compact segment, that would be the Mazda3. In 2019 sedan and hatchback versions sold only 50,741 units in the US, down 21% from the year before and half as many sales as those of the Jetta. But that's nothing compared to the first quarter of 2020. Performing even worse than other compacts, its sales were down an astounding 47% compared to the first quarter a year before to a paltry 8118 units sold. VW sold two and a half times as many Jettas. VW doesn't break out the sales of the GLI vs the basic Jetta and it's clear that the entire automotive universe will be in severe decline throughout 2020 but it will be interesting to see how the GLI fares. With its top trim MSRP of $30K or so and a GTI engine/drive train and suspension the GLI is a bargain European sedan.
    1
  3272.  @timothysimmons9441  They won't change their minds. To do so would seriously risk cannibalizing Audi sales in the US. The Arteon R MSRP starts at the equivalent of $75,000 in Germany. However, with a Stage I APR tune, the performance of the EA888 engine can be brought to near "R" levels and with AWD the problem of overwhelming the FWD with so much power is largely eliminated.
    1
  3273.  @Astke  The US doesn't have VAT. Sales taxes vary from state to state (and within states) but TTL rarely exceeds 10% of the purchase price of an automobile.
    1
  3274.  @timothysimmons9441  You haven't been checking lately as destination fees have been going up throughout the industry. For the Arteon it's $1200 as it is for every VW no matter where you're located. In fact, I haven't seen any new car with a destination fee below a thousand dollars for quite some time.
    1
  3275.  @Astke  Actually, the reason US MSRP prices don't include TTL (tax, title, and license) is because sales tax charges vary by state and often within a state. VAT (Value Added Tax) is a uniform charge throughout a nation. In any event, TTL in the US almost never exceeds 10% of the transaction price while VAT is typically around 17%.
    1
  3276.  @blue-ck9ns  Actually, the Golf R doesn't sell well in the US. In fact, sales are so soft for the Golf R that VW opted to drop it in the US in 2018. When US dealers objected that doing so would mean that elimination of such a "halo" model would hurt sales of other models, VW relented and agreed to send a few Golf Rs to the US but only as many as dealers could get customers to pony up a $500 deposit. Sales were strong enough for VW eventually to leave the "R" in the US portfolio (without a deposit) but they're still relatively rare. (Interestingly, that's not as true in Canada where AWD vehicles are relatively far more popular than in the US.) The bottom line is that the GTI and Golf R are so iconic among VW faithful in the US that VW continues to export them to the US in relatively limited numbers even though they're not profitable models in America.
    1
  3277.  @blue-ck9ns  It's true that Europeans are prepared to pay far more for VWs than Americans. That's partly because automobile ownership is far more widespread in the US than in Europe where budget constrained Europeans frequently have the option of inexpensive mass transit that Americans lack. As a result Europeans who purchase vehicles that Americans would consider purchasing are typically more affluent (on average) and thus more willing to pay more for comparable vehicles. Furthermore, Europeans have the choice of less expensive (typically smaller) vehicles that Americans never see and likely would never purchase. The Polo brand from VW is an example. European brands typically cope with the differences with a couple of strategies. First, they simply don't send models to the US that they believe Americans would find too expensive. When they do offer the same models in the US they frequently strip content from the European spec versions and/or combine multiple individual options into a few trim levels to constrain production costs and achieve savings through volume production. GTIs for sale in the US, for example, have few individual options compared to Europeans including a wide range of colors and US spec Golf Rs lack a sunroof option that's available in Europe. As far as the Arteon is concerned if the R version were to be sold here I'd expect to see it with some cost cutting compared to the features of the European version and probably sell for around $60,000. But even at the $55,000 you speculate, that would be a price that would seriously risk cannibalizing much more profitable Audi sales. And that is a risk that VW is clearly unwilling to take.
    1
  3278.  @blue-ck9ns  That's certainly true. When I was replacing my MK6 GTI in 2018 I seriously considered a Golf R as reviewers pointed out it was only "a few thousand dollars" more than the MSRP of a loaded Autobahn trim of the GTI. In fact, however, I purchased my GTI for about $6000 under MSRP and Golf Rs were commanding "market adjustment" stickers that pushed the price difference to about $10,000. The R is an awesome vehicle but since my track days are spent on two wheels rather than four and the "R's" additional power is less obvious on the twisty back roads I enjoy, the ten grand was simply a bridge too far for me.
    1
  3279. You're correct that Mr. Dettman was in error when he said the 2021 Durango is a body-on-frame SUV (as is the case with trucks and even larger SUV's). However, he does correct that error in the text above. Furthermore, there has been an abundance of press reports for the last couple of years that the 2021 Durango would abandon its unibody construction for a return to a body-on-frame design. So perhaps Mr. Dettman should be forgiven for his initial error. As far as the Grand Cherokee is concerned, that appears to be a confusion with the forthcoming Jeep Wagoneer that will be a body-on-frame vehicle while the Grand Cherokee retains its unibody construction.
    1
  3280. Do you have the arms of a T-Rex?
    1
  3281. No need to sue you. Kia can just ignore you and will lose very, very few sales.
    1
  3282.  @deanmarr785  Have owned both the last MKVI GTI built in Germany and the MK7.5 built on the MQB platform in Mexico. The latter is unquestionably tighter with better fit and overall superior.
    1
  3283. Marketing choice to bolster the prestige of the KIA brand as a significant international player.
    1
  3284. The problem with comparisons between the Golf R (and the GTI for that matter) and the i30N is that the latter is not and will not be available in the US.
    1
  3285. 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.
    1
  3286. In the US even finding a wagon is a challenge.
    1
  3287.  @james2042  Actually, no wagon from Mazda in the US unfortunately. But VW does offer the Golf wagon and the Golf Alltrack. Nevertheless, it's a very, very small set of choices and only the VW's are under $40K. That's a smaller set of options than among minivans.
    1
  3288.  @james2042  You're right about the Buick MSRP. But it's not the cheapest of the bunch. The Golf Sportwagon starts at $21,895. And options are very likely to push the Buick to about $40K.
    1
  3289.  @Robert-j6r8c  Was wondering if anyone would point that out. According to the US Dept of Energy..."By the turn of the 20th century, electric vehicles are all the rage in the U.S., accounting for around a third of all vehicles on the road." Jeez, it appears that it's taken more than a century for EV's to be more than a novelty. :)
    1
  3290.  @user-gm4kv2my4u  You're right. That's why the Telluride has been such a sales disaster. :)
    1
  3291.  @normt5463  When I was shopping last year I found the interior of the CX-9's Signature trim very impressive, much like many other reviewers have claimed. I did, though, have some concerns about the durability of the materials in the cabin. An owner can control that to some extent, of course, but in a family SUV with a kid and a big dog along with my wife and me, I was skeptical about being fastidious. :)
    1
  3292. Wouldn't trade my GTI for the Civic SI but the Honda is an impressive vehicle for the price.
    1
  3293. 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.
    1
  3294. One of the greatest strengths of the Hyundai/KIA partnership is the ability to build cars that share a large number of components while appealing to different sub-segments of market categories. The Palisade and Telluride are the most obvious examples but not the only ones. The Santa Fe and the Sorento, for example, are nearly identical under the skin but different engine options and seating rows disguise the similarities. Other examples such as the Sonata vs the Optima and the Hyundai Elantra vs the KIA Forte abound. In the case of the Stinger KIA has aimed to produce an "Americanized" version of a classic European GT sedan. At 190" it's about 2.5" longer than an Audi A5 Sportback and 5.6" less than an A7. The Genesis G70, on the other hand, is clearly aimed at the classic European sport sedan, the BMW 3 series (3 series: 185.7" vs G70 184.4") When KIA introduced the Stinger I think they made two mistakes, one that would have been easily avoided and the other a more difficult challenge. The name "Stinger", I believe was an error. Although the vehicle is clearly a budget version of a European GT sedan the moniker "Stinger" is closer to an American muscle car like a Dodge "Charger" or even a Ford "Mustang." I doubt seriously that many shoppers who consider buying an Audi A5 consider a Charger but the name "Stinger" seems to suggest the same kind of vehicle and the Stinger and Charger are clearly very different. New cars have only one chance to make a first impression and I think KIA's choice of the Stinger label was a mistake. A bigger problem was that without a luxury division of its own KIA had to sell the Stinger through its existing dealer network. Not only were KIA dealers unfamiliar with a vehicle like the Stinger and unprepared to sell it, buyers looking for a GT sedan were seldom to be found walking into a KIA showroom. In fact, KIA initially faced a similar problem with the Telluride. And for that reason KIA dealers under-ordered the top trim SXL Telluride in favor of the less expensive lower trims. As my KIA dealer said to me, "We were completely unprepared for a customer willing to spend nearly $50,000 for a KIA." In that case the obvious superiority of the Telluride led to massive demand, long waiting lines, and "market adjustment" stickers but the inherently more limited demand for a GT sedan (and shrinking overall sedan sales) didn't have the same effect. I suspect, in fact, that if KIA had introduced the Telluride before the Stinger the latter would have generated significantly more interest and dealer ability to deal with non-budget consumers than it did. (KIA dealers have begun to learn the lessons their Telluride customers have taught them.) Of course, the G70 has also had its problems. In fact, the Stinger outsold the G70 in the 2019 calendar year (13,000+ vs 11,000+) and in the disastrous first quarter of 2020 (for all manufacturers) the Stinger sold a few more units than the G70 in the US (2600 vs 2100.) But the Genesis has other problems including a tiny dealer network and the last thing Hyundai wants to do is drop one of its few Genesis models regardless of its anemic sales. KIA may well decide to discontinue the Stinger, especially in the expectation that the rest of 2020 (and 2021) will be a sales disaster for the entire automotive industry and sedans in particular. And if Hyundai/KIA believes the Stinger is stealing sales from the G70, they may decide to sacrifice it to help the Genesis brand. That would be a shame, I think. The Stinger is an excellent GT sedan, especially versatile and comfortable for long trips. But automotive brands (and dealers) couldn't care less about such attributes if they don't sell. And KIA is focused like a laser on hitting the sweet spot of consumer demand in all their vehicles.
    1
  3295. As a Kia Sorento owner I'm struck by the similarities and differences between the Santa Fe and the Sorento. The two vehicles are almost exactly the same size. (The Santa Fe is about one inch shorter.) They share the same chassis and the same AWD systems including the center differential locking feature. The switch gear (e.g. climate control, infotainment content, etc) all come from the shared Hyundai/KIA parts bins. Anyone familiar with the Sorento will feel at home in the Santa Fe. On the other hand KIA dropped the two row seat and turbo 4 options when the Santa Fe was introduced. Most Sorentos are fitted with a V6, an option not available in the Santa Fe. KIA plans to add a diesel option for the Sorento in North America in the 2019 model year; no such plans for the Santa Fe. The top SX-L version of the Sorento has more luxury touches than the "Ultimate" Santa Fe. But the two row Santa Fe is significantly less expensive than the three row Sorento. It appears that Hyundai's Palisade will be both larger and more luxurious than the Sorento while the Kia Telluride will take a different route with a more "rugged" upscale crossover. All in all it appears that Hyundai and Kia have decided to split the baby in the Goldilocks CUV category between the Santa Fe and the Sorento. Looks like a strong strategy combining cost savings from shared engineering and parts with clear differentiation in model appeal and priorities.
    1
  3296. I've owned a lot of automobiles in more than half a century. The only Nissan product I've ever owned was a much loved 240Z. So I don't have a lot of experience with the brand. I did look fairly at a previous generation Murano back in 2012. It was the first CVT I'd driven and it was AWFUL. Its egg shape looked like it was designed to transport a cargo of inflated balloons. All that combined with the fact that the Nissan dealers in my area are all of the "what-can-I-do-to-put-you-in-a-car-today?" variety that meant I got out of the dealership as fast as I could. With all that said, I have to admit the new Rogue seems to be a huge improvement over its predecessor. The boxier shape cuts almost 3" off the length while improving the overall passenger and cargo space. I'm still no fan of CVTs but there's no question that the design and engineering has improved significantly in the last decade. And the somewhat greater fuel efficiency explains why so many automakers have adopted them. From what I've seen few consumers will see a CVT as a major negative. All in all, even with a 39% drop in sales in 2020, the current generation ranks 4th in sales in the compact crossover category in the US. The new generation should significantly improve on that.
    1
  3297. Totally unfair to Subaru. Should have been running a 0-60 time OFFROAD. Of course, you might have to extend the video to a half hour. :) Seriously, though, Subar-ites couldn't care less about quick performance. Have a (single female) friend who replaced her Civic with an Impreza. She loves the security of Eyesight and the feeling of control she has with her Subie's AWD in messy Seattle winters. Even more important, her dog loves the Subaru.
    1
  3298.  @thecriticalthinkeroutsidet4947  Well, you're not the only one but you're part of a very unique cult. :)
    1
  3299. GTI patisan here. I've owned several, most recently the last of MK6 versions (2013) and a 2018 MK7.5. Unlike those who dissect each and every model to praise or condemn tiny changes in wheels, grills, lights, seats, etc., I appreciate each of the various versions as variations on a common design. Looking at every GTI from the first to the eighth generation and it's clear they're part of the same family. Fun to drive, practical with excellent visibility and an unmistakable family resemblance. Now that VW has largely given up trying to sell their Eurospec vehicles in North America, the GTI, Golf R, and Arteon stand more or less alone as the sole representatives of what VW sells in Europe. I appreciate that. I doubt I'll be trading my 2018 GTI for the 2022 model. No more than I'm inclined to trade my faithful dog whose second home is the back seat of my GTI for a newer, younger model. (Or for that matter trading in my wife.) But I appreciate the fact that VW continues to produce GTI's that are evolutionary versions of their ancestors.
    1
  3300.  @willjacobs4101  The CX-9 does handle well but it's no "faster." 0-60 times are virtually identical at a bit over 7 seconds. And for long distance cruising at high speed, a naturally aspirated V6 offers smoother power delivery and great long-term durability.
    1
  3301.  @crk58241  You're correct that the CX-9 is suitable for small families who don't need to carry much. It should fulfill at least that requirement considering that at 199" long the only larger midsize three row suvs are the Dodge Durango and the Chevy Traverse. And that's with less cargo space than a Honda CR-V or a Surbaru Forester. In short, the CX-9 design is the most space inefficient in the entire automotive industry. It does drive relatively well on secondary roads but the primary mission of 3 row crossovers is coping with suburban traffic and public parking lots, neither mission being helped by a grossly oversized vehicle. For canyon carving there are a myriad of better handling vehicles with about the same amount of cargo space and a foot or so less length to drag around. Then there's the fact that practically every other 3 row midsize crossover offers a standard or optional V6. (Only the Subaru Ascent limits the choice to a turbo 4.) The engine in the CX-9 in works well in the Mazda6 and even in the CX-5 but the CX-9 is at least 800 lbs heavier than a Mazda6 and about 500 lbs heavier than a CX-5. Add passengers, fuel, and gear/luggage to the vehicles and that difference can grow by at least another 200 lbs. A fully loaded CX-9 can weigh close to two and half tons! There's a reason that almost every other manufacturer offers a V6 in vehicles the size of the CX-9. A relatively small displacement turbo engine propelling that much weight raises a serious question on long term durability.. When the latest version of the CX-9 was introduced last year it generated a lot positive comments from reviewers largely focused on its undeniably upscale "Signature" trim. But there's a reason that beginning in June of 2018 sales of the CX-9 began to drop below monthly sales from the same month the year before. And that trend has continued throughout 2018 and this year.
    1
  3302.  @crk58241  You're correct that a number of manufacturers are offering turbo4's for some of their SUV's. But in almost every case those brands also offer larger displacement V6's in their large midsize crossovers. Some don't even offer turbo 4's in their larger vehicles. Comparing the CX-9 to the Audi Q5 is something of an apples to oranges comparison. The Q5 is about the same length as a Subaru Forester and only a couple of inches longer than a CR-V or a Mazda CX-5. Its curb weight is about 300 lbs (!) less than a CX-9 and more like 500 to 600 lbs less when filled with its maximum capacity of 5 passengers. And speaking of weight, if Mazda decided to go with the turbo4 to save weight, it's worth noting that at 4383 lbs curb weight, the CX-9 is heavier than a Honda Pilot (4319 lbs) or a Kia Telluride (4354 lbs) each of which has a V6 engine. In fact the reason Mazda uses a 4 cylinder turbo engine in the CX-9 is the same reason Subaru uses one in the Ascent. As the smallest independent mainstream automotive manufacturers in the world, they don't have the resources to design and produce the same variety of engines as their rivals. I don't doubt that the CX-9's performance when new is adequate. It's the durability of a more highly stressed small displacement turbo engine in a very large, heavy vehicle that's an issue. Physics is physics. The nationality of engineers and the location of production facilities doesn't trump that.
    1
  3303.  @stevendphoto  When the last 4Runner owner dies. :) Ran into an elderly fellow recently who had just replaced his 22 year old 4Runner with a brand new one.
    1
  3304. Not surprising to see Ford drop the MSRP of the Explorer. Clearly the competition (Especially the Palisade and Telluride) that top out in the low $50K range and the relatively small MSRP between the top trim Explorer and the mid-level Aviator with a moderate set of options that comes in at about $64K has convinced Ford that they couldn't justify the $60K+ out the door MSRP for the ST and Platinum versions. It will be interesting to see what it does to the real world prices on dealer lots. Here in the Seattle area 2020 ST and Platinum versions are being offered at up to $8000 off MSRP just to compete with rivals like the Korean twins. Whether those discounts will remain given the drop in MSRP for the 2021 Explorer will be interesting to watch.
    1
  3305. I must admit I'm somewhat mystified as to what the Nissan strategy is as far as midsize sedans is concerned. At a time when each of the major competitors are generating headlines with their new models, Nissan seems to be soldiering on with the headline being "comfortable seats." On the engineering innovation front they tout the variable compression 2.0 turbo but its real world advantage isn't immediately obvious and goes unexplained by Nissan. And even more mysterious is why it's not mated to their other new option for the model, all wheel drive. All in all, I've watched Alex' explanation of the various trim levels several times and I suspect I'm not alone in finding Nissan's various combinations of features and options to be VERY confusing. And Alex, as usual, is far better describing them than a typical salesperson will be. I may stop by a Nissan dealer just for laughs to hear what they say. So who is going to buy this? Those cross shopping with a Subaru Legacy? Perhaps. But Subar-ites are among the most brand loyal consumers in the automotive universe. I doubt many will be tempted. Accord, Camry, or Mazda6 shoppers? Again, maybe a few but since a shopper would need a spreadsheet to compare features of the Altima with the much more straightforward trim levels of those vehicles, I'm skeptical. The buyer wondering if it's worth paying a premium price for a Maxima? Bingo. So Nissan is expecting to cannibalize the sales of their premium model with a lower priced Altima? Very odd strategy.
    1
  3306.  @SergioSilvaBramptonMitsubishi  Your point is well taken. In fact the more accurate (but more complicated) approach is to compare the total legroom in all three rows to determine which vehicle has more passenger space. Doing so enables one to take into account that both the first and second rows can be adjusted fore and aft to allocate the needed legroom for all 3 rows. That comparison is as follows... Sorento 41.4" + 41.7" + 29.6" = 112.7" Outlander 41.7" + 39.9" + 18.7" = 100.3" Another approach is to compare the total passenger room in the two vehicles that takes into account legroom, headroom, shoulder room and hip room in all three rows. According to Car and Driver that comparison is as follows. Sorento: 154.2 cubic ft Outlander 125.5 cubic ft
    1
  3307.  @RaitisRides  I'm shocked! Ever try an Italian suit? :)
    1
  3308. I'm inclined to believe that the optional turbo 4 in the Legacy and Outback is a better fit than in the two ton plus Ascent where almost all competitors (other than the CX-9) offer standard or optional V6's. Have to await tests to be sure but I wouldn't be surprised. Furthermore, one problem Subaru has always faced is the cost cutting in their interiors necessitated by standard full-time AWD. It appears they've stepped up to the plate to offer a much more premium interior and better features in the new Legacy and Outback, at least in the top trim levels. The competition is tough in the shrinking midsize sedan market (e.g. Accord and Camry) but it looks like the Legacy is finally something more than an "also ran" for customers not already loyal to the Subaru brand.
    1
  3309. Often a Hyundai vehicle looks like the design was completed before it was subjected to a final review by a committee where some additional bulges and creases were added. That's the case with the new Elantra but the result isn't completely without appeal.
    1
  3310.  @moeanthony9308  As someone who made a living for a number of years running and interpreting survey results I'll just say that your comments about CR's annual auto ownership survey don't pass the smell test. I'll leave it at that unless you want a more detailed rebuttal. Personally, I wouldn't be in the market for either a Range Rover or a Land Cruiser. But I think what you're actually asking (absent any detailed information about either) is whether I'd initially have more confidence in the reliability of a Toyota vehicle versus a Land Rover vehicle. No question that the Toyota would win on that score. The fact that Toyota pickups are the vehicle of choice of ISIS and other terrorists all over the world only reinforces that initial assessment. :) On the other hand, average reliability isn't the be all and end all of a purchase decision. There's the critical issue of a purchase price where the Land Cruiser wins as well. Likewise in the cost of parts, maintenance, and repair. But if I'm prepared to purchase a Range Rover none of that matters much. Which would I prefer day in and day out? From what I've seen the Range Rover wins that hands down. And unless I believed that the Range Rover is likely to leave me stranded on a regular basis (doubtful), I might well be prepared to deal with the a difference in overall reliability and the cost of ownership for the satisfaction I feel on a daily basis in driving the Range Rover. After all, what's good enough for Queen Elizabeth is good enough for me. :)
    1
  3311.  @moeanthony9308  Uh huh....So no real evidence of kickbacks to CR...not surprising. You might try using some common sense. Consumer Reports evaluates literally thousands of consumer products, not just automobiles. The brand is heavily dependent upon consumer faith in their objectivity. Do you really think Consumer Reports, a non-profit organization, by the way, would risk its reputation for the sake of kickbacks from an auto manufacturer? And if they did, don't you think it's very, very likely that other manufacturers would make sure the word gets out? And since CR relies on support of its subscribers to survive, how long would that support last if subscribers thought CR was taking kickbacks? And once subscriber support dried up how much would an auto manufacturer be willing to "kick back" to CR? Common sense is an excellent antidote to conspiracy theories. You might try it.
    1
  3312.  @moeanthony9308  You might try re-reading a post before you push "save" to see if it makes sense. On the other hand, if you want to stick with conspiracy theories with no evidence, whatsoever, you might want to put some tinfoil in your hat...or just stick with Faux News.
    1
  3313.  @moeanthony9308  Insults are easy. Facts are hard. That you lack any of the latter is a sure tell.
    1
  3314. My List. () Highly Recommended - Five Stars Alex on Autos. Detailed. Comprehensive. The standardized format he uses makes it easy to compare vehicles. Up front about his own perspective but able to put himself in others' shoes. When I'm considering a purchase I always look first (and last) at Alex on Autos. Driven Car Reviews. Tom Voelk is a true pro. Strong production values. Well scripted commentary. Very little fluff. Subtle humor. Personally, I appreciate the fact that lives in the Puget Sound area where the scenery is beautiful and I often recognize the roads. Deserves more subscribers than many of his rivals. Jay Leno's Garage. Suffice to say that if you don't love Leno's channel you don't love cars. () Recommended - Four Stars Redline. I find Sofyan Bey's reviews somewhat uneven at times but at his best he's among the best. His priorities don't match mine but that's OK. Doesn't put much emphasis on details about engines, transmissions, suspension, etc in comparison to his evaluation of style. His response to acceleration is typically orgasmic. I never have a feeling he's anything but honest. Straight Pipes. Very entertaining. A young Canadian perspective. Wouldn't miss "cliche corner" or the obligatory "visor test." Bless their hearts, they try to be objective about vehicles that don't interest them but it's clear where their hearts lie. Family Wheels. Another Canadian perspective with emphasis on "family" vehicles. Those looking for a crossover should check them out. Savage Geese. I've learned quite a bit from SG over the years. He's obviously knowledgeable about automotive engineering and design. I found his take on the Mazda6 and the Stinger especially informative. Occasionally humorous but he's no stand up comic. I usually skip the segments with Scott Burkowski (sp?). He appears to hate all vehicles manufactured after a '55 Chevy. Perhaps it's the fact that SG lives in Illinois where hills are molehills and roads seldom have curves but I find watching his videos rather dull on the whole. Often informative but kinda dull. Kelly Blue Book. The main reason to reason to watch KBB is Micah Muzo. And for those (ahem) mature male viewers there's Lyn Woodward. Micah manages to squeeze a lot of information into his commentary. It's always amusing and borders on hilarious from time to time. () The Rest. From Recommended with Reservations to Watch Only When Bored Engineering Explained. The only reason this isn't ranked higher is that Jason does relatively few reviews compared to his instructional videos. Nevertheless it's well worth watching even when the content is arcane. Autogefuhl. A European perspective. Long, involved, and comprehensive reviews. But often of vehicles we Americans can only dream about. Great to stoke envy. Doug DeMuro. Lots of fans. Somewhat puzzling to me but if you're looking for a detailed exploration of a vehicle's owners manual, Doug is the guy to watch. To be fair, he's amusing and apparently has a cult following. The Fast Lane Car. Was once among my favorite sites. The staff additions don't live up to the originals. But still a great site in you're interested in off-roading and hate Subarus. Matt Moran. If you're looking for a perspective on vehicles from a guy who drives and loves a Mustang Bullitt, Matt's your guy. Lots of others fall into the "only watch when bored" category. It's mainly made up of budget constrained reviewers who obtain their test vehicles from a local dealer they're obligated to thank profusely. I sympathize with these guys but don't have much faith in their objectivity.
    1
  3315.  @justinfontaine5539  Hey Justin, good to see you again. :) You make the best possible case for the bloated CX-9. Unfortunately, trying to cast the CX-9 as the "prettiest girl at the bar" is a bridge way too far. Perhaps the prettiest girl at fat camp. If you're looking for "incredible" "handling and road feel," a two ton plus 17 ft long crossover is not even in the game. You're right about one thing, though. You can get a CX-9 for much less $$$ than a Telluride. That's largely because CX-9 sales have been dropping year on year since June of 2018.
    1
  3316. @Forced Induction Thanks, buddy. I appreciate the comment. It balances to some extent the diatribes and insults from CX-9 fan boys. :)
    1
  3317.  @justinfontaine5539  So what you're saying is that Toyota's efforts to update the Highlander with a couple of inches more in length didn't work because, according to you, "they uglied it up with goofy side lines and rear end." I'd agree that the Highlander needed a much more thorough redesign but the fact that trying to make it "more sleek" without improving its actual utility is a far more compelling explanation for its failure.
    1
  3318. Yeah, but if you replay it a couple of times and listen carefully it answers just about all one's questions if you're not a Land Rover fan.
    1
  3319. Ficon: Might depend on where you live. I recently went through the shopping/purchase experience in the Seattle metro area. I got a nearly $6000 discount on a fully loaded GTI (Autobahn) while not finding a single dealer who would budge from MSRP on the R. (In fact, I found only one dealer who would sell the R at MSRP and that was a single car that was not already reserved when it arrived.) Altogether that made the price difference between the loaded GTI and the R about $10,000.
    1
  3320. Not for the North American market. The Atlas has replaced the Touareg here.
    1
  3321. Other than Infiniti faithful (of whom I'm sure there are a few), I don't see what would tempt those looking for a luxury compact crossover to select the QX50. Like Alex, I'm not fanatically opposed to CVT's. They're not all created equal and there are some potential advantages over tradiitional geared AT's in terms of both performance and fuel economy. But despite Nissan's considerable experience with the technology they seem to have failed to conquer some of the CVT's most objectionable attributes, at least compared to rivals. All in all, Infiniti, like the rest of Nissan's offerings seems to be caught in a downward spiral in terms of consumer appeal. That's a shame.
    1
  3322. Only if they want to lose even more money on it.
    1
  3323. As usual, the generational changes in the GTI are (thankfully) evolutionary. I owned one of the last MK6 GTIs and now have a 2018 MK7.5 DSG Autobahn. Thoughts of replacing it are akin to thoughts of trading in the family dog. So I won't be considering a MK8. Like many others, I'm sorry to see VW replace so many buttons with haptic controls but it's hardly a deal breaker considering the MK8 GTI's other strengths. If I didn't already own a GTI, I'd jump at the chance to purchase the new model. What I might do, however, is to opt for the forthcoming 2022 version of the Arteon with its 300 HP engine and DSG in place of the current 8 speed torque converter and reserving the GTI for my 17 y/o daughter. I'd have a tough time trading it or selling the GTI if I could keep it in the family I think I could cope. In the meantime, though, I recently came across a 2012 VW CC with a manual transmission and only 45K miles on the clock. Owned by an engineer who treated it like it was his firstborn it looked and felt like a new car. And even in this era of insane used car prices I was able to buy it for less than $11K. So now I can largely eliminate my daughter's repeated requests to borrow the GTI and she has seen her prestige among her peers, especially the males, improve markedly when she drives a "stick" to school. As for me, driving the CC with its manual transmission has meant resurrecting my MT driving skills that lay dormant for nearly a decade. (After many, many years of driving "sticks".) I wouldn't opt for an MT if I had to commute daily in the nightmare of Seattle's near gridlocked freeway traffic but on the backroads of Washington's Olympic Peninsula it's a hoot.
    1
  3324.  @Sigmanovar  This comment reminds me of an old I Love Lucy episode where Lucy and Ethel purchase a dress shop and have very few customers. Lucy comes up with the bright idea of slashing the price of their dresses and throwing in a hat for free. Ethel objects that "We'll lose money on every one we sell!" "No problem," says Lucy. "We'll make it up in volume!"
    1
  3325. It's easy to criticize the Tiguan's third row. It is tiny. On the other hand, it has as much legroom as a Toyota Highlander's 3rd row.
    1
  3326. As noted in my extended post, there are both advantages and disadvantages in that feature. The MX-5 is a far better daily driver.
    1
  3327. My GTI has the same functionality. I like it, as well.
    1
  3328.  @xuhan4682  Dead...at least in the US.
    1
  3329.  @xuhan4682  I find the absence of affordable wagons disappointing, as well. But automakers produce vehicles that sell, not just those that appeal to self-styled "enthusiasts."
    1
  3330. We're close to the same in terms of our "Get off my Lawn" age categories and in two ton plus SUV's I agree that naturally aspirated V6's are superior to turbo 4 cylinder mills but Ford's 2.7L twin turbo V6 is an exceptionally smooth engine with excellent midrange acceleration.
    1
  3331. The MSRP comparison was seriously flawed. MSRP is only a rough guide to real world pricing but comparably equipped the Atlas MSRP is $50,085 compared to the Telluride $46,930. It's possible, of course, to pay far less than that but the Atlas in the video appears to be a FWD mid-level SE trim compared to a fully loaded SX AWD Telluride. Back down the trim level on the KIA would have been about $1500 less than the comparable Atlas.
    1
  3332.  @EGGINFOOLS  I realize the problem stemmed from the apples vs oranges trims of the vehicles. But I don't think that justifies calling the Atlas "the best value." It's the cheapest of the three vehicles in the comparison but that doesn't make it the "best value."
    1
  3333. VW has learned a couple of lessons in the last decade. First, don't cheat on emission tests for their diesels, especially in the US. Second, Americans want BIGGER and preferably less expensive VW's than their European counterparts. The Atlas replaced the smaller Touareg in the US. It's built in Tennessee and not even available in Europe. Same story with the current Jetta, larger than its predecessor and not for sale in Germany. The US Passat is larger and bears little resemblance to the European version. And the same story with the US Tiguan where the second generation smaller version isn't available in the US. On the other hand, Americans are much less concerned with fuel efficiency than European consumers where gasoline is sold by the liter rather than the gallon.
    1
  3334.  @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.
    1
  3335.  @Roaming50  All start/stop systems are not created equal. The system in my GTI is seamless with no lag, whatsoever. Furthermore, when the system shuts off the engine it retains accessories such as air conditioning and automatically restarts if it detects too much drain on the battery, a condition that occurs frequently in summer and winter.
    1
  3336. ​ @blitzbbffl  If a manufacturer wishes to receive credit for a stop/start system in their CAFE ratings, it is required to be defaulted to "on" whenever a vehicle is restarted. You're correct, I'm sure that there is no requirement that the system be controlled on the infotainment system''s GUI. The system on my GTI is a switch on the center console.
    1
  3337.  @blitzbbffl  That's interesting. I wasn't aware of that. I assume that Alfa doesn't need the credit to apply to the CAFE scores. Considering the lineup of their models, that's not surprising.
    1
  3338. As is so often the case, Alex on Autos is the place to go for complete, detailed, and accurate information about automobiles.
    1
  3339. I don't have a dog in the Lincoln vs Caddy fight but frankly it looks like Caddy brought a knife to a gun fight.
    1
  3340.  @RPD91  Can't speak to what engine is used in the Azera outside the US. The Azera is no longer available in the US. However, when it was available in the US its displacement was 3342 cubic centimeters. That is the same 3.3L engine that is now used in the Kia Sorento, the Stinger, and the Genesis G70. It's possible that Hyundai used a different engine in non-US markets but I'm skeptical that they would offer another engine 200 cc larger than their 3.3L V6, especially since the latter engine provides the same 290 HP you cited. https://www.caranddriver.com/hyundai/azera
    1
  3341.  @AirLancer  Yes, of course. Doesn't change the fact that the same engine is used in all three applications.
    1
  3342. This size of the grill suggests someone should check the M3 Competition for kidney disease.
    1
  3343. Hey, Guys. The new Tucson is a vast improvement over the previous generation. But KIA should eliminate the committee that is presented with a finished design and charged with the task of adding bulges and creases here, there, and everywhere. Some models suffer more than others but the Tucson is among the worst. Kudos for the comments about the utterly stupid placement of the taillights. Frankly, I'm surprised that they aren't prohibited by law. The mandate of the high mounted center brake light a few years back eliminated a huge number of rear end collisions. The taillight placement in the rear bumper is a similar hazard. But the rear end isn't the only BAD light placement decision. The stacked headlights just above the bumper that Hyundai is so fond of (lookin' at you, Palisade) is ridiculous, as well. I live in the US Pacific Northwest. Each year the spring thaw brings many tons of rocks and gravel down from the mountains to highways below. Drivers here learn to give huge trucks extra distance ahead after they've replaced a couple of windshields shattered by the rocks propelled like bullets from the vehicles they're following. Putting the headlights barely above the road makes them vulnerable not only from logging trucks but from smaller vehicles as well. A VERY bad design. Otherwise, the Tucson has much to recommend it but if I were in the market for such a vehicle I'd hold off to see what the closely related KIA Sportage has to offer when it gets its generational update hopefully including rational placement of headlights and taillights.
    1
  3344. Believing that the Viper "NEEDS to come back" is analogous to lamenting the disappearance of the T-Rex.
    1
  3345.  @afcgeo882  I don't think your analogy holds up. Seat belts, air bags, and ABS brakes are extremely worthwhile systems on any vehicle and have almost no downside in terms of adding weight equivalent to an NFL player sitting in the car. You're correct, of course, that safety systems are designed for emergencies but none of the features you cited extract a cost in terms of fuel efficiency 100% of the time. Further, I do quite a bit of winter driving in adverse conditions and I don't think I'm alone in seeing AWD vehicles sliding on ice (where AWD is no help, whatsover) or in a ditch because the vehicle was traveling significantly faster than was safe as a result of a driver believing that AWD protected his vehicle from loss of control in those conditions. In addition, AWD's added weight is not located where it will be helpful in the event of a front end collision; it simply adds to the load that the front brakes must cope with and lengthens the space necessary to avoid going "under a tractor-trailer" ahead of the vehicle. Finally, you'll note that I specifically cited the marginal advantage of AWD over FWD in small, light vehicles. I didn't make a universal case nor did I claim that RWD was as useful as either FWD or AWD. I simply suggested that in a small vehicle with a short wheelbase the cost/benefit advantage of AWD over FWD is much less obvious than in a two ton plus crossover. AWD has a definite place in large, heavy vehicles in climates where winter driving conditions are challenging. But in temperate climates, and in places where a set of winter tires is a worthwhile investment for occasional challenges, I'd argue that AWD is a marketing, not a safety, tool in small cars.
    1
  3346.  @afcgeo882  CIte some figures, George. When you can find over 200 lbs of weight in an airbag system or ABS, get back to me. By the way, seatbelts, ABS, and airbags are mandated in all vehicles. Thus there is no disadvantage for any particular vehicle compared to another. Feel free to try again.
    1
  3347. Does it come with a teenager available to wash it every day? No color looks better when it's freshly washed and waxed than a black car. And nothing looks worse 30 minutes after driving it away. BTW, you might want to mention the KIA K5 GT-Line AWD as another competitor to the Altima with AWD. Especially since it outsells the Altima by a large margin.
    1
  3348.  Richard Favreau  Sorry that I hurt your feelings, Richard. You might feel better if you polished your reading skills. In fact, I've NEVER said that Toyota builds "boring appliance(s)." In fact, the only reference I've ever made to the frequent complaint that Toyota builds "appliances" is to say that the current version of the Camry doesn't deserve such a reputation. As for "mocking" Mazda for poor sales, that, too, is a misreading of my easily substantiated references to the difficulties Mazda faces. As I've frequently noted, I like the brand having owned four Mazda vehicles over the years and dismal sales doesn't necessarily mean an absence of quality. What it does mean, however, is that Mazda faces major challenges in terms of investment in new vehicles and in remaining an independent mainstream manufacturer. That doesn't amount to "mocking" the manufacturer.
    1
  3349. Undeniably beautiful. But considering a purchase? As my wife of Dutch heritage notes, would I marry an Italian model?
    1
  3350. Roman, I think you missed a couple of the most important advantages of a HFC vehicles over pure EV's: range and refueling time. Even now HFC vehicles can be refueled for well over 300 miles of range in less than five minutes, the time required to provide about the same range as my GTI. Other than long range Teslas no other EV comes even close to that range. And it means that a single hydrogen pump installed at an existing filling station can refuel anywhere from 6 to 10 vehicles in the time it requires to fully recharge a single EV. And with far greater range for each of those vehicles. I live in the Puget Sound area surrounded by tech savvy, affluent consumers who already drive EV's and PHEV's to work daily at firms like Microsoft, Amazon, Costco's corporate headquarters, and cell phone firms. Many of those firms encourage their employees to drive EV's and PHEV's by providing charging stations at work. But my friends report they have to arrive early to get a spot at a charging station and leave their cars for anywhere from a half hour to several hours to recharge them and be sure to yield their spot to the next car in line. My brother-in-law who works in Silicon Valley tells the same story. Of course, the infrastructure to support HFC's at the present time is limited to the Bay Area and Southern California (as well as a few spots on the East Coast.) But building out the infrastructure sited at conventional filling stations is about as complicated as adding a diesel pump (and the underground tank to store fuel, served by the same kind of tanker trucks used for decades to supply filling stations). It's far less involved (and costly) than building EV charging stations that can serve the same number of EV's. If I had been a driver in 1901 I would have had to consider the difficulty of refueling my newfangled auto-mobile compared to "refueling" my horse every day with hay. Dedicated filling stations were virtually non-existent. If I could get gasoline at all it was likely from an entrepreneurial pharmacist who added it to the services of his drug store and I would have to take extra cans of petrol along if I wanted to make a day trip. By 1920, horse drawn vehicles had virtually disappeared and finding a livery stable with hay for a horse had become a challenge. Filling stations were everywhere. And that conversion was far more involved than adding liquid hydrogen pumps to existing refueling stations. Of course, EV's and PHEV's can be recharged at home very economically, much like the family stable stocked with hay for the family horse. But that advantage is limited mainly to suburban single family home owners who can afford to add their own charging stations and more importantly take their vehicle "off-line" for up to 9-12 hours while they "refuel." Not every consumer lives in a home that Ozzie and Harriet, Beaver Cleaver, or Rob and Laura Petrie would recognize. At this point HFC's are a lot like ICE vehicles in 1901. Of course they're not ready to meet the requirements of the vast majority of consumers. But they do promise some strong advantages over some other alternatives to fossil fuels in the next few decades.
    1
  3351.  @dvwatts  Ah, you may be right. I sometimes forget how landlords as a class are so eager to retrofit their rental units, both apartments and single family dwellings, with costs averaging between $500 and $1000 per stall to provide home charging systems. How silly of me. Your comment reminds me of one directed at the economist John Maynard Keynes by a conservative lawmaker during the Great Depression. "But don't you think in the long run all these problems will work themselves out?" Keynes replied, "It's always good to remember, Senator, that in the long run we're all dead."
    1
  3352. Alex lives in the Santa Cruz mountains, I believe.
    1
  3353. Hear, Hear. It was such a raging sales success in the past. :(
    1
  3354.  @ascott2168  Reviving either the "Millenia" or the "929" moniker would be roughly equivalent to a cruise ship dubbed the Titanic. Neither name is something that Mazda wants to recall.
    1
  3355. David Klimmek: I have a teenage daughter who'll be driving soon and while she hopes she gets her own car when she turns 16, that ain't in the cards. Nevertheless, I started looking around to see what was available that would provide at least some of the fun of my 2013 GTI with the various driver assist systems that have come along in the last few years that she could drive. So I looked seriously at several sedans (as noted above.) I wasn't expecting to be so impressed by the Accord but I have to say that in its 2.0L turbo configuration, it's very, very impressive. The Mazda does rock. But the Honda ain't your father's (or mother's) Accord, baby. That somewhat de-tuned Civic Type R engine is a wonder. As it happened, though, I thought about not having a GTI in the garage and couldn't pull the trigger on any of the sedans. I ended up with a 2018 Autobahn GTI. At about $6000 less than MSRP it was significantly less expensive than any of the other options and offered the safety and driver assistance features I was looking for. And (sigh) it's a GTI. :)
    1
  3356. Honda builds excellent vehicles. I've only owned one 4 wheel version, a '94 Prelude that gave me 125K trouble free miles with excellent power for its era and beautiful styling inside and out. But I've owned several 2 wheel Hondas with similar great results. I looked seriously at the current generation Accord when it was introduced three years ago and I was strongly tempted when I compared it to the Mazda6, the Camry, and the Ford Fusion. In the end I opted to replace my MK6 GTI with a MK7.5 version for a variety of reasons but it was a tough choice to resist the Accord 2.0L turbo Touring model. If I were in the market today I'd be tempted again but not by the "Special Edition" with its 1.5L engine and CVT. It would still be the 2.0L turbo engine derived from the Civic Type R and with an excellent 10 speed conventional transmission. Further, one of the black marks on the Accord I considered in 2018 was the styling of the front fascia. It appeared to me that it was designed by a committee. Thankfully, Honda has cleaned it up in the new Accord. What else would I consider? The world of the midsize sedan has changed a lot since 2018. If I were in the market (and I may be soon) I'd still consider the Honda 2.0L Touring trim with a delivered fully loaded MSRP of about $38,000del. It's still a beautiful car but the long-in-the tooth engine and 6 speed transmission are major weaknesses in 2021. But there are other choices that weren't available three years ago. For example... The KIA K5 GT with the GT1 option package makes a very strong case. Performance is comparable to the Accord and Camry with its 2.5L turbo 4 cylinder engine now standard or available in at least 7 KIA, Hyundai and Genesis models. The MSRP is about $2500 less than comparable trim and optioned Accord and Camry models. Having owned two KIA Sorentos, I have a lot of faith in the brand's, reliability and durability and the industry leading warranties (bumper to bumper and drivetrain) are reassuring especially in a vehicle with a newly introduced engine/drivetrain. The missing piece in the K5 is AWD that's available on less powerful lower KIA trims or at least an LSD to control the torque going to the front wheels. But that's true of the upper trim Accord (which is FWD only in all trims) and the Camry V6 models, as well. An alternative to the K5 is the KIA Stinger with the same 2.5L turbo found in the K5 and with standard RWD, itself a major plus compared to the K5, the Accord, or the Camry. Fully optioned with RWD the Stinger has virtually the same MSRP as the top trim Accord and the Camry. But that's not all. The Stinger offers RWD biased AWD for an additional $2200 bringing the MSRP to $40,590. Combined with an arguably more premium interior and a variety of bells and whistles the base version of the Stinger appears to be a compelling alternative to midsize sedans from Honda and Toyota. And considering that KIA dealers are more likely to "dicker" the price may well be a couple of thousand dollars less. Finally, an intriguing alternative is the VW Arteon. The mid-level SEL R-Line trim comes standard in FWD form with the XDS+ (electronic LSD). But it offers VW's 4Motion AWD system and DCC (Dynamic Chassis Control) together provide arguably better handling than the Accord, the Camry, the K5, or the GT-Line Stinger. The Arteon's interior and features are undeniably more premium than the Honda, Toyota, or KIA alternatives. And the VW's 2.0L turbo EA888 engine is a marvel both in its stock form and with a Stage I ECU tune that makes it the equal or superior to the alternatives from KIA, Honda, and Toyota. All that comes at the price of a higher MSRP. The mid-level AWD SEL R-Line trim comes in at $44,590 or with selected colors at $395 more. But the kicker is that dealers in my area are offering that trim at a $6000-$7000 discount, making it less expensive than a top trim Accord or Camry. Even the top SEL Premium models are discounted to offers of about $40,000 from several dealers. Bottom line? As tempting as the Accord 2.0L Touring model may be I'd be choosing between the Stinger and the Arteon. And if my budget was limited to a lower trim, less powerful alternative, I'd opt for the K5 with AWD rather than the Accord.
    1
  3357. Very impressive. The only "miss" is the absence of an AWD option. Owned a Mazda "MPV" minivan in the early '90's with AWD that likely saved my wife's and my lives by getting us out of deep snow in a ditch by next to a logging road in the Washington Cascades miles from nowhere. I wondered for years why other automakers didn't offer the option.
    1
  3358.  @dalex7777  True. My local KIA dealer doesn't apply "market adjustment" stickers to any of their vehicles. The downside of that practice is that the waiting list for the fully loader top SX trim stretches to early next year.
    1
  3359. Hey, Tommy. No mention of Devil Tower's starring role in "Close Encounters of the Third Kind" ? And who is "we"? Inquiring minds want to know.
    1
  3360. (1) Cost cutting. (2) Plaid seats are and always will be an exclusive GTI feature.
    1
  3361. Hey Joe. Are you now living at the Jerry Ulm dealership?
    1
  3362. A gorgeous vehicle. If I had room in my garage and my bank account for half a dozen or more vehicles, this might be one of them. Unfortunately, like an Italian suit, it ain't designed for American bodies. Nor is it designed for American highways where making use of its 500+ hp will earn you a trip to jail in all but a few spots in places like Montana. In fact, Joe, that radar sign that indicated you were doing 54 mph in a 25 mph zone was a risky maneuver.
    1
  3363. I share that sentiment but it's not universal, I think. When we first bought a crossover in 2012, replacing a minivan, my wife insisted that I not tell the neighbors that it had a third row of seats. She didn't want to by "typed" as a "soccer mom" and didn't want to be the designated driver for each and every kid in the neighborhood. By the time we replaced that KIA Sorento with the current version in 2018 she had overcome those sentiments and its combination of a relatively compact size (for a midsize crossover) with a third row that's occasionally useful for chauffeuring a gaggle of teenagers had become a real benefit.
    1
  3364.  @moose_tracks41  The 2.3L Ecoboost is a fine engine in a 3500 lb Mustang that seats up to 4 passengers, most likely 2 adults and 2 children. A Ford Explorer has a curb weight averaging half a ton more and seats up to 7 adults and luggage/gear that adds another half ton or more. There's no question that a small displacement boosted engine can be designed to yield prodigious HP and torque and with an appropriate transmission can yield impressive performance. But physics is physics and the stress on that engine is far greater than a larger displacement naturally aspirated or low boost V6 and stress impacts durability, an issue Ford has to worry about for only the relatively short warranty it provides for the Explorer.
    1
  3365.  @moose_tracks41  I doubt Ford is concerned about it, either. After 50K miles or after the vehicle is sold to a second owner the warranty on the engine and drive train expires.
    1
  3366. They did. Some years ago from German brands. And that has fueled the explosive growth in sales of both KIA and Hyundai vehicles.
    1
  3367.  @madisonian50  The legroom in the third row of the CX-9 is essentially the same (29.7") as the back seat of a Mustang.
    1
  3368. Really, really excellent review, Brian! I couldn't agree more that the major weakness of the K5 GT is trying to utilize the power of the 2.5L turbo with prodigious power in a FWD vehicle with neither any form of LSD or AWD. Using its power without wheel hop, understeer, torque steer, and tire shredding in essence means not using that power. Those who think those attributes spell performance may be satisfied with the K5 GT. Others know better. I'm not surprised to see KIA fail to offer AWD in the K5 GT. Neither Toyota nor Nissan offer AWD in their "performance" version midsize sedans simply because they don't sell well enough to justify the investment. Honda and Hyundai don't even offer it in any version. On the other hand, there is no excuse for failing to offer some form of LSD (electronic or mechanical) in a FWD sedan with almost 300 HP and over 300 ft lbs of torque. Hell, my GTI with far less HP and torque has a standard (electronic) LSD. Arguably, a consumer might be better off with the less powerful GT-Line K5 with AWD. At least one can use the power one pays for. Fortunately, at least for US consumers, there's an alternative, the GT-Line Stinger with the same turbo engine as the K5 GT, RWD and the option of RWD-biased AWD. For an MSRP premium of $3000 to $5000 the Stinger offers a more premium sedan and a liftback design with a massive cargo space behind the seats. (The GT-Line does not appear to be available in Canada as far as I can tell.) Sadly, that option won't last indefinitely. It appears that the 2022 model year is the end of the line for the Stinger. KIA has apparently decided to put their high end performance "eggs" in the top trim K6 EV with over 450 HP and instant torque and discontinue even the twin turbo V6 Stingers. Disappointing but not necessarily an isolated case if one considers the demise of the Camaro and the fact that the Mach-E Mustang is outselling all other Mustang models. Disappointing but not surprising.
    1
  3369.  @BrianMakse  Strong argument for the GT-Line over the GT1 and GT2 Stingers, as well, I think. It's 0-60 time is reported as quick as 5.2 seconds, compared to the 4.7 seconds from the Stinger with the 3.3L twin turbo engine. For somewhere between $5000 and $15,000 in savings and few other sacrifices, the Stinger GT-LIne is a screaming bargain.
    1
  3370.  @iamalwayswrite  Care to cite the "facts" you're talking about? They don't come from sources such as Consumer Reports, JD Power, or any other reputable source for reliability of automobiles. More likely you're basing your opinion on internet claims of friends or friends of friends. If not please enlighten us as to the source of your information.
    1
  3371. Not so. Using the "build and price" tools for each model, the total price of the CX-9 (Signature trim) is $47,235 compared to the Kia Sorento (SX-) of $47,480. In addition to the panoramic sunroof of the Sorento, it also has an 8 speed transmission vs the CX-9's six speed box, a naturally aspirated V6 versus a 4 cylinder turbo, a much better infotainment system, and a locking center differential. Further, the KIA has a much, much better bumper-to-bumper and power train warranties. Finally, having actually negotiated a deals for the CX-9 and the Sorento earlier this year, I received a bottom line offer $4000 less for the Sorento than for the comparable CX-9.
    1
  3372.  @KansasTornados  I have. And an eight gear transmission is not necessarily superior to six gears. However, in this case the Sorento drives more smoothly than the CX-9. That's a function of the combination of the engine and transmission.
    1
  3373.  @KansasTornados  Let's be clear. The EPA estimates of fuel economy for the 2019 models are: Kia V6 AWD 19-24 Mazda CX9 AWD 20-26. The fact that the Mazda's fuel economy is slightly better is the result of its smaller 4 cylinder engine. That's an advantage that the Kia's more efficient 8 speed transmission cannot make up for. By the same token, however, the 2019 Sorento has slightly better fuel economy than the previous year's model with a six speed transmission (19-23) and the same V6 engine. It's a small gain but KIA's aren't known for fuel efficiency and no doubt they felt any gains were worthwhile. As far as relative "smoothness" is concerned, it's simply a fact that a V6 engine is inherently smoother than a relatively large 4 banger. I'm not a critic of turbo four cylinder engines, even relatively large displacement versions such as that in the CX9 (and the Mazda6). But one sacrifices relatively smooth operation of more cylinders for equivalent power delivery from fewer cylinders. And the larger the displacement, the greater the difference. It's worth noting that the Mazda's 2.5L engine is among the largest 4 bangers available from any manufacturer. It's power comes in large part from turbocharging, another impediment to an engine's smooth operation. Turbocharging has a number of advantages but smoothness isn't one of them. I'm not a Mazda hater. I've owned four Mazdas over the years and loved each one, even a significantly flawed RX8 with a rotary engine. (Amazingly smooth but lacking any discernible torque.) I think the CX-9's power delivery is like dogs dancing. When you see it, it's not a question of how well they do it, it's amazing that they do it at all.
    1
  3374.  @KansasTornados I think you need to polish your reading skills. I didn't say that the KIA had an advantage in fuel economy. I simply said that the 8 speed transmission in the KIA had apparently resulted in a slight improvement in the KIA's fuel economy compared to the previous version of the car. That was a response to your comment that "usually more gears means better gas mileage. Not in this case." I don't think it's debatable that the Mazda's fuel economy advantage is a result of its smaller 4 cylinder engine, not its six speed transmission. Nor did I deny that the Mazda has an excellent engine. In fact, I said it was rather remarkable for a 4 cylinder mill. What I did say was that the combination of a relatively large 4 cylinder turbocharged engine combined with a six speed transmission is inherently less smooth in its power delivery than a V6 naturally aspirated engine with an 8 speed transmission. Once again, I don't think that's an especially controversial statement. In fact, I doubt you could find a single automotive engineer who would disagree with it. And although, as I said, I like Mazdas, having owned several, there are a number of other advantages other than smooth power delivery that the Sorento offers over the CX-9. But we weren't discussing the relative durability and maintenance costs of a naturally aspirated engine over a turbocharged engine. Nor were we discussing the disappointingly inefficient design of interior space in the CX-9 that's nearly a foot longer than the Sorento yet offers less overall passenger room in all three rows and in overall cargo space. All in all, I think Mazda played the cards they were dealt with the CX-9. They did what they could to provide good fuel economy combined with acceptable performance from a 4 cylinder engine. They stretched the overall length of the CX9 to compete with other larger midsize crossovers but what they gained in looks they failed to match in terms of interior space. All in all for a relatively small manufacturer they did a good job. But the compromises they had to make remain.
    1
  3375.  @KansasTornados  Apologies. Didn't mean to be rude. Just thought I'd been clear in what I'd said. As far as space is concerned, I'm not complaining about space in either vehicle. I'm complaining about the absurd exterior size of the CX-9. It's almost a foot longer than the Sorento! In fact, it's even longer than the humungous VW Atlas. It's longer than any other vehicle in the so-called "midsize" crossover market segment other than the GM twins, and that by only about five inches. Yet the CX-9 offers less interior space than the much shorter Sorento. It's overall cargo space is less than the Honda CR-V! A number of reviewers have noted that the CX-9 "drives smaller" than it actually is. That's good because it's huge. And regardless of how well it drives, that size can't be hidden in suburban traffic and parking lots. Physics is physics. On the other hand, the most common complaint about the Sorento is that it looks too much like a minivan compared to the CX-9. What this complaint amounts to is that the length from the front bumper to the driver is much longer in the CX-9. That may be appealing, especially to males, (See Freud) but it adds nothing to the vehicle's functionality and makes visibility to the front corners of the CX-9 more difficult.
    1
  3376.  @KansasTornados  Well, I wouldn't say we understand one another. I, and especially my wife who's the daily driver, prefer the looks and especially the size of the Sorento compared to the CX-9. As far as "performance" is concerned, if you are looking for smooth power delivery with virtually identical acceleration, take the KIA.
    1
  3377. Guys, I've thought for many years that the difference between an SUV and a CUV lay in the fact that the original SUV category included body-on-frame platforms derived from trucks while CUV's were unibody platforms based on passenger cars. By that definition there are few true SUV's left in the marketplace, almost all of which are large vehicles such as the Navigator. You seem to have some other distinction in mind in categorizing a QX50 as an SUV and the XC40 as a CUV. Can you explain?
    1
  3378. So let me get this straight. Toyota determines the passenger accommodation the Highlander by counting the number of seat belts rather than the actual room provided for human beings. I wonder why they stopped at claiming the Highlander seats up to 8 passengers. Why not put five seat belts in the middle row and a third seat belt in the first row over the center console? Toyota could claim the Highlander seats 11. They could even put a seat belt in the rear cargo area and claim it seats an even dozen! Third row seating in any midsize SUV is not particularly generous but the rear seat in the Highlander is especially cramped even though the Highlander isn't particularly small overall. It varies from 195" to 197" depending on trim. In the slightly longer version it's about the same length as a Telluride and the shorter version is a full half a foot longer than the KIA Sorento, the smallest of the SUVs typically classified as "midsize." Yet the overall legroom in the Highlander trails the Telluride by about nine inches and the Sorento by almost four inches. Furthermore, KIA is honest enough to characterize its third row as "plus two" seating even though it provides about 2" more default legroom than Toyota claims is adequate for 3 passengers in the back row. The Highlander has some appealing features. But unless Toyota is referring to seating for the Munchkins from The Wizard of Oz, the claim that it accommodates up to eight or even seven passengers on more than a trip around the block is ridiculous.
    1
  3379.  @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.
    1
  3380. 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.
    1
  3381. A Dodge Dart with the slant 6 got me through college.
    1
  3382.  @rightlanehog3151  I can top that, my friend. My car in college was a '63 Dodge Dart. Of course, a few years ago I happened to drive a later Chrysler product with the same engine and was shocked how little power it had compared to more modern vehicles. Nevertheless, it's a famous engine for its time.
    1
  3383.  @webcomment8895  You make some valid points. But let's be honest. Mazda isn't putting a smaller turbo engine with better fuel economy in the CX-30 because they don't have one, not because it's a superior choice. And they're not putting a turbo on their 2.5L engine because it would likely cannibalize sales of the CX-5 that has a turbo on the same engine.
    1
  3384.  @AAutoBuyersGuide  Hear! Hear!
    1
  3385. Biermann and his associates at Hyundai deserve kudos for producing a near track ready hatch at an affordable price in the Veloster N. But in terms of factors relevant anywhere other than on a track, the GTI shines far more brightly.
    1
  3386. Not a fan of CVT's. But given NIssan's long term and almost universal commitment to them, it's not surprising that it's the only AT choice available. And to be fair it appears that Nissan has managed to improve their CVT's behavior significantly compared to a few years ago. What is more puzzling is that Nissan has decided to force consumers to choose between AWD and a turbo engine. The Altima stands nearly alone (with the exception of the Subaru Legacy) in offering AWD in a mainstream midsize sedan. It's a plus both for those who have to deal with messy winter driving conditions and those who look for a performance advantage in the segment. So why have they limited its availability to models with the base engine? I don't envy Nissan salespeople trying to explain that decision to customers. A side issue. Lyn, do you have a portrait of yourself hidden away that is growing older and older with each passing year?
    1
  3387. Tesla was forced to make major investments in recharging stations to make their EV's even remotely practical. And because of recharging time the installation of a single "pump" can serve at most one vehicle compared to an ICE or HFC vehicle being fully refuelied in five minutes means that five or six stalls are required to serve the same number of vehicles as a single pump. Tesla has to bear that cost to a great extent. On the other hand, installing a single hydrogen "pump" is roughly equivalent to the space and expense of a filling station installing a diesel pump.
    1
  3388. 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.
    1
  3389. More than "fall(ing) short." In terms of efficient allocation of space (interior space divided by vehicle length) the CX-9 trails every other midsize 3 row crossover by a significant margin.
    1
  3390.  @canuckereh5646  Don't hate the type at all. I just take seriously the "U" in CUV to actually mean something. And on that score it fails miserably.
    1
  3391. I certainly would have loved it. My wife and I were shopping for a crossover earlier this year and ended up getting a Kia Sorento rather than a VW Atlas. Apart from the price difference for an equivalent trim, my wife found the Atlas simply too large. Apparently that's a plus for many Americans. Not for us. As I said, though, there seems to be much stronger price resistance for VW products in the US than in Europe. I suspect that slapping an Audi badge on the Touareg would make a big difference here. Unfortunately, it might well cannibalize Audi SUV sales.
    1
  3392.  @johnkerr2269  As far as I know, the water pump issue was subject to a recall that led to its replacement whether the owner experienced a problem or not. I recently purchased a used 2012 CC with 45,000 miles (The previous owner was, ahem, anal about caring for his baby.) The water pump had been replaced free of charge well past the expiration of the warranty.
    1
  3393. Hyundai/KIA engines have long been challenged in terms of fuel efficiency though the new KIA Forte manages to break the 40mpg ceiling for highway mileage. Every manufacturer has to prioritize their engineering/production priorities and Hyundai/KIA apparently believe they're better off investing in pure EV models and hybrids than in seeking to marginally improve internal combustion engines, especially for performance oriented models.
    1
  3394.  @Gungrave123  Not been shopping the larger midsize three row crossovers, have you? The Telluride is very competitive, even aggressive compared to comparable models from other manufacturers.
    1
  3395.  @Titanic19127  Riiiight....That's why Stingers can't be kept on dealer lots.
    1
  3396.  @mpsangha  If that's your priority you have very few choices.
    1
  3397.  @ThePener  Like many consumers I never even considered purchasing a KIA until about nine years ago when I rented a few on business trips. Hmmm...not the cheap piece of crap I'd assumed. That led my wife and me to explore and purchase a 2012 Sorento a couple of years later. My wife loved it. (It was her daily driver.) But it wasn't flawless by any means. Speed bumps, for example, felt like boulders. But I noticed that the very next model after ours had much, much better suspension as well as a number of other improvements. When we decided to replace that Sorento in 2018, my wife made a list of her complaints, mostly minor, about the 2012 model. We found that literally everything on her list had been rectified in addition to many other upgrades by 2018. In short, I'm a fan of KIA in part because they seem dedicated to improving their products, not just from one generation to the next, but on an almost annual schedule, even between formal "refreshes." They do seem dedicated to listening to their customers.
    1
  3398.  @danielboyd7810  <sigh> See my comment above about my experience with the KIA brand. I don't really worry that my vehicle might not excite the envy of those who see it but I realize there are many consumers for whom it's an important value. A fellow named Thorstein Veblen originated the concept of "conspicuous consumption." If you're not familiar with the concept, try checking out the Wikipedia entry. :)
    1
  3399. To answer the question in the header... Yes.
    1
  3400. Yup. Very much like ICE automobiles in the first two decades of the 20th century. By 1920, however, horse drawn vehicles had virtually disappeared as choices for personal transportation.
    1
  3401. Nope. An automobile is typically the second biggest purchase the average consumer makes. Less than a house but more than almost anything else. I have no problem purchasing kitchen supplies, songs, or books from Amazon. I don't buy a house or a car unseen, untouched, or undriven.
    1
  3402.  @RaitisRides  I realize that, Joe. But I'm inclined to think that the rush of various retailers to provide consumers with the option of buying a car from one's keyboard is unlikely to be widely successful strategy. There are just some purchases that consumers prefer to make in person. For example, a variety of grocery chains began offering on-line purchasing options several years ago. Those programs have been scaled back or eliminated altogether by many chains as a result of the fact that (with some exceptions) consumers prefer to select groceries in person where they can see, touch, and compare items, especially items like fresh fruit and produce. My point is that there are product categories where on-line purchase options are clearly superior to a face-to-face option. And there will be a segment of consumers who find on-line purchase is either mandatory or clearly preferable. But I don't think the increasing number of on-line automobile purchase sites will find the market large enough to support the rush to provide those services.
    1
  3403. 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?
    1
  3404. One advantage of being late to the party is that you have the opportunity to see what everyone else is wearing. Ford has obviously been watching carefully. Obviously, build quality is an ongoing issue with Ford vehicles and as with any new vehicle with lots of new components there are likely to be teething problems. (Microsoft isn't the only company that relies on its customers for beta testing.) Having said, that, however, the Escape looks like a top tier competitor in the segment.
    1
  3405. Impressive little car and much like its Kia cousins, Hyundai does an excellent job of improving shortcomings even within a particular generation of their vehicles. That, combined with Hyundai's excellent record of reliability and warranty make for a compelling package. I'm impressed by the third door option. Some may consider it a gimmick but I'd have to say that the back seat of a Mustang or Camaro is the true gimmick. Totally useless. I owned a Mazda RX-8 with hidden rear doors and found it added tremendously to the flexibility of the vehicle. Must say, though, I don't envy a fourth passenger seated behind the front seat passenger. (My RX-8 had four doors rather than three.) I suspect that fourth spot is reserved mainly for transporting small hostages or those who, once in place, will eventually die of old age. I'm also a fan of the DCT option. I own a GTI and love an "automated manual" transmission (as Alex correctly terms it). Combines the advantages of a manual and an automatic transmission. It's a perfect compromise as far as I'm concerned. I do wonder about visibility in the Veloster. I haven't driven one but when I pass a Veloster on the freeway I make sure to pick my spot and do it quickly just in case the driver can't see me. (I do the same with Camaros.) But since Alex doesn't mention it, perhaps it's not as bad as I think. Of course, many of the viewers of this video are actually lusting after the forthcoming Veloster N. Personally I'm disappointed that the US won't be seeing the larger i30N but apparently Hyundai believes the performance version of the Veloster is a better budget competitor for the Honda Type R in North America. How much of a bargain it will be will depend on whether Hyundai dealers can resist putting a second "market adjustment" sticker on the vehicle. I'm not optimistic on that score but perhaps I'll be surprised. As far as this version of the Veloster is concerned, it's likely to be a viable option for those who want something that looks like a Veloster N but for whom the $30K plus sticker is a bridge too far. And since many of the Veloster N's advantages are useful only on a track, the buyers of a vanilla Veloster may not be missing that much.
    1
  3406. Bill H: No doubt that CVT's are cheaper to manufacture and they can be programmed to add a bit of fuel efficiency compared to a geared transmission, especially one with fewer gears. And I'll take the word of those who claim that some manufacturers have managed to eliminate (or significantly reduce) the rubbery driving feel that has plagued the design in the past. However, I've seen no reliable evidence that a CVT is less expensive to maintain or more durable than a geared transmission. In any event, most drivers may not notice or care about the design of their transmission as long as they don't have to shift, themselves, and I'll admit it's something of a prejudice on my part. Nevertheless, I just don't like "simulated" gears, "simulated" exhaust tips, or "simulated" engine sounds. Oh, yeah...I forgot...."Get off my lawn." :)
    1
  3407. When I see a Mercedes S AMG I don't make an immediate assumption about the driver. He/she might be a person who "has made it in life." Or they might be someone who chose the right parents. Or the right spouse. Or they may simply have more money than sense.
    1
  3408.  @Inturl618  I suspect the limitation to an MT is meant to emphasize the Veloster N's "track ready" character, much like the MT-only character of the Civic Type R. As a "halo" model meant to generate interest and foot traffic in Hyundai dealerships it doesn't have to generate substantial sales. Hyundai may well follow up with a DCT version after the initial generation of the N.
    1
  3409. Just checked the "build and price" KIA website and you're correct. I believe that may be a recent change but I may be wrong.
    1
  3410. And obviously afflicted with bad spelling...Just kidding. :)
    1
  3411. The third row is a $600 option.
    1
  3412. Clearly a huge upgrade over the previous Sedona. But whether the Carnival offers enough to be more than an "also ran" compared to the Pacifica, the Sienna, and the Odyssey is a question. As far as the name change (in the US) is concerned, it's part of KIA's overall strategy of emphasizing its status not just as a Korean automaker but as a worldwide brand. The Sedona was already known as the Carnival in a number of international markets just as the Optima was already known as the K5 outside North America. If you're old enough you might remember when Datsun became Nissan. Same strategy. The Carnival shares a number of appealing features found on other KIA products. Unfortunately, it lacks two features that would make it an especially compelling choice versus the Pacifica and the new Toyota Sienna. Both the Pacifica and the Sienna offer hybrid drive train versions. The Carnival is offered with a diesel powerplant in international markets but not in the US and no hybrid or PHEV version is available. Second, Chrysler and Toyota each offers an AWD version of their minivans. Oddly, that was a feature of a Mazda "MPV" available in the early 1990's that disappeared from the market when Mazda dropped their minivan. It has only recently resurfaced in the Chrysler and Toyota vans. With neither hybrid nor AWD versions, I don't see the Carnival making up much ground in sales among the few vans available in the US.
    1
  3413. 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.
    1
  3414. From various reviews it appears Subaru has done a fine job with the Ascent. But its major negatives (imo) are its four cylinder turbo engine and CVT transmission compared to the KIA's naturally aspirated V6 and eight speed traditional automatic.
    1
  3415.  @nickanthony90  Time will tell and it's certainly reasonable to avoid the initial depreciation on a new vehicle if you can. But I wouldn't be too optimistic about saving much on a used Telluride even a year after its introduction. The problem is that KIA has planned to produce only 41,000 KIA's throughout the 2019 model year and most of those have already been sold or have deposits on them with dealers. It will be a full year after its introduction in March 2019 before KIA can possibly ramp up production to meet demand and that will prop up the price of a used vehicle even beyond that time.
    1
  3416. But larger and less expensive.
    1
  3417. I find it interesting that some rare or unique minor features of a vehicle may be important of even deal breakers to some consumers. Conversely, features that are often touted in reviews range from unimportant to worthless for many. In my opinion the latter category includes the "Sounds of Nature" piped through a vehicle's speakers that the Korean manufacturers are sticking on a variety of their models. C'mon, who needs a feature that enables a driver stuck in gridlock to fall asleep more easily? There are already far too many who don't need the assistance. Likewise, the automated parallel parking feature on my GTI is worthless. IMO if you cannot park a GTI yourself you shouldn't be allowed to own one. Mazda puts rear seat USB ports in the center arm rest. Convenient and clever but if you have 3 passengers in the rear seat there are NO USB ports available. The Hyundai Santa Fe has significant cargo capacity hidden under the floor in a space where the closely related KIA Sorento stores its third row of seats. Unfortunately, to access the space the entire cargo floor must be empty. Sure, it hides the contents but so does a cargo cover. And it's not especially useful for a fully loaded Santa Fe. On the other hand, I wouldn't purchase a vehicle without HVAC vents for the back seat where my big dog makes his second home. That means I'll hold onto my GTI rather than considering a GLI or any vehicle without those controls. Furthermore, I've long admired the Toyota 4Runner's retractable rear window, (thinking of my dog again).It's a feature that I think would be a welcome addition on other SUVs. Finally, I find the fold flat front row passenger seat to be an excellent feature on the Trailblazer, the Encore GX, and the GMC Terrain to be especially useful in a small SUV (I''m not aware of the feature in other GM brands or from other automakers.) There may not be many times that one needs to transport a large ladder, a floor lamp or a surfboard in a subcompact SUV but like an occasional use 3rd row seating in a midsize SUV it's worth a lot when it's needed.
    1
  3418.  @bdun1226  Only for those with arms like a T-Rex.
    1
  3419.  @2004cyrus  Fortunately, no one will be making policy for "Trump's White House" after January 20 since it won't be his White House after that. Though it's worth noting that it never was his despite his failure to recognize that fact.
    1
  3420. Genesis has faced HUGE challenges in deploying their dealerships in the US. Like Japanese luxury sub-brands before them (e.g. Lexus, Acura, Infiniti) Genesis initially tried to deny existing Hyundai dealers access to Genesis vehicles or to build completely separate dealerships to offer Genesis products. They were sued by a number of Hyundai dealers and forced to backtrack and postpone opening standalone Genesis dealers in much of the US. The situation is changing after Genesis and dealers reached compromise solutions in a number of states but the fallout continues. Your experience is not atypical.
    1
  3421.  @stevewise1656  Not sure your experience in a Hyundai dealership was typical but it certainly matches my own. I was shopping about a year ago and happened into the local Hyundai dealership. They had a couple year to two year old Genesis models sitting in a dark corner of the showroom. None of the salespeople could tell me anything about it. It's not surprising that Hyundai, like Toyota, and Honda, attempted to separate the identities of their luxury vehicles from dealerships that sold Hyundai's. Unfortunately, from what I've seen they severely underestimated the effort required to do so.
    1
  3422. I assume you're making that judgment solely from MSRP's and haven't actually shopped for either car. As noted in a longer post, I found the actual purchase price difference between the top trim level fully optioned version of the GTI (Autobahn) to be about $10,000+ below the MSRP of the R. And out of six dealers, I found only willing to sell an R at MSRP. One may feel the R is worth at least $10,000 more than the GTI but it is definitely not "3-5K dollar difference."
    1
  3423. The subcompact crossover market is a hot one. Unfortunately for Toyota and Honda the C-HR and HRV are simply outclassed by the Hyundai Kona and even more so by the new KIA Seltos.
    1
  3424. The Hyundai/KIA/Genesis conglomerate builds some excellent vehicles. Unfortunately (imo) Hyundai designs typically look like the designers finish their work before the entire vehicle is submitted to a committee where each member gets to add a crease here or a a bulge there. On the Tucson the result resembles a space ship from a 1930's Flash Gordon movie serial.
    1
  3425. Interesting perspective and hypotheses, Jason. I'm no fan of CVT's but they've been around long enough and are in use by a sufficient number of manufacturers that painting them as identical is no longer valid. Furthermore, it's perhaps worth noting that CVT's are primarily deployed in smaller, lighter vehicles than the Ascent. I haven't noticed as many complaints from reviewers, for example, about the transmission's behavior in the Subaru Outback that weighs nearly 700 lbs less (!) than the Ascent.
    1
  3426. They only have to find 200 of them. It's a halo model, not a serious effort.
    1
  3427. And the award for the most boneheaded marketing decision for 2020 goes to Nissan for offering both a strong turbo engine and AWD in a midsize sedan....but not in the same car.
    1
  3428.  Randy Jackson  I realize NIssan's CVT's can be an issue. And not being a CVT fan it would take a lot of compensating features to make it worth selecting any Nissan. But considering that the only other mainstream midsize sedan, the legacy, also has a CVT I'm very puzzled that Nissan forces a buyer to choose between the more powerful engine and AWD.
    1
  3429. Personally, I have a soft spot for Honda based on a much loved '94 Prelude I owned for about a decade and several Honda motorcycles over the years. Last year I seriously looked at the Accord 2.0L turbo, the Mazda6 turbo, and the Camry V6 XSE. All impressive cars, even the Toyota. The Accord came out on top on my scorecard followed closely by the Mazda. As it happened, though, I couldn't give up the driving experience of my MK6 GTI so I purchased the 7.5 version. As far as hearing from the woman telling you to release the parking brake, be grateful a female will talk to you, buddy. :)
    1
  3430. Never owned an RX7 but I did own an RX8. It was a much loved but significantly flawed sports car with a rotary engine that made driving resemble riding a 650cc Japanese motorcycle. Had a redline of 9000 RPM but the torque curve that resembled Mt. Everest.
    1
  3431. A very enjoyable celebratory video, folks. Congratulations from one of your US fans who lives a few miles south of your Vancouver location at the south end of the Puget Sound. I subscribe to this channel for several reasons. First, your videos rank highly in terms of production values. Your backgrounds in broadcasting are evident in every review. Second, even when I sometimes disagree with one (or both) of your opinions I find them well thought out and worth considering. Third, I find it instructive to see the points of view from our Canadian neighbors. We Americans are notorious for our self-centered perspective on automobiles (and much else) and it's a worthwhile corrective to hear the points of view that differ (sometime subtly and occasionally significantly) from ours. Finally, I have to say that British Columbia is one of my favorite spots on earth. Before the covid pandemic I regularly made the journey north to see your beautiful scenery and experience the hospitality of Canadians. For nearly two years that has been impossible and your videos compensated, at least a bit, for the closed border between our countries. Here's hoping this coming year my family and I can cross the border again.
    1
  3432. Last year Hyundai put the Santa Fe moniker on what had been the Santa Fe Sport. But they already had a "Santa Fe." So they renamed that the "Santa Fe XL" before discontinuing it in preparation for the forthcoming Palisade. It was so confusing that Hyundai had to put a note their website explaining it. I pitied the poor salesperson at a Hyundai dealer who had to explain it. But as big a mess as that was, it pales in comparison to what has happened to naming the two vastly different vehicles known as "Elantras," (sedan and hatchback) and the six (!) trim levels of the sedan with feature sets that appear to have been arrived at by throwing darts at a target while blindfolded. It would require a short novel to explain the lower four trim levels of the Elantra sedan (SE, SEL, Value Edition, and Eco). Suffice to say that they all share the same 147 HP engine and differ in a multitude of other features, many of which mean it's virtually impossible to customize a configuration that includes everything a buyer might want. So let's stick to the top two trims. At $22,600 the "Sport" edition has an MSRP only $100 less than the top trim "Limited." (That's contrary to the claim in the review that the two trims are identical in price.) And in addition to saving that $100, a buyer gets a 201 HP turbo engine rather than the 147 HP mill of the slightly more expensive "Limited", 18" instead of 17" wheels, multilink rear suspension rather than a torsion bar, and a choice of a manual MT or a 7 speed DCT rather than the sole choice of a 6 speed conventional automatic. (Note: That's contrary to the review claim that an MT is available only on the base model.) Huh??? Just who is going to purchase the "Limited" with the "Sport" sitting on the lot? But the confusion doesn't end there. A $2250 "Premium Package" option on the Sport adds integrated navigation, an upgraded audio, and dual automatic HVAC along with some other goodies. But the "Limited" trim has a "Premium Package," too. It adds the same nav system upgrade, some safety and convenience technology apparently unavailable on the "Sport," and a sunroof, again not available on the Sport. But on the Limited the "Premium Package" is $3350 and doesn't address the shortcomings of the Limited trim compared to the Sport. So now the MSRP difference between Sport and Limited is not $100; it's $1200 and the Limited still has the same engine and drive train as the SEL trim level with an MSRP of $19,500...about $6000 less than the Limited. The reader can be forgiven for not following this incredibly confusing story. And that confusion doesn't even include the complexity of comparing the Elantra sedan to the Elantra GT hatchback with its two trim levels. If Hyundai dealers had a challenge in explaining the fact that the Santa Fe Sport crossover had turned into the Santa Fe and the Santa Fe had turned into the Santa Fe XL, I can only imagine the challenge of explaining the features and pricing of the Elantra. Hyundai and KIA build very good vehicles but Hyundai's trim and feature sets is a nightmare for any potential buyer.
    1
  3433.  @kdomster9141  The issue with the CX-9 is not its overall size. It's the fact that it's among the largest midsize 3 row SUV's with the LEAST interior space. An appallingly inefficient design. Obviously, "people buying the CX-9" overlook that fact. But the fact that the CX-9's sales have been declining for over a year suggests fewer and fewer "people" are willing to do so.
    1
  3434.  @kdomster9141  So you're point is that you don't value what most consumers value in a 3 row crossover. There are a number of vehicles that provide superior handling for a single driver or four passengers including several from Mazda. But what you want is a vehicle with no more passenger and cargo space than a Honda CR-V. That's your right. Obviously, though, there are relatively few consumers that make that choice.
    1
  3435.  @kdomster9141  A "niche, enthusiast oriented vehicle"??? OMG. ROFL. The CX-9 handles relatively well for what it is but it's a massive three row crossover not a canyon carving sports car. I doubt that's much of a "niche" for "enthusiasts."
    1
  3436.  @kdomster9141  On the contrary, I'm looking at the class of car in which the CX-9 falls -- midsize three row sport UTILITY vehicles. It's a class where virtually every competitor offers more passenger room, more cargo space, and (with the exception of the Ascent) a standard or optional V6 engine.
    1
  3437.  @2004cyrus  LOL. No. my analytical credentials are in other fields including market research. But I've been driving a variety of vehicles for many years and the analytical approach is transferable.
    1
  3438. If a Santa Fe is on a consumer's radar it follows that the new Sorento is there as well. And in that comparison it's a tough call. Especially in the top trims where the two siblings share so much including overall size and MSRP. I'd argue that the Sorento has the edge in looks and in providing an occasional use third row seating. That is a huge convenience on occasions when the need arises to transport 6 or 7 passengers on a local trip that would otherwise call for two vehicles. Further, the Sorento offers a bit more overall cargo space than the Santa Fe. And though it's admittedly a subjective choice, I prefer the traditional transmission lever to the dial the Santa Fe provides. All in all our 2018 Sorento has been a "goldilocks" vehicle for our family of four (two adults, a teenage driver, and a big dog.) So if we were in the market the Sorento would enjoy an edge. On the other hand, the Santa Fe has a couple of unique features that are especially appealing to our family. First, KIA has dropped a second row bench option for all but the lowest trims of the Sorento. Obviously, we don't need a bench 2nd row for a mess of kids but the dog (who lives in the 2nd row almost daily) considers the standard captain chairs in the second row a near deal breaker. Without a third row even the top trim Calligraphy version of the Santa Fe has to provide a bench 2nd row. (A four passenger mainstream "family" SUV is obviously a bridge too far.) Secondly, we have three drivers in our family. (The dog doesn't drive so we don't need a Subaru Ascent.) Inexplicably KIA has eliminated driver memory settings for the Sorento in every trim. The two settings in our current Sorento and the same in the Santa Fe don't match our needs perfectly but considering that our 3 drivers range in height by almost a foot, lacking even 2 settings is a major inconvenience. All in all, my heart still belongs to the Sorento but if we were replacing our KIA it would likely be with the Santa Fe.
    1
  3439. The reason that European versions of the 2.0L turbo have dual injection versus the GDI in the US is simple. The European Union requires dual injection as part of its emission requirements. In the US, especially with the Trump administration, emission control is not a priority.
    1
  3440.  @RaitisRides  Thanks for the response, Joe. It's obvious that the definitions of both "journalist" and "essential" are rather elastic depending on where one lives. Here in Washington State local journalists continue their work and it is "essential" in the sense that the overwhelming bulk of reporting focuses on the current coronavirus crisis. New "soft" stories such as those provided our local TV's"Evening Magazine" that deal with other topics are no longer produced or aired. As far as automotive dealerships are concerned many are closed, altogether. Those that remain open are limited primarily to providing service and repair. In-person vehicle sales and showrooms are in my experience all closed. I'm not surprised that Florida is quite different considering that Washington was one of the first states to implement a comprehensive "stay at home" policy almost a month ago when we led the nation in COVD-19 infections. Washington now ranks 10th with infections already leveling off. Florida, on the other hand, failed to institute statewide measures of any kind until the end of last week and those restrictions are still far less strict than in other states. Meanwhile COVD-19 infections in Florida continue to rise exponentially and the state ranks fifth in the nation. All in all, I'm happy to hear you're taking precautions. I hope they're effective considering the continued explosive growth in infections where you live.
    1
  3441. Try to get an $8000 discount off MSRP for any of the alternatives mentioned as I received for a KIA Sorento earlier this year. As for resale value, I received a trade-in price on my 2012 Sorento within a thousand dollars of the KBB estimated resale of a comparable 2012 Toyota Highlander. Given the fact that I paid about $7000 less for that 2012 Sorento than for a comparable Highlander, I saved about $6000 on the two transactions combined.
    1
  3442. It ain't the clay that makes the various Mazda models look good, Nathan; it's a design trick used by automotive designers for about a hundred years, most notably in sports cars. Extend the distance from the A pillar to the front bumper and combine it with a relatively short distance from the A pillar to the rear bumper. Makes for a design that implies potency and power. Features that are especially appealing to (mostly male) automotive journalists and adolescent fanboys, among others. The side effect, however, is a reduction in interior space. In Mazda's case the effect is most extreme in the CX-9 and to a slightly lesser extent in the CX-5. Each has the smallest passenger and cargo space in their respective classes. It's also noticeable in the Mazda6 especially in rear seat and trunk space compared to the "family sedan" competition. And in the Mazda3 sedan and hatchback, as well. But in the compact non-SUV sub-categories the loss versus the competition is not as noticeable or arguably as important. All in all, the Mazda3 is extremely good looking compared to the competition. And the upgraded interior is very impressive. Most notably the vastly improved infotainment system and its better integration into the dash that makes the screen look less like an afterthought. As a GTI owner I'm usually a hatchback fan. I prefer the shorter length of the Mazda3 hatchback But the sedan has admirably simple lines and looks so upscale, I'd save a thousand bucks and go with it, especially since the hatchback lags somewhat in versatility compared to rivals with less overall cargo space than an eight inch shorter Golf. The available AWD is a definite plus from a marketing perspective despite the fact that for most folks who don't live in a climate with truly challenging winter driving conditions a good set of winter tires and the engine's weight on the drive wheels will perform as well 90% of the time. Living in the Puget Sound area it wouldn't be a necessity for me but if I were going skiing I'd go for it and put winter tires on anyway. Some will complain about the torsion bar rear suspension but the Mazda3 is already at a disadvantage price wise compared to its rivals and costs have to be shaved somewhere to pay for the upgrades in the interior. And the fact that almost every reviewer notes that it's not even a minor negative will be Mazda's defense. There will be those who cry for a SkyActiv engine. But as the Mazda rep notes, the design is aimed primarily at fuel efficiency, a lower priority in nations with cheap petrol. It'll come to the US but it's not a high priority for Mazda. Then, of course, there will be cries of pain from those who want to see a new Mazdaspeed with a turbo motor. Mazda will resist because they want to cultivate an upscale rather than a hoonigan image. And the Mazda3's fuel efficiency is already mediocre compared to the competition. (CAFE fleet standards, remember.) But in addition, those who long for a turbo in the engine bay should be careful what they wish for. If it's tuned in the same manner as the turbo4 in the CX-5, Mazda6, and CX-9 the performance profile will feel more like a diesel engine than a turbo with the kick of a Civic Type R, a WRX, or a Golf R. And the take rate for a near 300 HP Mazda3 will be so low that Mazda is unlikely to make a dime on it. Bottom line is that it looks like a serious challenger to the Civic and Corolla for the discerning shopper. But most shoppers aren't discerning and the fact that there will be far more Hondas and Toyotas sold than Mazdas is probably OK with Mazda fans.
    1
  3443. Not with both hands on the wheel, I assume. :)
    1
  3444. Having owned two Sorentos with the naturally aspirated V6, it's not a major loss. A good, reliable engine but the 2.5 L turbo is both more fuel efficient, it's more powerful. Want a V6, buy a Telluride.
    1
  3445.  @justinfontaine5539  Happy that you like your GV70. It has received great reviews and the 3.5L twin turbo is likely a very appealing engine. However, the V6 engine that was replaced in the Sorento was not that engine. It was a naturally aspirated 3.3L V6 that had been around for about 10 years in various KIA and Hyundai vehicles. I've owned two Sorentos with that engine and while it's an adequate, serviceable mill, it's hardly an outstanding engine.
    1
  3446. Wow! Very impressive. Frankly, I usually find Hyundai's styling rather "fussy." The Palisade is a prime example. Not the case for the Sonata. A very attractive sedan.
    1
  3447.  Squeeky Clean  If you don't understand how people "can drive with an automatic," you don't understand over 90% of drivers. I have 3 vehicles in my garage, an MT, a dual clutch, and a traditional torque converter AT. The MT (ironically a VW CC) is fun to drive on twisting mountain roads. But in the nightmare of near gridlocked urban/suburban traffic or on long freeway slogs where shifting is either a PITA or unnecessary a manual transmission holds no charms. And like nearly all drivers, heavy traffic and long distance cruising are far more frequent for me than the occasional opportunity to drive through twisting mountain roads.
    1
  3448. An enjoyable review for someone here in the US who owns a MK7.5 with the previous 6 speed DSG along with the electronic LSD and adaptive chassis control. We're very unlikely to see the TCR here in the states. And we don't have the i30N. Instead, we get the Veloster N and expect to see the Sonata N-Line later this year. Whether the Sonata will live up to the true "N" models will be interesting to see. Mr. Biermann and his colleagues deserve applause for building near track ready vehicles off the showroom floor but the Veloster is no competition for the GTI in terms of a daily driver, a family hauler, or a long freeway slog. I can't comment on track performance in my GTI. When I do a rare track day it's on two wheels rather than four. But it's a near perfect all rounder.
    1
  3449. 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.
    1
  3450.  @joshc606  That's an impressive number but it's misleading if you think the Mazda turbo engine is designed to provide the kind of turbo "punch" found in, say, the Honda 2.0L turbo in the Accord or that found in the Ford Edge ST with a twin scroll turbo 2.7L V6. It just isn't there. Instead, the engine is tuned in all its applications in Mazda's vehicles to give a more "diesel-like" than "turbo-like" power delivery. That's not meant to be a criticism; it's consistent with what Mazda believes is the mission of the vehicles, especially in the CX-9.
    1
  3451.  @beautifullycrowned5372  What should it tell you considering that virtually every single automaker on the planet offers a separate warranty on the engine and drivetrain? Unless, of course, an automaker offers no warranty, whatsoever, beyond 3 years/36K miles. Not only are KIA/Hyndai/Genesis powertrain warranties far longer than other manufacturers, so are their bumper-to-bumper warranties. On the other hand, I've owned a couple of KIA Sorentos over the last decade and I might as well have had a warranty that lasted for 15 miles and half an hour. Why? Because nothing, absolutely nothing, ever went wrong with either vehicle that required a warranty claim.
    1
  3452. Don't forget Washington state, Idaho, and Colorado. Subar-ites form a militant (but very polite) cult here in the Pacific Northwest.
    1
  3453.  @tetchuma  I have a manual CC in addition to my MK7.5 GTI and while I prefer the mechanical parking brake in the latter, trust me. You can adjust.
    1
  3454. maurice benton: Sorry. Not so. The only 2018 Accord C&D has fully tested is the 1.5L turbo with a CVT transmission, not the comparable 2.0L Turbo. Both the Camry V6 and the Honda 2.0L were significantly quicker to 60 and to 100 mph than the Mazda. According to C&D, "Mazda’s top sedan feels as if something is missing. It could be acceleration: Sixty miles per hour arrives in 6.4 seconds. For reference, the Honda Accord Touring 2.0T needs only 5.5 and the V-6–powered Toyota Camry XSE requires 5.8." 0-100 in the Toyota XSE V6 comes in 14.4 seconds according to C&D. Alex Dykes quotes 14.2 for both the Camry and the Accord. The Mazda, according to C&D is 16.0 There is one bright spot for the Mazda. According to C&D, "the 6’s combination of immediate torque and fewer gears has it easily ahead of both the Honda and the Toyota in 30-to-50-mph and 50-to-70-mph acceleration, where Mazda’s claim to responsiveness is best substantiated." 50-70 in the Toyota was 4.6 seconds; the Mazda was 4.2. Of course, these figures are for "top gear" acceleration. Since the Mazda has only six gears while the Toyota has eight, it's hardly surprising. The Mazda's top gear is considerably broader than the Toyota's. C&D didn't give figures for 20-80 or 30-100. Not sure where you got that but it wasn't from Car and Driver.
    1
  3455. maurice benton: I had no dispute with "savagegeese." My comment was in response to your erroneous claims about the Car and Driver testing.
    1
  3456. Two beauties in one video. Very impressive.
    1
  3457.  @astonvilla8268  I traded a 2012 Kia Sorento in February of this year for a 2018 model (both SX-L's). The dealer gave me within $1000 of the Kelly Blue Book average value of a comparable 2012 Toyota Highlander. Taking into consideration that I'd paid approximately $7000 less for the KIA than the Highlander when I bought it new, I made out like a bandit, netting a $6000 savings on both ends.
    1
  3458.  @soulshunter87  It's rather complicated to compare reliability solely on the basis of "nationality" especially when most manufacturers regardless of their national origin actually build vehicles in different countries. There's little question, I think, that Toyota/Lexus leads the pack in terms of reliability. In part that's because Toyota/Lexus are very conservative in terms of innovation and innovation inevitably has a price in terms of reliability at least until the kinks are resolved. Other "Japanese" brands have a more spotty record. Even Honda, a brand with strong overall reliability, has experienced issues in recent years. Likewise, Mazda has had strong results for some models and considerably weaker results for others and for different model years of the same model. Meanwhile, brands like Isuzu and Mitsubishi are hardly shining examples of reliability. On the other hand, Hyundai and Kia, though technically separate companies with partially shared ownership, share a great deal in terms of parts and design. It's a complicated relationship (and somewhat opaque to outsiders) but the two companies appear to have improved their reliability ratings in a similar fashion over the last few years. And because they're the only two international manufacturers based in Korea, the picture is less complex than for Japanese brands as a whole.
    1
  3459. Impeachment cures Alzheimers.
    1
  3460.  @SpeedyManCharles  Actually I'm pretty optimistic.
    1
  3461. Rolling sex...no other term adequately describes it. As far as practicality is concerned, though, the boot is barely large enough stuff in a very small Jaguar mechanic and tools you may well want to accompany you on a journey. And that precludes packing any luggage, whatsoever. Oh, well, who cares? I'm a reminded of a friend who bought a Ferrari Testarossa some years back, though. He said he bought it in part to attract women. Unfortunately he found that it mainly attracted 12 year old boys. :)
    1
  3462.  @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. :)
    1
  3463. Yes it is, thank God.
    1
  3464. At 191.4" you're correct. It's at the upper end of the "tweener" category that includes the Edge, the Passport, the Outback, and the Kia Sorento, among others.
    1
  3465. That might be the case if it were true but it's not. You may be thinking of slightly different suspension components.
    1
  3466. 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.
    1
  3467.  @tails300  Any verifiable evidence to back that up? I thought not.
    1
  3468. The Turbo w/ AWD will generate a lot of buzz especially since Mazda will offer AWD along with the turbo engine option. That's a departure from Toyota, Nissan, and KIA with their midsize sedans where AWD is offered only with the base engine/drive train. The other manufacturers' decision is apparently based on the recognition that "performance" versions of their vehicles account for so few sales and adding AWD would raise the MSRP by at least $2000 and likely not improve sales by much. Mazda, on the other hand, has to do something about the utterly dismal sales of the Mazda3 in North America. In the first half of 2020 Mazda3 sales (sedan and hatch) amounted to 16,228 vehicles. That's down an astounding 43% (!) compared to the first half of 2019. And even worse, 2019 annual sales were down 21% (50,741) compared to 2018. If Mazda manages to sell 30,000 Mazda3's in the US in 2020 (not at all certain given economic conditions) it will amount to a 53.5% drop in sales in two years! And if that weren't bad enough, the sales of Mazda's entire lineup ranges from mediocre to awful. Adding the same turbo available in the Mazda6, CX-5, and CX-9 in the Mazda3 strikes me as a desperation move to create buzz for the brand. It will probably accomplish that among internet fan boys but I seriously doubt it will do much if anything for the Mazda3 sales.
    1
  3469. By current standards among available EVs the MX30 is NOT a "MEDIUM DISTANCE EV!" It's a short range urban/suburban runabout for those who either never leave their local area or have another vehicle to do so.
    1
  3470. I'm struck by the number of comments that do not seem to understand either Alex' comments or the purpose of JD Powers' "Initial quality" survey. If it were an "Initial RELIABILITY Study"JDP would have called it such. In fact JD Powers has a completely separate study based on a scientifically drawn sample of vehicle owners three years after purchase. Like any survey study those conducted by JDP have strengths and weaknesses but in some ways it's superior to Consumer Reports' much larger annual survey drawn from volunteered responses from CR readers. Each is useful for different purposes. In the case of the IQS the purpose is captured by the old adage that "You don't get a second chance to make a good first impression." Manufacturers know that an important component of marketing intelligence is the extent to which a product meets existing customers' expectations for (a) building a base of loyal customers likely to purchase another vehicle from the same brand later on (b) assessing the extent to which new owners may engage in word of mouth that encourages/discourages other potential purchasers and (c) identifying particular issues such as fit/finish faults that can be improved upon in current production. Remember that JDP is a firm that makes its revenue primarily by selling the detailed results of their surveys to manufacturers of everything from automobiles to consumer products like dishwashers. The same is true of firms that conduct political surveys that most news viewers/readers are familiar with. None of these firms have an incentive to bias their results. If they did (and it would be impossible to conceal it) manufacturers (and in the case of political surveys, news organizations) would quickly stop purchasing their services. Neither consumer product firms, automotive manufacturers, political candidates or news organizations have an incentive to pay for "fake news" used to guide their strategies.
    1
  3471. Same here with regard to adaptive cruise and rear vents. Until I purchased a car with adaptive cruise control I considered it something of a gimmick. Now I wouldn't do without it in any vehicle I expect to subject to long distance freeway slogs. And rear seat vents are a deal breaker, not only for me, but also for my big dog.
    1
  3472.  @stephenplays560  Not quite. An Escalade is actually quite a bit larger at 204" compared to the Telluride at 197". The brick-like profile of the Telluride projects a larger image. It's actually less than an inch longer than a Pilot or an Ascent.
    1
  3473.  @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. :)
    1
  3474.  @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.
    1
  3475.  @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.
    1
  3476.  @kydo151  It's the stitching that's "faux."
    1
  3477.  @rydoggsc2  the risk of cannibalizing Stinger sales and the low volume of the higher performance 2.5L turbo engine means the already more expensive version of the K5 GT with AWD would sit unsold on dealer lots until it was finally discounted heavily. Dealers HATE that and wouldn't order it. The pattern is the same for the Camry and the Altima with AWD options.
    1
  3478. I'd agree with you, Philip. But considering the supply/demand situation of the Telluride, the price difference between an Explorer and a Telluride is likely to be far less than their respective MSRP's suggest. And that doesn't even take into account that in the real world you're very likely to be waiting for the 2020 Telluride unless you're already on the delivery list.
    1
  3479. Perhaps they're looking at sales figures.
    1
  3480. Little chance. KIA announced the availability of the diesel in the US in the Sorento (the Santa Fe's closely related cousin) in 2018. They concluded that dieselgate had poisoned the well as far as diesels are concerned in the US. As far as Hyundai and KIA are concerned hybrids are the future as far as the US is concerned.
    1
  3481. Welcome to the new Escape. With the demise of Ford's sedans (at least in North America) this is the new family sedan. Given that any SUV/CUV is the "new black," I suspect it will do quite well.
    1
  3482.  @Jupisevenfive  Not gonna happen.
    1
  3483. The Calligraphy trim of the Santa Fe is undeniably impressive. But it's worth comparing it to its closely related sibling, the X-Line trim of the KIA Sorento. Doing so illustrates that despite the numerous shared features and components and almost identical MSRPs the two Korean brands lean in different directions with the Santa Fe and the Sorento. The Santa Fe, like the Pallisade, projects a "budget luxury" vibe. The X-Line Sorento, like the Telluride, projects a more "rugged" impression with off-road cues (if not major aspirations in that direction) . Though the Santa Fe and Sorento share nearly all major features and components there are some differences. The new Sorento lacks driver seat memory and an extending thigh cushion that the top trim Santa Fe provides. (A plus for the Santa Fe and an inexplicable deletion from the last version of the Sorento.) The KIA retains a traditional transmission lever in place of the pushbutton in the Santa Fe. (A plus for the KIA imo.) And the Santa Fe's "smart park" party trick isn't offered on the Sorento. (Not something I'd miss.) Overall, however, the most obvious difference between the top trim Santa Fe and Sorento is the latter's standard third row seats. It's not generous, of course, and in a rare example of marketing speak honesty KIA describes it as "Plus 2" seating. But it is roomier than, for example, the third row of the Toyota Highlander. And even if it's not often used it's a huge convenience on occasions when the need arises to transport 5 or more passengers on a local trip and the alternative is using two vehicles. On the other hand, the X-Line KIA (as well as other trims except the lowest) provides only captain chairs in the second row while the Santa Fe out of necessity provides a second row bench even in the Calligraphy edition. (Without a third row, captain chairs in the Santa Fe's second row would leave the passenger capacity limited to four.) This leaves someone like me, an owner of the last generation top trim Sorento, with a dilemma. Our family of four (two adults, a teenager, and a big dog) need a third row of seats only very occasionally. But the bench second row is a near necessity. Our dog doesn't have a body suitable for a captain chair and the cargo hold is his space only when he returns dirty and muddy from the beach or a romp in the woods. If we replace our Sorento do we give up a third row of seats or consign the dog permanently to the cargo hold?
    1
  3484.  @josiahstearns9615 Correct in all respects as far as I know, Josiah. In terms of our priorities we're disappointed by the loss of 4 way lumbar support, the elimination of seat memory and extended thigh support for the driver and most importantly the absence of a bench second row option in all but the lowest trims. The other features you mention are "nice to have" as far as we're concerned (and we have several on our current Sorento) but not major issues. As my original comment suggested, the loss of a 2nd row bench in the higher trims is more or less a deal breaker. In any event I'd have to pry my wife's cold dead fingers from the steering wheel of her beloved 2018 Sorento to convince her to replace it anytime soon. So it's primarily an academic discussion from our standpoint.
    1
  3485. Not sure it's the "PERFECT" way to buy a Telluride but it may well be about the ONLY way to buy one. When first introduced the Telluride dealers seriously under-ordered top trim SX models with the "Premium Package" options, believing that a typical KIA customer wouldn't pay near $50,000 for a vehicle. They were almost immediately met with HUGE demand for the SX/PP version of the Telluride. Demand so massive that KIA has struggled ever since to build enough of their top trim version to keep them on dealer lots for more than a day or so and leading to long waiting lists and some dealers to put "market adjustment" stickers on the window that increased the asking price to several thousand dollars more than MSRP. Initially, KIA expected to sell 41,000 Tellurides in 2019 after it was released in March. They planned production to meet that goal. As it turned out they sold over 58,000 in the first ten months. Meeting that demand from the only factory producing the Telluride (in Georgia) has been an ongoing challenge. Even in the disastrous 2020 first quarter sales for most brands and most vehicles, KIA managed to sell over 16,000 Tellurides. (Hyundai sold almost the same number of Palisades.) KIA's smaller midsize SUV, the Sorento, managed to outsell the Telluride by a couple of thousand units but that was only because of its availability on dealer lots. It's unclear what the rest of the 2020 calendar year will hold in the midst of an economic recession bordering on depression and unemployment of over 40 million. But with the pent up demand for the Telluride and the new generation of the Sorento coming to the US in the Fall KIA appears to be well positioned to withstand the issues in the midsize 3 row segment.
    1
  3486. And your age. I drove a Karmann Ghia in college but that was before the majority of folks on this website were born. :)
    1
  3487. Do you use a flashlight while you're under that rock?
    1
  3488. Not at all. It's a worthwhile metric used to assess the extent to which vehicles meet the initial expectations of purchasers.
    1
  3489. 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.
    1
  3490.  @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.
    1
  3491.  @JJustinXu  Have to admit that I find it very annoying to be forced to purchase an iPhone to get cell phone integration in the RAV4. It's a relatively small point, I suppose, but deal breakers sometimes result from small points.
    1
  3492.  @JJustinXu  I didn't say I wouldn't purchase a RAV4 for that reason alone. But as long as you raise the point, the comparative reliability and fuel efficiency among different vehicles in the same category is often so close that the choice doesn't come down to either of those aspects. In such cases small differences can be critical. If you've ever taken a test ride at a dealer you were probably asked what color vehicle you'd prefer to drive, not just what color you'd prefer to purchase but what you'd like to test drive. There's a reason for that; research indicates that consumers are often so heavily influenced by color that they will be especially impressed or critical of a vehicle based on the color they first drive. When my wife looks at a vehicle she checks to see if she can position her feet in a particular way in the front passenger seat. I find that to be unusually picky but it's important to her. A year ago she rejected a Ford Edge because the steeply raked windshield and long distance from the edge of the dash and base of the windshield made her feel she was piloting an outboard boat from the stern.
    1
  3493. After seeing the Hyundai Palisade I suspect the Telluride will share that platform. Much like the Hyundai Santa Fe and the Kia Sorento share a platform and offer different variations on the "Goldilocks" sized CUV. In the case of the Telluride and Palisade, it looks like Hyundai is pushing a more premium, near luxury vibe while the Telluride is aiming at the "adventure" look and feel.
    1
  3494.  @jeansboii  That's correct. Even more than the Kia Sorento and the Hyundai Santa Fe the Telluride and Palisade are twins. The differences lie in the "vibe" each has; the Telluride aiming toward an "adventure" image and the Palisade going for a "near luxury" feel.
    1
  3495. Take a look at any review from 2018 on. Very, very few changes. And that's why sales of the CX-9 are so dismal.
    1
  3496. More rubber on the pavement means lower fuel economy. It' a matter of physics and friction.
    1
  3497.  @deet4895  Not sure where "here" is but if it's in the US you should inform Mazda. They don't seem to think so. https://www.mazdausa.com/shopping-tools/build-and-price
    1
  3498. 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.
    1
  3499. As someone who owned an RX-8 for five years, there are some major flaws that Mazda would have to remedy in an RX-9.
    1
  3500. Now that's what I'd call an "upgrade." :)
    1
  3501. That's one of the problems with rating "family" crossovers. Kids have an annoying habit of growing after one purchases a vehicle. The 2020 Highlander is a prime example of the issue. With 27.7" of legroom in the third row it is virtually useless for anyone 5' tall, a height reached by many kids at 13 years of age. Its joke of three seat belts in the third row is cruel enough for munchkin size kids. Several years into ownership and no one fits back there.
    1
  3502.  @devinbender8428  Considering that they put the Escape on a diet, I think your guess is probably accurate.
    1
  3503. Not really. It's a full 10 inches shorter than the Mazda CX-9, for example. And compared to other so-called "midsize" vehicles like the GM twins (Traverse and Enclave) and the Dodge Durango the difference is even greater. It's a "tweener" size.
    1
  3504. Lots of stuff to look at and play with in the interior. That can keep you occupied since visibility to the outside world is seriously compromised. Like driving from the bottom of a high sided bathtub.
    1
  3505. @Stefan Not sure where you live, Stefan, but the M140i xDrive isn't available in the US.
    1
  3506. @Stefan Not sure where you live...
    1
  3507. North America isn't exactly an afterthought for the G90 but it's not the primary market at which Genesis aims the model. It's meant as a budget alternative to "executive" cars from Europe, especially in the Asian market. This has several implications for its design. First, the target market are chauffeured executives and that means the most important seat in the cabin is the passenger side rear seat. It's not meant for spoiled children; it's meant for spoiled executives. And for that reason the rear seat passenger can control the settings of the front seat passenger among other amenities. Second, although the Genesis lacks the prestige of large luxury sedans from brands like MB and BMW, the fact that it can be purchased or leased at a "bargain" rate may well be important to the bean counters in corporations who buy or lease them for their executives. That it's quite a success on that score is demonstrated by the fact that in the first six months the new generation G90 was for sale in Korea the sales of large Mercedes Benz and BMW's dropped by a third.
    1
  3508. Now Justin, we both know that there are more "knocks" on the CX-9 than the lack of "interior space and no pano roof." But for a an SUV 199" in length that provides less overall cargo space than a Honda CR-V or a Subaru Forester the lack of interior space isn't exactly a nit.
    1
  3509. Best family sedan? Undeniably the current generation is the best Camry in history. But the best family sedan? Not in my opinion. Styling is obviously subjective but I think few would rate it as better looking than the Mazda6. And while the Accord reminds me of a vehicle where two different committees designed the front and rear ends (to my eye) it still outpoints the Camry. As far as the interior design is concerned, I think Toyota designers should stop watching old Flash Gordon movie serials from the 1930's to be inspired by the spaceships. But all that is subjective. How about objective factors? Well, a "family" sedan implies rear seat room and trunk capacity. The Camry offers 38.0" of legroom in the back seat. The Accord provides 40.4". The Camry's trunk has 15.1 cubic ft of space; the Accord counters with 16.7 cubic feet. Then there are the engine choices. Some prefer a NA V6 in a Camry over a turbo 4 in the Accord. I'd agree if the vehicles were SUV's weighing 2 and a half tons and the Accord's 2.0L four banger was an ordinary engine. But the Accord's Civic Type R derived engine coupled with its 10 speed transmission is truly outstanding and the curb weight of the Accord is about 150 lbs less than a Camry (3428 lbs vs 3572 lbs) with that difference concentrated in the front end with the heavier engine. No wonder the Honda is a better handling vehicle. To be fair it's worth noting that the Camry's fuel economy in the V6 Camry is outstanding (22/32/26) but that only equals the 2.0L Accord. Finally, there's the annoying absence of Android Auto in the 2019 Camry. (Promised for 2020.) My wife has an iPhone so Apple CarPlay is fine with her. But I own an Android smartphone and have no intention of replacing it with an iPhone solely to have a navigation system in a family sedan. Of course, I can get an integrated nav system in either the Camry or the Accord. But in the Toyota the navigation system is available ONLY as part of a $2600 option package. It's standard equipment in the Accord Touring model. And while comparing MSRP's is at best only a rough guide to prices that come from a serious negotiation with a dealer, it's worth noting that the MSRP of a loaded 2.0L Accord Touring model comes to $37,000. According to Toyota's "build and price" website, a comparable top trim Camry XSE is $38,395. Is the Camry the "best" family sedan? I don't think so.
    1
  3510. 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.
    1
  3511.  @ChristianC-gy1ym  I agree completely. Both with regard to the GTI and the MX5.
    1
  3512. It is worth noting, primarily because the styling differences between the two vehicles reflect the fact that the Telluride is designed exclusively for the North American market while the Palisade is aimed at other international markets. As far as the quality/reliability of the products, I've never owned a Hyundai. But I currently own our second KIA Sorento built in Georgia and both vehicles have been solid, reliable, and totally without issues.
    1
  3513.  @tonypi4322  It must be a hell of a long assembly line. The Santa Fe is built in Montgomery, Alabama while the Sorento is built in West Point Georgia. :) That's an understandable confusion for non-Southerners but Tide and Bulldog fans would be greatly offended by it.
    1
  3514.  @tonypi4322  Actually, Santa Fe production started in Alabama in June, 2016. You're correct though that different brand vehicles sometimes share a production facility. The most obvious is the Miata and the Fiata. :) Our current Sorento is a 2019 model.
    1
  3515.  @HandsomeMan6820  Troll much? Ask your parents to take you to a Ford and a KIA dealer and judge for yourself.
    1
  3516. Two years and 25K miles later and my assessment hasn't changed. If I insisted on replacing our Sorento I'd have to pry my wife's cold, dead fingers off the steering wheel.
    1
  3517. Great review, Russ. Of course, a trip to the San Juan Islands could be a wonderful experience driving a 1970 Pinto. :)
    1
  3518. No question that the new Sonata is a very appealing alternative in the midsize sedan segment. Last year I seriously compared the Accord, Camry, and Mazda6. If I were shopping now I'd look very seriously at the Sonata. To be frank, though, I'd be more interested in the forthcoming "N Line" version about which the information is scant. What information is available, though, seems to be a clue about a puzzle I've wondered about for some time. When Hyundai introduced the i30N I was surprised and disappointed to see that it wouldn't be available in the US. Instead, the US got the Veloster N and an "N Line" version of the Elantra that didn't come close to the specs of the i30N. No disrespect intended for the Veloster N but for me a true sport sedan is more appealing. Now I suspect that Hyundai decided not to offer the i30N in the US to avoid cannibalizing sales of the larger Sonata "N Line" version, a vehicle that unlike the Elantra N Line does appear to offer significant performance improvements compared to its siblings.
    1
  3519. Please, VW, since you are committed to discontinuing the basic Golf in the US, only grudgingly continue the GTI (preferring to sell the GLI in the US), and repeatedly threaten to drop the Golf R on this side of the Atlantic, at least send us the T-Roc R. Spruce it up a bit with fewer hard plastics and promote it as a subcompact crossover. We won't tell anyone what it really is. Promise.
    1
  3520. Lots of non-skiers here apparently.
    1
  3521.  @squidproquo2241  Troll much?
    1
  3522.  @squidproquo2241  "Troll: (verb) make a deliberately offensive or provocative online post with the aim of upsetting someone or eliciting an angry response from them." Next question.
    1
  3523.  @RyDeR11134  I"m hoping you measure your height in metric units. :) Otherwise, you should definitely be in a car seat in the back.
    1
  3524. Right. And lose the additional profit on every Audi that isn't sold because a customer bought a VW instead. I suspect that any exec that suggested such a strategy would be cleaning out his desk by the end of the day.
    1
  3525.  @valdrinrexhepi2244  Of course you're not betting your job on that assessment. VW is VERY protective of their Audi brand in the US as a result of the much higher profit margin on each unit sold.
    1
  3526.  @valdrinrexhepi2244  My point exactly. VW corporate would hate to see you trade an Audi for a VW.
    1
  3527. As Jakub put it, it's the little things that add up to the Civic for me. Neither is a vehicle I'd purchase but last year I seriously considered replacing my MK6 GTI with a midsize sedan and the Accord topped the Camry in that comparison. (In the end I couldn't bear to give up my GTI so I replaced my 2012 model with a new version.)
    1
  3528. And not likely to provide anything like what Hyundai is looking for in terms of profit.
    1
  3529.  @bikebudha01  Oddly enough, Hyundai doesn't check with Ford to determine how much profit they're entitled to make. Furthermore, Ford is literally a truck-only automaker with substantial excess capacity, especially considering their dismal sales this year. Thus, they're able to produce as many Mavericks as demand requires. And volume (especially the volume of fleet sales) means cost savings for every vehicle built. Hyundai, on the other hand has a much wider range of vehicles vying for far less production capacity than Ford, and virtually no fleet sales. No matter how much they strip a Santa Cruz to provide a base model they'll never produce nearly as many Santa Cruz vehicles as Ford builds Mavericks. And if they can build a $40,000 fully loaded model and sell it, why would Hyundai produce a $20,000 model with significantly less profit instead? One of the uncomfortable aspects of a capitalist economy is that the law of supply and demand is very difficult to repeal.
    1
  3530.  @billbigshlong382  It's not a question of "5 adult humans." It's more likely to be an issue when 3 kids, each equipped with a phone, are sitting in the back seat.
    1
  3531.  @neverknow5117  If you wish to speak to my 14 y/o daughter or my big dog both of whom frequently inhabit the back seat, I'll see if I can arrange it.
    1
  3532. If the Stinger concerned the European and Japanese brands, and it did, the G70 should scare the pants off them. Brand appeal is one thing, but when a badge says, "I'm dumb enough to pay thousands more just for a badge," it begins to lose its cache.
    1
  3533.  @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.
    1
  3534.  @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.
    1
  3535.  @alexross5620  Enough. You're not worth the bandwidth or the keystrokes.
    1
  3536. On the contrary, the Flex is a bloated Soul. :)
    1
  3537. Yup. Manufacturers looking to improve their CAFE ratings are committed to the technology. And start/stop systems typically mean about 1-2 mpg improvement in fuel economy. in EPA ratings.
    1
  3538.  @villasantamaria1  Actually, not all start/stop systems are created equal. I have it in my GTI and find it useful and non-intrusive. Can't say the same for other systems that kill HVAC or cannot be turned off.
    1
  3539.  @bbthing68  All start/stop systems aren't created equal. In my GTI the button on the center console accomplishes the task. Furthermore, its operation when engaged is virtually seamless. Unlike some systems turning the engine off automatically does not affect accessories such as air conditioning. Restarting doesn't produce any noticeable vibration and it's virtually instantaneous when I remove my foot from the brake. The fuel savings are very minor but the barista where I get my morning coffee has commented that she appreciates the fact that she doesn't have to breathe fumes when I pull up to the drive-in window. She's attractive and at my age I'm more than happy to accommodate her. :)
    1
  3540. True. But the Arteon currently available is a 2019 model and retains the 6yr/72K warranty.
    1
  3541. Yeah, but did you like the Telluride? :) A few points.... () The Telluride and the Hyundai Palisade are more than corporate cousins. More like fraternal twins. The list of what they share is long; how they differ is a very short list. But there are some differences in DNA. The Telluride is designed for and built in North America. It's not even offered in Korea or other Asian markets. The Palisade is built in Korea and aimed at an international market, especially in Asia. The top trims of each verges on "luxury" but the Telluride has a definite "rugged" vibe. Yuri is right on in his comment that the Telluride's looks are "Land Rover-ish." If you're an Asian consumer where extreme poverty was near universal only one or two generations ago, "rugged" looks are less appealing.For countries with an emerging middle class consumers are drawn to European luxury vehicles and the Palisade is a way to demonstrate one's economic success at a bargain price. As a result the Palisade more closely resembles BMW's, MB's, and Audis than Land (and Range) Rovers. () There will be the usual internet comments bemoaning the absence of a "performance" version of the Telluride with a turbo engine, possibly the twin scroll 3.3L mill in the Stinger and the Genesis G70. But that's likely to be a forlorn hope. In the first place, the demand for high performance mainstream 3 row SUV's is minuscule. A few manufacturers offer such vehicles, most notably the Ford Explorer ST and the Durango SRT. But with MSRP's approaching or over $60,000 they're a low volume "halo" model meant to draw customers into dealer showrooms, not to sell in volume. For the vast majority of customers scalding 0-60 and quarter mile performance ranks about 25th among the top 10 features of a mainstream 3 row crossover. Secondly, KIA is already challenged to meet the demand for the Telluride, especially its top trim (SX-L in Canada SX with the "Prestige" package in the US.) Does it make sense to divert even a small fraction of production to a vehicle with limited appeal when other customers are already on a waiting list or paying prices above MSRP for the current models? Finally, the Hyundai/KIA conglomerate is committed to a true luxury SUV from the Genesis brand. Arguably it may make or break the brand. That vehicle is rumored to have a turbo V6, possibly another version of the 3.8L Lambda engine. Would it make sense to offer the same engine in the Telluride and Palisade? I suspect any executive who suggests it would be putting the contents of their desk in a cardboard box soon after.
    1
  3542. Not sure where you've been shopping but the V6 versions of the Explorer whether naturally aspirated in the hybrid or turbo versions in the the ST and Platinum trims approach $60,000 MSRP's. That's thousands of dollars more than the top trim Telluride even with "market adjustment" stickers on the heavily in demand KIA.
    1
  3543. 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.
    1
  3544.  @chasl3645  You are SO right. When I was a kid in the 1960's a vehicle that reached 100K miles would practically rate a mention in the local newspaper. And in the upper midwest a car that managed to make it through four or five winters without rusting in two was a rarity. It's certainly true that a few components are less durable than they once were in the interest of saving weight. Windshields are the prime example. But on the whole automobiles are far, far better designed and built and far more durable than they were even 30 years ago.
    1
  3545. More like a mini-me version of the Arteon with a very large butt.
    1
  3546. Consider Ryan's comment that the last time Subaru offered a manual transmission Legacy they sold five! Not five percent. Five vehicles. CVT's and start/stop systems aren't part of a nefarious scheme to "kill the auto industry." Along with hybrids and EV's they're measures designed to reduce reliance on fossil fuels. Get used to it.
    1
  3547. The Stinger is an impressive vehicle even with the base 2 liter turbo. I own a KIA Sorento (my second) and I like the brand a lot. But the Stinger's MSRP is about $3,000 more than the top trim, fully loaded Legacy, its fuel efficiency is significantly worse and its really a four seater. Likewise, its 0-60 performance is somewhat slower than the Legacy. (i.e. 6.6 seconds). The Stinger is an impressive vehicle but I doubt it will be cross shopped by many consumers.
    1
  3548. A couple of points. First, for some inexplicable reason Genesis has opted to retain the comparatively mediocre 2.0L turbo engine in the base G70 model rather than replace it with the 2.5L turbo found not only in the 2022 KIA Stinger GT-Line but in at least 7 other KIA, Hyundai, and Genesis models. It's as if Genesis is afraid to risk cannibalizing sales of the 3.3L V6 version by offering a base engine that comes close to the performance of the higher priced G70 trims. Considering the dismal sales of the G70, however, down 21% in 2020 and another 10% in the first quarter of 2021 in the US, Genesis should concentrate on attracting more buyers to their brand, period. It's a lesson that KIA has apparently learned with the Stinger while Genesis has yet to wake up. Second, it's a matter of taste but I agree with Zach with reference to the quilted upholstery in the G70. Genesis models and upper trim versions of Hyundai vehicles appear to reflect a belief that quilted upholstery (real or faux) spells "luxury." On the contrary it reminds me of the sofa in my grandmother's living room from 50 years ago. To each his own, I suppose.
    1
  3549. Great vehicle. The only downside is that KIA is sometimes challenged in spelling the name of their models. Sorrento, Italy is spelled with two "r's" . The Roman emperor was "Nero," not "Niro," and Seoul, Korea has an "e". At least they got Telluride right. :)
    1
  3550. Want to try being relevant?
    1
  3551.  @funderburk1  If you're comparing it to the Stinger GT in terms of performance the 3.3L twin turbo V6 in the latter will smoke the Arteon in terms of straight line flat acceleration. But that's not an appropriate comparison either in terms of price or components. The appropriate comparison is between the Arteon SEL R-Line and the KIA GT-Line with its 2.5L turbo4. Here in the Seattle area the $45K MSRP of the AWD Arteon is being offered by multiple dealers with a $6K-$7K discount that brings it down to the transaction price of a top trim FWD Accord or Camry and about $1K to $2K less than the KIA. The KIA GT-Line with AWD and the 4 banger turbo's 300/311 HP and torque is still stronger than the Arteon's 2.0L EA888 engine (268/258) but the difference is relatively small in the real world where VW's engines are typically understated on paper. And a Stage I ECU tune from APR completely erases the KIA's advantage on that score. The KIA is still quicker than the stock Arteon to 60 mph or a quarter mile. But straight line acceleration , though it's a standard measure of performance among Americans, it's a very narrow metric of performance. Take into account the Arteon's superior handling and an extended "race" on mountain backroads will give the edge to the Arteon. Furthermore, a more upscale interior and more interior passenger and cargo space checks more boxes for me than the Stinger. YMMV
    1
  3552.  @cavalierace  I haven't driven the F Sport for a direct comparison but I have driven the Stinger (if that's any help). The Arteon's steering is somewhat heavier and the entire vehicle feels "tighter" and more precise.My impression generally is that Japanese and Korean vehicles lean toward lighter steering in the belief that Americans prefer it while the Arteon feels very European.
    1
  3553. The big mystery about the CX-3 is why it hasn't been discontinued in Canada as it has been in the US. Did Mazda simply forget to announce the CX-3 would be dying in Canada?
    1
  3554.  @SilverSamurai12  That may be the explanation especially as it applies to Quebec where European tastes are more common.
    1
  3555. You had your chance, my friend. The Golf Alltrack was a great and affodable wagon that no one bought.
    1
  3556.  @JaySkyofficial  Buy two GLI's. About the same price and you'll be driving them far longer than the single M240i.
    1
  3557. 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.
    1
  3558. 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.
    1
  3559. II, too, am a fan of this "tweener" size crossover (188"- 191") in length. It's an appealing and growing category of SUV's. In addition to the five vehicles mentioned in the video there's the Hyundai Santa Fe, the KIA Sorento, and the 2020 Subaru Outback among others. Most offer V6 engines either as standard or optional. (The Outback and the Santa Fe excepted.) And most offer traditional geared transmissions (the Outback and Murano excepted.) As noted in the review, most are two row, five passenger rigs. The exception in that case is the Sorento with a third row that's surprisingly accommodating for occasional use. Our family (two adults, a teen daughter, and a big dog) keeps the third row stowed about 90% of the time but find it very convenient when we chauffeur a gaggle of teenagers around town or need to transport six or seven passengers on a local trip that would otherwise require a second vehicle. In its two row configuration, the cargo and passenger space is identical to its corporate cousin, the Santa Fe and to the Ford Edge. When we were shopping last year we looked seriously at the Ford Edge Sport. It had exactly the same 2.7L twin scroll turbo V6 as the ST (lacking a bit of tuning for more 20 more HP and 30 more ft lbs of torque). Ford has made some noise with suspension improvements, brakes, and a new 8 speed transmission that wasn't needed for performance but apparently improves stop and go mpg's a bit. Brakes, though, seem to be significantly better. The suspension changes may be an improvement but the straight line performance is not quite what it was in the Sport at least in terms of standard measures like 0-60 mph (5.7 seconds vs 6.1 seconds.) All in all, the Sport was fun to drive and though the ST doesn't appear on paper to offer significant improvement, it seems to share those attributes. And while straight line performance hasn't been improved, it's still about the quickest SUV in the mainstream tweener class other than some versions of the Jeep Grand Cherokee. We ultimately passed on the Edge Sport for several reasons other than the lack of third row seating. The "Fifty Shades of Gray" interior was just plain boring. And that doesn't seem to have been improved except for some "ST" badges. The artificial engine sounds were just as annoying in the Sport as in the ST. And my wife complained that the steeply raked windshield and dash that could have held a surfboard made her feel like she was piloting a long, long outboard from the stern.
    1
  3560. C'mon guys. I realize you don't have the luxury of spec'ing vehicles for your reviews. You have to take what a manufacturer provides. And in this case, you're doubly handicapped by the (ahem) "distinctive" trim levels available for these cars in Canada versus the US. But the result of those issues is a comparison vehicles that are radically different. Comparing top trims (Grand Touring Mazda vs Elantra Sport or Ultimate) in the US spec'ed as comparably as possible means the Hyundai will be between $3000 and $4000 (USD) less than the Mazda 3. And that includes a significantly more powerful 1.6 liter turbo engine and the option of a manual transmission in the Sport. Want the "ultimate" trim rather than the Sport? No manual transmission option but the price difference is more or less the same. These differences don't necessarily hold for all trim levels and all package options and "real world" prices with a dealer may differ significantly from MSRP estimates. But the Hyundai fairly consistently gives a buyer more bang for the buck than the Mazda. If the car were sitting in my living room where I could admire the styling I'd choose the Mazda. But the likely price difference would be a lot to pay for that styling. Mazda may eventually offer a Mazdaspeed version of the Mazda3 but the company denies that rather strongly. And the availability of AWD in the Mazda3 may change the calculations, especially in Canada and the northern tier in the US. But as of today the Hyundai looks like a better option.
    1
  3561. 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.
    1
  3562. According to the EPA the Telluride AWD and the Sorento V6 AWD have identical fuel economy numbers (19/24/21). That's likely because the Telluride is running the Atkinson Cycle aimed at improving fuel economy in an engine half a liter larger than the Sorento. The Pilot is 19/26/22, likely as a result of an extra transmission gear. In reality, all of the three row crossovers have combined numbers that are fairly close, i.e. 19-23 mpg. I wouldn't call the Telluride's engine "gutless." Most of the 3 row/AWD vehicles run 7.1 to 7.5 seconds 0-60 at near sea level depending on elevation, temperature, tires, driver, individual vehicle variation, and a host of other factors, I'd expect the Telluride to be in the middle of this closely performing pack. And considering all the variables involved, a difference of a second, or so, isn't worth betting on. (There are, of course, some true "performance" SUV's out there but that's another category in terms of engines and price.) As for the AWD system, it's identical to the Sorento. Works very well in messy winter conditions and on less than extreme trails. I wouldn't try to take my Sorento up Hell's Gate near Moab, Utah, but it works well in 99% of the conditions I subject it to. The Pilot's version of SH-AWD is undoubtedly superior to other systems out there but the 50/50 locking option in the Sorento got me over some challenging grades (including my long, steep driveway) in the worst snowstorm in the Puget Sound in the last 40 years last month. Very impressive.
    1
  3563.  @canadabear72  That's very disappointing, John. Like most YouTube denizens I expect automotive brands to respond promptly to MY tastes and recognize that whatever I prefer is the view of millions of other consumers regardless of other evidence. :)
    1
  3564.  @nateb7793  For years I made my living analyzing public opinion and consumer trends about everything from politics to men's choices in their wardrobes. I learned two lessons. (1) My own and my friends'/family's/neighbors' opinions were a very unreliable guide to those of the public at large. (2) Approximately 15% of the public is nuts, expressing bizarre opinions about almost anything. That rule of thumb applies to those who don't believe the Aztek is the ugliest vehicle ever made.
    1
  3565. Yes.
    1
  3566. Like many (North) Americans you want VW's to be more powerful (on paper) and cheaper. That often goes with "bigger." Europeans tend to prefer smaller displacement more fuel efficient engines and are prone to be more careful about maintenance in vehicles they pay a premium to purchase in the first place.
    1
  3567.  @jmoore4156  It's important to understand that VW doesn't expect to sell many Arteons in North America. In fact, there was a question whether it would even be offered in the North American market, at all. The new VW CEO, however, has said that regardless of sales he felt it was worthwhile to offer it as a sign of VW's European roots. In fact, however, it has done somewhat better in the US than VW expected. When I drove one of the first ones available here in the Pacific Northwest, my local dealer said they expected to receive only 3 units before the end of 2019. As it happens, they've sold nearly a dozen. The Seattle market is a relatively strong one for European sedans so that doesn't necessarily say much about the overall marketplace. Nevertheless, the Arteon is outselling the Audi A7 nationwide. (Not surprising considering the price difference.) But it's worth noting that KIA's hopes for the Stinger haven't lived up to expectations. In the last few months they've sold only about a thousand Stingers a month. That's about three times Arteon sales but sales are down significantly compared to 2018. All in all, of course, sedan sales have tanked in North America. So neither KIA nor VW is likely to put many more eggs in the baskets of either the Stinger or the Arteon. And given the relatively strong sales of the Arteon in Europe North America will remain a sideshow.
    1
  3568. I"m not really a fan of this category of crossovers. They strike me as more of a fashion statement than a vehicle with the word "utility" as part of the category description. (A VW Golf has more overall cargo capacity than either the Volvo or the Audi.) But there's no denying that cuv's of all shapes and sizes are the "new black." If I had to choose among them it would be difficult but I think the order would be Audi, Volvo, and BMW. And as I sit here dealing with a relatively winter storm here in Seattle I'd want awd. Still, it's a close competition and a final choice would probably come down to real world pricing and my confidence in a particular dealer's service.
    1
  3569. Interesting take on the Passport. Personally, though, I'd differ somewhat in terms of its competition. The Passport seems to me to compete in an emerging but seldom recognized "tweener" category between mainstream compact and larger "midsize" SUV's. If mainstream "compact" crossovers range from 179" to 182" inches in length, there's a category above where the lengths range from about 188" to 190". Extend it downward to, say 185" and the VW Tiguan and Nissan Rogue are included. Stretch it a bit at the upper end to say, 192" and the Murano and Grand Cherokee are in the "tweener" category, as well. The larger "midsize" category then begins around 196" and stretches to the Durango and GM twins (Traverse and Enclave) at 204". At the heart of the category are some popular and well regarded vehicles: the Hyundai Santa Fe; the Subaru Outback; the KIA Sorento; the Ford Edge; the Toyota 4Runner; and the new Honda Passport, among others. The vehicles in the tweener category share a number of important attributes. Almost all are two-row, five passenger vehicles. Each offers more passenger room and overall cargo capacity than a typical compact crossover. If the smaller Tiguan and Rogue are considered outliers, almost all offer a V6 engine either as a standard or optional powerplant. And almost all include a traditional transmission with eight or more gears. Most have similar crossover looks. There are a few differences from the norm. The KIA Sorento has a third row of seats in all trims. (The Tiguan has an optional third row but it's a cruel joke.) The Hyundai Santa Fe is the only one of the larger vehicles in the group with a turbo4 rather than a V6 as the higher performance engine option. The Subaru Outback and Nissan vehicles use a CVT rather than a traditional geared transmission. And in terms of styling the Murano, Grand Cherokee, and the Outback present a more "wagon-esque" look than the others. Viewed in this context the Passport appears to be an appealing entry. It's typical in most ways with its most unique attribute being the availability of the Honda version of SH-AWD, arguably superior to the AWD systems offered by its rivals. The range of MSRP's of its trim levels are more or less in line with the competition but comparing individual trim levels and detailed feature comparisons can be very complicated. Suffice to say that some rivals have lower base trim level MSRP's (Sorento) and some have higher top trim level MSRP's (Most notably the Grand Cherokee and the Ford Edge). But a warning is in order. MSRP's may be a very unreliable yardstick compared to "real world" dealer prices arrived at through a serious negotiation. I purchased a top trim SX-L Kia Sorento early last year after looking at several "midsize" crossovers. Its "tweener" size was a major deciding factor for my family. Had the Passport (or the almost identical Hyundai Santa Fe) been available at the time I would have considered it seriously. But the third row seating, feature content, and discount I received on the Sorento would probably have made it the choice. Finally, I don't think it's appropriate to compare the Passport with the Acura RDX. While the top trim Passport and the RDX with its package options aren't far apart in price, the RDX offers much less cargo space, passenger space, and a 2.0L turbo compared to the Passport's naturally aspirated V6. I'd be sorely tempted by the RDX if I only considered my own priorities. But for a family crossover, where utility is a high priority, I think there are other more comparable rivals.
    1
  3570. @hiroshima thompson Apples and oranges, I think. The Stinger is an American-ized version of a European GT sedan. The K5 is a sporty take on a traditional "family" sedan. KIA (and Hyundai) do an awesome job of slicing market segments into sub-segments that appeal to distinct sets of buyers.
    1
  3571.  @PeterAlhussein  Different strokes for different folks. I love the look of estates aka shooting brakes aka station wagons. But as an American I recognize I'm in a small minority here.
    1
  3572. 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.
    1
  3573. Ever seen "Bullitt?"
    1
  3574. The Expedition/Yukon/Tahoe are all significantly larger body-on-frame SUV's. The Palisade/Telluride are unibody crossovers with more limited towing capacity and are actually smaller (externally) than the VW Atlas, Ford Explorer, Mazda CX-9, and Dodge Durango. They're the same size as the Honda Pilot and Subaru Ascent and about 2" longer than the 2020 Toyota Highlander.
    1
  3575. KIA does know how many they would sell. It's called market research and it's much more involved and expensive than counting youtube comments. According to KIA AWD ranked very low in terms of potential customers' priorities. Further, a significant portion of current owners thought their Souls already had AWD.
    1
  3576. You're correct. And it's been a big success for VW in Europe and other international markets.
    1
  3577. Not a skier, eh?
    1
  3578. It's actually smaller (on the outside) than it looks compared to its rivals. Even so, it has the most efficient packaging of interior space of any three row SUV.
    1
  3579. Have to admit that I'm pretty unfamiliar with the entire Jeep lineup. Serious "off roading" isn't a priority for me and that, of course, is the brand's claim to fame. I appreciate AWD/4WD capabilities here in the Pacific Northwest but mainly for our sometimes messy winters and driving TO a ski area or a trail head that calls for dirt or gravel roads not rock climbing or knee deep mud. Further, while I don't need a third row of seats very frequently, a midsize 3 row SUV with more cargo space when the back row isn't in use is a big convenience. Jeep's only 3 row midsize SUV isn't a Jeep, at all. It's a Dodge Durango. And finally, where I live my experience with Jeep dealers has been uniformly terrible -- the typical "What can I do to get you to buy a car today?" hustle. Unfortunately, it's been the same with all FCA dealers in the area, experiences that have led me to avoid seriously considering the otherwise appealing Durango, as well. With all that said, I find Alex' review of the (non-Grand) Cherokee to be interesting and for those who value a Jeep's traditional virtues but don't want to sacrifice those of a daily driver and road tripper in a compact SUV I can understand its appeal. No, it's not as "rugged" as its Wrangler stablemate. But the fact that it's a "compromise" is a strength, not a weakness. And the range of trims allows buyers to calibrate the extent of that compromise. Unfortunately, the number of two row CUV/SUV models in the Jeep lineup and the multiple trims of the Cherokee doesn't seem to have been good news in terms of sales of the model. Cherokee sales dropped 20% in 2019 and in the first quarter of 2020 dropped another 32%. Of course sales of many vehicles are down in the face of COVID-19. Among compact SUV's only the RAV4 and the KIA Sportage improved their sales compared to the first quarter of 2019. (16% and 4% respectively). But the Cherokee suffered more than most, dropping from 7th to 9th place with both the Forester and the CX-5 surpassing it. It may be that the numerous trims of the Cherokee contributes to consumer confusion rather than recognition of a range of options.
    1
  3580. I understand that tax policies in Europe make a 1.4L engine desirable but I have to say that regardless of what a "gem" the engine is, the Jetta (or at least the GLI) needs the 1.8L mill of the Tiguan or better yet the 2.0L engine of the GTI.
    1
  3581. That is a new name. In Asia it's known as the K9. Kia wisely decided they didn't want to hear jokes about dogs.
    1
  3582. Well, not really. The first generation Tiguan garnered excellent reviews from automotive journalists but has an extremely small interior and a high price tag. The 2nd generation Tiguan now for sale in Europe remedied the first generation's problems. The North American "Tiguan" is larger than its European counterpart and is known in Europe as the "AllSpace."
    1
  3583. A 7 passenger CR-V??? It's not even offered in the US where McDonald's and the like drive the obesity epidemic. On the other hand, the reference to the KIA Sorento is right on. Though it's currently somewhat overshadowed in America by the humungous KIA Telluride, imo it's the perfect "Goldilocks" size. We purchased our second one last year.
    1
  3584. There won't be a Genesis "version" if you mean an SUV built on the same platform or a similar engine configuration. Hyundai has carefully designed the Palisade to avoid cannibalizing Genesis sales.
    1
  3585. Escape sales were significantly down in 2018 largely as a result of anticipation of a new generation. But Ford still sold over 270,000 Escapes in the US last year. If Mazda sells significantly more than 150, 000 CX-5's they'd be shooting off fireworks and celebrating. So far their 2019 sales are down about 12% compared to last year.
    1
  3586.  @vdubbg  Depends on what you're looking for. Personally, I think a Stage III tuning in a FWD VW that approaches 400 HP isn't worth the investment unless one is looking for a track tool. And a track setup in a Beetle is silly. But obviously, YMMV.
    1
  3587.  @louism8217  I looked seriously at the 2019 Ecoboost Mustang last year with its suspension and performance upgrades that for 2020 have been moved to the "high performance" version. Very impressive and for mountain driving in the Cascades better suited than the GT.
    1
  3588. As a automotive manufacturers improve their international image there's a trend to naming their models in a common fashion. It makes clear the international reach of the company and adds to its prestige. Years ago Nissan even renamed their entire Datsun brand to achieve that effect. Each of KIA's sedans is known in Korea and other international markets by a K designation followed by a number. The KIA Forte is the K3 in those markets. The Optima is the K5. The Cadenza is known as the K7 and the K9 is the designation for the sedan known as the K900 in the US. That's undoubtedly because KIA wanted to avoid their luxury sedan being known as a "Canine." That last example suggests another issue. Manufacturers often have difficulty finding a name that doesn't have unwanted implications in one or more languages. In fact, independent firms are often hired to come with names for all kinds of products that can be marketed internationally without being offensive, the subject of jokes, or is already trademarked in nations where the product is sold. Sometimes the solution is to make up a name that isn't a word in any language. In other cases it's to select some alphanumeric combination. (e.g. M330, 330i, X5, A5, A3, V60, V90, etc) that is otherwise meaningless but conveys a meaning in relation to other models in the brand's lineup. That's a favorite approach of European manufacturers who have to deal with different national languages regularly and the influence of German brands on KIA's designs is probably a key factor in the name of KIA's sedans.
    1
  3589. I don't think so...as I said in another post. Won't repeat it here but the Sorento is another slice of a similar market segment.
    1
  3590.  @moeanthony9308  Thanks for the suggestion but if you can figure out how to "factor that into (the) equation." Good luck. You'll note that I said that "Toyota sets the bar in terms of resale value." That and its associated reputation for reliability are Toyota's primary appeal and the reason they sell so many vehicles. And I never claimed that my experience was more than anecdotal and applies to anywhere other than the North American marketplace, if that. But the basic arithmetic applied to depreciation over time and between different price categories applies universally. And the notion that KIA's depreciation eliminates any price advantage it may have in terms of initial purchase price is very, very old news and no longer applies here in the US.
    1
  3591. Germans.
    1
  3592. 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.
    1
  3593. The so-called "Mexican" models of the GTI are both better built and more reliable than their predecessors from Germany. Robots know no nationality.
    1
  3594.  @davemcguigan218  Having owned both the last MK6 GTI built in Germany and a MK7.5 GTI built in Mexico I'd maintain that the 7.5 version on the MQB platform is significantly superior in build quality. As to why VW is considering moving production of Golfs to Germany, manufacturers make those kinds of decisions for many reasons. In the case of the Golf it may well be that VW wants to ramp up production of the Jetta in Mexico because that is their volume model in the US while the base Golf sells so poorly that they are considering discontinuing it in the US. It makes little sense to build Golfs in Mexico if it isn't even sold in the US. BTW, if you're going to proclaim your expertise about Mexican auto production, you should probably learn to spell "Senor."
    1
  3595.  @davemcguigan218  Not Spanish. Just not a xenophobe either.
    1
  3596.  @davemcguigan218  If you consider unverifiable internet complaints to be "facts," there's very little hope for you. But you can console yourself with the thought that Russian hackers just love folks like you.
    1
  3597. They didn't have time to take their time. A company that depends on sales of their F150 pickups wasn't likely to pay much attention to the emerging cute-ute market.
    1
  3598. A "long wait" is an understatement. Most would-be customers will be waiting for at least two years. Toyota's "introduction" of the RAV4 Prime was a marketing ploy to put the brakes on sales of PHEV competitors.
    1
  3599.  @jasonmiller6996  So it seems. Big mistake from a PR perspective, I think.
    1
  3600.  casiotechI  Not according to my friends at Achtuning, the premier APR tuning shop in the US. Even a Stage 1 tune in the GTI is a challenge for the stock GTI clutch.
    1
  3601.  casiotechI  Sorry if I misunderstood you but your comments are rather difficult to understand. Your first comment is clear in claiming "the factory clutch can (handle a Stage 2 tune.)" That's simply untrue. Even a Stage I APR tune calls for an upgraded clutch in a GTI with a manual transmission. A DSG transmission does not. I'm one of many owners who have put tens of thousands of miles on Stage I tuned GTI's with DSG transmissions with no problems, whatsoever. As for a DSG transmission "rarely last(ing) 100K miles." That's simply ridiculous. Unsupported either by independent metrics or in various GTI/Golf R groups on the internet.
    1
  3602.  casiotechI  Took your suggestion and googled "DSG mechatronics failures." Nothing even remotely supporting the claim that DSG transmissions "rarely last 100K miles." In fact, the failures cited in almost all cases were for early DSG transmissions from 15 years ago and for models other than recent VW's. If you're willing to dig deep enough to come up with something to support your claim, go for it.
    1
  3603.  casiotechI  Did a pretty thorough search of the results of the Google search you suggested and found a more or less consistent pattern that the problem you cited was limited to early DSG transmissions from about 15 years ago. Again, if you can cite any specific evidence rather than simply proclaiming unsubstantiated claims, go for it. BTW, I never experienced DSG problems with my 2012 GTI, either.
    1
  3604. It could be a short review considering there are so few changes from the 2018 model.
    1
  3605. Different strokes for different folks but for a vehicle that's longer than a VW Atlas as well as every other midsize crossover except the GM twins and the Dodge Durango while providing less passenger room and cargo space than the 10" shorter KIA Sorento that, among other things, offers a quieter, smoother, naturally aspirated V6 with more linear power delivery, a much better infotainment system and a panoramic sunroof the CX-9 doesn't look like a bargain to me.
    1
  3606.  @Josh-179  Wow! Takes some guts to claim the CX-9 third row when it has 29.7" legroom (same as a Mustang back seat) vs the Sorento's 31.7"; 35.8" CX-9 headroom vs Sorento 36.3"; and 40.1" hip room vs the Sorento's 41.4". The third row isn't the only place where passengers are shortchanged in the CX-9. Total passenger volume for the CX-9 is 135.1 cubic ft vs 154.2 for the Sorento. You're correct that the CX-9 has slightly more cargo capacity behind the third row (14.4 vs 11.3) but the total cargo volume of the CX-9 is 71.2 cubic ft vs the the Sorento's 73.0 cubic ft. All figures from Mazda's and KIa's published specs. As for the additional 10" under the hood, you should try Viagra to scratch the same itch. It's much more economical and more effective.
    1
  3607.  @TonyJelev  As already noted, those concerned about how well they project their own masculinity are prone to viewing vehicles in terms of gender identity.
    1
  3608.  @shinedownfly  The question is not whether the CX-9's styling is attractive. The question is WHY it's attractive. Take any vehicle since the 1910's designed to appeal predominantly to males and you'll see the same overall design approach -- a long hood, a short deck, and a sacrifice of practicality for an image of performance and potency. The CX-9 shares exactly those design decisions. Unfortunately, it's in a vehicle category where practicality is a major priority and the CX-9's limited passenger room and cargo capacity that results from its design sacrifices precisely that priority. I'm reminded of a friend who purchased a Ferrari a some years ago. He said, "I bought it to attract women. But I've found it mainly attracts 14 year old boys." As for your wife's derriere I strongly suspect that when you say "everyone" looks at it, you're referring primarily to your guy friends and other males with 14 year old boys a significant proportion of that total.
    1
  3609. Dustin Morris. Not doubting you but I'm not sure what a "commitment to using CVT is done" means. It's not like Nissan signed a contract of some sort to use CVT's for a specified number of years. I wouldn't be surprised to see Nissan adding a traditional geared AT for some of their models but given the investment in the technology I suspect they'll stick with the CVT for most models for the foreseeable future.
    1
  3610. Different strokes for different folks...and climates. I have the same mesh cover on my GTI but I live in the Pacific Northwest where cloudy, cool days are the rule rather than the exception. My MK6 GTI had a smaller sunroof with an opaque cover but I prefer the MK7.5 version in terms of allowing more light into what would otherwise be a very dark cabin. If I lived in Florida or Arizona I might well have a different opinion.
    1
  3611. Big fan of hatchbacks here. And Toyota builds an attractive one. Very little chance that they'll offer a turbo or an AWD version, though. Toyota's principal object is to maintain a high level of reliability for their vehicles, especially for the Corolla, and anything that threatens it will never never make it into production. So be satisfied with a manual transmission. Toyota sells so many Corollas for the world market that they can afford to build MT versions and designate a few for the North American market.
    1
  3612. It results from using the Kia Sorento infotainment screen designed for an integrated screen in the center stack in the tablet screen used in the Hyundai.
    1
  3613. Big upgrade in this new generation. Still handicapped with Nissan's commitment to CVTs but such transmissions works in progress and in this category most buyers prioritize the type of AT about 25th among their top ten. As long as there's no third pedal and the MPG's are good (which they are), the Rogue is likely to hold onto 4th place in sales behind the RAV4, the CR-V, and the Equinox. Might even move up to 3rd place.
    1
  3614.  @pdlynch4330  US sales for "Compact" crossovers for the first three quarters of the 2020 calendar year are as follows... Nissan Rogue: 167,401 #4 Subaru Forester: 134,082 #6 Mazda CX-5: 104,277 #8 Subaru Crosstrek: 76,924 #12 https://carsalesbase.com/us-car-sales-analysis-2020-q1-q3-compact-suv/
    1
  3615.  @rightlanehog3151  As my wife tells me, "Fashion has its price." :)
    1
  3616. New version of the Sedona will be introduced for 2021. They're calling it a "GUV", a Grand Utility Vehicle.
    1
  3617. VW appears to be betting that there is still a market for what used to be called a midsize "family" sedan that substitutes interior and cargo room and a price advantage for coupe-like styling and bells and whistles. Could VW do more and better? Of course, they could. But in a market that continues to shrink they're unlikely to invest much in doing so. Want a true European midsize sedan. Look at the Arteon a model based on the European Passat.
    1
  3618.  @ralphbernard3908  Moving from a US version of a mainstream sedan to a "premium" version isn't about size (within limits). It's about style and features. And what Americans consider a "midsize" vehicle is a large vehicle in Europe.
    1
  3619.  @xnopyt13  Sorry, Eric. I misunderstood your reference. Apologies.
    1
  3620. Not a skier, are you, Wesley. Telluride is a well known outdoor destination, especially in the winter, in Colorado.
    1
  3621. Possible but not very numerous. Nothing like what you'll see for the Ford Explorer.
    1
  3622.  Private Eyes  Good information. A couple of points in response. It's certainly possible to increase HP and torque with a Stage I or even a Stage II tune without abusing an MT GTI. My comment stemmed mainly from the advice I received when I added a Stage I tune to my MK6 GTI from one of the premiere APR tuning shops in the US (Achtuning in Redmond, WA). The shop manager asked if my GTI had an MT or a DSG. When I replied it had a DSG transmission he said, "That's good. We won't have to have 'the talk' about potential clutch replacement." I can certainly understand the preference for an MT. Over nearly a half century of driving I had always had at least one MT vehicle in my garage until I purchased my GTI. I found the DSG provided nearly as much "engagement" (in manual mode) as an MT transmission while making creeping along in crowded daily driving in Seattle traffic much more bearable. And since my wife (who prefers an AT) sometimes drives the GTI, it was an easy choice for me. Bottom line? A GTI with an MT may require a periodic replacement or upgrade of the clutch simply because a third party ECU tune tempts a driver to exploit its behavior. A DSG version presents no such temptation and provides slightly better performance from faster shifts. Pay your money and take your choice. As far as the sunroof issue in the Golf R is concerned, there's no question that VW deletes the option in the Golf R in the US for cost reasons. But it's also true that VW believes (correctly I think) that US consumers are far more resistant to the MSRP of both the GTI and the Golf R than Europeans. Adding $1500 to $2000 to the MSRP in the US presents a sales challenge that VW (and dealers) would prefer to avoid. Furthermore, VW has indicated that considering the limited appeal of the "R," spending several million dollars for separate crash testing of the Golf R with a sunroof was unlikely to be worth the investment.
    1
  3623.  @ohadparan2853  You can add me to the list. I've purchased two cars in the last decade in large part based on Alex' reviews.
    1
  3624.  @pressphotog8854  I'm sure Subaru will miss you along with dozen or so others who share your perspective.
    1
  3625. 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/
    1
  3626. Superb explanation, as usual.
    1
  3627. Hope you meant that the turbos "spool" quickly. Autocorrect is not your friend. :)
    1
  3628. Hope you mean
    1
  3629. A mighty effort to put the best possible face on a vehicle that's nothing more added plastic cladding and other appearance changes. Sadly, you left out the best part of banging the lip on a rock trying to navigate the Passport Trailsport.
    1
  3630. Ten inches more legroom! NBA players, a primary consumer segment for Escalades, rejoice. Thirty-six speakers? RAP artists, another target market, rejoice. Great explanation of OLED displays, Alex. I thought it meant they were produced without pesticides. :)
    1
  3631.  @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.
    1
  3632.  @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.
    1
  3633.  @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.
    1
  3634.  @tommieboi707  Not the same engine. Not the same architecture.
    1
  3635.  @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.
    1
  3636.  @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.
    1
  3637.  @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.
    1
  3638.  @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.
    1
  3639.  @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.
    1
  3640. 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.
    1
  3641.  @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.
    1
  3642. The comment that the K5 GT FWD needs either AWD or at least an LSD is spot on. Unfortunately, as Toyota and Nissan have decided adding AWD to a performance version of a "midsize mainstream" sedan doesn't pencil out in terms of sales. As it stands, the V6 Camry constitutes only about 5% of all Camry sales in North America. If AWD were offered with the V6 it would likely not improve sales of that model by more than 10% --- a measly 1500 sales per year. And since the K5 won't come close to Camry sales, adding AWD would hardly make sense. On the other hand, adding an electronic or mechanical LSD to the FWD K5 GT is a great idea. As it stands, consumers who opt for the K5 GT are paying a premium for performance they're unlikely to be able to use without wheel hop and torque steer.
    1
  3643.  @exothermal.sprocket  And in Europe auto ownership and use is a fraction of that in the US. If the country depends upon individual automobile ownership and near universal dependence on automobiles for mobility only a small proportion of drivers will be enthusiasts and the demand for easy to use vehicles will be immense. Don't like that? Fine. Then support the sort of mass transit options (and the taxes to support them) that Europeans take for granted.
    1
  3644. They will.
    1
  3645. Sorry, Joe. You should check the claims the marketing folks give you. The Grand Cherokee's 7200 lb tow rating isn't "class leading." (7:42) That prize goes to the Grand Cherokee's sibling, the Dodge Durango at 8700 lbs.
    1
  3646. OMG! This isn't just the biggest news in the EV world. It may be hyperbolic to compare it to the introduction of the Model T but again it may not. I'm not a truck guy. When I need one I rent it for $20 a day from Home Depot. But I have to say that the F-150 Lightning is earth shaking. And not just because Rachel Maddow devoted an entire segment to its introduction on MSNBC! Designing the Lightning to be nearly indistinguishable from a conventional F-150 was a brilliant move. (Take note, Elon.) Especially when opening the gigantic "hood" reveals a substantial "frunk." Put a camper on the bed and replace your studio apartment. Congrats to our Canadian friends for being the first with a video. :)
    1
  3647. You make a pretty compelling case.
    1
  3648. Being a GTI owner I'm partial to hatches like this. And having owned 4 Mazdas over the years I'm inclined to pull for the brand when appropriate. Unfortunately, simply cramming Mazda's ubiquitous 2.5L turbo and long-in-the-tooth six speed transmission into the Mazda3 hatch isn't going to cure the problems Mazda has in selling vehicles. And that includes the Mazda3 where sales have dropped 38% in the first three quarters of 2020 compared to last year.
    1
  3649. 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.
    1
  3650. Obviously, Toyota has decided that "Sixty is the new Forty..." as they face a demographic problem. When a significant portion of your target market is literally dying each year, you gotta do something. You did your best to sell it, Joe. But c'mon, if TRD ever meant anything the TRD Avalon suggests it's nothing but a marketing designation.
    1
  3651. I live in the Seattle/Tacoma metro area. Around the Puget Sound the broad demographic appeal of the Soul is striking. I see twenty-something Seattle hipsters, young couples with a kid or two, and senior citizens driving them. My local KIA dealer says, "They sell themselves." It's not surprising to see KIA expand the line in the 2020 model year. Sarah's correct that the GTLine version doesn't really fit in the "hot hatch" category. And despite KIA's marketing effort to classify at least one version of the Soul as a crossover, it's not really that either. What it is, though, is a remarkably balanced, highly versatile vehicle with remarkably wide appeal. Total cargo space is 62.1 cubic ft. That's more than a Mazda CX-5, a vehicle that's more than a foot longer than the Soul (!). And because of its boxy shape full size human beings, even those as tall as Sarah, can sit comfortably in the back seat. As for performance, Motor Trend reports a 0-60 time of 6.5 seconds in the GT-Line turbo Soul. That puts it near the top of so-called "sub-compact SUV" mainstream category, otherwise known as hatchbacks on stilts. Of course, there will be complaints that KIA didn't add AWD to the new generation of the Soul. But in a small, light vehicle with engine weight over the drive wheels a FWD vehicle with a good set of winter tires will accomplish everything an AWD vehicle can over 90% of the time. And KIA says when they asked potential Soul owners if AWD was a priority it ranked far behind fuel efficiency and interior space. In fact, about 25% of current owners thought their Souls already had AWD! I sometimes wonder what Honda and Nissan must think of the Soul after they discontinued the Element and the Cube, its only true competitors. No doubt they wonder what it is about rodents that make them such great salesman. Or perhaps they should have stayed with their vehicles a while longer.
    1
  3652.  @naveenthemachine  You may be correct about relative fuel economy. Competitive fuel efficiency has long been a challenge for KIA and Hyundai. But independent reports from Korea where the Sorento hybrid is already on sale claim mpg's mid 40's mpg range. Those are early reports, of course, and may not hold up to more reports or EPA tests but we'll see.
    1
  3653.  @VonDarko  In that case buy a KIA Stinger. Unlike the Arteon, the Stinger isn't a true European GT but it's an American-ized version that's more likely to fit your taste.
    1
  3654. 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.
    1
  3655. @Anthony Tomaro I think you're confused. The 2019 Edge ST does not have a 3.7L V6. It has the same 2.7L V6 as the previous year's Edge Sport. It's the same engine as the base engine in the Ford 150 and the (soon to be extinct) Ford Fusion Sport. You may be thinking of the Ford's 3.7L NA V6 that was available in the Lincoln MKZ or the 3.5L V6 that's available in the Lincoln Navigator. As I said, I seriously considered the 2018 Edge Sport. It was a budget bargain for a (modest) performance crossover. But there's a reason it was $20K+ less than the Durango SRT or the Grand Cherokee Trackhawk. With the 2019 Edge ST that price gap narrows somewhat but it doesn't appear that the performance follows suit.
    1
  3656. The Ford Edge is 188.1 inches in length. The Kia Sorento is 189 inches. In fact, the Sorento and Edge are the two smallest mid-size crossovers. Each is about 11 inches shorter than the Mazda CX9, for example. Virtually no one (who knows what they're talking about) would classify a Sorento as "full sized." No more than the Honda Pilot, the Toyota Highlander, Nissan Murano, Grand Cherokee, etc, all of which are larger than the Sorento. Full-size SUV's include vehicles such as the Chevy Suburban, Tahoe, the Ford Expedition, and the Lincoln Navigator. Yes, the Edge has significantly more torque. It has a definite edge in acceleration, about 1 second 0-60, for example. (6 seconds versus 7 seconds) Doesn't change the fact that it tows 1500 lbs less than the Sorento.
    1
  3657. @Steve Kuehner Apparently he's not a skier. :)
    1
  3658. It comes down to this. Want the last example of the Vette born in the 20th century or the first example of the 21st century Vette? As someone who once bought the last Norton Commando motorcycle before the classic brand died, I can understand the appeal of the former. On the other hand, the C8 Corvette is an extraordinary vehicle, an American "exotic" for the masses. (Well, that's a bit of a stretch but you get the point.) Pay your money and make your choice.
    1
  3659. My dealer in the Seattle area sells Tellurides at MSRP. No "market adjustment" period. The downside of that practice is a long waiting list for the top trim Telluride that has barely shrunk since its introduction. Pick your poison.
    1
  3660. Not a big fan of the baby blue color scheme. And personally, I'd prefer the i30N over the Veloster. But at least it doesn't look like a life size version of a slot car. (Lookin' at you Civic Type R.) As a GTI fan and owner, I'd say this. Hyundai and their German designers/engineers have done a remarkable job of producing a track ready, affordable sports car. If the GTI and Golf R are great daily drivers that with minimal cost can be made into great weekend track vehicles, the Veloster N is an excellent track vehicle in stock form that appears to be a reasonable daily driver. And that's some accomplishment.
    1
  3661. The Soul EV will be sold initially in all states that have adopted California's air quality standards. At last count, I believe that's 19 other states.
    1
  3662. 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.
    1
  3663. Like what I suspect is the overwhelming majority of Sorento owners my family seldom deploy the third row. Have to say, however, that when the need arises to chauffeur a gaggle of teenagers or any local trip with 6 or 7 passengers the third row is a huge convenience compared to using two vehicles. As for the trend toward captain chairs in the second row of upper trim mainstream and luxury 3 row crossovers stems from brands' market research that suggest customers with more disposable income (and related smaller families) see captain chairs as a sign of luxury. Unfortunately our family of four (Three humans and a big dog) has one member whose body isn't designed for a captain chair. (Guess which one.) And KIA's decision to offer a bench second row only on the lowest trims is a potential deal breaker for us.
    1
  3664.  @richardh3587  Cost cutting is the obvious answer but considering that customers might well choose the GLI over the GTI principally for the additional utility of the backseat it's a puzzle.
    1
  3665.  @rockefelleragent1357  <chuckle> "Suspicious?" Sticking to verifiable facts rather than over-generalizations unsupported by evidence and noting that the devil is in the details is "suspicious" to you? As to "who I am," my name appears on my posts. Does yours? If so, what's your nickname? "Needy"?
    1
  3666. Well, one thing VW has learned to its disappointment. Trying to sell Euro spec versions of their vehicles in the US almost never works. Regardless of the quality of those vehicles Americans prefer larger and cheaper.
    1
  3667. Comprehensive and detailed review as always. I have a much loved MK7.5 GTI so of course I'm interested in what the MK8 version has to offer. But I'm also a US consumer and we won't be seeing the MK8 for more than a year when it's introduced as a 2022 model. And if VW sticks to its usual practice the question will be which features of the Euro-spec GTI will be retained in the US version.
    1
  3668. Worth noting that Toyota offers AWD only on the four cylinder Camry and Nissan doesn't offer AWD on the most powerful Platinum VC-Turbo Altima. There's nothing that dealers hate more than having the most expensive (and most profitable) models sitting unsold on their lots until they're sold at steep discounts. And if dealers don't order such models, a manufacturer won't produce them.
    1
  3669. The most appropriate comparison is with the Kia Sorento. Other than the KIA's V6 and three row seating, the vehicles are virtually identical.
    1
  3670. It certainly is. But it's also thousands of dollars more for a comparable version.
    1
  3671.  @123jfauch  Do you think that an insurance company would offer a less expensive, longer term life insurance policy because it believes you're more likely to die? The same logic applies to warranties as it does to any other form of insurance. Kia and Hyundai offer longer warranties with the anticipated cost factored into the price of the vehicle precisely because they believe their vehicles are LESS likely to need repairs.
    1
  3672. My second car was a '61 Beetle with a folding sunroof. (My first was a '54 Kaiser with a back seat large enough for two teenagers to lie down in. :) ) The Beetle met its end when it threw a rod through the engine block on a trip from Oklahoma to Chicago. Nevertheless, happy memories.
    1
  3673. 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.
    1
  3674. Have to admit I'm not a truck guy. But the video is worth watching simply for the shot of the profile and Alex' college-level lecture detailing state-by-state regulations for drivers. As for the size, if I owned one I'd have to move to my garage and devote the house to being a home for the truck.
    1
  3675. I'd disagree to some extent. I can't speak to the exact behavior of Hyundai/KIA DCT's but I'm on my second GTI with VW's excellent DSG, their label for a DCT. I bought my first GTI with a DSG after decades of having at least one manual transmission vehicle in my garage. And I did so in part because of daily commutes in horrendous freeway traffic that varied from 0 to 30 mph around Seattle. I'd never go back to a non-automated MT compared to the "automated manual" of the GTI. It enables me to treat the transmission of a manual when I please (about 75% of my driving) and to turn over the shifting duties to the DSG when it's a nuisance. I own both the GTI and a KIA with a traditional automatic and I find virtually no disadvantage in the GTI's behavior in stop 'n go traffic. I think the issue you cite comes from those who have never driven a manual transmission vehicle and are not accustomed to feeling/hearing gear changes from a conventional torque converter AT. AT drivers can sit at a stop on an incline without touching the brake pedal. A traditional MT, of course, requires that a driver depress the clutch or shift to neutral and then to depress the brake pedal. When coming to a stop the DCT (even in manual mode) automatically downshifts to second and then to first gear. It then requires simply placing a foot on the brake to hold the car in place. It's noteworthy that DCT transmissions are much more popular in Europe than the US. I think that stems from the fact that a much, much larger proportion of European drivers are familiar with and drive manual transmission vehicles and compare DCT's to that driving experience.
    1
  3676. The 1.6L turbo is a new version of Hyundai's corporate 1.6L engine. You might find it's wanting in durability but KIA's extensive drive train warranty suggests it will be fine. Hyundai engines (used in all KIA products) have traditionally been challenged in terms of fuel efficiency. They're on a mission to improve that weakness.
    1
  3677.  @jacobrael9872  <chuckle> You need to catch up to the 21st century, Jacob. I'm not a universal fan of small displacement turbo engines in every application but your Crown Vic weighs over 2 tons! The K5 is almost a thousand pounds lighter. Along with advances in materials, engineering and design small displacement turbos are the future of ICE engines. You might note, for example, that the 2021 Genesis G80 and the GV80 have the same 2.5L turbo as the K5 GT. Such engines don't feel the same as V8's but their fuel efficiency as well as their performance is far better.
    1
  3678. Happened by my local KIA dealer yesterday. They have one Telluride "S" FWD model on the lot, the next to the lowest trim level. That's it. Delivery of a top trim SX model is estimated at January, 2020 if I ordered one today. This particular dealer has a policy against adding a second "market adjustment" sticker to their vehicles but I'm sufficiently cynical to believe that an offer well above MSRP might create an exception to that policy. :)
    1
  3679. Really. Where do you see the figures for resale figures five years from now?
    1
  3680. 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.
    1
  3681.  @gregholman2930  The GLI is very tempting. But it's a compact sedan, not a midsize.
    1
  3682. The Korean manufacturers have been making significant strides in terms of fuel efficiency. The new Forte, for example, has an EPA highway rating of over 40 mpg. But you're correct that it's been a challenge for both Hyundai and KIA. Frankly, I think they've opted to invest resources in "electrification" rather than focusing petrol efficiency.
    1
  3683. Hey, Joe. Not sure why you're comparing a 2020 XSE Toyota Camry to a 2021 KIA K5. Nor does it make much sense to quote the MSRP of a 2020 model as the price of the vehicle. No dealer is going to be successful charging MSRP for a year old model. I'm sure your dealer would like to move that particular vehicle off his lot ASAP but I'd think you'd note that last year's MSRP no longer applies to the vehicle.
    1
  3684. I've been puzzled for years as to why more automakers don't offer AWD in their minivans. In the early nineties I owned an '89 AWD Mazda MPV. On an isolated logging road in early spring in the Washington Cascades, it slid off the icy surface into a deep snow filled ditch beside the road. Without the AWD I doubt I would have been able to get it out of the ditch and that would have meant a very risky hike of about 10 miles in a snowstorm. The Mazda wasn't the greatest vehicle I've ever owned but it likely saved my wife's and my lives. That's something I can't say about other automobile I've ever owned.
    1
  3685.  @mbenton6  It may well be the case that some Mazda models' sales are stronger outside the US. And some models aimed at markets outside the US are not even offered here. (e.g. CX-8). But that's hardly a saving grace. Total Mazda6 sales on the entire European continent for the first half of 2020 amounted to 3095 units, down 74% from 2019 and a drop in market share from 2.2% to 0.9%! That means that the US market, as dismal as Mazda6 sales are with only 8000 units, are still better than in Europe. Sales of all Mazda models, even in Japan, are down significantly, leading Mazda to seek additional capital from Japanese banks. https://asia.nikkei.com/Business/Automobiles/Mazda-seeks-2.8bn-from-Japanese-banks
    1
  3686.  @SonOfTamriel  Why try? :)
    1
  3687. Very enjoyable review, Ms. Woodward. Hyundai/KIA continue to knock it out of the park with their closely related but distinct takes on individual market sub-segments. Kia's three row V6 Sorento and Hyundai's two row turbo 4 Santa Fe in the "Goldilocks" size SUV category. Hyundai's near luxury Palisade and KIA's Telluride with an "adventure" vibe. And of course KIA's Stinger that occupies the traditional GT category alongside Hyundai's compact sports sedan. Brilliant design and marketing with vehicles that share components to contain costs while appealing to slightly different customers. For the shopper who says, "Yeah, I like it but..." there's an alternative that probably satisfies that "but." Only two problems with the G70 from my perspective. First, when will I actually be able to purchase one that won't require a road trip for service? Hyundai is apparently trying to overcome their missteps with introduction of Genesis dealers in the US but here in the Pacific Northwest, it's still a problem. Secondly, apparently every manufacturer seems to believe that quilted upholstery signifies "luxury." Perhaps I'm alone in finding that it reminds me of my grandmother's living room sofa. Ah, well. Can't have everything.
    1
  3688.  @AAutoBuyersGuide  It's an odd decision apparently based on Toyota's belief that their AWD system appeals exclusively to those who feel its advantages are limited to challenging winter climates. Much the same decision appears to be the basis of Nissan's decision to limit AWD to their base model Altima.
    1
  3689.  @kyrosmike  Alex is correct. The XSE and XLE versions come in either a four or six cylinder configuration and AWD will be available only with the 4 banger.
    1
  3690.  @JT-fq2bl  Good point.
    1
  3691. Very similar story here. We're on our second Sorento and if I tried to replace it I'd have to pry my wife's cold dead fingers off the steering wheel.
    1
  3692.  Brian Waller "Refuse to work on them"? Oh, come now. Is this a religious objection? Political? What nonsense.
    1
  3693. I feel your pain. Personally, I'd never buy a Ford after the exploding Pinto debacle. Not to mention that I'd never buy a Chevy after the "unsafe at any speed" Corvair. And I had a 1980's vintage Mazda 626 whose engine exploded after less than 8000 miles on the clock. Clearly Mazda cannot be trusted to produce a reliable vehicle. Your experience 16 years ago is obviously relevant to the vehicles KIA produces today....Or maybe not.
    1
  3694. 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.
    1
  3695. You should see if you can lay your hands on a '32 Ford Model A or virtually any car prior to 1949. They all had pushbutton start systems.
    1
  3696. Possibly because V6 Rav4's are hard to find. Toyota dropped the V6 so dealers would stop complaining about having them sit unpurchased for months on their lots.
    1
  3697. 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.
    1
  3698.  @planetstupider502  Not a golfer? You might want to check today's news and you'll understand the reference.
    1
  3699.  @planetstupider502  I'm not a farmer but it's less than a cow, about 170 lbs. How about a well fed hog?
    1
  3700.  @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.
    1
  3701. Factoid. The mainstream "midsize" CUV/SUV market category in North America is huge with almost every automaker offering two vehicles. One a smaller SUV nearly all of which offer two rows of seats and a group of larger vehicles nearly all of which come standard with three rows. Prior to the introduction of the new Venza, Toyota and Mazda stood alone in offering only a larger 3 row crossover. Now Mazda stands alone on that score. In effect the Venza's role is simply to fill that gap in the smaller midsize sub-category between the RAV4 and the Highlander. Basing it on the existing Harrier Toyota was able to tweak it in minor ways and rebadge it, eliminating major design and production costs. To make it a distinctive offering Toyota took one of its tremendously popular hybrid drivetrains and made it the single option for the Venza. A huge seller? Probably not. But the Venza comes across as a budget Lexus that appeals to childless couples and small families who seldom if ever venture off suburban pavement and freeways. Consumers who neither need the three rows of seats in a Highlander nor find the "rugged" look of a RAV4 appealing. If the RAV4 projects a 4Runner vibe (if not the substance) the Venza taps the consumer segment who want the sleekness and functionality of a 20th century station wagon in the form of 21st century SUV.
    1
  3702. Great argument for a dual clutch transmission. In fact, I'd driven for about 40 years without ever having at least one vehicle in the garage with a manual transmission. That changed when I opted for a DSG in my MK6 GTI six years ago. When I bought a 2018 GTI a few months ago, I never even considered a manual. I drive the GTI in manual mode at least half the time and 90-100% when I'm on back roads. The only "thrill" I miss is that when I come to a stop in manual mode, the DSG automatically downshifts to second and then to first. Otherwise, I have all the control I crave when I want it and none of the aggravation of driving a manual while creeping along in horrible Seattle area traffic. Furthermore, I discovered an additional benefit when I added a Stage One APR tune to the GTI. When I took the car in to be tuned the shop owner asked whether it was a DSG or a manual transmission. When I told him it was a DSG he said, "Good. Now we won't have to have the talk about replacing your clutch on a regular basis." In the old days, AT's were deficient in terms of MPG's and performance. That's simply no longer true. And with a dual clutch transmission the behavior of the car is very like an MT. Still, I don't have an issue with those who prefer a manual transmission. Have to say, though, that I often get the feeling that the preference has more to do with insecurity about one's manhood than in any actual advantage of an MT.
    1
  3703. As a former RX-8 owner (much loved but fatally flawed in several ways), I can only recommend that you purchase more Mazdas so they have the capital to invest in new transmissions. It's a VERY expensive investment.
    1
  3704.  @Josh-179  Actually, I don't disagree. The massive torque from Mazda's 2.5L turbo engine makes up for a lot of sins, among them the need for more gears. Moreover, I have a GTI with a six gear DSG that I usually leave in manual mode and shift myself. Adding more and more gears makes shifting manually more a chore than a pleasure.
    1
  3705. 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.
    1
  3706. Not a skier, eh?
    1
  3707.  @AriSubie22b  Another non-skier? Telluride is one of the better known ski resorts in the US.
    1
  3708.  @AriSubie22b  I didn't have to. I've been there on several occasions.
    1
  3709.  @RDYOUTUBE54  Apparently middle school is over for the year freeing more time for YouTube comments.
    1
  3710. 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.
    1
  3711. Still offers the same warranty on all 2019 models including the Arteon.
    1
  3712. 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.
    1
  3713.  @patlabuca3484  In that case, why not avoid a crossover altogether and get a vehicle superior handling? If you want a Mazda, take a look at the Mazda6.
    1
  3714. @S. D. H. You make a very good point. In fact, I think first time buyers and we more (ahem) mature drivers share some of the same priorities. Seniors, even those who've owned larger vehicles in the past, may prefer smaller vehicles as part of an overall downsizing lifestyle. Retirees, including prosperous retirees, are often dealing with stagnant or shrinking incomes and value reliability and economical operation as a result. Most folks become more risk averse as we age. The new safety systems are reassuring on that point. I'm not sure what the sales statistics show but I've been struck by the fact that I see both older and much younger drivers in KIA Souls, a small and very popular KIA model that shares some of the characteristics with the Forte.
    1
  3715. @Grieg Ragen Ugly is in the eye of the beholder. I'm sure your comment was widely expressed about a small German import car that began to show up in the US in considerable numbers in the 1950's and sixties. It managed to survive somehow despite its odd styling and to become the best selling vehicle in history. ;)
    1
  3716.  @subvet3668  The i-30N would appeal more to me, as well. But given Hyundai/Kia's track record, I suspect they know exactly what they're doing in terms of their bottom line.
    1
  3717. Not really. If that's a critical factor, the Honda/Acura versions of SH-AWD is the answer.
    1
  3718.  @Rome1017Lights  And don't forget that sedan sales continue to slide while CUV sales soar.
    1
  3719.  @JulezWinnfield  Sort of like thinking that the rest of Texas is just a suburb of Austin. A major error. :)
    1
  3720.  @JulezWinnfield  We don't claim the "dry side" of the state. The west side of Mt. Rainier gets up to 80 inches of rain a year. Forty miles away on the east side, the rainfall is about 8 inches. :)
    1
  3721.  @eichler721  I didn't go into detail in my original comment. But here's a more thorough review. Keep in mind that MSRP's are only rough guides to what you can expect to pay for a vehicle. Different brands , different dealers, and serious price negotiations can heavily influence the actual price paid for a car. For example, I paid approximately $40,000 +TTL for a fully loaded 2018 Kia Sorento in January of this year that included options such as remote start, all weather floor and cargo mats, and a four year subscription to realtime traffic monitoring among other items. Altogether, the out the door price was over $8000 less than MSRP. I also seriously negotiated a price for the CX-9 and the Toyota Highlander. The best offers I received were between $4000 and $8000 more than what I paid for the Sorento. But for the purposes of this discussion, let's stick to MSRP comparisons. First, the easiest one. An equivalent trim level with similar features and options for the Cadillac XT-5 according to the Cadillac website is $60,645 including a $1000 discount. I haven't tried to purchase one but I'm skeptical that any Cadillac dealer would offer an additional discount of $12,000. Next is the VW Atlas. The SEL Premium trim that's equivalent to the Sorento SX-L has an MSRP $50,650. And that assumes one can be found on a dealer lot. When I was shopping there were literally none available and as of today, they're rare. I wouldn't expect to pay much if any less than MSRP. That's supported by a friend who sells VW's (I bought a GTI at a significant discount from him a few months ago.) I liked the Atlas but as a new model early glitches and problems can be expected and according to Consumer Reports, that's the case with the Atlas. The CX-9 (Signature) has an MSRP of $48, 335, almost exactly the same as the Sorento. But the CX-9 lacks a panoramic sunroof, has a 4 cylinder turbo engine vs a V6 and has a tow rating 1500 lbs less than the Sorento. The Signature trim is upscale and attractive but the infotainment system and other options (e.g. realtime traffic in the navigation system) are significantly inferior to that of the Sorento. It's much larger on the outside but has less interior passenger room and less overall cargo space. It's a good car but as noted above, I couldn't find a dealer willing to discount its price much below MSRP. The Subaru Ascent wasn't available when I was shopping but it looks to be a very good buy at approximately $47,000 MSRP with options that more or less match the Sorento SX-L. Again, however, it is a four cylinder turbo engine and with a CVT compared to the Sorento's V6 and eight speed transmission and the interior, while functional isn't as upscale as either the Sorento or the CX-9. I have several "Subar-ite" friends and they love their cars. Two of those friends have looked seriously at the Ascent and they report offers from dealers a few hundred dollars less to about $1000 over MSRP. I'm not a fan of CVT's and I think it's fairly obvious that a naturally aspirated V6 is more reliable and durable than a turbo 4 (and that comes from someone who owns a turbo 4 GTI.) But of the various alternatives at around the price point of the Sorento's MSRP, it looks to be the best buy. Finally, what none of these alternatives matches is the five year bumper-to-bumper and ten year power train warranty of the KIA. One can, of course, add a third party warranty to match the KIA to any of these cars but that's an additional cost that makes the Sorento an even better value.
    1
  3722. "...I think the other part (of the McLaren win) is that a lot of us don't have a lot of experience driving it..." And if you weren't an automotive journalist you wouldn't be allowed even to sit in it without a thorough examination of your investment portfolio. :)
    1
  3723. I'm sorry to say that I think the 2021 Mazda6 updates are too little too late. Despite its strong points the Mazda6 has never been a strong seller but its sales in 2019 and 2020 are less than dismal. In the first half of 2020 Mazda sold only 8085 Mazda6's, down 38% compared to the first half of 2019. And the total 2019 sales in the US were down 30% compared to 2018. Sales in the midsize sedan category are soft; they have been declining for nearly six years. But no other vehicle has seen the decline suffered by the "6." And what's in store for 2021? Nothing that's likely to boost sales. No word on the rumored inline six cylinder engine. No updated transmission. A new color or two and upgrades to the bells and whistles of the higher trims is VERY unlikely to help.
    1
  3724. Gentlemen, a few points. First, it's pretty much an iron law of physics and engineering that moving parts are subject to wear. And that means that on average a turbo charged engine will not last without problems as long as a naturally aspirated engine. The higher the boost, a twin scroll turbo, a design with twin turbos and the number of failure points increase. That doesn't mean, however, that engineering design cannot ameliorate those issues. And any engine is subject to failure. The question is whether over the average life of an engine it can be expected to run with few issues. Almost no one keeps a car "forever." On that score Hyundai's and KIA's warranties provide considerable piece of mind. Second, as far as I know, Ward's awards are mainly based on innovations in engineering, not tests of long term durability. The fact that an engine wins an award from Ward's is impressive. As is the fact the the engine in the G80 has been time tested in the field for a few years. But it's no guarantee that "it's safe to say there won't be any (problems)". That's a bridge too far. Third, my impression is that Americans ARE more apt to abuse their vehicles than consumers in other countries. Mainly by putting off or ignoring scheduled maintenance and service. Automotive consumers in other countries typically spend a larger portion of their incomes (and in many instances higher prices in absolute terms) for their vehicles. They keep their vehicles longer than Americans and that suggests they take better care of them. On the other hand, it is absolutely NOT true that Americans drive faster and experience worse traffic conditions than drivers in other countries. Half of the entire population of South Korea (25 million) live in the Seoul area. American cities with the worst traffic don't come close to the conditions in Seoul. Nor are highway speed limits significantly different from the US in South Korea. I haven't driven in Korea but I have driven in Siberian cities and in Vladivostok and I can attest to the fact that speed limits and seat belt requirements are considered mere "suggestions." My friends who have spent time in Korea suggest the same is true there (as well as throughout northern Asia.) "High speeds" and "hell like city driving" are the rule, not the exception in Asia. I see no reason to believe Korea is an exception. In short, if a vehicle survives the driving conditions encountered by Koreans, I suspect it's a pretty valid indicator of the durability of their vehicles in the US.
    1
  3725.  @FamilyWheels  Sorry, but every automotive journalist and Youtube poster who complains about the demise of MT's will have to buy a baker's dozen of their favorite vehicle to make any difference in the decline of MT's. MT's will survive in a few vehicles in a few market segments but otherwise their future is about the same as vacuum driven windshield wipers and drum brakes fifty years ago.
    1
  3726. VW has experienced repeated challenges for their Euro-spec vehicles in the North American market. The excellent Euro Passat was replaced by the larger, cheaper (both in price and features) American version and sales zoomed. Same story with the Tiguan. The Touareg has been replaced in the US with the Atlas. The current larger, cheaper Jetta is not even offered in most of Europe. And the base Golf isn't slated for export to the US.
    1
  3727.  @kalashnikov1343  Some people have more kids than you.
    1
  3728. I'm not a Toyota fan in general and if I were shopping in this segment I'd rank the Civic and the Elantra ahead of the Corolla Hatchback. But I'd put the GTI ahead of all of them. (But the GTI is really a different type of vehicle despite its similar size.) Nevertheless, the new Corolla Hatchback is miles ahead of the outgoing Corolla IM. And for those attracted to Toyota's reputation for reliability as their highest priority, I'm sure it will do well. Good basic transportation as a daily driver. Reasonable versatility of a hatchback. Not bad looking. Good resale. All the things Toyota is good at.
    1
  3729.  @653j521  Where would you suggest? Join the Mars Rover?
    1
  3730. We're a small family, too. (2 adults, teenage daughter, big dog.) If I were choosing a vehicle in the larger midsize 3 row crossover segment, I'd go for the Telluride, as well. As it happens, though, we were shopping about a year ago and went with the Telluride's somewhat shorter cousin, the Sorento. The Telluride wasn't available at that time, of course, but if I were shopping today I think I'd make the same decision. At 189" in length (7" less than the Telluride) the Sorento falls into a "tweener" category between compact and larger midsize crossovers along with a number of rivals including the Passport, the Santa Fe, the Edge, the Murano, the Jeep Grand Cherokee, etc. But it's the only vehicle in that category that offers third row seating. We don't use that third row often but it's very convenient when we chauffeur a gaggle of teenage girls around town or take six or seven passengers to a local destination that would otherwise require two vehicles. The Sorento is more maneuverable than larger rivals, fits more easily into parking spots, and can be fitted with a multi-bike rack on the rear and still close our garage door with room to spare. Moreover, the third row is surprisingly accommodating with legroom virtually equal to the larger Pilot, Ascent, and even the Telluride. And considerably more than the CX-9, and the Highlander. The top trim (SX-L) Sorento shares a number of features and materials with the (SX) Telluride. The interior passenger space is less, of course. (154 cubic ft vs 178 cubic ft). But the Sorento is extremely generous considering the vehicle's size. As much as the Honda Pilot, slightly more than the Subaru Ascent and much, much more than the CX-9 and Toyota Highlander, all of which are considerably larger vehicles. Where it comes up short is in terms of cargo space behind the third row (11 cubic ft vs 21 cubic ft) compared to the Telluride. Need room for gear/luggage and six passengers or more, get a Telluride, or even better, a minivan. Same transmissions and AWD systems but different engines. The 3.8L NA V6 in the Telluride is half a liter larger than the 3.3L V6 in the Sorento. But the Telluride runs the Atkinson cycle to save fuel at some sacrifice in performance so the performance metrics and fuel efficiency are close to identical. Interior materials in the top trims are comparable with nappa leather and virtually identical seats. The Sorento has a bench second row that's currently lacking in the SX Telluride. More eye candy in the Telluride's digital display but the same infotainment system. Nifty camera view of the adjacent lane when the turn signal is on in the Telluride. I'd like to have that. Identical tow ratings though the Telluride has load leveling. (I don't tow so it's not an issue for my family.) And then there's the price. Perhaps surprisingly the MSRP's for top trim Sorentos and Tellurides are nearly identical, a pattern that's found in Honda's Pilot and Passport. And when you think about it, simply removing six or seven inches in length doesn't necessarily reduce the cost of producing a vehicle that shares so many components and features. But in the real world, there's a substantial difference. We bought our fully loaded SX-L Sorento for $40K plus tax, title, and license. I suspect that much the same deal would be available today. On the other hand, even managing to purchase a top trim Telluride today is a challenge and very, very unlikely to be available at less than MSRP. The Telluride (and for that matter, the Palisade) is an impressive vehicle. On a point by point scorecard I think it tops its category. And if our family used a third row of seats on a frequent basis, it would be my choice. But for us the Sorento is the better answer.
    1
  3731. Well, since those people weren't coming to Ford anyway the company isn't losing many sales.
    1
  3732. Same experience in my 2018 Sorento even with a slightly less efficient six speed transmission and the same 3.3L V6.
    1
  3733. Not mentioned (though subtly implied) is another advantage of the G70. I really prefer not feeling that I'm sitting at the bottom of a high sided bathtub when I'm driving. Granted that the Mustang is not as extreme as the Camaro on this score but the high beltline and long hood do little to give me a feeling of being in control, especially when driving fast. And since I don't feel the need to express my "manhood" through the shape of my vehicle, I prefer the feel of the G70. By the way, James, the reason you can feel comfortable in the Recaro seats is that your shape makes you comfortable in Italian jeans. :)
    1
  3734.  @ShafinRehman  The issue you raise is a common one in the Toyota lineup. Their business model depends on the brand's reputation for reliability rather than interior quality or innovation. Whether that reputation stands up to scrutiny versus some other brands is questionable but as a business model for profit generation it works quite well.
    1
  3735. Both the KIA and the Hyundai are among the quietest brands on the market. Extensive use of acoustic glass and sound insulation.
    1
  3736.  @emed1977  Did you forget California?
    1
  3737.  @emed1977  Fair enough, Eddie. I realize it's redundant but it's worth keeping in mind those of us who view the comments when we first wake up. :) Good looking dog, btw. :)
    1
  3738. The investment required by a mainstream company to spin off a luxury brand is huge. Just ask Hyundai. And the history of mainstream brands offering luxury models is not a pretty one. Consider the VW Phaeton and the KIA K900 as just two examples.
    1
  3739. And I strongly suspect that strategy has been brought up in internal meetings at Mazda. At which point I'm sure someone else said, "Remember the Amati." Once burned...
    1
  3740. In the Seattle area the asking price of the remaining Focus RS's begins at $51,000
    1
  3741. OUCH!
    1
  3742. I noticed the same thing.
    1
  3743.  @JJustinXu  It better be. It's so long in the tooth now that it could pass for a vampire.
    1
  3744. Buy a Stinger. Customers for three row crossovers are more interested in fuel economy than running for pink slips at stop lights.
    1
  3745.  @kieransteele7223  Uh huh... Let's see. Dodge sold a total of 66K Durangos in 2018 of which about 10% were SRT's. Chevy Tahoe sales were better overall. They sold about 100K Tahoes in 2018. But only about 20% were RST's, and about half of those were fleet sales, mainly to law enforcement agencies. As for BMW X7 sales, there are no figures yet available but since there bound to be a drop in the bucket even of BMW's total vehicle sales. High performance full size SUV's are basically boutique models meant to stimulate automotive journalistic interest and foot traffic in dealer showrooms, not as serious contenders in terms of sales. And even if the models you cited were appealing to a larger customer segment, the fact that their prices start at about $75,000 or more and in the case of the BMW top north of $100K, the overall sales are simply not important to mainstream manufacturers.
    1
  3746. Nice try. No cigar unless you're joking.
    1
  3747. FINS! It needs FINS! And bullet taillights. Yesh, that's the ticket.
    1
  3748. Don't hold your breath. Mazda is (in)famous for early announcements followed by delay after delay in actual deployment of features. (e.g. the diesel version of the CX-5).
    1
  3749. @Bish Bish Truth hurts?
    1
  3750. I'm SHOCKED! A Mazda promise/rumor turns out to be a fantasy? When has this ever happened???? At least when has it happened in the last month?
    1
  3751.  @Brian-jv8iy  Can't speak specifically of Canadians but the CC was a long term sales disaster for VW in the US. They sold fewer than 25,000 CC's in the last five years. And in 2018 VW sold 455 CC's in the US.I really liked the CC but I was one of very few Americans who did. As for Canadians, their taste in European brands is relatively stronger than the US but with a population a tenth the size of the US, sales in Canada, alone, aren't sufficient to support any brand. The bottom line is that Americans, unlike Europeans, have never seen VW as a premium brand. As for the Arteon, I wish VW luck but in an atmosphere where sedans of all kinds are cratering, I'm not optimistic. http://carsalesbase.com/us-car-sales-data/volkswagen/volkswagen-cc/
    1
  3752. The KIA Telluride is another viable option. The fly in the ointment at this time is the availability of the Telluride and KIA dealers' practice of adding "market adjustment" stickers to the MSRP, especially for top trim models.
    1
  3753. Not sure where you're getting the claim that the redesigned Rogue is being described as a "midsize" SUV. At 183" it's definitely a compact crossover, a category with an average length of 180"-182". In fact, the current Rogue is 185" long, the same as the VW Tiguan. So the 2021 version is actually slightly smaller than the current model. Mainstream midsize SUV"s range from 188" (Ford Edge, Hyundai Santa Fe) to 204" (Chevy Traverse) with almost all two row versions being 188" to 192" in length. Clearly, the Rogue remains in the compact category competing primarily against the RAV4, CR-V, and (perhaps surprisingly) the Chevy Equinox. https://www.trucks.com/2020/06/15/specs-2021-nissan-rogue/#:~:text=The%20overall%20length%20is%20183,feet%20with%20the%20seats%20up.
    1
  3754.  @RaitisRides  I appreciate your appreciation, Joe. As you know, I'm sometimes critical of aspects of your reviews. When that occurs I'm gratified that you take the comments as constructive criticism and respond with class. ;)
    1
  3755. The packaging "efficiency" of the Telluride is quite striking. It's almost exactly the same length as the Honda Pilot but offers far more interior space, both for passengers and cargo. Divide the passenger space (in cubic feet) by the length of the vehicle (in inches) to derive a "passenger room per inch" stat. The Telluride is far more efficient than every other 3 row midsize crossover. (Interestingly, the KIA Sorento is second. Not surprisingly, the CX-9 trails the pack.) Add to that efficiency the cargo space behind the third row and the Telluride is one of the few midsize SUV's capable of transporting six or more passengers AND their luggage on an extended road trip. Even the VW Atlas and the GM twins (Traverse and Enclave) don't offer as much room for a large passenger load. Want more than the Telluride provides? You have to go to a minivan.
    1
  3756.  Leftists Are Sick Fucks  My KIA Sorento has remote start via the key fob.
    1
  3757. So why have minivan sales declined so much that they're an endangered species? Despite (and to some extent because of) their reputation of appealing mainly to soccer moms, it's females who have killed off the minivan in favor of crossovers. (Research indicates, in fact, that men find the versatility of minivans more appealing than women.) How come? The answer is that crossovers offer a higher driver's height and the image (if not the reality) of greater strength (hence safety) and durability in crossovers with a longer distance from the "A" pillar to the front bumper. When my wife had a choice between replacing a minivan with a crossover, she had no hesitation in selecting a KIA Sorento. The Odyssey is undoubtedly an appealing choice in the shrinking minivan category. Honda does an excellent job of making interiors and features appealing to families. I do wonder, though, why Honda hasn't offered AWD in the Odyssey, especially since the platform shared with the Ridgeline could offer it easily. (Only the aging Toyota Sienna does offer it.) Having once owned an AWD Mazda MPV that managed to get itself out of a ditch on a snow filled ditch on an isolated logging road in the Washington Cascades, I have a lifelong fondness for that vehicle.
    1
  3758.  @darienmiller1032  Thanks for that comment, Randy. Prompted me to look at some specs for the "Mugen." As you note, it's smaller than the American version of the Odyssey (190" vs 203" in length; 71" vs 78" in width) though the styling is similar. Makes it even more puzzling that Honda hasn't added AWD to the American version of the Odyssey.
    1
  3759. maurice benton I suspect that you're pretty much alone in not wanting to hear how a vehicle compares to its competitors.
    1
  3760. Unfortunately, the Renault isn't available in the US.
    1
  3761.  @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.
    1
  3762.  @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.)
    1
  3763. Spend some time in (beautiful) Santa Fe and you'll understand the reference. Or just look at the New Mexico state flag.
    1
  3764.  @jimdavis9581  That's puzzling, Jim. Are you sure you're not talking about KIA's compact crossover, the Sportage?
    1
  3765. Well, at least you're realistic about how unique your preferences are. Every day I see comments on YouTube from self-styled "enthusiasts" who mistakenly believe they're part of a huge untapped market.
    1
  3766. Probably not. Toyota understands that their market dominance depends to a great extent on the reputation of their vehicles for reliability and they will sacrifice innovation to protect it. But the RANK of a brand in terms of reliability is very different from the actual differences in reliability. Major reliability problems are relatively rare in vehicles these days and the differences in brands is far less than it was even a decade ago.
    1
  3767.  @edwardvalivonis23  Only in the Hybrid version of the Highlander where the Ascent doesn't play at all. Personally, I'm not a fan of CVTs but I'm not a fanatic about it and I understand the fuel saving appeal. Comparing a Hybrid Highlander to a gasoline only Ascent is an apples to oranges comparison.
    1
  3768.  @bballnam  That goes without saying. Or as I put it in the original post, "unless a three row SUV is a very, very high priority."
    1
  3769.  @bradleyfurer7847  Well, I moved from one of the more prominent Seattle suburbs to an island in the Puget Sound a couple of years ago. But I'm not sure that Seattle suburbs demonstrate any more "conformity" than most communities. Most of us live in places where we're surrounded by people much like ourselves. Today more than ever before. https://www.amazon.com/Big-Sort-Clustering-Like-Minded-America/dp/0547237723 Further, I'd have to disagree about cargo racks.To me they suggest someone who doesn't want to drive a vehicle year round capable of holding a mountain of luggage and gear needed a few weeks (at most) every year. On the other hand, I wonder about those who drive huge pickups and SUV's on errands to the grocery store so they could have a vehicle to tow a trailer to a campground for two weeks every year.
    1
  3770. Sorry to introduce the dreaded issue of "practicality," but stay with me. I've lusted after Miatas for years but I have a wife, a teenage daughter, and a big dog. With the MX5 I'd have to go alone or leave two of them at home for any drive. Though the BRZ's back seat is a torture chamber, it's at least possible fit all four of us (daughter and dog in the back) for short jaunts. Giving up the top down option of the MX5 is tough but here in the Pacific Northwest (US version) that's a relatively rare pleasure anyway.
    1
  3771. The I30N is not available (and won't be) in the US.
    1
  3772. Depends on local dealers. My KIA dealer doesn't add a "market adjustment" sticker to any vehicle. The downside is the long, long waiting list for a top trim SX model. But that's hardly the fault of either the dealer or KIA. It's called the law of supply and demand.
    1
  3773.  @anon26383  Happy I ignored that before putting about a 100,000 miles on a 2012 GTI with no problems, whatsoever, and replaced it with a 2018 model.
    1
  3774. 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.
    1
  3775.  @JuanHernandez-sv4ip  Juan, I'm not an attorney. I just play one on the internet. :) Having said that here's what I know. () There have been a number of court cases about this issue and as far as I know each and every one has had the same result. A manufacturer can refuse a warranty claim only if a modification can be shown to have been related to the particular problem for which a warranty claim is filed. For example, if you have a Stage I APR tune that only involves an ECU setting change and you subsequently have a wheel bearing fail, your windows de-laminate, or your infotainment system fails a dealer cannot refuse a warranty claim. On the other hand, of course, if you fry your clutch as a result of using the additional power you have, it's likely that a dealer can refuse to replace the clutch under warranty. In fact, of course, even without a "tune" a dealer may refuse to cover a clutch plate simply because it's considered a "wear and tear" item. But if the clutch mechanism, itself, fails it should be covered regardless of the tuning. It's worth noting in this particular context that if you have a manual transmission it's a very good idea to upgrade your clutch when you have a tune or be prepared to replace the clutch plates periodically. (If you have a dual clutch VW, you won't have that problem because the dual clutch transmission can handle the additional power. I can't speak to the situation with the conventional automatic in the Tiguan.) () Of course, it's little comfort to know that you can win a case in court if you have to. So there are some more practical alternatives. (1) Find a "tuner friendly" dealer from whom to purchase your car. My VW dealer, for example, offers APR tuning services and I've never heard of that particular dealer refusing a legitimate warranty claim. (2) APR offers a "back up" warranty at a reasonable price that duplicates the VW warranty when you have an APR tune. (It's called APR+ tuning and the coverage is identical to the VW warranty and enables you to use virtually any APR service center for warranty work. In my experience (for a GTI) a Stage I APR tune on a vehicle is VERY unlikely to result in a failure that would otherwise be covered by warranty but if you're concerned about it, check with APR or your local authorized APR tuner and inquire about APR's backup warranty.
    1
  3776. Joe, as others have noted, the R is not being discontinued. It's not unusual for VW to skip a model year when a new generation of the "R" and the GTI are introduced. They did the same thing when the MK6 was replaced with the MK7. There was no "2014" model of the GTI or the "R" until the 2015 model was available on the MQB platform. The real question is the decisions VW will make about exporting the MK8 GTI and Golf R to the US. In 2018 VW initially limited the number of R's allocated to US dealers to the number of pre-orders (with deposits) from each dealer. That led to a severe under-supply of R's in the US. When I was shopping a year ago there were only 3 Golf R's on dealer lots within 500 miles of Seattle. GTI's, on the other hand were relatively plentiful. Currently, that situation is reversed. There are very few Autobahn GTI's available in the Pacific Northwest while R's are relatively plentiful. This may be the result of VW's decision to allocate more "R's" to the US in the face of uncertainty about US tariff policies. The real danger is that VW will opt to limit or completely curtail exports of the MK8 GTI's and R's to the US if the tariff policies of the current administration significantly increase their prices. American consumers already resist paying prices for those vehicles compared to Europeans. (A top trim GTI in Germany sells for more than $50,000 at current exchange rates. That is why top trim GTI's in the US have significantly fewer features than their European counterparts.) If the numbskull trade policies of the Trump administration drive the price of GTI's and "R's" even higher, VW may opt to allocate the MK8 versions to other countries.
    1
  3777. Don't be so sure. Can't comment on the Forte but I recently traded a 2012 Kia Sorento for a new one. The KIA dealer gave me a trade-in value within $1000 of the KBB estimate of a trade-in of an equivalent 2012 Toyota Highlander. The dealer then sold my trade-in three days later for $3000 more than my trade-in. When I factored in the discount I had received on both the 2012 and the 2018 Kia Sorento compared to the Toyota (where dealer discounts are rare), I actually came out ahead. Bottom line is that in real world prices the overall improvement in Kia vehicles over the last few years has begun to impact resale values both as trade-ins and in the used market, at least here in the Pacific Northwest.
    1
  3778. I noticed that as well. It made me think that Mazda might have dropped the hidden USB ports in the latest model. As others have noted here the weakness of placing the usb ports in the center console is that they are inaccessible if three passengers are seated in the back seat or the pass thru is in use.
    1
  3779. Slip of the tongue. I think he meant the Explorer.
    1
  3780.  @Yoomaro  "Updated" is not equivalent to "elegant." Neither in women's fashions nor in automotive design.
    1
  3781.  @deleon0927  See response above re: 6spd AWD model. Then quadruple it, at least.
    1
  3782. The RAV4 Prime is impressive. Sadly, it's not a real vehicle that nearly all would-be customers can purchase until at least the 2023 model year. Toyota has said that no more than 5000 units will be produced for the 2021 model year. Virtually every one of those is already spoken for. For 2022 Toyota promises 25,000 units will be available in the US. But again, virtually all of that production run will be spoken for with deposits plunked down in 2020-2021 before the first vehicle is delivered to dealers. So realistically the pre-production models Toyota has been providing to reviewers are a marketing ploy designed to put the brakes on the sales of competitors' actually available plug-in hybrids and to draw traffic into showrooms where the already existing Rav4 hybrid can be sold in what amounts to a bait-and-switch scheme.
    1
  3783. Unfortunately, no. VW believes the market for the Arteon prefers a traditional torque converter automatic.
    1
  3784. If you have to ask if it's worth the money, you can't afford it.
    1
  3785.  @2006gtobob  If I lived in Phoenix rather than Seattle where sunny days, especially in the winter, are a cause for celebration the disadvantages in terms of marginally increased weight and center of gravity in terms of handling might outweigh the advantages of a panoramic moonroof. Around here more light in a dark cabin can be a huge benefit. As far as actual risk, however, it's easy to overstate the danger. It's true that increased weight in the roof could logically increase the chance of a rollover accident but there's no evidence that it's greater than in other similar vehicles. Crossovers where rollover risk used to be significantly higher than in other vehicles no longer suffer that disadvantage. And those with sunroofs/moonroofs must pass the same crash tests as the same vehicles without them. There have been occasional reports of "exploding" or shattered sunroofs/moonroofs (even without a crash) but as Consumer Reports (which has highlighted those risks) has noted, the risk of a blowout is much greater. Altogether the NHSTA has about 200 reports of shattered/exploding sunroofs/moonroofs over a period of over 20 years. If it happens to you, it can be a serious problem, but as Consumer Reports, none of those cases involved significant injuries. Furthermore, while the reports increased steadily since 2003, they spiked in 2015 and have declined significantly since then. It's not clear why but it may be the result of improved materials in the sunroofs/moonroofs. Finally, there's the risk of being ejected through a sunroof/moonroof in the event of a crash. Vehicles now include systems that lock doors in an accident but regulations don't apply to roof openings or open windows. And there have been reports of passengers being ejected in those cases. However, the primary defense against ejection is using seatbelts and they work as well preventing ejection through a sunroof/moonroof as they do in preventing ejection through an open window. In the one case I'm aware of when a family sued Ford for failing to prevent the ejection of passenger through a moonroof in an accident, they lost the case.
    1
  3786. Just don't have a fender bender in a parking lot unless you're prepared to wait months to have it fixed.
    1
  3787.  fender  But that's in a market where there is virtually no competition. If Toyota believed there was significant unmet demand don't you think they would have updated the model sometime in the last decade? While Toyota was selling those 4Runners, it was selling over 400,000 Rav4's in the US and well over 300,000 Camrys, each in a highly competitive market. Even KIA was selling more Sorentos than Toyota was selling 4Runners. Again, in a highly competitive market segment.
    1
  3788.  @b.strong9347  I'm afraid that a discussion of distribution of wealth in this country would take us far afield of the current topic. Suffice to say that I'd agree that the need full size luxury pickups often fulfill could be better satisfied with a prescription for Viagra.
    1
  3789. Put your name on the waiting list now. You should be able to get one in early 2020.
    1
  3790. Not really fair to compare the lower trim levels of the Honda to the higher trims of the Mazda. Frankly, I'd expect the 1.5L/CVT Honda to be very reliable in large part because those purchasing that model are unlikely to put much stress on that engine/transmission. I've owned and respect both brands despite the fact that my first Mazda, a 626 Turbo, had its entire engine replaced at 6000 miles when it literally blew up. And I loved my RX8 despite the fact that it was easy to flood the rotary engine and once flooded the car had to be towed to a dealer to replace the damn spark plug. The bottom line is that modern vehicles from almost all manufacturers are extremely reliable and catastrophic failures are very, very rare, stories from friends of friends notwithstanding.
    1
  3791.  @JulezWinnfield  I agree. Though I think a "sizable percentage" is a conveniently vague metric. My point is simply that those who fail to "properly analyze consequences before committing ( or refraining from committing) an action" make up the bulk of humanity. The profitability of insurance offers for extremely unlikely events supports that conclusion.
    1
  3792.  Der Schwindel  Not true for the 2021 Sorento in the US, either. Currently, the Sorento comes only with a third row of seats. The two row version in the US was dropped in 2018, the same year that the Hyundai Santa Fe lineup was scrambled and the Santa Fe became available only as a two row SUV. It appears (from multiple sources) that the Sorento will retain the third row in 2021 though a two row version may be offered, as well.
    1
  3793.  @canadabear72  I tend to agree, John. But I'm not a typical midsize crossover buyer. I value the "Goldilocks" size of the smaller category of midsize crossovers compared to the larger category that begins at about 195" in length. It's unclear to me whether for the Cross Sport VW went with their "bigger is better" philosophy about American consumers, found that they could save design and production costs on a two row midsize CUV by using almost all the same components and building it on the same assembly line as the larger Atlas in Tennessee, or both. Given that the Touareg is still sold in Europe I suspect that the Cross Sport, like the Atlas, will be an exclusively North American vehicle. It's true that the MSRP of the Cross Sport won't save you much, if any money compared to the Atlas. But that's true of the Passport vs the Pilot, as well. Bottom line is that sharing so many components in two row and three row vehicles means they're going to be priced very much the same. Finally, I detect a sort of sentiment about the "cool" factor in 2 row vs 3 row crossovers. Internet fan boys aren't a good sample of crossover buyers, of course, but I've been struck by the number of comments that suggest some consumers don't want three rows of seats in their SUV's. Not that they just don't prioritize a 3rd row but that they actively dislike the very idea of one. Too much of a "family" vs a swinging single vibe, I suspect. So perhaps there is a market for the Cross Sport vs, say, the Telluride.
    1
  3794. I think you need to check with your chemistry teacher. CO2 is CARBON dioxide.
    1
  3795. Perhaps the most unrecognized factor in the popularity of SUV's is their appeal especially to females who prefer a higher driving position. It was that single factor that prompted my wife to shift from a minivan to a KIA Sorento crossover. Frankly, I can't say I blame her. It's much like an "arms race." Having to put up with daily commuter traffic surrounded by humungous SUV's it's not surprising to prefer a higher seating position and better visibility. That, of course, only makes the situation worse for those of us who prefer a traditional lower seat but it's an understandable defensive reaction. In our case, the Sorento is both my wife's daily driver and the family's long haul freeway slog vehicle. My GTI, on the other hand enables me to enjoy the driving experience on mountain roads in the Pacific Northwest.
    1
  3796. 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.
    1
  3797. Lots to like in the new Explorer. And Ford will sell lots of them as a result of their dominance of the fleet market, especially among pubic agencies. But I see a couple of issues. First, a major rationale for shifting to the RWD and RWD-biased platforms is to improve towing capacity. But at a maximum of 5600 lbs the Explorer is only 600 lbs more than several FWD-biased competitors in the midsize segment. It's adequate for a midsize boat, a couple of snowmobiles, or a smaller camping trailer but the Durango offers a maximum towing capacity of 8700 lbs! Several configurations of the Jeep Grand Cherokee have tow ratings well over 7000 lbs. Even the Nissan Pathfinder's tow rating is 6000 lbs. Perhaps Ford doesn't want to cannibalize sales of the larger Expedition but consumers with serious towing requirements won't them met it in the Explorer. Second, there is the issue of available engine choices and prices. Most of the competition in the midsize 3 row crossover category offer standard or optional naturally aspirated (NA) V6 engines. And the MSRP for those rivals is under $50,000 (USD) loaded with features in the top trim level . The only NA V6 the Explorer offers is in the hybrid configuration and the MSRP of that version is in the mid-$50K range. In fact, the only way to get an MSRP price under $50K (USD) for the Explorer is to select the lowest trim level (XLT). Even then a loaded XLT exceeds the price of highest trims of rivals and still lacks significant features such as a leather interior and more importantly limits the consumer to the base 2.3L turbo 4 engine. The 2.3L Ecoboost engine is impressive in the base Mustang but that's a vehicle that seats four (in theory) and weighs about 3500 lbs. An Explorer loaded with fuel, passengers and cargo weighs in at well over 2 and a half tons! Questions of long term durability, performance, and reliability of that engine in the Explorer are inevitable. It may well be adequate at first but the additional stress on the engine over the lifetime an owner can be expected to put on an Explorer is another issue, altogether. Of course, one can opt for a larger Ecoboost engine in the ST and Platinum trims but that pushes the price to at least the mid-50K MSRP and over $60K with options plus tax, title and license. Those configurations are likely to be chosen by a minuscule portion of buyers. Ford has a major advantage in terms of sales with the Explorer. Its long standing dominance of its market segment and the cushion of fleet sales will almost certainly guarantee it remains in first place in North America. But despite the significant overall improvements of the new Explorer compared to its predecessor the price and limited engine choices are likely to be significant issues.
    1
  3798.  @MikeDPerkins  Obviously that depends on one's priorities and what you're comparing the CX-5 to. I happen to like the CX-5. I think it's probably the best application of Mazda's 2.5L turbo engine. But it's definitely most appealing to those for whom the "U(tility)" in SUV isn't a high priority.
    1
  3799. @Mcneal Willie You're correct. The Tucson is something of an outlier, though, much like the Rogue and Tiguan that fall between the compact and midsize categories.
    1
  3800. "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!"
    1
  3801. PBDazza: Mike's $15,000 difference is terms of MSRP for a lower trim GTI vs a Golf R that comes fully loaded with the only option being the DSG transmission. A more appropriate comparison is between the top trim Autobahn GTI and the Golf R. There the MSRP difference is much less, around $3000 to $4000. That, however, understates the real price difference, at least in the US. The major factor here in the US is supply/demand. With rare exceptions VW limited the number of R's delivered to dealers in 2018 to those that had early deposits on the car. Thus, about the only R's available on dealer lots were those where a customer canceled their order or where a dealer traded for an R with another dealer that had a canceled deal. That situation encouraged those dealers to add second stickers to R's that added several thousand dollars to the MSRP. In contrast, VW did not limit GTI deliveries. The result of these policies was that I was able to purchase an Autobahn/GTI for a little over $32,000 plus TTL. That meant that the true price difference between the GTI and the R was (for me) at least $10,000. That difference remains (again in the US) if you try to purchase an R today. Checking Autotrader.com now it appears there are literally NO new R's available on dealer lots anywhere in the country. That's not necessarily true, of course. There may be a few lurking somewhere in the US but it's close to the truth. GTI's on the other hand are readily available and (I suspect) at a significant discount, especially for the top Autobahn trim.
    1
  3802.  @palebeachbum  I agree that pure EV's will continue to be "second cars" rather than households' "sole vehicles" for some time. But that's not an insignificant slice of automotive sales. And while we've been focusing on pure pocketbook comparisons, those aren't the only factors involved in many purchasers' decisions. Near elimination of one's carbon footprint associated with a vehicle is a real issue for some consumers, especially among younger, relatively affluent demographics. I raised the availability of hydrogen fuel cell vehicles in part because I find Honda's admittedly experimental lease plan in California to be interesting. A three year lease with virtually no fuel or maintenance cost is an attractive option for many consumers in the Bay Area and Southern California. So attractive that there's a waiting list for Honda's offer. Even without Honda's fuel/maintenance subsidy, five minutes to refuel a fuel cell vehicle for a 300+ mile range eliminates a disadvantage of EV's that's unlikely to be eliminated in the near future, if ever. And even now the retail price of hydrogen fuel is equivalent to a gasoline price of about $5.50 per gallon. That's not as cheap as gasoline but it's also not a price that's likely to be impacted by global political uncertainty. And like any new technology, more widespread demand is likely to reduce that price. You're certainly correct that traditional gasoline/diesel vehicles enjoy a huge advantage in terms of available infrastructure and that advantage isn't going to disappear for quite some time. But Tesla has done a frankly amazing job of constructing infrastructure for their vehicles in a relatively short time. A decade ago I would have thought it would be many years before one could reliably take an extended trip in a pure EV. That's no longer a problem for Tesla owners. A similar commitment to build hydrogen refueling spots would be a game changer. In fact, it might well be a simpler task. The future for alternative fuel vehicles isn't here yet. If it were it wouldn't be the future. :) But change is happening. Interesting back and forth, my friend.
    1
  3803. If Nissan can abandon a CVT in the large Pathfinder, Subaru can (should) do the same.
    1
  3804. So the plan is to bring back the MazdaSpeed sub-brand and dillute the corporate push to define Mazda as a premium, near luxury brand. Not to mention undercutting Mazda's corporate fleet CAFE ratings. Honda is a huge manufacturer that can afford to diversify its design, engineering, and production resources to produce a low volume Civic Type R. Mazda is the smallest mainstream automotive manufacturer on the planet. It doesn't have that luxury. There's a reason that Mazda execs wince every time they're asked about MazdaSpeed versions of their vehicles. They would probably prefer to explain the realities of the automotive marketplace but they know that those who ask for such vehicles don't quite grasp that the goal of Mazda is to make a profit, not earn the plaudits of automotive journalists and YouTube viewers.
    1
  3805.  @Julius4396  I think you meant to say the Touareg is still available outside the US.
    1
  3806.  @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.
    1
  3807.  @nickolastiguan  Not really. Once any automaker initiates a major recall it only makes sense to redesign the problematic components. Recalls are very expensive for a manufacturer so continuing to engage in the same production and/or design for newer models makes no sense. If not for the well being of their customers but for the well being of their bottom line.
    1
  3808.  @williamwitt8778  Different strokes for different folks, William. My long-winded post above includes my reasons for preferring the DSG in the GTI after nearly half a century of driving cars with MT's. (And not just because I'm ancient.) Like your brother I especially appreciate the DSG in (ahem) "challenging" urban traffic. But I've found I give up nothing in terms of "engagement" in manual mode on twisty mountain roads. As I said, "different strokes."
    1
  3809. That was true of the last generation change, as well. Looks are subjective but I like it a lot.
    1
  3810. Worth noting that discounts here in the Seattle area of both the mid-trim SEL R-Line and the top trim SEL Premium R-Line are currently discounted by $6000 or more. That brings the transaction price of the R-Line with optional AWD down to that of a fully loaded top trim Honda Accord and a bit less than a Camry XSE with a V6 engine, neither of which offer AWD. At $42,000, the top trim SEL Premium is only slightly more than a top trim Camry.
    1
  3811. Sadly, North America isn't getting the new base 2.5L turbo 4 for 2021 available in Korea. While the V6 versions of the Stinger are almost completely unchanged, for those who prefer a lighter, more nimble version of the Stinger the replacement of the 2.0L turbo with the new 2.5L engine from Hyundai (and available in a variety of Hyundai, KIA, and Genesis models) is a huge upgrade.
    1
  3812.  @PaulHo  If you're comparing the Telluride and Sorento in terms of 1st and 2nd row legroom, the difference is negligible. The two are identical in 1st row legroom (41.4") and in the second row differ by only 0.7" (42.4" vs 41.7"). (Car and Driver stats.) The difference, of course, is in third row legroom (31.4" vs 29.6"). Even so it's worth noting that the Sorento third row offers 2" more than a Toyota Highlander (27.7"). And unlike Toyota's cruel joke claiming the Highlander's third row seats 3 passengers simply because it includes 3 seatbelts, KIA claims the Sorento's 3rd row is a "plus 2" feature.
    1
  3813. The issues with that generation was the weight of the engine that reduced overall balance and meeting increasingly stringent emission regulations in Europe.
    1
  3814. Sorry, Yuri. I drove MT's for about 40 years before purchasing a DSG version of the GTI in 2013. I get the feeling that those who complain about its lack of "engagement" don't understand that in manual mode the DSG provides the same level of "engagement" as a manual transmission which in fact the DSG is--an automated manual transmission that simply eliminates the requirement to manually disengage/engage the clutch. Try this thought experiment. Imagine that in an alternate reality the DSG had been around for decades before the introduction of a three pedal version of a manual transmission. Had that been the case I strongly suspect that there would be howls of protest that a conventional MT needlessly introduced the requirement to manually depress the clutch when selecting another gear. Why introduce a "feature" that slowed the reaction of the vehicle in the process of selecting a gear when a flick of a thumb on a paddle shifter or a push/pull on the gear selector between the seats resulted in the same outcome quicker than a human being could possibly accomplish while reducing overall performance to boot. A conventional MT would be widely viewed as a step backwards. I consider the DSG in my GTI to offer the best of both worlds. When I drive in manual mode, as I do about 80% of the time, I select each gear just as I always did with a conventional manual transmission. And when I'm stuck in traffic creeping along at 2-25 mph every 100 yards, I simply let the DSG select the appropriate gear. Less "engaging?" I suppose it is but repeatedly pumping the clutch pedal in that environment is hardly a driving experience I crave. The only "engagement" I lose with the DSG is that the transmission automatically downshifts to second and then to first gear as I slow to a stop even in manual mode. Again, that's not an experience I long for. Finally, there's one other engaging experience I miss in my tuned GTI, the periodic clutch replacement necessitated by the increased power of the GTI's engine. The stock GTI clutch can't handle the additional torque and horsepower of the tuned engine; the DSG has no difficulty doing so. So I've traded the "engagement" of clutch replacement with significantly greater power of a Stage I tuned GTI engine. Seems like a fair trade to me.
    1
  3815. Hey, Guys. Kudos for noting that automakers do not control the infamous "market adjustment" stickers on vehicles they've sold to a dealer. It's no different than a homeowner selling a house with a clause in the sales contract that the buyer cannot re-sell the house for more than a particular price. That's simply against the law. Things are different in states where Teslas are sold directly to consumers but the idea that a buyer benefits from that practice is at best questionable. A local dealer offers a price based largely on local market conditions and they're free to sell vehicles at less than MSRP to cope with slack demand. Tesla, on the other hand, has an entire nation (or even an entire planet) to use as a gauge for setting a retail price. You won't pay more than a retail price set by Tesla but you won't pay less, either. Bottom line. There's no escaping the iron law of supply and demand in a "free" market economy. Nevertheless, some dealers don't add "market adjustment" stickers to their vehicles. My local KIA dealer, for example, sells all cars, even Tellurides, at MSRP plus some minor adjustments for "dealer installed" options. (The prices for options such as a flashing rear brake light are typically outrageous compared to buying them online but the overall effect is minuscule.) My dealer's logic is that developing a good relationship with a customer will pay off in subsequent service and future vehicle purchases. That's a benefit for the consumer but there's a downside, as well. The waiting list for a Telluride at my dealer is significantly longer than at his competitors who add $5000 or more to the MSRP of a top trim Telluride. Currently, a top trim Telluride from my dealer involves a 4 to 6 month wait. I've bought many vehicles over the years and have never paid more than MSRP, usually less. And that includes a number of cases when I simply told a dealer I wouldn't pay a "market adjustment" price on the window. I've yet to find a dealer who lets me walk out of a sure sale. That's not to say it doesn't happen, of course. But I usually find that a dealer wants to sell me a car more than they want to see me walk away while they wait for a potential replacement who may not come in, at all. The rapidly improving economy, the built-up demand from the pandemic "recession", and the computer chip shortage that impacts supply all contribute to the spikes in new car prices. Each of those factors is relatively temporary. Smart consumers will wait it out.
    1
  3816. It's not news that crossovers have invaded practically every existing automotive category wreaking havoc and taking names. Nissan even tried to push the Murano into the almost empty traditional full size convertible category a few years back. That Frankenstein monster vehicle thankfully disappeared but someone will probably try it again in the future. What used to be the compact family vehicle category is now mostly populated with compact crossovers (179" - 182" in length.) It's so crowded that the category has fractured into sub-segments. There's no single "best" choice for the huge group of compact crossover consumers so it's not surprising to see Toyota with the biggest slice of the market offering multiple trims of the RAV4 that appeal to distinct sets of customers rather than hoping they can dominate sales with a single all around product with a strong reputation for reliability. As the various manufacturers battle it out in the marketplace there's a question of what "utility" means in a CUV. For some it's serious off-roading, even off-trailing in the wild. I doubt the Adventure version of the RAV4 will convince many such folks to abandon their Jeeps for the Toyota but they're a small slice of the overall market. Those who have dreams of rugged adventuring and want something other some plastic cladding but need a capable a daily driver 99% of the time may well be tempted. It even looks like a little brother to the well regarded if dated 4Runner. (And surprisingly, the 4Runner set a sales record for itself in 2018.) For others "utility" means cargo and passenger space in a vehicle that takes them TO that off-road adventure where it's unloaded and left at a campsite after a trip over a gravel road or less challenging trail. For those folks the RAV4 is up against several rivals, most notably the Subaru Forester with more overall space and a more cube-like interior space. Stylish it ain't but for those who value function over form love their Subarus. In any event, the RAV4 provides less overall interior space than the Forester but more than most other rivals. Subar-ites are a loyal bunch that grows every year but Toyota's reputation ain't chopped liver, either. And some consumers may prefer the 8 speed geared transmission over the Forester's CVT. Then there is the largest group of consumers in the segment; those who in a previous era might have opted for a family station wagon. Lots of choices for those who value off-road capability only slightly more than a vehicle that can fly. Some consumers (and many automotive journalists) care most about straight line acceleration and and handling. Those folks have the Mazda CX-5 (with an optional 2.5L turbo motor) but have to pay a significant price in terms of interior space where the CX-5 has an overall cargo capacity only six cubic feet more than a VW GTI, (59.6' vs 53.6') a vehicle that's a foot shorter and handles and performs better than the CX-5. In fact, the CX-5's interior space is dwarfed by virtually every rival in the category. In short, if "utility" means neither off-road prowess nor interior space, the CX-5 is a player. Otherwise, the market is full of alternatives to the RAV4. The most important, of course, is the Honda CR-V, second only to the RAV4 as a perennial favorite in the compact SUV segment. The CR-V has an awesome amount of cargo space for its size, about the same as the Forester in a slightly shorter package. The RAV4 trails on that score but not by a huge amount. Further, Honda's problems with their 1.5L turbo engine are well known. And the RAV4 counters the CR-V's turbo and CVT with a larger naturally aspirated engine with somewhat more power (at least at sea level) and an eight speed geared transmission, choices that Toyota dealers will stress as superior to their customers. All in all, the RAV4 looks like it will maintain its edge among the largest group of consumers in the compact SUV category with its multiple model choices.
    1
  3817. 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.
    1
  3818. Jake Root: If you're nearby check out Auburn VW. I found a much better deal there than at the Puyallup dealer (owned by the Tacoma VW dealer.)
    1
  3819. Not all KIA dealers indulge in price gouging with "market adjustment" stickers. My KIA dealer has a policy of never exceeding MSRP for any new vehicle. But the downside of that policy is the existence of much longer waiting lists for delivery. As for wanting a bench seat option in a top trim, KIA isn't alone in their market research that indicates customers willing to pay top dollar for an SUV overwhelmingly prefer second row captain chairs. It's simply the case that those with more disposable income typically place a lower priority on extra seating and a higher priority on roominess behind the first row. Why not offer it as an option? Simple. If you were already selling every single top trim vehicle you can produce with captain chairs why would you divert production to a model with less appeal to your target consumer?
    1
  3820. Granted that no midsize crossover provides ample third row accommodations. The VW Atlas comes closest. But the Sorento offers more third row room than the much larger CX-9 and the Toyota Highlander. All in a much more efficient size.
    1
  3821. Optional on EX trim and standard of SX trim in the US.
    1
  3822. Who pays "$32K for a KIA?" Hundreds of thousands of consumers in the US alone. Come out from under your rock.
    1
  3823.  @thedarkdade  You asked the question. I simply answered it with a fact.
    1
  3824. I have a theory that Hyundai designers complete their work for a particular vehicle before the design is transferred to a committee whose job consists of adding creases and bulges here, there, and everywhere. Only after the committee completes its work is the final design is accepted. Is the Elahntra (I'm in the US) futuristic? Perhaps. But to me it's "futuristic" in the same sense that a spaceship from a 1930's Buck Rogers or Flash Gordon movie serial is "futuristic." I'll take the very similar KIA Forte instead. Obviously, YMMV
    1
  3825. Gary Bowen: I feel your pain. If I were you I'd look seriously at a GTI or "R." My wife, kid, and most importantly, our dog loves the GTI. But if you're committed to a rear wheel drive vehicle (which I can understand) and don't need a real back seat take a look at the Toyota/Subaru 86/BRZ. The Subie is a bit underpowered (imo) but it handles very, very well. Of course, it sounds like you're in California so a roadster may be a necessity for you. If so, you should look seriously at the Mustang convertible. The 2.3L EcoSport doesn't get much love from the Mustang crowd, but it's a fine and very quick ride. The Mustang doesn't need a five liter engine and with the performance package and self-adjusting dampers, it handles superbly. Let the Mustang GT fan boys sneer; in my opinion it's a worthy competitor to European roadsters at half the price. (Take a look at Alex On Autos youtube review of the 2.3L Ecosport Mustang. It's illuminating.)
    1
  3826. 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.
    1
  3827. I use the tow hook on the rear of my CUV to roll our garbage cans to the curb once a week. So I assume the RAM 2500/3500 would be a bit of an overkill. I do, however, have to share the road with behemoths like this. And for those who actually need the kind of power/performance it provides, I can understand the utility. I do have a suspicion, though, that many of the immaculate examples is see on the street appeal to a more primal impulse than actual utility. And for that Viagra is a far more economical solution. :)
    1
  3828. Yeah, but does it have AndroidAuto? My checkbook just returned to my pocket. :)
    1
  3829. Nonsense. Needs more cowbell!
    1
  3830. Looks to be a good effort by Toyota. And it needs to be considering the importance of the RAV4 among Toyota's stable. The baby 4Runner looks are attractive. Have to wonder though how well all the angles and creases will age in terms of looks. In general rounded designs tend to age better than sharp creases. (See '80's vehicles that looked old in a few years.) As far as the competition is concerned the CRV is the biggest threat in terms of sales. And in terms of cargo capacity, the CRV is cavernous compared to the RAV4, at least in the way that Honda apparently measures interior space. Otherwise, the naturally aspirated and somewhat larger RAV4 engine, the traditional geared transmission, and Toyota's legendary reliability should be enough to protect Toyota's significant sales lead. Mazda fans will tout the CX-5 but at 59.6 cubic feet of overall cargo space the CX-5 is seriously cramped compared to virtually every other competitor. The CR-V offers 25% more overall cargo space at one inch longer than the CX-5. The Mazda fares better against the RAV4 but it still has over 10 cubic feet less cargo space in a vehicle only an inch shorter. In fact, the CX-5 has only about six cubic feet more cargo space than a VW Golf, a vehicle that's about a foot shorter! As far as the versatility provided in terms of cargo space, the Subaru Forester is the champ in this segment. At up to 76 cubic feet of total cargo space behind the first row, it's larger than the humungous Mazda CX-9 and it's 17" shorter. Some will like Subaru's full-time AWD in every Forester but the CVT and what I suspect is lower MPG's in the real world will turn off some. And Subaru isn't known for its top notch interiors. That will hurt to some degree. But Subar-ites are a very loyal "cult." The Forester won't seriously threaten the sales of the RAV4 but it will do well. Finally, the Hyundai Santa Fe is an intriguing alternative. But at 188 inches long, it's really in the "tweener" rather than the "compact" size category. It's about 7 inches longer than the RAV4 and 10 inches more than the CX-5. And that extra length buys both more passenger room and cargo space. The Santa Fe has a turbo engine--good for performance but not for mileage. At the top trim level it's considerably more premium than a comparable RAV4. And though it's MSRP at that trim level is higher, it's likely to be about the same price in "real world" dealer prices. All in all Toyota will continue to crush everything else in terms of sales. But depending on one's priorities there are some compelling alternatives.
    1
  3831.  Harrison Smith  You make a subtle but important point. Comparing MSRP's is always fraught with challenges. Apart from the fact that an MSRP may not have much to do with a real world price that comes from serious negotiations with a particular dealer, it's especially complicated when comparing a "mid-spec" MSRP with that of a loaded top trim model. At best it's likely to be an apples to pineapples comparison. Safer to compare either base trims or top trims of each vehicle.
    1
  3832. I'm struck by the fact that the Civic Hatchback has the overall look of two midsize sedans I like a lot; the KIA Stinger and the VW Arteon. In an era when sedans are challenged to meet the versatility of SUVs of all sizes, the liftback design of these vehicles is welcome. Especially for those of us who limit our "off-road" adventures to muscle power on two wheels or (God forbid) two feet and appreciate the superior driving dynamics of sedans. Also have to say that the more "conservative" look of the 11th generation Civic is a welcome change. Here's hoping it carries over to models like the Civic SI and Type R that might appeal to those of us who don't think that "Hot Wheels" designs should set the standard for real cars.
    1
  3833. Hyundai is opening a set of Genesis dealers separate from Hyundai dealers. They are not selling the Genesis directly to consumers.
    1
  3834. 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.
    1
  3835.  @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.
    1
  3836.  @braetonwilson4296  No. VW markets the Taos as a "small" SUV. They really don't care about an arbitrary category designation. But at 175" in length it's almost a foot shorter than the "compact" Tiguan. (185" long). At the same time, it's only 2" longer than a Mazda CX-30, 3" longer than a KIA Seltos, and 5" longer than a Honda HRV. It's definitely in the sub-compact category.
    1
  3837. Dreamed of driving a rocket powered roller skate? Want to be part of a small (and shrinking) community of owners? Willing to take a chance on a brand with a sketchy record of reliability and weak resale? The Mini is for you. In the first 7 months of 2019 Mini reports selling fewer than 2600 convertibles throughout the US. That's an annual rate of about 4400 units for the entire 2019 calendar year, down from an already paltry 5500 in 2018. I've no doubt that Mini dealers are prepared to make great deals on the vehicle just to get them off the lot. The bigger question is just how long BMW will put up with ever shrinking sales and continue to produce the Mini.
    1
  3838. Here in North America we don't have the opportunity to purchase the Touareg. As is the case with other vehicles VW found that North Americans prefer SUVs to be larger and less expensive than than European consumers. There are multiple reasons. Lacking the extensive rail system found in Europe more Americans, especially our budget constrained citizens, depend on personal transportation to cover our vast geography on family trips. Our cheap fuel, heavily subsidized in the US by the Federal government, further encourages larger, less expensive vehicles. And it has to be admitted that our addiction to SUVs is matched or exceeded by our addiction to fast food leading to the need for roomier vehicles. In the case of larger SUVs these factors all contribute to the existence of the VW Atlas built in the US and the disappearance of the Touareg after the first generation failed to generate the sales VW hoped for. It's a shame (imo). The current Touareg is a beautiful and highly functional vehicle. But in the absence of an opportunity to own one this video at least provides a gorgeous substitute in terms of scenery. Much appreciated.
    1
  3839.  @ms-jl6dl  Sorry. You're incorrect. Federal tax subsidies to oil companies have amounted to trillions of dollars over the years. Ever heard of the oil depletion allowance?
    1
  3840. 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. :)
    1
  3841.  @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.
    1
  3842. 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.
    1
  3843. 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.
    1
  3844. And next week....The Pontiac Aztek!
    1
  3845. I agree but different strokes for different folks.
    1
  3846.  @britshell  One or the other of us is confused about the subject of this thread. It's early here on the left coast so it might be me but I thought we were discussing the GLI.
    1
  3847.  @britshell  Thanks, that clears it up. I'll paraphrase Tom Voelk of driven.com. Auto manufacturers don't build cars to satisfy customers; that's only a means to the objective of making a profit. Mazda has departed from its "zoom, zoom" roots in small cars because (a) it wasn't a sufficiently profitable direction for the brand and (b) it undermined the company's efforts to meet CAFE standards for its overall fleet. To give Mazda its due, they continue to build a remarkable small performance vehicle, the MX-5, an offering that (imo) justifies the existence of the entire company and for which their profit margin is undoubtedly small. As for stuffing their ubiquitous 2.5L turbo in the Mazda 3, the problem is two-fold. First, fitting the massive exhaust manifold that engine requires behind the engine and ahead of the firewall. In models where that engine is used (CX-9, CX-5, Mazda6) it requires extending the hood and reducing passenger space compared to the competition. Reducing passenger space in a compact vehicle is hardly a strategy for success. Second, it would add significant weight to the front end of a light vehicle and require design and engineering changes to compensate for its impact on handling. And meeting those requirements couldn't be built into a "Mazdaspeed" version of the Mazda3 alone, they'd have to be extended to the entire Mazda3 line. I'm sure Mazda didn't undertake its change in corporate direction lightly. They're the smallest independent mainstream manufacturer and lack a higher profit associated premium brand. They don't have the luxury of building a wide variety of engines and keeping up in the race to offer more and more gears in newly developed transmissions. They have limited design, engineering, and production resources compared to the competition. I strongly suspect that they consider offering a performance version of the Mazda3 to be a loss leader they can't afford.
    1
  3848.  @britshell  The question is not whether there is "space in the market for a performance budget car..." It's a question of whether Mazda is in a position to take advantage of it. The Hyundai/Kia conglomerate is massive compared to Mazda and enjoys equally massive economies of scale including the fact that Hyundai is a huge steel company with all the savings that implies. Obviously, Hyundai/Kia can afford a low profit performance vehicle solely for its image value. Yes, the compact market is "cramped." That's because that market is very, very popular. Even a small slice of that market is worth more than domination of the relatively tiny "performance budget" segment.
    1
  3849.  @britshell  Some interesting points, my friend. Though I don't think Mazda's ill fated partnership with Ford adds to your argument. :) More generally, though, the concept of "access to tools and R&D" is rather vague. It's not as if an agreement to share development for a particular vehicle is identical to shared corporate ownership. Toyota has no incentive to improve Mazda's bottom line and in the agreements they've struck with Subaru and BMW, it's obvious they benefit more than their partners. So again, the question is not "why shouldn't (Mazda) go for it." I'm sure Mazda would be delighted to get Toyota's (or another manufacturer's) assistance in developing a particular vehicle. The question is why should a senior partner "go for it." Fiat did so with the "Fiata" but at least in the US sales of the 124 have been a disaster. That's a lesson I'm sure other major manufacturers have taken to heart.
    1
  3850.  @britshell  Let me know when Toyota comes knocking. Granted that Mazda did quite well in its partnership with FCA on the Miata/124 development. But Toyota definitely grabbed the long end of the stick in its 86/BRZ partnership with Subaru. I don't think FCA is likely to make a similar mistake again and I suspect Toyota won't look for a partnership with Mazda unless they're certain they'll get the better end of the bargain again.
    1
  3851.  @britshell Yes, I realize that. And joint partnerships for development of components or even individual models are not uncommon. But our original thread concerned the likelihood that Mazda and some partner would jointly create a performance version of the Mazda3. That's an especially important model to Mazda and I'm inclined to think that it's unlikely to be the basis of a shared development effort for a number of reasons.
    1
  3852. KIA and Hyundai vehicles have traditionally been challenged in terms of fuel efficiency. For that reason the Telluride's 3.8L engine is designed to run the Atkinson cycle that prioritizes fuel economy at the expense of performance. Considering that the average buyer of a midsize three row crossover puts scalding performance at about 20th in their top ten priorities, it's an understandable choice.
    1
  3853. 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.
    1
  3854. Good news but I won't hold my breath. Mazda has a well earned reputation for failing to deliver on their promises and leaks on anything like a realistic timeline. Remember the repeated promises of bringing SKYACTIV X to the US several years ago? Remember the long-promised diesel CX-5 that finally showed up in the US and disappeared about six months later? I hope there's some more than smoke and mirrors from Mazda marketing but I remain skeptical.
    1
  3855. Biggest "zonks" on a GTI? First, it's not a Golf R. On the other hand it's more nimble and affordable. (And in the US much easier to find, a situation that's not necessarily true in Canada where AWD vehicles are more popular and more likely to be available.) The other zonk? GTI's are addictive and difficult to abandon once you've owned one. I currently own a MK7.5 with VW's outstanding DSG. It's my third GTI and I can't imagine not having one sitting in my garage. P.S. You need to check your specs, Joe. The cargo space behind the second row is 17.4 cubic ft, not 13.4 cf. And the total cargo space behind the first row is 53.7 cubic ft (!) not "23 cubic ft." (16:57) And for cargo carrying duty, the rear shelf is easily removable.
    1
  3856.  @jprpower  It would be easy to fit a third row into Santa Fe. The Santa Fe's underfloor cargo storage is identical to what was offered in the two-row Sorento two years ago. And that's where the third seat row was stowed. Unfortunately, the US won't be receiving the 2.2 turbo diesel for the Santa Fe or the Sorento. Hyundai and KIA (among other manufacturers) have determined that in the US market the dieselgate scandal has made diesels unacceptable here.
    1
  3857. I've owned four Mazdas over the years including a 626 coupe, an AWD MPV van, and a significantly flawed but much loved RX-8. Unfortunately, I think its days as the smallest mainstream manufacturer on the planet are numbered as a result of its well earned reputation for overpromising via rumors and underdelivering in terms of actual products, especially in the North American market. (SkyActivX, diesel CX-5) Its future, I fear is as a division of Toyota.
    1
  3858. True. But with only slightly more than 20,000 sales in the first 9 months of 2020, the CX-9 still sits firmly in last place among mainstream 3 row SUVs. Increasing the sales in 2020 hasn't been much of a jump considering they sold over 18,000 in the first three quarters of 2019. Even more dismal is the fact that the CX-9 has been outsold by six luxury SUVs in 2020.
    1
  3859. One of the benefits of being late to the party is that you get to see what everyone else is wearing. Nissan obviously benchmarked the Telluride and Palisade (especially the top trims) for the latest generation Pathfinder and they appear to have done a credible job. And for those whose priorities include serious towing requirements the 6000 lb rating trails only some versions of the Dodge Durango and Jeep Grand Cherokee, each at a considerably higher price. That's not "class leading" as the marketing folks from Nissan apparently told Joe but it's impressive compared to most rivals that top out at 5000 to 5600 lbs. And with the elimination of a CVT in favor of a geared transmission one can only applaud. As improved as it is, though, some of its features still fall short of leaders in the category. The Telluride provides considerably more cargo space behind the third row and overall passenger volume in a vehicle virtually the same size as the Pathfinder. Likewise, the KIA/Hyundai infotainment system is arguably superior. And contrary to what the Nissan marketing folks may have told you, Joe, access to the third row with a child seat in place in the second row isn't a Pathfinder exclusive. It's also found in the VW Atlas and on one side of the CX-9. I'm not likely to be visiting a dealer to purchase one given the "What-Can-I-Do-To-Get-You-To-Buy-A-Car-Today" treatment I've experienced at multiple Nissan dealers in the past but to paraphrase Mark Twain, it appears the reports of Nissan's death have been seriously exaggerated. And whether it's the best choice in the category or not competition, even when it leads to copying, is good for everyone.
    1
  3860. 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.
    1
  3861. I'd readily admit that I don't understand this vehicle. But I didn't understand the Subaru Brat or Baja, either. And I don't get the appeal of the VW Amarok, a similar vehicle that's sold internationally and is especially popular in Australia. In a comment on the Amarok a couple of years ago I wondered why buyers didn't opt for a similar size SUV with covered cargo space rather than such a short bed pickup. The answer I received was that returning home with a deer carcass is much more pleasant in the Amarok than sharing interior cargo space with a dead animal. That makes sense, I suppose, but I don't think Hyundai is targeting hunters with the Santa Cruz. In any event, August 2021 sales of the Santa Cruz nearly equaled those of the Honda Ridgeline in the US so what do I know. The 2.5L turbo engine is an interesting choice. At last count Hyundai, KIA, and Genesis are deploying that engine as standard or optional in at least 9 (!) vehicles. In everything from mainstream midsize sedans (K5 and Sonata) to midsize SUVs (SantaFe and Sorento), a grand touring sedan (KIA Stinger), and luxury vehicles like the Genesis GV70 and G80. Coupled with an 8 speed DCT in many of those vehicles, it appears to be an excellent powerplant. All in all, the Santa Cruz looks like it will appeal to those who want an enclosed cabin stuffed with amenities, want more cargo space than a typical sedan, and would rather project the image of driving a pickup than an SUV.
    1
  3862. 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?
    1
  3863. Console yourself with the fact that a 1969 Chevy Impala was 215" long. :)
    1
  3864. When Subaru introduced the Ascent last year I wondered what would happen to the Outback. The Forester seems to grow nearly every model year like a high school football player and the Ascent gave Subaru the larger midsize crossover they lacked. Happily, I think they've managed to find a place for it by upgrading the interior and technology significantly. Subar-ites have long had to sacrifice some upscale bells, whistler, and gadgets to pay for the brand's standard full-time AWD. The 2020 Outback has nothing to be ashamed of on that score. I'm a fan of the tweener class of crossovers (188"-192") in length. The Hyundai Santa Fe, Ford Edge, Kia Sorento, Honda Passport, Chevy Blazer, Jeep Grand Cherokee, Nissan Murano, and the Outback are all in the category and each has some appealing features. Especially if a compact crossover is a bit too small and a larger midsize SUV is simply more difficult to maneuver easily in the jungle of suburban traffic, fit into a grocery store parking spot, or close the garage door when a bike rack on the rear end adds 18" or more to its length. How does the Outback stack up against the competition? It clearly has more of a "wagon" pedigree than most of the others (the Grand Cherokee being a close second.) And for those who value the driving dynamics of a sedan-like vehicle that's a plus. But there's a downside, too. One of most crossovers' biggest appeals is an elevated driving position. For the shorter portion of the population the potentially greater visibility it provides may well outweigh driving dynamics. (It does for my wife.) Subaru's lone four cylinder engine and CVT transmission options are obviously aimed at optimizing fuel efficiency in a category where most rivals offer standard or optional six cylinder power plants (all but the Ford Edge naturally aspirated) and traditional transmissions with eight or more gears. The only exceptions are the Santa Fe's four cylinder power plant and the Murano's CVT. The Outback stands alone in limiting the choice of both. I'm no fan of CVT's but I'm not a fanatic about it. It will satisfy most consumers but for me it's a negative. Likewise, I like turbo 4 bangers in smaller, lighter vehicles. (I own a GTI.) I find their use in vehicles that weigh two tons or more with fuel, passengers, and gear. Physics is physics and durability of such an engine is likely to be an issue to consider. Further, turbo engines are often challenged to meet their EPA mpg ratings. When it's available it's tempting to use that turbo. Finally, with the exception of the KIA Sorento each vehicle in the tweener group offers seating for five passengers in two rows. That's sufficient for most consumers looking at this class. Our small family of two adults, a teenage daughter, and a big dog need a third row of seats only about 10% of the time. But when we chauffeur a gaggle of teenagers around town or need room for six or seven passengers on a local trip, it's very convenient to take a single vehicle. That, along with its V6, traditional geared transmission, upscale interior, excellent infotainment system, and extensive set of safety and driver assistance features makes it the best tweener choice for us. Others, of course, will make a different choice.
    1
  3865. A hydrogen fuel cell vehicle has several theoretical advantages over an EV. The most obvious is its environmental impact that's arguably less than an EV. (i.e. production of liquid hydrogen vs the reliance on production of electricity and its impact on the grid.) From an individual owner's perspective there is also a refueling experience advantage. Five minutes at the "pump' to "fill up" for 300 or more miles and no need for a home charging system that's problematic for many consumers. (e.g. apartment dwellers, renters, etc.) In effect, it's like the familiar routine of an ICE vehicle. The disadvantage, of course, is the availability of the infrastructure to support refueling a fuel cell vehicle. If range anxiety remains an issue for EVs, it's far more challenging in the case of vehicles like the Mirai. You may be able to get 300-400 miles of range in five minutes in a fuel cell vehicle but if the next "filling station" is 500 miles away, you can't reach it on a full tank. But here's a point that's seldom mentioned. Even the fastest EV charging option is at least 6 times longer than refueling a fuel cell vehicle. Thus, an EV charging site has to have at least 6 times as many charging ports to equal the throughput capacity of a single liquid hydrogen "pump." Furthermore, delivery of liquid hydrogen can be accomplished via a fleet of trucks similar to that of gasoline with less overall impact on the electric grid. These factors suggest that hydrogen refueling pumps could be installed in existing gasoline filling stations at a much faster and less expensive rate than EV recharging sites. A single "pump," located alongside gasoline pumps in a manner similar to a diesel fuel pump could easily serve the demand for liquid hydrogen in the foreseeable future. Deploying the infrastructure to support hydrogen fuel cell vehicles can be a far simpler and less expensive proposition than building out the infrastructure for EV charging. And refueling a fuel cell vehicle will differ little from the experience consumers are already accustomed to. Even so deploying the infrastructure to support fuel cell vehicles is a challenge. But it's worth keeping in mind that 20 years ago the network for recharging EVs didn't exist. And in 1900 the infrastructure to provide gasoline didn't exist either. Yet by 1920 horses were mainly pets of the wealthy or participants at race tracks. Fuel cell vehicles face a challenging future but in some ways it's far less daunting than that of EVs a decade ago.
    1
  3866. So....EcoSport ain't gonna make a Top 10 list, eh? Ford should be ashamed of itself.
    1
  3867.  @twosawyers  That doesn't make them more reliable (and durable) than NA engines.
    1
  3868.  @mezzb  Point taken, but even if one considers a vehicle is disposable after four or five years, the additional service and more expensive maintenance a turbocharged engine requires during the period of ownership adds to the cost of ownership.
    1
  3869.  @mezzb  Sorry, Mike. Given your purchasing pattern, my comment wasn't directed toward you specifically.
    1
  3870.  @Gforce000  I differ only a bit. NA engines are superior (imo) for long freeway slogs, especially in two ton plus SUV's where smooth, linear, and quiet power delivery is a big benefit. On the other hand, mountain roads on a deserted Sunday morning are the best environment for my GTI. Less impacted by elevation changes and just more fun all round.
    1
  3871.  @imtheonehero9305  What a thoughtful and evidence rich response. How about some actual evidence for your claims. Should be easy to find since, as you say, "there are tons of reviews and such out there." Might have helped if you had included a few. Obviously, you have a reading comprehension problem or you would have noticed the pitfalls of comparing one brand versus another while trying to compare specific vehicles with one another. The remainder of your post is simply too lamebrained to waste bandwidth in responding.
    1
  3872.  @imtheonehero9305  TIresome adolescent, unable to put together a coherent thought much less a sentence. Not worth the bandwidth. Bye, bye, little boy.
    1
  3873. 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.
    1
  3874. The soft top is closer to the ideal sports car but if you live outside the Sunbelt and want to drive the car year round the RF is an appealing choice.
    1
  3875. 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.
    1
  3876. There is no such thing as an "American" car.
    1
  3877.  @duchoang7856  Apples vs oranges. The 2.0L Supra has a large potential market outside the US where consumers are not so obsessed by engine displacement and fuel costs (as well as fuel efficiency taxes and insurance rates) encourage smaller engines. You're suggesting a stripped version of the Z that would cannibalize sales of the more expensive version.
    1
  3878.  @mo1kai691  The world is what it is. And blaming efforts to address pollution and global warming is tilting at windmills. Besides, even if you're correct that there is little difference in the production costs of stripped, more powerful versions of a car and fully loaded models (which you're not), that would only increase the cannibalization of upper trim models where the profit margin is higher.
    1
  3879.  @Josh-nt3fo  What you don't seem to realize is that what appears to you to be minor cost associated with such options is actually considerably more complicated. A major reason that European vehicles are substantially more expensive than comparable models from, say, Korea is the vast range of optional features available on, say, a BMW or MB compared to the vehicles from KIA and Hyundai that offer few trim levels and almost no individual factory options. Ordering a BMW can involve pages and pages of checklists that enable a consumer to customize their vehicle. Not so with Korean vehicles. That difference results from a different business model for mainstream and luxury (or "niche") vehicles. In the first place virtually any differences in a particular model complicates the production process and impacts the volume discounts that automakers receive from suppliers. Even minor differences add to the complexity of an already complicated production process. It's not just that,, say, stiffer springs or a different turbo version may be only slightly (or even no) more expensive than stock versions. The complication in the assembly process and the smaller volumes of both the stock and stiffer springs from a supplier add to the cost of each. And that cost over thousands of units becomes significant to an automaker. And not only to the automaker.... And not only to the automaker. Keep in mind that (except for Tesla) the customer of an automaker is not the consumer; it's the dealer. And dealers recognize that they're better off not even ordering a model that's likely to sit unsold on the lot for weeks or months incurring "flooring" charges until a vehicle is sold at a steep discount with little or no profit for the dealer. Especially when they can spend their money on models that spend a week or less sitting on their lots. And automakers don't build what dealers don't buy. Finally, enough with futile complaints about government regulations. There are certainly some rather silly requirements here and there. But on the whole both consumers and automakers support them. Safety regulations have saved literally millions of lives in the last 50 years and many times that in terms of the reduction of damage to automobiles. Automakers support government regulations in terms of safety and environmental standards because they eliminate a "race to the bottom" in terms of competitive price advantage. They ain't goin' away.
    1
  3880. Don't like the third row? Leave it stowed. Or buy the Telluride and a five passenger vehicle for the price of the Audi.
    1
  3881. Ouch. Good point.
    1
  3882.  @holmiumh  You're correct that Europeans are more likely to drive cars with manual transmissions and more likely to drive diesel powered vehicles. That's due to the fact that petrol is especially expensive in Europe and the much greater fuel efficiency of diesels. The preference for manual transmissions is strongly related to the fact that in most European nations getting a driver's license in a manual transmission vehicle enables one to drive either manual or automatic transmission vehicles while a passing a driver's test in a vehicle with an automatic transmission enables the driver to drive ONLY AT vehicles. I'm not sure what either of those differences have to do with the overall issue of reliability unless you maintain that VW's manual transmissions and diesels are highly reliable while their petrol/AT vehicles are not. If you have some evidence for that, it would be interesting to see it. Finally, your claim that the "life time mileage of a car is HALF compar(ed) to the US" isn't supported by any evidence. It's true that Europeans are less likely to own cars than Americans, a result of their excellent mass transit systems. But the average age of automobiles in Europe is about 11 years, even longer than in the US. And while Europeans who do own cars are likely to drive less per year than Americans, the difference doesn't amount to "half." Americans average about 12,000 miles per year; Europeans average about 9,000.
    1
  3883.  @TheAllMightyGodofCod  I've owned both the last GTI assembled in Germany (2013) and the GTI assembled in Mexico (2018). Without doubt the 2018 model built on the MQB platform is better built and an overall better car. Otherwise, the main difference between the two is the geographic location of the robots that are used to assemble them.
    1
  3884. No. It does, however, mean that there's a sacrifice in performance in the interest of fuel economy. Worth noting though that another review revealed that all of the cars available at the press launch were running premium fuel.
    1
  3885. xxx
    1
  3886.  @namepending-x2o  I did. Unfortunately for Mazda very few consumers have chosen the CX-9. And less and less every model year.
    1
  3887. I felt the same way when I bought a Sorento rather than a CX-9 last year.
    1
  3888.  @Trendyflute  Second to that. I owned the last MKVI GTI model and replaced it last year with a 2018 7.5 GTI. Though I loved my 2013 GTI, the 2018 model is significantly more solid and more refined.
    1
  3889. Keep an eye out for the KIA K5 GT. Closely related to the Sonata with a less polarizing exterior design.
    1
  3890. My local Kawasaki dealer had a shed out back full of wrecked 750's. He called it a morgue because at least five of the bikes represented riders who had perished on them. It'was an amazing bike as long as you never needed to turn.
    1
  3891.  @wotertool  Much better. That's why the normal Golf won't be imported to the US in 2020. VW is putting a lot of their eggs in the Jetta basket.
    1
  3892. Same point holds in regard to the power folding third row seats in the Palisade vs the manual method in the Telluride. The Palisade's power folding system makes watching paint dry an engaging activity compared to raising/lowering the rear seat backs.
    1
  3893. I think the answer lies in the Santa Fe's price point. Although it's more comparable to its corporate cousin, the Kia Sorento, its sweet (price) spot resembles the upper trim levels of "compact" SUV's.
    1
  3894.  @afcgeo882  Well, the reason that one compares MSRP's, an admittedly imperfect tool, is that discounts differ by month, by region, and by dealer. Furthermore, price comparisons are complicated by the fact that manufacturers differ in terms of how they package features and options. I have no doubt that one can purchase a base Grand Cherokee for about the same, or even less, than a fully loaded Hyundai Santa Fe. But I'm equally certain that an lower trim Santa Fe can be purchased for less than an equivalent trim level Grand Cherokee such as the Laredo and as one goes up the trim ladder, the price difference increases. As far as off-road performance is concerned, I'm sure that a properly equipped Grand Cherokee is a better choice than a Santa Fe. But the key is the phrase "properly equipped." Getting the off-road capable Quadra-Trac II AWD system puts you in a Limited model with an MSRP of at least $42K with no other options. As far as "room" is concerned, the Grand Cherokee has total cargo space of 68.3 cubic feet. The Hyundai Santa Fe has 71.3 cubic feet of cargo space.
    1
  3895. Perfect vehicle for "Fast and Furious XXX." Otherwise, it's ridiculous.
    1
  3896. QuietStormX: You could say the same about any vehicle. Unfortunately, cars like Camaros are often purchased by those other than "responsible drivers." Adding atrocious visibility doesn't make "responsible" driving any easier.
    1
  3897. Riiiight. And guns don't kill people. But they make it easier, a lot easier with a hair trigger. Just as a vehicle with massive blind spots make accidents a whole lot easier.
    1
  3898. Toyota doesn't like turbos.
    1
  3899. 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.
    1
  3900. Looking forward to Paul's driving impressions. Personally, I find a feature that's typically passed over lightly to be a critical one -- the admittedly tiny back seat. I have a wife, a daughter, and a big dog each of whom love to experience Sunday morning rides to and in the mountains. My GTI is well suited for it but I dream of having a more focused, rear engine sports car, as well. The only weakness of the Mazda MX-5 from my perspective is the fact that it can accommodate only two passengers. A vehicle that can accommodate the family dog along with my wife (or daughter) and myself is a major advantage. With the apparent elimination of the infamous torque "dip" and a drop in peak torque by over 3000 RPM, the GR 86 (or the BRZ) looks like a winner.
    1
  3901. I'm old enough to remember when the overwhelming opinion of the Beetle was that it was horribly ugly. Somehow it managed to soldier on for several decades and to become the best selling car in automotive history.
    1
  3902. Injection problems in GDI engines are way overblown in terms of both frequency and seriousness. In any event KIA and Hyundai GDI engines have not shown a tendency to develop carbon deposits as other brands have.
    1
  3903.  @Noka1219  Then it should be a simple task to cite a link to the evidence you're citing. And by the way, the Telluride runs a Lambda, not a Theta architecture engine.
    1
  3904. No doubt true but KIA has yet to keep up with demand in North America and dealers on this side of the pond are a top priority.
    1
  3905. It's called capitalism.
    1
  3906.  @rishabhrajesh1444  I didn't say it socialism is preferable. I simply pointed out that capitalism incurs costs as well as benefits for consumers.
    1
  3907.  @rishabhrajesh1444  No problem, man. I'm not planning to move to Cuba, either.
    1
  3908. Odd, I agree. I suspect that once the limited edition 35 anniversary version goes away the DCC will show up on the Autobahn. It makes little sense to me but one theory might be supply issues with the components. Enough for the US Spec 35th Anniversary trim but not enough for the entire Autobahn run.
    1
  3909. Ahmad Asheer: The comparison to the Scirocco is particularly apt. Unfortunately, we don't get the Scirocco in North America and VW has killed it worldwide so the reference is probably lost for many. RIP Scirocco.
    1
  3910. 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.
    1
  3911.  @souls3029  No facts? Trouble with literacy, eh?
    1
  3912.  @ozamatazbuckshank.  Simple. The typical defense of the CX-9 is its handling. A factor that for many reviewers makes up for its incredible lack of functionality for a 3 row crossover.
    1
  3913.  @afcgeo882  Considering how you feel I assume you wouldn't even try to fit anyone in the third row of a Highlander that Toyota claims seats three passengers simply because it's fitted with 3 seat belts. The Tiguan provides 27.9" of third row legroom vs the Highlander's 27.7"
    1
  3914. Probably a worthwhile comparison but Honda will insure that you pay considerably more for a comparably equipped RDX with less space.
    1
  3915.    That problem stemmed from KIA dealers' initial reluctance to believe that their traditional "budget constrained" customers would be unwilling to pay $50,000 (US) for a KIA. Thus, they ordered too few upper trims and KIA responded by building fewer top trim models. The issue has eased somewhat but the effect of the pandemic, especially in limiting KIA's suppliers' problems of meeting demand has extended it.
    1
  3916. 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.
    1
  3917.  @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.
    1
  3918.  @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.
    1
  3919.  @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.
    1
  3920.  @ConnecticutDashcam  Care to cite any misinformation? I'm listening.
    1
  3921. 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.
    1
  3922. 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.
    1
  3923. Styling is a matter of taste, of course. But the Elantra N reminds me of a spaceship from a 1930's Flash Gordon movie serial. To put it mildly, I don't think it will age well.
    1
  3924.  @kolt9051  CR's annual survey based results have their uses uses they suffer from two major weaknesses. First, as suggested in my original comment the "scores" they assign are nowhere fully explained. Just how is a score of "86" or "93" calculated? Other than being a score based on a variety of criteria CR does not provide the actual method of calculating it. More seriously, however, is the fact that CR does not conduct a scientific quasi-random sample of vehicle owners. It's true that the surveys include "thousands of people," but those many thousands are volunteers among CR subscribers. Being a long time CR subscriber I participate every year by providing information about my cars. Take it from someone who taught statistics in college for a number of years, such volunteer samples, no matter how large have a completely unknown level of reliability. And considering the demographic profile of CR subscribers the samples are unlikely to be representative of the owners of each and every brand/vehicle/model. From a statistical standpoint the only way to draw a representative sample of respondents is to randomly select respondents from a universe of vehicle owners and CR doesn't do that. In fact, the only readily available survey of reliability that meets such a standard is that from JD Power with samples drawn directly from lists of purchasers provided by automakers. And as any statistician will tell you, a random sample of 1200 owners of a particular vehicle provides a mathematically derived estimate of sampling error that a volunteer sample of 10 million volunteers cannot. Some will object that JD Power is a firm whose revenue comes in part from their role as a public relations firm and is therefore suspect. In fact, however, JD Power derives its revenue for product reliability studies of everything from toasters to automobiles by selling detailed results (not just the publicly available top line results) to the manufacturers who supply the lists of consumers from which the samples are drawn. Since automakers rely in part on the data provided by JD Power to assess consumer reactions to their vehicles neither they nor JD Power has any incentive to bias their results. Of course, JD Power's reliability studies have weaknesses of their own compared to CR's surveys. Specifically, CR results cover a much broader range of years in each survey. If you want to know how reliable a 2011 Civic is in 2021, you can get an idea by looking at CR. JD Power doesn't even poll such consumers since their customers, the automakers who pay for the results, have little in how owners of 10 year old vehicles assess the reliability of their cars. Therefore, JD Power focuses on "initial quality" and the assessment of "long term" reliability stretches back about 3 years at most.
    1
  3925. Nick Henry: Looked seriously at several crossovers earlier this year. Ultimately it came down to the Edge Sport vs the Kia Sorento SX-L. No doubt that the Edge was faster. I liked that; my wife couldn't care less (and it's her daily driver.) Looks are a subjective matter. I liked the Edge but my wife complained that the long hood made it more difficult to see the front corners of the Edge from the driver's seat. She was right and that's the main reason many men would find it "better looking." (It's a Freudian thing.) As far as the interior is concerned it was no contest. Better and more upscale materials, better fit and finish, and better gadgets in the KIA. The Edge wasn't cheaper. In fact, I received virtually identical offers for the two. Those factors combined with much better warranty coverage and third row seating in the KIA made it an easy choice for us.
    1
  3926.  @USA____  Auto manufacturers figured out nearly a hundred years ago that designs that appeal to men are vehicles with long front hoods and short rear decks. Tends to allay any insecurities males have about their "potency."
    1
  3927.  @conspickerous  The same is true in the US, at least as far as MSRP's of comparable top trim models of the Edge and Sorento are concerned.
    1
  3928. I've never paid MSRP (or more) for the many cars I've purchased over the last 40 years, either. And I understand that "invoice" price is a scam that dealers use to convince customers they cannot sell a vehicle for less than that amount. (It's true that dealers technically pay "invoice" prices to a manufacturer. But they receive cash and access to more popular models based on their monthly sales. Thus, an "invoice" price is not really the price a dealer pays for a vehicle.) Nevertheless, the "villain" (if that's what it is) in the piece is the willingness of consumers to pay what the market will bear. It's called capitalism.
    1
  3929. Each of Mazda's crossovers earns points for looks. Where they suffer is in terms of the "U" in CUV.
    1
  3930. <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.
    1
  3931. 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.
    1
  3932. The question is not whether the Kicks is a better value than the Sentra. It's whether the Kicks is a better value than several other subcompact CUVs including the KIA Seltos. And the answer is clearly no.
    1
  3933. You should try coming out from under that rock sometime.
    1
  3934.  @milliemone  Yeah, they do have a 10 yr powertrain warranty for a reason. Because it's a strong inducement for buyers and the chance that an owner will actually need to redeem the warranty benefit is extremely low. Long warranties are a reassurance to buyers but make sense to a manufacturer only if there is a very low risk of having to provide the repairs they cover. In the case of the two KIA Sorentos I've owned in the last decade, the warranty could have covered 10 miles and 30 minutes and I would not have spent a penny more on repairs out of my own pocket than I actually did. In other words nothing at all simply because nothing went wrong with either vehicle.
    1
  3935. Have to agree. Reminds me of a 1957 DeSoto. :)
    1
  3936.  @anthropology4everyone622  Nope. Nothing so productive as that. I was spending my time staying in school after my BA.
    1
  3937. Obviously Toyota believes "60 is the new 40." That may be the case but depending on the mortality rate of COVID-19, their target market may be shrinking by the day.
    1
  3938.  @afcgeo882  Care to cite any evidence that the DI engines in Hyundai's and KIA's have suffered from carbon build-up. Thought not because there is no evidence of the problem.
    1
  3939. "bZ4X"??? Did Toyota use a random password generator for the name?
    1
  3940. Don't hold your breath.
    1
  3941. Sadly we apparently won't be seeing either the "Variant" or the "Alltrack" versions of the MK8 Golf here in the US. Americans have demonstrated their devotion to SUVs and VW has given up trying to convince them otherwise.
    1
  3942. If Mazda produced nothing else but crappy vehicles (and that's not true), the iconic Miata alone would justify the company's existence. Kudos for preserving what a true British sports car was in a package that "actually works." As someone with a wife, a teenage daughter, and a big dog at least two of whom usually accompany me when I drive, a two passenger vehicle doesn't work for me. But when the dog dies and the kid is off to college or my wife divorces me, I'll be in line at the Mazda dealer. P.S. But c'mon Mazda. Couldn't you cut a hole in the passenger side of the dash and put in a glove compartment? I promise to lose two pounds to make up for the weight gain.
    1
  3943. If you didn't care about a third row I wonder why you didn't purchase any of a wide range of two row crossovers rather than a three row vehicle with the cargo capacity less than a Honda CRV.
    1
  3944. @Keith Rogers No doubt that's true for many vehicle categories. No one ever bought a Miata for its passenger or cargo space. But the miserable sales of the CX-9 indicate that the ridiculously inefficient available space in a very large SUV seriously undermines Mazda's primary objective of selling vehicles.
    1
  3945.  @Minecrafinator  Drugs? Tell you what...I'll stop making it required reading. :)
    1
  3946.  @weirdshibainu  Touchy, eh? I can see why.
    1
  3947.  @weirdshibainu  Excellent spelling btw. When you become a sophomore perhaps you'll learn how to spell it. :)
    1
  3948. Great car but can anyone hazard a guess about the absolutely atrocious fuel economy of the MT version (19/26/21 mpg). My KIA Sorento SUV with a 3.3L V6, 1300 lbs greater curb weight, and the aerodynamics of a very large brick merits almost exactly the same figures from the EPA. My GTI with similar HP and torque ratings (as well as performance metrics) gets 23-25 mpg in town and 32-34 mpg on the highway. The only comparable sports car I can recall with less fuel efficiency was my Mazda MT RX-8 with its notoriously thirsty rotary engine. Its mpg figures rivaled those of a Dodge Viper. I realize that fuel efficiency ranks as a priority only slightly above cargo capacity in a vehicle like the GR 86 but I'm truly puzzled about its figures. Is it possible that the transmission gearing of the MT have such a huge impact on fuel efficiency?
    1
  3949. You're fighting for a lost cause, my friend. Crossovers (Unibody SUV's that don't drive like trucks) offer an image (however mistaken) of toughness and safety in the event of an accident with a lot of metal protection out front, a "command" driving position high enough to have some hope of visibility in the sea of other tall vehicles, and sufficient room to carry around the huge amount of "stuff" Americans so love. If you want to blame someone, blame female consumers. Their shift away from minivans and station wagons toward SUV's has been the deciding factor in the triumph of SUV's.
    1
  3950. Simple, it's $$$
    1
  3951. MK7 vs MK8? As US GTI and Golf R owners know well, it's best not to make that decision before seeing exactly how the new generation is configured for the US market. Typically, VW offers fewer individual options, fewer trim levels, and slightly different engine tuning and features in the US than in Europe. (e.g. European versions of the EA888 engine, for example, have dual intake not available on the US version.) That's not surprising considering that GTIs (and Golf Rs) are MUCH more expensive in Europe than in the US. A loaded "Autobahn" edition of the GTI in Germany, for example, sells for the equivalent of about $54,000 at current exchange rates, a price that's simply not competitive in the US. The MK8 GTI available in Europe shows a number of cost cutting items. None terrifically important but worth keeping in mind since they'll undoubtedly show up in the US when it's introduced here. Manual transmission vs DSG (dual clutch). Until I purchased a MK6 GTI I had never been without a MT vehicle in my garage over about 40 years of driving. When I replaced that DSG version with a MK7.5 GTI I didn't even consider the MT. Not only is the DSG equipped version of the GTI quicker than the MT version, it can be driven in manual mode and offer hold the selected gear all the way to red line. For daily driving in Seattle traffic, it's a far more convenient transmission. And when I take my GTI on mountain roads, it offers just as much "involvement" in manual mode as an MT. GTI vs Golf R. The Golf R is a magnificent vehicle (if you can find one these days.) Its 4Motion AWD is a significant advantage considering its substantially greater power from the EA888 engine. But for significantly less than $1000 and a half hour or so a Stage I ECU tune brings nearly the equivalent of a Golf R's power to the GTI. Putting that much power in a FWD vehicle requires some skill to make it drive-able but the overall improvement in power is intoxicating. And contrary to common lore, a Stage I ECU tune does not invalidate the GTI's warranty. (This is a rather complicated topic but the bottom line is that unless a tuning modification can be shown to have resulted in a warranty claim the warranty holds. And to my knowledge a Stage I tune doesn't qualify as a non-warrantied modification.)
    1
  3952. 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.
    1
  3953.  @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?
    1
  3954. Obviously the designers of the new Avalon have caught onto the fact that "60 is the new 40." Not sure if Toyota can actually reduce the average age of Avalon customers but at least potential buyers won't immediately assume that it's Grandpa's car.
    1
  3955. That was a minor exaggeration. The Suburban is 224" long and the Telluride is 196.9" in length.
    1
  3956. What an "idealistic" point-of-view. Mazda does a fine job of appealing to customers despite its limited financial, design, and engineering resources. But like every manufacturer that stays in business its primary goal is profit. "Caring about" owners is a means to that end, not an end in itself. Mazda doesn't offer a single engine in the Mazda6, CX-5, and CX-9 because they care about owners; they offer that single engine because they don't have the resources to diversify their engine offerings. They don't rely on a single six speed transmission in each of those models because the "care more about (owners) than profit; they do so because designing and building a transmission is a tremendously expensive effort, one that Mazda simply cannot afford. I like Mazdas. I've owned four of their vehicles over the years. And I applaud them for continuing to build the MX-5, an awesome traditional sports car. But they would have dropped the new generation Miata in 2018 had they not been able to convince FIAT to assure its continued existence by contributing to its design and production by offering the Miata clone, the FIAT 124. On the other hand, I'm not a big fan of Toyotas. But to imply they don't "care about" their customers is simply ridiculous. They've earned their unsurpassed reputation for reliability and durability in large part by conservative design and engineering that their customers routinely cite in their decisions to purchase (and re-purchase) Toyotas. I don't care for their decision to avoid innovation (e.g. turbocharging) and cut corners in other ways to meet particular price point but I understand and respect their business model. And so do their customers. Just ask all those international terrorists whose vehicle of choice is a Toyota pickup.
    1
  3957.  @devilsadvocate2548  I'm not sure what point you're making. I wasn't trying to "simplify" the issue inappropriately. I referred to the US market because (a) I'm most familiar with it and (b) it's Mazda's largest single national export market. Virtually every manufacturer tailors engine choices to the national markets in which they sell vehicles. Typically by offering smaller displacement engines and diesel engines in markets outside North America. That isn't a sign of "caring about owners more than profit." In fact, it's precisely the opposite. Using your example, if Mazda were more interested in providing choices to North American consumers, they'd offer those small displacement and diesel options here. They don't do so because it wouldn't be profitable and for a relatively small manufacturer Mazda has to limit choice to maximize profit.
    1
  3958.  @jasenrock  Between Toyota and Mazda? You're kidding, right?
    1
  3959. 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.
    1
  3960. Subaru isn't about to cannibalize sales of its best selling model (the Outback) by offering the same engine option in the Forester.
    1
  3961.  @tw88888888  The total legroom in all three rows of the Highlander is less than a KIA Sorento, a vehicle that's half a foot shorter overall than the Highlander. And like most 3 row SUVs the KIA's first and second rows slide fore and aft. Those are facts, not opinions.
    1
  3962.  @markmiller3279  Reliability "rankings" of new cars regardless of brand frequently say more about how owners "use and maintain their cars than about the cars themselves." Furthermore, rankings tell you no more about the relative reliability of vehicles than "win/place/show" in a horse race tells you whether the winner was 17 lengths ahead at the finish line or wins by a nose. The fact is that over 90% of new car buyers in 2021 will drive their cars for 100K miles without a single serious reliability issue.
    1
  3963.  @RaitisRides  Yup. Stems from several factors. First, KIA has apparently found in their market research that the K5 (as well as the Seltos) appeals to two major groups of consumers. One group finds amenities, gadgets, bells and whistles especially appealing. A largely separate group of potential customers are prepared to sacrifice some of those features in favor of "sporty" looks, performance, and the handling advantages of AWD. Second, though all automakers spec their trim levels to meet specific price points, it's especially critical for KIA that still retains its reputation as a "value" brand priced somewhat below its competition. This division of a single market category into discrete sub-groups enables KIA to broaden a vehicle's overall appeal while containing prices. Furthermore, KIA (and to a lesser extent Hyundai) specs their vehicles with lengthy packages of features or wholly different trim levels rather than allowing customers to add or delete long lists of individual options. (A practice common among European premium brands.) Doing so has two effects. First, it eliminates the production complexity (and therefore the cost) of producing a huge range of slightly different vehicles some with a particular feature and some without. Second, of course, it encourages customers to purchase a more expensive trim in order to get one or more particular features they find especially appealing. Want a panoramic sunroof? It's standard on an EX or GT but comes in a package of other features on the GT-Line. Finally, it's worth noting that KIA doesn't offer AWD on the highest priced trim, the GT. How come? The same reason that the top trim Camry and Altima don't offer it. Doing so would presumably add $1700 to $2100 to the GT's MSRP, diminishing the K5's "value proposition" compared to its principal rivals. The V6 Camry constitutes only about 5% of all Camry sales. Even for the best selling midsize sedan, adding AWD wouldn't come close to being a profitable addition for the top trim V6 XSE. The same is undoubtedly true of the K5.
    1
  3964. Excellent reviews. My only complaint is the exclusion of the green dial Christopher Ward Sealander. It's among my favorites and an excellent value at less than $800. On the other hand kudos for mentioning Ashland wallets. I have several (including the model in the video, the Johnny the Fox, named like all Ashland wallets after a Chicago gangster.) They're beautifully made, wear like iron, and come with a lifetime guarantee.
    1
  3965. Very sadly it appears the Stinger has been discontinued after the current model year. I had hoped the significant performance improvements in the base GT-Line model would lead to an increase in the overall dismal sales of the Stinger but KIA has apparently decided not to wait to see if that's the case. Despite strong reviews from its introduction on the Stinger has faced stiff challenges in terms of sales success. In 2018 KIA dealers had no experience and no idea how to sell a $50K (USD) sedan modelled on a European GT (Grand Touring) vehicle. And for that matter few North Americans understood what a GT in the European mode even was. As noted in my previous comment a European GT is a car designed for long distance comfortable travel for four or five passengers at high speeds on meticulously maintained highways and good handling on twisting European backroads many of which were originally paved by the Romans. It isn't a muscle car like a Dodge Charger, much less a two-door coupe with a V8 engine and a tiny rear seat. So despite the Stinger's strong points and the replacement of the rather anemic 2.0L turbo 4 with the new 2.5L turbo that's finding its way into at least 7 KIA, Hyundai, and Genesis vehicles and a 0-60 time within half a second of the V6 Turbo GT1 and GT2 models, the Stinger is going away. KIA apparently believes (and I suspect they're correct) that their performance "eggs" should go in a basket that includes a high performance versions of the forthcoming K6 EV. In any event those who find the Stinger appealing shouldn't wait to see their KIA dealers. The GT1 and GT2 versions do offer "Performance at a Great Price" as the headline reads. But the screaming bargain is the GT-Line with the same engine as the K5 GT, a far more upscale interior and amenities, and RWD or RWD-biased AWD with an MSRP ranging from $38K to $41K (USD).
    1
  3966.  @tamasraduly2676  Telluride in Colorado is one of the best ski resorts in the US,
    1
  3967. RB Vim: Considering that now that the RS is no more and the remaining stock here in the Seattle area are being offered at $51,000 or more, you aren't going to get what you want.
    1
  3968. The Atlas suffered a variety of "teething" problems in its first year. That's not unusual for a new model. It's not yet clear whether those problems have been resolved.
    1
  3969. The Cadenza isn't a competitor of the Lexus ES350. A more appropriate comparison is the Nissan Maxima or the Toyota Avalon. On that score the Cadenza makes an appealing value proposition. If the pattern for the updated version follows that of the previous version, a top trim Cadenza can be had for about the same real world price as a loaded V6 Camry or Accord 2.0L Touring model.
    1
  3970. Congratulations, Ryan. Knowing you live in the Pacific Northwest (as I do), I'm sure you were relieved that the results will enable you to be invited to neighborhood parties and family Thanksgiving dinners by your Subar-ite friends and relatives. A cult around here that is not at all forgiving of those who criticize Outbacks. :) (No criticism intended. Subar-ites are members of a very polite cult, but a cult, nonetheless.)
    1
  3971. Been monitoring a number of reviews of the Explorer since Alex' initial review in June. I was originally inclined to be impressed by Ford's effort but some of the issues I noted at the time continue to concern me. Specifically, the four cylinder Ecoboost engine and transmission lifted from the base Mustang, the limited towing capacity of the Explorer, and the price of the vehicle. First, the price. Ford can be assured of continuing to hold first place among midsize three row SUV's in 2020 based in large part on their massive fleet sales often to public agencies. But there is no escaping the fact that the Explorer pushes the MSRP of even the lower trim Explorers to heights above the top trims of the competition. Even the lowest trim XLT (AWD) has an MSRP close to $50,000 and the somewhat better equipped Limited trim (AWD) is over $54,000 with a middling set of options. Considering that rivals typically top out several thousand dollars less for their highest trim, loaded models, Ford is asking a lot for the Explorer with an engine/drive train lifted from a base Mustang. And to come close to matching the features of rivals like the Telluride the MSRP approaches or tops $60,000. Of course, Ford and their dealers may well offer significant discounts but comparing an ST or Platinum Explorer to a top trim Telluride those discounts will have to be huge unless a buyer values an RWD-biased architecture to be very, very valuable. Second, the engine choices. The vast majority of Explorers will be sold with the Mustang's 2.3L Ecoboost engine. It's a fine engine in a 2+2 Mustang weighing 3500 lbs. And as Alex notes, its performance in the Explorer that can weigh 5000 lbs is relatively impressive. But performance of a new vehicle is one thing; long term durability of a highly stressed small displacement turbocharged engine is another. With a 3 year bumper-to-bumper and five year power train (non-transferable) warranty Ford probably doesn't have to worry. Owners who keep their vehicles for more than five years and those who buy a used Explorer may well have a different experience. One can, of course, opt for the ST's and the Platinum's trim with a twin scroll turbo V6. But that raises the $60K MSRP issue. Finally, there's the issue of towing capacity. With ratings of 5300-5600 lbs (5000 lbs in the hybrid), the RWD architecture of the Explorer delivers a measly improvement over the 5000 lb ratings of several FWD architecture competitors. Interestingly, the Lincoln Aviator with the same twin scroll V6 and transmission of Explorer ST/Platinum has a tow rating of 6700 lbs! The only differences? The Aviator's trailer option is $500 versus the Explorer's $715. The Aviator has a Class IV hitch vs the Explorer's Class III and the Aviator has several other options not included in the Explorer's trailering package. In short, Ford has seriously shortchanged the Explorer in order to encourage those interested in serious towing to move up to the Explorer. Lincoln deserves kudos for not playing such games. And considering that the mid-level Reserve trim of the Lincoln is about $5000-$8000 more than the top trims of the Explorer it's a real question why if one is going to spend more than $60K on a crossover why not consider the Aviator with a wealth of better features.
    1
  3972. There are only four vehicles left in the tiny "minivan" marketplace in North America. Win, place, and show in sales are occupied by the Pacifica, the Odyssey, and the Sienna. To challenge for 3rd place KIA would have to triple their sales of the Carnival compared to the Sedona in 2020. And considering the redesign of the Sienna even that massive improvement isn't likely to grab a spot on the podium. As for challenging the Telluride (or an entire cast of other midsize SUVs) in terms of sales, that's a fantasy. Even the worst selling mainstream midsize 3 row SUV, the Mazda CX-9, outsold the KIA minivan in 2020 and in the first quarter of 2021. And in the first quarter of 2021 Telluride sales were 9 times that of the KIA van. Nevertheless, the Carnival has much to recommend it. Significantly improved "SUVish" looks. Flexible passenger space that's easily configured. Class leading overall cargo space. Upscale interior. Numerous bells and whistles including first class second row seating. Great infotainment system and other tech. All the power and performance customers look for in this space. Very few "zonks" apart from the STUPID placement of turn signals on the rear bumper. (I'm surprised they aren't prohibited as a rear end collision risk by Federal regulations.) Apart from that a vast improvement over the Sedona. The bad news is that the Carnival is missing two major features that both the Pacifica and the Sienna offer. First, each offers AWD that the KIA lacks. Having owned the original "MPV" from Mazda with AWD that probably saved my wife's and my lives by getting us out of deep show in a ditch on a lonely logging road in the Washington Cascades years ago, I've often wondered why it took so long for other automakers to offer it in a minivan. Second, the Carnival lacks a hybrid option offered both by Chrysler and Toyota. Families with a frequent need to transport six or more passengers often puts fuel economy near the top of their priorities. The absence of that option is likely to put a ceiling on the Carnival's appeal. On an unrelated point, Joe, the "success" of KIA in the last few years isn't all unicorns and rainbows. Putting the Stinger in that category (0:53) isn't warranted. In fact, sales of the Stinger have been so disappointing since its introduction in 2019 rumors were widespread rumors that KIA would withdraw it from the US market for 2022. Fortunately, KIA has stuck with the Stinger and with the replacement of the barely adequate 2.0L turbo with the much stronger 2.5L 4 cylinder turbo offered in at least 8(!) KIA, Hyundai, and Genesis models there's a possibility for significantly greater sales success of the base GT-Line Stinger. With RWD biased AWD that model has an MSRP of about $40K, a screaming bargain and puts its performance from 0-60 within a half second of the twin turbo V6 Stinger GT1 and GT2.
    1
  3973. If the overlap bothers you, come to the US. We have have four trim levels, period. (S, Rabbit, SE, Autobahn). The difference between the S and Rabbit trims is purely cosmetic. And between the SE and Autobahn, the only option is Adaptive Chassis Control in the SE that's standard on the Autobahn. Otherwise, except for upholstery, integrated navigaton, and audio options, there is no difference among the models. No difference in engines, no difference in tuning, each rated at 228HP. Same choice between manual and automatic transmissions. Even the multitude of exterior colors promised for 2019 is missing (at least currently.) Likewise for the promised "digital cockpit." And for the "R", there are no significant options, whatsoever. All this is the source of widespread complaints among American GTI/R buyers but it's obvious why VW has chosen to do it this way. The MSRP for a top trim Autobahn is $38,000 with discounts of $6000 or so readily available from dealers. A comparable version of the GTI in Europe is well over $50,000 at current exchange rates. VW believes Americans wouldn't pay that price and they're almost certainly correct. By limiting model choices VW contains the costs of production and reduces the risk of less popular versions sitting unpurchased on dealer lots. On the bright side for Americans, a variety of tuning firms (e.g. APR) offer ECU and DCT tuning and other performance options that significantly increase the performance of the GTI (as well as the R) at reasonable costs. And despite dire warnings that such modifications may void the VW warranty it's easy to find a "tuner friendly" VW dealer willing to perform the upgrades and honor the factory warranty.
    1
  3974.  @Huskasin  And did you "strongly doubt" that Ford would drop virtually all 4 door sedans from their North American portfolio. Or that Chevy would drop the Malibu, its only mainstream sedan. (Each of which sold more than 100,000 vehicles in the US in 2020 compared to 16,000 Mazda6s?) That Buick would eliminate sedans from their offerings along with Chrysler eliminating the "200"? The fact is that the only mainstream midsize sedans that show some life in the US are the Camry, the Accord, and offerings from KIA and Hyundai.
    1
  3975.  @Huskasin  The problem Mazda faces with the "6" is not that it fails to match the sales of the Camry, the Accord, or even the Altima. The problem is that its sales have declined by more than 50% since 2017. Midsize sedan sales have been on a long term slide in the US but Mazda6 sales have fallen off a cliff. And they started from a low base to begin with. As for launching a new generation of the "6", unfortunately Mazda is far better at promoting rumors of new models than actually introducing them. Remember the diesel version of the CX-5? That actually made it to market in the US and was pulled from the market in six months. Skyactiv X? It's been promised to be available soon since 2017. That track record combined with Mazda's efforts to get almost $3 billion in loans from Japanese banks suggests skepticism is warranted.
    1
  3976. The lines between categories of CUV's are blurry and almost impossible to draw with any precision. Is the Santa Fe the largest of "compact" crossovers or the smallest of the "midsize" category? It's only about one inch shorter than its corporate cousin, the KIA Sorento (as well as the Ford Edge), vehicles that are conventionally included in the midsize category. Is it a "compact" because it's limited to 4 cylinder engine choices while most midsize CUV's have V6 options? Does the absence of a third row of seats make it a "compact" or "small" crossover? What about the Edge, the Murano, and the Grand Cherokee? All in all, I think Alex does a credible job comparing the Santa Fe to those vehicles but it's a messy task. The Santa Fe is what it is; a Goldilocks CUV with engine choices similar to "compact/small" rivals and cargo/passenger capacity comparable to midsize two row alternatives.
    1
  3977. Like Mazda's CX-3 and CX-30 one has to wonder about KIA's decision to offer two subcompact crossovers, the Soul and the Seltos. But while I suspect that the CX-3 won't last too much longer in the American market, KIA's ability to divide a market segment into slices so thin they would make Kramer proud I suspect that the Soul and the Seltos will each do well with somewhat different groups of customers. The Soul has an amazingly broad appeal to demographic groups ranging from 20 something hipsters to young families and downsizing seniors. The Seltos, on the other hand is focused more precisely on the entry level SUV customers who currently consider the Honda HRV and Toyota CH-R.
    1
  3978. I have a theory that Hyundai's design process consists of designers completing the overall design for a vehicle. Then the clay model is submitted to a committee whose job is to add creases and bulges to the the external design. They're not done until the entire vehicle looks like an origami excercise.
    1
  3979. Explorer: Laughable MSRP for the ST and Platinum trims. And that's why they're already being discounted by $5000 or more by dealers here in the Seattle area. The RWD and RWD biased AWD system is a plus but if you're hoping for a significant advantage in terms of towing compared to FWD platforms, forget it. At a maximum of 5300-5600 tow rating, that's a measly 300-600 more than several competitors. Even worse, a moderately options Lincoln Aviator (Reserve) at $4K-$8K more offers a 6700 lb tow rating and a far better interior. Edge: Only slightly less laughable MSRP. At 188" long, it falls at the lower end of midsize SUV's. That's convenient but like most others of that size it seats five, not six or seven. Putting the ST badge on what had been the Edge Sport added some pounds and what Ford claims is better suspension and a bit more (not noticeable) HP. Bad news is the Edge ST is not as quick as the predecessor Sport. Bottom line. Each is a vehicle that appeals to Ford loyalists and fleet buyers.
    1
  3980. 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.
    1
  3981.  @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.
    1
  3982.  @thorsky2754  That wasn't their objective. By designing the engine to run on the Atkinson Cycle they were aiming for greater fuel efficiency.
    1
  3983.  @802asher  They don't have to worry about the longevity of the engine. In all but a few cases problems will show up after the relatively short warranty has expired.
    1
  3984. Hyundai/Kia would be happy with your choice of the Niro, the Kona, or the Soul EV. The Koreans are going all in in this category.
    1
  3985.  @zaitcev0  Hmm...I'm usually the one complaining about the bloated size of crossovers. The CX-9 is my favorite whipping boy on that score. At 199" long it's longer than almost every other midsize crossover yet offers less interior space than a Kia Sorento at 189". I'm not sure, though, that the RDX merits much criticism. At 187" it's shorter than a Honda Accord and only about 3 inches longer than the largest Honda Civic. That might be too big to fit in some garages but you give up a lot of passenger and cargo space in the tradeoff. You're right, of course, that the RDX is a class category larger than the XC40 and as a GTI driver I can identify with the advantages of a small yet roomy vehicle. The GTI at 168" is even shorter than the XC40 (174") and provides more overall cargo capacity. I suppose I'm puzzled overall about the appeal of this class of sub-compact crossovers. Unless one is enchanted by the looks of a crossover and don't need the utility of that kind of vehicle, I just don't get it.
    1
  3986. It's not "even (on) the base models." It's ONLY on the base models. The logic is puzzling, at best.
    1
  3987.  @ozzyngcsu  No you don't. The Sorento provides a total 75.5 cubic ft of overall cargo space. The closely related and near identical size Hyundai 2 row Santa Fe provides 72.1 cubic ft in a vehicle only one inch or so less in length and virtually identical legroom in rows one and two.
    1
  3988. Styling is subjective and apparently it appeals to those who want a coupe with a cuv's utility or a cuv that looks like a coupe. To me, it looks like a vehicle designed by a committee that couldn't make up its collective mind about what it was designing.
    1
  3989. Looked for an SUV back in 2012. The salesperson at the local Toyota dealer said, "You know, it's kinda embarrassing that the fastest car on our lot is a V6 RAV4." The V6 is long gone, the victim of slooooow sales. My impression was that it was VERY quick. Reviews at the time put its 0-60 time at 6.3 seconds essentially the same as the claims for the RAV4 Prime. On the other hand, my driving impression was that the heavy V6 made for terrible weight distribution and handling that was less than stellar (to put it diplomatically) Furthermore, the driver's seating position was like sitting on a bar stool with a small bottom cushion. I passed. No doubt that the Camry would have done much better in the admittedly silly drag race if the TFL guys didn't live a mile above sea level and the Camry didn't have a naturally aspirated V6 rather than a turbo. Most reviews put it at under six seconds from 0-60. I'm not sure how the race would turn out at sea level. Obviously Toyota has done a bang-up job on the RAV4 Prime. It's still heavy but placing the battery in a space between the front seats running along the center line helps. And factoring in the mpg's a "race" from, say, Chicago to Houston would leave the Camry in the dust as it stopped several times more often for fuel. Unfortunately, the fly in the ointment is that Toyota aims to produce only 5000 RAV4 Primes for the US market. And that means the dreaded "second sticker" for "market adjustment" is likely to be universal. The $7500 Federal tax credit may make the RAV4 Prime an appealing choice but if it goes to the dealer in the actual transaction price the affordability of the vehicle is seriously compromised.
    1
  3990.  @Bryan46162  Dig a hole just like the hole used to hold a tank for gasoline in a service station. Install the the tank. Install the pump. You're done. That single pump will serve the equivalent of a half dozen recharging ports in terms of throughput.
    1
  3991.  @GoofieNewfie  You're correct, at least as far as interior space is concerned. In terms of external size, though, Mazda's SUV's are either on par with rivals in the same category, (e.g CR-V, RAV4 , etc vs the CX-5) or considerably larger than their rivals (e.g. the CX-9 which is among the largest midsize 3 row SUV's.) The pattern is largely the result of Mazda's "Koda" design language that couples a long hood with a smaller interior cabin. It's a trick used by designers of sports cars for about a century to suggest potency and performance but in a "utility" vehicle it's a disadvantage.
    1
  3992. 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.
    1
  3993. 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.
    1
  3994.  @Gubers  If you have a financial advisor I suspect he/she regularly bangs their head against a brick wall.
    1
  3995. I think you made a good deal. As I said in another comment, I looked at the 2018 Edge Sport fairly seriously and liked it. But since the car is mainly for my wife as her daily driver and the family for trips, the Kia Sorento outpointed it in our assessment. We had an offer from a dealer similar to yours, about $40K fully loaded with everything but the winter package. For 2019 a similarly configured Edge ST has an MSRP over $50K. Real world prices are different from MSRP, of course, but I suspect even a very good deal wouldn't drop the price below $45-$46K. And that will have to wait to see how strong the demand turns out to be.
    1
  3996.  @aroundomaha  Your GTI doesn't have an LSD? Mine does.
    1
  3997.  @aroundomaha  I thought about that after I posted my (regrettably snide) comment. Of course, you're correct. My GTI is a 2018 model, too. But it's an Autobahn. Mea culpa.
    1
  3998. I don't have a Miata or a Golf R in my garage (or as James would say, my "GAIR-udge".) And unless I missed it, you carefully avoided mentioning Miata's brand, the Maazda (Canadian) or Mahzda (US) though James did refer repeatedly to the Golf "AH". I do, however, have a GTI in my garage along with a KIA Sorento. Would love to have a Miata, as well. But with a spouse, teenage daughter, and a big dog I like to take at least two of them on many of my drives and that makes a two seat sports car a problem. Perhaps after the kid leaves for college and the dog makes his way to canine heaven I can add a Miata. Or I could simply bring home another car rather than putting $$$ in the kid's college fund and wait for my wife to divorce me. A couple of points. First, the price match of a Miata and a Golf R might work in Canada (where R's are relatively much more prevalent) but it certainly wouldn't work in the US where the R is at least $5000 more than a Miata. Second, having owned a couple of GTI's I'd be interested in the track time of a Stage I (ecu) tuned GTI. I wouldn't necessarily expect it to match a stock Golf R on your track but with a weight savings equal to an NFL cornerback (or a CFL linebacker) it would be interesting to see the comparison. All in all, a great video, gentlemen.
    1
  3999.  @dha588  If you're talking about APR the "+" (i.e. Stage I+) simply signifies the inclusion of a backup warranty that matches the VW warranty for the years/mileage remaining on the stock version of the car.
    1
  4000.  @dibtojyoti10  I had excellent service from my Stage 1 APR tune. Put it on at 40K miles and drove it until I sold it at 80K miles with no isues, whatsoever.
    1
  4001.  @icecmu  That's the usual rationale. Personally, I find it annoying. No objection to eliminating the smudgy exhaust tips but if that's the objective, just leave off the faux tips altogether.
    1
  4002.  @icecmu  So said the guy who married a supermodel. Except in his case he wishes she could cook. :)
    1
  4003. Haven't owned a Dodge (or any Chrysler product) since the 1963 Dodge Dart that got me through college. That was in the day when I decorated it with huge flower decals and had to deal with being stopped by cops in Mississippi who figured (correctly) that I was an outside agitating hippie. Since then I avoided the numerous rattletraps of the K car era and never found a Chrysler product that appealed to me or met my needs. A couple of years ago, however, a friend bought a Durango and loved it. I was impressed as well. Personally, the greatest towing challenge I face is moving a couple of wheeled trash cans from my house down a long driveway to the street once a week. But if I needed to tow gigantic water tanks and earth moving equipment as Alex does, I'd put the Durango at or near the top of my list.
    1
  4004. Uh...right. But don't you find it problematic to fill your car with gasoline from that pump at home?
    1
  4005. VW has apparently assured dealers that the R version of the Arteon sedan will be available in 2022. No word on the wagon (Shooting Brake) but that is extremely doubtful. VW's commitment to SUVs and the US public's antipathy toward wagons are to blame on that score.
    1
  4006.  @matthewgaines10  Care to explain why VW's flagship European sedan, the Arteon, and their most expensive SUV in Europe, the Touareg, as well as Euro spec GTIs and Golf Rs have similar "dummy slots" surrounding the shift lever even in the fully loaded highest trims? It's certainly true that US spec VW models traditionally are less loaded with features than their European counterparts, a decision common to non-US manufacturers (e.g. KIA) designed to meet a competitive price point. But that has absolutely nothing to do with the design of the space surrounding the shift lever on VWs. And if Americans were prepared to pay European prices for VWs, such as the equivalent of over $50,000 for a GTI, , the "decontenting" of the vehicles in North America would likely not exist.
    1
  4007. @Tofutaco11 Similar experience for my wife entering the Stinger. The 4 door coupe design of most modern sedans is an inherent weakness on that score.
    1
  4008.  @SkyLinMegas  Very, very good point.
    1
  4009.  @triumphtriple95  Very unlikely for two reasons. First, VW is careful not to tread on Audi market territory. Second, unlike Europeans, US consumers have demonstrated rather conclusively that given a choice between a wagon and a crossover, they opt for the latter.
    1
  4010.  @OMGWTFLOLSMH  What a truly awful idea.
    1
  4011.  @ztekz  Perhaps I should have been more explicit. It's true that most of the CX-9's competition offer 4 cylinder turbo engine options. However, as far as I know among the CX-9's competitors only the Subaru Ascent offers ONLY a four banger. And when I said the CX-9's engine was "overmatched," I wasn't referring simply to straight line acceleration. In fact the CX-9's turbo 4 does relatively well in the standard 0-60 test compared to some of its V6 competitors as a result of its tuning for maximum torque. However, a naturally aspirated V6 is typically smoother, quieter, and with more linear power delivery. I happen to like turbo4 engines. (I own a VW GTI and drove a SAAB turbo 4 banger for years.) But in the category of midsize crossovers, especially one as large as the CX-9, I think a V6 is a better choice. And as I was careful to add in my comment above, that's "imo."
    1
  4012.  @ztekz  I think the best way to view Mazda as the "little engine that could" among major auto brands. They simply don't have the engineering, design, and production resources of Toyota, Honda, Ford, GM, or the Hyundai/Kia and VW conglomerates. Likewise, they don't have the resources to build a luxury brand like several of their rivals. That means they have to stretch a few designs and power trains to cover multiple market segments. Considering all of that they do an excellent job of building competitive vehicles in several categories . In fact, the turbo 4 banger is a rather remarkable engine. It doesn't have the performance one might expect from a relatively large turbo 4 but that's because Mazda has tuned it for relatively smooth performance and MPG's called for in several categories. Lacking a V6 as well as a hybrid or EV alternative the 2.5L turbo 4 has multiple missions. It's not clear to me that their strategy will be viable as hybrids and EV's develop further but Mazda deserves some kudos for trying.
    1
  4013.  @tw88888888  Lots of "except for the Koreans" there, my friend. Would be interested to see a citation to the Consumer Reports if you can include it. The figures I cited were all from Car and Driver. As for the third row issues, this recent review from Autoblog pretty much says it all. "The (Sorento's) third row’s pair of seats aren’t huge, and the high floor elevates your knees chin-ward. It’s livable for a full-grown adult, though, especially if the passenger in front of you sacrifices some of their legroom to provide you with some of your own. It’s surprisingly far more usable than the third row in the Toyota Highlander, which has considerably more rear cargo space behind it, but basically requires adults to remove their feet to sit back there..." https://www.autoblog.com/2020/12/22/2021-kia-sorento-first-drive/
    1
  4014. Head to British Columbia. As someone who has done many of those roads on two wheels, I'll guarantee you'll love it.
    1
  4015.  @satanicmonkey666  Nonsense. You might ask yourself how it was that drivers managed to deal with winter conditions with engines that had less than half the power of modern vehicles. In the dark ages, I drove a Saab 96 with a 67HP v4 and FWD that never hesitated in the winter driving conditions of upstate New York. So unless you mean that "excessive amounts of time to stop and go at stop lights" amounts to being too slow for stop light drag racing, you simply don't know what you're talking about. Winter didn't begin in the 21st century, son.
    1
  4016. High rate of repair? Best warranty in the industry. Short lifetime? Put 80,000 miles on my last Sorento and never had as much as a check engine light. Crash safety? Kia has more models with IIHS Top Safety plus ratings than any other brand. Resale? Recently sold my 2012 Sorento for within a thousand bucks of a comparable Toyota Highlander and I paid $7000 less when I bought it new.
    1
  4017. Martin Evans: You'd be amazed how much punctuation helps in expressing a coherent thought.
    1
  4018. You must walk VERY slowly around the rear bumper. Have the same feature on my KIA Sorento and I have to remain motionless for at least four seconds before the auto tailgate begins to rise.
    1
  4019.  @martijnvangammeren1868  Doesn't look like a viable "second car" for most folks, either.
    1
  4020.  @martijnvangammeren1868  I agree. There are beginning to be some viable options in the EV category. I'm especially impressed by the new Kia Soul and Niro EV .
    1
  4021.  @hellkitty1014  I think you're a bit high on the MSRP of the ST. According to the Ford "build and price" site, a loaded version of the ST comes in at just over $60K, essentially the same as the Platinum version of the Explorer with similar equipment. As far as the Aviator is concerned, its MSRP depends on options but a reasonable set of options comes in at around $65K. As for whether it's "worth it" to purchase an Aviator at or near MSRP versus a discounted Explorer at, say, $55K depends on one's economic resources and willingness to incur debt. But I'd have to say that if $55K plus TTL is one's absolute ceiling and not a penny more there are other vehicles for less money that offer a better value proposition.
    1
  4022. Will be replaced with the ID1
    1
  4023. KIa has a Stinger calling your name.
    1
  4024. I could have purchased a new SE trim level of the GTI for $26,000, so I guess it's a "good car." Instead, I opted for the Autobahn trim at $32,043, about $8000 less than the second sticker on the Civic Type R at the dealers I investigated. Frankly, I think the Civic is probably worth $40K but I didn't want to drive a car that looked like a Hot Wheels refugee.
    1
  4025. And I'm sure if Mazda were interested in cannibalizing sales of (higher profit) CX-5, they'd jump on that suggestion.
    1
  4026. Answer: Because comparative HP and Torque specs are largely meaningless, especially when they're so close.
    1
  4027. Automakers don't think "everyone wants captain's chairs." However, market research clearly indicates that consumers who opt for top trim mainstream and luxury SUVs strongly prefer them. Smaller families (or empty nesters) with more disposable income are the critical factors.
    1
  4028. Get a Stinger. That's where that engine belongs.
    1
  4029. There are a number of interesting choices in the "tweener" category (circa 190" in length) larger than the compact category and smaller than the larger midsize vehicles (196" and up) including the Passport, Ford Edge, Outback, Kia Sorento, Hyundai Santa Fe, etc. Most are two row crossovers. The Sorento is an exception. And most offer standard or optional V6's. The Santa Fe is the exception on that score. All in all, the "tweener" group isn't widely recognized as a separate category but for those who want more room than a compact SUV but something more maneuverable and easier to park than the larger midsize entries, the category has some interesting choices.
    1
  4030. 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." :)
    1
  4031.  @phamnuwen9442  Sorry, but "9-50%" recharging is at most enough to get you to the next recharging station. Pure EV's have a definite role to play in the shift from fossil fuels but issues of range and refueling time remain significant challenges not likely to disappear in the near future.
    1
  4032.  @phamnuwen9442  That's great. However, as of January 2019 there were fewer than 1400 Tesla Supercharger sites with about 11,000 individual "pumps" on the entire planet. Furthermore, a 30 minute charge at a Supercharger site provides at most 2 hours of uninterrupted driving before another stop is required. In 30 minutes a hydrogen "pump" can fully fill about six vehicles with each good for about 6-7 hours of uninterrupted operation.
    1
  4033.  @timhill9039  Tim, I think your comments illustrate just how different the requirements of various drivers can be, especially since we both live in the Pacific Northwest so we share a number of environmental factors. I live on an island in the Puget Sound and my "commute" consists of walking from my bedroom to my study every morning where I go online on my computer. But my next door neighbor drives about 60 miles each way to Microsoft HQ near Seattle every day. With the nightmare of Seattle area traffic, that's a 90 minute to 3 hour commute each way every day. You asked "how often do you drive 120 miles a day?" My neighbor does it at least five days a week and he's not alone by any means. Off the top of my head I can think of at least a half dozen acquaintances in my neighborhood who face the same commute. You say you take "two road trips a year." I'm sure that's not unusual but I travel on day trips and weekend getaways of more than 500 miles at least six times a year and I'm not unusual, either. For you, range limitation when traveling in unfamiliar territory is a minor challenge. For me, it's a significant issue on a regular basis. As you point out, there are publicly available alternatives for recharging. Still limited but growing. And my Microsoftie friends have the advantage of charging stalls at work. That's great but like most commuters they park their cars and go to work. They can't simply leave their EV's plugged in for the day. They have to return to their car and move it on a specific schedule or arrive at work early and wait nearby. And even a minimal recharge time of half an hour has to be extended considerably if you have to wait in line. At Microsoft, that's the rule not the exception. So add another half hour or more waiting for a stall to open up. Of course, here in the tech heavy PNW, the demand for recharging options is greater than other places but with the growth of EV sales, keeping up with demand will be a more and more common frustration. You charge your Tesla at home. I'm guessing that option is available to you because you own your home and can install a high output charger in your garage. That's an excellent option but it's not available to everyone. Those who live in apartments or rentals of any type may well not have that option. Period. You drive a Tesla with the option of using a proprietary Supercharger site to ease the inconvenience of recharge times when you can access one. You shop at places where you can combine recharging with other errands. That's not yet a common experience even in the Seattle area. And based on the fact that you own a Tesla I assume you have the option of saving fuel costs because you can afford the monthly payments for a relatively expensive automobile. Let me be clear. I wouldn't claim that EV's aren't a viable alternatives for millions of consumers. For relatively affluent folks who can charge their cars at home, those with relatively short commutes, infrequent long range trips that can be adjusted to fit range limitations, and the option of treating an EV as a second (or third) family vehicle can obviously enjoy the benefits of an EV. But it is equally clear that EV's don't yet qualify as a reasonable option for millions of others who don't fit those profiles. Selecting a vehicle isn't like horseshoes where being "close enough" to the stake is sufficient to win. Unless a vehicle can meet 100% of a particular consumer's mission requirements or one has a viable backup, it's not likely to make the cut. Finally, I have no strong preference for HFC vehicles over EV's. Each has advantages and each has weaknesses. The same is true for conventional hybrids and PHEV's. Likewise for those who can take advantage of mass transit and those who opt for high efficiency ICE vehicles. Each technology has its place for different consumer segments. It's not a horse race where there's one winner and everyone else loses.
    1
  4034.  @timhill9039  There are exaggerations and shortsighted criticisms on both sides. And we're all prone to shortsightedness when we generalize our own circumstances as if they apply to nearly everyone. Those advocating for pure EV's often forget that the median new car price in the US is less than $35,000. Few EV's come even close to that price. They ignore the fact that most new car buyers aren't adding a second or third limited purpose vehicle to their household; they're purchasing a single vehicle to meet all or almost all of their family's needs for an average of seven years. EV advocates complain that the infrastructure to support HFC vehicles doesn't exist and won't be built unless consumers first purchase them. But that ignores the fact that Nissan sold millions of Leafs with an inadequate recharging infrastructure and Tesla's efforts to add to that infrastructure, while laudable, has meant that the company remains unprofitable and lacking another important part of a product's infrastructure, an adequate repair and maintenance network. Just how long Mr. Musk is willing and able to engage in what amounts to a non-profit enterprise is open to question. EV partisans counsel patience in the development of EV vehicles and infrastructure while claiming that same patience in regard to HFC vehicles is unwarranted. But I'm reminded of John Maynard Keynes comment in response to a US Senator who claimed that "in the long run the Great Depression will end on its own." Keynes said, "Perhaps, Senator, but in the 'long run,' we're all dead." A comment that should be taken into account in consideration by advocates of both EV and HFC vehicles. Furthermore, those criticizing pure EV's ignore the fact that they work for millions of consumers, especially those with other vehicles that can compensate for the weaknesses of a pure EV. Many consumers (like my neighbor who drives a Porsche) won't be satisfied until an EV's range is between 300 and 400 miles and finding a convenient and open recharging stall rivals that of gas pumps, all for a purchase price that rivals an ICE powered compact crossover. But another neighbor is seriously considering a KIA or Hyundai EV for his daily 60 mile commute to Seattle. The bottom line, at least for me, is that EV's, HFC's, "conventional" hybrids, and PHEV 's aren't rivals; they're complementary technologies that cover a wider and wider range of consumer needs. And for those of us who would rather not contemplate the disappearance of Miami, and the Florida Keys, thousand year floods in Iowa every five years, earthquakes in Oklahoma as a result of fracking, and the numerous other effects of climate change, that's all good news.
    1
  4035.  @earnedmystripes2382  Well, that's a bit extreme but with the exception of niche vehicles with limited appeal the #savethemanuals crowd could hold conventions in the smaller ballrooms of the local Holiday Inn.
    1
  4036.  @rightlanehog3151  Well, in fact mid-size pickups are niche vehicles with a tiny percentage of the pickup truck market. And yes, it's true that MT's are routinely offered on a variety of markets outside North America. But if the dying market for MT vehicles in the US is a conspiracy it's one that owes its existence to Adam Smith. For some (not so) mysterious reason dealers don't pressure manufacturers to build a wider variety of MT vehicles (even pickups) because they don't want unsold vehicles sitting on their lots incurring flooring costs for weeks or months until they're finally sold (if at all) at steep discounts. Some manufacturers may offer a limited number of MT configurations (e.g. Honda Accord) with manual transmissions but if they do it will usually be in a lower trim level where a loss due to poor sales will be contained. It's important to remember that with the exception of Tesla automotive manufacturers' customers aren't consumers; their customers are dealers. And if dealers don't pressure manufacturers to offer particular vehicle configurations manufacturers won't offer them. Dealers would be happy to offer MT vehicles if they saw more than a limited demand for them. They don't see that demand and therefore they don't pass that information on to manufacturers. Furthermore, even if a particular configuration is offered in non-North American markets it's not simply a question of putting a few on a boat or truck to send those configurations to the US. Parts and service training must be offered along with vehicles and the sunk cost of those items adds to a manufacturer's cost of offering a vehicle with a manual transmission. All in all, offering manual transmissions in a wider variety of vehicles is not a profitable choice. And like it or not manufacturers and dealers are laser focused on profits.
    1
  4037. I think you underestimate the effect. The pickup market isn't a "niche" in the US; it's the largest vehicle segment and the F Series is not only the largest selling vehicle in the segment, it's the largest selling vehicle in North America. Period. Furthermore, US vehicle sales amount to 25% of all vehicle sales on the planet. The ripple effects of expanding the EV market segment to pickups is not a "niche of a niche" it's a significant part of a worldwide game changer.
    1
  4038. Bad decision from your perspective. But you're not a dealer with the most expensive version of a vehicle sitting unsold on your lot until you're forced to sell it at a steep discount. Consumers don't buy 'em, dealers don't order 'em, and consequently manufacturers don't build 'em.
    1
  4039. As noted by the previous comment, one should always check the trim contents in a particular market before making a comment.
    1
  4040.  @digitaldoc100  You answered your own question. If you were VW would you rather sell a Tiguan or a Q3 with a much higher profit?
    1
  4041. $54K for a fully loaded Highlander is "big money" for a mainstream midsize SUV? Granted it's a bundle but have you seen the MSRP for the Explorer, Doug?
    1
  4042. A worthwhile suggestion though it imposes a significant burden to compare such features in reviews in a comprehensive fashion. I have most of the same driver assistance features on my KIA Sorento and I have to say that they work very, very well. Superior, in fact, compared to other brands I've tried.
    1
  4043. It's called generating buzz with a pre-production vehicle.
    1
  4044. They're twins under the skin but the Palisade aims for a more "near luxury" vibe compared to the Telluride's "adventure" feel.
    1
  4045. Also true of the numerous 2019 GTI's here in the Pacific Northwest.
    1
  4046. I have to admit that as a GTI owner I just don't "get" this category, either the mainstream or premium segments. My GTI has better driving dynamics, performance, and greater practicality than any of the vehicles in the sub-compact crossover category. And if AWD is a priority, the Golf R has equally compelling advantages. I don't typically proclaim that "Anyone who pays X dollars for this vehicle is crazy." I figure people have different priorities and different budgets and it's their business how they spend their money. In this case, though, the idea of dropping $50K+ on a sub-compact crossover is just beyond me.
    1
  4047. A focus on the "differences" between the two vehicles would have been a very short video. In fact, almost all the features Roman highlights are shared by the two vehicles. It really comes down to personal taste. The Palisade aims to provide a near luxury vibe while the Telluride presents a more "adventurous" image. Hyundai and KIA are very adept at designing very similar vehicles with components from the same parts bin that appeal to distinct market sub-segments (e.g. Santa Fe vs Sorento; Singer vs Genesis G70.) The Telluride and Palisade are simply the best example.
    1
  4048.  @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.
    1
  4049.  @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.
    1
  4050. Hasn't been my experience with two KIA Sorentos.
    1
  4051. If Range Rovers are good enough for UK royalty, they're good enough for me.
    1
  4052. If and when US fuel prices top $8.00 a gallon as they are in Europe, you may want to rethink that.
    1
  4053.  @RaitisRides  That may be so but producing a vehicle that fails to meet the priorities of the overwhelming majority of consumers is no way to be successful. If Mazda sought to sell the Miata as a midsize sedan competitor they could be justifiably criticized for failing to meet the priorities of potential customers regardless of how well it drives.
    1
  4054. Christos Dimou: Hear! Hear! What on earth is wrong with a shifter that includes a detent for Park rather than a separate "Park" button? You're not going to leave a car in Drive or Reverse and hit the Park button. Of all the possible innovations manufacturers might design why on earth do so many choose to "fix" a problem that doesn't exist?
    1
  4055.  @Nismo3  And I don't like it any more in the RDX or the Honda Accord or (fill in the blank.) The PRND pattern of a console mounted shifter works fine. It requires absolutely no learning curve. Why change it for change sake? And furthermore, "Get off my lawn." :)
    1
  4056.  Богдан Кондратов  What nonsense. Having put over 100K miles on a GTI with VW's DSG and another 20K miles on my current GTI, I've encountered virtually no problems with either vehicle.
    1
  4057.  Богдан Кондратов  The current owner of my previous GTI has put about 3OK miles on my previous MK6 putting it at 130K miles. When should he expect the transmission to fail?
    1
  4058. KIA (and Hyundai) have long faced a challenge in terms of fuel economy. They've managed to improve the efficiency of some models (e.g. the new Forte) but the Soul's shape makes moving it down the road like driving a very large cube. Not exactly fuel friendly. Frankly, I think the Koreans have decided to invest their efforts in hybrids and EV's (and diesels outside North America) rather than trying to achieve major improvements in their gasoline only engines.
    1
  4059.  @sic22l : Uh huh...Auto designers have known for about a hundred years that nothing appeals to males more than long hoods and short decks. Freud can tell you why.
    1
  4060. For those complaining that the US version of K5 doesn't include all the features of the Korean version here are some factors that explain the difference. () KIA is not alone in the practice. For example, GTI owners in the US have long complained VW includes a variety of standard features and options on the European version of the GTI that aren't available in the US. The reason? Europeans are prepared to pay far more for a GTI than Americans. A top trim fully loaded GTI in the US has an MSRP around $38,000. In Germany, the MSRP of a top trim GTI at current exchange rates has an MSRP of about $54,000. VW believes (quite rightly) that Americans aren't willing to pay that price for a GTI. Every manufacturer builds and equips vehicles to meet a competitive price point in a particular national market So Honda and Toyota offer features on their home market versions of vehicles that aren't available in the US where those brands have to compete against a different set of rivals. KIA (and Hyundai) do the same. () KIA has long been known as a "value" brand in the US and KIA dealers are especially sensitive to that fact. So even after KIA dealers have been shocked by customers willing to pay over $50,000 for a Telluride, the last thing a dealer wants is a higher priced top trim, fully loaded model sitting on a lot for an extended period until it's finally sold at a steep discount. That's especially true of a vehicle in the shrinking midsize sedan category. So those who complain about the absence of fully featured K5's should direct their complaints at dealers who tell KIA what their customers want to buy and order vehicles accordingly. () Furthermore, KIA traditionally has a different pricing model than most brands from Europe, America, and Japan. Rather than offering a wealth of individual options or packages for each trim level, KIA combines a large set of features at individual trim levels. To get option "X" an American consumer must often move up the ladder to the next trim level at a considerably higher price along with a host of other options. Consumers sometimes complain about this approach because it forces a buyer who wants "X" to take features "W", "Y", and "Z" along with it On the other hand, the approach reduces overall production costs and enables KIA to pass savings on to customers that would otherwise not be available, especially for less popular options. () The K5 has one significant feature missing from its closely related cousin, the Hyundai Sonata which otherwise has a number of bells and whistles the K5 lacks. That feature is optional AWD. Limiting overall production costs and the resulting MSRP, means cost cutting elsewhere or sacrificing the K5's "value proposition" advantage. Since KIA shoppers are frequently somewhat more "budget constrained" than Hyundai customers, that's a critical issue. () It appears that KIA is shifting its traditional pricing approach somewhat with the recently introduced Seltos in the US. The Seltos has two rather than a single trim ladder. One ladder begins with an AWD base model with fewer bells and whistles and the other with a FWD version with those features. The two base models have identical MSRP's. As one goes up each trim level the same pattern appears with a mid-trim that has a base engine and more upscale features vs another mid-trim version with a turbo 4 and a DCT that lacks some of those features. Again, at virtually the same MSRP. Finally, the top trim SXL Seltos combines AWD, the performance engine/drivetrain and all the upscale features in a single package. I suspect the same approach may be tried with other KIA models despite the fact that it's somewhat confusing for consumers. In any event it hasn't been applied (as yet) to the K5 and other vehicles. But the forthcoming performance version of the K5 may signal an initial step in that direction.
    1
  4061. Nope. The Telluride is designed for and built in North America. It's not even for sale in Korea. The Palisade, on the other hand (built in Korea) is aimed at international markets.
    1
  4062. Could be, but I doubt it. Although the CX-5 and the Mazda6 share the same transmission, the comments of Mazda reps comments suggest it may be tuned somewhat differently for the CX5. As far as tires are concerned, I doubt that the OEM crossover tires on the CX-5 are superior to those on the Mazda6. Finally, the Mazda6 has already been dinged for failing to keep up with the Honda 2.0L turbo and the Camry V6. I seriously doubt Mazda wants the 6 to be slower than its own compact crossover. In any case, time will tell.
    1
  4063.  @AndresSalazarAutos  Unless one is comparing 0-60 times between vehicles on the same day, on the same pavement, and with the same driver I ignore differences of anything less than 1 second. (In some cases it's more like a two second difference.) For the effects of altitude on 0-60 times, for example, take a look at TFLcar.com where vehicles are typically reviewed in Colorado and times are often two seconds or more slower than at sea level. Suffice to say that any vehicle that reaches 60 mph in under eight seconds is more than quick enough in the real world.
    1
  4064. Would you pay another $2000 for a digital dash? That along with some of the other bells and whistles available on the Korean version of the K5 would result in an MSRP higher than an Accord or Camry. And with that, the "value proposition" of the KIA would fall apart.
    1
  4065.  @MoneyMakerRayRay  To be brutally honest KIA (and its dealers) are only interested in offering people options if they can make a profit from selling such vehicles. They're not alone. Henry Ford once said that customers could have any color Model T they want as long as it's black. That was an extreme view but the sentiment behind it is common among mainstream automakers. Offering options with limited appeal is costly. For example, it complicates the production process. And every complication adds a bit to the overall cost of all vehicles including those without those options. Even worse it means that every heavily optioned vehicle produced takes the place of a vehicle that would sell more quickly. And there is NOTHING dealers hate more than a heavily optioned vehicle that sits on their lots for an extended period (incurring "flooring charges") until it's finally sold at a steep discount. Ideally a dealer wants to roll a vehicle off the truck and into the hands of a customer within 24 to 48 hours. This isn't the only business model for an automaker, of course. Luxury brands, especially those from Europe, offer pages and pages of individual options that enable a buyer to customize virtually every tiny feature of a vehicle. Want to buy a purple BMW or a Benz with a pink interior? You can probably order one. But it will cost you a bundle to have that option. And to protect an automaker's and a dealer's profit margin it will mean that better selling, more "ordinary" BMWs and MBs will be more expensive, as well. KIA's strategy of appealing strongly to the bulk of the market is sometimes a mistake. When the Telluride was introduced many dealers (based on their earlier experiences) doubted that their customers would be willing to pay $50K or more for a KIA. They ordered mainly the lower priced trims and only a few of the SX/PP models. They were spectacularly wrong. Customers beat down the dealers' doors wanting the most heavily optioned, most expensive models. But it was too late to change the production plans for the first year of the Telluride. Long waiting lists for the highest priced Tellurides are only now beginning to shrink. Even so, however, the most heavily optioned Tellurides are still thousands of dollars less than most of their rivals. In short, KIA is no longer seen as a "cheap" brand in the US but its appeal is still as a "value" brand. In the case of the K5 that means it has to sell at a price significantly less than a comparable Accord or Camry. That's not true in Korea (or much of Asia) where Honda and Toyota command only a small slice of the market. But it's a high priority in North America. That more than anything else explains why the US version of the K5 lacks many of the bells and whistles found in KIA's home market.
    1
  4066. If you're after a high performance vehicle that resembles and has the visibility of a coffin the Camaro is for you.
    1
  4067. The deluge of complaints about range are expected. But Andrea's comment about the MX-30 being meant as a second (or third) vehicle in a household is well taken. The same can be said about the MINI-E, another short range small car. And in that case MINI makes no bones about the fact that they expect to sell it to consumers with one or more longer range vehicles. Consider the following "use case." We're a family of three drivers (plus a big dog). Myself, my wife, and our 17 y/o daughter. We have two vehicles, my beloved GTI and a KIA Sorento SUV that's my wife's daily driver and the family's highway slogger for trips. Now that our daughter is driving she pesters each of us on a daily basis to drive one or the other. Altogether, we put 20K-25K miles on the two cars, at least 80% (or more) being local miles. If we had an EV that could absorb, say, 10,000 miles a year it would mean a savings in fuel alone of nearly $2000 or more (USD). Furthermore, considering the almost negligible maintenance costs of an EV, we'd save some bucks there, as well. In addition, it would significantly reduce the wear, tear, and depreciation on our other vehicles. That's not a minor issue since I plan to be buried in my GTI and my wife's cold, dead fingers will have to pried off the steering wheel of her Sorento before she lets it go. Finally, both my wife and I work from home and it's only about 5 miles from our daughter's high school. A hundred mile range, especially with a level 2 home recharging station would be more than adequate for local missions. While there's no question that the 3 of us can struggle through the inconvenience of having "only" two cars, there would be some value in eliminating the minor hassles having three drivers entails. And some additional benefit of even a minor impact on emissions and global climate change. Of course, all of this ignores the initial purchase price of an EV. A used car would be considerably less to purchase than the, say, $25K plus TTL of a MX-30 or MINI-E. (with a $7500 tax rebate.) But having recently priced used cars in the Seattle metro area I find that at least $15,000 (USD) would be required to purchase a car I would consider. Absorbing the additional cost of a new car without the largely unknown history of a used car (even with a clean Carfax) might well be worth that premium, especially when the latter is likely to be an ICE vehicle.
    1
  4068.  @InvestBetter.  Really? I think the "average consumer" assumes that more horsepower means worse mileage. And that doesn't necessarily make it "better." Furthermore, I don't think of myself as an "average" consumer when it comes to purchasing a vehicle but I've never made a purchase without a test drive where I can experience and compare acceleration, myself. And I don't know any "average consumer" who doesn't do exactly the same thing.
    1
  4069.  @InvestBetter.  Obviously, we don't purchase gas at the same stations. I don't recall the last time I paid as little as $3.50 per gallon.
    1
  4070. It appears that the 2.5L Turbo is also the base engine of the GV80 SUV. Interestingly, it's also found in the 2021 KIA Sorento replacing the KIA's previous 3.3L naturally aspirated V6.
    1
  4071. Looks like KIA is showing some love for the 2021 Sedona. They might hold onto you. :)
    1
  4072. Even as a card carrying member of the anti-CVT brigade I have to admit that the design and engineering is getting better. The new Corolla and the Kia Forte are prime examples. Happy to see Geese recognizing that fact as well as noting that for the vast majority of drivers a CVT, traditional automatic, or a DCT simply doesn't matter as long as they don't have to shift, themselves. Personally I find "simulated" gears as annoying as "simulated" engine sound and "simulated" exhaust tips. But I'm willing to admit that I'm in a small minority. As for those wishing for a turbo version of the Corolla (or for that matter, the Camry) it's important to remember that Toyota cherishes its spot at the top of virtually every ranking of brand reliability. They're not willing to risk that status to appeal to boy racers and others who want higher performance models of their vehicles. Again, I'm a fan of hot hatches but most consumers value reliability and resale value over performance. And Toyota is in the business of selling cars, not satisfying "enthusiasts."
    1
  4073.  @ChristianC-gy1ym  KIA and Hyundai are interested in selling vehicles. And if being the "next vanilla Japanese car company" with sales five times their current level, they'll be happy.
    1
  4074.  @Asskicker41582  As noted above, turning off AC when the car is off is not true of all stop/start systems. It isn't true in my GTI. And on occasions when it cycles on and off repeatedly in stop and go traffic I simply push a button to disable it, a feature not available in GM systems. I suspect that GM's decision to make stop/start not controllable by a driver has to do with their efforts to improve the CAFE scores of their overall corporate fleet. CAFE scoring is not simply based on the figures you see on a Moroney window sticker in a showroom. The tests include a variety of other features and frankly are somewhat old fashioned given current engineering. I suspect that GM achieves a higher CAFE score if the stop/start feature cannot be turned off. And given that GM has a number of models (e.g. Corvettes, Camaros) with low scores, they need all the help they can get.
    1
  4075.  @my2011soul Again, I can't speak to the GM system. However, in my VW GTI, the engine restarts faster than I can move my foot from the brake to the accelerator. There is never a delay and the car moves exactly as it would if the car had been running.
    1
  4076.  @drollig7905  And once again, not true of all start/stop systems. The VW system was implemented with changes in the starter to cope with increased use. There are virtually no reports of increased starter failures/replacements as a result. Starts are instantaneous. I'm unable to move my foot from the brake to the accelerator faster than the engine restarts. I've occasionally turned off the system (via a simple button push on the center console) in heavy stop 'n go traffic but that's typically unnecessary since the system disables itself if the battery drain exceeds a predetermined threshold. All in all, the various objections to a well designed, defeatable start/stop system are in the imaginations of those who have never used one.
    1
  4077. 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.
    1
  4078. The screams of pain from Mustang fanboys is amusing. Similar to the anguish expressed by Porsche fans when the automaker first introduced an SUV. The Porsche Club of America even debated whether SUV owners could join. The fact is that Ford has decided to make the Mustang a "brand" with a wider range of vehicles than were represented in 1964. Nobody plans to eliminate traditional Mustangs. (At least not until ICE pony cars eventually disappear in the face of global climate change.) So relax, folks, and appreciate what a broadened Mustang brand represents.
    1
  4079.  @q1w2e3r4t5y6u7i8oi1  Alternatively, just stream the various "Fast and Furious" movies over and over again.
    1
  4080. I'd agree that the Aviator is an appealing midsize CUV, especially compared to one of top trims (ST or Platinum) of the Explorer. A mid-trim moderately optioned Aviator (Reserve) has an MSRP around $64,500. Top trim Explorers have MSRP's that near or top $60,000. There's no question in my mind that the Aviator is a far better proposition. Whether the same is true of Lincoln's other CUV's is a more difficult case to make.
    1
  4081. To answer the question, Yes, it's a better "performance" car. That doesn't make it a better car.
    1
  4082. A beautiful car. Italian looks and Japanese build quality should be an appealing combination. Unfortunately, it hasn't worked out that way. In the first half of 2020 sales of the 124 in the US were down 37% to an almost unbelievable 969 units. Of course, the 124 is in a niche category but Mazda Miata sales in 2020 are actually UP by 10% to 4320 units. The good news? It might be a good time to buy one (assuming you can find a dealer who took a chance and ordered one) and put it away in storage in the hope that it will be a collector vehicle some day.
    1
  4083. VW fan here. (I own a GTI.) Looked seriously at the Atlas last year when my wife and I were shopping but found it far too large for our needs. We went for a KIA Sorento instead. VW has reconfigured their options and trim levels this year to be somewhat more rational but getting a loaded Atlas still tops $50k. That's not unreasonable unless you compare it to its most threatening competitor, the KIA Telluride. (The CX-9, even longer than the Atlas with less overall cargo room than a Honda CR-V is simply NOT as strong a rival as the fact that its sales have dropped year on year ever since June, 2018 demonstrates.) As much as I love VW's turbo 4 cylinder engines, though, I'm skeptical about it in the Atlas even if it's not packed with passengers and cargo on a regular basis. At up to 4500 lbs curb weight plus passengers and cargo I think a v6 is a much more appropriate and durable choice. All in all, though, the Telluride is the elephant in the room as far as the Atlas is concerned. It's a couple of inches less in length but has comparable interior room for passengers and cargo and a somewhat more potent V6 under the hood. I wish the Atlas well but I think the challenge from the Telluride is more than formidable.
    1
  4084. That would be interesting and potentially a car that's a lot of fun. But the old adage that "There's no substitute for cubic (centimeters)" has to be considered. The 1.8 L engine in the Golf Sportwagen still gives up 200 cc's to the GTI and the Golf R. And each, of course, can be tuned, as well. If one needs/wants a wagon, the Golf is a fine choice at the price (imo). Unfortunately, though, we don't get a GTI wagon in the US.
    1
  4085. Last GTI's built in Germany were 2013. However, since there was no 2014 model many were sold as 2014's.
    1
  4086. According to KIA their market research doesn't indicate that. In fact, a substantial portion of current Soul owners believed their cars have AWD. :) In any event, it's not a high priority among potential customers.
    1
  4087. FCA appears to be joining Toyota in promoting a pre-production near concept vehicle that won't be available to purchase any time soon. (e.g Rav4 Prime plug-in hybrid). Big difference though. The Rav4 Prime is a vehicle in a hot market segment. The Jeep Grand Wagoneer appears in the midst of a market segment where sales have fallen off a cliff. The 2020 sales leader in the so-called "full size" SUV category is the Chevy Tahoe where sales have dropped 32% in 2020 compared to the first half of 2019. (36,419 vs 53,795.) Second place goes to the Ford Expedition where sales are down 26% (32,345 vs 43,659). In fact, out of 14 vehicles in the category only the Mercedes GLS has seen an increase in sales in 2020 (11,633 vs 9,885.) No matter. The Jeep Grand Wagoneer isn't meant to be a serous seller. It's a halo model designed to draw customers into Jeep showrooms, much like the Grand Cherokee Trackhawk. It remains to be seen just how many of the bells and whistles on the pre-production model will actually appear on the Wagoneer to justify a six figure MSRP. More importantly for Jeep the Wagoneer exists to get those who show up at a showroom to consider the somewhat more affordable versions of the Grand Cherokee. Bait and switch is a time tested sales tactic.
    1
  4088. Almost identical vehicles under the skin. The Telluride is aiming at an "adventure" vibe while the Palisade aims for a "near luxury" vibe. Personally, I prefer the Telluride's simpler "blocky" styling; Hyundai's vehicles always seem to have a kinda "fussy" look to me. YMMV.
    1
  4089. A special tool to access the engine? Really?! The world truly has gone mad.
    1
  4090. Let's see.... () Nissan Murano. At least the styling has improved over the years. It no longer looks like it was designed to carry a carload of balloons. If you're going to buy a Nissan you are going to get a CVT. Period. And despite Nissan's long experience with CVT's, it's not the best. A crime. An elegant choice in this segment but at home mainly in a suburban environment. () Ford Edge. I like the Edge styling. Nearly purchased the 2018 Edge Sport with the twin scroll turbo V6. Unfortunately, the successor ST doesn't appear to be a huge improvement and it's more money. Interior? Fifty Shades of Gray. Want a hotrod family crossover for less than $50K, or so? The Edge ST is the only choice. Otherwise, in a vehicle weighing significantly more than 2 tons the 2.0L turbo is, at best, not an optimal choice. () Honda Passport. How to turn a competent 3 row crossover into a competent 2 row crossover. Shave six inches off the length. Remove third row of seats. Add less than one inch of ground clearance. Done. Typical Honda attention to detail and family friendly features. The good news is that the interior is virtually identical to Pilot. But that's also the bad news. If the Passport is supposed to be the "adventurous" SUV in the Honda lineup they need to add a "sport" trim. I suspect that will arrive next year. Of the three, the Passport is a clear choice. But the "tweener" subcategory of midsize crossovers (190" length or so) is expanding rapidly. Most offer a V6, at least as an option. The Santa Fe is an exception. And almost all are limited to five passengers. The KIA Sorento is the exception. The Passport is a strong contender but the competition is getting tougher.
    1
  4091.  @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.
    1
  4092.  @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.
    1
  4093. OK. I get that "change for change sake" afflicts far too many vehicles. But I wonder what other vehicles the boys would praise for being "old school" rather than slamming a vehicle for being "outdated." A five speed transmission? No smartphone integration? A fuel thirsty engine from the last decade? This looks less like preserving a classic and more like simple neglect.
    1
  4094. Hyundai and KIA employ the same AWD system.
    1
  4095. Same weight?
    1
  4096. The only Dodge I've ever owned was a 1963 Dart with the famous "Slant 6" engine that got me through college. It was a fine car for its time but Dodge/Chrysler never offered a vehicle that met my priorities in later years. I don't tow anything more challenging than pulling a wheeled trash can up and down a long driveway these days but I have a friend with a Durango that he loves. And with good reason as far as I can tell. If serious towing is a priority the Durango is almost alone among midsize SUV's. On that point it's worth noting that the Explorer with the highest tow rating comes in at 5600 lbs, barely more than a number of other vehicles rated at 5000 lbs. Ironically, the Lincoln Aviator with the same engine/ drive train as the Explorer is rated at 6700 lbs. The difference? The Explorer has a Class III hitch while the Aviator comes with a Class IV hitch.
    1
  4097.  @damariuseaton6678  The fact that you're looking at the CX-5 rather than a midsize sedan like the Mazda6 is an example of the reason that (a) the latter's sales are so abysmal and (b) that the CX-5 is the only Mazda vehicle with anything other than abysmal sales.
    1
  4098.  @DMCarReviews  Check the stats from a variety of reviews. 0-60 in the Mazda6 is around 6.4 seconds compared to 5.8 seconds in the Accord and the Camry. In the 1/4 mile, the Honda and Toyota come in at 14.3 seconds compared to the 15.4 seconds for the Mazda.The GLI comes in at 6.1 seconds and 14.6 seconds respectively according to Motor Trend.
    1
  4099.  @damariuseaton6678  All good reasons for your priorities. And those are reasons (along with consumers' attachment to SUV's) that Mazda managed to sell about 150,000 CX-5's last year. A respectable number. Sadly, though, unless the Mazda6 is vastly more appealing in a new generation it's difficult to see how it can survive.
    1
  4100.  @DMCarReviews  I agree the differences are small and to me, they're insignificant. Just found it surprising considering the HP and torque figures for the "6." I expected a turbo "punch" from the 310 ft lbs of torque in the Mazda6 and it just wasn't there. I strongly suspect, in fact, that Mazda intentionally limited torque from a standstill to prevent the vehcle from chewing up its front tires. Furthermore, the Mazda's long-in-the-tooth six speed AT (while perfectly adequate in daily driving) bears some of the responsibility of the performance deficit of the "6" compared to its rivals with less impressive engine specs.
    1
  4101.  @DMCarReviews  Actually, not so. I checked with the dealer on that point knowing the difference in claimed HP depending on Octane. The dealer claimed that they put premium in their test drive vehicles specially to make the best impression. In any event, since it's torque, not peak HP that makes a difference in acceleration the fact that the "6' has the same claimed torque regardless of the octane of fuel used would negate that effect.
    1
  4102.  @DMCarReviews  The difference between 92 and 93 octane is negligible. And the Mazda6 is still not as quick as the Accord 2.0L turbo or the Toyota V6 at sea level.
    1
  4103.  @DMCarReviews  This is all rather silly given the fact that variables such as air temperature, tire choices/wear, elevation above sea level, individual differences between examples, and driver ability all affect 0-60 and quarter mile times sufficiently to make specific tests vary as much as 1-2 seconds for any single model. More than the difference between comparable brands/models. But for the sake of argument, the following are the 0-60 and 1/4 mile times compiled from various sources and averaged. Accord 2.0L Touring: 5.6/14.2 Camry TRD: 5.7/14.3 VW GLI 35th Anniversary Edition: 5.8/14.4 Mazda 6: 6.4/14.9 https://www.zeroto60times.com/compare-cars/
    1
  4104. You could just have said, "Don't confuse me with documented facts."
    1
  4105.  @DMCarReviews  Do you use your personal experience as a bible for other facts? Is COVID-19 a fake pandemic because you don't know anyone who has died? Do you rely on your own experience to convince yourself the earth is flat? Is there a vast conspiracy of virtually every single automotive press source to downgrade the performance of the Mazda6?
    1
  4106.  @DMCarReviews  Uh, huh. As already noted, the Mazda trails the Accord 2.0L and the Camry V6 by only a small amount. And a mile above sea level, it even outperforms the NA Camry (Though not the Accord with a detuned version of the Civic Type R tjurbo engine/drive train even with it's slow shifting MT.) With that in mind it's noteworthy that NO reputable test has EVER found the Mazda 6 to be the quickest of the three vehicles. Period. You're free to make unverified claims to the contrary that lack details about the testing environment (other than being on "real roads"), the test equipment, or the comparative conditions about the vehicles (e.g. tires, tire wear) but don't expect anyone to take you seriously.
    1
  4107.  @DMCarReviews  How about this? Find any published review anywhere in which the Mazda 6 outperforms both the Camry V6 and the Honda Accord 2.0L. Or find any example of the Mazda 6 outperforming the Camry anywhere other than a mile over sea level. I won't hold my breath. And your claim to have done it is no more reliable than Donald Trump's daily utterances.
    1
  4108.  @DMCarReviews  Again, I won't be holding my breath. But if you do, be sure to (a) match tire and tire wear and (b) repeat with a rotation of drivers.
    1
  4109.  @justinfontaine5539  I'm not the one losing the battle, Justin. It's Mazda's CX-9 sales anchored firmly at the bottom of the list of mainstream SUV's in terms of sales And not by a small margin. And that's one of the big reasons that Mazda is begging Japanese banks to bail it out with loans of almost $3 billion. I can feel your pain. I owned four Saabs over the years from the late '60's to early 2000's and watched sadly as I watched it first absorbed by GM and then killed off altogether by poor sales. And that, by the way, is the question Alex asks in this video.
    1
  4110.  @justinfontaine9069  You'd have to ask Alex that question. But if I'm speculating I'd have to say it's because it's the ONLY midsize SUV Mazda has to offer in this extremely popular category. While virtually every other major mainstream automaker offers two models (a smaller midsize, typically two row) vehicle and a larger 3 row CUV, Mazda has only the aging CX-9 for sale in the US. Self-styled "enthusiasts" may soothe their egos defending a vehicle with a single turbo 4 banger offered across the entire Mazda lineup, an ancient six speed transmission, and the most cramped interior in the entire category those specs simply don't have much appeal in the marketplace either to "sheep" or non-sheep.
    1
  4111. It's not an "identity crisis." It's intelligent marketing. Genesis is, indeed, the Hyundai/Kia luxury brand but the K900 (which is selling extremely well in Korea and other non-US markets) serves a different purpose. It's a "halo" model meant to draw customers into showrooms and boost the image of the brand with customers who purchase less expensive models. It's much the same psychology as the impact of the first stages of gentrification in a neighborhood of less expensive homes. A larger, more expensive home improves the image of its neighbors, boosts their perceived value, and encourages additional investment. That's why real estate experts recommend purchasing the least expensive home in a neighborhood with more expensive houses; the value is likely to go up.
    1
  4112.  @ELPJM09  Try re-reading my comment. Although the K900 (under various names) sells quite well in non-US markets and has cut significantly into the sales of traditional luxury brands (e.g. Mercedes) in Korea, the value of the K900 in the US is not measured in terms of its sales. It's a "halo" model that encourages dealership traffic and increases the overall sales of other KIA models.
    1
  4113.  @ELPJM09  Every auto company follows design trends and is inspired by earlier designs. Your comment is nothing more than xenophobic bull***t.
    1
  4114.  @ELPJM09 Your own comment provided the proof. Perhaps you should look up "xenophobic."
    1
  4115. 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.
    1
  4116. I'm part of the anti-CVT brigade, as well. But I'm not a fanatic. CVT's have improved vastly over the last decade and today they're not all the equal by any means. In two ton vehicles I'm inclined to believe a traditional geared transmission is a better choice but CVT's are here to stay and they'll continue to improve their behavior.
    1
  4117.  @zarbon700  Thanks for that in-depth, evidence based conclusion.
    1
  4118.  @watershed44  If you read what I said above I wasn't defending Subaru's particular implementation of a CVT. In fact, as I said, I'm not a fan of CVT's in general. However, to dismiss all "modern CVT's (as) trash" with no evidence to support such an over-generalization is simply silly. CVT's are significantly better behaved than they were a decade ago and their advantages in terms of fuel economy and "tunability" for diverse applications will lead to further development and adoption of the technology. Nor is it unusual for an automatic transmission whether it is based on traditional torque converter designs, dual clutch technology (which in fact is an automated manual transmission not an AT), CVT technology or some combination of each to show early teething problems. Honda's initial difficulties with their 9 speed unit and continuing complaints about the ZF AT are examples. In fact, I cannot recall offhand any new AT introduced in the last few years that hasn't been the subject of rumors about performance and/or reliability. Like it or not, new technology and new designs often require tens of thousands of units in hundreds of thousands of situations to shake out bugs. And that means that early adopters are beta testers. Finally, the fact that Subaru offers an extended 10 year/100K mile warranty on their CVT's isn't necessarily a sign of out of the ordinary problems; it's a sign of Subaru's faith in the design. Like any insurance policy an insurer offers a warranty when they believe that they will seldom be called upon to redeem it during the period of coverage. Insurers don't offer insurance if they believe they'll lose money by paying off.
    1
  4119.  @watershed44  Now that's just silly. "Consumers as a whole" have said no such thing. After more than a decade of CVT's with more and more manufacturers putting them in more and more vehicles, do you seriously believe that manufacturers don't spend millions of dollars to determine what consumers want and will pay for? What "consumers as a whole" want is NOT to shift gears for themselves. If they could have that experience with magic dust sprinkled on a transmission, they'd be happy to oblige. It's certainly true that a sufficient number of consumers complained about the "droning" character of early CVT's as unexpected and worrisome, but that was the extent of it and manufacturers responded with "simulated gears" in more recent CVT's. Complaints subsided and CVT's continued to be introduced into more and more models where consumers certainly did NOT complain about better gas mileage that resulted. Feel free to stick to a manual transmission. You make a reasonable argument for that approach. It just doesn't happen to the an argument that the vast majority of US consumers are willing to accept. And that ain't changing.
    1
  4120. You're correct that KIA has had an EV for several years but the big news is the range of new Soul EV as a result of platform shared with the Niro EV. At about 240 miles on a full charge that's more than double the range of the current Soul EV. And if the performance of the Niro EV is any indication (as it should be), the 201 HP and 291 ftlbs of torque will give the hamsters something to sing about. Where I live (Puget Sound area) many commuters face a daily round trip of 80 to 100 miles. That means an EV with a range of about that distance or a little more must be recharged every night with little margin for additional errands or unexpected events. A range of 240 miles transforms an EV into a vehicle that can be recharged at most every couple of days. And for those with less demanding daily distances to cover it means recharging twice or even once a week. Even a weekend getaway isn't out of the question. Of course, the Tesla Model 3 offers even greater range and better performance but at nowhere near the price point of the Soul or Niro. And the Chevy Bolt and extended ranger Leaf come close to the range of the Korean options. But the fact that each Kia model along with Hyundai's Kona EV is configured as a small crossover (the "new black" among automotive designs) only adds to their distinct appeal. Hybrids will continue to be a viable alternative fuel option for many and hydrogen fuel cell vehicles (that require only about five minutes to refuel) are already a viable choice in a few select markets (mainly in the Bay Area and Southern California) but to get a range of 240 miles at a fuel cost of less than $9 at current average KWH electricity prices is a game changer for many.
    1
  4121. I don't think you have to worry. Hyundai typically offers either the i30N or the Veloster N in various national markets. Not both.
    1
  4122. 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.
    1
  4123.  @normt5463  Top speed (and top end) power is not a major priority for purchasers in this class but if that's a personal priority, the Dodge Durango has power trains that are significantly faster.
    1
  4124. 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.
    1
  4125.  @FamilyWheels  Thanks for that info, Richard. So I guess the back row of the Outlander really IS designed for midgets and double amputees.
    1
  4126. Can't speak to the pricing in Canada but in the US it's difficult to justify a fully loaded Explorer ST with an MSRP of $60,000 plus compared to a moderately optioned Lincoln Aviator (Reserve) at an MSRP approaching $65,000. The same V6 and 10 speed transmission, a FAR superior interior both in terms of design and materials, a tow rating of 6700 lbs compared to 5600 lbs, a much better dealer experience, and better resale that compensates to a significant extent for the initial purchase price advantage of the Explorer.
    1
  4127. Never before have a contributed to a political effort run by Republicans. The Lincoln Project folks are the only exception.
    1
  4128. 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.
    1
  4129.  @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.
    1
  4130. Joe, you buried the lead, man! The big news isn't a 3 HP increase in the V6 twin turbo versions; it's the replacement of the 2.0L turbo 4 cylinder base engine with the new 2.5L turbo with an increase of 45 HP and 51 ft lbs of torque. With 300 HP and 311 ft lbs of torque at less than 2000 RPM it makes the Stinger a proper alternative (at a bargain price) to a true Euro-spec Gran Turismo sedan. And it's likely to go a long way toward improving the Stinger's disappointing sales. Some background. When the Stinger was introduced several years back it received near universal praise from reviewers. Nevertheless it has never come close to KIA's expectations for its sales. In 2020 KIA sold 12,556 Stingers ranking 22nd among all midsize sedans. When sales trail the Mazda6 and the VW Passat (among many others) it's not good news for KIA. What's the problem? Several issues. First, KIA made the mistake of releasing the Stinger when KIA dealers were completely unprepared to sell a "eurospec-like" GT. In fact dealers had likely never seen a potential customer for such a vehicle walk in the door. Salespeople at my local dealer didn't understand what the KIA was, much less how to sell it. Remember this was almost a year before the Telluride was introduced and consumers more than willing to pay $40K or 50K for a KIA suddenly began showing up in KIA showrooms. Had the Telluride been released before the Stinger I suspect its reception would been more positive. Second, I think KIA made a strategic error in naming the vehicle. The moniker "Stinger" suggested the KIA was perhaps a muscle car rivaling a Dodge Charger. And the model designation "GT," while accurate in meaning a "Gran Turismo" sedan in Europe had a different meaning for many American consumers for whom the Mustang GT was familiar. But the Stinger is neither an American muscle car that competes with the fire breathing versions of the Charger nor a sports coupe for which the designation as a "GT" may be understood by Americans but is hardly what the term is meant to suggest in its original applications. Finally, the original engine selections for the Stinger turned out to be problematic. The 2.0L engine was adequate as a daily driver but very disappointing if a potential buyer also test drove the twin turbo V6. It resulted in a rare situation in which the "performance" oriented top trims actually outsold the would be "volume" model. More likely, though, potential customers simply opted for another vehicle like a Charger, a Mustang, a V6 Camry, or an Accord with a detuned Civic Type R, engine KIA no doubt hopes that the replacement of the base engine with the 2.5L turbo 4 found in the KIA K5 GT, the Sorento, the the Sonata N-Line, the Santa Fe, the Genesis G80 and the GV80 will make a difference. For those who yearn for a true Gran Turismo sedan with a reasonable price tag, it should. Especially when it's combined with AWD that other non-European brands don't offer.
    1
  4131.  @Stressless2023  I'd note that three years ago the concept of a $50K KIA crossover was considered outlandish. Then came the Telluride. Further, the fact that you'd compare a Stinger with a Charger illustrates the extremely narrow American view of a "performance" vehicle, largely limited to straight line acceleration from 0-60 mph and quarter mile times. The Charger is an outstanding American muscle car but it's not a GT (i.e. Gran Turismo) sedan. The European concept of a GT's performance is based on comfortable cruising at well over 100 mph on Europe's well maintained highways combined with sharp handling on secondary roads that were originally laid by the Romans two millennia ago and ease of navigating narrow urban streets. Those are criteria that vehicles like the Stinger and rivals like the Audi A5 and VW Arteon aim to meet. The Charger, on the other hand, is an undeniably appealing American dinosaur that will be gone forever in another decade or two.
    1
  4132.  @Stressless2023  I'm afraid you're vastly overestimating the percentage of US buyers who "want sedans." In fact, the percentage is not "half" of new car buyers. It's closer to one quarter of all sales. And it's not a question of whether I'd "like it or not," the fact remains that the target market segment for a Dodge Charger is quite different and far more numerous in the US than that of the Stinger. The two vehicles are not by any means in same class "simply based on size." The Charger is almost a foot longer than the Stinger and that's not even among the most important differences. The Stinger is a true GT (Gran Turismo) sedan in the European tradition. Its appropriate rivals are vehicles like the Audi A5 and the Acura TLX. And while the Stinger's sales have not been as strong as KIA hoped in the US it's worth noting that in 2019 the A5 outsold the Stinger by over 9000 vehicles while in 2020 the gap was reduced to about 5500 sales. Likewise, the TLX outsold the Stinger by over 13,000 vehicles in 2019 with the gap reduced to fewer than 9000 in 2020. Time will tell but it's certainly possible that the GT-Line Stinger will boost sales by a margin significant enough to catch the A5 and the TLX in the next two years.
    1
  4133.  @Stressless2023  Lots I'd dispute in your comment but I'll leave it at this. You said, "...the best selling vehicle in the U.S. is still the Toyota Camry 'sedan', not a crossover." In the 2020 calendar year Toyota reported selling 294,348 Camrys and 430,387 Rav4 crossovers. When you make such an obvious factual error, I don't see the point in arguing about your more subjective views.
    1
  4134. I like the Telluride very much but it is a much larger vehicle (about 8" longer.) And if you have limited garage space or plan to mount a bike rack on the back of a vehicle that difference can be a deal breaker.
    1
  4135. Possibly because it's not an unusual practice. Automakers spec and equip their vehicles differently to compete in different national markets. In KIA's home market where K5's are built for Korean and other Asian consumers Japanese vehicles are literally a "blip" in terms of sales. Volume domestic (i.e. Korean) production helps contain the overall cost of K5's there. Korean consumers, much like consumers in other countries, are drawn to a domestic brand. Further, there's no need to meet a price point set by manufacturers such as Honda and Toyota. On the other hand, despite huge improvement in KIA's reputation in the last decade it's still important for the brand to offer a compelling value proposition to American consumers compared to Japanese brands. And production in West Point, Georgia, even in a non-union factory is still more expensive than in Korea. KIA's pattern is very similar to VW's with regard to the GTI. American consumers complain loudly that the American version lacks many of the bells and whistles of the GTI sold in Europe. They are far less likely to complain that a fully loaded top trim Autobahn GTI has an MSRP of about $38,000. In Germany the Autobahn version (with more features) goes for well over $50,000 at current exchange rates.
    1
  4136. I strongly suspect that the discounts on the Edge ST will be considerably more than on the Explorer making the price difference substantially more in the read world. MSRP's can be very misleading.
    1
  4137. In the US there is no "performance pack" available for the 2018 GTI. Most of the features are included on all three trim levels and all features are included on the SE and Autobahn trims.
    1
  4138. Sorry, Joe. You're going to have to leave Florida to find some real twisties. Occasional curves aren't "twisties."
    1
  4139. I truly don't understand the manual transmission cult, at least as it's applied to the DCT. And yes, I've driven MT vehicles. For 40 years, in fact, I had at least one MT vehicle in the garage. If this were the days of typical slushbox torque converter automatics with 2-4 gears, slow shifting, lousy mpg and neutered performance it might make sense. But the VW DSG IS a manual transmission; it simply has an automated dual clutch mechanism that engages two gears simultaneously and a software tune that enables OPTIONAL automatic shifting at predetermined rpm/throttle combinations. Don't like the tuning of the DSG shifts? Simply put the transmission in "manual" and treat it like a stick. It's my preferred mode when I'm on winding back roads.The transmission will hold the gear up to and past red line when all you're doing is making noise, not more power. Want to downshift a couple of gears? Two clicks of the paddle or the gear selector and it's done. Want to change factory algorithm for automatic shifting? Have APR tune the transmission control chip for less than a thousand bucks and get the car to respond as you wish to specific rpm/throttle combinations. What do you give up with the DSG? Well, perhaps you'll need to go to the gym or take a walk to exercise your left leg. And I'll admit that you'll have to forego the "thrill" of putting the transmission into first gear when you come to a stop. The DSG automatically downshifts to first gear at a stop even when you have the car in manual mode. And if you choose to tune the engine you'll have to give up the thrill of annual clutch replacements that are part of the routine with a manual transmission. Frankly, I can only conclude that those who rant about VW DSG either (a) have never actually driven a VW with the transmission; (b) feel their manhood is somehow threatened by a having the option of shifting automatically; or (c) both. From many of the comments I see, my guess is "c".
    1
  4140.  @geneforte9038  Unlikely, I suspect. It would risk cannibalizing sales of the GT-Line Stinger.
    1
  4141.  @rickfrank7934  (sigh)... Look, a certain level of risk is involved in driving, whatever the vehicle and whatever a vehicle's specific configuration. The issue is how much increased risk is involved in a vehicle with a sunroof or even larger moonroof. Consider the following... () When CUV's/SUV's first became popular in the 1980's and 1990's, rollover risk was a significant danger. In the years since, however, rollover risk has been significantly reduced in all vehicles and CUV's/SUV's are currently about as likely to rollover as sedans in the event of an accident. Pickup trucks are far more likely to rollover than any other design. And heavy vehicles are less likely to rollover than lighter vehicles More importantly in this case is that vehicles with sunroofs/moonroofs are no more likely to rollover than comparable vehicles with solid roofs. Want to reduce the risk of a rollover? Avoid pickup trucks, buy the heaviest vehicle you can find, and maintain and replace your tires since blowouts are a much greater risk than any other factor. Compared to each of those factors, a sunroof/moonroof doesn't even count. () But what about cases where an accident does occur? Are sunroofs/moonroofs a significant danger when they "shatter?" First, the claim that "laminated glass can easily cut the skin" is simply bogus. The purpose of laminated glass (with a plastic inner liner) is to PREVENT showering passengers "with bits" of glass. That's why they're required in windshields. And that's also why manufacturers increasingly use laminated rather than tempered glass in sunroofs/moonroofs. Second, in a rollover a much greater danger than a shattered sunroof/moonroof is a solid steel roof that crushes a passenger. And no, the overall structural rigidity of a roof has not been found to be reduced significantly by a sunroof/moonroof. But doesn't a passenger risk being ejected through a shattered sunroof/moonroof? Not compared to the risk of being ejected through a window of any car. That's one reason that side curtain airbags have been added to vehicles and safety experts recommend driving with windows closed. There have been a tiny number of complaints in which crash victims have claimed they were ejected through a sunroof/moonroof. But in the one case where Ford was sued based on the issue, the claim was denied in part because the jury believed injury could have been prevented by wearing a seat belt. As far as I know, there were no other cases of a successful (or even unsuccessful) suits. () But what about spontaneously "exploding" or "shattering" sunroofs/moonroofs other than in an accident? The National Highway Traffic Safety Administration (NHSTA) has tracked all sorts of safety issues since the 1970's, including these reports. And in the case of some manufacturers (most notably KIA and Hyundai) they continue to do so. The NHTSA isn't a perfect source of data, but it's far more reliable than "russian dashcams" and unsubstantiated youtube claims. So what's the risk? NHSTA has received about 500 complaints about spontaneously exploding or shattering sunroofs/moonroofs since 1995 with a steep increase in 2014 (187 reports) and a substantial drop since then (50 or so reports in 2017.) Notably, there are NO reports of serious injury associated with any of those reports according to a study of those reports by Consumer Reports (hardly a stout defender of manufacturers' safety records.) The NHTSA data is probably an underestimate of the true incidence of a problem. But even assuming only, say, ten percent of all incidents are reported to NHSTA, just how risky is a sunroof/moonroof installed in literally millions and millions of vehicles over a 22 year period? The arithmetic is left as an exercise for the reader. () The bottom line is that human beings are notoriously bad at estimating risk. Sensational reports about "unintended acceleration," and "exploding" sunroofs/moonroofs, grisly videos of rollover accidents,(and for that matter crimes committed by undocumented immigrants) fuel fears far out of proportion to actual risk. And in the interest of fairness, here's a link to one of the Consumer Reports articles that takes a different perspective. Though it doesn't contradict the points made above. https://www.consumerreports.org/car-safety/exploding-sunroofs-danger-overhead/
    1
  4142. Worth noting that prior to the introduction of the new Venza Toyota and Mazda were the only two mainstream manufacturers not to offer two midsize unibody SUVs in the North American marketplace. Every other automaker offered a three row vehicle and a smaller two row vehicle. (KIA is the only exception in that both the Telluride and smaller Sorento have three rows of seats.) Now Mazda stands alone in not having a two row midsize SUV in the US market. (Mazda does have CX-8 in some markets where the CX-9 isn't sold but it's not available in North America.) Other manufacturers followed one of two strategies with their midsize offerings. Either they chopped some inches off the overall length of their three row vehicle to make a two row version (e.g. Honda Pilot vs Passport, VW Atlas vs Crossport, etc.) or they built two largely different SUVs (e.g. Explorer vs Edge, Traverse vs Blazer, Pathfinder vs Murano, Palisade vs Santa Fe, etc.) Toyota could have followed one of those strategies. But if there is anything Toyota is better at than building good, reliable vehicles, it's making a profit on everything they sell. With that in mind, inserting the existing Harrier with a new badge into the North American portfolio was a slam dunk. Virtually no expensive design or major production costs. Further savings by limiting the drivetrain to the extremely popular hybrid version. The Versa is hardly a top tier, versatile SUV; it's more a modern version of a stylish station wagon. (Not that anyone from Toyota would use that forbidden term to describe the Venza.) But for the purpose of filling a hole in Toyota's lineup the Venza is an economical solution for Toyota.
    1
  4143. 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.
    1
  4144. Not really. The CX-9 is a full 11" longer than the Santa Fe and has three rows of seats with the same overall cargo capacity as the Santa Fe. There are really two groups of mainstream "midsize" crossovers in the North American market; a group of vehicles that range from 188" to 192" in length and are mainly 2 row CUV's (The KIA Sorento is an exception with 3 rows) and a bigger group from 195" to 203" in length that are almost all 3 row crossovers. (The one exception is the 195.5" long VW Cross Sport.) Mazda doesn't compete in the shorter group of two row midsize crossovers in North America. Their CX-8 is a stretched CX-5 and sold in most international markets where the CX-9 isn't offered. As far as the CX-9 is concerned, it ranks dead last out of 14 midsize 3 row crossovers in North America primarily as a result of its incredibly cramped passenger and cargo space in a vehicle that's larger than all but the Dodge Durango and Chevy Traverse.
    1
  4145.  @trenton.tchannel1810  Wouldn't be a fair fight but you're correct.
    1
  4146.  @trenton.tchannel1810  The so-called "midsize" category is a broad one. The Sorento (along with the Santa Fe) falls at the low end in terms of size (189" long) while the Telluride is smack in the middle of the larger (almost all 3 row) CUV's that range from 195" to 203".
    1
  4147. Sorry, Sarah. The overwhelming majority of consumers won't opt for a manual transmission when they can SAVE money vs an AT. The notion that there's any significant group of consumers who would pay MORE for a manual transmission is nuts. MT's will stick around on a few niche vehicles but like drum brakes and unassisted hydraulic steering, the future of MT's in general is very, very dark.
    1
  4148. 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." :)
    1
  4149. Another hatchback on stilts.
    1
  4150.  @normt5463  A 1500 lb jetski isn't the issue. I could tow a 1500 lb jetski with my VW GTI. I could probably do it with my 1100cc motorcyle. Serious towing begins at 3000 lbs and up. A Dodge Durango, for example is rated at 8700 lbs. My KIA Sorento AWD is rated at 5000 lbs.
    1
  4151. I like it. I only hope that Alex didn't apply the kiss of death by comparing it to the late (never lamented) Cross Tour with its "baby-got-back" looks. But perhaps the Cross Tour was just ahead of its time. As a confirmed GTI owner the Civic hatch wouldn't tempt me but the overall versatility of hatchback/liftback/sportback designs is a plus in my book. Kudos to Honda for not abandoning sedans, altogether. It will be interesting to see how the Civic Hatch competes with the Mazda3 version. It's also worth noting that the compact sedan segment isn't the only place to find the liftback design. I'm currently looking seriously at the KIA Stinger and the VW Arteon as midlevel versions of the same concept. Perhaps this is a minor trend aimed at combatting the onslaught of SUVs among sedans. If so, I'm all for it.
    1
  4152. ​ @Ramoono  In the first place I'm unconvinced that many consumers actually do cross shop these vehicles. But the point is that TFL in the past has compared vehicles in different categories as "mashup" videos. They're often informative and entertaining and this video would have been an ideal candidate for that treatment. Not labeling it as such implies that they are actually competitors for individual consumers. As other comments here suggest, many viewers don't share that view.
    1
  4153.  @semiauto3148  That "n/a v6" is one advantage that the KIA Sorento has enjoyed over its closely related cousin, the Hyundai Santa Fe.
    1
  4154.  @TheBacontarian  Yes, it did. The option was dropped in the 2018 generational change. The three rows were retained in the KIA Sorento sibling along with a V6 engine.
    1
  4155.  @joshua9073  Actually, Mazda doesn't sell a midsize crossover in the US, at least by American standards. The CX-8 is Mazda's midsize crossover but it isn't sold in North America. https://en.wikipedia.org/wiki/Mazda_CX-8#:~:text=The%20Mazda%20CX%2D8%20is,not%20sold%20in%20the%20country.
    1
  4156.  @joshua9073  Well, about 30 years of market research does inform the opinion.
    1
  4157.  What's Up?  Sorry. Didn't mean to challenge your reading ability. For the record, though, you're not required to read it. You can always stick to pretty pictures.
    1
  4158.  @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.
    1
  4159. They're nearly the same size. The Passport is only two inches longer. But the Santa Fe is essentially a 2017 KIA Sorento two-row crossover with the same turbo4 engine, the same 8 speed transmission as the 2019 Sorento and some appealing bells and whistles. The Passport offers considerably more cargo space (at least as Honda measures it) and a V6 naturally aspirated engine. In terms of performance, at least 0-60, they're likely to be very close. At the top trim levels the Honda is substantially more expensive, especially in "real world" pricing that comes with a serious negotiation with a dealer. They're both appealing vehicles in the same size category but I suspect that relatively few consumers will be cross shopping them.
    1
  4160. 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.
    1
  4161. I'm usually not a fan of Hyundai's designs. Their vehicles often appear to me to have gone through the design process before the finished versions is passed on to a committee charged with adding creases and bulges here, there, and everywhere. There's some of that origami treatment in the Ioniq5 but I have to admit it survives the committee's treatment better than most Hyundai's products. In terms of the interior the photos look more "concept" than "production." Very attractive. Judgement about functionality will have to wait. But it does appear that Texans might want to consider owning one and simply moving in for extended stretches when the the power is gone from their homes.
    1
  4162. Veloster N, eh? Loud, overpowered, and no rear visibility. Sounds like a boy racer's wet dream. The rest of the world gets the 2 liter turbo in what North America calls the Elantra GT Sport where it belongs. Too bad.
    1
  4163. Try the Sorento. It's like driving in a vault.
    1
  4164.  @afcgeo882  All potentially reasonable objections. I'll await some actual reviews based on more than a podium looksee or a test drive around the block to validate them.
    1
  4165. That has been true in the Pacific Northwest but at least here in the Seattle area and in a 500 mile radius there are VERY few Arteons available now. And none more expected until 2022 due to the chip shortage.
    1
  4166.  @nsbioy  Those are very good deals, especially for the SEL or the SEL Premium. For the SEL that brings the cost for an AWD Arteon down to the MSRP of a fully loaded top trim Accord without, of course, the AWD that isn’t available on the Honda.
    1
  4167.  @jhndijkman  And that's why New Zealand gets diesels and the US doesn't.
    1
  4168. It's not. Comparative MSRP's are complicated by the different trim levels and features associated with the two brands at those trim levels. But if you compare apples to apples of the highest trims (Hyundai Ultimate vs KIA SX w/ AWD, trailer package, and "Prestige" package) the US MSRP of the Telluride is $47,330 vs the Palisade at $47,445.
    1
  4169. Almost all the reviews of the Aviator agree that Lincoln has done a remarkable job of upgrading their mid-level three row crossover. Largely missing from those reviews is a comparison between the Aviator and its Ford cousin, the Explorer. Considering that top trims of the Explorer push or exceed $60K in MSRP, the Aviator looks like a MUCH better choice. A mid-level trim (Reserve) moderately optioned has an MSRP of around $65K. For that additional $5000 the Aviator is superior on almost every possible checkpoint. A much more premium interior. A tow rating of 6700 lbs, 1100 lbs more than the Explorer and a far better dealer experience. It's widely recognized that Explorer has major challenges in its value proposition versus vehicles like the Telluride and Palisade with an MSRP about $10,000 more than those vehicles. It's also the case that it's difficult to justify the price of the upper trim Explorer versus the Aviator.
    1
  4170. Jeez, do some research. The Autobahn, like all GTI trims comes standard with a manual transmission. The DSG is an option.
    1
  4171. 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.
    1
  4172. Production capacity issues, I suspect. It's a hot model and a RWD/manual version isn't going to be at the top of the priority list.
    1
  4173. James 912: Interesting. First I've heard of that. Hasn't made it to the Puget Sound as yet.
    1
  4174. Mini's are great fun but one has to wonder how long BMW will continue to support a brand in the US whose sales continue to tank. Sales of all Mini models in the US have dropped from over 66,000 in 2013 to fewer than 44,000 in 2018. And in 2019 sales are even worse than the year before. Obviously, models like the JCW GP aren't going to solve that problem but the bigger issue is that no other model seems poised to turn around the decline, either.
    1
  4175.  @richn.1860  Perhaps if the article had been termed a "break in" review rather than a "long term" review it would have been more accurate.
    1
  4176.  @richn.1860  Fair enough. But if that's the case I'm not sure what the point of a "long term" test of this particular vehicle is. Had the Dodge Demon been driven around the block and kept in a garage for five years would you expect to see a "long term test" of the vehicle? What exactly is "tested"?
    1
  4177. I think my local KIA dealer should set up a vending machine to sell Souls. The demand is that strong.
    1
  4178.  @moealles7280  I understand your perspective. And like most homeowners I encounter the need to transport an appliance or another large object from time to time. But when I do I simply rent a pickup or van for about $25 a day. As for moving, I last went through that nightmare about five years ago and before that about 20 years earlier. Perhaps you're much more mobile than I am but I definitely wouldn't purchase a vehicle to ease the burden for such a rare event. BTW, that calculus doesn't apply just to pickups. I sometimes marvel at friends and family who select/reject a vehicle solely on the basis of a requirement that comes up very rarely. For example... "I can't buy an EV because I might need to drive from Seattle to North Dakota sometime in the future and wouldn't be able to recharge it." Or "I bought a $60K (or more) SUV with 10" of ground clearance to enable me to go rock crawling in Utah some day. Never done that but I like the idea that others might think it's my idea of recreation. And I'll put up with its terrible handling just for that." 😊
    1
  4179.  @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.
    1
  4180. Not at the price point of the Fusion, you wouldn't.
    1
  4181. I think the general consensus is that Honda's 9 speed auto had some significant teething (no pun intended) problems that have largely been resolved or at least reduced with software updates. Transmissions are complicated pieces of machinery and all the more so as the number gears are increased.
    1
  4182.  @normt5463  Lots of opinions on this topic. I'm not close enough to the issue to have a strong opinion one way or the other. But if I were actually considering a purchase with the 9 speed auto installed, I wouldn't do it until I'd done a significant amount of research.
    1
  4183. You could consider surgery, you know. :)
    1
  4184. And very impressively. One minor correction. Unlike the city the Sorento was named after, it has only one "R". :)
    1
  4185. Not necessarily. I would have expected an MSRP near around $55K for the SX Trim. KIA is very aggressive in setting the MSRP for the Telluride.
    1
  4186. Joe, you obviously don't live in a part of the country where the spring thaw the mountains brings many tons of rocks and gravels down to the highways below. Here in the Puget Sound region we learn not to follow large trucks too closely as they fire that gravel toward the front of our vehicles. The problem is bad enough in terms of windshield damage. It's much, much worse when one's headlights are mounted just above the front bumper. It's one of the most questionable design decisions for the Palisade and it's just as questionable for the Santa Fe.
    1
  4187. Don't like the funky, boxy shape of the Soul? Not fond of rodents advertising vehicles? Don't worry. Kia's got you covered. The 200+ range combined with 200 HP and nearly 300 ft lbs of torque transforms these vehicles from urban commuters that requiring recharging every night to cars that can be used for mid-range road trips. At the likely price points, that's a game changer.
    1
  4188. @Anthony Hodgson. "...I haven't driven a new one but I've driven several from the 2000s..." Well, that certainly makes you an expert.
    1
  4189. @Anthony Hodgson. "...I haven't driven a new one but I've driven several from the 2000s..." Well, that certainly makes you an expert.
    1
  4190.  @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.
    1
  4191. And that's a good thing.
    1
  4192. I should have known by now not to comment on a vehicle until I've seen Alex' review. As usual he delves into details that others miss. But what is this vehicle. Alex more or less settles on designating it as a pickup. Hyundai disagrees and doesn't want the Santa Cruz to be directly compared to the Ford Maverick. Apart from marketing-speak there's a rationale for that. Others have described it as a unibody SUV with a bed. That, too, misses the mark, I think. I don't see it being cross-shopped with the Tucson or other compact SUVs, much less a midsize SUV like the Santa Fe. I'd opt for a different description. The Santa Cruz appears to be the offspring of a one-night-stand between a midsize Hyundai sedan and a small pickup with interior amenities and the engine and transmission of the Sonata including the GT-Line (along with numerous other Hyundai, KIA, and Genesis models) and a sedan's trunk replaced by a short pickup bed. Some will see it as a descendant of a Ford Ranchero, a Chevy El Camino, and more recently a Subaru Baja or even as Alex notes, a Subaru Brat. None of those vehicles is a close match. Among contemporary vehicles the closest appears to be the VW Amarok, a vehicle with a slightly longer bed and more off-road chops but otherwise very close to the Santa Cruz. As Alex notes, Australians seem to find vehicles like the Amarok especially appealing. And on that note, it's worth noting Australia is a major market for Hyundai. It wouldn't be a surprise to find that Hyundai looked at the success of the Amarok in Australia and tasked their California design studio to come up with a vehicle along the same lines tailored for North American tastes.
    1
  4193. It's an impressive vehicle but with an MSRP approaching $60,000 for a model with a full set of options, it's an expensive choice. The vast majority of Explorer buyers will end up with lower trim levels with a 2.3L turbo mill. And even then, loading the vehicle with options pushes the MSRP over $50K.
    1
  4194.  @Lionaljohn  I agree. But one reason for the GLI's lower price point than a GTI is the cost cutting of the GLI. Another, of course, is the iconic status of the GTI. But the GLI is an excellent buy in its current configuration. I have to say, though, that sometimes little things are deal breakers for some folks. For me, it's the absence of rear seat AC in the GLI. My big dog's second home is the back seat of my GTI and he'd have a hard time not having AC in the back seat after a romp in the park. :)
    1
  4195.  @Lionaljohn  Matter of taste and priorities as far as rear seat AC is concerned. My big dog strongly prefers the air blowing directly from the vents. :) You do make a good point with regard to the DCC. I have it on my 2018 GTI and it's a valuable feature. Oddly, its availability on the GLI trims is at best confusing. i.e. available on the "35" but not on the Autobahn.
    1
  4196.  @Lionaljohn  VW's options and trims are often a puzzle. Not only substantial differences between Europe and North America but differences between the US and Canada, as well. I suspect that the limitation of DCC to the 35th anniversary edition for 2019 in NA was a result of a shortage of components. Enough to provide it on the limited "35" edition but not for the reset of the GTI line in North America. In any event, restoring for the Autobahn trim brings the 2020 model in line with the past practice. (I have a 2018 Autobahn GTI with DCC.) As far as the warranty is concerned, I think dialing back the longer 6yr/72K warrant to 4years/50K miles (at least in the US. Not sure about Canada) was a marketing mistake. It's worth noting, though, that the 4yr/50K warranty for 2020 is still longer than almost any of the competition and it's combined with 2 years of scheduled maintenance, a feature not available on other brands. Long warranties are really a marketing tool especially if they cannot be transferred to second owners. Apparently VW believes free maintenance for two years has more appeal to consumers.
    1
  4197. Jake Root: Sorry, buddy. That ship has sailed. Manufacturers have already noted the low demand for manual transmissions. That is why so few models are offered with that option. Having driven MT's for over 40 years I've found that the DCT in the VW offers every bit as much "engagement" in manual mode as a manual transmission. The only "thrill" I miss is downshifting to first and depressing the clutch when I come to a stop since the DCT does that for me. Since I'm an old fart I can recall the cries of testosterone fueled drivers when power assisted steering and brakes were introduced. Features that only wimps and women need was the complaint. As old as I am, though, I wasn't around when electric starters replaced cranks. I strongly suspect, however, that the same complaints were common responses at that time.
    1
  4198. 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.
    1
  4199. Alex, hope you enjoyed the gorgeous scenery plus the good weather bonus on the Olympic Peninsula. Somewhat different from the Santa Cruz mountains (especially in terms of climate) but just as gorgeous imo.
    1
  4200. If one was purchasing fuel it would run between $5 and $6 a gallon. But manufacturers who are leasing fuel cell vehicles in California provide free fuel for the life of the lease. In the case of the Honda Clarity fuel cell vehicle, it's sufficient to cover 80,000 miles.
    1
  4201.  @MrKeke2502  Very complicated trade-offs involved in both production and consumption of alternative fuels, not easily reduced to a few lines. Personally, I think pure EV's are an important transitional technology but the long term future favors fuel cells. We'll continue to see a mix of petrol, diesel, hybrid, EV, and fuel cells for some years to come but what's abundantly clear is that gasoline powered vehicles will eventually face the same fate as horse powered vehicles in 1900.
    1
  4202. For considerably less than $1K, an APR tune of the Arteon's superb EA888 2L engine erases the power deficit compared to the GT-Line Stinger with its 2.5L turbo engine. And contrary to claims it does not invalidate the VW factory warranty.
    1
  4203. No doubt a demand from NBA players thinking of trading last year's model.
    1
  4204.  @disco.lemonade  Are you sure about the towing package? I haven't seen that confirmed anywhere.
    1
  4205. Not a big deal. Paddle shifters are available for manual control of the DSG's gears.
    1
  4206. For all those who claim a 100 mile range makes the MX-30 (or its rival the MINI-E) unacceptable, consider the following scenario. We're a family of three drivers. I drive a GTI. My wife's daily driver and the family's long range "truckster," is a KIA Sorento SUV. Our 17 y/o daughter is now a driver, as well. Three drivers and two vehicles isn't an insurmountable problem by any means but it does mean that the VW and the GTI are in use almost all the time for one thing or another. I love my GTI and hope to drive it until I'm buried in it. Likewise, my wife wants to keep her beloved Sorento until her cold dead fingers are pried off the steering wheel. A third vehicle that could absorb, say, 10,000 miles per year in local use with no costs for gasoline and minimal maintenance would save our family about $2000 in fuel costs, alone. Add to that the savings from wear and tear (and reduced residual value) on our other two vehicles and the savings would be about $2500. That, of course, doesn't take into account the purchase price and other ongoing costs (e.g. insurance, licensing, etc.) of a third car but there is ongoing value associated with convenience, enjoyment of a fun-to-drive vehicle, and the satisfaction of a minor contribution to combatting climate change. Many consumers are faced with the need for a single do-it-all vehicle. I understand that. But it's also true that many consumers purchase a vehicle at least in part to accomplish missions that are so rare that the purchase makes little sense. For example, my neighbors who drive $50K pickups that consume a gallon of gasoline every 15 miles every day so they can be ready to bring home the oft cited 4x8 sheet of plywood from the home improvement store when they could rent a pickup for a day for $20 for the same mission from the same store. The family of three who buy a massive 3 row SUV in the event that they may have to pick up five in-laws from the airport at some point.
    1
  4207. Of the three vehicles where Mazda offers their turbo4 in North America, the application in the CX-5 is probably the best. The Mazda6 is impressive but it's up against tough competition in the Accord 2.0L turbo and the V6 Camry. The CX-9 is simply huge, longer than almost any vehicle in the "midsize" class with less interior room and overall cargo space than the KIA Sorento, the smallest "midsize" crossover. And other than the Subaru Ascent, it's up against competition with smoother, likely more durable V6 engines with more linear performance. In contrast, the CX-5 competes well in the "compact" category where its turbo engine is well mated to its six speed transmission and its performance outshines most of its rivals. As far as styling is concerned crossovers are the "new black." And the CX-5, especially in the Signature trim, offers it. Arguably better than its competition. But the middle letter in CUV/SUV stands for "utility" and that's where the Mazda comes up short, very short. It's about the same length as the CR-V but the Honda provides about 25% (!) more interior room and total cargo space. That's not a negligible difference. And while the CX-5 is especially disadvantaged in terms of utility compared to the Honda, virtually every other compact crossover offers more interior space than the Mazda. All in all, the CX-5 is the perfect vehicle for those who WANT a crossover but don't really NEED the utility a crossover claims to provide.
    1
  4208. This or a CIVIC Type R....hmmm....so similar.
    1
  4209. Ah, another entry in the "Brontosaurus" sub-category of what is laughingly called the "midsize" unibody SUV category. So called for its size, its appetite for the liquid remains of its ancestors, and the long term viability of the species. It's not the most extreme version of the species, of course. That's reserved for the Wagoneer and Grand Wagoneer siblings.
    1
  4210. Great video. Now I know how ahead of its time my first car, a 1954 Kaiser with an inline six, was. :)
    1
  4211. Not real world pricing. I found there was about a $10,000 difference between the discounted 2018 GTI Autobahn I bought and the least expensive Civic Type R I could find.
    1
  4212. Spot on. Hauls four adults in comfort...five if they're friendly. Transports massive amounts of "stuff" to and from campus. Class competitive fuel economy. Among the best bumper-to-bumper warranties around. And if parents are paying for it, the very, very good safety features available and reasonable price point are major pluses. Further, all those benefits apply to recent grads staggering under student loan debt.
    1
  4213. No. In Mexico with German robots.
    1
  4214. It's a Yakima.
    1
  4215. I strongly suspect that would be a cruel exercise for the Subie.
    1
  4216. Don't blame them, at all. Just don't take them seriously. :)
    1
  4217.  @halohunter5217  Of course, the Ford Fiesta ST doesn't exist in the US.
    1
  4218. Much like the dinosaurs that supplied the fuel for the Challenger, the Dodge is doing its best to avoid extinction. Success is very doubtful.
    1
  4219. That's what makes horse races.
    1
  4220.  @gregrobsn  Specifics, please.
    1
  4221. 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
    1
  4222. Very, very informative as usual, Alex. One editing error worth noting. Your familiar comparison of total legroom and 2nd row headroom appears to be in error. It doesn't include the Bolt. Instead, the highlighted vehicle is the "Venue." It's unclear whether the label is wrong or the Bolt's specs are simply omitted. Otherwise, your contention that casual comparisons of EVs is problematic is right on. If ICE vehicles were subjected to the same approach one would be asking, "Which is the best gasoline powered vehicle? A Miata, a Telluride, or an F-150?" The point being that consumers interested in EVs are no more a homogenous group than shoppers for ICE vehicles. Or put another way, individual EVs appeal to very different categories of consumers. Our family is one case study of the choices we face. We're a family of three drivers (myself, my wife, and our teenage daughter) and a large dog who accompanies us on nearly all local and longer journeys. We currently have two vehicles, a midsize unibody SUV (a 2018 KIA Sorento that's my wife's daily driver and our long distance family "tripper" and a Mk 7.5 GTI that's my pride and joy.) Unlike someone looking for a single vehicle to meet all our priorities, we're fortunate to be in a position to add a third vehicle and the question is what kind and which. We'd like it to be an EV but our budget isn't unlimited. One strategy would be to add a relatively inexpensive EV and dedicate it to local errands and other short mileage duties. Thereby extending the lifespan of both the Sorento and the GTI and eliminating perhaps 8K to 10K miles of driving one of our ICE vehicles. For that approach EV range isn't a major consideration (assuming charging at home) and the Mini EV looks ideal. (Remember I drive a GTI.) My daughter and I think it's a great idea. My wife likes it, too. Our big dog who currently has a second home in the back seat of either the SUV or the GTI is less enthusiastic. And yes, he gets a vote. Another approach would be to replace the Sorento with a vehicle like a KIA K6, the Mustang MachE, or Tesla Model Y and add a used small ICE sedan or hatchback to the mix at a price under $10K. That's not the most economical choice, of course. And we'd have to plan our long trips somewhat more carefully than we do now. But the Sorento currently averages over 15,000 miles per year and severely limiting the cost of fuel, maintenance, and wear and tear on other vehicles would be a plus. Another would be the ability to leave the AC running with the windows up and the dog in the car on warm days when we currently cannot include him. "Fido" likes that idea. My wife, on the other hand, eyes me suspiciously when I suggest replacing her beloved Sorento. Finally, we could forget about a pure EV and be satisfied with significantly improved mileage of a hybrid or PHEV vehicle. The choice presented by, among others, Toyota with vehicles like a Camry hybrid or a RAV4 Prime. On one hand it seems like an appealing compromise. No range anxiety. Significant savings in fuel costs. On the other hand, it's a halfway measure that feels like, well, a halfway measure. The reliance on gasoline, though substantially reduced, remains. As well as the maintenance required for the ICE engine. If we were looking for a single vehicle to meet all our priorities, that approach would be more appealing. The point of all this is that consumers looking at EVs, like consumers of all kinds of vehicles, have radically different priorities and constraints. The Bolt does appear to be a strong contender for those whose lifestyles, missions, and budget for an EV fit its parameters. It's not for us but it may well work for others.
    1
  4223. Unless you consider at least $10,000 or more "a few bucks" a Golf R for little more than the Passat GT.
    1
  4224. Uh huh...Since VW penalizes dealers for selling the R at less than MSRP, pardon me if I think you don't know what you're talking about. Here in western Washington, the going second sticker price is $2000 to $5000 over msrp.
    1
  4225. Again, I'm skeptical. Since I'm fairly active on various GTI and R boards, I think I would have heard about it and virtually NO ONE has claimed to purchase an R at less than MSRP. And since I know for a fact that VW will look very negatively in the future at any dealer who sells the R under MSRP I have to doubt your claim. Bottom line is that the limited number of R's in the US means that every dealer I know (and that's every dealer in Washington and Oregon) had deposits on their allotment before the first vehicle showed up. If you have any real information to share, I have several friends who would be happy to travel anywhere in the US to purchase an R at less than MSRP. I doubt you'll respond to that.
    1
  4226. Kudos for Mazda's improvement in their dated infotainment system. And the placement of the screen is an improvement over the typical placement of an iPad-like screen perched like an afterthought on the dash. Unfortunately, though, I'm skeptical that it's an ergonomic improvement. Taking a hand off the wheel to manipulate the rotary dial while tracking its selections on the screen is hardly an improvement over stabbing a more accessible screen with a finger. Moreover, the screen itself is simply very small compared to the competition. I realize this particular area of design is a challenge and manufacturers continue to struggle to design both appealing and functional solutions. But I don't think Mazda has gotten it right yet.
    1
  4227.  @Varekai0723  I have no doubt that almost any control solution or location can become "second nature" if you own a vehicle and drive it on a daily basis. And it's also true that automotive journalists who drive a vehicle for a few hours or days sometimes complain about a unique feature simply because they don't have time to accustom themselves to it. But I design user interfaces for a living and I can assure you that in terms of speed and accuracy stabbing a selection on a screen is a better solution than manipulating a dial with one hand while tracking the effect on a screen mounted located away from one's hand movement. It's a well established ergonomic principle. In this case, I suspect that Mazda designers felt they had to come up with a control solution for the placement of a relatively small screen located beyond the driver's natural reach. Given the parameters they faced this was the solution they came up with. But it's not ideal by any means.
    1
  4228. A better SUV than the CR-V or RAV4? Well, it is Mazda's best selling vehicle by far. In fact in 2020 it outsold virtually all other Mazda vehicles in the US put together. But with 146,000 total sales being the most popular Mazda is a low bar. Both the RAV4 and the CRV outsold the CX-5 by hundreds of thousands of units. Nevertheless, sales are not necessarily a reliable metric for assessing quality especially when Toyota and Honda have a far larger dealer network than Mazda. But as a "family hauler" the CX-5 compares favorably to its rivals only if a "family" is assumed to consist of a couple and perhaps a child or a big dog. If interior space, especially cargo space, is a high priority as it often is in a "utility" vehicle, the CX-5 trails both the CR-V and RAV4 by a considerable margin though overall length is nearly equal among all three. In fact, the 59.6 cubic ft of total cargo space is the least offered by any compact crossover. Mazdas are especially appealing to reviewers and internet fan boys for the relatively powerful turbo 4 found in almost all their models and their driving dynamics. But reviewers don't actually purchase many vehicles and fan boys always opt for more performance in every vehicle even when it's not one they would (or could) purchase. The CX-5 is no exception. It's an undeniably attractive vehicle, especially in its "Signature" trim. But it's already "long-in-the-tooth" compared to its rivals. No hybrid or plug-in hybrid on the horizon and the diesel version of the CX-5 died only months after it was finally introduced in the US. As the smallest mainstream automaker on the planet Mazda doesn't have the resources to keep up with its much larger rivals in terms of development. Hopefully it can manage to avoid a future as a division of another automaker (e.g. Toyota) but that's more than a remote possibility.
    1
  4229. You fail to mention what "5 years" you're referring to or that you've been living under a rock since then. Hyundai and KIA vehicles use the highest strength steel in their vehicles in the entire automotive world. In fact, Hyundai is often referred to as "a steel company that makes cars." When I traded my 2012 Sorento for a 2018 model last year it was as tight and strong as the day I bought it.
    1
  4230.  @cliffpeterson8430  Hi Chris. I'm not too familiar with the content differences in the GLI other than comparing the US and Canadian websites but I'm quite familiar with the differences in the GTI both in the US vs Canada and in the North American versions vs European GTI's. Americans frequently complain that European GTI's are far better equipped than the US counterparts. And the practice of offering a limited number of trim levels in the US and Canada is different from GTI's in Europe where vehicles can be optioned with individual features that in NA come packaged into separate trim levels. The US vs European differences are fairly easy to explain. VW has been burned repeatedly trying to sell their European models in the US at prices that Americans simply are not prepared to pay. An Autobahn GTI in the US lacks a number of features that are standard in Europe, the digital cockpit being the most obvious in addition to various engine tweaks (e.g. dual injection vs direct injection) and somewhat higher HP ratings. But Americans are frequently unaware that a fully loaded Autobahn GTI in Germany has an MSRP over $50,000 while I bought a fully loaded Autobahn GTI/DSG in the US last year for $32,000, a price that was about $6000 under MSRP. For the most part North American consumers simply do not view VW's as the premium brand as it is seen in Europe. The US versus Canadian differences are somewhat more mysterious. When I was shopping a year ago I seriously considered a Golf R. However, I found there were only 3 Golf R's on dealer lots within 500 miles of Seattle (in the US.) Of those three, two had "market adjustment" stickers that added $2K to 3K over the MSRP of $41K. The one with an MSRP sticker sold in 24 hours to a buyer who drove 700 miles to purchase it. On the other hand, I've been told by several Canadians that Golf R's were so plentiful north of the border that they were routinely discounted and GTI's were much more difficult to find and frequently commanded prices above MSRP. What's the difference? Apart from my theory that someone at VW Canada has embarrassing photos of German VW execs, I think a several factors may be at play. First, of course, the take rate of AWD vehicles in Canada is much greater than in the US. That may have led VW to allocate a relatively greater proportion of Golf R's in Canada. Second, I'm told that VW's are especially popular in Quebec where European brands in general are more popular than in the US. More generally (and I think this applies to several VW models), the Canadian market is tiny compared to the US. If VW encounters limitations in components , they may still be able to cover dealer demand in Canada while an adequate supply for the US is simply not available. If that's the case, it might explain the fact that the DCC features are available in the GLI Autobahn trim in Canada and not available in the US. All in all, VW faces some obvious challenges in configuring their models over the next couple of years. Changes in European emission requirements and the forthcoming MK8 versions of their GTI and GLI models are, I suspect, sucking much of the oxygen out of the room in terms of configuration management of the current models. Add to that the introduction of the Arteon in the US and I suspect the bizarre configuration choices we see in the GLI aren't the last we'll see.
    1
  4231. The RWD and RWD-biased AWD Explorer platform will sway some. But considering that a major advantage of an RWD vehicle is towing capacity the Explorer is seriously short on that score. The highest tow rating of any Explorer is only 5600 lbs compared to the Durango's 8700 lbs! That may not matter to those who don't engage in serious towing but even a moderately optioned lowest trim Explorer has an MSRP approaching $50,000 and that's with a 2.3L turbo four banger, an engine that's impressive in a base level Mustang weighing 3500 lbs but with questions of long term durability in a vehicle that weighs about 2.5 tons when loaded with fuel, passengers, and gear.
    1
  4232. Much, much more attractive than the Hyundai Tucson cousin (imo). The Tucson's origami design language with creases and bulges here, there, and everywhere looks like a descendant of a Buck Rogers spaceship from a 1930's movie serial. The simpler lines of the Sportage will age much better, I think.
    1
  4233.  @erics.5785  You're right. I should have said the question is like comparing an apple with a pineapple.
    1
  4234.  @Leatherkid01  We'll see. As it now stands VW says the regular Golf will be available in Canada as 2022 models. And that may very well happen given the popularity of the basic Golf in Canada, especially in Quebec. But VW is known for breaking their promises in terms of the availability of various models. For example, last year VW introduced the more powerful GTI TCR in Europe and promised it would be available in the US at the beginning of 2019. That didn't happen. https://www.guideautoweb.com/en/articles/52955/the-new-volkswagen-golf-s-canadian-launch-is-still-very-far-away/
    1
  4235. WV will tell you the sunroof deletion is an advantage for track work by reducing weight at the top of the vehicle and increasing headroom for a tall driver wearing a helmet. The more likely reason is that VW didn't wish to invest in the very costly separate US crash test regimen that would be required for a Golf R with a sunroof. VW doesn't offer an eGolf with a sunroof in the US for that reason, as well.
    1
  4236.  @MrOseetah  Sorry. Don't agree. Sunroofs from all manufacturers occasionally develop leaks but I've had two GTI's in the last decade and each was watertight. Sunroofs are a matter of taste and folks living in Arizona or Texas may find them worthless or worse but here in the Pacific Northwest where sightings of the sun in the winter usually rate a mention in the local paper, a sunroof is a welcome addition to an otherwise cave like interior.
    1
  4237. "Nothing was left over for the Stinger refresh"??? Beg your pardon. That's far from the truth. While the G70 stuck with its previous 2.0L turbo base engine, KIA replaced that same 4 banger with the new 2.5L turbo that's being placed as standard or optional in at least 8(!) KIA, Hyundai, and Genesis models. With 300 hp and 311 lb ft of torque, that's an increase of 48 hp and 51 lb ft of torque compared to the Stinger's previous (and the G70's holdover base engine.) Furthermore, the previous huge advantage in performance of the V6 Stinger GT models and the base GT-Line is reduced tremendously with the new base engine. (The new engine does 0-60 in 5.2 seconds according to KIA versus 4.7 seconds in the V6 models, a half second. KIA claimed the previous 4 banger's corresponding figure was 5.9 seconds. Other testers had it at about 6.4 seconds.) In contrast the "news" for the V6 engine in both the Stinger and the G70 is an increase of 3 hp. Whoopie! Considering that the US MSRP for the GT-Line Stinger hovers around $40,000, (USD) it's a screaming bargain compared to the V6 GT models and the Genesis G70 with the base engine.
    1
  4238.  @rv2167  We looked at the Tiguan carefully. Frankly, I think I was a bit unfair to it as a result of having a MK6 "tuned" GTI. The seating position and overall interior layout was so familiar I think I expected it to perform in a manner similar to my GTI. Not surprisingly, it didn't. In fact, I felt it was rather sluggish unless I put it in sport mode. We resolved the issue by getting my wife a new KIA Sorento to replace her 2012 model and I bought a new GTI to replace my 2013 model. Bank account suffered a bit but we're both happy. :)
    1
  4239.  @natelan69420  You're wrong about only one thing....A tuned GTI is a more appropriate comparison. :)
    1
  4240. If you're from Paris France rather than Paris Texas you can't buy a Telluride. It's aimed exclusively at the North American market. Your option is the Palisade.
    1
  4241. You might be a minority among those commenting here but not in terms of customers. The RAV4 will bury the CX-5 in sales.
    1
  4242. Very different vehicles aimed at significantly different market segments.
    1
  4243. ​ @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.
    1
  4244.  @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.
    1
  4245.  @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.
    1
  4246. Not mine.
    1
  4247.  @mikeythrussell7409  Mikey, I've added a smily face to my comment for those who are sarcasm challenged.
    1
  4248. You don't emphasize the most important factor in the de-contenting of US spec VW models. VW has found over and over that Americans aren't willing to pay what Europeans pay for VW's. For example, a top trim GTI in Germany has an MSRP well over $54,000. I purchased a loaded Autobahn GTI with DSG last year in the Seattle area for $32,043 plus TTL. It's no wonder that the US spec GTI lacks a number of features available on the Euro spec model.
    1
  4249. A solid entry in the compact segment. As Alex points out, a vehicle that hooks first time buyers is VERY important to any brand. If the experience is good, a buyer will likely move up to another vehicle of the same brand. And Toyota knows its customers. Reliability and durability trumps everything else. Adequate performance, especially for those for whom performance isn't a high priority. So avoid turbocharging. Cut a few corners in terms of interior materials to meet a price point. To be fair, though, Toyota seems to have carried over the lessons of the 2018 Camry to the Corolla. More appealing overall design than the last generation and the Corolla, like the Camry, no longer deserves to be dismissed as an "appliance." Toyota deserves credit for including a variety of safety and convenience systems throughout their Corolla trims. On the other hand, making blind spot monitoring and cross traffic detection optional rather than standard is especially annoying, especially considering the ever more crowded traffic conditions most of us experience and less critical features like adaptive cruise control, while very convenient, are standard. And while we're on the topic of "annoying," there's the continued absence of Android Auto. Toyota claimed for some time this was a decision based on "security" concerns. It was a bogus claim from the start and is especially ridiculous considering that Toyota has added Android compatibility to its trucks and some other models. Oh, wait....Toyota gives us Alexa compatibility. That's GREAT! I can ask my car about the weather in Timbuktu and the exact date of the Treaty of Versailles. And while I cannot access Google maps unless I have an iPhone, I can opt for a substandard integrated navigation system for the low, low price of $2000 for an optional package that includes it. No matter. Toyota will sell hundreds of thousands Corollas. But for those willing to look at other brands, the Honda Civic and KIA Forte offer some noteworthy advantages at the same price points.
    1
  4250. You're correct. However, the Palisade, Telluride, Pilot, and Ascent are all between 196.1" and 196.9" while the Atlas is 198", the Pathfinder is 198.5", the Explorer and CX-9 are 199", the Dodge Durango is 201", and the Chevy Traverse is a whopping 204" while only the 2020 Highlander is shorter at about 195", both the Palisade and Telluride are among the shorter 3 row crossovers.
    1
  4251.  @ferreo1374  OMG, forgive me for rounding up one-tenth of an inch. :)
    1
  4252.  @FamilyWheels  Hey! Thanks for the official word. North America is typically a model year behind Europe or more.
    1
  4253. I doubt VW would be willing to build one just so you and the other 12 consumers who want one could get one.
    1
  4254.  @chocolatewheelchair  That's correct. The Ford Fusion Sport (and other Fusions) are gone. Have to say though that having seriously considered the Fusion Sport about a year ago it handled like an overweight pig.
    1
  4255.  @tf6437  Sorry, Nick. Not true. VW has suffered far worse penalties in Europe for cheating on emission testing than in the US. Last time I checked neither the EPA nor the Obama administration set emission regulations in Europe.
    1
  4256.  @swingbag12  Perhaps the worst part of "dieselgate" is the fact that it severely damaged the entire market for diesels, especially in the US.
    1
  4257.  @t-bone9239  If by your comment you mean that "vw got away with" no penalties, that's ridiculous. Six upper level executives are currently sitting in jail in Germany. Another 70 current and former VW employees are under criminal investigation. And that doesn't even count the executives who've lost their jobs and have had their careers ruined. The EU has imposed billions in fines and VW stockholders have an active lawsuit seeking additional billions of Euros. The long standing cozy relationship between VW and the German government has been all but destroyed. Altogether penalties amount to about $40 billion at this point and are expected to reach at least $50 billion. All of those penalties are warranted and they ain't "basically nothing."
    1
  4258.  @bertrandgaillard1921  I'm fan of VW vehicles. I've owned (and still own) several. But "what-about-ism" doesn't wash in the case of dieselgate. VW deserved and is still suffering from severe penalties for their misconduct. The real question is how long and how widely spread that punishment should be. Should all VW models and brands be the target of boycotts? Should consumers refuse to purchase a VW for 10 years? 20 years? 50 years? Estimates from public health researchers indicate that VW's violation of emission standards resulted in thousands of premature deaths worldwide. Should those responsible be executed? Not easy questions to answer.
    1
  4259. I've begun to feel that the Hyundai/Kia/Genesis conglomerate looks more and more like the SEC in college football. There's little point in teams from other conferences even trying to compete for the national championship and much the same can be said of automakers competing with the Korean brands. I won't be rushing out to buy a Genesis but I am interested in the fact that they've opted to use Hyundai's new 2.5L turbo 4 as the base engine in both the G80 and GV80. It's the same engine found in the "performance" versions of the Sonata and the Kia K5 and it replaces the optional 3.3L NA V6 in the 2021 KIA Sorento. I'm usually skeptical about the durability of a 4 cylinder turbo in a vehicle weighing well over 2 tons. But if Genesis is prepared to put its reputation and its 10 yr/100K warranty on the line with that engine they're apparently convinced of its performance and durability. And that's good news about the engine's deployment in other vehicles.
    1
  4260.  @nickr3441  The value of power folding mirrors comes when pulling in or out of a narrow, crowded garage. Not in avoiding being dinged when cramming a large vehicle in a "compact" parking spot.
    1
  4261.  @iQuattro1  Sorry. The Subaru's AWD makes either version of the WRX a Golf R competitor.
    1
  4262. Our family has owned two KIA Sorentos over the last 9 years, a 2012 version and a 2018 model, each a fully loaded SXL trim. We've had great service from each. The first with over 80,000 miles before we traded it for the 2018 model now with 55,000 miles. The only problem we've encountered with either was an intermittent short in the ECU at 50K miles on our current Sorento that resulted in occasional lurching when power was applied at a stop. Fortunately, KIA's excellent warranty covered complete replacement of the ECU in a few hours at no cost. (It's worth noting that electronic gremlins are by far the most common source of reliability issues in modern vehicles regardless of the brand and replacement of an ECU can run well over $1300. In our case the KIA's long warranty was especially welcome.) All in all, each of the Sorentos has been a "Goldilocks" vehicle for our family of two adults, a teenager, and a big dog. Our current Sorento is my wife's and daughter's daily driver and the family's long trip "truckster." We seldom use the 3rd row of seats but it's a huge convenience when transporting a gaggle of teenagers or occasions when we have to accommodate 6 or 7 passengers on a local outing and the alternative would be to use two vehicles. When the third row isn't deployed the cargo space is ample for our luggage/gear or for "Fido" when he returns muddy from a romp in the woods or at the beach. Otherwise, the second row bench seat, often shared with a human or two, is his second home. Comparing our Sorento to the 2022 version, the new model has some definite pluses. Looks are subjective but I think most would agree that new generation is a better looking vehicle. Our Sorentos have each had the now retired 3.3L naturally aspirated V6 engine. Rock solid but hardly exciting. I was initially skeptical about its replacement with a 2.5L turbo 4 cylinder but from all reports it's an improvement both in terms of fuel economy and performance. The tow rating has been reduced from 5000 to 3500 lbs as a result of the engine change but that's not a loss as far as I'm concerned since the biggest towing challenge we face is moving a wheeled trash can from our house down a long driveway to the street once a week. If we towed a large boat or trailer we'd be looking at another vehicle, altogether. It's disappointing to see the top trim current versions of the Sorento lose some amenities our vehicle has. Specifically memory settings and extending thigh support for the driver along with the reduction of 4 way lumbar support to two way. The elimination of driver seat memory is especially annoying in a so-called "family" SUV, in our case with three very different size drivers, and inexplicable since the very similar Hyundai Santa Fe retains the feature. In addition, the nappa leather in our Sorento has been downgraded somewhat to a lesser grade leather. None of these features is a deal breaker from our perspective but another change may well be. There is a widespread trend among mainstream automakers to replace the second row bench seats with captain chairs in their top trim 3 row SUVs. That has resulted in a chorus of complaints among those with larger families who want seating for at least 5 passengers without deploying a third row along with upper trim amenities and other features. KIA has not only followed the trend, they've gone further than other brands. The only trim levels with 2nd row benches are the lowest LX and S trims without the turbo engine, the DCT transmission, and a host of features that are standard or optional in the EX trims and above. Anyone wanting seating for five (or four humans and a dog) has to settle for the lowest two trims of a Sorento. We don't fall into the "large family" category. But the fourth member of our family, Fido, has four feet rather than two and simply doesn't fit in a captain chair. It means the only options are to deploy the third row for him, all but eliminating cargo space behind the second row and somehow protecting the 3rd row when he's dirty or muddy, to significantly reduce cargo space shared with him behind the second row, or devise some means to flatten one captain chair and block his access to the remaining area behind the first row, an option that doesn't even exist in cases where we have a total of 4 human passengers and the dog. In short, it's not just large families that need a second row bench seat. KIA has uncharacteristically failed in appealing to a large segment of customers prepared to spend more on their Sorentos. Fortunately, we're happy with our last generation Sorento and intend to put many more miles on it before we replace it. But unless KIA shows some love for 2nd row bench seating we won't be looking at a Sorento. And that's a shame.
    1
  4263. Chris, you didn't mention one of the biggest advantages of the Camaro. You can drive it with blinders on (like a racehorse). Given the visibility provided by the stock Camaro the blinders won't limit your visibility anymore than usual.
    1
  4264. Depends on where you're located and the "real world prices" of GTI's versus Golf R's. The situation may well be different in Canada (I've heard they are from several folks) but here in the US, the price difference between and comparative availability of an R and a GTI is considerably greater, at least that was the case late last spring when I was shopping in the western Washington area. At that time among eight western Washington dealers I found exactly 3 Golf R's available. And Cars.com currently lists exactly 12 R's available within 1500 miles of Seattle today. When I looked at the real world prices of Golf R's I found only one dealer willing to sell an R at MSRP. The others added a second "market adjustment" sticker of between $2000 and $4000 to the price. In contrast I was able to purchase a fully loaded GTI Autobahn/DSG model for $32,043, about $6000 (USD) under the MSRP. That made the difference between the highest trim GTI and a Golf R at least $10,000 (USD). Had I been looking for a mid-trim or base trim GTI, the difference would have been considerably greater. As I said, Canadians may well have a different experience. The strong demand for AWD vehicles in Canada apparently has led VW to make relatively more Golf R's in Canada. And I've heard from Canadians that GTI's are sometimes in short supply. But in the US the price difference between a GTI and a Golf R is far greater than the often claimed "few thousand dollars."
    1
  4265.  @normt5463  Actually I have a great deal of respect for Toyota's business model and many of their vehicles. And the single minded focus on reliability obviously sells a lot of cars. But Toyota's high RANK in reliability tells a consumer nothing about its actual frequency and seriousness of issues and the fact is that most modern vehicles are highly reliable. So reliable, in fact, that the vast majority of new car buyers can be assured they will encounter nothing more than a minor issue or two over five years of ownership. I find the long bumper-to-bumper warranty of the KIA mildly reassuring but I also recognize it's more a marketing feature that costs KIA/Hyundai almost nothing in terms of redeeming those warranties simply because their vehicles seldom encounter the problems that a warranty covers. Further, Toyota achieves their strong reliability metrics in part by being extremely conservative in term of introducing innovation (e.g. turbocharging) in their vehicles and by cost cutting in other ways. (e.g. cheap materials in rear seats) As far as resale is concerned, the best way to reduce depreciation loss is to avoid replacing a vehicle on a three year schedule and hold onto it for at least five years. Or as Alex suggests, lease a vehicle and don't exceed the mileage limits of the lease. But recognize that frequent replacement of vehicle is a very expensive hobby and accept it as such.
    1
  4266. The Santa Fe (Ulitmate) is a fine vehicle. I prefer its twin, the Kia Sorento for its third row and V6 engine but for those who want many of the same attributes with a turbo 4 and underfloor storage where the KIA's third row is stowed, it's a fine choice.
    1
  4267. A huge midsize 3 row unibody SUV. Only the Dodge Durango and the bus-like Chevy Traverse are longer. Combined with a cramped interior compared to virtually every rival and less cargo space than a Honda CR-V. Long-in-the tooth transmission and engine. These factors go a long way to explain why the CX-9 is the worst selling mainstream 3 row SUV in America. A distinction it has enjoyed since introduction of the current generation in 2017 and continuing largely unchanged in 2021.
    1
  4268.  @bradleykurtz5536  Actually, the Santa Fe falls in a class between mainstream compact crossovers and three row midsize SUV's. It's a category that range from about 188" to 192" in length and includes the Ford Edge, the Subaru Outback, Honda Passport, Grand Cherokee, and Nissan Murano among others. It also includes the KIA Sorento though that vehicle, alone, has a third row of seats. With the exception of the Santa Fe and the Outback each of the vehicles in the category offer standard or optional V6 engines. (All but the Edge V6 are naturally aspirated.) The Santa Fe and Sorento are built on the same platform, share a number of components and features. Apart from the different engines available and the seat configurations they differ primarily in terms of price at their top trims. The Santa Fe tops out in the high $30K range while the top Sorento trim has an MSRP in the mid to high $40K range. (Though it is usually discounted significantly from that price. I purchased a full loaded top trim Sorento last year for about $6000 less than MSRP.) As for the Telluride and Palisade, at between 196" and 197" they fall smack in the middle of the larger category of mainstream three row crossovers, slightly larger than the 2020 Highlander, almost exactly the same size as the Pilot and the Subaru Ascent, and smaller than the VW Atlas, Ford Explorer, Mazda CX-9, Dodge Durango, and Chevy Traverse. The Chevy Tahoe (204" in length) is a body-on-frame SUV rather than a unibody crossover and really belongs in another category, altogether, along with vehicles like the Jeep Wrangler, Ford Expedition, GMC Yukon, the smaller version of the Chevy Suburban, etc.
    1
  4269. Both appear to be fine automobiles and great values. But each is thousands more than a comparably equipped Mazda 6.
    1
  4270.  @afcgeo882  That's true in the US, George. But not in Europe where the Golf wagon is still available.
    1
  4271. I share the disappointment about the Passat. Obviously, VW has taken to heart the belief that Americans want larger, less expensive VW's than European consumers. And when the American version of the Passat was introduced in 2011 it seemed to be a great decision. Sales exploded from less than 13,000 in 2010 to 117,000 in 2012. But the combination of a softening market for midsize sedans and VW's almost complete neglect of the Passat since 2012 has meant sales have been on a massive slide since then. VW sold only about 14,000 Passats in 2019. If there's any good news, it's that in the first half of 2020 VW reports selling 10,101 Passats while Mazda sold only 8085 Mazda6's. If it weren't for the "6", the Passat would be the slowest selling mainstream midsize sedan in the US in the first half of 2020. VW may look at the Mazda like folks in Alabama look at Mississippi and Texans think of Oklahoma. "At least we don't live there." VW's strategy for the Passat seems to stem from a couple of points. First, they may figure that mainstream midsize sedans in the US aren't worth the effort and expense. (That's obviously what most "American" brands have concluded.) The American Passat continues to exist simply to provide dealers with a vehicle to sit in on the lot for the occasional customer who wants a midsize sedan and can't/won't pay for an Arteon. Second, VW may believe there's still a niche market for what used to be called a "family" sedan. Priced at $30K or less for even a top trim example. (Top SEL trims are offered for as little $26K in my area ). Good fuel economy, road manners and ample room for five passengers and their luggage/gear. That's obviously the mission of an SUV but it's likely to be considerably more expensive and some consumers are contrarians who hate SUV's. (Or maybe they have a more developed sense of style.) Maybe VW is correct. I suspect if dealers can move more than 20,000 Passats off their lots in the midst of a pandemic and a severe recession in 2020 they'll be celebrating the New Year with champagne rather than drowning their sorrows in scotch with their colleagues at the local Mazda dealer.
    1
  4272. Though only about an inch and a half longer than the 2020 Highlander, the Ascent has MUCH more passenger and cargo space.
    1
  4273.  @masternobody1896  Troll much?
    1
  4274.  @CSS122308  You guys and all those who agree with you could hold a convention in a large phone booth. Not every vehicle has to offer performance over every other priority, especially when it has a major impact on design costs, production costs, and CAFE fleet ratings.
    1
  4275.  @tiredtill2010  Well, that's not true. But even if it were the other thing all reviewers share is that they aren't in charge of KIA's books or KIA meeting CAFE standards. You obviously have a rich fantasy life but KIA executives have more important responsibilities than fulfilling them.
    1
  4276. The new Santa Fe appears to be an appealing vehicle. But it's a two row crossover making its natural competition vehicles like the Ford Edge and Nissan Murano. I expect the Santa Fe XL to be appealing, as well. But Kia has the Telluride coming in 2019. Both Korean manufacturers are doing a great job.
    1
  4277.  @RileyAaron90  You're correct, of course. My comment wasn't quite clear. Though I'm a fan of both Kia and Hyundai I think Hyundai has a marketing problem with the new Santa Fe. It appears to be a significant upgrade over the Santa Fe Sport but it now has the same name as the earlier three row Santa Fe. (In fact the Hyundai website even has to tell a reader that the Santa Fe used to be the "Sport.") Meanwhile, the old three row Santa Fe is now the Santa Fe XL, unchanged except for its badge and still sitting on showroom floors. I can understand that Hyundai didn't want to vacate the three row market for the 2019 model year but to consumers it must look like they have to choose between an attractive new model with an old name but only room for five passengers and an old three row model that lacks the bells and whistles of the new Santa Fe (which used to be the Santa Fe Sport.) Get it? I don't envy the job of salespeople trying to explain all this to customers. Frankly, I think Hyundai might have been better off killing off the three row Santa Fe for the 2019 model year to allow the two row Santa Fe have the spotlight. Then, in 2020 they could introduce a "new" three row crossover with new technology, bells and whistles. (Hopefully with a new name. :))
    1
  4278.  @NisuUuno  The K5 sold in the US is built in West Point, Georgia, just as the predecessor Optima was. The Korean spec K5 is built in Korea.
    1
  4279. As others have noted, the K5 is relatively more popular in Korea than in the US where there's stiffer competition from Japanese brands. The relatively greater production volume and dominant sales position enables KIA to offer more features for a similar (currency conversion) price in Korea.
    1
  4280.  @afcgeo882  Pretty broad generalizations there. Care to document any of your claims? I thought not.
    1
  4281.  @joebrown9621  Hyundai and KIA vehicles have virtually the same warranties.
    1
  4282.  @scraps0233  This is a frequently misunderstood issue. A manufacturer or a dealer cannot invalidate a warranty for an issue unrelated to an engine modification. Thus, a failure of a vehicle's electrical system, infotainment system, fuel delivery, or any other system that is not directly affected by engine tuning will be covered by a vehicle's warranty. There are gray areas, of course. Substantial power upgrades, for example, can impact clutch life in a manual transmission vehicle. When I had my MK6 GTI upgraded with a Stage I APR tune, the tuner asked if I had a DSG or MT. When I replied it was a DSG, he said, "Good. We won't have to have a conversation about upgrading your clutch." I went on to put 40K miles on my ECU tuned GTI without a single problem. There are limits to tuning upgrades, of course. If I replaced a GTI's turbocharger with a much higher pressure turbo or a supercharger and took it to the track to see what I could do with it, I wouldn't expect its engine to be covered by the VW warranty. None of that applies to a Stage I tune, however. And frankly, other than its novelty, I don't understand the desire to put 400 HP in a GTI. :) Of course, just because a dealer (or a manufacturer) is prohibited from refusing a warranty claim doesn't mean they won't try to do so. And while taking either a dealer or a manufacturer to court to enforce a warranty claim may be successful, few consumers want to go that route. In the case of the GTI (and other VW's and associated brands) there are a couple of alternatives. One strategy is to purchase your car from a "tuner friendly" dealer or to patronize such a dealer for service. My VW dealer offers APR tuning and I've never heard of any customers who were denied a valid warranty claim by that dealer. (I belong to a very active and large local online owner's group and I'd hear about any such event, I'm sure.) If that option isn't available APR (the only tuning firm I'm familiar with) offers a "backstop" warranty that mimics every feature of a VW warranty in the form of its Stage I+ product. Issues are warranted for any VW dealer or any other reputable repair shop. The additional cost over the Stage I tune is a few hundred dollars. IMO, a Stage I tune of the GTI (or the GLI) is an excellent investment. The performance improvements are VERY significant. And for a DSG transmission, APR offers a separate tune for the transmission that enables customization of shift points among other features. The only downsides I've ever experienced is a slight loss in fuel economy (About 2-3 mpgs) and the reduction in tire life. Adding substantial power to any FWD vehicle means fewer MPG's and more tire wear. But the extent of those penalties depends completely on the discipline applied to a driver's right foot. The EA888 engine in the GTI, the GLI, and the Tiguan is a remarkable power plant and underspec'ed even in stock form. A stage I tune brings those vehicles to nearly the power offered by the Golf R (without, of course, the advantages of AWD.)
    1
  4283.  @viktors9385  Not likely. I'm more prone to think the comment comes from someone with a vivid fantasy life.
    1
  4284.  @jedclampett7705  Boy, I wish. :) Nope. As you can see, the last name has an "s" on the end. And by the way, I'm not necessarily opposed to manufacturer to consumer direct sales bypassing or eliminating the dealership model. I'd simply point out that it's not a simple issue but one with some reasonable arguments on each side. And I'm amused by those (often conservatives) who complain about the decline of "local autonomy" in business and celebrate "free enterprise" and competitive markets while supporting the takeover of nationwide automotive sales by a few giant corporations. At the present time Tesla continues a state by state fight to sell vehicles directly to consumers. According to Wikipedia 11 states still prohibit direct sales to consumers. Another 10 states allow it and eight states have come to some sort of compromise that allows a few "corporate" stores to operate in the state. The sands are shifting on the issue but I have a feeling that many consumers who wish fervently for local dealerships to disappear may be sorry for what they wished for.
    1
  4285. A very impressive effort by Mr. Schreyer, Mr. Biermann, and their colleagues to offer an American-ized version of a European GT sedan. Orange isn't my cupa tea but I suspect KIA could sell the entire production run in Austin, Texas, Knoxville, Tennessee, Syracuse, New York and Cleveland, Ohio. (Why there? Think about it.) Some might compare the Stinger to the Avalon or the Maxima but more appropriate alternatives include the Buick Regal GS Sportback and, surprisingly, the VW Arteon. Most Americans won't consider the Stinger and Arteon in the same category but in many ways it's a more or less pure European spec GT Arteon compared to the American-ized Stinger. I don't have any personal experience with the Buick but I own a KIA Sorento and a GTI and I've driven both the Stinger and Arteon fairly extensively. I find the choice between the Stinger and Arteon more difficult than one might expect. Of course, the biggest difference between the two is the performance advantage of the Stinger. But that difference reflects the distinctly different perspectives of Europeans and Americans about "performance." Americans invented drag racing while Europeans invented rallies. Road racing in Europe means racing on public roads or tracks designed to emulate them. In America "road" racing is mainly on high bank ovals where the most challenging aspect of handling is turning left. Performance for Americans means 0-60 mph and quarter mile straight line acceleration. For Europeans it means traveling comfortably at high speeds on well maintained highways or negotiating winding secondary roads that are paved versions of routes that may well have been laid out by the Romans. At about the same price more Americans will opt for the KIA. But for those of us who appreciate the driving experience of a true European GT vehicle, the Arteon offers some distinct advantages.
    1
  4286. Cupholder wars are heating up. I'm betting some manufacturer breaks the 20 ceiling next year. :)
    1
  4287. That's the i30N but Hyundai opted not to export it to the US.
    1
  4288. If you look carefully at KIA's "Build and Price" website and look at the various trim levels along with their optional packages you'll find it's more complicated than simply looking at the base MSRP's. Nearly all of the features in the EX trim level can be added to the GT-Line via optional packages, bringing the MSRP of a fully loaded GT-Line over that of a base version of the EX.
    1
  4289. If it were "a few bucks more," that would be true. But it may well be as much as $6000 or more comparing MSRP's of top trims of comparably equipped non-hybrid models. And that doesn't take account of the greater likelihood of discounts on the Rogue.
    1
  4290. Mid $30K starting prices are meant to draw customers into the showroom. You can bet there will be few, if any, examples available on dealer lots. If you're offended by that, just think of the "base model" as the one equipped here. That's what you'll find at your local dealer.
    1
  4291.  @braetonwilson4296  Having owned both a MK6 GTI built in Germany and a MK7.5 built in Mexico, each with a DCT, the MK 7.5 is more solidly built and the DCT in each was flawless.
    1
  4292. In response to the question posed in title... No, it's not.
    1
  4293. Someone should tell the dealers who provided a Golf R for me to test drive that they can't do that.
    1
  4294. It's true that the Highlander third row seats do recline slightly. However, it doesn't help the comfort of that row much since reclining the seat can put an adult's head in contact with the rear window.
    1
  4295. No matter what the vehicle, Hyundai designers can't resist adding creases and bulges here, there, and everywhere.
    1
  4296. Beginning to consider a car for my teenage daughter when she starts driving in about a year and to take to college after that. She's casting a covetous eye on my GTI but that ain't happening. The Fit and the Soul are both on my short list though not, at least yet, on my daughter's. Having owned two Sorentos I'm sold on the brand and leaning toward the Soul. Have to say, though, that the lower asking price and Honda's excellent reliability makes for a good case.
    1
  4297. Sarah, what the hell is the "Pedal Misuse Alert"? BTW if Mazda put the CX-5's turbo engine in the CX-30 they'd cannibalize sales of the former. Hint: Any Mazda exec who suggests it would be cleaning out his/her desk at the end of the day.
    1
  4298. Big changes??? A new grill and headlights. New sheet metal on the rear. On the interior almost nothing is noticeably different beyond the digital gauge cluster. Whoopee. How about important changes like the engines available. Ooops... A "huge" upgrade in the 3.3L turbo of 3 HP from an active exhaust. But where Genesis REALLY missed the boat was in retaining the 2.0L turbo as the base engine rather than giving it the 2.5L turbo found in the G80 and GV80. Even worse, the closely related Stinger base model, the GT-Line, dropped that engine in favor of the new 2.5L turbo engine that's now available on at least 8(!) KIAs, Hyundais, and Genesis vehicles with MASSIVE improvements in HP and torque. The result in the Stinger is to improve the GT-Line's 0-60 time from about 6 seconds to 5.2 seconds. It now trails the 3.3L V6 by a measly 0.5 seconds. Now those are "Big Changes." Genesis missed the boat completely. Was Genesis afraid that offering the new 4 banger on the G70 would cannibalize sales of the G80 or the 3.3L twin turbo V6 G70? That's a possibility but it's unlikely to help the G70's anemic sales.
    1
  4299. Come the revolution and the list of owners will be a good starting point for the guillotine waiting list. :)
    1
  4300. Good enough for a Bugatti Veyron with 922 ft lbs of torque is good enough for me.
    1
  4301. I'm sure Hyundai agrees that it "looks more like a family vehicle." That's undoubtedly on purpose.
    1
  4302. 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.
    1
  4303.  @AdamKlingenberger  For the present at least.
    1
  4304. 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.
    1
  4305. I have a 16 y/o daughter who's just beginning to drive. Currently she's sharing my GTI and the family's KIA Sorento crossover but it won't be long before she will need a car of her own for college and or work. And since I'll be footing most of the bill, I get to impose my priorities on my little darling. Being a typical parent those are safety, economy, versatility, and reliability. And of those priorities safety ranks first. AEB is a necessity. BLIS would be nice. Lane keeping or at least lane departure warning is a huge benefit for the easily distracted. And I don't know any teen who isn't easily distracted. Performance, on the other hand, ranks about 25th on my list of the top ten attributes. A used car is, of course, an alternative. But if my daughter is far from home (as she may be). I don't want her to have to deal with problems resulting from high mileage or a previous owner's mistreatment. A strong manufacturer's warranty is a big advantage. So is a vehicle that can be used to transport a dorm room's full of stuff home and back occasionally. Taken together all of this means either a new vehicle or one that's no more than 3 or 4 years old and it suggests a hatchback or a small crossover. The Venue is a solid choice, I think. And having purchased a couple of vehicles based in part on Alex' commentaries, I'll look at it seriously.
    1
  4306.  @JulezWinnfield  Perhaps. That's why you're forced to read the comment. :)
    1
  4307.  @JulezWinnfield  Sorry to hear you missed it. :)
    1
  4308.  @JulezWinnfield  If that's the choice, I'd recommend Tolstoy.
    1
  4309.  @bcrandeis  Yes, it does.
    1
  4310.  @cdpgbc-mw2kz  For reasons not relevant here that's not an option (and not because she can't learn an MT.) In fact, however, all of the advantages you cite can be had with a DCT in manual mode.
    1
  4311.  @cdpgbc-mw2kz  That's true, of course. And it's a blessing when creeping along on Seattle freeways at 5 mph. :)
    1
  4312.  @cdpgbc-mw2kz  You too, my friend.
    1
  4313.  @gerardodiaz7427  English a second language?
    1
  4314.  @dyaaong6030  Over about 40K miles, the only time my two GTI's have been "in the shop" for anything other than scheduled maintenance was to install an ECU tune.
    1
  4315. Given the choice I think I'd go with "a small yacht." :)
    1
  4316. I agree but automakers' market research obviously indicates we're in the minority. At least Nissan hasn't eliminated a bench second row for mid-trim Pathfinders as is the case for the KIA Sorento. That's a deletion that will probably cost KIA what would otherwise be a repeat customer for the Sorento.
    1
  4317. Hey Justin. Good to see you again. :) Can't speak to a feature by feature comparison on "all trims," but on the top CX-9 (Signature) trim vs the Telluride SX, I beg to differ. Even with the the improvements in the CX-9 in 2019, it still lacks a panoramic (or dual) sunroof and the infotainment system still trails that available in the KIA. No need to repeat the obvious advantages of the KIA in terms of interior space.
    1
  4318. I seriously considered the Fusion Sport AWD in 2018 before it was discontinued. High hopes for it vs the (then) new generation Accord, Camry, and Mazda6. Sadly it was an overweight pig that failed to deliver either in terms of performance or handling. On my score sheet it came out a distant fourth.
    1
  4319. Face it, folks. The era of ICE vehicles in "performance" cars is rapidly coming to an end. The various versions of the Mach-E are an excellent fit into what has always been the calling card of the Mustang, a range of similar vehicles with performance that ranges from mild to wild. Rather than bemoaning the inclusion of the Mach-E in the Mustang family, Mustang fans should understand that it's the savior of the brand. Consider that the traditional Camaro is going away by 2023 to be replaced by a coupe-like EV. KIA is killing the Stinger after only four model years as the company puts its performance "eggs" in the EV6 basket. Even Stellantis has announced the Challenger/Charger siblings will be joined by a hybrid or full EV model within two model years and the demise of the current versions is a near certainty. The good news for fans of the Mustang moniker is that if Ford can produce and sell enough Mach-Es of various performance levels, there may be enough revenue to keep a few of the dinosaur traditional Mustangs in the pipeline. At least for a while. BTW, Joe. The ridiculous divider in the "frunk" is gone for 2022. Likewise, for the black wheel arches. For 2022 they're body colored.
    1
  4320. 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.
    1
  4321. You're going to have to wait on a more detailed and longer review. This video focused solely on the off-road features of the Adventure model.
    1
  4322. I'm sure many riders and carriage drivers missed the features of their horses, as well.
    1
  4323. Among the top ten priorities of buyers in the compact crossover segment "performance" versions rank about 25th among their top 10. Don't hold your breath.
    1
  4324.  @wbwayne8887  Yes, Ford did bring out an ST version of the Explorer, as well as the Platinum version with the same twin scroll V6. However, if they had not done so there would have been NO V6 available for the Explorer (other than the hybrid.) That would have been a MAJOR disadvantage compared to the Explorer's rivals, almost all of which have standard or optional V6's. Ford can afford to offer the ST because it has the same engine as the Explorers sold to fleets purchased by public agencies such as local police. Those vehicles constitute up to 1/3rd of all Explorer sales. And yes, Ford put the 2.3L Ecoboost engine in the Mustang. But in case you haven't noticed, they killed both the Focus and the Fiesta in the US. And that move was not because there was demand for them. Exactly the opposite. Auto manufacturers seldom build "cool" vehicles unless those vehicles are in market segments where "cool" results in profitable sales. "Cool" is a critical factor in the Mustang. Definitely not in a mainstream compact crossover. Want that Mustang engine in a compact crossover? Buy a Lincoln Corsair.
    1
  4325.  @wbwayne8887  You're pointing to an interesting difference between mainstream and luxury categories of crossovers, especially when it comes to what Americans consider "compact" SUV's. In the mainstream segment "utility" appears to focus on "practicality." Among luxury brands, however, style and amenities play a greater role. I suspect that difference stems in part from the age of consumers shopping in each segment. Mainstream buyers are likely to be younger with kids at home while luxury buyers are more likely to have more disposable income (not surprisingly) and more inclined to see compact SUV's as a stylish way to "downsize" after the kids are gone.
    1
  4326. 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.
    1
  4327. Those who depend upon a vehicle to reinforce their "manliness" would be better served spending their money on therapy than on automobiles.
    1
  4328. If it were my $41K I'd opt for a Golf R but different strokes for different folks. In any event kudos to Subaru for continuing to invest in the WRX and the STI.
    1
  4329. I'd bet dollars to doughnuts that the CX-3 won't last in the US market past the next model year. As noted, it's based on the Mazda2 platform, a vehicle that is not even sold in the US. It does sell well in international markets where smaller vehicles are the norm but that's not the US. Each is a sub-compact but in effect, the CX-3 was a placeholder for Mazda in the US waiting for the CX-30 to appear. It hasn't sold well in the US and the introduction of the CX-30 makes it redundant. As far as the CX-30 is concerned, Mazda sacrifices some interior cargo space compared to sub-compacts like the Honda HRV and Toyota CH-R but it compensates with better overall performance. And the cherry on top is that the gauge cluster gives you TWO fuel gauges. :)
    1
  4330.  @tangchiprathomo819  <sigh> And you think someone suggested otherwise?
    1
  4331.  @zad1429  Wishful thinking then. :)
    1
  4332.  @Reub3  Or perhaps it's because for the vast majority of consumers who spend their time either cruising on freeways or dealing with near gridlocked urban and suburban traffic, an MT holds little charm. And for enthusiasts a DCT provides the contrp; of an MT with quicker shifts and better performance.
    1
  4333. I share that. I own a KIA Sorento. It's my wife's daily driver and she loves it. She specifically rejected the CX-9 due to its size and cramped interior compared to the KIA at ten inches shorter than the Mazda. But when I want to carve canyons in the Washington Cascades, I take my GTI.
    1
  4334. 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.
    1
  4335. VW would be happy to do so if they could sell them to American consumers. Americans have demonstrated repeatedly they want bigger, cheaper vehicles from VW.
    1
  4336. 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.
    1
  4337. Other than anecdotes what's the evidence for your opinion? I'm not saying that FCA vehicles rank as high in reliability as other brands but the actual differences among brands has been shrinking for years and is no longer a significant metric among most brands. Furthermore, while one brand as a whole may rank lower than another, that tells you almost nothing about the relative reliability of specific models. Reliable information about the latter is extremely difficult or even impossible to find.
    1
  4338. Not a Nissan fan personally despite having owned a much loved 240Z back in the dark ages. I'm not a fan of CVT's (though I'm not a fanatic about it) and Nissan's strike me as especially objectionable. I do find Nissan's optional AWD in the new Altima to be an interesting plus in the midsize sedan category but making it available only in a lower trim with the base engine puts Nissan in the competition for the most boneheaded marketing decision of the year. In this particular comparison the Rogue is clearly bringing a knife to a gunfight. But that raises the question of why so many US consumers opt for the Rogue each year. (Over 400,000 sold in 2018. That was only about 20,000 less than the RAV4. Sales are down in 2019 but they're still impressive.) Alex touched on the most obvious reason. Using the "build and price" tools for the top trim non-hybrid models, the MSRP of the Rogue is almost $6000 less than the RAV4! And while the RAV4 has a number of advantages, it still lacks AndroidAuto because Toyota and Google have yet to fully resolve their long-term pissing contest. Furthermore, if you can't get a significantly better deal than MSRP on the Rogue you should consider hiring a sixth grader to negotiate a vehicle purchase. Toyota's manufacturer rebates and the deal one is able to make with a Toyota dealer are not nearly so generous. There's another issue though. I think Nissan sells many of its vehicles based on interior space and premium look and feel. For many shoppers who don't care about issues like transmission choices or HP ratings the way a Nissan looks and the apparent premium feel on first impression is important. The RAV4 is likely more reliable but a brand's RANK doesn't necessarily equate to actual RISK in terms of problems. The average consumer is likely to encounter few if any more significant issues over the 5-7 year ownership of a Nissan than in a Toyota. Furthermore, it often goes unmentioned in reviews but Toyota's focus on maintaining their reputation for reliability means cost cutting somewhere, frequently in terms of the materials and features in a vehicle's cabin. The Rogue's interior may be dated compared to the RAV4 in terms of features like the screen size of the infotainment unit but it's still very attractive. And for the millions of consumers who aren't addicted to iPhones, the absence of AndroidAuto in the RAV4 isn't an insignificant issue. In a point by point comparison the RAV4 is obviously a better vehicle even in a non-hybrid configuration . It certainly should be given the price premium of the RAV4. But the hundreds of thousands of consumers who opt for the Rogue aren't necessarily naive or uninformed. They may simply have different priorities than Toyota purchasers and be less willing or able to devote their disposable income to a vehicle.
    1
  4339.  @AnsrMax  I don't think so.
    1
  4340. So the children should be punished for their parents' faulty memory? Use your head for something other than a hatrack.
    1
  4341.  @mytruckinlifeace4047  And once again, you believe the punishment should be inflicted on the child?
    1
  4342.  @mytruckinlifeace4047  <sigh> If you're objecting to the use of technology to alert an adult that a child or pet is in a vehicle it follows that you're not focusing on the actual victim of the practice.
    1
  4343. 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.
    1
  4344. A common comment but faulty arithmetic in some ways. Almost any vehicle depreciates "massivly" (sic) in the first few years. But if you want to see truly massive depreciation, try just about any European luxury vehicle. (Lookin' at you, BMW.) The longer one owns a vehicle the less the impact of depreciation. And as far as KIA specifically is concerned, I traded a 2012 Sorento last year for an identical 2018 version. The dealer gave me within $800 of the KBB estimate for a Toyota Highlander (the resale value champ) in the same condition, mileage, and trim level. Considering that I paid about $8000 less for that 2012 vehicle than the best offer I received for a Highlander and I paid about $8000 under MSRP for the new Sorento, I made out like a bandit. And as far as purchasing a recent used vehicle, it depends upon how satisfied new vehicle owners are with their cars and want to hold onto them. In the case of the KIA Sorento my local dealer has a large sign in the showroom advertising their desire to purchase used vehicles. They're few and far between. Even the six year old Sorento I traded sold to another buyer within two days at $3000 more than I received. On the other hand, BMW's and Mercs have much lower levels of satisfaction among owners with their vehicles and lower rates of purchasing their leased vehicles. Consequently, the depreciation and supply is greater. So, yeah. You can probably purchase a two to three year old KIA for much less than a new model. You just won't have nearly as large an inventory to choose from. Nor will you have the KIA's new car warranties.
    1
  4345. @Fento L Good luck, my friend. Hope you're as happy with yours as we are with ours. We live in the Puget Sound area where winters are wet and messy but seldom severe. So AWD is a convenience but not usually a necessity. This week, however, we were hit by the biggest snowstorm in 40 years (!) and about a foot of accumulated snow and ice. Gave me a chance to really test the Sorento's AWD with its center locking differential in our hilly neighborhood. Came through like a champ through some seriously adverse conditions even with less than ideal all season tires.
    1
  4346.  @ztekz  It's not a case of "driv(ing) everday loaded with cargo." It's a question of versatility. There are hatchbacks with better driving dynamics and hatchbacks with more room. What you get in the CX-3 is a vehicle that claims to be a sport UTILITY vehicle but doesn't live up to the label.
    1
  4347.  @ztekz  I think we're saying much the same thing. As I said, the CX-3 is a "hatchback on stilts." Not the best hatchback and certainly not the best SUV in its class.The difference in our point of view is you put a positive spin on the CX-3 while I don't think it measures up.
    1
  4348. You shouldn't be too disappointed in not getting the K5 GT with its 2.5L turbo and DCT, Sarah. Putting 300 hp and over 300 lb ft of torque in a front-wheel drive vehicle without either AWD or some form of limited slip differential leaves two choices. Either don't take advantage of the additional power you're paying for or deal with wheel hop and torque steer when you try to access that power. Fortunately, there are a couple of alternatives. First, the 1.6L engine in the K5 in the EX or GT-Line trim offers less power than the K5 GT but it's power that can actually be used. Further, the GT-Line trim offers AWD that the GT lacks, eliminating the handling penalties under acceleration. Still lusting for that 2.5L turbo? The second alternative is the base model GT-Line KIA Stinger with RWD-biased AWD and a significantly more upscale interior and numerous bells and whistles with an MSRP around $40K plus TTL. Forego the AWD for a RWD model and MSRP drops by $2200. The K5 is an appealing choice but the K5 GT-Line is the sweet spot for a mainstream AWD midsize sedan with an MSRP around $35K (with the GT1 option package) and the GT-Line Stinger is a screaming bargain with an MSRP of $38K to $40K, in effect the transaction price of a fully loaded Accord 2.0L touring model or a Camry XSE V6, neither of which offer RWD or AWD.
    1
  4349. Don't hold your breath. Ain't happenin'
    1
  4350. 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.
    1
  4351. I purchased a 2018 GTI Autobahn/DSG for about $6000 under MSRP, as well. I doubt, however, that the GLI will come close to that discount. In the first place the Jetta is VW's best selling US model. If you don't buy it, the guy who comes in tomorrow may well purchase it. Second, the MSRP, especially the top trim, is already considerably less expensive than a top trim GTI. That's not to say you can't negotiate a discount; just don't expect as good a deal as you got for your GTI.
    1
  4352. Superb video! One of the reasons I love this channel is the opportunity to see scenery on roads that as a resident of Washington State I recognize. But while I've driven the stretch of I-90 from Seattle to Ellensburg literally hundreds of times, I have to admit the vistas provided by the Overlanding Washington footage were mostly new to me. For those interested in a more detailed guide to the Overland Trail, here's a link. https://www.trailsoffroad.com/blog/overlanding-across-washington
    1
  4353. Good point. That's why I will never purchase a Ford after the Pinto nor a Chevy after the Corvair. VW lost over $2 billion as a result of Dieselgate (and it was well deserved) along with over twenty VW executives going to jail and numerous others with ruined careers. The question isn't whether VW deserved to be penalized for emission cheating; it's how long the penalties should last and to whom those penalties should be assessed. To the hundreds of thousands of employees of VW who had nothing, whatsoever, to do with cheating? To VW's other brands. Should Audis and Porsches never be purchased again? A little less self-righteousness would go a long way, my friend.
    1
  4354.  @wbwayne8887  Well, just as long as you're consistent in avoiding a purchase of each and every brand that has ever failed your high standards. Don't forget Ford and Chevy as well as numerous other brands (e.g. Honda and Toyota) that installed exploding air bags in their vehicles.
    1
  4355. It's been time for that for some time now. I'd suggest you don't get your hopes too high, though. The value Toyota places on its reputation for reliability frequently undercuts innovation.
    1
  4356.  @Toyota4Life  Toyota has definitely upped their game in the last year, or so. Calling the Corolla "amazing," however, is more than a bit of a stretch. It's competitive but hardly game changing. Likewise for the Rav-4 and the Camry. Each is a vehicle that no longer be dismissed as an "appliance," but Toyota continues to avoid innovation in favor of engineering they believe guarantees reliability based on time-tested designs. Toyota's avoidance of turbocharging in vehicles where it's an obvious option is only one example. There's nothing wrong with that strategy from Toyota's point of view. Their reputation for reliability is their very highest priority, as they openly proclaim. And even when reliability isn't an issue Toyota resists offering the same features as the competition until they can no longer afford to do so. (e.g. Apple CarPlay and Android Auto). Toyota knows its customers and they know their customers are prepared to accept its strategy.
    1
  4357. Stoplight drag racing is a much lower priority than fuel economy in a two ton plus, 7-8 passenger SUV. If that's your highest priority get a Ford Edge ST, a V8 version of the Jeep Cherokee or a Dodge Durango, or better yet, a KIA Stinger.
    1
  4358. Not a skier, I assume.
    1
  4359.  @cucumbermelon6166  Doesn't mean you have to be ignorant.
    1
  4360.  @cucumbermelon6166  I suspect he knows quite a bit.But I doubt seriously he skis.
    1
  4361. Looks good, especially with the turbo and AWD...Oh, wait...In one of the most boneheaded marketing decisions of the year, turbo engine can't be combined with AWD. AWD can only be had with the NA engine.
    1
  4362. @Gulupumo We average about 22-23 mpg in mixed driving (about 75% city/suburban traffic) with our V6 Sorento. Maintenance costs are nothing out of the ordinary. Scheduled maintenance (including oil changes) at 7500 mile intervals. I change oil more frequently, about every 5000 miles, out of longstanding habit. I'm not sure it's necessary but it's a "peace of mind" expense.
    1
  4363.  @gosman949  The Ascent wasn't available when we were shopping. From what I've seen it's a good choice. In our case, though, I think I'd still go with the Sorento. The Ascent is larger than we need for our family of 3+ (two adults, teenager, and big dog). At the same time, the Sorento provides slightly more 3rd row room than the Ascent. Neither vehicle (nor most other midsize crossovers) has sufficient space in the third row for more than local trips but the Sorento is surprisingly roomy compared to the competition. (It manages that by sacrificing some cargo space behind the third row and allocating that space to the passenger space.) Finally, I think a vehicle weighing more than two tons is better off with a naturally aspirated V6 than a turbo 4.
    1
  4364. Envy the trip but having grown up in OKC, I don't envy the destination. :)
    1
  4365. You should try actual negotiating rather than asking a dealer to give you his bottom line price without a negotiation. Nevertheless, demand for the Sorento makes it a seller's market.
    1
  4366.  @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.
    1
  4367. A huge improvement over the previous generation Sedona. Far better overall styling, top notch interior, and very, very roomy. The SUV-ish looks may even draw some customers who wouldn't otherwise consider a minivan. Unfortunately though, the Carnival lacks two features offered by both the Chrysler Pacifica and the new Toyota Sienna. For consumers who rank fuel efficiency high on their priority list the absence of a hybrid powertrain is a major weakness. KIA does offer a diesel engine in most international but not in North America. Secondly, the Carnival lacks an AWD option. That may not be critical for many consumers but my wife and I probably owe our lives to a 1989 Mazda MPV minivan that I managed to get stuck in a snow drift on a logging road in the Cascade mountains very far from civilization. Its AWD saved us. In years since I've been puzzled by the failure of automakers to offer AWD in their minivans. Chrysler and Toyota have each recognized its value.
    1
  4368. Toyota has obviously found that putting a TRD badge and dressing it in a TRD costume is an inexpensive route to higher profit. And now that there's a TRD Camry and a TRD Avalon can a TRD Highlander be far behind?
    1
  4369. Apples and oranges, I think. The American version of the Tiguan (called the Tiguan Allspace in Europe) is a "tweener" between the large group of compact SUVs and the smaller, mainly two row group of "midsize" SUVs. Its main rivals are vehicles like the CRV, RAV4, Forester, and Sportage though it's about 4" to 5" longer than those vehicles. Uniquely, the Tiguan offers a optional 3rd row of seats not offered in any other compact crossover. It's very small (27.9" of legroom) but it's worth noting that it's a bit more than the Toyota Highlander (27.7"). The Sorento (189.4" long) is clearly in the category of smaller midsize SUV's that range from 188" to a bit over 192" in length. It's also unique in providing as standard three rows of seats that none of its rivals (e.g. Ford Edge, Chevy Blazer, Honda Passport, etc.) offer. The third row in the Sorento is surprisingly accommodating. For example, its third row legroom (31.7") is even a smidgen more than the Telluride (31.4"). Other midsize crossovers with 3 rows of seats range from 195" to 203" in length. Looks are highly subjective of course. Personally, I like both the Tiguan and the new Sorento on that score. But they have somewhat different objectives.
    1
  4370.  @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.
    1
  4371. 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.)
    1
  4372.  @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.
    1
  4373. Mounting a bike rack on the rear is difficult, if not impossible, with center mounted exhausts.
    1
  4374.  @jamesr3971  All correct, James. In terms of these comparisons it's important to distinguish between cargo space and passenger space. The Telluride trails the Chevy Traverse/Buick Enclave slightly in terms of cargo space behind the third row (23 cf vs 21 cf) and in overall cargo space (98 vs 87) But as you note, actual passenger space in the three rows is larger. In fact, GM fails to publish actual passenger space for their vehicles, no doubt because of that fact.
    1
  4375. That's a good question. From what I can tell it stems from the standard Class III towing package that's limited to the upper trims.
    1
  4376. As noted in a comment on an earlier review, it's best to wait to see a major new powerplant or model from Mazda until it appears in a showroom. The company is infamous for failing to meet its announcements and leaked rumors.
    1
  4377.  @THEFIRE360  And the Camry V6 accounts for a whopping 5% of total Camry sales. It's offered only because Toyota believes a turbo would undermine their reputation for reliability but very, very few customers opt for it.
    1
  4378.  @THEFIRE360  Yes, they do. But it makes sense from a manufacturer's perspective only if they sell several hundred thousand versions of a particular model. Without that sort of volume the profit margin on 5% of total production is negligible or non-existent. Sorry 'bout that....Capitalism is sometimes unforgiving.
    1
  4379. You're not alone but as Alex implies the patchwork of franchise laws among the states makes that a very difficult strategy to implement. Add to that the influence that local dealers have in state legislatures makes it very difficult to change the laws nationwide. So why not implement the strategy in states where it might be allowed? The answer is that manufacturers depend heavily on the goodwill and cooperation of local dealers. A mixed strategy would undermine that in states where both franchises and direct sales would compete with one another. Finally, a major brand simply cannot afford to sell automobiles selectively across the US. It might work for a niche brand but not for a major player.
    1
  4380. Well, the VW group vies with Toyota as the largest automotive manufacturer in the world and that's not because they sell millions of Porsches. So somebody must like the looks and design. As for the VW Atlas (that I'm assuming you're referring to) sales in the US have zoomed since the Touareg was replaced with it. I happen to think the Touareg is a far better looking vehicle but many others apparently disagree.
    1
  4381. Do you have any conception of the design, engineering, and production costs of a vehicle "that sits on its own platform"? There's a reason that virtually every major manufacturer has invested billions in developing corporate wide platforms for a wide variety of vehicles.
    1
  4382.  @MoNoK15  Seriously? Volkswagen, Toyota, Subaru, Honda, Nissan, Mazda, and FCA are all moving to shared platforms for their vehicles and that's just off the top of my head. They don't do so because they lack imagination; they do so for cost savings and efficiency. And have you looked at the sales of vehicles like the Sequoia, Armada, and Expedition? The Expedition led the pack with 65,000 units sold in the US in 2018. The rest had far fewer sales in the US and few outside the US where such US "midsize" SUV's are considered large and large body-on-frame SUV's are rare.
    1
  4383.  @MoNoK15  Several problems there. The hottest sales segments of the SUV market are compact SUV's (where the CR-V does very well) and 3 row midsize SUV's (where the Pilot also does well.) Building a larger body-on-frame SUV simply doesn't have the sales potential and unless it's backed up by an existing full-size pickup platform with high volume sales it's a losing proposition. Honda doesn't have that. The best it has is the Ridgeline built on the Odyssey platform that's an afterthought in the pickup marketplace. Nor is it likely that Honda will try to break into the full-size pickup segment dominated by Ford, Chevy, and RAM. Non-American brands have consistently failed to overcome the brand and US loyalty of that segment. Toyota and Nissan have done better in the smaller pickup category but those are not viable platforms for full-size SUV's. The point I think you're missing is that the Passport is extremely cost effective for Honda. It fills the same gap between their compact CR-V and 3 row midsize Pilot that KIA fills with its Sorento, Ford fills with the Edge, Subaru fills with the Outback, Chevy fills with the new Blazer, and Hyundai fills with the Santa Fe. Each of those models is built on a shared platform with other existing models. Development and production costs are minimal. Even if sales are not earth shattering the cost of covering the "tweener" gap is minimal and profits are both substantial and immediate.
    1
  4384. Hey Nathan. People 5'9" or so aren't "little people." :) Very sad to see VW discontinue the Golf Alltrack and Sportwagen as well as the basic Golf in the US. Blame consumers, especially those in North America. It appears that the wagon variants of the Golf will disappear in Europe as well but the 2020 European spec Passat will include a wagon. For Americans it's SUV's, Jetta sedans, and the Arteon. Thankfully, the iconic GTI and the Golf R will still be coming to the US. At least for the present.
    1
  4385.  @romanlurye5672  That's a practice VW follows from time to time when a new generation is introduced. When the Mk6 was replaced by the MK7 GTI, there was no 2014 model GTI. The MK8 GTI and Golf R will be available in the US when they're introduced here. But that may be a while after each is available in Europe.
    1
  4386. Captain Obvious adds his perspective. :)
    1
  4387. Apparently buyers don't agree that the CX-9 is the "best midsize SUV for the money." Of all mainstream midsize three row SUV's for sale in the US it ranked dead last in sales in 2019. The reasons aren't difficult to find. At 199" long the CX-9 is among the largest 3 row crossovers on the market. With 132 cubic feet of interior space it ranks last. The KIA Sorento nearly a foot shorter than the CX-9, offers 151 cubic ft. Most midsize crossovers are challenged in terms of third row space, but all but the Toyota Highlander offer more legroom than the 29.7" the CX-9 provides. The Telluride, Palisade, Pilot, Ascent, Explorer and even the KIA Sorento all have more rear seat space. Cargo space is no better. At 71 cubic ft of overall cargo room, it has less space than a Honda CR-V. The KIA Telluride is more than 2 inches shorter than the CX-9 and offers 87 cubic feet of total cargo space along with 21 cubic ft of cargo space behind the third row. The CX-9 provides 14.4 cf, less than almost all of its competitors. At least it offers more rear cargo space than the Sorento (11 cf) but again, the Sorento is almost a foot shorter than the CX-9. The four banger turbo coupled with a long-in-the-tooth six speed transmission is adequate in the CX-9 and Joe says, Mazda claims the CX-9 doesn't "need" a V6 or a more modern transmission. The fact is that as the smallest independent mainstream manufacturer on the planet, they have to make do with the same engine/drive train in the CX-9, CX-5, and Mazda6, each of which is a more appropriate home for the CX-9's power plant and transmission. And while the turbo4 is tuned for performance, one has to wonder about the long term durability of a highly stressed small displacement turbo compared to a larger V6. While the CX-9's fuel economy ratings are slightly better than several competitors, a number of reviewers have noted they're unable to achieve the EPA numbers. Not surprising given the stress to which the engine is subjected to reach adequate performance. Mazda builds some fine vehicles. But trying to compete with vehicles like the Telluride and Palisade and even the new Highlander, it's no mystery why every other midsize 3 row crossover outsells the CX-9.
    1
  4388. Wretched Excess.
    1
  4389.  @ronshaw80  Oh come now. This was a battle of huge corporations battling over which one would bear the cost and which one would benefit the most. Toyota wanted a deal from Google that Google wasn't willing to cut. Standing up for consumer privacy lasted until the deal was cut. Then it wasn't a problem anymore.
    1
  4390. That simply raises the question of why to add the faux exhaust ports.
    1
  4391. Dream on. Not happening. Demand too low.
    1
  4392. 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?
    1
  4393.  @RaitisRides  Let's just hope Mazda's promises about the in-line 6 are more reliable than those about AppleCarplay and Android Auto, not to mention the introduction of the diesel engine in the US.
    1
  4394. No, Micah. Jeff is right. It appears that almost every Hyundai suffers from the same problem. Designers do their job and produce a finished prototype. Then the vehicle is subjected to one last review by a committee that adds bulges here and there and creases everywhere. To my eye at least, the Sonata suffers the least from the phenomenon and the Palisade suffers the most, especially compared to the Telluride. The Tucson rivals the Palisade. Though overall I suspect the new Tucson checks a number of boxes it does have some truly awful features (IMO). First and foremost is the ridiculous "Sounds of Nature" that Hyundai and KIA insist on slapping on each and every new model. Who in the world thought it was a good idea to add piped in sounds like snow shoes crunching around the outside of the vehicle, a crackling fireplace, the yammering of diners at an outdoor cafe, and rain on the vehicle. Are these sounds meant to relieve anxiety and put a driver to sleep when sitting in gridlocked traffic? There are far too many dozing drivers already. Finally, there's Hyundai's preference for headlights mounted just above the front bumper. As someone who lives in the Pacific Northwest where the spring thaw in the mountains brings tons of rocks and gravel down to the highways below, the idea of putting the headlights in the most vulnerable spot from rocks shot from the wheels of logging trucks ahead is a VERY bad idea.
    1
  4395.  @mmmmm4815  Same engine but the R's AWD makes a significant difference in performance even compared to a Stage I tuned GTI.
    1
  4396.  @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.
    1
  4397. VW says they expect the initial take rate for the "stick" will be 1 out of 3. That's expected to decline to about 1 out of 5. Each is a substantial take rate for a manual transmission. However, the ability to treat the DSG as a manual transmission with quicker shifts than a three pedal system tends to limit the choice of a manual transmission even among "enthusiasts."
    1
  4398.  @ALMX5DP  Not fine for my "teenager," a rather petite 15 year old who at about 5 ft tall would find it unacceptably cramped. The Highlander provides 27.7" of third row legroom. A VW Atlas and a Chevy Traverse each offer half a foot more! And virtually every other competitor offer more than 31". Even a KIA Sorento, half a foot less in length than the Highlander (189" vs 195") provides 4" more legroom in the third row. In fact, the Highlander and the Mazda CX-9 are the ONLY midsize crossovers with less legroom than a Ford Mustang's backseat. (30"). Of course minivans provide more third more room but the Highlander offers significantly less room than any other mainstream midsize SUV. It shines only in comparison to the Lexus RX-L with a ridiculous 23.5" of legroom. And to add insult to injury, Toyota puts 3 seat belts in the back seat in order to claim the Highlander seats 7 or 8 passengers depending on the configuration of the second row. It's advertising malpractice.
    1
  4399. Right. I'm sure VW specifically ordered the weather.
    1
  4400. Interesting relationship between Toyota and BMW in terms of their collaboration on the Supra and the Z4. Though this was presumably a "one off" partnership, it sounds a lot like the more complicated relationship between the Hyundai and KIA brands, each part of a single corporate conglomerate. There, too, platforms and many components are shared but KIA and Hyundai maintain that designs and marketing are rigidly separated. In the Korean case the result has been some interesting slicing of market segments such as the Stinger vs the Genesis G70, the Santa Fe vs the Sorento, and most recently the Telluride and the Palisade. In the case of the Korean brands the result has been better overall market segment coverage by appealing to somewhat different sub-segments. Fans of individual brands often find this sort of collaboration abhorrent, much like the divided loyalties of fans in a small town with two high schools where trash talk about each at a local diner located on the boundary between schools is common. But it shouldn't be taken too seriously. The town needs two high schools and as Roman notes, neither Toyota nor BMW, as powerful as they are individually, can afford the investment in vehicles like the new Z4 and the Supra on their own.
    1
  4401. Have to disagree a bit in terms of the styling of the Escape. With the demise of virtually all of Ford's sedans in North America I suspect Ford felt it important to make the Escape fill the void for customers who don't find a "truck-y" design especially appealing. Personally I find the overall design to be refreshingly restrained compared to the faux ruggedness and boxy appearance of some of its rivals.
    1
  4402. Paddle shifters on the DSG version
    1
  4403. Jay Kay: Sorry, buddy. Apparently you haven't driven or even seen the R in person. The paddle shifters are where they've always been.
    1
  4404. No manual transmission available in the 2019 Forester. At least in the US.
    1
  4405. Owned the 4 dr 2013 version of this MK6 GTI, the last of the German built and the last before the shift to VW's global architecture. Put 80K miles on it, the last 40K of which were with an APR Stage I tune and intake that made a noticeable difference in performance with only a slight degradation in fuel economy. (The temptation to take advantage of the performance was difficult to resist.) Never ever had a check engine light or any issue, whatsoever, with the car. I would probably still own it except for the fact that I wanted the safety and driver assistance features of the MK7.5 version in 2018 so my teenage daughter could drive it with less worry on my part. This video answered a question I've had about a variety of reviews of GTI's that claim the DSG automatically upshifted in manual mode, behavior that I never experienced either in my MK6 or MK7.5 versions. It appears that both the previous and current versions will upshift automatically if one significantly exceeds the redline, something I NEVER do. I've never made a practice of over-revving my many MT vehicles and I don't do it in my DSG GTI, either. Perhaps that explains why I've had almost no engine or transmission problems with almost every car I've ever owned.
    1
  4406. More like the "Car of the Year" for 1965. Impressive as it is, the 2022 Caddy CT5V Blackwing is a dinosaur and faces the same fate as its ancestors.
    1
  4407.  @waynerm002  and mattmc mc: OK, folks, I'll admit an error on the "platform" issue. I haven't been able to confirm the reference to the "UM" vs "TM" designations but it seems persuasive. Further, it may be the factor that answers one puzzle I've noted about the Santa Fe and the Sorento. Despite the Sorento's V6 and its three row seating, the Santa Fe is slightly heavier than the Sorento. Different basic platforms might well explain that anomaly. Beyond the basic platforms, though, I'd stick to the larger point about the striking similarity of the two vehicles. I own a Sorento and I've driven the 2019 Santa Fe. If I were driving each blindfolded the differences would be almost non-existent. (Of course, being blindfolded I'd also be dead.) Same driving dynamics (other than the turbo4 vs V6 difference), same transmissions, same suspension feel, same ground clearance, same interior dimensions and features, etc. Comparing the top trims of each, the Sorento SX-L is somewhat more premium in terms of materials and the Santa Fe has an advantage in terms of price. Not surprising since Hyundai is pitching the Santa Fe against the "compact" competition while Kia is up against more expensive "midsize" rivals. It's obvious that I'm somewhat of a fan on both Korean brands. I personally prefer the simpler, more elegant (imo) styling of the Sorento along with the naturally aspirated V6 and the three row seating but each offers a great deal in a "just right" sized SUV.
    1
  4408.  @waynerm002  Our Sorento is our second. First KIA I ever even considered buying was that 2012 model. And it was quite a challenge to convince my wife to give it up. After a week in the new Sorento, though, she was in love. Literally every complaint about the 2012 model on her list (Yes, she had a list) and then some was rectified in the new Sorento. I think I'd have to pry her cold dead fingers from the steering wheel to get her to give it up. It's clear that Hyundai/Kia are moving strongly toward electrfication, especially pure EV's in their smaller vehicles. A range of 250+ miles transforms vehicles like the Kona and Soul from daily drivers that need to be recharged every day or two to vehicles that are suitable for weekly recharging or weekend trips. I'm less optimistic about that approach with the larger vehicles like the Sorento where the 2.2L diesel already sold in non-US markets will be available in the US this year. We'll see. In any event the Korean brands continue to knock it out of the park in vehicle after vehicle.
    1
  4409.  @waynerm002  I knew that Hyundai had cancelled the planned diesel but I hadn't heard that KIA has backed off offering their existing 2.2L diesel in the US. I see now that you're correct though KIA calls it a "temporary hold." More recently Hyundai has officially cancelled plans for a diesel completely (at least in the US.) That's not "temporary." And with it a plan to offer a three row Santa Fe went down the tubes. I'm sure KIA executives breathed a sigh of relief on that score. Part of the rationale, no doubt, is the fact that Hyundai/Kia is heavily invested in their forthcoming pure EV's. Adding diesels along with more EV's may be seen as a bridge too far. I"m sure dealers were excited (not) to face issues associated with servicing petrol engines, hybrids, EV's, and diesels. But it's difficult not to suspect that this is another ripple effect of "dieselgate." BMW has pulled diesels from the North American market, too. Sad to see that. Much of the rest of the world LOVES diesels and from a convenience standpoint, they offer all the advantages of petrol vehicles. (i.e. no overnight charging.) But it's reasonable to argue that diesel technology is a dying technology, at least for passenger vehicles, as EV vehicles extend their range and Hydrogen fuel cell technology looks like a long term choice. (Longer range than EV, five minute refueling, etc.)
    1
  4410. Not likely, I'm afraid. Piano black looks great in showrooms. Classic marketing determined design.
    1
  4411. Another non-skier.
    1
  4412.  @eleanormassaro5195  I wouldn't disagree. The reason that other manufacturers have moved to eight, nine, or ten gears is two-fold: to improve fuel economy and boost performance in small displacement engines. But physics is physics and more gears means more complex challenges in terms of gear selection in varying conditions. The situation is analogous to bicycle manufacturers who began adding more and more gears to their products over the years to improve both performance and "economy" in the form of muscle power required. The reason that Mazda has refrained from following the trend is simple. As the smallest independent mainstream manufacturer on the planet Mazda lacks the resources to develop more complex and more capable transmissions. Instead, they rely on tuning of a turbocharged engine to supply prodigious torque for performance even if fuel economy is sacrificed. The reason Mazda uses the same engine/drive train combination in the CX-9, CX-5, Mazda6, and (soon) in the Mazda3 is simple. They don't have the resources to do otherwise, at least not in the time frame met by other manufacturers.
    1
  4413.  @gabep1281  You're comparing vehicles in completely separate categories. Perhaps a base Cayenne with few if any options is perfectly acceptable to you but you're comparing apples to pineapples.
    1
  4414.  @dailyrant4068  That's a complicated issue, I think. I worry somewhat (more than that, actually) that transforming auto purchasing into something that more closely resembles ordering kitchen supplies from Amazon is a road with a number of unanticipated consequences. I"m one of many consumers who look forward to the trip to a dealer to purchase a car with the same eager anticipation I experience when a trip to the dentist is on the horizon. But as unpleasant as dealers often are, they play an important role in local economies, especially so in smaller towns and rural areas. And while they're often a mouthpiece spouting the propaganda a manufacturer wants to spread to consumers, local dealers are a voice of their customers to manufacturers, as well. Their views, I presume, reflect what they hear from their customers and I suspect they have a louder voice than emails and questionnaire responses provided to manufacturers by consumers. Finally, dealers are frequently important political voices at the state and local level. I'm sure I differ from that voice on many topics but I'm not sure manufacturers and national associations of manufacturers are preferable. Lobbyists for a national (or international) manufacturer might be balanced by the perspective of a local dealership group for an individual member of Congress or state legislator. Without that voice it seems to me that a politician is likely to hear only the manufacturer's point of view. All in all, I think there are some valid arguments on both sides. Obviously, the ideal situation would be for local dealers and multinational manufacturers to compete on a level playing field. But I struggle to imagine how that field could be created. After all, local booksellers and Amazon compete selling the same books and you don't have to look far to see how that "competition" has gone for your local bookstore.
    1
  4415. Conspicuous consumption at its best...or more accurately at its worst. An even longer one is coming? Obviously, that's the special edition for NBA players. OMG! You have to extend your finger and press the badge to open the rear hatch? What were they thinking!!! Lots of support for towing though. That's useful for any middle class folks who opt for the Escalade in place of a mortgage and plan to live in a trailer hitched to the rear end. Built in Texas? I'm SOOOO surprised.
    1
  4416. Neither the Telluride nor the Palisade is a large three row crossover. They're each toward the short end of 3 row midsize category.
    1
  4417. Not likely. Considering the weight of that engine Mazda's signature good handling would likely be difficult to achieve.
    1
  4418.  @ztekz  Hear, hear.
    1
  4419.  @subvet3668  Really a dumb decision to target a competitor like the Corolla. How many people buy those, anyway?
    1
  4420. I'm puzzled. As someone who manages to become accustomed to the styling of each Prius generation just in time for Toyota to introduce a new even more hideous design I can understand why Toyota customers have clamored for a Corolla hybrid. What I fail to understand is why Toyota elected to punish those shoppers with what amounts to a rental car version of the Corolla. Perhaps Toyota's market research suggests that the only shoppers who reject a Prius because it looks like something descended from a 1930's Flash Gordon movie serial are interested only in the most basic transportation with the fastest possible recouping of the hybrid's initial premium price. Or more likely, I suspect, they fear cannibalizing Camry and Rav4 hybrid sales with trim levels that might appeal to those buyers. In any event it seems obvious that the Corolla hybrid is a grudging response to consumer demand.
    1
  4421.  @catinhotlanta  Actually, the 2020 Stinger's base engine is a 2.0L turbo. It's very likely, however, to get the 2.5L turbo in the next model. That engine is being offered in a variety of Hyundai and KIA products (in various stages of tune) including the Genesis GV70 and the forthcoming KIA Sorento.
    1
  4422. Typical rumor mongering about issues in vehicles that occurred about five years ago.
    1
  4423.  @tiredtill2010  I have. That's why I asked for some evidence to support the claim. Typical rumor mongering with no evidence or you'd provide it. (If you knew how.) Claims lacking evidence are the most common form of trolling.
    1
  4424. 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.
    1
  4425. Interesting review. A few points... () The GV80 is a relatively small midsize SUV At 194.7" long. It's more than 2" shorter than than the Lexus RXL. (194.7" vs 196.9") Furthermore, The GV80's RWD (and RWD biased AWD) presents a challenge in terms offering a roomy interior, especially in a third row of seats. With that in mind it's striking that the overall legroom in the three row variant of the GV80 provides 110.6" of overall legroom that can be adjusted to accommodate up to 7 passengers compared to the Lexus' 95.8". In fact, the GV80's legroom equals that of the Highlander and the significantly larger (but cramped) CX-9, each of which have FWD platforms. Still, it's not surprising that Genesis believes that the volume leader for the GV80 is a five passenger version aimed at affluent DINKs, (Dual Income No Kids), similarly affluent small families (1 or 2 kids), and well off empty nesters. Consumers with a need for larger passenger loads are expected to consider a fully loaded, top trim GV80 with the third row option or the Hyundai Palisade. () With a kid heading off to college soon I won't be rushing to my nearest Genesis dealer for the GV80 but it's interesting that the Hyundai/KIA/Genesis conglomerate will be offering the same 2.5L turbo found in the Genesis as an option in another vehicle and an 8 speed dual clutch transmission -- the KIA Sorento. And the Sorento DOES have a standard third row of seats and more overall legroom (115") than the 3 row GV80 in vehicle that's about 5" shorter than the Genesis. Not nearly the number of luxury features found on the Genesis, of course, but a much more attainable price.
    1
  4426. In the Pacific Northwest of the US "waiting'" is the only option. Checked with my local KIA dealer last week and was told I could order a top trim SX Telluride for delivery next January.
    1
  4427. There's some of that, especially in the US. VW is careful not to cannibalize Audi sales with the VW brand in the US. But it's also true that the Tiguan (known as the AllSpace in Europe) is not "underpowered" where VW offers a range of smaller, less powerful vehicles (e.g. the T-Roc, Polo, Up!, and the second generation of the original Tiguan) and the market for diesels was not poisoned by "dieselgate." With such a lineup the US version of the Tiguan isn't comparatively "underpowered." For Americans whose concept of "performance" is quite different from Europeans, however, there's a simple solution. A Stage I ECU tune of the EA888 engine from any of a variety of third parties can add gobs of additional HP and torque at a very reasonable price (about $800 from APR). And as noted in another comment, the ECU tune does not automatically invalidate the VW warranty.
    1
  4428. Few, if any, of the viewers of this video will ever sit in a Shelby 500, much less be in a position to purchase one. That's OK. Its purpose is to fuel adolescent fantasies and boost sales of Mustangs that resemble it along with badges available in the aftermarket designed to reinforce the fantasy. In any case it's an impressive engineering effort. One that doesn't surrender to a clamor for an MT option but opts for the better performance of a DCT. And perhaps as impressive is the fact that while the Shelby GT500's overall performance advantage can only be experienced on a track or dragstrip, Ford engineers deserve some kudos for making it a reasonable street machine.
    1
  4429. 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.
    1
  4430.  @funtimeswithtom4108  That's correct. However, pushing a button on the console when you start the car is definitely a "first world" problem.
    1
  4431. Impressive vehicle but at over $60,000 with tax/title/license when even moderately optioned, it's a VERY expensive alternative.
    1
  4432.  @kdomster9141  Odd that you'd call the Atlas, Pilot, and Telluride/Palisade "boats" when the CX-9 is larger than any of them.
    1
  4433.  @kdomster9141  Well, apparently I'm not alone in measuring them, especially considering that the CX-9 has less interior space than a CR-V. That, along with the non-availability of a six cylinder engine in the CX-9 probably accounts for its declining sales year over year since October 2018 and the fact that in the last three months Tellurides have outsold CX-9's by a ratio of 3 to one.
    1
  4434.  @kdomster9141  What puzzles me about your choice is you claim you don't care about the cramped space and lack of utility in the CX-9. If that's the case, why not choose the CX-5, instead. Same engine and drive train in a better handling lighter vehicle.
    1
  4435.  @kdomster9141  I'll give you this. You can certainly make lemonade out of lemons.
    1
  4436. I'd vote to "wait." But only for the new base engine, the 2.5L turbo found in a variety of Hyundai, KIA, and Genesis models replaces the current 2.0L 4 banger. The new engine is already available in Korea and will presumably be available in the US version for the 2022 model year. The 3.3L turbo V6, on the other hand, is unchanged from the current model in Korea and likely to be retained in the US. The story of the Stinger is an interesting one. When it was introduced in 2017 (in Korea) and 2018 (in the US) reviews were almost universally positive, even raves. An American-ized version of a European GT sedan with an MSRP thousands less than its European rivals like the Audi A5. Unfortunately for KIA, sales in the US have never lived up to the reviews. In an effort to boost sales the 2021 Stinger has discontinued the base 2.0L four in all but the lowest trim level and introduced a mid-level "GT" trim level that offers the 3.3L V6 with a limited number of bells and whistles compared to the higher trim GT1 and GT2. What was the problem? Several issues, I think. First, US KIA dealers accustomed to dealing primarily with budget constrained bargain hunters were ill equipped to sell a more expensive niche vehicle like the Stinger. The demographic the Stinger was designed to appeal to had probably never set foot in a KIA dealer and it showed. When I tested the 1st generation Stinger in 2018, the salesperson had no idea how to sell the vehicle. The best he could come up with was to compare it to a Dodge Charger. But customers interested in a Charger were unlikely to be impressed by a Stinger and vice versa. An Audi A5 rival? The salesman had never heard of that vehicle. . Furthermore, the Stinger was introduced well ahead of the Telluride. Not comparable vehicles, of course. But the Telluride was a lesson that potential customers were prepared to pay far more for a KIA than dealers were accustomed to seeing come through their doors. Had the Stinger followed the Telluride rather than preceding it, I think dealers would have been more prepared to sell it. And if the Stinger had been named the K7 it might have suggested it was meant to compete with more expensive European sedans rather than with a fire breathing traditional American muscle car. Bottom line. If you're interested in the V6 Stinger, there is little point in waiting for the new version. But if you're interested in a lighter, more nimble Stinger with an engine considerably superior to the current 2.0L turbo, wait for it to come to the US.
    1
  4437. Thankfully, blind spot monitoring is part of the package.
    1
  4438. Until the Palisade is available I'd recommend that Hyundai dealers put Alex' first couple of minutes of this video running on a loop in their showrooms. I don't envy Hyundai salespeople trying to explain that the Santa Fe replaces the Santa Fe Sport while the Santa Fe XL replaces the Santa Fe. :) The quicker the Palisade becomes available, the better to clear up the confusion.
    1
  4439.  @Xaluber  All true, I believe. But the flat 6 in the Subaru set an especially low bar in terms of its fuel efficiency and performance. Other, more modern 6 cylinder engines, offer better performance with little, if any, penalty in terms of fuel efficiency.
    1
  4440. 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.
    1
  4441.  @raizt1596  That is correct.
    1
  4442. As I understand it, only the RAV4 hybrid continues to offer a CVT. The other models have an 8 speed automatic as far as I know.
    1
  4443.  @AAutoBuyersGuide  Thanks, Alex. Second time I've ever been wrong. The first time was when I thought I was wrong but I wasn't. ;) By the way, Alex. Among those who refer to the hybrid's transmission as a CVT is Toyota in its description of the RAV4. Based on past experience I'll take your word for it but perhaps Toyota should be told.
    1
  4444. A "Stealth" Expedition? Compared to what, an Abrams tank?
    1
  4445.  @ShersGarage  You're wrong.
    1
  4446.  @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.
    1
  4447. Congrats from south of the border in Washington State. Looking forward to seeing all that beautiful Vancouver and surrounding BC scenery.
    1
  4448. The Borrego was a body-on-frame SUV. The Telluride, like other KIA's and most other SUV"s these days, is a unibody architecture.
    1
  4449. One thing is certain. As problematic as reliability ratings from sources such as CR and JD Power are, they're FAR more useful than unsubstantiated generalizations such as yours.
    1
  4450. It was a feature introduced last year on the Hyundai Santa Fe and should be a mandatory requirement, not just for kids but for the much more common practice of leaving pets in the car. It will undoubtedly be added to the 2020 Sorento, as well.
    1
  4451. Console yourself with the knowledge that the Edge ST equals or betters the performance of the Explorer ST.
    1
  4452.  2WIREG  As I said, vehicles like the WRX and Civic Type R are "niche" performance vehicles. The GLI, on the other hand, is only about $1700 more than a comparably equipped Mazda3 sedan in terms of MSRP. Whether that difference holds up in real world pricing is another matter considering that the VW is typically discounted by about a thousand dollars. In any event, neither a price nor a performance advantage seems to have helped the dismal sales of the Mazda3. So far in 2020 the Jetta is outselling the Mazda3 by over 2 to 1.
    1
  4453. The most impressive of Acura's current lineup (imo.) With the exception of the giant dial for drive mode in the center stack, it's very impressive. And very good to see Acura paying attention to its original market mission.
    1
  4454. Joe, you repeatedly refer to the Forte as a "sub-compact." Unless you believe the Elanta, Honda Civic and Toyota Corolla are "sub-compacts," the Forte is a compact sedan. The Rio is KIA"s sub-compact sedan.
    1
  4455. 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.
    1
  4456. It's becoming clear that Ford's decision to axe their sedans while preserving the Mustang was part of a more extensive strategy to turn the Mustang moniker into an entire family of vehicles largely distinct from the overall Ford corporate brand and denoting an entire range of mainstream performance and tech heavy vehicles. The Mustang faithful will scream bloody murder just as Porsche fans reacted to the first generation Cayenne. But if the Porsche experience is any guide, it's a brilliant move.
    1
  4457.  @Consolethumbs  Sorry, but if you're paying $50K for a Blazer you don't know how to negotiate a deal. And if you're comparing a fully loaded Blazer to a $50K MSRP version of the RDX you're looking at a mid-level trim version of the Acura, at best.
    1
  4458. Different strokes for different folks, I suppose. Personally, I almost never have my key fob out of the bag I carry. The assumption seems to be that on balance more folks have their phones at hand than their key fobs. And I suspect that's true.
    1
  4459.  @spongebob2731  You're entitled to your opinion, of course. But personally this seems to me to be a rather trivial matter. I own a KIA Sorento. When I purchased it KIA offered "remote start" on a special key fob as an option. (As I recall it was a $300 charge.) I opted not to select that option because I couldn't ever remember needing to start my car from anywhere other than standing next to it. As it turned out, however, my dealer mentioned that another owner had told him that the remote start feature worked even without having a special key fob for the feature. I tried it. He was correct. Pushing two buttons in sequence starts the car. Shortly after I purchased the car KIA shifted the remote start feature to their cell phone app. Lo and behold, that works on my car, as well. Now a year later I've used it twice. Once to test the hidden feature and once to test the cell phone app. If I ever find the feature fails, I'll do what I usually do....walk up to my car with the key fob in my pocket, push the button on the door handle, and open the door. :)
    1
  4460. A very impressive vehicle. Only one problem with the title of the video. The RAV4 Prime isn't being "...Sold Today." With a first year production run of only 5000 vehicles and 1500 Toyota dealers virtually the entire production run will be pre-sold with most transaction prices well over well over MSRP. Hoping to benefit from a tax credit of $7500 to reduce the impact on the wallet? Forget about it. Most, if not all, of that tax credit will be consumed by the dealer's dreaded "market adjustment" sticker. Toyota does promise an expanded production run of 20,000 vehicles for the 2022 model year to be available in late 2021 but even then demand is likely to swamp supply. Think the long waiting lists and inflated transaction prices of the KIA Telluride have been frustrating for consumers? You ain't seen nothin' yet. So why is Toyota promoting the RAV4 Prime in the summer of 2020 by making a few pre-production models available to journalists when the soonest most consumers will be able to purchase one is at least another 18 months away and supply even then will be extremely tight? The answer is simple .First, the promise of the RAV4 Prime will draw customers into Toyota showrooms where they'll be easy prey for dealers to suggest that RAV4 models that are actually available should be on a customer's shopping list. Second, Toyota hopes the publicity for the RAV4 Prime will put the brakes on sales of competing plug-in hybrids already available or nearing availability prior to RAV4 Prime showing up on most dealer lots. It's not the most forthright tactic but Toyota didn't become the world's first or second best selling brand by playing softball.
    1
  4461. The usual answer as to why fake exhaust tips are becoming increasingly common is that it prevents the exhausts from gathering soot that owners don't like to clean. The problem has increased with tightened emission restrictions in recent years. The actual exhust tips are typically located under the car just ahead of the bumper.
    1
  4462. You're on a lonely island there, my friend. The CX-9 is the worst selling mainstream midsize SUV on the market. And that by a HUGE margin.
    1
  4463.  @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.
    1
  4464. There are more than 20 mainstream midsize SUV's divided between two row and three row entries with most brands offering one of each. So what makes a consumer choose a 3 row vehicle? Presumably it's the value of a third row for at least occasional, if not regular, use. The Highlander offers 27.7" of rear seat legroom. The Toyota and Mazda CX-9 are the ONLY three row SUV's that provide less legroom in the back than the rear seat of a Ford Mustang (30"). Every other competitor in the mainstream category provides more than 31" of legroom. The typical defense for such a cramped space is that the 3rd row is meant for "kids." But there are some significant problems with that claim. First, very small children and infants shouldn't be consigned to the third row for safety reasons in the event of the all too common rear end collision. Second, installing/removing child seats from the Highlander is more awkward than a number of other vehicles. So for each of these reasons very small family members aren't good candidates for the third row. Finally and most importantly, as parents know well children have an annoying habit of growing. So while a nine year old may find the rear seat acceptable, that same kid three years later may well have to be bound and gagged to be crammed into the space. (A sometimes tempting but not recommended and probably illegal tactic.) Toyota's well earned reputation for long term durability and reliability loses significant value if three years after a new Highlander's purchase it's no longer adequate as a "family hauler" even when the number of family members is the same. As if this weren't bad enough Toyota makes the absurd claim that the Highlander is a "seven or eight passenger" depending on whether captain chairs or a bench is installed in the second row. That claim is based on the fact that Toyota installs three seat belts in the third row. Really??? At best it's "marketing speak" that assumes Munchkins from Oz are the human beings in question. At worst (and more accurately) it's simply false advertising. In reality the top trim Highlander is a four person midsize SUV with an MSRP well over $50,000. Spend less for a less expensive and less well equipped lower trim model with a bench seat and it's a five passenger SUV. So why don't consumers who want a midsize Toyota SUV opt for a two row model if they don't need/want a largely useless third row? Simple. Currently there's no such vehicle. That's a hole in Toyota's lineup. And their forthcoming Venza suggests they recognize the problem. That should alleviate the problem if (a) the Venza is significantly less expensive than the Highlander and (b) a buyer wants a hybrid Venza since that's the only drive train available. The popularity of the RAV4 and Highlander hybrids suggest the latter may not be much of an issue but those hoping to get much of a price break for the Venza compared to the Highlander are likely to be disappointed if the MSRP's of the Honda Passport vs the Pilot and VW Cross Sport vs the Atlas are any guides. Toyota has undeniably improved their long-in-the-tooth Highlander compared to the last generation. But as a three row SUV, it's still sadly lacking.
    1
  4465. Not a Tesla hater here. Just the opposite in fact. Mr. Musk and his colleagues have accomplished a gargantuan task that no other independent automotive manufacturer has managed in a century -- developing a mass market automotive brand out of whole cloth. And they've done so while simultaneously developing an infrastructure of "fueling" stations that no other manufacturer has had to face. BUT (and you knew there was a "but") while Tesla was busy doing all this they failed to focus on an essential feature of an automotive manufacturer -- developing an infrastructure to support service and repair of their vehicles. Car dealers enjoy the level of public esteem usually reserved for politicians but like politicians they perform an essential function. Even if one hates dealing with a local dealership (and many of us do) their brick and mortar presence in even small communities means the purchase experience can involve a hands on assessment of a vehicle and service and repair is probably no more than a short drive (or tow) away. Tesla hates the very idea of independent dealers. They resist even the notion of developing a full scale infrastructure of manufacturer owned "stores," preferring to deal with customers over the internet and selling vehicles like kitchen supplies from purchased from Amazon. Nor is Tesla willing to support independent repair facilities with access to their proprietary diagnostic tools or easy access to parts. Offering software updates to keep your Tesla "current" is a great idea. But a bolt, much less a tail light assembly cannot be delivered or installed over the net. Waiting weeks to receive a proprietary bolt or months to have a fender bender repair isn't an inconvenience; it's totally unacceptable for a mainstream automotive brand. Tesla has already solved many of the roadblocks to success that killed independent manufacturers for the last century. They've set standards for range and features that other brands are only beginning to approach. But TFL's repair experience with their Tesla is a huge red flag. I might not have to worry that the limited range of a Tesla compared to my ICE vehicle would leave me stranded. But if I had to be concerned that a trip to the grocery store parking lot could result in my vehicle being out of commission for months I'd simply never purchase it. The sad fact is that pioneers, as much as they are celebrated, often don't prosper or even survive. The marks of wagon wheels left by those who followed the Oregon Trail are still visible in the West but Oregon was mainly settled by those who arrived by train. That's an obscure but important lesson for Tesla.
    1
  4466.  @iskdude9922  Jeez. I hate to think my comment led to an endorsement of it as "good" followed by such a load of crap.
    1
  4467.  @Meetoon733  You're likely a prime candidate for the MX-30 or the MINI-E. A fun to drive short range EV that doesn't have to fulfill all the requirements of a single family vehicle.
    1
  4468. I'm a previous owner of the last year of the MK6 (2013 model year in the US) GTI and currently drive a MK7.5 (2018), each a 4 dr and each a DSG and each the Autobahn trim. I'd have to agree that the 2 dr version wins in the looks department but one of the GTI's greatest strengths is its practicality and a significant part of that is the usable backseat. Putting 4 doors on a Mustang or Camaro is unnecessary since the back seats are largely unusable anyway. But in the GTI, the back seat is an important feature. So versatility wins out for me (and apparently for most GTI owners since the 2 door never sold well in the US.) DSG vs MT? When I bought my 2013 GTI it was the first time in 40 years of driving that I didn't have at least one MT vehicle in my garage. I opted for the DSG primarily because my wife sometimes shared it on her horrible daily commute in the Seattle metro area. Putting up with constant shifting in a vehicle ranging from 0 to 30 mph in stop-n-go freeway traffic was no fun for her. As it turned out, the DSG was a perfect compromise. Set to automatically shift in urban traffic and to manual mode otherwise, the DSG held a selected gear all the way to red line and provided the features of an MT along with better performance and fuel efficiency. When I replaced my MK6 with the MK7.5, I didn't hesitate to choose a DSG. Will I replace my beloved GTI with a MK8 version when they're available in the US in 2021? Very unlikely, especially considering I'll be paying college tuition for my daughter by then. Unlike some others, I don't object to the styling changes of the MK8 but I'd be more tempted to move to a Golf R at that point.
    1
  4469. Probably the best application of Mazda's ubiquitous 2.5L turbo engine. The problem is that the "U" in SUV presumably stands for "utility" and in terms of actual cargo space, the Honda CRV provides 25% more than the CX-5. The CX-5 is a stylish vehicle that drives well for an SUV. But in terms of actual functionality, it trails the competition.
    1
  4470. Actually, I think that's an error in the headline. If KBB has replaced their previous Mazda6 for another year I assume it's the 2019 model. And other than the long overdue addition of Apple CarPlay/Android Auto that came about late last model year, the vehicles are, I believe, identical.
    1
  4471.  @guppy360  You may not be in that income category but parents spending $50K+ per year on college costs worry less about the cost of a new car for a kid.
    1
  4472. GIlbert Galvin: I"ve found KIA dealers more willing to make deals than most other brands (especially Toyota). But keep in mind that a Forte won't be discounted as heavily (in terms of $$$) as higher priced models. If you can get as much as 10-15% off MSRP, you're probably doing well. I've found the best strategy involves (a) researching exactly the trim level and options you want ahead of time; (b) set a price you're willing to pay and stick to it; (c) if you can, put down a substantial down payment or pay cash and have a strong credit rating; (d) cast as wide as possible a geographic net for multiple dealers and let each know that you're comparing prices; and (e) shop seriously toward the end of a month. You can usually get a slightly better deal because manufacturer "holdbacks" and other dealer benefits are based on total monthly sales. In addition, don't fall for a salesperson telling you he/she will "show you the invoice" to convince you that's a rock bottom price. It's a common scam but the invoice does not represent the "holdback" and other benefits a manufacturer provides a dealer based on total vehicle sales. Be careful when dealing with the "finance guy." You'll probably be forced to talk to him/her even if you're planning to write a check for the purchase price. And you'll probably be told that the fantastic KIA warranty the salesperson bragged about should be supplemented by an overpriced extended warranty.
    1
  4473.  @AAutoBuyersGuide  Not only Golf "shoppers." In fact, Mazda3 sales are so dismal (16228 sales in 2020, down 43% compared to the first half of 2019) that Mazda has announced they'll add the turbo charging of the Mazda3's engine in a desperate attempt to improve sales. No doubt it will result in cannibalizing some sales of the higher profit Mazda6 but the "6's" sales are so weak (8085 sales in the first half of 2020) that it won't matter much. As for improving the "3's," sales with a pseudo-MazdaSpeed version, that's not likely to be salvation. Typically, "performance" versions of mainstream sedans add less than 10% to sales. And that would mean Mazda could at best improve overall "3" sales by no more than about 3000 vehicles on an annual basis.
    1
  4474. As Joe says, you can take your MT Golf R to the track and enjoy it. Just be prepared to fall behind a DSG equipped version.
    1
  4475. That's more than a bit harsh, I think. Nathan's home in the Rockies and his fondness for performance vehicles go a long way toward explaining his point of view. And with those factors in mind I think he did a good job of evaluating the Soul. I was impressed that despite his disdain for CVT's he gave the Soul's good marks, for example. I would far rather hear his views knowing where he's coming from than listening to the sort of bland compliments of virtually every vehicle meted out by reviewers such as one hears on Motorweek or hearing a review that sounds like it was scripted by a manufacturer's marketing department.
    1
  4476. You didn't have earbuds stuck in your ears.
    1
  4477.  @gregholman2930  Yeah, I'm familiar with the failures of the American education system to improve literacy.
    1
  4478. Lacking in courage? :)
    1
  4479. The supply/demand curve is the main reason. VW limited dealers to only as many R's as they had firm orders for in 2018. I suspect that was to avoid cannibalizing Audi sales. As I noted in my longer post, I found only one dealer (out of six) willing to sell an R for MSRP and that one car was sold within 24 hours to a buyer from 500 miles away. The other dealers had added $2000-$4000 "market adjustments" to the cars they had. Just checked Autotrader and they list zero new "R's" for sale within 500 miles of Seattle.
    1
  4480. 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.
    1
  4481. The "full size" sedan segment continues to shrink (in North America) and if trends from the first quarter of 2020 continue, as they most certainly will throughout the year, it may well die off with almost completely, at least among mainstream brands. Among all brands (mainstream and luxury) only the Dodge Charger shows any signs of life, with sales down "only" 10% compared to the first quarter of 2019 and total sales of 18,600 units. That's 12,000 more than sold by the second place sedan, the Mercedes E class. The Maxima ranked (surprisingly to me) third with about 6100 sales, a drop of 42% (!) compared to the first quarter of 2019. The Maxima's most natural rival, the Toyota Avalon, ranked seventh with only 4100 units sold. Its decline in sales compared to 2019 was comparable to the Maxima with a 38% drop. Interestingly, and again surprising to me, the Maxima outsold the Avalon both in the entire 2019 calendar year (35,000 to 27,600 units sold) as well as in the 2020 first quarter. Considering that the Avalon offers a hybrid drive train not available on the 2020 Maxima the fact that the Maxima outsells all versions of the Avalon is even more impressive. So for those who believe the Maxima's CVT is a major negative that view isn't supported in terms of sales compared to the Avalon with its conventional AT. Is the Maxima a "REAL performance sedan"? Is it a "4dr Sports Car"? Not really. Neither is the Avalon, even in its TRD guise. For scalding performance one has to go for one of the upper trim Chargers with a V8 and RWD/AWD, a KIA Stinger with a V6 twin turbo engine, or one of the European alternatives. But each of those options will likely be several thousand dollars or more in terms of a purchase price. As Joe says, if it's been a while since you've been to a Nissan dealership, it's worth checking out. Unfortunately, though, it's been awhile since many, many consumers have been to a Nissan dealership. And that's Nissan's biggest problem.
    1
  4482. The GTI is a model designation.. TSI is the designation of a gasoline (petrol) engine.
    1
  4483. Actually, the Sorento has slightly more cargo space behind the 2nd row and equal cargo space behind the first row. The difference, of course, is that the Sorento provides a choice between 3rd row seating and cargo capacity while the Outback doesn't offer that choice. The Outback, on the other hand, though not as capable as a Wrangler or Bronco, is considerably more versatile in an off-road environment than the Sorento (even the more rugged looking X-Line version.)
    1
  4484. There's a reason for that. KIA's business model has long been to find the sweet spot in terms of consumer preferences and manufacture vehicles that meet that demand and contain costs through the economics of volume production. Further dealers HATE having vehicles sit on lots for extended periods until they're finally sold at steep discounts. A manufacturer as two choices: (a) charge more for small volume production of MT's or (b) limit the MT to lower trim levels where the hit on a dealer's flooring charges and profits are minimized. KIA and other manufacturers don't abandon (or nearly abandon) MT's because they fail to see demand for them. It's quite the opposite.
    1
  4485.  @Jimmyjam33  Assuming you're in the US, if you found a dealer trying to sell an Arteon without AWD and navigation for $43K, I have no doubt it didn't sell. That's about $5000 over MSRP for that model.The MSRP for the SEL trim with nav and 4Motion AWD is about $43,000.
    1
  4486.  @2004cyrus  That's in line with what my local VW dealer is asking for a base version, as well.
    1
  4487. Come on, Yuri. Your manhood will survive a DSG. Personally, over 40+ years of driving I always had at least one manual transmission in the garage. That changed in 2013 when I reluctantly purchased at MK6 GTI with a DSG. When I replaced the GTI with a 2018 version there was no debate. DSG all the way. It has better acceleration than the manual. Shifts faster than any human being. Infinitely better in the stop-n-go traffic around Seattle. And any time I want, I simply put the car in manual mode and drive it like a stick. Best of all, with an APR tune I don't have to replace my clutch annually. Are there downsides? Oh yeah. The DSG adds weight. About the same as a couple of small bags of groceries. But worst of all, I miss the "fun" of manually shifting into first gear when I bring the car to a stop at a traffic signal. The DSG does that for me when I'm in manual mode. God! Do I miss that! :) When I was a kid back in the dark ages power steering was being added to vehicles as an option. I still remember complaints that it made a car too easy for a woman to drive. Real men don't need that s**t. We adjusted.
    1
  4488. Alex, I noticed that you commented that the CX-9 was the slowest selling mainstream crossover in your streaming session last week. With fewer than 27,000 sales in 2019, you're right. Virtually every rival had more sales, often by a hundred thousand units or more. It's no mystery why. At 199" in length the CX-9 is among the largest vehicles in its class, even longer than the Korean twins (Telluride and Palisade) and the VW Atlas. Yet it has less overall passenger room than a KIA Sorento that's only 189" long. And if that weren't bad enough, it has less overall cargo space than a Honda CR-V. Only the Toyota Highlander has less 3rd row legroom in the midsize category. And that, after all, is a major priority for consumers who want/need 3 rows of seating. Add an aging 6 speed transmission and one of the few brands not to offer a V6 engine in a vehicle that weighs close to 2.5 tons and the CX-9's sexy looks is hardly competitive.
    1
  4489. @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.
    1
  4490.  @dushyantx  Actually, it's only for North America. The Telluride is not for sale in either Europe or Asia.
    1
  4491.  @edwardvalivonis23  The elephant in the room isn't Europe; it's China.
    1
  4492.  @emekaiheanacho6971  Not sure I'd put it that way but in a nation where one's parents or grandparents were penniless peasants there are few better ways to demonstrate one's economic success than with a large, luxurious automobile.
    1
  4493. 40% isn't a "majority" regardless of the percentage chosen for other models. At best it's a "plurality."
    1
  4494. @I love you but The distinction based on relative level of "premium" content or "affordable" price is an historical artifact. Not a purposeful design or engineering direction at this point. The relationship between the Hyundai and KIA brands is complicated, far more so than the different brands within General Motors for example.
    1
  4495. If you'd like to donate millions of dollars to Mazda I'm sure they'd be happy to follow your suggestions. They're the smallest independent mainstream automotive manufacturer in the world. That means stretching their engines and drive trains to cover multiple vehicles and targeting investment in new products very carefully.
    1
  4496. 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.
    1
  4497. Even more striking than the Aviator's advantage over the Caddy XT6 is that it's arguably a better value (!) than a comparable top trim Explorer. The top trims of the Explorer (ST and Platinum) with AWD have MSRP's of $60,000 or so. A moderately optioned mid-level "Reserve" trim of the Aviator is about $4000 more. It shares the RWD-biased AWD system and the 400 HP engine of the Explorer ST along with a far more upscale interior. Even more striking is that the RWD platform of each is supposed to provide a significant benefit in terms of towing. But the Explorer is has a tow rating of 5600 lbs, only slightly more than the 5000 lb rating of several FWD platform rivals. The Aviator, on the other hand is rated at 6700 lbs. If one is going to spend $60K-$70K for a midsize three row SUV, the Aviator looks to be a far better value than the Explorer Not to mention the Caddy.
    1
  4498. What this video tells me more than anything else? Lamborghini believes it's good idea to lend you an Aventador for a week. This makes me very skeptical about purchasing a vehicle from the company much less purchasing its shares. :) As far as rear visibility is concerned, you don't seem to understand that it's unnecessary. You simply use the throttle to insure nothing behind you can catch, much less overtake you. When I see vehicles like the Aventador I'm reminded of a friend who bought a Testarossa some years ago. He told me that he bought it in large part to attract women. Unfortunately, he said, it mainly attracted 12 year old boys. :)
    1
  4499. Necrosis3: And that's because EU emission regulations require it and Europeans are willing to pay for it for cleaner air.
    1
  4500. 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.
    1
  4501. It's not a "production" issue; it's a sales issue. Americans have demonstrated in no uncertain terms that they prefer the American version of the Passat. Sad to say but it's true.
    1
  4502. Although KIA/Hyundai have claimed the 3.8L engine in the Telluride and Palisade is a "new" engine, that's mainly marketing speak. In reality it is one of a number of versions of the Hyundai Lambda II GDI engine found in various Hyundai and a few KIA vehicles. It is the first version to run the Atkinson cycle rather than a traditional and far more common Otto four stroke cycle. Atkinson cycle engines sacrifice some performance in favor of better fuel economy, a traditional weakness of KIA and Hyundai vehicles. For that reason the 0-60 performance is virtually identical to the 3.3L V6 in the KIA Sorento even with a half liter more displacement. (Perhaps surprisingly, the curb weight of the Sorento and the Telluride are almost identical.) Those hoping the KIA will add the twin scroll turbo version of the 3.3L engine found in the Stinger and the Genesis G70 or add a turbo to the 3.8L engine are likely to be disappointed. The current demand for the Telluride is so great that KIA has no incentive, whatsoever, to add a "performance" version considering the design, engineering, and production costs of such an option. Add to that the fact that "performance" ranks about 12th in the top 10 priorities of 3 row midsize crossover buyers and KIA isn't likely to go that route anytime soon. If there's going to be a turbo version of the 3.8L engine, it will be in the forthcoming Genesis SUV.
    1
  4503.  @murraysampson2501  That's why the Palisade is headed to Australia.
    1
  4504. VW's warranty exceeds that of any Japanese or American manufacturer.
    1
  4505. WOW! By far the best comparison of current EV options for the tough test of extended trips. KUDOs!
    1
  4506. Right...And that's why Ford decided to drop it. Just so much demand it was just too much work to produce and sell them.
    1
  4507.  @vladsaghin7644  Your overall point is understandable but including the Sorento among the "huge" SUV's is, at best, a misstatement. It's 189 inches in length, about four inches longer than a VW Tiguan, more than a foot shorter than the Dodge Durango, 10 inches shorter than a Mazda CX-9, eight inches shorter than a VW Atlas, 7.5 inches shorter than a Pilot, seven inches shorter than the Subaru Ascent and nearly a foot and a half shorter than the GM Chevy and Buick twins. It's more accurate to call the Sorento (along with its cousin the Hyundai Santa Fe) a "tweener" size SUV, somewhat larger than most of the compact SUV's and smaller than every other vehicle in the the midsize category. Furthermore, it's a serious error to claim that Americans "with 2 kids, or even worse, one kid seem to gravitate toward a huge SUV." Compact SUV's like the Rav4 and CRV far outsell midsize vehicles in the US. It's certainly true that Americans prefer larger versions of vehicles in a variety of market segments. Our wide open spaces and cheap fuel help sustain that preference. I happen to share your preference for smaller vehicles (I own a GTI in addition to a Kia Sorento) but even among American SUV buyers, smaller vehicles are definitely more popular. By the way, if you want to bash Americans for our choice of huge vehicles, you might want to focus on our preference for pickup trucks. They're useful vehicles for many purposes but considering the number of immaculate full size pickups prowling America's highways, it's tempting to suggest that acquiring a prescription for Viagra might be a more effective and much less expensive treatment for the need a pickup is meant to satisfy.
    1
  4508. Alex has noted in the past that he's a bit over 6'.
    1
  4509. All requirements I share. That's why I own a KIA Sorento with every item you mentioned including a 120V household plug and the very comfortable extending thigh cushion. I'm a fan of turbo 4's in smaller, lighter vehicles but in a vehicle that weighs in at over two tons with fuel, passengers, and cargo I think the naturally aspirated V6 in the Sorento is likely to be more durable.
    1
  4510.  @markthomas4483  The Telluride's infotainment system is undeniably attractive. And it has a few features not available on the Sorento. (e.g. the camera-based blind spot monitor.) But from what I've seen its functionality is largely matched by the Sorento in a form with less eye candy. :)
    1
  4511.  @RaitisRides  Thanks, Joe. Your reviews are always both entertaining and informative. I try not to miss a one.
    1
  4512.  Private Eyes  It's important to keep in mind that a top trim Autobahn GTI has an MSRP well over $50,000 in Germany at current exchange rates. That's not a price US consumers are willing to pay. I purchased my 2018 Autobahn VW for $32,000. VW isn't alone in tailoring the features of their vehicles to a price point in particular markets In fact, it's a common practice.
    1
  4513.  @irandoosty  I'll believe it when I see it. As of now it hasn't even received a green light according to Car and Driver.
    1
  4514.  @darienmiller1032  The Mazda5 was an odd duck. In many ways it resembled the Honda Element and Nissan Cube. And in contemporary terms it shared some design elements with the current Ford EcoSport, a vehicle designed for international markets with narrow, crowded streets. I have a friend who had one and he loved it. But it shared the fate of other vehicles that looked like minivans when the market shifted to preferring SUV-like vehicles.
    1
  4515.  @groovymotion5706  "Huge pressure?" From where? Internet fanboys? Manufacturers spend millions of dollars assessing potential demand and there's a reason that Mazda has decided to shift their marketing strategy from "Zoom Zoom" to "Luxury on a budget."
    1
  4516.  @ctranger  You could be right but not necessarily. Remember that the CX-3 is built on the Mazda2 platform, a vehicle that isn't available in the US. Generally, smaller vehicles that do well are much less appealing to US consumers. I may well be that Mazda will continue the CX-3 in markets where it sells relatively well and the Mazda2 is popular while killing it in the US.
    1
  4517. Time will tell but dealers differ significantly in terms of their use of "market adjustment" second stickers. My local KIA dealer, for example, never sells even the Telluride above MSRP. The unfortunate side effect of that practice, of course, is a longer waiting list for a Telluride but that's an inevitable effect of strong consumer demand.
    1
  4518. Tesla does not make their vehicles available for video reviews.
    1
  4519. Same here but I wouldn't hold your breath. The fact that KIA is viewing captain chairs as a sign of a premium vehicle means, I think, that they'll put them on the PHEV version just as they have on the hyrid and every trim level above the very lowest in the gas model.
    1
  4520. Interesting but hardly surprising poll results. What many consumers wish for is simply unrealistic. Akin to the near universal demands that the lowest priced trim level of every vehicle have all the bells and whistles of the top trim without increasing the price. And yes, if physics didn't get in the way all EVs would go from zero to 100% charged in five minutes with no waiting at a refueling station. It may well be reasonable to require building codes for new apartments to require inclusion of charging stations but even if that were the case it would require decades for the construction of rental units to make a serious dent in the availability of charging stations. And requiring retrofitting of charging stations to existing rental properties is simply a pipe dream. As far as rebates versus discounts are concerned, the points you make are worth keeping in mind but government sponsored discounts would be unworkable for several reasons. First, such an approach would amount to an extremely unpopular "giveaway" to automakers as the government reimbursed them for the discounts provided to consumers. Second, it would be next to impossible to administer according to the relative affluence of purchasers. A tax rebate can be applied directly to the taxes owed by an individual to the government. Applying a discount at purchase would necessarily involve a dealer explaining to a customer that his lesser (or nonexistent ) tax liability doesn't qualify him for the discount his more affluent neighbor will receive. That's not a task any dealer would wish to accept. Nor would customers be happy to be told.
    1
  4521.  @mamadouaziza2536  Of course there aren't gas pumps in apartment houses. But there would never have been gas stations a block away had it not been for hundreds of billions of dollars in subsidies to the oil industry. Nor would there have been millions of paved roads without similar subsidies. And the death and injury rate on America's highways would not have been radically reduced without government regulation. The bottom line is that the notion that unregulated "free markets" are all that's required to spur innovation is an adolescent pipe dream.
    1
  4522. KIAs are no longer a "cheap" brand alternative but they remain a "value brand." And that means aiming for a price point that's largely determined by the competition in a particular national market. The top trim Sorento SXL X-Line has an MSRP only very slightly more than last year's top trim. And it comes with a new engine rather than the long-in-the-tooth V6 and a major redesign, all of which has to be paid for.
    1
  4523. So the lesson here is that once Apple abandons its own apps and adopts the far superior google apps, it will come close to Android Auto. Got it.
    1
  4524. Nicely done, Laurie. Especially considering the cast you're working with. :) The K5 is indeed impressive. Personally, I prefer its looks to its close relative, the new Sonata. Though to be fair Hyundai has managed to discipline their usual tendency to overstyle their vehicles in the Sonata. (Lookin' at you, Palisade.) The K5 lacks the Sonata's Big Mouth Billy Bass grill and that's all to the good, imo. Some will be disappointed that the K5 offers AWD only with the base 1.6L turbo engine rather than with the 2.5L turbo in the GT model. It may be disappointing but it's not surprising. Toyota doesn't offer AWD with the V6 Camry and Nissan doesn't offer it in the Altima VC-Turbo. It's an issue of slow sales for the top trim performance models. There's nothing a dealer hates more than having an expensive (and more profitable) model of a vehicle sitting unsold on the lot for an extended period until it's finally sold at a steep discount. And if dealers don't order such models, manufacturers won't build them. In any event, it's noteworthy that KIA is even offering an AWD version of the K5. The Sonata doesn't have AWD on any model. In terms of engine choices the base 1.6L turbo appears to be shared with several other Hyundai and KIA models (though KIA claims it's a "new" motor.) The 2.5L turbo is shared with the 2021 Sorento and Santa Fe as well as being the base engine of the Genesis GV80. (Different tunes, of course.) If Hyundai is prepared to put it in the Genesis along with a long power train warranty I suspect it will last. It's difficult to tell solely with the photos but it appears that the K5 and the Hyundai Sonata follow a pattern similar to the Telluride and Palisade with the KIA being a bit more sporty, like the Telluride, and the Sonata leaning a bit more toward luxury, like the Palisade. Pay your money and take your choice.
    1
  4525. I'm coming around a bit. When manufacturers began perching infotainment screens on the dash it looked like an afterthought. I have two vehicles with the screen integrated into the top of the center stack and I don't consider them distracting but I can understand the advantage of placing the screen a bit higher. Perhaps my acceptance of the alternative design is a result of familiarity as well as a more integrated design.
    1
  4526. In addition to Alex's comment, dropping the third row from the Sorento would put it directly in competition with the Hyundai Santa Fe, a vehicle that's virtually identical to the Sorento except for its turbo4 engine. As it is, the Hyundai/KIA conglomerate has complementary vehicles that speak to somewhat different market segments.
    1
  4527.  @ezbacc  I think you'd better check your source. The K5 GT-Line with a 1.6L engine offers AWD but the GT with the larger 2.5L engine is available only in FWD form in both the US and Canada.
    1
  4528. C'mon, Roman. Sony invented the home video recorder with the Betamax. It was soon replaced by VHS recorders. Ford pioneered the affordable car with the Model T. Within a few years GM outsold the Model T with a Chevy. And like those cases, Tesla deserves an award for pioneering a high performance, relatively affordable EV. But many "pioneers" died on the Oregon trail and the West was settled primarily by those who ventured there on railroads. You of all people should be aware of the "delights" of having a rear taillight repaired on a Tesla.
    1
  4529.  @carbuzzcom  Hear! Hear! The Accord 2.0L turbo is a fine car but very very few consumers are going to cross shop it against a GLI.
    1
  4530. Since it's an all terrain vehicle, how about how well it survives dropping it from a 500 foot cliff. Top speed isn't the most appropriate test of every single vehicle.
    1
  4531.  @jim76hr  Are you referring to top speed or survival from a 500 foot fall? If "views" is the only objective, I'd think the latter would be more effective.
    1
  4532. Real men LIKE mud! :)
    1
  4533.  @omelborpon3159  Seriously, Omel. I don't know of a single manufacturer who includes mud flaps as standard equipment on their vehicles. There may be some but in my experience they're always options.
    1
  4534.  @mountainhobo  Not a viewer of PBS, I assume.
    1
  4535. Another entry in the "Brontosaurus" SUV category. So named for its massive size, its fondness for drinking the liquid remains of its ancestors, and the long term viability of the species. It may not be done in by a giant meteorite but it's very likely to be extinguished as a result of the threat posed by EVs, hybrids, and fuel cells.
    1
  4536.  @ekgcanadianenthusiast9961  That was the claim about the Telluride. "Who would pay $50K for a KIA?"
    1
  4537. The US Passat is built in Chattanooga, Tennessee.
    1
  4538. I've had three GTI's in rainy Seattle and never had a problem with the sunroof. Ever.
    1
  4539.  @GOODSATIVA  Or perhaps you were especially unlucky. There's a risk of basing one's decisions on "what (you've) heard," especially from anonymous unverified comments on the internet. The fact is that cutting a large hole in the roof of any car and replacing a portion of the roof with a movable panel will occasionally lead to leakage, especially if maintenance of the seal is neglected. You don't mention the age of your MK4 but it was first available 23 years ago and last sold 15 years ago in the US. Ever consider that whatever problem you encountered might have been resolved sometime in the last two decades?
    1
  4540.  @GOODSATIVA  Mold??? Ever consider regular maintenance of the sunroof? Rubber seals need care. As for "forums" they're typically only a step above unmoderated random comments on the internet. I belong to a local Seattle very active GTI/Golf R owner group and I could count the number of sunroof leak complaints over the years on one hand.
    1
  4541.  @GOODSATIVA  I'm sure that anyone considering purchasing a 15 year old Golf will be grateful for your input.
    1
  4542. The motorized third row also reduces the cargo space behind it by three cubic feet compared to the Telluride. And frankly, I trust my arm to avoid reliability issues more than an electric motor. But I'm not built like a T-Rex.
    1
  4543. Ford doesn't expect the Escape to see many "forest trails."
    1
  4544. Not likely. The dominance of SUV'CUV sales in the entire market is largely driven by female customers who value an elevated driver's seating and perceived safety of an SUV. That's why sedan and minivan sales have tanked. The UV lacks both of these features. It looks much more like what male designers think would appeal to a feminine customer.
    1
  4545. Very, very few reviewers compare the Sorento and Santa Fe. Though I'm sure it's not a requirement to avoid comparisons I suspect that neither brand encourages (and may discourage) direct comparisons.
    1
  4546.  @kadedone  The only "engagement" I lose with the DSG in my GTI is that when I'm driving in manual mode my DSG downshifts to first gear when I come to a stop. And that's only if I choose not to downshift, myself. Comparing a DSG transmission to an autonomous driving vehicle is simply silly.
    1
  4547.  @kadedone  I'm old enough to recall when power steering was introduced as an option on mainstream cars in the early 1950's. The complaints about it interfering with a pure driving experience were suspiciously similar to the your comments about a DSG. "Who needs power steering. Nobody but 'women drivers' and 'sissies.' Real men want don't want some hydraulic system interfering with the control and pure driving experience of non-assisted steering." Power brakes? Same story. "Removing driver involvement from the experience..." "Real men" got over it and very few would give up either power steering or power assisted brakes that were missing on my first car, a 1954 Kaiser. I don't think you have to worry about manual transmissions completely disappearing in some "enthusiast" vehicles where performance is secondary to "involvement" and the take rate on dealer lots is sufficient for dealers not to have them sitting unsold until they have to be discounted heavily. But on most vehicles they'll survive only on lower trim vehicles, if there. It's not a plot. It's the fact that dealers don't order them because they don't want to lose more money on more expensive heavily discounted units. As far as I'm concerned, the level of performance and "involvement" F1 drivers demand is good enough for me.
    1
  4548. 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.
    1
  4549. @Benjamin Burkhardt Not likely. That engine may well be available in the forthcoming Genesis SUV but purchasers of the Hyundai and the KIA care more about smooth, linear acceleration than off the line punch.
    1
  4550. Owned and loved an RX-8 despite its significant flaws. Doug's right about the handling. It was remarkable for its time and still near the top of the list among sports cars. He's wrong, of course, about the looks, especially considering that the car could reasonably transport 4 adults for a reasonable journey (better than almost any 2 dr sports car) and some allowance for that is only fair. As far as weaknesses are concerned the most obvious, as Doug notes, is fuel economy. I was typically gentle with my RX-8 and managed to get 17-19 mpg's but being aggressive could reduce that the low teens. For what amounted to a 1300 cc engine it was ridiculous. But it doesn't end there. Driving an RX-8 was like piloting a 600cc Japanese motorcycle. Torque was virtually non-existent until near the 9000 rpm (!) redline. As I recall the limited torque available peaked at 8500 rpm. It was a great car on a twisting mountain road driven in third or fourth gear. Not so much fun in a daily commute. Doug doesn't mention the most objectionable issue, though. The rotary engine has a single spark plug with the "cylinders" rotating around a crankshaft and compressed fuel/air mixture ignited at the appropriate point in the rotation. The RX-8 suffered from a tendency to flood if the ignition was turned off before the engine fully warmed up. And unlike a conventional engine one couldn't simply wait for a couple of minutes and restart the vehicle. Once flooded the car could sit indefinitely without ever starting again. Even worse, changing the spark plug to cure the problem (until the next time) required towing the car to a mechanic with a lift so the spark plug could be replaced.It wasn't a DIY job. I learned early on to be especially careful about turning off the ignition and found that replacing the battery with a significantly more powerful and larger unit reduced the likelihood of the engine failing to fire on the first try, another source of flooding. (That, however, meant removing the RX-8's engine cover because the battery couldn't be fitted underneath it.) In the last years Mazda produced the RX-8 they dealt with the problem by adding a lighted message to the cockpit warning the driver not to turn off the ignition before the engine reached operating temperature. Not exactly an ideal solution. Nevertheless, I loved my RX-8. It was the most unique vehicle I've ever known and totally reliable with the exception of the flooding problem. My favorite mountain roads circle Mt. Rainier in Washington state and the Mazda was a hoot to take on that 100 mile loop.
    1
  4551.  @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.
    1
  4552. "Death Trap"... That's one form of click bait. :)
    1
  4553.  @ztekz  Facts are facts, my friend. Denying them is no more effective in this realm than in elections.
    1
  4554. 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.
    1
  4555.  @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. :)
    1
  4556. Have to await something more than B-roll video footage supplied by NIssan to make a judgement but the inclusion of a true geared transmission rather than a CVT is a good start. Calling the new models from Nissan a "renaissance" might be an overstatement but I have to admit it was the term that occurred to me, as well. I hate to see any automaker going down the drain so good for Nissan. P.S. For those who care about towing (not me) Nissan's claim that the Pathfinder's 6000 lb rating is "class leading" is a stretch and is true only if the Dodge Durango is considered to be in another class and it's not.
    1
  4557. VW has long "de-contented" GTI's exported to the US compared to Europe. The practice stems from meeting a price point in the US. Europeans routinely pay the equivalent of $50K or more for a top trim GTI. That's an impossibly high price in the US.
    1
  4558. Comes with the optional towing package. Tow rating is 5000 lbs.
    1
  4559.  @sidhu704  The CX-5 sells well for Mazda but to say that it's "one of the best selling mid size crossovers" is a stretch. Its sales are dwarfed by the Ford Explorer, Toyota Highlander, and Honda Pilot. In fact, even calling it a "mid size" crossover is a stretch. It's about the same size as a Honda CR-V and a Toyota RAV4, each of which sells hundreds of thousands more units than the CX-5.
    1
  4560. Considering that the worst selling vehicles of all are full size luxury sedans that would be a rather disastrous decision.
    1
  4561.  @byronrideaux  The problem is that Mazda has been down the road of trying to compete with other "premium" and "luxury" brands in the 1990's. You may not recall the "Amati" brand (or be old enough to recall it) but they couldn't give them away. And even if you don't remember the Amati, I'm sure Mazda executives still have nightmares about it. Mazda's current strategy is to peel off some potential Acura, Lexus, and Infiniti customers with the "Signature" trim of their mainstream models. Unfortunately, in the larger midsize SUV category the CX-9 offers less interior space than a Honda CR-V despite being longer (199") than almost every other competitor, including the humungous VW Atlas, the KIA Telluride, and the the Honda Pilot (among others.) All while offering a turbocharged 4 banger while almost every rival (other than the Subaru Ascent) offers a standard or optional V6. The CX-9 Signature has some very appealing traits but in a category with a "U" in label, a vehicle with very limited "utility" faces major challenges. The advantage KIA has with the Telluride and Hyundai with the Palisade have compared to Mazda is that they were late in offering a 3 row crossover with upscale trim. They had the opportunity to see what everyone else was wearing at the party. The Korean brands are trying the same strategy as Mazda with more appealing vehicles in terms of functionality and versatility. Add to that, Hyundai's "luxury" brand, Genesis, will be offering a true "premium" SUV that's likely to steal sales from Acura, Lexus, Infiniti, Audi, BMW, etc. And while Hyundai has had its own problems spinning off the Genesis brand, they've had the resources to invest in it that Mazda doesn't have. All in all, Mazda faces some major challenges in the larger midsize SUV product category especially in terms of "premium" trims.
    1
  4562. Easy Peasy...if you want a California bear on your forehead. Go to Berkeley, stop at any of a dozen stores and take your pick. Or simply check out Amazon.
    1
  4563.  @tylerpiper3927  Sorry, Tyler. I haven't noticed Mark's specific hat. But I'll keep an eye out.
    1
  4564. Sorry. In terms of performance and other specs, the GRM Terrain is simply not competitive.
    1
  4565. 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.
    1
  4566. Very, very impressive. I've been a DCT fan since I opted for VW's DSG in my 2013 GTI when I replaced it with a 2018 model, I didn't hesitate to opt for it over the MT again. I haven't tried other DCTs but reviews frequently cite the Korean versions as less satisfactory. Good to see Hyundai stepping up their game. I'll withhold judgment until Alex reviews the KIA K5 GT but I suspect there will be few differences.
    1
  4567.  @davesearle2766  Same here, Dave. In fact, my 2018 GTI is tighter and quieter than my 2013 GTI, the last year the GTI was built in Germany.
    1
  4568. LIttle if any chance that the i30N will come to the US. Most countries get either the i30N or the Veloster N, not both.
    1
  4569. Very good news! Unfortunately, considering Mazda's history of over-promising, under-delivering, and missing promised dates (sometimes by years), I'll believe all this when I see models sitting on my local Mazda dealer's showroom floor.
    1
  4570. It's the Jetta or the GLI.
    1
  4571. The STi is a FWD vehicle. It's comparable VW is the GTI, not the Golf R.
    1
  4572.  @RichardDurishin  Duh...My error. Sorry. For some reason my dyslectic read of your comment was "Si" rather than "STi" suggesting your reference was to a Honda rather than a Subaru. Apologies.
    1
  4573. Thanks, Donald. Now back to the admittedly more complicated non-conspiracy explanations.
    1
  4574. Sorry to be a prig about this but the CX-30 is NOT a compact crossover. It's a sub-compact crossover with rivals like the Honda HRV, Toyota CH-R, the Hyundai Kona, etc. The CX-5 is Mazda's "compact" crossover. The confusion would probably not exist if it were not for the CX-3, an even smaller sub-compact based on the Mazda2 platform. But while the CX-3 sells well in some international markets it's likely to disappear altogether from the North American market just as the Mazda2 isn't even offered in the US.
    1
  4575.  @DeeeBeee123  There's no question that body-on-frame SUV's have greater towing capacity than unibody SUV's but your language suggests you view vehicles as being involved in barroom brawls with one another. In fact, there's a reason that almost all body-on-frame SUV's have disappeared. People don't like to drive them and they don't provide the same level of utility and interior space as unibody vehicles.
    1
  4576. For some reason dealers aren't excited about having unsold vehicles sitting on their lots for months that eventually have to be sold at a loss. Can't understand that but that's the way it is.
    1
  4577. Hilarious! Are you appearing in the lounge all week?
    1
  4578. Yeah, so capital punishment is appropriate for the kids of "lazy parents?"
    1
  4579.  @decayofalberta1520  What nonsense. And if the kid dies in an overheated car do they still "lose" him/her or do they get to take the body home?
    1
  4580.  @decayofalberta1520  Look. You can make the your same argument that safety systems meant to prevent rather than deal with consequences after the fact could be prevented by driver behavior. Drivers should know the following too closely can lead to a rear end collision. They should realize that driving while tired is dangerous. Changing lanes without checking blind spots can result in horrific accidents. And of course leaving a child or a family pet in a parked, closed vehicle can have tragic consequences. Every one of these conditions can be blamed on the driver who should have exercised "common sense." And every one can result in injury or death to someone other than the driver who failed to exercise that "common sense." You've never left a child in a closed, locked vehicle. And you claim you don't know anyone who has. (Though I'm not sure how you're so sure about the latter behavior.) Neither have I. But the National Safety Council says that in 2018 about 60 kids in the US died after being left in closed cars. The fatality rate of family pets is, of course, much, much higher. And I'm willing to bet that a substantial portion of the parents/owners were conscientious and caring 99.99% of the time. Even the "millennial parents." The point is that seemingly minor errors can lead to horrible consequences. You may never have accidentally left your child in a closed car but have you ever exposed either of your children to any risk, whatsoever? Ever experienced the panic of being in a public space when your child wandered away? Have you and your spouse ever thought the other was watching the kids? Ever been surprised when one of your kids (or a neighbor's child) was behind your vehicle when you backed out of the driveway? Do you keep your children on leashes? The price of sensors to alert a driver that there is someone in a parked car is nowhere near "$4000." And kudos to you for believing you don't need it on your car. But would you pay two dollars to eliminate or significantly reduce the risk to the children and pets in all cars sold if it were a standard safety feature? One dollar? fifty cents? Willing to pay anything to save those kids and pets? Not all risks can be avoided, of course. And true parental neglect should be dealt with harshly. But adopting a holier than thou attitude about parents who fail to protect their children from harm in a single instance and complaining about "millennial parents" is hardly the most appropriate way to deal with tragedy.
    1
  4581.  @decayofalberta1520  You forgot to add, "Get off my lawn."
    1
  4582. That's true of the Honda Pilot and Passport, as well. In the Honda's, however, you have two rows of seats in the Passport vs three in the Pilot. The Sorento has a surprisingly accommodating third row suitable for occasional use. Personally, I prefer the smaller Sorento (189" vs 197" in length) for our family. The 3.3L engine in the Sorento is a bit peppier than the 3.8L V6 running the Atkinson cycle in the Telluride. But the overall performance and fuel efficiency are essentially equal. Since we use the third row of seats rarely but routinely hang a 3 bike rack on the back of the Sorento the 8" difference in length means we can close the garage door with the Sorento and could not do so with the Telluride. However, if one needs a third row of seats on a regular basis, especially for 6 or more passengers AND their gear/ luggage on a trip, the Telluride is the way to go. In terms of overall packaging "efficiency" (passenger space divided by overall length) the Telluride is the most efficient three row SUV on the market. (The Sorento comes in second.) In short, depending on one's priorities they're both excellent vehicles.
    1
  4583. That's in the US market. The Palisade has been available in several international markets for months.
    1
  4584. As the international reputation of brands improve, it's common to adopt common names and naming conventions for models. From a marketing perspective it gives a brand more prestige as a truly international player. The US Forte is the K3 in Korea and the Cadenza is the K7. I wouldn't be surprised see KIA adopt those names in the US over the next couple of years. Interestingly, the K900 in the US is known as the K9 in Korea. Apparently KIA didn't want to encourage jokes about their flagship sedan being a "Canine." Woof, woof.
    1
  4585. 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.
    1
  4586. @Bob A. Bastard Actually, third row legroom (31.1") is slightly less than a KIA Sorento (31.7") and the KIA is 4.4" less in overall length with more than nine cubic ft more overall passenger space (153 vs 144). As far as cargo space behind the third row is concerned, the KIA has 11 cubic ft vs 12 for the Acadia. I have no problem fitting five grocery bags in the rear cargo space of the KIA. Of course, YMMV if you shop at Costco for groceries or have to feed six or seven family members and want to take everyone to the store. Where both the Sorento and the Acadia come up short is hauling six or seven passengers with luggage/gear on a trip. For that a Chevy Traverse, KIA Telluride, or a VW Atlas are the best choices among midsize crossovers. Even better, of course, is a minivan.
    1
  4587. So Stellantis is no longer going to rely solely on the Durango to carry the water in the so-called "midsize" 3 row SUV category. (The Durango's 3rd row is optional.) For the "Baby Got Back" fans, the Grand Cherokee L has the distinction of being the longest entry in that group. At 204.9" in length it beats the bus-like Chevy Traverse by about half an inch. All in all, it appears the GC L and the Durango are similar in the distinct images they project to the Telluride and Palisade with the Durango going for a more "rugged" vibe and the GC L aiming at a more "luxury" feel. If my fantasy had always been tow a boat with school bus I'd look seriously at the Grand Cherokee L. And with its little silver stars and stripes on the door it definitely reinforces the stereotype of Americans' belief that bigger is better.
    1
  4588. Considering that the US version of the Tiguan is called the AllSpace in Europe and considered to be a relatively large midsize SUV, there's little chance.
    1
  4589. 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.
    1
  4590.  @bobs8005  The Palisade has 18 cubic ft of cargo space behind the third row; the Telluride has 21 cubic ft. 3/18 = 1/6 = 16+%
    1
  4591. FWD vehicles outsell AWD models throughout this segment.
    1
  4592. I'm usually not a fan of Hyundai's external designs. They often appear to be the product of a committee that undertakes a final review of a finished design and add creases and bulges here, there, and everywhere. (Lookin' at you, Palisade.) Even when the overall design is relatively coherent (e.g. the new Sonata) designers add a gimmick like the lighted "lasso" stretching from the sides of the hood around the entire greenhouse. Not in my opinion a decision that will age well. With all that said, however, the Ioniq5 appears to have escaped relatively unscathed. The creases and bulges don't appear to be add-ons but part of an overall coherent design. And unlike some of Hyundai's designs that look like spaceships from a1930's Flash Gordon movie serial, the Ioniq5 has a truly 21st century look. Questions abound, however. The Ionic5 vs the KIA EV6 vs the Mustang-E. It will be interesting to which emerges as the most significant Tesla Model Y rival.
    1
  4593.  @KirkKreifels  Sorry, man. Look, I've owned 4 Mazdas over the years. I have considerable respect for the brand's engineering. But the fact that Mazda's 2021 sales figures are better for 2021 than they were for 2020 ignores the fact that almost every automaker has had much better sales in 2021 than in 2020 when there were months in which dealerships were closed due to the pandemic. Of mainstream brands only Ford, and Subaru (barely) are behind their sales numbers for 2020. As a brand Mazda's market share in the US hasn't exceeded 2% since 1994 and has been basically flat for years between 1.5% and 1.9%. Its problems stem in large part from the dismal sales of vehicles in especially popular market categories such as midsize SUVs (where Mazda stands alone not having a two row entry) and sales in the declining (but still significant) midsize sedan category where the Mazda6 has disappeared altogether. As far as the claim that you could "refute (my) last few claims about the CX-5" I'd be interested in hearing your evidence. As far as I know, it remains the case that the CX-5 and CX-30 are the only Mazda model with more than 50K sales through the first 3 quarters of 2021. And the CX-9 remains where it has been for several years, the worst selling 3 row midsize SUV on the market.
    1
  4594. An automaker doesn't become the largest (or some years the 2nd largest) on the planet by building bad vehicles or lacking understanding of their customers want. The RAV4 isn't exciting but the proportion of compact SUV buyers looking for "excitement" is minuscule. All in all, scalding performance and handling worthy of a track day rank about 25th and 30th among their priorities. I haven't driven the new RAV4 but I did have a day with a new Camry hybrid for a day while the family SUV was in for service. Quiet, smooth, and comfortable. Put about 150 miles on it in urban, suburban, and highway environments. And at the end of the day I put about 4 gallons of fuel in the Camry. That alone left me feeling good both in terms of my wallet and in terms of my values. Wouldn't trade our family's KIA Sorento for the RAV4. I value the additional room in the KIA and its occasional use third row. And with hybrid and a PHEV versions of the Sorento coming soon I'd want to compare them to Toyota's offerings. And I wouldn't give up my GTI for almost any other vehicle. But I have to admit that 90% of the time and miles the hybrid Camry had charms of its own worth considering.
    1
  4595. Yeah, right. They'll announce it the day after VW decides to eliminate the Audi brand.
    1
  4596.  @tri3pleagent  There's no question that forced induction from a turbocharged engine and appropriate gearing can produce excellent performance. The issue is the relative durability of such a configuration compared to a larger naturally aspirated V6.
    1
  4597.  @tri3pleagent  Well, of course for a larger engine with a broader power band fewer transmission gears (and fewer potential potential problems) are necessary. Sorry, but the laws of physics haven't been repealed. More moving parts moving faster, propelling more weight means more heat and more stress. And more stress means less durability. It might give you "no hesitation" and I'm sure Ford is grateful that you wouldn't be considering the laws of physics.
    1
  4598.  @davidyoung9443  You're certainly correct that most drivers couldn't care less whether they're driving a geared or a CVT as long as they don't have to shift for themselves. For daily driving in traffic and on crowded highways, they're an excellent design. And even among those who want the "feel" of a geared transmission, the artificial "gears" of a CVT will generally satisfy them. They can be easily programmed to save fuel or emphasize performance. CVT's have already been improved significantly in less than a decade. Geared transmissions will survive but CVT's have some major benefits for most drivers.
    1
  4599. You don't pay European prices for fuel, I assume.
    1
  4600. Need more cargo space? Lots of choices including a Honda CR-V (!) in a package a foot and a half less in length. Don't care about cargo space? You'll sacrifice interior space for performance and handling? In that case, you might want to look at a CX-5 with the same engine/drive train in a vehicle that weighs over 550 lbs less than the CX-9 and not that much less interior room. Ah, but you need three rows of seats. Well, you might want to look elsewhere unless you hate your third row passengers. No ventilation and less legroom than the back seat of a Mustang! Ever tried to sit in the back seat of a Mustang? Mazda builds some fine, highly competitive vehicles in various categories. The CX-9 isn't one of them.
    1
  4601.  @kevinW826  Yes, I've driven one. Looked carefully at the vehicle last year before purchasing a KIA Sorento that's 10" shorter with more cargo capacity (73 cubic ft vs 71 cubic ft) and over 150 cubic ft of passenger space compared to 132 for the CX-9.
    1
  4602.  @kevinW826  Good question. In the first place minivans are even larger and therefore less maneuverable in suburban traffic than most crossovers. Second, the family SUV is my wife's daily driver and she prefers the "command" (i.e. higher) driving position of a crossover. The weakness of the CX-9 is not its overall size, per se. Or even it's cramped space. It's the incredibly inefficient allocation of interior space compared to virtually every other SUV on the market. At 199" long the CX-9 is among the largest midsize SUV's. Only the Durango and Traverse are larger. Yet it's interior space is less than a Honda CR-V or a Subaru Forester.
    1
  4603.  @kevinW826  Sounds like you'd be happy in the backseat of a Mustang then.
    1
  4604.  @dmillzzz1918  Apparently you're unfamiliar with the interior of the SX-L Sorento.
    1
  4605.  @dmillzzz1918  Depends on what you mean by "class." In terms of size the Sorento falls squarely in the category of smaller, mainly two row, midsize mainstream SUV's that range from about 188" to 192" in length along with the Hyundai Santa Fe, the Ford Edge, the Chevy Blazer, the Subaru Outback, Jeep Grand Cherokee, Honda Pathfinder, etc.) What distinguishes the Sorento from others in this group is the third row of seating with more legroom and virtually identical headroom compared to the CX-9. If you're referring to the "class" of features and components, the Sorento shares its transmission and AWD system with the larger Telluride. Unlike the CX-9, the Sorento has a naturally aspirated V6, as do almost all other midsize crossovers with the exception of the CX-9 and an eight speed transmission compared to the CX-9's older six speed unit. The CX-9 "Signature" trim is impressive but the Sorento has better nappa leather upholstery, a panoramic sunroof, an extending thigh cushion for the driver and a far superior infotainment system, also shared with the Telluride. Of course, the biggest difference is the incredibly inefficient allocation of interior space in the CX-9. According to Mazda it has 132 cubic ft of passenger space compared to the Sorento's 151 cubic ft. Though the CX-9 is 10" longer than the Sorento, it has less overall cargo space. (71 cubic feet vs 73 cf.) As just about everyone agrees, the Telluride is an awesome crossover and sets the standard in the larger midsize 3 row segment. That's not surprising given its more recent design than the CX-9 and the Korean brands' focus on value for the money. But for my smaller family (2 adults, a teenage daughter, and a big dog) the more compact Sorento offers more maneuverability and parking convenience (especially in a crowded garage with a hitch mounted bike rack). It's hardly noteworthy that the Telluride offers far more than the CX-9. More noteworthy is that the Sorento does as well.
    1
  4606. @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.
    1
  4607.  @zigzig5126  Well, technically the current Telluride is a 2019 model so I hope the dealer meant to the 2020 model. If not, KIA's going to lose a boatload of sales as a result of the long wait.
    1
  4608. Uh.......The Escape can accommodate 6 sets of golf clubs but only 5 passengers? Does the odd man out go on the roof?
    1
  4609.  @USA____  No such model any longer. It's the Edge ST and it will run you about $50K MSRP.
    1
  4610. Manufacturers typically refuse to comment on future plans for new models. But in the case of Mazda, the response has been a firm and often stated, "Absolutely NOT!"
    1
  4611. More nonsense from the lunatic fringe. For example, a "signed affidavit" is not "evidence" unless it's entered in court and the author is subject to cross examination, a step that Trump lawyers have largely failed to take. The fact that such an affidavit is "notarized" is nothing more than the statements were made by the person who signed the affidavit. Not that the evidence is actually factual. The fact judges of all stripes have found the "affidavits" to be either unpersuasive or unrelated to any claim of voter fraud explains why virtually every legal maneuver tried by the Trump campaign's set of Clown Car lawyers have failed when taken from a press conference to an actual court of law.
    1
  4612. Can't speak for a Hyundai. I've never owned one. But I suspect my experience with two KIA Sorentos (2012 and 2018) applies since it's a close cousin of the Santa Fe. What I've noticed about the brand is a commitment to continuous improvement from one model year to the next even between mid-cycle refreshes. Our Sorento is my wife's daily driver and our long distance "family truckster." Before purchasing our 2018 model my wife made a list of the issues she had with the 2012 model and features she would like to have on a new vehicle. Literally every item she had on her list, and more besides, were corrected or included in the 2018 vehicle. I don't doubt your experience with the Volvo. (I've owned two and was very fond of each.) But apart from the huge difference in price I have to say that neither of my Sorentos ever had the number of small, annoying issues (often electronic related) that the Volvo's suffered from. No catastrophic or even serious problems but just one small issue after another throughout their lives.
    1
  4613. We have our second Sorento SX-L for many of the same reasons.
    1
  4614. That's a possibility but Mazda faces a challenge in doing so as long as they hold onto their turbo 4 in the CX-5. The massive exhaust manifold and associated turbo hardware is mounted behind the engine. It increases the length of the vehicle by nearly a foot and significantly limits interior space. The CX-5 is 179" long. To make it competitive in terms of interior space it would have to be more than a half a foot longer and that would make it the longest SUV in the compact class.
    1
  4615. Just one more piece of evidence (of many) that Canadians are SO weird....uh, well...so "unique." Living currently in the Pacific Northwest and years ago near Detroit, I've had the opportunity to see a lot of Canada over the years. What I've learned is that it's like being transported to a parallel universe which seems at first glance to be largely indistinguishable from the US but on closer and more extended inspection seems, well there's no other word for it, "alien." Canadians are almost unfailingly polite compared to "US'ers. (I won't say Americans because we're all (North) Americans.) Not in the southern US sense of "friendly," but in a sort of reserved way that recalls the good manners your parents taught you and you abandoned years ago. No doubt there are xenophobic Canadians but they don't hold huge rallies where foreigners and immigrants are denounced by their political leaders. In fact, much of the population of Hong Kong moved to Vancouver over the last few decades. And Toronto has been transformed from a sleepy, parochial city to one of the most international cities on the planet. Canadians have a different vocabulary. They punctuate every two sentences with "eh". They mispronounce "about" as "aboot." They have an entire province where speaking English makes you an outsider. But they also have an entire city (Victoria) that appears to have been transported brick by brick from Great Britain. Their version of the Rocky Mountains is more gorgeous and far cleaner than ours. (Apparently, Canadians consider littering to be a capital offense except that they don't have capital punishment.) Many Canadians hunt but they don't hunt one another nearly as frequently as we do. Canadians adopted the metric system with few issues in the 1970's while the US reacted as if it was a commie plot. The put gravy on their french fries. And some guy named Tim Horton supplies coffee to the entire country. Now it appears there's a thriving Plymouth Prowler cult of which I was completely unaware. Perhaps I just haven't paid attention but the closest corollary I can think of is the hardy band of Pontiac Aztek owners in the US. There may well be a Canadian version of that, as well. I wouldn't be surprised. Congratulations, Yuri. Your new car looks like a hoot, eh...
    1
  4616. 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.
    1
  4617. That's unlikely to help Mazda3 sales much. Sedan/Hatch sales are very soft and performance models add little to those sales. For example, sales of Toyota Camrys with the V6 engine constitute only 5% of all Camry sales. And if Mazda follows the trend of other automakers in offering higher performance engines only with FWD putting the extra ponies down on the pavement will be an issue in the Mazda3.
    1
  4618.  @paulpellico3797  Happy to hear about the "beto" stickers in Texas but obviously YMMV. :)
    1
  4619.  @paulpellico3797  Off topic but current polls suggest that the strength Beto demonstrated in 2018 is carrying over to support for Biden in 2020. Biden may not win Texas but it's likely he won't have to and if he does, it will be a national landslide. BTW, I lived in Austin for about 10 years and never felt ill. Unfortunately, the summers finally drove me out of Texas to the Pacific Northwest. :)
    1
  4620. A Mustang or a Camaro?
    1
  4621. The Palisade's near luxury vibe is designed to appeal to international markets in Asia and Europe. North Americans find "rugged" luxury far more appealing than consumers in those markets.
    1
  4622.  @Jaredscott89  No, the Wankel rotary was invented many years ago. There are reasons, however, that no modern vehicle is equipped with the engine. Horrible fuel efficiency. Great handling that could only be enjoyed at WOT. Mazda tried it on three models (Cosmo, RX-7, and RX-8) before giving up. As for my "skill set" I'm no F1 pro but I have owned a variety of sports cars over multiple decades of driving so I'm no novice. The RX-8 was an interesting and in some ways very appealing vehicle. But its faults cannot be denied.
    1
  4623.  @SuperSick  You're correct. I learned that little fairly early on in my ownership experience. But it wasn't a foolproof solution to the problem. I also replaced the battery with a larger, more powerful unit that provided some additional insurance but that meant eliminating the engine cover. Finally, my home had a very steep uphill curved driveway from the garage to the street. Occasional ice on the driveway meant backing out of the garage was nearly impossible without risking killing the engine. In those cases I learned to park the car on the street above the house. All in all the positives of the RX-8 were overwhelmed by its weaknesses. When I purchased the car I was intrigued by the rotary powerplant, but it's not an approach I would ever purchase again.
    1
  4624. "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. :)
    1
  4625. Of course VW could offer the same features in the US as in Europe and charge an additional $15,000 to match the European price.
    1
  4626. Here's a solution for all of General Motors' many problems. Take the designers and engineers associated with the Corvette and put them in charge of the entire GM lineup. Not because every vehicle should be a Corvette clone but because the new Corvette demonstrates the ability to hit a design/engineering target at a particular price point. The result is an extraordinary value proposition. Hyundai/KIA has shown what imaginative and competent management/design/engineering teams can do to produce an entire range of outstanding vehicles. GM doesn't have to import such individuals from outside the company. They've already proven what they can do with the Corvette.
    1
  4627. The worst selling mainstream 3 row midsize SUV in the US in the first half of 2020? The CX-9 with 13,451 sales. (14th out of 14 models.) The second slowest selling vehicle? The VW Atlas with nearly twice as many sales (24,972 units). The combination of a cramped interior (Less cargo space than a Honda CR-V and every other midsize crossover) , an aging 4 cylinder turbo engine and 6 speed transmission shared with the Mazda6 and the CX-5 (and soon the CX-30 and Mazd3) in a vehicle near the top of all midsize SUV's in overall size. (Only the Dodge Durango and Chevy Traverse are larger.) is a recipe for dismal sales. A few minor updates in a unique "Carbon Edition" isn't going to help. The CX-9 desperately needs an entire makeover in a new generation. With the exception of the CX-5 Mazda's entire lineup is in desperate straits. No vehicle more than the CX-9.
    1
  4628. For years members of the Subaru fraternity were forced to make excuses for the budget interiors of their vehicles that helped pay for the brand's unique commitment to AWD. That weakness finally dawned on Subaru and the new models reflect the upgrades. Likewise, the 2.4L turbo in the Legacy (and the Outback) is a significant improvement (and far better suited to those models than to the very slow selling Ascent.) Unfortunately, the styling of the Legacy, despite some updates, remains "frumpy" compared to its rivals in the midsize sedan category. And Subaru's devotion to their version of a CVT transmission doesn't help. (CVTs have improved significantly in recent years but they remain a black mark for many consumers.) The result is flat sales compared to the first half of 2020, an especially problematic comparison given the fact that sales in the first half of 2020 was a pandemic casualty. Overall, sales of mainstream midsize sedans in 2021 have improved by 23% over 2020. The Legacy sale are up only 0.38%.
    1
  4629. I was impressed by the Stinger when it was introduced and I remain impressed. Have to say, though, that this particular color appears to have been aimed at customers in Austin, Texas, Knoxville, Tennessee, and Syracuse, New York. Many years ago it was reliably reported that a large portion of orange Oldsmobile Cutlasses were parked in lots next to UT sorority houses in Austin. I suspect the same phenomenon may await this version of the Stinger. :)
    1
  4630. Here in the US we won't be seeing the MK8 until the 2021 model year and even then the range is likely to be just the GTI and Golf R with no basic Golf. Nor will we see the range of engines available in Europe. VERY unlikely that VW will offer a diesel here. Diesel-gate more or less assured that. The lower power petrol engines won't be offered if the basic Golf is not offered here but the GTI and Golf R will undoubtedly see a (probably modest) power bump compared to the MK7.5 versions. Hybrid versions? Possibly but don't bet on it. As far as many of the other bells and whistles in the European MK8 versions VW typically "de-contents" the GTI and Golf R models offered in North America to contain costs. Americans simply won't pay the equivalent of over $50,000 for a GTI as is common in Europe. Thus, the electronic "cockpit" of the current GTI in Europe isn't offered in the US hasn't been offered in the US but it's likely to be available for the 2021 model here. And while a number of individual options can be added or foregone in Europe, US and Canadian versions of the GTI and Golf R come in two or three versions with few or no options available at each trim level. I doubt I'll be replacing my MK7.5 GTI with a MK8 version, at least not when it first comes to the US. But the MK8 looks good at least in its Euro-spec form
    1
  4631. 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!
    1
  4632. Not all dealers. My local dealer in the Puget Sound has a policy of not adding a "market adjustment" sticker to any vehicle. Unfortunately, in this case it means that the dealer has a waiting list so long that they can promise delivery of the SX Telluride in January, 2020 if it's ordered today.
    1
  4633.  @AAutoBuyersGuide  Good point, Alex. Putting the Sorento on the new platform ahead of the Santa Fe is, as you imply, a departure from past practice. In the last several years, for example, the Santa Fe has received some bells and whistles (e.g. digital dash, rear seat alarm, etc) a model year or so ahead of the Sorento. Interestingly, though, I noticed you referred to the Santa Fe as a "midsize" SUV. That's been the case in the past but Hyundai has priced (and marketed) it as an alternative to a top trim CRV or RAV4 while the Sorento with its standard 3rd row and V6 was more firmly in the midsize category. Though the Santa Fe is still a two row vehicle and Sorento a three row SUV, the two now have the same engine choices. Each is a very good vehicle, imo. My wife and I have owned two Sorentos and I'd be thinking about the new generation except that I'd have to pry my wife's cold, dead fingers off the steering wheel of her 2018 model. :)
    1
  4634.  @markmiller3279  As far as the Sorento is concerned, the third row, while cozy, is hardly "puny." The legroom, for example amounts to 31.7". That's a fraction of an inch more than the Telluride (31.4") and a full 4" more than the Toyota Highlander. As far as adding weight is concerned the current version of a fully loaded AWD Santa Fe comes in at 4085 lbs. compared to the Sorento's 4101 lbs. A 16 lb penalty is hardly a significant advantage. The underfloor storage the Santa Fe provides is an advantage but it's worth noting that it can be accessed only if the cargo floor above is empty. Otherwise, whatever is sitting on the cargo floor must be removed to make use of the underfloor storage. Our family of four (2 adults, a teenage daughter and a big dog) seldom deploy the third row but on occasions when we chauffeur a gaggle of teenagers or have a need to transport 6 or 7 passengers and the alternative is using two vehicles, it's a great convenience.
    1
  4635.  AKAT1980  I'm afraid you're the one that's "miss informed" (sic). Do you seriously believe that manufacturers don't understand the markets at which they aim their products? Do you think they spend millions of dollars in market research for nothing? The level of your naivety is truly breathtaking.
    1
  4636.  AKAT1980  Just an appreciation of actual facts and numbers, buddy.
    1
  4637.  AKAT1980  Doesn't the fact that except for some a few dedicated performance models the manufacturers who even offer MT's limit the availability to lower trim levels suggest to you that they believe they cannot make a profit on such vehicles? If an MT vehicle is going to sit unsold on a dealer lot until it's heavily discounted doesn't it make sense that a manufacturer would prefer it to be a lower profit basic trim? And apart from massive investments by manufacturers in market research who do you think knows most about what customers are demanding? Dealers. And if significant numbers of customers were demanding MT vehicles don't you think dealers would pass on that information to the manufacturers? Are you under the impression that manufacturers and dealers are involved in a vast conspiracy to deny MT vehicles to customers with the object of reducing their own profits???? Grow up. When you get to high school take a course in basic economics.
    1
  4638.  AKAT1980  Uh huh... I'd disagree that a boxer design is "outdated." And so would many Porsche owners. But lets go with your flawed analogy. How many manufacturers build any car priced "35k to 50k" with a boxer design? One. And how many of Subaru's models mate that engine with an MT? Exactly one, the specialty sports car, the BRZ. And how many BRZ's were sold in the US in 2018? 3834. The sister vehicle, the Toyota '86' did a bit better with 4133 vehicles sold in 2018 but that includes an AT option not available in the BRZ. And for 2019 Toyota reports sales are down 31% compared to last year. As already noted, manual transmissions will undoubtedly survive in a few specialty performance cars, not because they provide better performance but because that market is the only place where they make economic sense. And even among expensive luxury sports cars AT's (frequently automated manual DCT transmissions) account for a majority of sales. The only thing that will change this picture is if every internet fanboy who decries the limited availability of manual transmission vehicles pledges to buy several dozen. And since most of those fanboys can't afford one, much less a dozen, that ain't happening. P.S. You may be "smarter than a fifth grader" but even my eighth grader can read sales figures.
    1
  4639.  AKAT1980  Buried in facts, eh.
    1
  4640.  @LG-yu8yx  That's certainly a factor along with the preference of self-proclaimed "enthusiasts" for MT's in performance vehicles. MT's aren't going away in those vehicles. And in a few cases such as the STI, the Civic Type R, and the Veloster N they may be the only choice. But even in performance vehicles the availability of transmissions that allow a driver to choose manual or automatic mode and the fact that MT's simply cannot compete with the speed of shifting in modern non-MT's (especially those with DCT's) means that MT's will continue to be a niche choice.
    1
  4641.  @RichardDurishin  The factory warranties for Subarus are 3 years/36K miles (bumper to bumper) and 5years/50K miles for the engine and drivetrain. VW's factory warranties are 4 years/50K miles for both bumper to bumper and engine drivetrain.
    1
  4642. @Brendo Xd Thanks. Was hoping to hear from Moscow.
    1
  4643. Most compact (and especially sub-compact) SUV's should be called "Hatchbacks on Stilts."
    1
  4644. Come on, guys. 0-60 times and stoplight to stoplight drag racing are hardly top priorities for midsize crossovers. But if you're going to do it, don't handicap the Ford Edge with a 2.3L four cylinder against MUCH larger V6's in the Murano and the Passport. The proper comparison is with the Ford Edge ST with a 2.7L twin scroll turbo V6. And yes, the Edge ST has a "much bigger motor" than the Titanium trim's 2.3L Ecosport engine, but the Murano and the Passport still have engines nearly 30% larger than the Edge ST's 2.7L turbo. All this comparison actually demonstrates is that AT A MILE ABOVE SEA LEVEL a turbo charged four cylinder engine will perform at least as well as a naturally aspirated V6 "with a much bigger motor". That ain't a "man bites dog" headline. Put Ford's 2.7L turbo against either the Nissan or the Honda at any elevation and it will blow their doors off. As noted, midsize crossovers aren't designed to compete with Mustang GT's, V8 Camaro's, or Dodge Challenger's. But if you want a "performance" crossover at $50K or less is your thing, the Ford Edge ST is the only game in town. The Passport is undoubtedly a better overall two row crossover but it's not the "quickest" mainstream crossover choice.
    1
  4645.  @NukePooch1  I won't debate 0-60 times. They're far too heavily influenced by factors such as elevation, temperature, tire wear, pavement, driver skill, etc. But C&D puts the Edge 0-60 at 5.7 seconds, a tenth of a second slower than last year's Edge Sport. Ford claims 5.9 seconds (which they claim is quicker than last year's Sport.) Other publications have reported 5.2 seconds (I have doubts about that.) I'm not sure where you got the time for the Passport but six seconds sounds about right. In any event, I'd put my money on the Edge in most tests if I were betting. I also won't debate the contention that Ford "phoned it in" in giving the Edge the ST badge. Personally, I think applying the ST badge to a two ton plus crossover is ridiculous but Ford apparently believes it's worth the effort in view of the fact that with the exception of the Mustang they've given up on performance passenger cars, at least in the US.
    1
  4646.  @vinceclark6164  I don't think we can resolve the question of whether the Edge REALLY deserves the "ST" badge, Vince. It's not as if there is some independent organization that confers the designation on selected Ford vehicles or even a list of features that Ford claims qualify a vehicle for the badge. It's a badge that Ford uses for marketing purposes. And with the demise of practically all the sedans and hatchbacks in Ford's lineup in the US, they can either retire the designation or extend it to the vehicles they continue to sell. I agree that imposing a set of criteria on the ST badge that Ford, itself, never set (especially a manual transmission) is not appropriate. At the same time, the fact that Ford opted add some features that increased the weight of the Edge without undertaking a serious effort to compensate in a way that improved overall performance smacks of "badge engineering" and dilutes the meaning of the "ST" designation. Whatever that is. As I said in my original post I think excluding the Edge ST from this comparison of the "quickest" midsize crossovers is a mistake. I don't think the changes Ford made to the Edge Sport transforms the vehicle in significant ways or justify the increase in MSRP but that doesn't detract from the fact that if one is looking for a "performance" crossover for about $50K, it's probably the best choice.
    1
  4647.  @ascsu98  If you're looking for a vehicle that will transport six or more passengers AND their luggage/gear for an extended trip, the Telluride should meet you minimum requirements. And do so better than just about any other midsize SUV. But its 21 cubic feet of cargo space, while large for a midsize crossover, is considerably less than the 33 or so cubic feet in the Sedona. As far as other features, the Telluride is almost certainly a more up-to-date choice.
    1
  4648.  @garradmiller5025  As a VW fan my wife and I looked seriously at the Atlas last year when we were in the market for an SUV. In the end, it was just too large for our needs and we went with the "tweener" size KIA Sorento, instead. As far as the 4 banger vs the V6, I love VW's 2.0L turbo in my GTI but for smooth power delivery and long term durability in a two ton plus vehicle, I would have opted for the naturally aspirated V6. Obviously, though, the contrary argument has merit.
    1
  4649.  @garradmiller5025  30K for an Atlas is a bargain, indeed.
    1
  4650.  @AbzAden  No port injection. In fact, the Hyundai/KIA engines have not demonstrated abnormal carbon buildup.
    1
  4651. Latest word is "early 2019" release in the US.
    1
  4652. The essential difference between the styling of the Palisade and Telluride? This is all you need to know. The Palisade is built in Korea and aimed at the Asian and European markets. Especially the 800 lb gorilla in the room, China. In those markets the principal rivals are luxury SUV's from European manufacturers and a budget priced near luxury vehicle is very appealing. Again, that's especially true in China where a growing middle class may be able to afford a Palisade but not a Mercedes Benz or a BMW. The Telluride, on the other hand, is designed for and built in America. It's not even offered in international markets outside North America. Not even in Korea. In the US the Telluride's competition consists primarily of a flock of midsize mainstream vehicles from Japan and the US. (Pilot, Highlander, Explorer) A "rugged" image sells very well in America where it's the touchstone of midsize mainstream vehicles. Asian middle class consumers have long experience with "rugged." They prefer luxury at a budget price.
    1
  4653.  @BilalKhan-qj4cr  True. KIA exports about 3,000 Tellurides to Middle Eastern markets. But not to major European or Asian markets.
    1
  4654. I'm a bit overweight and fit just fine in my KIA Sorento. But if I regularly transported six or more passengers I'd look seriously at the Telluride.
    1
  4655. That's a problem only if you don't like any of the colors offered. KIA has the same strategy with the top trim (SX-L) version of the Sorento. By limiting the colors to the most popular they lessen the chance that expensive models in less popular colors will sit on dealer lots for extended periods and have to be sold at significant discounts. And, as Alex notes, the strategy enables KIA to offer a wide range of features at prices that significantly undercut competitors.
    1
  4656. 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.
    1
  4657.  @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.
    1
  4658. Your pal: You stalking me?
    1
  4659. Zerofightervi: Several points. I don't think you can argue that because the streets are packed with tall vehicles being in a tall vehicle has no benefit compared to a vehicle that sits lower than the traffic around you. If I could, I'd ban every vehicle on the road taller than my GTI but since I cannot, I'd have to grant that being in my wife's Sorento provides greater overall visibility than my GTI. I absolutely agree that overall size impacts parking difficulty. On that score, though, my wife's Kia Sorento is the virtually the same length as the Volvo V60 and the Subaru Outback. In fact, it is the Kia's efficient use of space and overall shorter length that led us to choose the Sorento over alternatives like the Mazda CX9. As a result of this discussion I did a bit of research. The best piece I found on the issue of rollover problems with SUV's comes from Consumer Reports. It's noteworthy that CR was one of the original whistleblowers about SUV rollover problems back in the '80's and '90's. So they can't be accused of being biased in favor of SUV's (and crossovers.) Here's the article originally published in 2012 and updated in 2014.: https://www.consumerreports.org/cro/2012/02/rollover-101/index.htm Some highlights: "Although rollovers occur in only about 3 percent of all serious crashes, they account for about 30 percent of people killed while riding in a passenger vehicle...Given the right circumstances, any vehicle can roll over. However, taller, narrower vehicles such as SUVs, pickups, and vans are more susceptible than traditional cars are because they have a higher center of gravity and thus are more top-heavy."... "...When seen in terms of rollover-fatalities per million registered vehicles, all vehicle types have improved, and SUVs have improved the most. According to the IIHS, the rollover driver-death rate among newer (1 to 3 year old) passenger vehicles dropped from 27 in the year 2000 to 6 in 2012. The newest SUVs have lower rates than the newest cars..." "....The improvement might be because more people are buckling up, or because vehicles have better build quality and safety systems, but it's probably a result of both. Either way, it makes sense to choose a vehicle with the most up-to-date safety systems. Especially important are electronic stability control and side-curtain air bags..." So what's the bottom line? () Rollovers are a relatively low risk but when they occur they're especially deadly. () Vehicles with a higher center of gravity, including SUV's/Crossovers but also pickups and vans, are more susceptible to rollovers than traditional sedans, wagons, etc. It's noteworthy, however, that the best selling passenger vehicles in the US are pickups, not SUV's, and few raise the alarm about F150's, Silverados, and Rams being death traps. Wonder why. Perhaps because men love pickups and are less fond of SUV's, especially Crossovers. Just sayin' . () Death rates from rollovers have plummeted since 2000. But most noteworthy is that "...the newest SUV's have lower rates than the newest cars." (!) Considering that the comparison is based on data from 2014 and that safety systems have continued to improve since that time, it's reasonable to assume that the greater proportion of newer SUV/Crossovers in 2018 with advanced safety systems has continued that trend. As I said at the beginning of this discussion, I personally prefer wagons to SUV's/Crossovers. But given the low risk of serious injury/death from rollover accidents in general and the fact that current examples of the latter have a lower risk than comparable model year passenger cars, I'd have a difficult time convincing my wife that she should sacrifice the improved visibility in her Crossover based on the risk of a rollover.
    1
  4660. exes1010: I hope you're not referring to my wife. :)
    1
  4661. 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.
    1
  4662. My impression of the designs is that they seem to reflect some of the same differences in priorities found in the Palisade vs the Telluride. The Sonata emits a more near luxury vibe and the K5 a sportier image. Despite the shared components in Hyundai and KIA vehicles, the design teams are rigidly separated. The result is that Hyundai and KIA manage to offer slightly different vehicles in the same market segment that broadens their combined appeal.
    1
  4663.  @davidm5707  Yeah, the world is going to hell in a hand basket because of the younger generation. Just like Aristotle said. :)
    1
  4664. Interesting comparison. I happen to own both a KIA (Sorento) and a VW (GTI) and respect and like each brand a lot. It's really a comparison between a (North) American version of a European GT and a classic European GT. There's a reason that Americans invented drag racing and Europeans invented rallies. That Europeans race on actual roads and tracks designed to emulate them while Americans race in stadiums on large banked ovals where steering and braking are almost unnecessary. Americans view performance in terms of 0-60 acceleration and quarter mile drag races while Europeans define performance in terms of driving in comfort for hours at well over 100 mph on superb highways and negotiating roads that were originally created a thousand years ago. Mr. Biermann and his associates deserve a lot of credit for the Stinger. They've taken enough of a European GT's DNA mixed with that of an American version of a performance car to be a success. VW won't sell nearly as many Arteons and they don't expect to. VW has found repeatedly that their Euro-spec vehicles face a lot of resistance from Americans and with the exception of a conventional torque converter AT rather than a DCT, the Arteon is almost identical to the version available in Europe. But for those who appreciate the character of a true European GT it hits the mark.
    1
  4665. Common? Neither was ever "common." Well over 99% of all owners never experienced either one.
    1
  4666. Common? Neither issue was ever "common." if "common" means affecting more than 1% of all owners.
    1
  4667.  @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.
    1
  4668. I'll stick with my GTI as a "fun" ride and my Sport Touring CR-V hybrid for family hauling.
    1
  4669. KIA is going to sell more than a few boatloads of Tellurides. But they won't need "boats" since it's being built in West Point, Georgia. As a Sorento owner I'm partial to its "Goldilocks" tweener size (189" long) that's about 8 inches shorter than the Telluride. For our family of two adults, a teenager, and a big dog the Sorento is ideal. But that's us. Others will differ. The Sorento has a somewhat smaller third row than the Telluride (though it has even more legroom) but it's quite adequate for two adults on a local trip. But the Sorento sacrifices cargo capacity behind the third row compared to the Telluride (11 cf vs. 21 cf). So the Sorento is fine for 6 or 7 passengers OR fewer passengers and their gear for an extended trip, but not for both. The Telluride (like the VW Atlas) eliminates having to make that choice. For large families and others who need a vehicle suitable for road trips full of passengers, it's an excellent choice if they don't want a minivan. The Telluride has a larger V6 than the Sorento (3.8L vs. 3.3L). But in terms of performance they're likely be about equal since the Telluride runs the Atkinson Cycle for better fuel efficiency. Each is a tried and true engine. The Sorento's 3.3L mill has been around for quite some time in the Sorento and in turbo form is found in both the Stinger and the Genesis G70. The Telluride's engine is lifted from the Genesis G80. Towing capacity for each model is the same 5000 lbs. There will be the usual complaints about the price and the KIA badge. But the mid-trim (EX) model Doug was driving has an MSRP of about $40K in AWD form. That's an aggressive price compared to comparable rivals and it doesn't take into account the typical discounts that KIA dealers offer. (I purchased a loaded top trim Sorento last year for about $8000 under MSRP.) Even a fully loaded top trim SX has an MSRP under $47K with equal or better features than any comparable rival. And those who think a KIA badge is a handicap haven't been paying attention to sales of the Stinger. All in all, I prefer the Sorento but the Telluride will appeal to many, many others. KIA's only problem I can see is that the top trim 2019 Sorento SX-L AWD has an MSRP slightly above that of a comparable Telluride. Americans aren't known to be willing to pay as much (much less more) for a more compact vehicle so I suspect KIA may have to adjust the price of either the Sorento or the Telluride to deal with the issue.
    1
  4670.  @HiPlains1  Almost right. At mid $40K MSRP the SIgnature trim CX-9 is competing against top trim mainstream crossovers, not even Acura, much less BMW and Mercedes. The CX-9's problem is the competition from Hyundai and KIA with the Palisade and Telluride.
    1
  4671. VW doesn't think North America "deserves" a Euro Passat? Considering that VW could hardly give away the Passat when it was identical to the European version, the fault does not lie with VW. I'm not a big fan of the NA Passat but sales increased substantially when VW introduced the US model.
    1
  4672.  @RaitisRides  For me it was a 2012 Sorento. Never considered a KIA until I bought that car. Six years later I replaced it with the same version.
    1
  4673. I looked seriously at the Mazda6 almost two years ago and compared it to the (then) new generation Accord and Camry. I like Mazdas having owned four of them over the years. And I liked the "6". It came out a close second to the Accord (Touring) on my checklist. I thought (and still think) it's a beautiful car. Not surprisingly it drove well though both the Accord and the Camry had closed the gap in handling that Mazda had traditionally enjoyed. Given the engine specs with its especially strong torque figure I expected it to outperform the Honda and Toyota in standard acceleration tests. Again, that turned out not to be the case but the deficit wasn't too great. Unfortunately, like nearly everyone else I didn't buy one. Midsize sedan sales have been soft for years but no other vehicle has suffered so much as the Mazda6. In the first three quarters of 2020 Mazda6 sales (11,965 sold in the US) are down 31% compared to 2019. And 2019 sales were down 30% compared to 2018. No one expects the Mazda6 to outsell the Accord or the Camry but when it ranks 19th among all midsize sedan sales and trails every other mainstream sedan as well as eight luxury brand midsize sedans, something is seriously wrong. And when the KIA K5 available on sale for only three months in 2020 racks up nearly as many sales as the "6" for the first nine months of 2020 calendar year its a calamity. The problem? To begin the 2.5L turbo 4 is long in the tooth and now available in almost every other Mazda on a dealer lot from the Mazda3 to the CX-9. The 6 speed AT is even more out of date compared to the competition. And while it's adequate for its mission, it's the main reason that rivals with eight or ten speeds are quicker than the "6." Finally, there's the ongoing issue of Mazda overpromising and underdelivering in terms of updates to their vehicles. Contrary to Joe's claim that AWD is an option on the Mazda 6, it's not. As Car and driver put it in September 2020, "There's no word on either the promised diesel engine or the AWD that Mazda announced for the '6' a while ago...we're not holding out hope at this point." The Mazda6 is only one example of the company's severe problems with regard to sales. With the exception of the CX-5 and to a lesser extent the CX-30 sales of literally every vehicle in the Mazda lineup is in the toilet. And that's why Mazda has been seeking massive loans ($2.8 billion) from Japanese banks to survive the pandemic. Find the Mazda6 appealing? Perhaps you should consider getting one soon. I'm sure your local Mazda dealer would be surprised and delighted to see you.
    1
  4674. I can understand that choice if you need a third row only very occasionally and can put a bound and gagged hostage in the third row. I faced a similar choice looking for a three row crossover that I could actually fit in a garage. In my case I went with the KIA Sorento.
    1
  4675.  @clawtoris  You're right, it's not. But the Korean pronunciation is something of a tongue twister for English speakers. A similar issue arises in the pronunciation of Mazda and that's between Canadians and US English speakers.
    1
  4676.  @edm3184  Not among the most popular choices but definitely worth considering.
    1
  4677. Gorgeous....and the car is, too.
    1
  4678. "Give it a manual transmission. That's what people want..." No. It's not. It's what automotive journalists and some self-styled "enthusiasts" want. But with waiting lists for the AT version stretching toward 2021, it's clearly NOT what "people" want. Imagine that you're a Toyota decision maker facing far more demand for the Supra than can be met at the current production level. Do you shift a portion of your production to an MT version and make those already in line wait even longer? Do you expand production on a vehicle for which the profit margin is already so thin (or non-existent) that the mid-level financial folks at Toyota tried to stop the project before it was put into production. An effort that would have succeeded had Akio Toyoda not stepped in and demand it be continued. I'm reminded of an episode of I Love Lucy in which Lucy and Ethel buy a dress shop and find they have few customers. Lucy has a great idea. Sell the inventory at a loss on every dress and order more. "But we'll lose even more money," says Ethel. "No we won't," says Lucy. "We'll make it up in volume!" Face it, folks. The demand for a true two seat, high performance sports car is minuscule. In 2018 Chevy sold fewer than 19,000 Corvettes in the US. Mazda sold fewer than 9,000 Miatas. Each vehicle enjoys a far more iconic status and a heritage than the Supra and each offers an MT option. Toyota sold a grand total of 4100 '86' models and that car has a tiny back seat that arguably makes it a bit more versatile than either the Vette or the MX-5. At an MSRP of $50K or so the Supra is a gift to those who care about sports cars. Complaining that an MT isn't offered while an excellent AT is smacks of looking a gift horse in the mouth.
    1
  4679.  @EngineeringExplained  Jason, I have huge respect for your opinions but to compare the STI, a four door sedan with a two seat sports car is comparing apples with pineapples. Even so, Subaru sold fewer than 29,000 vehicles in its entire WRX lineup in 2018, only a fraction of which were STI's. You might have pointed to the Civic Type R or the Veloster N, as well. But again, neither is a two seat sports car and the sales of each is buried in the overall sales of multiple versions of those models. The actual take rate for those vehicles is very, very low. I didn't say that there was "no demand" for an MT Supra. But if every automotive journalist and self-proclaimed "enthusiast" who complains that the Supra is offered only with an excellent AT purchased 10 MT Supras it still would be a blip in terms of sales and would likely only cannibalize sales of AT Supras and/or delay delivery of the latter models. At a $50K-$55K MSRP, given the cost of development (even shared with BMW), I suspect that Toyota won't make a dime on Supra sales for a decade, assuming the model lasts that long. And like Lucy Ricardo discovered Toyota can't improve its profit on the model by selling more. I thought your review was both fair and balanced; far more so than the cries of despair of the "Save the Manuals" crowd. And for that matter the similar complaints from the anti-BMW crowd. And having driven MT's in so many cars I've owned over the last 50 years that I've lost count, I understand the appeal. But time marches on and AT's and DCT's (automated manual transmissions) offer so many advantages in terms of both fuel efficiency and performance that the future of MT's is no brighter than that of drum brakes and vacuum driven windshield wipers 50 years ago. As I said, the Supra is a gift to those who love sports cars. Just as the E-Type Jag was in its time. Focus on its many strengths and temper the criticism. I think you did that, Jason.
    1
  4680.  @kunalmj  If you think you can actually purchase a base model Genesis G70 for $35K, much less with a dealer discount, you must be shopping at a secret dealer location. Simply looking at MSRP's has almost nothing to do with actual real world purchases, especially for luxury brands that advertise "starting at" MSRP's meant to lure customers to show rooms where they'll typically find that the base model they're looking for "was just sold yesterday. Would you like to look at what we have in stock at $10,000 more?" Luxury manufacturers don't stock many (if any) base models because there is little demand and profits are almost non-existent. It's a marketing tool for the manufacturer and dealer, not a realistic purchasing price for a consumer. According to cars.com there are exactly 15 Genesis G70 base vehicles for sale in the entire United States (out of more than 2400 total). And I strongly suspect that you'll find that no more than two of those are actually sitting on a dealer lot today.
    1
  4681. The 2022 (not the 2021 model hyped in the review headline) Sorento has much to recommend it. The 2.5L turbo engine and DCT is an excellent replacement for the previous generation's reliable but long-in-the-tooth V6. Much better performance and fuel economy. It's an engine that KIA, Hyundai, and Genesis are offering in at least nine different vehicles (by my last count) and has received strong reviews in virtually every vehicle from the KIA K5 GT and Hyundai Sonata N-Line, to the Genesis GV70 and G80. Unfortunately, KIA has committed one major error that's a deal breaker for our family that has owned two Sorentos over the last decade including our current 2018 top trim SX-L version. All but the lowest trims of the 2022 Sorento can be fitted only with captain chairs in the second row. And even for our small family (two adults, a teenager, and a big dog) that's unacceptable. The only way to accommodate our dog is to deploy the small third row bench or keep "Fido" in the cargo hold behind the second row. Using the third row of seats virtually eliminates cargo space beyond a few bags of groceries and putting the dog in the space behind the 2nd row severely restricts cargo space as well. And for families that need passenger space for five humans, as we frequently do, the same is true. The Sorento's occasional use third row is a great convenience and a major reason we chose the Sorento over its closely related cousin, the Hyundai Santa Fe. But to require it to be deployed for passenger accommodations for more than 4 humans (or 3 humans and a big dog) severely limits the Sorento's versatility. Even worse, because a second row bench seat is only available on the lowest trims, it cannot be had with the 2.5L turbo engine as well as a host of other amenities and features reserved for mid and upper trims. We chose our current Sorento over the substantially larger Telluride in part for its price advantage. But more importantly because it's a "Goldilocks" size that both fits easily in our garage and accomplishes its primary mission of easily navigating urban and suburban traffic and parking challenges. Forcing the use of the third row for any load of more than 4 passengers is unacceptable. Sadly, then, we won't be considering the 2022 Sorento despite the fact that we've had excellent service from both our 2012 and 2018 models. We would hate to give up the occasional use of the third row but the Hyundai Santa Fe at least seats five humans (or three humans and a large dog) along with their luggage and gear. Until KIA makes a second row bench coupled with the 2.5L turbo engine available on mid and upper trim Sorentos we won't be purchasing a third version.
    1
  4682.  @RaitisRides  Not so. The current generation Sorento introduced in mid 2021 was (and is) a 2022 model and is so labelled. If you had walked into a KIA dealer before the new generation was available and asked to see a "new" Sorento, you would have been shown the last generation vehicle with a window sticker designating it as a 2021 model. This makes little difference, of course, except in terms of resale where the designated model year has a significant impact on the trade-in or resale value.
    1
  4683. Of course one can also tune a Golf R.The marginal improvement, however, is considerably less given the stock level of tune in a Golf R. Furthermore, a Golf R with 400 HP cannot use that power anywhere other than on a track and then only when one is prepared to spend an arm and a leg to achieve (and maintain) that performance.
    1
  4684.  @ChrisS-nj3ye  Obviously I agree.
    1
  4685.  *_•hxxcker.reshirm•_*  But the most common engine, especially for the upper trim levels is a V6.
    1
  4686. A vehicle designed to excite internet fanboys and draw lookie-loos to Dodge showrooms to ogle a vehicle they can't afford.
    1
  4687. I was struck by the 7.4 second 0-60 time as well. If it's accurate (i.e. repeatable) it will be a problem for that model.
    1
  4688.  @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.
    1
  4689. 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.
    1
  4690. I think the Mazda3 is an impressive vehicle, perhaps the most impressive vehicle in Mazda's line-up other than the iconic MX-5. But as someone who designs human/machine interfaces for a living the dial knob located on the center console required to control the infotainment somewhat obscured infotainment screen located halfway across the dash is seriously sub-optimal. Humans are highly adaptable creatures and undoubtedly one can learn to coordinate the use of the dial and track the action on the screen but it will never be as quick, accurate, or easily manipulated as a touch screen. The reason is simply the wiring of the brain. It requires less complicated brain functionality and is more accurate to use a finger tracked by eye directly on the screen than to split the duties between a hand rotating a dial while tracking a selection located a couple of feet away from the hand. And since both a touch screen and a dial controller require that a driver remove his/her hand from the wheel, there's no advantage on that score. Mazda claims to have adopted the design to eliminate the long reach required to interact directly with the screen but that's a problem introduced by placement of the screen, itself. The only advantage, such as it is, for Mazda's design is to eliminate fingerprints on the screen. But a simple remedy is to carry a microfiber cloth in the car and clean the screen periodically. Human interface design is complicated and automotive applications introduce additional complexity. The optimal solution (except for mute drivers) is sophisticated voice control that largely eliminates multiple deep menu structures in favor of natural language. But while progress on that front is proceeding quickly and some limited forms are available in luxury vehicles, it will take a while before the form of interaction becomes commonplace.
    1
  4691.  @Crosshead1  Just don't spill your coffee on that rotary dial. :)
    1
  4692.  @robertrobinson526  I'm sure you feel exactly as you've stated. I'm simply reporting the results of many, many experiments using various human interface designs. In the case you're noting the interface requires you to use your hand to manipulate the dial and your eye to track the results on the screen; in effect a series of actions that require the brain to multitask. And your attention has to be directed to the screen just as if you are using a touchscreen. Of course, once you accustom yourself to a particular practice it will seem natural to you and an alternative as more difficult and time/attention consuming. But in experiments in which subjects are tested in controlled conditions, a touch screen in which the eye is directed to where a finger is moving is more accurate and faster.
    1
  4693.  2WIREG  The problem with your analysis is that even if you don't have to look at the screen to determine where to touch you do have to look at the screen to determine what your hand motion is selecting. That requires the brain to split its attention between two functions.
    1
  4694. A needed distraction from the pandemic, the criminal behavior of some police officers in too many American cities, and the absence of leadership in Washington DC (to put it as diplomatically as possible) on both fronts. Thanks, Alex. As a Sorento owner I'm anxious to hear anything at all about the 2021 version but in its absence I'll take whatever I can get about its close cousin, the Santa Fe. I'm especially interested in the engine choices. As an owner of a V6 Sorento I was somewhat disappointed, though not surprised, to see it replaced by a 2.5L turbo 4 for 2021. I'm reassured, though, to see that it's a new engine that's going in the Genesis G80 and the GV80 as well as the N-Line version of the Sonata. With Hyundai, KIA, and Genesis all committed to the power plant in such a variety of vehicles(with, I assume, somewhat different levels of tune) I suspect it will be a good choice in terms of performance, fuel economy, and durability. I'm also happy to see the Santa Fe adding a hybrid version. As I understand it, that's an option the Sorento will offer, as well. And considering the success Toyota has had with the RAV4 and the Highlander I expect it will be a strong seller for the Korean manufacturers. (That assumes, of course, that the disastrous 2020 calendar year sales for all brands will revive in 2021.)
    1
  4695. Take a look at the 2020 Outback XT. It may be exactly what you're looking for.
    1
  4696. Likewise important for those whose arms resemble those of a T-Rex and those whose hobby is watching paint dry.
    1
  4697.  @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.
    1
  4698.  @JTube571  I wasn't aware of that practice. Not sure what Hyundai's reasoning is but they may feel that the two models may cannibalize one another's sales.
    1
  4699. In the interest of promoting national unity here are some suggestions for Biden and Trump supporters. Biden Supporters: Don't insinuate that Trump supporters are ignorant numskulls who support any outlandish conspiracy theory put forth by their cult leader. Trump Supporters: Insinuate means to suggest or hint (something bad or reprehensible) in an indirect and unpleasant way.
    1
  4700. Different strokes for different folks, Richard.
    1
  4701. Guys, you're slipping. It was only my affection for you that made me sit through this entire video. Please, please eliminate the mpg competition from the wheel of destiny. And if you're looking for the best lap time in the Miata, put the top up. Open motoring is meant for enjoying the scenery, not for speed. I'll be back for another in the future but I'll never get back the 12 minutes of my life I spent watching this video. :)
    1
  4702.  @sorgster  That's not really debatable, I think. It doesn't mean that a low pressure turbo is unacceptable in terms of reliability but an engine component spinning at several thousand rpm will always introduce an element of risk not present in a NA engine. Physics is physics.
    1
  4703.  @Argedis  I agree with much of what you said. But I think you're making a virtue of a necessity as far as Mazda is concerned. Mazda hasn't "held out on releasing the Skyactiv-X on the Mazda3. As the smallest independent manufacturer they don't have the production resources to release Skyactiv-X engines in the huge US market. It's already available in other markets. Nor do they have the design and production resources to keep up with rivals in terms of new transmissions.
    1
  4704. "All that was old is new again...." My first car was a 1954 Kaiser with an inline 6 that offered a fire-breathing 125 HP. :) I followed it up with a '63 Dodge Dart that got me though college with its famous Slant6. It offered even more scalding performance with 145 HP. 0-60 mph....Well, it got there eventually. I'm not going to be rushing out to get a Range Rover Sport. (Have a kid to send to college.) But I do like SUV's in the RR's size category (192" in length). And I was struck my Alex' comment about the utility of a third row in crossovers of this size. We have a KIA Sorento with a surprisingly accommodating third row for its size (189" in length.) Not suitable for three adults or even for two adults for an extended journey but extremely convenient for occasions when we need to transport more than 5 passengers and would otherwise have to use two vehicles. On the other hand the Sorento offers 3" more legroom and 11" more shoulder room than the RR Sport. And I could buy three Sorentos for the price of the RR Alex drove. :)
    1
  4705. There's always the option of surgery. :)
    1
  4706.  @walt9nic  Oddly enough, automakers design and build vehicles to do more than sit unsold on dealer lots. While virtually every other midsize SUV has increased sales in the first 9 months of 2021 compared to 2020, sales of the Edge (all models) are down 23%. Ford doesn't report sales of individual trim levels (e.g. the Edge ST) but you can be sure it's a small percentage of all sales. As for selling "all they could get off the assembly line", Autotrader reports there are well over 500 Edge STs sitting on dealer lots in the US this morning.
    1
  4707.  @Al-qn3sj  That's not the case. At least not in the US. A top trim Santa Fe (Calligraphy) MSRP ranges from $41,110 (FWD) to $42,810 (AWD). The corresponding to trim Sorento (SX Prestige) ranges from $41,190 to $43,190 plus destination charges.
    1
  4708. I"m puzzled as well, but I suspect it has to do with VW's belief that GTI owners (like you and I) prefer the "punch" of the turbo at lower RPM's.
    1
  4709. Cherish it. No Golf with the 1.8T engine in the US for 2020.
    1
  4710.  @croninsiglos9855  Yes, they are. However, demand continues to outstrip available supply.
    1
  4711.  @2004cyrus  Yes, you're correct about the Tiguan. I left it out for two reasons. First, at 185" it doesn't fall in the "tweener" category I was citing and second the optional third row in the Tiguan is a cruel joke. I drive a GTI and looked seriously at the Tiguan when I was shopping for an SUV last year. I love VW interiors and I liked the overall driving dynamics of the Tiguan. Perhaps because I'm accustomed to the performance of my GTI, however, I found the Tiguan to be rather lazy unless it was put into sport mode. That might have been unfair based on my personal history. Ultimately, my wife and I settled on the KIA Sorento. It's her daily driver and she preferred it. And though we don't use the third row very often, it's surprisingly accommodating when we chauffeur a gaggle of teenage girls around town or need a vehicle that seats six or seven passengers for a short trip and the alternative is taking two vehicles.
    1
  4712. Chances of that happening is zero.
    1
  4713.  @antidote234  It's not an apples to apples comparison. Auto ownership is MUCH more widespread in the US than in Europe where comparable vehicles are more expensive, smaller, and therefore more targeted to those who enjoy driving. Even getting a driver license in most European countries requires passing tougher requirements and is more expensive. Europeans have the option of efficient and available mass transit for short and long journeys that consumers in the US simply don't have. Thus, Europeans who are simply looking for a means of transportation have options that simply don't exist in the US. Comparable folks in the US more or less have to have access to a car. Want more "drivers' cars" in the US? Support and be willing to pay taxes to provide mass transit for those who don't "like to drive a car."
    1
  4714.  @antidote234  That's fairly simple, I think. Quebec is only geographically in North America. Culturally, it's a European province. :)
    1
  4715.  @nelsonvanvickle8862  Boy! Are you misinformed. In the first place there are multiple court cases that all reach the same verdict. Unless an engine modification can be shown to result in a problem directly related to that modification a manufacturer (any manufacturer) cannot deny warranty coverage. That doesn't mean, of course, that a dealer or a manufacturer won't try to convince a customer otherwise but even a strip mall lawyer would win a case where a problem is not directly related to an engine mod. Thus, a clutch replacement in an ECU tuned manual transmission VW could be denied. A failure in, say, the vehicle's electrical system could not. Of course, few consumers want to hire a lawyer to have a press a warranty claim. And for that reason it's advisable to purchase a vehicle from a "tuner friendly" dealer. In my case, the VW dealer from whom I purchased my GTI not only supports the VW warranty in an ECU tuned vehicle, they actually offer the tune, themselves. And when I traded my MK6 Stage I GTI with 80,000 miles, far beyond its original warranty, that dealer certified it as a CPO vehicle with the standard CPO warranty. Finally, I happen to know the dealer didn't sell me a "bill of goods" since I've known several instances in which that particular dealer has honored warranty requests on ECU tuned vehicles. I have no idea if the dealer sought reimbursement from VOA but that doesn't really matter if the dealer honors the warranty claim. And if all that isn't enough, there's still another alternative. APR, the firm that offers the most popular tuning products for VW's offers a backup warranty that matches VW's 6 year/72K mile warranty item for item at a reasonable price. And it covers any issues from a shop of your choice, VW dealers or otherwise. Manufacturers routinely ignore these facts. And some dealers follow suit. But that's simply a tactic designed to avoid honoring warranty claims; it's not a legally supported position. There's no penalty for a dealer lying to a customer. If there were the prisons would be filled with car dealers.
    1
  4716.  @nelsonvanvickle8862  As already noted, I have empirical evidence that the dealer I cited does cover warranty claims on Stage I ecu tunes. Also, as I said, I'm unaware whether VOA reimbursed the dealer. I think what this comes down to is the value of knowing your dealer. In my case I shopped for a GTI at six dealers. The one from whom I purchased the GTI was, I thought, trustworthy and after further investigation I concluded that was true.
    1
  4717. If Genesis can put the new 2.5L turbo in the GV-70 and KIA can put it in the base model GT-Line KIA Stinger, why did Genesis opt to leave the G70 with the same relatively mediocre 2.0L turbo?
    1
  4718. 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.
    1
  4719.  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.
    1
  4720. Unfortunately (or fortunately) many of those who would like to own an MX-5 don't live in Southern California or Florida. Mazda's current RF design is a vast improvement over their previous removable hardtop effort.
    1
  4721.  @indycric  The same feature is available on KIA Sorento. Living in the Puget Sound area we're not challenged very much by winter weather but during the heaviest snowfall in the last 40 years (12"-15") it enabled me to get up my very long, very steep driveway from the street while my neighbors' vehicles (including AWD crossovers) were left sitting on the road.
    1
  4722. Your loss, I'm afraid.
    1
  4723. Wireless bluetooth is part of the GT1 option package on the GT coming in November. See the K5 "build and price" website.
    1
  4724. A more(or less) powerful engine in the Telluride? Ain't happenin'. At least it's very unlikely in the foreseeable future for several reasons. First, the Telluride (and Palisade) has a Hyundai Lambda 2 3.8L NA engine lifted from the Genesis line-up. They are VERY unlikely to do anything that's likely to cannibalize sales of the forthcoming Genesis SUV that will undoubtedly have a large displacement turbo V6. Hyundai already faces major challenges in developing the Genesis brand. They certainly aren't going to add to those challenges. Well then, what about the 3.3L turbo from the Stinger/G70? One of the few weaknesses of the KIA and Hyundai product lines has always been fuel economy. The Telluride/Palisade have an engine that runs the Atkinson cycle, a design that sacrifices some performance in return for better mpg's. The result is an EPA rating essentially identical to the smaller 3.3L NA engine in the KIA Sorento. Considering that scalding performance ranks about 25th among the top 10 priorities of midsize 3 row SUV buyers, KIA is very unlikely to negatively impact their overall corporate CAFE scores with a model that will return a minuscule number of sales. Furthermore, KIA is already selling Tellurides faster than they can build them. There are no magic wands that enable a manufacturer to create additional production out of thin air. If you were a KIA decision maker would you divert production from vehicles that already have buyers with deposits to build vehicles that are unlikely to appeal to many buyers? Finally, and perhaps most important, KIA's business model aims to produce vehicles that hit a sweet spot among shoppers with fewer add on options than their rivals. It's a recipe designed to contain the cost of production. Not only does the Telluride offer only one engine option, it's worth noting that KIA offers fewer color combinations (exterior and interior) in their top trim SX than in lower trims. Further, very few individual options are offered at any trim level. Instead, trim levels carry the bulk of differences and within trims only one or two option packages are offered. Compared to European and American brands where vehicles can be customized to result in literally hundreds of configurations, KIA offers only a few. The effect is to reduce the cost of production across all versions of a particular vehicle. A single production line is less costly than two smaller production lines with the same output. Many of a vehicles components come from third party suppliers. Larger orders from those suppliers give KIA (and Hyundai) an advantage in terms of volume purchases. And by limiting the number of configurations KIA reduces the likelihood that a less popular version of a vehicle will sit for an extended period on a dealer lot, a situation that dealers (who pay daily flooring charges for unsold vehicles) hate. All in all KIA has been transformed from a manufacturer of "cheap" vehicles to a brand that offers highly competitive vehicles with extensive options at a price other brands find difficult to match. There are reasons for that.
    1
  4725. 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.
    1
  4726.  @mrnoname7370  I didn't get "lied to. I just related my own experience. Can you read?
    1
  4727. Point well taken. I have two vehicles with such systems, a Kia Sorento and a VW GTI. The differences are significant in these systems, especially in terms of adaptive cruise control.
    1
  4728.  @SirGregory  Before I owned a vehicle with Adaptive Cruise Control I thought it was a largely unnecessary enhancement to standard cruise control systems. I found out how wrong I was on my first extended trip. I'd estimate that it extends a comfortable distance between stops on a trip by about 25% and makes a huge difference in reducing fatigue on a long trip. Blind spot monitoring is a feature that I think should be required on every car sold, especially in vehicles like Camaros and (to a lesser extent) Mustangs where a driver is sitting in what resembles a large bathtub with high sides and in gigantic 17 ft long SUV's that constitute a moving hazard in crowded traffic. Then there's California where "lane sharing" between motorcycles and cars is legal and a rider can be traveling at 20-30 mph faster than the traffic in a lane he/she is occupying. Even a driver who is accustomed to the practice can be shaken by a motorcycle passing their vehicle at 20-30 mph faster than they're traveling mere inches from their mirrors. (Technically line splitting above 50 mph or traveling 15 mph faster than the overall traffic flow is illegal but those rules are frequently ignored.) I would differ a bit with your recommendation that reviewers attempt to assess these features. I'd much rather see the NHTSA and the IIHS make comprehensive testing of features such as these along with more critical accident avoidance features be part of their certification procedures. That simply because valid tests and comparisons require rigorous standards are expensive to conduct. I doubt the current administration in Washington would show any inclination to expand safety testing and certification for automobiles but IIHS as a creature of the insurance industry should definitely do so.
    1
  4729.  @SirGregory  Right back atcha, buddy. Very worthwhile comments. In the absence of more controlled, detailed, and comprehensive assessments I'd love to see at least an effort from reviewers to look at some of the items you've mentioned. More information, even if it's imperfect, is always better than none. And I'd second your comment about greater attention to headlights. IIHS now includes headlight coverage in their tests. And it's been interesting to see how many vehicles failed or barely passed those tests in the initial year and improved their scores the next year. Both of my vehicles have automatic dimming of headlights and swivel in curves. Those are features that I appreciate in my vehicle but I would LOVE it in everyone else's. As I age I find it more and more annoying to be blinded by oncoming idiots who think dimming their headlights is an optional exercise because they're getting older, too.
    1
  4730. Fair enough but they're really apples and oranges.
    1
  4731. I drove a Mazda RX-8 purchased new and owned for about five years. It was an "interesting" experience. The good. Excellent handling sports car. The tiny light weight engine and RWD made for near perfect weight distribution. With a 9000 rpm redline the experience on twisting backroads was not unlike piloting a 4 cylinder 600cc Japanese sportbike. From a distance the RX-8 looked like a coupe or even a 2 seat sports car. In reality it had 2 suicide doors for the back seat and actually accommodated a couple of rear seat passengers for at least an hour or so. All in all it was a beautiful car, inside and out. The bad. It was exhilarating to drive at 7000 RPM and above where it produced about 230 HP but it was a dog in stop and go traffic where revving the engine to 7000 RPM was a ridiculous way to drive. The rotary produced a dismal amount of low end torque, only 159 lbs-ft at its peak and the peak was at 5500 RPM. It was NOT a fun daily commuter in the near gridlock of Seattle. Fuel economy was atrocious. I managed to squeeze out 17-19 mpg with a well disciplined right foot but other owners I knew did their best to exceed 14 mpg. While the RX-8 could accommodate a couple of passengers in the backseat it was a somewhat complicated operation. The front door(s) had to be opened in order to open the rear door(s). Otherwise, the back seat was useful primarily for holding hostages. All of those weaknesses paled in comparison to the flooding issue. The rotary engine was equipped with a single spark plug. (The photos in the video appear to include 2 plugs. That may or may not solve the problem described below.) From a cold start it was absolutely essential that the engine be allowed to reach operating temperature before driving away to avoid stalling. Just as it was absolutely forbidden to turn off the engine before that point. Violation of those rules frequently resulted in the engine dying and unable to be restarted. Any effort to do so only fouled the plug and flooded the engine. Not a problem, you say? Wait a minute and try again? Nope. Once the plug was fouled the car could be left for weeks, even months, and would never ever start again. The only solution was to replace the spark plug. But doing so required putting the car on a lift. So a flooded engine meant trailering the vehicle to a dealer or another spot with a lift and someone familiar with the problem and an appropriate spark plug to replace it. I quickly learned to deal with the problem. But my wife refused to drive the RX-8 after she started the engine in a parking lot and then mistakenly turned it off requiring a tow to the dealer. In the last year of production Mazda finally dealt with the problem. They put a lighted warning message on the instrument cluster advising the driver not to turn off the engine until it reached an acceptable operating temperature. "Does it hurt when you do that? Then don't do that!" said the doctor. Perhaps these issues can be dealt with by using a rotary engine in conjunction with an electric motor. But I'm skeptical that a revised rotary engine is a great option in terms of offering great fuel economy. Perhaps the addition of battery power will allow a car to be driven while the rotary engine warms up. Mazda has decades of experience with the Wankel engine and perhaps using it in conjunction with electrification will finally produce a use for it that doesn't include significant shortcomings. I sincerely hope so but the track record of the Wankel engine in a consumer vehicle is not a happy one.
    1
  4732. "Which one is the new crossover 'King'?" Neither. That title still goes to the Telluride.
    1
  4733. As most folks recognize, the Santa Fe and the KIA Sorento have been nearly identical vehicles for several years. Same size inside and out. Same AWD systems (though labeled differently), same transmissions, same infotainment systems, etc. In the past, however, there have been two significant differences. The Hyundai's engine offerings were all 4 cylinder mills while the Sorento's optional engine was a 3.3L naturally aspirated V6. (A turbo version of that engine was found in the Stinger.) The second difference, of course, was the fact that the Santa Fe was a two row midsize SUV compared to the standard 3 rows of the Sorento. For 2021 the new generation Sorento and the "refreshed" Santa Fe are even more closely related. The number of available seats remains a significant difference but the engine/drivetrain differences of past years have been eliminated, altogether. Each now offers identical engine and transmission choices. Furthermore, the Santa Fe now offers the top trim "Calligraphy" model that rivals the top trim X-Line Sorento. Previously, the top trim "Limited" Santa Fe was somewhat less well equipped than the SX-PP trim of the Sorento and enjoyed a several thousand dollar advantage in terms of MSRP. The new Calligraphy edition comes within about $500 of the MSRP of a comparable fully loaded X-Line Sorento. In effect, what Hyundai and KIA have done is to distinguish the Santa Fe and the Sorento in much the same way as the Palisade and Telluride differ. The Santa Fe, most clearly in the Calligraphy edition, emits a "near luxury" vibe similar to the Palisade while the new Sorento, most obviously in the X-Line version, has a more rugged look and feel similar to the Telluride.
    1
  4734. Excellent review, Mike. Obviously you know your VW's. (Not surprisingly). I was surprised and gratified to see that VW opted not to neuter the engine and drive train from the GTI in the GLI. And given the price points they were aiming for I can understand that some cost cutting was necessary in the GLI. Unfortunately, though, sometimes a minor issue can be major problem, even a deal breaker, for some customers. For me it would be the lack of any HVAC vents, much less separate controls, for the back seat. After providing an unusually roomy back seat for a compact sedan, that's a puzzler. I frequently transport my 14 y/o daughter and big dog in the back seat of my GTI and each (especially my dog) would find that one feature to be a deal breaker or at least a source of endless complaints.
    1
  4735.  @Jeremiah17seven  I shared your comment with my dog. He responded, 'GRRRRRRR...." No sale, I'm afraid. He likes the breeze from the vents.
    1
  4736. Kudos to Toyota and Subaru for continued production of the SubaYota twins. It's not surprising that neither brand is willing to sink much more investment in vehicles to enhance their appeal but like my father used to say about dogs dancing, "It's not that they do it well; it's amazing that they do it, at all."
    1
  4737. It didn't need even the 8 speed. The six speed in the Sport was more than adequate given the engine's torque curve. But there's a major transmission gear race going on among manufacturers who try to improve their CAFE mpg scores slightly with more gears.
    1
  4738. If your priority is a track toy you can't do better for the price than the Veloster N. But for all round versatility and as a daily driver, I think the Civic SI is a better choice. YMMV.
    1
  4739. Interesting. That would be a deal breaker for me. Actually, for my big dog whose second home is the back seat of my GTI.
    1
  4740. You won't see the VR6 again. Period.
    1
  4741.  @jamesengelsman9369  It certainly is. I was surprised (and gratified) to see that VW didn't neuter the GTI's engine and drive train in the new GLI. I'd stick with my GTI for its versatility and my big dog agrees. (I just checked with him.) But the GLI is a handsome and highly appealing vehicle.
    1
  4742. A DCT? Good for Ford! I love the DSG in my GTI. Provides all the control of a manual (because it IS an automated manual transmission) with the option of letting the transmission do the shifting when the situation calls for it. I'm not going to be rushing out to get a 700 HP Mustang but I wonder if the DCT will be offered in the 2.3L Ecoboost base model.
    1
  4743.  @bartiz12  I agree but I'm surprised. I've seen repeated references in the automotive press that claim many motorists aren't comfortable with DCT's and prefer traditional automatics. The fact that some manufacturers have abandoned DCT's for torque converters (or even CVT's) seems to support that claim. I applaud Ford's decision but I'd like to know more about their reasoning.
    1
  4744.  @beefjones7546  3,071 to 3,248 lbs
    1
  4745. You're correct. My error. The actual figures are FWD 3071 lbs and AWD 3248 lbs. Lets make it an NFL cornerback then.
    1
  4746. Rebates, especially in California.
    1
  4747. A three cylinder 257 HP engine without the heritage or the versatile interior space of the GTI? I don't think so.
    1
  4748. Why is this so surprising? When manufacturers provide test cars for reviewers in, say, California, they often have Texas, New Jersey, or Georgia plates.
    1
  4749.  @earlharden175  You could be correct, too, Earl. My guess is based on the fact that the Palisade's original design was drawn up by Hyundai's California design studio. But since the Telluride was designed by KIA's California based designers, it kinda undermines my guess. :)
    1
  4750. I think you answered your own question. Hyundai has Genesis; Kia doesn't have to. A separate luxury brand requires a huge long term investment with highly uncertain results. Hyundai/KIA has done an awesome job of designing/engineering vehicles that appeal to separate sub-segments of the market with shared components (G70 and Stinger; Sorento and Santa Fe; Telluride and Palisade.) Luxury vehicles are a different ballgame with much smaller markets to divide.
    1
  4751. Cargo room behind the third row in the Telluride is 21 cubic ft. The VW Atlas is 20.5. The largest cargo space in the category is the Traverse/Enclave at 23 cubic ft.
    1
  4752. Runs fine on regular. Several manufacturers have vehicles that do so. They tend to tout the 93 Octane numbers as a marketing tool.
    1
  4753. 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.
    1
  4754.  @FlyGuy457  Ah yes, the standard chorus of "What about resale???" Here's my experience. In 2018 I traded a top trim 2012 KIA Sorento for a comparable 2019 model with a NA V6, three rows of seats (with a third row considerably more generous than a Highlander) and a tow rating of 5000 lbs. (Identical to the Highlander.) I"d driven the 2012 model for slightly over 80K miles without a single problem. Had the 5yr/50K bumper to bumper and 10 yr/100K power train warranty been 30 minutes and 20 miles, I would not have spent a penny more over seven years. The dealer gave me within $800 of the KBB estimated trade-in value of a comparably equipped, similar model and condition 2012 Toyota Highlander. But I had paid over $6000 less for the 2012 Sorento than the best offer I'd received from a Toyota dealer. A little arithmetic indicates I saved over $5000 over the two transactions (purchase and trade-in). Moreover, the dealer sold my 2012 vehicle in less than 48 hours for $2000 more than he paid me. We both made out extremely well. The key to saving money in resale of a vehicle is two-fold. First, since depreciation is based on MSRP every dollar less than MSRP you originally pay is a dollar in your pocket. Second, hold onto a vehicle for at least five years since the resale advantage of a more popular and expensive vehicle shrinks to almost nothing as they age. Finally, if you "buy two cars a year," you have a VERY expensive hobby regardless of what brand you buy.
    1
  4755.  @FlyGuy457  Well, vehicle choices are subjective, of course. But I can't agree that when like trim levels of comparable vehicles are examined Hyundai and KIA are significantly short of Toyota quality, reliability, or design. And that's not because I see Toyotas as less than excellent vehicles. In my case, I seriously compared top trims of the KIA Sorento and the Toyota Highlander in late 2018. The features of the Sorento were considerably more extensive than the Toyota. The infotainment system was far better. The quality of materials including the nappa leather upholstery was superior. The KIA provides a manual locking 50/50 differential in its AWD system that the Highlander lacked. The third row provided considerably more room than the Highlander. All while the real world purchase price was thousands of dollars less. The current Highlander represents a major upgrade compared to the previous generation. But despite growing several inches in length its 3rd row still offers more than 4" less legroom than the smaller Sorento. And KIA doesn't make the ridiculous claim that its rear seat can accommodate three humans as Toyota claims by simply putting three seat belts in its tiny third row. I wouldn't make the same claims about every KIA vs Toyota vehicle. Nor even that every trim level of a specific KIA vehicle outshines that of a comparable Toyota. I simply don't know because I haven't done such a comprehensive and detailed comparison of other vehicles from each brand. And I'd readily grant that Toyota currently offers some important features that KIA (and other brands) lack. The most important being their excellent hybrid drive trains. Further, though I'd argue that the margin in terms of reliability of many Toyota vehicles is much less than it once was and in fact insignificant in many cases as other brands have improved their reliability, if I wanted an SUV I could be reasonably certain I could drive for 25 years, I'd buy a 4Runner. Bottom line. Like you I'd readily admit I've become a brand "fan." It's an attitude about KIA I've developed gradually over the last decade. Prior to that time I'd never even driven a KIA much less thought of purchasing one. But I still think it's risky and often inappropriate to compare automotive brands rather than individual vehicles with similar trims aimed at specific market segments. Consumers don't purchase a "brand." They purchase a specific vehicle that may or may not be superior to a competitor.
    1
  4756.  @matthewmiller2219  Yes, and Henry Ford was a notorious anti-Semite. Is either "fact" relevant?
    1
  4757. You should probably take a look at something like the Hyundai G80 or G90 if not one of the (more expensive) European sedans explicitly designed for chauffeured executives.
    1
  4758.  @cdb5001  Oh come now. With the Camry and Prius looking like they're descended from a spaceship in a 1930's Flash Gordon serial, Toyota has that particular trophy.
    1
  4759.  @cdb5001  Well, the appeal of styling is definitely subjective. I've never been much of a fan of Hyundai's design language, either. To me, Hyundai's have always looked kinda "soft." But that's very much a personal perspective.
    1
  4760.  @normt5463  Point made, Norm. But I think very few owners will pack their vehicle to the gills for a journey they're taking alone. A more valid estimate of cargo capacity is the room behind the second row and with the second row folded. And by those standards the Equinox comes up a bit short. Not necessarily a criticism of the Equinox but claiming "best in class cargo capacity" when you can't carry a passenger is a bit unrealistic. By the way, a similar point applies to including cargo space under the floor in the rear of a vehicle. That space can be useful but it's accessible only if the floor above it is empty. And if it's empty the rationale for the underfloor storage is limited to concealing some (usually flat) items.
    1
  4761. 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.
    1
  4762. It's videos like this that are the reason I subscribe to this channel. Awesome job, Jason. :)
    1
  4763. 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.
    1
  4764. Sorry, my friend. Toyota is absolutely NOT going to turbocharge the Avalon, much less give it a twin turbo. You have to recognize that the single most important feature of Toyota/Lexus products is their reputation for reliability. Not only is it the most important, it outweighs EVERYTHING else put together. Anything that threatens to risk that reputation even slightly is verboten as far as Toyota is concerned. If they were to consider a turbocharged performance version, it would be for the Camry, not the Avalon. But rather than turbocharge the 4 banger in the Camry Toyota opts to put the same under-stressed and proven V6 in the Camry as in the Avalon for their "performance" model. Put a 400 HP engine in the Avalon? No way. The bottom line is that Toyota knows its market and it doesn't include consumers who want a 400 HP sedan, especially since such buyers are more likely to "abuse" (i.e.take advantage of) that performance and threaten Toyota's reputation for reliability. What all this means is that Toyota will always be accused of lacking innovative features. There will be no Highlander "ST" to compete against the Ford Explorer. The RAV4 will compete with other compact crossovers not in terms of raw performance but with the hybrid version that cannot be produced fast enough. There won't be a Corolla competitor of the Civic Type R. Want a rugged midsize SUV? Toyota will happily sell you a 4Runner that's barely been changed in a decade but in 2019 had its best sales year in history. Ironically, though Toyota and Lexus remain at the top of the rankings in reliability, their advantage in terms of reported issues has been shrinking for years as other manufacturers have improved their vehicles. But that makes it all the more important (and more challenging) for Toyota to protect its rank as the most reliable brand in the world and even less likely to risk it with innovation and to compete in terms of raw performance.
    1
  4765.  @dwnshft  As I noted in another comment "Sixty is the new forty." If you're in that age group you don't have the option of improving your performance by much but you can get a face lift and a tummy tuck. And as noted above, Toyota knows their customers. :) Excellent review as usual, by the way.
    1
  4766. Looking forward to the new hamster commercials. I'm not sure about the demographic profile of Soul owners looks like but based solely (sorry) on what I see on the streets, it's extremely broad, ranging from 20-somethings to seniors. Expanding the range of offerings is only going to add to that. Clearly KIA (and Hyundai) is doubling down on EV propulsion. With a range of over 200 miles it means owners don't have to recharge every night. And that is a VERY big deal. It transforms the vehicle from a pure urban commuter to a mid-range weekend tripper. And with over 200 HP and nearly 300 ft lbs of torque, it's a subcompact with some serious oomph. The Soul has always been a remarkably versatile vehicle owing largely to its boxy, funky shape. It largely matches or exceeds the cargo capacity and passenger room of the Honda HR-V at seven inches shorter in overall length. (The Toyota CHR trails each.) And it's not just interior capacity. The boxy shape adds to its versatility in terms of what (and who) can be packed into it. It's a vehicle that can transport four adults and their luggage in relative comfort for a weekend trip. That's impressive. It is somewhat disappointing that KIA isn't offering AWD for the Soul. But considering the likely mission of the vehicle, it's probably not a significant negative for most buyers. All in all, it looks like KIA has another winner.
    1
  4767.  @normt5463  I have to admit I know very little about current Mitsubishi products. Their dealer network is sparse and the problems they've faced on various legal fronts over the last decade don't help in terms of promoting the brand. As a dedicated fan of Alex on Autos, though, I appreciate you citing the video.
    1
  4768. The "tweener" sub-category of "midsize" crossovers (190" in length given an inch or two) continues to grow. It's an appealing choice for customers who want a "Goldilocks" size, larger than a compact and smaller than larger "midsize" alternatives. With the addition of the Blazer all the major mainstream manufacturers except Toyota and Mazda have vehicles in the category. All but the Hyundai Santa Fe offer standard or optional V6 engines and all but the KIA Sorento are two row configurations. All in all most manufacturers seem to be singing very similar tunes. Within the category there are significant differences in terms of a balance between on-road and off-road capabilities. The Blazer appears to be aimed toward the on-road end of the scale with vehicles like (some versions of) the Jeep Grand Cherokee at the off-road capable end. None of them have much appeal for dedicated off-roaders but rock climbing isn't the point. I suspect it will sell relatively well but the more capable AWD and somewhat larger interior space of the Pilot may give it an edge. Chevy will counter with more "adventurous" trim options. It will be interesting to see how the various models shake out.
    1
  4769. You appear to be one of the few folks who recognize that the Santa Fe and Kia Sorento are essentially variations on the same vehicle. We, too, went with the Sorento in part because of the naturally aspirated V6. I do disagree a bit with regard to the third row seats, though. As a family of three plus a big dog we don't need the third row regularly, either. And few midsize crossovers (including the Pilot, CX-9, and the Highlander) offer a third row that's suitable for more than five passengers plus gear for a trip.) But the Sorento's third row is actually bigger than either the CX-9 and the Highlander. And we find it convenient when we're chauffeuring our 14 y/o daughter and several of her friends or going out with another family for dinner. (Eliminates the need for a second vehicle.)
    1
  4770.  @ivan72087  Considering that the third row of the CX-9 is mainly suitable for bound and gagged hostages, it's not surprising. The legroom in the third row is barely more than in the back seat of a Mustang. (29.7" vs 29") Ever tried to ride in the back seat of a Mustang?
    1
  4771. It's somewhat more complex than that but you're basically correct. The huge category of what Americans call mainstream "midsize" crossovers with about 27 separate models fall into two groups: a smaller category that range from 188" to 192" in length, almost all of which have two seat rows. And a larger group of three row CUV's that range from 195" to 203" in length. There are a couple of unique models. The VW Cross Sport, for example, offers only two rows of seats but at 195.5" long it's about half an inch longer than the Highlander, the smallest of the three row group. The Sorento (189.4") is unique with three rows of seats in the smaller size group while competing against the Passport, the Santa Fe, and a number of others. With the exception of Mazda with only the three row CX-9, virtually all automakers offer two models in the midsize group, one in the shorter category and another in the larger group.
    1
  4772.  @therevealer77-76  Perhaps but the Audi is "over this" significantly in price.
    1
  4773.  @therevealer77-76  Very different pricing structures here in the US. I should have checked the UK prices.
    1
  4774.  @0-60startupchanel3  Unverified anecdotal reports such as yours are worth exactly what readers pay for them. So here's mine. Put over 80,000 miles on a 2012 top trim Sorento over six years. Nothing, absolutely nothing, ever went wrong. Traded it for the same 2018 model and now have about 25,000 miles on it. Again, nothing has gone wrong. Not a single issue. Had KIA's excellent 5 year/60K mile bumper to bumper or its 10 year/100K warranties been limited to 30 minutes/50 miles I would have paid no more to deal with problems. Not a single dollar for either vehicle. Virtually every automaker produces an occasional lemon. The fact that KIA (and Hyundai) have the longest bumper-to-bumper and power train warranties in the industry is a demonstration of the fact that manufacturers don't offer long, comprehensive warranties if they find they must redeem many of them.
    1
  4775. Gotta prioritize your battles. Eliminating the numerous issues associated with ICE vehicles far outweighs the potential of rain forests in LA.
    1
  4776.  @marlinprofit7503  DIfferent strokes for different folks, Marlin. And I'll admit that if I didn't also have a Kia Sorento in the garage for the sort of trips you suggest with a kayak I might well have a different point of view. Like the Hyundai, my Kia has a wealth of premium features and materials. And because it's substantially larger than the Kona, its naturally aspirated V6 is preferable. The Kona is a bit small for our family trips (2 adults, a teenager, and a big dog) but I might have a different view if I were single or it was just my wife and myself. Maybe with a dog, too. :) I do have a somewhat different perspective as far as AWD is concerned. In a two ton vehicle like my Sorento it's has significant benefits in messy winter weather here in the Puget Sound region. But nearly 50 years ago (OMG!) I had my first experience with a small FWD car (Saab 96) in truly challenging winters in upstate New York. That was a time when the Saab was (as I recall) the only passenger car available with FWD and my little sedan made it up and down the steep hills of Ithaca, New York in snowstorms that left almost every other vehicle in a garage or a ditch beside the road. The key to its success was the weight of the engine over the drive wheels and good winter tires. Winter tires these days are far, far better than 50 years ago and I'd maintain that a small car FWD and appropriate tires will perform on a par with AWD at least 90% of the time. Add to that capability the fact that the 200-250 lbs or so for AWD is like driving around with a NFL linebacker in the back seat. Not exactly a plus for performance. Not to say that AWD is useless in a small, light vehicle but its prevalence in vehicles of all kinds these days strikes me as more an example of "marketing engineering" than a major benefit in some. Happy to hear you like your Kona. I admit I'm intrigued by the extended EV models including the Kona coming from Hyundai and Kia in the coming months.
    1
  4777. I tend to agree and prefer a traditional shift stalk. But the space that's "freed up" is the area in the front of the center console. It's not without a rationale.
    1
  4778. We're on our second Sorento after trading our 2012 version with over 80K miles with nary a single issue. Had a devil of a time convincing my wife to give up her 2012 model but after a week with the new car she mentioned that every single complaint she had about the previous car had been addressed (plus new features she loves.) If and when the time comes to replace the current model, I suspect I'll have to pry her cold dead fingers off the steering wheel.
    1
  4779. I usually find Hyundai designs to be unnecessarily "fussy." In this case I'm happy to see a simpler, more elegant overall design. Not happy to see the deletion of a dual clutch transmission and the rotary dial shifter, but the latter is my "Get Off My Lawn" comment.
    1
  4780. Rohan Bhatnagar: Interesting comments. You must be right because your comments mirror my own (unsubstantiated) prejudices. :)
    1
  4781.  @JulezWinnfield  (sigh)....I meant that I hadn't examined the Ascent in particular or driven the vehicle but that my experience with Subaru interiors in general and my experience with CVT's tend to mirror the poster's comments. Sorry if the smiley face didn't convey the meaning.
    1
  4782.  @JulezWinnfield  Yup. I try to avoid doing that. ;)
    1
  4783. That's debatable. VW offers a six year/72K mile bumper to bumper warranty covering a wide range of features including the drive train and it's transferable to a second owner. The Hyundai offers a non-transferable 5 year/50K mile bumper-to-bumper and a 10 yr/100K power train warranty. Power train warranties are seldom redeemed compared to the issues that arise in other components in a vehicle. So the VW warranty is arguably a better one.
    1
  4784.  @brooklynknightss  So I've been told by several internet trolls. But having owned several VW's for well over the warranty periods, I'm not concerned. I simply take care of my cars as if I were a European. And that's why Europeans have a difficult time understanding VW's reputation for reliability/durability issues in the US. In Europe consumers pay far more for comparable vehicles and consequently are far more careful about service and maintenance than Yanks who are more likely to ignore and abuse their investments. BTW, I've also owned two KIA Sorentos. And if the warranties on those had been 30 minutes/10 miles I would have spent no more on repairs than I actually spent. Both great cars. But in my experience no better than the experience I've had with the VW's.
    1
  4785.  @brooklynknightss  Going by what "you see on the road" is a classic example of observation bias.
    1
  4786. No. They're not. They're focused on their bottom line, not the demands of internet fan boys.
    1
  4787. The mainstream midsize SUV/CUV category is huge. Almost every automaker offers two vehicles in the category: a group of smaller vehicles almost all of which range from about 188" to 192" in length and a group of larger vehicles from 195" to 203" long. Until recently only Mazda and Toyota failed to offer two models. With Toyota's new Venza Mazda now stands alone with only the large CX-9 in the midsize category (in North America.)* In short, Toyota needed the Venza to fill a gap in its lineup. Reviewers (and internet comments) have focused on comparisons between the RAV4 and the Venza. But I suspect a more relevant vehicle for cross shoppers is the Highlander. Until now those looking for a midsize Toyota CUV were limited to the 3 row Highlander. (The 2 row 4Runner is a body-on-frame SUV that appeals to a somewhat different market segment.) The Venza is likely to appeal to Toyota buyers who don't need or want a small third row in a midsize crossover. *There are a couple of outliers in the subcategories. Nearly all entries in the smaller category a two row vehicles. KIA's smaller midsize entry, the Sorento, is alone in offering 3 rows of seats. Likewise, VW's two row Cross Sport is smaller than the three row Atlas but at 195.5" in length it's a very large 2 row CUV, half an inch longer than the Toyota Highlander.
    1
  4788. True. But the disadvantages of a CVT compared to a traditional geared transmission are magnified in large, heavy vehicles. Nissan deserves some plaudits for abandoning their commitment to a CVT in a vehicle for which it was more clearly a disadvantage.
    1
  4789.  @ninja4914  I appreciate your making the time and effort in your response. But I can't agree that my comments were "misleading." You'll notice that my comments cited "overall" cargo space while your figures refer to the space behind the second row of seats. (And even then, the CX-5 comes up short.) I'd argue that in terms of cargo capacity in an SUV, the maximum space is the most relevant metric. And by that measure, my comments are correct. The CX-5 has 59.6 cubic feet of OVERALL cargo capacity compared to 69.8 in the RAV4, 75.8 in the CR-V, and 76.1 cubic feet in the Subaru Forester. I'll leave the arithmetic to calculate the shortfall of the CX-5 to you. You're correct that some premium compact SUV's the CX-5's cargo capacity is not so disadvantaged. But I'd argue that comparing the CX-5 to luxury brands is misleading on several fronts; the most critical being that despite the admittedly upscale interior of the Signature trim, the Mazda is simply not a luxury vehicle, either in terms of features or in terms of consumer perceptions. True "utility" in the compact luxury segment is less critical than brand prestige, upscale materials, and amenities. Mazda might be able to argue that the CX-5 is a "value" alternative to the RDX, for example, but it can make that argument primarily in terms of comparable cargo space and that's not what luxury buyers prioritize while in the mainstream segment, falling short in terms of "utility" is an issue. As far as comparisons to the Golf/GTI/Golf R, I didn't cite those vehicles because many consumers would cross shop those vehicles with the CX-5. I cited them because the OVERALL cargo space is closer to the CX-5 than the CX-5 is to its most comparable competitors. (Again, I was comparing apples to apples.) I could also have cited the Hyundai Elantra GT hatchback with even more cargo space than the Golf/GTI/R (55.1 cubic ft). And I could have cited the Golf Attrack, the same length as the CX-5 with more cargo space (66.5 cf) I didn't cite the VW Tiguan crossover because while its cargo capacity (73.5 cubic ft) is far greater than the CX-5, it's also about six inches (185" vs 179") longer than the CX-5 and the comparison seemed unfair to the Mazda. Ditto for the Nissan Rogue (70 cubic feet) But no matter which vehicle compact crossover the CX-5 is compared to, it comes out short in terms of overall interior space. I would agree that the CX-5 handles well and offers strong performance for a compact crossover. But that's far different from maintaining that it's outstanding in absolute terms. And since the usual defense of the CX-5's inadequate interior space is its great handling, performance, and "fun to drive" feel, it seemed reasonable to compare it to vehicles (GTI/R) that I'd contend are more or less universally viewed as truly outstanding on those counts with not much less cargo carrying capacity than the CX-5. I understand Mazda's problem. The use of the 2.5L turbo in the CX-5 with turbocharger and massive exhaust manifold located behind the engine poses a huge obstacle to providing competitive interior space. Mazda faces the same problem in the CX-9 where interior space is even more cramped compared to midsize crossovers than the CX-5 vs its compact SUV competition. Internationally Mazda sells the CX-8, a stretched version of the CX-5 sold with both petrol and diesel engines. But at 193" long, it's close to the size of the CX-9 (and sold in Japan and some other markets where the CX-9 is not) and offers barely more interior space than the CX-5. Much like the CX-9, the initial North American market response to the 2018 CX-5 was positive with significant increases in sales compared to 2017. But sales in the last quarter of 2018 dipped below the year over year sales of 2017 and that trend has continued in the first four months of 2019. Mazda has finally opted to add a diesel option to the top trim CX-5 in the US but I'm skeptical it will do much to broaden the appeal of the vehicle. As it happens, I like the Mazda brand. I've owned four Mazdas over the years and found each an appealing vehicle despite significant flaws in the RX8 rotary sports car and an engine that literally melted down in an early Mazda6 at 8000 miles. (The engine was replaced under warranty ran flawlessly for another 100K miles.) But Mazda's SUV line-up faces some very big challenges in all three of their market segments.
    1
  4790.  @ninja4914  Keep trying, my friend. The cargo space of the Sportage (60.9 cubic ft) Tucson (61.9), and Equinox (63.9) are all greater than the CX-5. In fact, the CX-5 is the ONLY compact SUV with less than 60 cubic feet of cargo space. I'd certainly grant that the CX-5 comes close to the least accommodating compact SUV's and offers better overall handling and performance. But it still trails the field in practicality. Perhaps it belongs in the sub-compact SUV category where it has slightly more cargo space than the Honda HRV (58.8 cubic feet) and the Subaru Crosstrek (55.3). But since the CX-5's length and price point are near identical to a host of compact SUV's averaging 180" or so in length, that seems inappropriate. You seem to be taking the comparison to the GTI and GTR more seriously than I do. Mazda markets the CX-5 as a sport UTILITY vehicle yet it has barely more "utility" in terms of interior space than the VW Golf and the Hyundai Elantra hatchback, neither of which make any pretense of being SUV's. There's a reason that the "U" in SUV stands for "utility." If the word doesn't mean versatility in multiple applications and comparatively generous interior space, what does it mean? Off-road prowess? Come now. The CX-5 is no Jeep Wrangler and it's no more likely to see an environment more challenging than a gravel road than a GTI. As I noted before, those who applaud the CX-5 ignore its cramped interior space maintain that as self-styled "enthusiasts' they care about handling and performance. OK. Fair enough. But if that's the case, it's worth comparing it to vehicles that are designed and engineered for handling and performance in a small package. A GTI will outhandle a CX-5 on a twisting mountain road and outperform it in straight line acceleration. A Golf R will complete a road course while a CX-5 is still putting on its pants. All while offering overall interior space that comes close to the Mazda. Personally, I'm not especially drawn to any of the mainstream compact SUV's. I own a vehicle in the next size category, one of several "tweener" (188"- 191" in length) SUV's with a naturally aspirated V6 engine and an 8 speed transmission. IMO it's more appropriate and durable in a vehicle that with passengers weighs over 2 tons. (That would apply to the CX-5, as well, by the way.) I suspect that on a mountain road the CX-5 would handle better but that's not the mission of our family SUV. It's for long freeway slogs with several passengers and their luggage, and gear. And I have a GTI when I want to carve canyons. I will grant you this. If I didn't have a better performing and handling vehicle that offered nearly the same overall utility as the CX-5 and a much more capable SUV, as well, I might be tempted by the CX-5 as my sole vehicle. But like most consumers, I look first and foremost for practicality in a mainstream SUV and the CX-5 is near the bottom on that metric. It's cold comfort to CX-5 fans that it's comparatively more practical in its segment than the CX-9 is among its competitors. That's an utterly huge SUV with less cargo space than a CR-V.
    1
  4791. Had one of these a few months ago for a day while my wife's KIA Sorento was being serviced. I have to say that I gained a new appreciation for why Toyota sells so many. Quiet, smooth, "peppy," comfortable, roomy, etc. And after putting nearly 100 miles on highway and nightmarish stop 'n go commuter traffic I topped off the fuel tank with about 2 gallons of regular. Personally, I ask more (or perhaps better to say "different") aspects in a vehicle I own but I can certainly understand why so many consumers find this midsize sedan such an ideal family car. Sure, it verges on being an "appliance." But so is a refrigerator and few complain that it quietly goes about its mission day after day for years without complaint or failure. I think self-styled automotive "enthusiasts" sometimes underestimate the challenge of designing a vehicle that meets so many consumers' priorities at a relatively affordable price. Toyota didn't become the planet's best selling brand by failing to understand their customer's needs and preferences. And if Mark is correct that vehicles like the Camry Hybrid are the "future," there are worse alternatives.
    1
  4792. Few things more annoying than knowing much more about a vehicle one is interested in purchasing than the salesperson.
    1
  4793. You had me at "...Running around like chickens with our heads cut off," a phrase often uttered by my Okie mother many years ago. I suspect few viewers have ever actually witnessed that phenomenon. I have. :)
    1
  4794.  @justinfontaine5539  Yeah, and betamax was a much better videotape format. But in cases like this what is considered "normal" is what most manufacturers choose to offer.
    1
  4795. "There's no way to please these idiots." HEAR, HEAR! Love the Soul. Here in the Pacific Northwest the Soul "cult" is smaller than the Subaru "cult," but at least as fanatical. The breadth of the demographic appeal rivals that of Willie Nelson. I see everyone from twenty-something hipsters to aging boomers tooling around in them. On our semi-rural island in the Puget Sound our snail mail delivery person hauls everything from regular mail to gigantic Amazon boxes in hers and wouldn't drive anything else. The expanded trim range KIA offers in the third generation isn't surprising given the Soul's popularity. But the real game changer, I think, is the forthcoming extended range Soul EV. With a range of circa 250 miles, it transforms the Soul from an urban runabout and short commuter vehicle to a car that can be used for round trips of 80-100 miles or more with no range anxiety. With a 64KW battery, it can be fully recharged here in the Pacific Northwest for less than $10. Add to that the fact that it will be the true "performance" Soul leaving even the Soul GT in the dust. If dealers ask a mid-$30K price, it will sell like hot cakes.
    1
  4796. Technically, this is not a new generation Santa Fe. Unlike the Sorento that was moved to a new platform the Hyundai is still built on the older, somewhat shorter wheelbase platform. Look for the new generation Santa Fe on that platform next year.
    1
  4797. If you're into a VERY expensive hobby this would be a good time to trade it.
    1
  4798. Of all midsize unibody SUVs only two have seen their sales drop compared to the first half of last year when the pandemic took hold. One is the Subaru Ascent where sales have declined from 37K to 33K. Hardly encouraging but not disastrous. The other is the Edge where sales have dropped from 60K to 42K. The ST, of course, make up only a small fraction of those sales. Ouch! No surprise that the Edge won't be continued after the 2022 model year.
    1
  4799. Sadly, VW has found that US consumers simply don't find their wagons appealing. The AWD Golf wagon, the AllTrack in the US, has been discontinued due to minuscule demand.
    1
  4800. A BMW with kidney disease. Does the scheduled maintenance include dialysis?
    1
  4801. Americans invented drag racing. Europeans invented rallies. Americans think of "road" racing on huge ovals that call for mashing the throttle and turning left. Europeans race on twisting public roads laid down over the wagon roads originally created by the Romans or tracks designed to emulate them. For most Americans "performance" means nothing more than a 0-60 mph times or sub-10 second straight line quarter mile times. The rest of the world has a very different (and more complex) conception of "performance." There's no question that a Mustang GT will "outperform" a Subaru STI in a straight line on a flat road. Compare the vehicles over a rally course or a 50 mile loop through the Cascade mountains and the outcome is different. Among my favorite roads is a loop around Mt. Rainier in Washington state. I'd bet the farm that the driver of an STI will be having a second cup of coffee before a Mustang GT makes it to the end of the run. A more appropriate comparison would be the 2.3L Ecoboost Mustang with performance and handling options compared to the STI. It, too, would leave the Mustang GT in the dust over a long loop through the mountains and it might come close, or even best, an STI. The high performance version of the Ecoboost Mustang is an interesting sports coupe rivaling some of the better competitors from Europe. The Mustang GT is designed for those for whom performance means pushing the throttle to the floor and holding on for 10 seconds or so.
    1
  4802. None of these ideas is gonna happen. The Arteon is an affordable European GT. The American market is an afterthought.
    1
  4803. You could also remodel your kitchen or book a round the world cruise. Despite the fact that the two vehicles share the same basic engine they're aimed at completely different market segments. Each has features the other lacks and the venn diagram of their overlap for shoppers is a null set.
    1
  4804.  @dheeradjlachman9658  You're fortunate to have that option. It's not available in North America.
    1
  4805.  @jotch4113  Sorry. I thought the reference was to the i30N. I see now it was the i30. And as you note, that non-N version is sold in North America as the Elantra. Hyundai does sell an "N-Line" Elantra in NA but that is not the i30N.
    1
  4806. Well, to begin with a comparably equipped Avenir is about $11,000 (USD) more than a Telluride SX in terms of MSRP.
    1
  4807.  @ShowMeWhatINeedToKnow  One thing is certain, you won't be able to get any of your favorite features in a modern VW. Too bad.
    1
  4808. 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."
    1
  4809. Have to say this strikes me as less a real vehicle than a marketing ploy. Toyota is making the rounds of reviewers with a few pre-production prototypes and a promise that they'll produce 5000 vehicles for the entire first model year. The bad news? Virtually every one is already reserved, most at prices (at least in the US) with second stickers that eliminates the US Federal tax credit. (Legal in the US but as I understand not allowed in Canada.) For the second model year beginning a year from now, the promise is 25,000 units. Count those as virtually sold out, as well. So what we're actually seeing is a vehicle that won't be available to the overwhelming majority of consumers until the 2023 model year. So what's the point? That's easy. First, to put a brake on sales of plug-in hybrids from other brands. Second, to draw customers to Toyota showrooms where they can be sold the existing RAV4 Hybrid. Might be smart marketing but it's essentially a bait and switch scheme.
    1
  4810.  @chocolatewheelchair  I've never had a warranty issue with either of my Stage I tuned GTI's but several of my acquaintances have and have never encountered an issue with a warranty claim. My VW dealer even offers APR tuning with full warranty coverage. And as already noted, if that's not good enough for you or you can't find a "tuner friendly" VW dealer, you can purchase a warranty directly from APR with the same coverage as the VW factory warranty.
    1
  4811.  @Ficon  The Toyota RAV4 (the most appropriate Santa Fe competitor) does not have a V6. It's a naturally aspirated i4. Perhaps you're thinking of the Camry.
    1
  4812. Utter nonsense. Perhaps better advice would be to avoid any vehicle built in the US.
    1
  4813. Albert Biermann and his colleagues at Hyundai/KIA/Genesis appear to be committed to making life miserable for their former colleagues and rivals in the German automotive industry with one appealing performance model after another. Now if he could do something about the designs of various Hyundai vehicles that are festooned with bulges and creases that make several of them look like descendants of spaceships from a 1930's Flash Gordon movie serial.
    1
  4814.  @huehuehue-x3c  Of course no one cross shops a BMW M and a Hyundai. But as Biermann and his colleagues have demonstrated there are competitive vehicles at a much lower price from Korea. Eventually, when there is nothing left for a prestige brand beyond a badge the prestige declines.
    1
  4815.  @huehuehue-x3c  Of course BMWs are in a completely different market category than the Hyundai's on this thread. However, my original comment applied to the overall impact of Hyundai, KIA, and Genesis on European brands. In case you haven't noticed, for example, the Genesis GV 80 is already outselling the Audi Q8, the BMW X6, and the MB G class in the US. Each by a margin of up to 2.5 to 1. When the G80 Genesis sedan was introduced in Korea, BMW and Mercedes large sedan sales dropped by a third. The point is that Biermann and his colleagues have led the Korean brands to be major threats to established brands in a variety of market categories. There's no reason to expect the story would be different if they aimed at the sports sedan marketplace. Finally, the M Division doesn't provide the sales "fuel" for BMW. Undermine its "premium" mainstream sales and its luxury sales and BMW will have a difficult time maintaining the M Division. And the success of KIA, Hyundai, and Genesis suggests that if Biermann and his colleagues decided to go after the M division of BMW they'd likely be just as successful as they've been in other market categories.
    1
  4816. The lowest trim Ford Explorer (XLT) AWD with the closest set of options compared to the top trim (SX) Telluride has an estimated price (according to Ford's build and price website) of over $49,000. That includes about $2000 of manufacturer incentives designed to keep the price under $50K. Even then, the Explorer comes with plastic seats and an engine taken from a base model Mustang, a vehicle that weighs between 1000 and 1500 lbs less than an Explorer and an MSRP several thousand dollars more than the comparable fully loaded SX trim plus trailering and the "Prestige" package. The question is not which vehicles were being compared in the video. It's what you're comparing.
    1
  4817. Wow. You mean backup cameras aren't foolproof? What's the point then?
    1
  4818. I think you may be looking at the tow rating for the FWD model. The AWD model has a tow rating of 5000 lbs.
    1
  4819. Sorry to rain on your parade but Toyota sold a few more than 4000 86's in 2018. Subaru sold about 3800 BRZ's. Be grateful for the SubaYota. It's a fine sports car in many ways but it's not the start of a trend.
    1
  4820.  @oxaile4021  Well, not in the US you can't.
    1
  4821.  @thekaysers3301  Good points all. I'd note that the Tiguan All Space (the US Tiguuan) apparently comes standard with a third row overseas while it's a $500 option in the US. This reflects the national differences in terms of what consumers consider an adequate vehicle size. VW has been burned repeatedly with their Euro-spec vehicles in the US. The Euro Passat, for example, was replaced by the larger (and cheaper) US Passat and sales increased significantly. The Tourareg has been replaced with the larger, cheaper VW Atlas in the US. And the last generation Tiguan has been discontinued in the US despite the fact that a short wheelbase version of the Tiguan continues in Europe. VW has announced the Golf won't be exported to the US for the next model year. In effect, it's being replaced by the larger Jetta that's not offered in Europe. Finally, VW has discontinued both the Golf Sportwagen and the AllTrack in the US. That probably reflects as much the dismal sales of wagons ("Estates" in Europe) in the US as much as a rejection of the specific models by American consumers but I think it's a shame. As I said in my original comment the family crossover is my wife's daily driver so she got one and a half votes to my one vote on what to buy. She already loved our 2012 Sorento and replacing it with the current generation was an easy choice for her. Like many drivers of short "stature" (also known as females) she preferred the somewhat higher ("command") seating position of the Sorento compared to the Tiguan. Like you, we seldom use the third row of seats but it is more accommodating than the Tiguan and it's VERY convenient for chauffeuring a gaggle of teenagers or allowing us to take a single vehicle when we have six or seven passengers. It doesn't handle as well as the Tiguan but I have my GTI for canyon carving and I treasure it. All in all, kudos for your choice. If you're after more performance with a small sacrifice in fuel economy I'd recommend you look into a Stage 1 tune from APR. You'll be amazed at the improved performance. You won't have to worry about clutch replacement with the automatic transmission, and contrary to conventional wisdom a Stage 1 doesn't invalidate your warranty unless a issue can be shown to result directly from the tune, itself.
    1
  4822.  @2004cyrus  If the third row meets your needs, that's all that matters, Joshua. As noted in my original post we opted for the slightly larger Sorento (189" vs 185" length). For us the size of both the Tiguan and the Sorento was especially appealing compared to both smaller compact crossovers and larger three row midsize choices. And the third row, though seldom deployed, is especially convenient when chauffeuring a gaggle of teenage girls or transporting six or seven passengers on a short trip when the alternative is taking two vehicles.
    1
  4823.  @thekaysers3301  As I implied in my original post I think my experience with my GTI may have unfairly influenced my evaluation of the Tiguan. It reminded me of the GTI in so many ways in terms of driving dynamics but the performance wasn't there. Not surprisingly, I'll admit. And though we (and especially my wife) loves the Sorento and the naturally aspirated V6 in the KIA is great for long freeway slogs, I'd also grant that the much better fuel economy in the Tiguan is a strong selling point. All in all they're both excellent vehicles (imo). Different strokes for different folks. :)
    1
  4824. In a vehicle weighing over 2 tons? Not likely. And that's why every competitor but Subaru offers a V6 in this category.
    1
  4825.  @utamav  "Anesthesia wagon"? Watch that spell checker, David. :)
    1
  4826. Better hurry and see if you can find one on a dealer lot.
    1
  4827.  @Bryan46162  Considering hydrogen vehicles are available only in California and only a limited number (all of which have been sold or leased) are available even there, the "market" hasn't been tested.
    1
  4828. Hyundai and KIA (as well as other mainstream manufacturers) design and build their vehicles to meet particular price points. That often means deleting one or another feature in favor of another. The Palisades digital cockpit in the Limited trim outshines the Telluride and the (world's slowest) motorized folding third row of seats was apparently chosen to reflect the Palisade's "luxury" features. It's also worth noting that both Hyundai and KIA limit the range of options, colors, etc. in their top trims. That's in contrast to European brands that can be optioned in literally hundreds of different configurations. They do so in order to contain production costs and complexity and to reduce the number of upper trim models sitting on dealer lots for extended periods until they're sold at even less than the traditional discounts available on Hyundai and KIA vehicles. The next time you take a test drive at a dealer, note that the first question you're asked is "What color would you like to drive?" By limiting external/internal color combinations the Korean manufacturers reduce the chance that a customer may be turned off by an unusual color combination.
    1
  4829. Different category, altogether. The competing vehicle is the Mazda3
    1
  4830. Subcompact SUV sales are hot. None more on fire than the Seltos. For those interested in purchasing one it's worth examining the complicated set of trim levels available. In effect the lower trims provide a choice between amenities and performance at virtually identical price points. Those alternatives are combined in the top SX trim.
    1
  4831. Fairly accurate assessment of all three vehicles, I think. However, the Mazda, Honda, and Toyota aren't the only players in this category. It would be interesting to see a similar comparison that includes the KIA Forte GT and the VW GLI.
    1
  4832. This is a vehicle designed to draw potential customers to dealer showrooms where they can be upsold to an XSE V6 with more features.
    1
  4833. You might want to edit your comment so it makes sense.
    1
  4834.  @justarandomyoutubeuser5074  I'm aware of that history. Your original comment was gibberish.
    1
  4835. Or just record engine sounds on a thumb drive. You can play it in your living room as well as in your car.
    1
  4836.  @james32371  It's true that CX-9 sales increased somewhat over the course of 2020 due largely to deep discounts offered by dealers. But the fact remains that its sales remained in 28th place among all midsize SUVs. If your standard is being able carry "four people and three bikes on the back," you could have done the same with any of a variety of compact or even subcompact crossovers.
    1
  4837.  @ejm2706  I also owned a Mazda 626. It was completely reliable for the first 7000 miles until the engine literally exploded and had to be completely replaced. To be fair, the new engine lasted for at least 100K miles before I sold the car. I also owned a Mazda RX-8 for five years. It was a hoot to drive but if it was turned off before the rotary engine fully warmed up, the engine flooded and could not be restarted without replacing the engines single spark plug, an operation that required towing it to the dealer because the spark plug couldn't be replaced without a lift. The problem was so widespread that in the last year of the RX-8's production Mazda added a light in the cockpit warning a driver not to shut off the engine prematurely. Finally, I've owned two KIA Sorentos over the last decade. Put 80K miles on the first one without a single issue and now another 60K miles on the 2nd. Again no issues, whatsoever. I could have had a 50 mile/2 week warranty on either vehicle and I would not have spent a single dollar more on issues than I actually spent. i.e. zero. The point is that isolated experiences like yours and mine that show up on internet forums prove nothing about the overall reliability of a particular brand or model. Current automobiles, regardless of the brand, are overwhelmingly reliable with well over 90% of owners able to drive a vehicle for 7 to 10 years without a single major reliability issue. Even recalls say little or nothing about reliability since they occur when a minuscule proportion of vehicles have a documented problem. When I was a kid a car that managed to last for 100K miles was so rare that it rated a short item in a local newspaper. Now a well maintained vehicle from any brand can be counted on to last as long as an owner is prepared to drive it.
    1
  4838. The law of supply and demand is an unavoidable negative in a free market. Blame your fellow consumers willing to pay for "market adjustment" charges.
    1
  4839. Depending on one's needs the Santa Fe or its close cousin the KIA Sorento is an excellent alternative.
    1
  4840. Obviously you guys, especially Tommy, deserve sympathy for what a minor fender bender is costing you. You're fortunate, of course, that your insurance will limit your out-of-pocket expense. At least until your insurance company re-evaluates your risk profile when you renew your insurance. But the larger lesson here is just how complicated it is to create an automotive manufacturer out of whole cloth. I admire Elon Musk and his colleagues for taking on the challenges but they extend far beyond creating tremendously innovative vehicles at a realistic price point. Tesla is attempting to avoid one of the biggest challenges, the creation of a nationwide dealer network. Personally, I find the prospect of purchasing an automobile in a manner similar to ordering pet and garden supplies from Amazon to be unnerving to say the least. But others may be fine with it. And they've made admirable progress in building a refueling network, a task in which traditional manufacturers don't have to invest a dollar. But few of us even consider that there's more to building an infrastructure than making sure we can refuel the vehicle. Unfortunately, an apparently unanticipated consequence of the Tesla business model is the fact that there is no infrastructure either at the corporate or the dealer level available to encourage and staff a production and distribution network for replacement parts. A car that will be off the road for more than three months as a result of what amounts to a grocery store parking lot fender bender is simply not ready for prime time. I continue to be hopeful that Tesla will manage to become an independent auto manufacturer, a task that no one else has managed to accomplish in the US since the Second World War. (Think Tucker and Kaiser.) But it's apparent that Tesla is still short of being anything other than an automotive brand for early adopters.
    1
  4841. "...Absolutely perfect for the time we're living in." ??? What year do you think this is? 1982?
    1
  4842. 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.
    1
  4843. Highly unlikely that the K5 will get the V6 engine or AWD from the Stinger. For the same reason that neither Toyota nor Nissan provide AWD in the performance versions of the Camry or the Altima. Such models don't sell well enough to justify the additional production cost in a midsize sedan. They wouldn't sell and consequently dealers wouldn't order them. Likewise, the V6 turbo from the Stinger would only add weight to the front end and make delivering power to the pavement even more difficult. Keep in mind that the Stinger is RWD or RWD-biased AWD. Its driving characteristics can't be duplicated in a FWD vehicle. What KIA might do is at least add an LSD of some kind (electronic or mechanical) to the K5 GT. It's not all bad news, however. The Stinger GT-Line with AWD can still be purchased. It comes with the same engine as the K5 GT (though it has a traditional 8 speed transmission) and its performance rivals that of the twin turbo V6 Stinger. (0-6 in 5.2 seconds vs 4.7 seconds for Stinger GT). And its MSRP is $40K for AWD. Very sad to see the Stinger go but the last version of the GT-Line is a screaming bargain.
    1
  4844.  @Jackdiddly1  Almost right. The trims other than the K5 GT get Hyundai's 1.6L turbo engine. And the K5 GT is not a twin turbo; it's a single scroll version.
    1
  4845.  @sergiof9738 Neither the Sonata nor the K5 is going to get a twin turbo V6. It would price the vehicles out of the range of a midsize sedan. It would hurt Hyundai's and KIA's CAFE scores, and it would be likely to cannibalize sales of Genesis models. Ain't happenin'.
    1
  4846.  @sergiof9738  Much more likely that Hyundai would provide an LSD than a twin turbo V6 in the Sonata "N". The effort to comply with CAFE standards and the fact that the only V6 (naturally aspirated) in the Hyundai line is the Palisade while other V6s are reserved for the Genesis brand make it very unlikely that Hyundai is going to put a twin turbo V6 in the Sonata.
    1
  4847.  @fahd3228  If you feel that way your choices are few and far between and becoming more so with each model year. Unless, of course, you're opting for a full EV.
    1
  4848.  @tayl0rd553  God knows that Ascent sales need help. In the first half of 2021, the Subaru dealers sold 28,000 Ascents, putting it 10th out of 12 midsize 3 row unibody SUVs in the US. Only the perennial sales "dog" Mazda CX-9 (20,000) and leftovers from the last generation Pathfinder (13,500) had worse sales. And the Ascent, Edge, and Pathfinder stood alone among all midsize SUVs in seeing a decline in sales compared to the pandemic crippling first half of 2020. However, it's a different story for other Subaru SUVs. Outback sales (88,000 up 41%) and Forester (96,000 up 12%) are each doing well compared to 2020. And the Forester ranks 5th among all compact SUVs, trailing only the RAV4, CR-V, Rogue, and Equinox. I doubt seriously that many consumers cross shop a Forester versus an Ascent. And that wouldn't change if the Forester offered the same engine/drivetrain as the 3 row Ascent. The fact is that the Ascent's sales problems stem from its relatively weak 4 cylinder engine and CVT in a category full of vehicles with stronger engines and geared transmissions.
    1
  4849. And that is the biggest negative as far as the Telluride is concerned. Here in the Puget Sound area the wait for delivery at MSRP is about eight months! The problem is that KIA dealers seriously underestimated the demand for the top SX trim and ordered accordingly. KIA is building only 41,000 Tellurides for the entire 2019 model year, only a fraction of which are the top SX trim. KIA dealers need to catch up with the public in terms of seeing KIA vehicles as something more than a "budget"choice.
    1
  4850.  @darko2407  Not in the auto business, I suspect. KIA's production plans for the initial 2019 production run of the Telluride was determined by dealer orders.
    1
  4851.  @darko2407 Apologies for the wording in my comment above. What I meant was that the mix of trim levels was determined by dealer orders (according to my dealer.) The total production of was, as you said, determined by KIA and influenced by the production capacity of the Georgia plant and the capacity of parts suppliers.
    1
  4852. I think you're referring to the Telluride. In any event, I suspect that once KIA ramps up production to meet the heavy demand for the Telluride, the option of a bench in the second row will be offered there, as well.
    1
  4853. Another vehicle gets the new 2.5L turbo engine that Hyundai, KIA, and Genesis have put in at least 7 or 8 vehicles, ranging from the KIA K5 Gt to the Santa Fe, to the Genesis G80. A very versatile and impressive engine. As for the Santa Cruz, itself, its looks remind me of the Amarok, a pickup with a very short bed that VW sells in a number of international markets including Australia. When I watched a review of the Amarok a year or two ago I wondered (in a comment) why someone would purchase a pickup with such a short bed when an equivalent size SUV was considerably more versatile and had nearly as much cargo capacity. The answer came pretty quickly. It's much more pleasant, I was told, to bring home a deer carcass in the bed than in the interior cargo space of an SUV. Fair enough. The Amarok is a far more rugged off-roader than the Santa Cruz and is a body-on-frame rather than a unibody platform. Nevertheless, characterizing it as suitable for grandmas transporting garden supplies misses its appeal, I think. It won't attract many hardcore truck fans but the design is highly versatile and for those looking to fill the multiple missions of a daily driver, a long distance "tripper" for a couple or small family and transporting the occasional load that won't fit in a midsize, much less a compact, SUV, the Santa Cruz has its charms.
    1
  4854.  @markmiller3279  In terms of size the Sorento is very close to the Passport. (189" vs 190" in length.) As well as the Ford Edge (188") and the Sorento's sibling, the Santa Fe (188"). The CR-V is considerably smaller (182.1") In fact, the Sorento is a smidgen closer in size to the Highlander than to the CR-V.
    1
  4855. A disappointment I agree (and I own a 2018 Sorento with each of those features along with others no longer available.) But a "deal breaker?" I think not.
    1
  4856.  @chrgav1286  You're correct. Ford sells about a third of all Explorers to fleets. That drags the resale value down significantly.
    1
  4857.  @Raeeban  Deductions such as you mention are only available if one's job involves the use of a personal vehicle required by an employer or the taxpayer owns a business that serves as the vehicle's owner/lessee. In either case you can be sure that the IRS is very likely to look closely at the tax return of anyone claiming a Lamborghini as a tax deduction.
    1
  4858.  @sntstafford  I checked the specs again and it appears the ones I originally referenced were in error. If you google "Santa Fe curb weight" you'll see the same error. However, as you note, Hyundai's website puts the weight at over 4100 lbs versus the Sorento's 4343 lbs. The Santa Fe is, indeed a bit lighter than the Sorento (which makes sense given the 4 cyl turbo engine in the Santa Fe versus the V6 in the Sorento and the existence of the third row of seats in the Sorento.) Still, as you note, the Santa Fe is MUCH heavier than its major compact competitors and close to the overall weight of the Sorento. That doesn't bode well for fuel efficiency.
    1
  4859. 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.
    1
  4860. Nobody does the little things better than Honda. Haven't purchased a Honda since I bought a new Prelude in 1994. I drove it for about eight years, put about 130,000 miles on it and never did anything but service it regularly, change tires, and put in a new battery. It drove the day I sold it virtually identically to the day I bought it. A couple of years ago I thought Honda (and Acura) had lost its edge in terms of design and innovation. Thankfully, the brand has come roaring back with models like the Civic Type R, the new Accord, and the Acura RDX. I'm impressed.
    1
  4861. I tow my garbage can to the street in my GTI. That should give you an idea of the A3's credentials.
    1
  4862. Despite Subaru's hope that no one will remember it, the Ascent is not their first midsize SUV. That was the B9 Tribeca introduced in 2005 and discontinued in 2014. It was an epic (and rare) sales failure for Subaru. The Ascent was introduced in 2019 and sad to say its sales are not much better. In fact, with the exception of the dismal selling Mazda CX-9, the Ascent is the worst selling 3 row SUV in the US. The reason? It's difficult to say given the brand loyalty of Subaru buyers. But a clue is the fact that both the Ascent and the CX-9 offer only a four cylinder engine option shared with other much smaller vehicles in each brands' portfolios. Add to that the fact that the Ascent has only a CVT transmission option and the CX-9 offers only an aging 6 speed conventional AT. Long story short. Neither the Ascent nor the CX-9 is a competitive entry among mainstream 3 row SUVs in terms of sales. BTW, Joe. "Simulated" gears is a polite term for fake.
    1
  4863. And if you can get it in yellow, you can imitate the "short bus" at the elementary school.
    1
  4864. A minor point. Yuri said he liked the Murano convertible. If fans of that vehicle held a convention they could do so in a phone booth. And it raises the question of what Yuri thinks of the Pontiac Aztek. :)
    1
  4865. Take a look at the KIA Sorento. It's nearly identical to the Santa Fe but has a V6 option. And surprisingly, it's a few pounds lighter.
    1
  4866. 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.
    1
  4867. Very amusing (and informative) review. Have to admit I expected VW to neuter the GLI in comparison to the GTI far more than they did. There's some obvious cost cutting but the heart of the GTI, the engine and drive train, are there and that's great. I'll stick with my GTI because I prefer the overall size, don't need the additional room in the back seat, and like the additional versatility and unobstructed cargo space of a hatchback. But for those who prefer a more traditional sedan design, especially those who carpool in their daily commutes, the GLI is an excellent alternative. Sometimes, though, what seems to be a minor issue to many is a deal breaker to others. For me and my big dog whose second home is the back seat of my GTI, it's the absence of rear HVAC vents/controls. I understand the need to meet a particular price point versus the competition in the class but that one small item is a bridge too far for me. A second issue is the absence of adaptive cruise control as an option. Given that the GLI is slanted somewhat more than the GTI toward daily driving, it's odd that ACC is available in the GTI but apparently missing in the GLI. (I may be wrong about that if ACC is available in the DSG version of the GLI.) All in all if I were shopping for a compact sedan, the GLI would be at the top of the list.
    1
  4868. Sorry, Tommy. Your dad's right...though I suspect he could have argued either side of the discussion. 😁The claim that EVs "now rule" is undoubtedly overstated but the demise of pure ICE powered vehicles is clearly in sight. And when the most compelling argument against EVs is that consumers will miss the deafening noise they make, the discussion is over. It's already obvious that pure ICE vehicles are being muscled aside in major automotive segments such as smaller SUVs. Now it's clear that ICE powered "performance" vehicles are endangered as well. And while the Tesla "Plaid" is awe inspiring in its straight line performance, the only measure of performance that American consumers really care about, the fact that the MACH-E is the best selling Mustang is far more important. Furthermore, even GM has seen the writing on the wall by discontinuing the Camaro in 2024 and replacing it with an electric vehicle. And KIA has decided to drop its excellent (but slow selling) Stinger and opted to put the brand's performance "eggs" in the EV6 basket. Even die hard Dodge has announced that 2024 will see the introduction of the eMuscle. Those who want a Challenger or Charger, should save their pennies and get one as soon as they can. My guess is the ICE powered Chargers and Challengers will be gone from dealer showrooms in five years. Even more striking is the fact that pickups, by far the most popular automotive segment in the US, are shifting toward electrification. But again, it's not the Hummer that's the big news. It's the Ford Lightning. The F150 has been the best selling vehicle in America for years, a record that depends to a large extent on fleet sales. And the Lightning is ideal for the mission of most fleets where vehicles are used for local jobs five days a week and can be recharged nightly. As far as the absence of a charging network is concerned, it's worth noting that in 1900 naysayers noted that automobiles couldn't replace horses because refueling stations and adequate paved roads were few and far between. By 1920 horses had largely been consigned to being pets or existing solely as participants in races. Give EVs the same 20 years (or considerably less) and the charging network will be fully adequate to the task.
    1
  4869. I'm short of 90 years old by quite a bit but I always had at least one MT vehicle in my garage for my first 40+ years of driving. In 2013 I went with a DSG GTI and I've never looked back. :)
    1
  4870. Rather than "Hellcat," it would better be called the Dodge Dinosaur.
    1
  4871. If you want a base Golf, get one soon. Here in the Pacific Northwest Golfs are being offered at $2500 to $3000 off MSRP, putting the price around $22K plus TTL. Leftover 2019 models are identical to the 2020 model and are offered for even less. The bad news is there is no 2021 Golf and the MK8 that would be a 2022 model in the US won't be coming to America. Only the GTI and Golf R are slated for the US. That's not surprising. While the basic Golf remains the best selling car in Germany and much of the rest of Europe, the GTI outsells the Golf 2 to 1 in the US. VW has a number of painful lessons that suggest American consumers want VW's to be quicker, larger, and cheaper than their European counterparts. As a result VW doesn't bother to sell the smaller Polo brand in the US and the Jetta, not even sold in Germany, is the volume leader among VW's sedans in on this side of the Atlantic and the basic Golf will disappear. Personally, I drive a GTI and feel the larger 2.0L engine, additional power and and upscale features are well worth the difference is price. But Joe is correct in suggesting that the Golf has many of the advantages of the GTI in terms of overall design (e.g versatility with great interior space, great visibility, excellent handling, etc.) and gets considerably better fuel economy than the GTI, an important advantage of the Golf in Europe where fuel is much more expensive than in the US. Furthermore, while Americans tend to think of performance solely in terms of straight line acceleration to 60 mph and quarter mile times, Europeans are more likely to judge performance in terms of comfortable cruising at 100 mph on well maintained highways and handling on twisting roads originally laid down more than 2000 years ago. The base Golf with its 14L turbo engine does all that very, very well. If I were in the market for a true European sports sedan with the interior room of a compact SUV at considerably less than $25K, the basic Golf would be on my list.
    1
  4872. No one? Really? Not the hundreds of thousands of customers who bought them? Mazda must be hoping that customers really hate the CX-5 as much.
    1
  4873. As others have noted Mazda's decision to release a diesel engine in the US is puzzling. Unlike most parts of the world diesels have never been popular for passenger vehicles in the US and the popularity they did enjoy was more or less destroyed by Dieselgate. Both Hyundai and KIA canceled plans to offer diesel versions of their (smaller) midsize SUV's (Sorento and Santa Fe) despite the fact that diesel Sorentos are more popular in many markets (e.g. Australia, Europe) than gasoline versions. VW, of course, has abandoned any pretense of selling diesels in North America and Mercedes Benz dropped plans to send several diesel models to the US in 2017. Mazda's own diesels are also popular outside North America so perhaps Mazda is just testing the waters in the hope that the US market is ready to look at diesels again. Otherwise, the only rationale I can imagine is that Mazda hopes to score some points in terms of their fleet's CAFE ratings.
    1
  4874. Can't disagree with anything said here but I'm a guy who purchased one of the last Norton motorcyles in the seventies. And if I still owned it, I'd be able to sell it for about five times more than I paid. :)
    1
  4875. There's no question that the new Explorer is an upgrade compared to its aging predecessor. But that doesn't mean it isn't a disappointment considering the alternatives. () In a market segment where practically every competitor offers naturally aspirated V6 engines as either standard or optional in vehicles that weigh about 2.5 tons when loaded with fuel, passengers, and gear, the Explorer comes with the same 2.3L turbo found in the Ecoboost Mustang. It's a fine engine in that application but the Mustang weighs in at about 3500 lbs. Ford has tuned the engine to be "peppy" but long term durability is a seriously stressed turbo 4 banger in such a large vehicle is a reasonable cause for concern, especially given the relatively skimpy manufacturer warranty. () The only way to get a six cylinder engine in an Explorer is to opt for the ST or Platinum trims with a turbo V6 with MSRP's that push $60,000 when moderately optioned or the hybrid version with a similar price when optioned with similar features. () Ford touts their move to a RWD (or RWD-biased AWD) platform for the Explorer but one prime benefit of that change should be towing capacity. Yet the tow rating of the Explorer is a measly 300 to 600 lbs more than several competitors without a RWD platform and far, far less than competitors with FWD platforms. A Dodge Durango can be configured to tow 8700 lbs compared to the Explorer's maximum of 5600 lbs for example. () All in all, it's almost impossible to configure an Explorer for less than $50,000 while top trims of the Telluride and Palisade are about the same MSRP with vastly more and better features. Furthermore, the mid-level trim of the Lincoln Aviator (Reserve) with the identical engine and drive train of the ST and Platinum trim Explorer can be moderately optioned for about $65,000. For that relatively small MSRP difference the Aviator comes with a wealth of better features, a superior dealer experience, and a tow rating of 6700 lbs, 1100 lbs more than the Explorer. () One may find greater dealer discounts on the Explorer compared to the Korean competition or the more upscale Aviator but considering that the premium of the Explorer in terms of MSRP is well over $10,000 compared to top trims of the Telluride and Palisade, those discounts have to be HUGE to make a reasonable value proposition. Ford will sell a lot of Explorers but since about a third of all Explorer sales are to fleets, that's no plus for individual consumers.
    1
  4876. 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.
    1
  4877. The Explorer may tow more than the Mercedes but with a tow rating of 5600 lbs, it isn't even in the game compared to several rivals and it's only 600 more than my KIA Sorento.
    1
  4878. I'm not as pessimistic as you are but I share your concern. And from what I've seen so far I'd be hard pressed to replace my MK7.5 GTI with a MK8 version. I think it's important to understand that VW has consistently faced challenges in selling their Euro-spec vehicles in North America where consumers prefer larger, cheaper versions of VW models. Thus, the excellent European version of the Passat was dropped in favor of a lower spec, larger, cheaper version in North America. The same for the Tiguan. The Touareg, an extraordinary SUV dropped in the US and replaced by the Atlas. The latest generation Jetta is larger than its predecessor and not even offered in Europe (except for Russia). Even the GTI and Golf R lack a number of features and options found in the European versions. The new GLI is especially noteworthy in this context. Same engine and drive train as the GTI but lacking a number of features (e.g. rear seat AC vents) and significantly less expensive than the top trim GTI. Though I hope it's not the case, I wouldn't be surprised to find that VW is testing the market with the GLI to determine whether even to offer the MK8 GTI in North America.
    1
  4879. 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.
    1
  4880. With an Alfa Romeo you have two choices. The Giulia sports sedan or the Stelvio SUV. The advantage of the Stelvio? There's room in the cargo hold for a small ride-along Italian mechanic.
    1
  4881. Very impressive. I'm not a fan of most of Hyundai's designs. Their vehicles usually seem a bit overdone and "fussy" (imo.) (e.g. Palisade vs Tellluride.) There's a bit of that in the Sonata but all in all, it's a good looking sedan. The forthcoming N Line Sonata may offer a clue as to why North America didn't get the i30N. Hyundai may have felt that it would have cannibalized sales from the performance version of the Sonata.
    1
  4882. They weren't. When I was a kid a vehicle that was still running after a hundred thousand miles was worth bragging about. And if you happened to live in the snow belt, a few winters of ice, snow, and salt on the roads could literally rust a car in two. (I had one.) It's true that efforts at weight savings has led to downgrading of a few components, e.g. windshields, but on the whole automobiles are far, far better built today than 30 years ago.
    1
  4883. You're not alone in your experience with the "soul red" color in various Mazda models. Complaints are fairly common.
    1
  4884.  @FinnishCarGuys  Likewise in the US. KIA and Hyundai consistently rank near the top of owner satisfaction and reliability reports from sources such as Consumer Reports and JD Power. Internet trolls making unsubstantiated vague claims or reports of "friends of friends" are par for the course but not worth serious consideration.
    1
  4885. Impressive vehicle with a couple of exceptions. The first is the ridiculous handwriting recognition pad on the center console. I assume Lyn is right-handed and she finds it difficult to enter letters and numbers on the pad. I realize that "rightists" fail to recognize it but there is a significant number of people who both drive cars and write with their LEFT HANDS! By necessity we southpaws learn to exist in a right-handed world but that seldom extends to tracing numbers and letters with our right hand index fingers, especially when driving. And if it's bad for us, imagine how drivers in nations with a driver seat on the right side of the vehicle can manipulate the feature. I wouldn't want to be a driver in the UK or Australia in a GV80 (or a G80) that tries to use the touch pad. In fact, I wouldn't want to be on the road with others in those vehicles. Secondly, though I'm not sure the Genesis includes the ludicrous "Sounds of Nature" feature that's being added to other Hyundai and KIA vehicles, I strongly suspect it is. I keep an informal list of the most useless features on vehicles. At the top of that list for some time has the automated parallel parking system on my GTI. I've used it exactly once to demonstrate it to my daughter who had just received her license. (I'm of the opinion that if you cannot park a VW Golf you shouldn't be allowed to drive.) Topping the GTI, however, is the "Sounds of Nature" feature that enables a driver to pipe sounds like feet crunching on snow on a hot day, rain on a dry day, babbling diners at an outdoor cafe in the midst of a pandemic , and "calm sea waves" for landlocked drivers into the cabin. It's reminiscent of a sound machine that helps insomniacs to fall asleep with "relaxing" noise. Is this REALLY something we want? Do drivers stuck in gridlocked traffic actually need help falling asleep? In my experience there'are already far too many snoozing drivers on the road. OK. End of rant. I won't be rushing out to purchase either the G80 or GV80 but I'm intrigued by the fact that the base engine in each is the corporate 2.5L turbo engine found in the performance versions of the Sonata and the KIA K5 as well as in the forthcoming 2021 KIA Sorento. I'm usually skeptical about the durability of smaller displacement 4 cylinder turbo engines in large heavy vehicles (e.g. Subaru Ascent, Mazda CX-9) but the fact that Genesis and KIA are prepared to put the engine and associated drive train in both the Sorento and the GV80 with 10yr/100K warranties is definitely reassuring.
    1
  4886. 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."
    1
  4887. 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.
    1
  4888. Not in the Seattle area it's not. Especially considering that dealers are discounting the Arteon by $6000-$7000 off MSRP.
    1
  4889. Sadly we don't get the Passat wagon here in the US and our Passat, built in America, gets little love from VW. It's larger and cheaper than the European Passat and comes up short against other mainstream midsize sedans. I'd purchase an upscale Passat or Arteon "estate" wagon in a heartbeat but American SUV-crazy consumers have killed off virtually every mainstream wagon except the Outback. And ironically Subaru has banned the use of the term "wagon" in reference to the Outback in favor of "SUV."
    1
  4890.  @93mlo  Did I say a "big" glovebox? I said "even a tiny glove compartment would be a welcome addition." As for insurance and registration papers, I can imagine being stopped by a police officer and being asked for my registration. "Just a minute officer, I have to reach around to the compartment between the seats to retrieve it. I promise I'm not reaching for a gun..."
    1
  4891.  @93mlo  Ah, come now, my friend. It was meant as a semi-humorous comment from a middle age white guy who doesn't have to worry about it either. But as numerous examples have demonstrated that's not always the case for drivers of all skin complexions or by all police officers. More importantly, I still don't see the objection to providing easily accessible storage in a small glovebox placed under the dash. I'm not suggesting the MX-5 should rival an SUV in cargo capacity or that the trunk should be the size of a midsize sedan. I'm simply saying that a bit more storage would eliminate the persistent challenge of trying to figure out where to put some small items.... You know, like my gun. :) And while we're at it, who appointed you to decide that "All you should have in a glovebox should be insurance and registration period." Is that a condition of MX-5 ownership I wasn't aware of? I keep several other documents in my GTI's glovebox including passes to state and national parks, a small notebook, and my owner's manual. Is that OK with you? And then there's the obvious point. Even if all one should keep in a glovebox is "insurance and registration," the Miata doesn't even meet that requirement. If there is some actual reason for not providing a glove compartment, a feature of practically every vehicle I've ever driven, I'd love to hear what it is. I'm fine with Mazda making only minimal accommodation for the insatiable "thirst" Americans have for cupholders but a glovebox doesn't add weight or take up space needed for other purposes. As I think I demonstrated in my original comment, I'm a huge fan of the MX-5 but that doesn't mean that it, like any vehicle, is perfect.
    1
  4892.  @theodorekell  Well, the Outback ain't exactly "huge," at least by Americans' standards of automotive size but it's definitely a midsize crossover/wagon. And that description doesn't match the Mazda3 in any way.
    1