Youtube comments of Stephen Hendricks (@stephenhendricks103).

  1. 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
  2. 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.
    65
  3. 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
  4. 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
  5. "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
  6.  Armando Sturzenegger  West Point, Georgia USA
    21
  7. 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
  8. 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
  9. 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
  10. 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
  11. 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
  12. 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.
    17
  13. 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
  14. 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
  15. 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
  16. 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
  17. 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
  18.  @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
  19. 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
  20. 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
  21. "Getting smoked" won't be an issue for the overwhelming majority of Subar-ites.
    9
  22. 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
  23. You need to make more trips, especially with seats, Bryan. :)
    9
  24. 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
  25. 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
  26. 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
  27. I'll leave it to others to determine who has provided facts and logic in this discussion.
    9
  28. 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
  29. 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
  30. Typical nonsense from a troll.
    8
  31.  @justsomeguy934  Except that we've already learned that extreme weather events are no longer "exceedingly rare conditions."
    8
  32. 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
  33. 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
  34. Thanks, Grandpa. You might consider a hearing aid.
    7
  35. 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
  36. Some of us enjoy the channel sitting here in the US. :)
    7
  37. 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
  38.  @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
  39. You and very, very few others. Mazda6 sales are especially dismal.
    7
  40. 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
  41. 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
  42.  @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
  43. @A real petrol-head Better start preparing. The future for vehicles powered by dinosaur juice is not bright.
    6
  44. 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
  45. 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
  46. 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
  47. 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
  48. 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
  49. 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
  50. 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
  51.  @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
  52.  @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
  53. 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
  54. 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
  55. Trunk capacity is 16 cubic ft as stated in the video.
    6
  56. 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
  57. +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
  58. 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
  59.  @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
  60.  @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
  61. 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
  62. 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
  63. You prefer robots located in Germany?
    5
  64. 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
  65. 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
  66. 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
  67. 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
  68. Edward Auerbach: You might also note that those Ferraris, Lamborghinis, and Aston Martins are all automatic transmissions.
    4
  69.  @BenKurth  Some valid points, Ben. But please, paragraphs exist for a reason.
    4
  70. Perhaps the designers of the Equinox were transferred from their previous projects designing the Camaro.
    4
  71.  @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
  72. 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
  73.  @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
  74. Do you need sunglasses when you crawl out from under that rock?
    4
  75. 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
  76. 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
  77.  @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
  78. 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
  79. 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
  80. An Audi badge? The Mazda can't have that. And like it or not, that matters to consumers shopping for a luxury car.
    4
  81. Quentyn73: You forgot to add, "And get off my damn lawn!"
    4
  82. 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
  83. 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
  84. Been shopping for a midsize 3 row SUV lately?
    3
  85. 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
  86. 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
  87. 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
  88.  @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
  89.  @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
  90. 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
  91. Get a top trim Telluride and you can buy a $30K plus second vehicle to go with it. ;)
    3
  92. 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
  93. 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
  94.  @Lopaaz  Well, if you know that much I wonder why you don't realize where the Telluride is manufactured.
    3
  95.  @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
  96. 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
  97. Yes, it's called "fleet sales."
    3
  98. 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
  99. 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
  100. 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
  101. 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
  102. 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
  103. Just look at a 4Runner and squint.
    2
  104. 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
  105. 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
  106. My wife's Kia Sorento automatically lowers the side mirrors when the car is in reverse, as well.
    2
  107.  @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
  108. 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
  109. 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
  110.  @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
  111.  @caffeineisking8132  Can you say "chip shortage"? I knew you could.
    2
  112. When you see pigs perching in the trees, you'll see a manual 6 speed.
    2
  113. Be prepared for significantly less interior room.
    2
  114.  @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
  115. 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
  116. @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
  117. Imaaron man. My daughter agrees with you 100%. Apologies for misinterpreting your previous comment.
    2
  118. @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
  119. So does virtually any new vehicle.
    2
  120. 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
  121. 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
  122. 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
  123. 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
  124. "...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
  125. 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
  126.  @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
  127. 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
  128.  @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
  129. 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
  130. 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
  131. 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
  132. 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
  133.  @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
  134. "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
  135. 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
  136. As middle age affects customers, it's mirrored in their vehicles.
    2
  137.  @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.
    2
  138. You think Minis are owned by Fiat? BMW would tell you different.
    2
  139. Among the largest midsize crossovers (199" in length) with less interior space than a Honda CR-V. 'Nuff said.
    2
  140.  @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
  141. 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
  142. 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
  143. 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
  144. 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
  145. Oh, sorry. Now I'm convinced. Any other pronouncements lacking evidence?
    2
  146.  @MikeDPerkins  Thanks, Mike. I appreciate the comment.
    2
  147. 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
  148. 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
  149.  @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
  150. 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
  151. Better do it quick. The 3.6L engine has been discontinued for 2020.
    2
  152.  @Lopaaz  Google is your friend, buddy.
    2
  153. 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
  154. 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
  155. CX-9? Less interior space than a CR-V? Obviously, it's your choice but few share it.
    2
  156. 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
  157. Best crash test results in the industry.
    2
  158. 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
  159. You haven't seen what the Genesis SUV is going to offer.
    2
  160. 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
  161.  @biancal995  Tried pricing a top trim Explorer lately?
    2
  162. And how would you compare apples to pineapples?
    2
  163. 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
  164. 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
  165. 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
  166. 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
  167. Max Power: You forgot the fact that the Jag has a larger trunk where your mechanic can live.
    2
  168. 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
  169.  @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
  170.  @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
  171. And with over 70 cubic feet of cargo space and more passenger space, the Santa Fe is far more versatile.
    2
  172. 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
  173. 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
  174.  @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
  175. 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
  176.  @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
  177. If many, many consumer products were not based on "what will impress," modern economies would tank.
    2
  178.  @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
  179.  @minhajsyed9874  It's no longer in production.
    2
  180. 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
  181. 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
  182.  @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
  183. 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
  184.  @normt5463  Yes, it is. In fact, I think the "tweener" size (188" - 191") is an especially interesting category of crossovers.
    1
  185. 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
  186. @—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
  187. 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
  188. 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
  189. 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
  190. Never been on skis, I see.
    1
  191. 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
  192.  @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
  193. 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
  194. 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
  195. 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
  196.  @bob15479  If I had a farm I'd take that bet. There isn't a chance in Hell that’s true
    1
  197. True. But the Telluride is built in West Point, Georgia USA.
    1
  198.  @geraldthompson4633  I believe you're confusing a power train warranty with a bumper-to-bumper. If not, can you cite a source?
    1
  199. @Imaaron man: Those who choose cars in order to express their gender identity should spend their money on therapy, not on vehicles.
    1
  200. @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
  201. @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
  202. Third row legroom in the Tiguan Allspace 27.9". Kia Sorento 31.7". Sorry, they're not equal.
    1
  203. 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
  204. Not many choices for you then.
    1
  205.  @kamX-rz4uy  In that case, Hyundai has the Palisade for you. The Hyundai Motor Group doesn't care which you choose.
    1
  206.  @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
  207. 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
  208. 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
  209. Bye, bye.
    1
  210. 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
  211. Fernan Valdes: Here's a hint. Just because you make assertions without evidence doesn't mean it's the "truth."
    1
  212. 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
  213. 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
  214.  @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
  215. The Honda SI is an appealing vehicle. Personally, though, I'd choose a VW GLI in this category.
    1
  216. 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
  217. It's more than ironic that such an awesome camper named the "California" isn't offered in US. Very sad.
    1
  218. 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
  219. <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
  220. 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
  221.  @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
  222.  @xuhan4682  Dead...at least in the US.
    1
  223.  @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
  224.  @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
  225.  @Titanic19127  Riiiight....That's why Stingers can't be kept on dealer lots.
    1
  226.  @mpsangha  If that's your priority you have very few choices.
    1
  227.  @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
  228.  @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
  229.  @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
  230. 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
  231. 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
  232. Do you use a flashlight while you're under that rock?
    1
  233. 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
  234. 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
  235. 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
  236. 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
  237. 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
  238. Germans.
    1
  239.  @jasonmiller6996  So it seems. Big mistake from a PR perspective, I think.
    1
  240.  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
  241.  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
  242.  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
  243.  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
  244. Superb explanation, as usual.
    1
  245. It certainly is. But it's also thousands of dollars more for a comparable version.
    1
  246. 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
  247.  @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
  248.  @653j521  Where would you suggest? Join the Mars Rover?
    1
  249. 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
  250. 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
  251. In the Seattle area the asking price of the remaining Focus RS's begins at $51,000
    1
  252.  @Yoomaro  "Updated" is not equivalent to "elegant." Neither in women's fashions nor in automotive design.
    1
  253. 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
  254.  @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
  255. Who pays "$32K for a KIA?" Hundreds of thousands of consumers in the US alone. Come out from under your rock.
    1
  256.  @thedarkdade  You asked the question. I simply answered it with a fact.
    1
  257.  @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
  258. So....EcoSport ain't gonna make a Top 10 list, eh? Ford should be ashamed of itself.
    1
  259.  @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
  260. 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
  261. 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
  262.  @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
  263.  @martijnvangammeren1868  Doesn't look like a viable "second car" for most folks, either.
    1
  264.  @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
  265.  @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
  266. $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
  267. 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
  268. Never before have a contributed to a political effort run by Republicans. The Lincoln Project folks are the only exception.
    1
  269. 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
  270. 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
  271. Great video. Now I know how ahead of its time my first car, a 1954 Kaiser with an inline six, was. :)
    1
  272. 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
  273.  @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
  274.  @afcgeo882  Pretty broad generalizations there. Care to document any of your claims? I thought not.
    1
  275.  @joebrown9621  Hyundai and KIA vehicles have virtually the same warranties.
    1
  276.  @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
  277. Come the revolution and the list of owners will be a good starting point for the guillotine waiting list. :)
    1
  278. I'm sure Hyundai agrees that it "looks more like a family vehicle." That's undoubtedly on purpose.
    1
  279. So the children should be punished for their parents' faulty memory? Use your head for something other than a hatrack.
    1
  280.  @mytruckinlifeace4047  And once again, you believe the punishment should be inflicted on the child?
    1
  281.  @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
  282. 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
  283. Not a skier, I assume.
    1
  284.  @cucumbermelon6166  Doesn't mean you have to be ignorant.
    1
  285.  @cucumbermelon6166  I suspect he knows quite a bit.But I doubt seriously he skis.
    1
  286. 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
  287. 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
  288.  @ShersGarage  You're wrong.
    1
  289.  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
  290. You didn't have earbuds stuck in your ears.
    1
  291. WOW! By far the best comparison of current EV options for the tough test of extended trips. KUDOs!
    1
  292. 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
  293. Yeah, so capital punishment is appropriate for the kids of "lazy parents?"
    1
  294.  @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
  295.  @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
  296.  @decayofalberta1520  You forgot to add, "Get off my lawn."
    1
  297. 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
  298. 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
  299. 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
  300. 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
  301.  @paulpellico3797  Happy to hear about the "beto" stickers in Texas but obviously YMMV. :)
    1
  302.  @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
  303. 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
  304. @Brendo Xd Thanks. Was hoping to hear from Moscow.
    1
  305. 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
  306. 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
  307. "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
  308.  @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
  309. 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
  310.  @Crosshead1  Just don't spill your coffee on that rotary dial. :)
    1
  311.  @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
  312.  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
  313.  @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
  314.  @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
  315.  @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
  316.  @matthewmiller2219  Yes, and Henry Ford was a notorious anti-Semite. Is either "fact" relevant?
    1
  317. It's videos like this that are the reason I subscribe to this channel. Awesome job, Jason. :)
    1
  318.  @therevealer77-76  Perhaps but the Audi is "over this" significantly in price.
    1
  319.  @therevealer77-76  Very different pricing structures here in the US. I should have checked the UK prices.
    1
  320.  @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
  321. "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
  322.  @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
  323.  @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
  324. 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