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2021 Toyota Supra: A DriveWays Review…

by Frank A. Aukofer

Automobiles have personalities that they transfer to their owners/drivers. With the 2021 Toyota Supra, it is all about pure driving joy, and never mind the buckboard ride. 

With enthusiasts breathing heavily, the fifth generation Supra materialized in 2020 after an absence from the U.S. market of 22 years. You could argue that it was as anxiously awaited among its fans as the first-ever mid-engine C8 Chevrolet Corvette Stingray was to its disciples.

Unfortunately for Toyota, the two cars arrived for the same model year and the Corvette beat the Supra for the North American Car of the Year award, which is voted on by a jury of 50 automotive journalists from the United States and Canada.

Nevertheless, the Supra remains one of the best driver-oriented cars you can find anywhere at a decent, somewhat affordable price. Moreover, it only gets better for 2021, with a stiffer chassis, more power and the addition of a lower-priced model with a four-cylinder turbo engine.

The four-banger is the 255-hp GR Supra 2.0, which has a starting price of $43,985, including the destination charge. Toyota says it can nail a 0-60 acceleration time of 5.0 seconds — no slouch in anybody’s book.

Tested for this review was the 2021 GR Supra 3.0, which gets a bump of 47 horsepower over the 2020 model, along with refined chassis tuning. Aluminum struts connect the shock absorber towers to the radiator supports for increased lateral rigidity. The dampers also have been newly tuned.

A note about the GR designation for Supra models. It stands for Gazoo Racing, Toyota’s international motorsports program. The Supra was the first model developed by the Gazoo Racing team.

It is no secret, however, that the Supra 3.0 gets its power and some engineering expertise from Germany’s Bavarian Motor Works. Its  turbocharged in-line six-cylinder engine is the same motor that powers the BMW Z4 M40i. In the Supra’s installation, it makes 382 hp with 368 lb-ft of torque.

The grunt gets to the rear wheels via an eight-speed automatic transmission with a manual-shift mode — also from a German manufacturer, ZF Friedrichshafen. It is the only transmission available so far, though many enthusiasts would climb the ramparts for the rumored manual gearbox.

Toyota says the 2021 setup enables 3.9-second runs to 60 mph. However, Car and Driver Magazine claims its track testers made it in 3.7 seconds with the 2020 six-cylinder model, likely enabled by the standard computerized launch control.

There’s no question that the 2021 Supra is a head-turner — more likely a neck cracker. The tester was done up in bright red with black accents, some of them faux air inlets. The graceful 10-spoke wheels beautifully alternated black and chrome, and the sweeping body curves and lines invited gawking.

Inside, the leather seats (there are two) had substantial bolsters to cocoon the driver and passenger in place for whatever rapid moves they might undertake. The sensuous styling dictated a roof that droops down over the side windows, which means you have to duck way down to get in and out else you bang your noggin. But it has the advantage of functioning as a side sun blocker. In fact, the sun visor does not even swing sideways.

From behind the steering wheel, the driving and handling joy is palpable, despite the engine and road noise that can drown out the audio system and the harsh ride. Almost like riding a powerful motorcycle, there’s a feeling of total control and near invincibility. While only a fool would test its limits on the public roads, the temptation is there. 

The Supra is a hatchback, which actually enhances what would be meager trunk stash space. It’s 10 cubic feet, added to 51 cubic feet for the passengers. A removable cargo cover hides the contents. 

As befits a sport/grand touring car with a bottom-line sticker of $56,720, the tested Supra was well equipped with standard and optional safety, performance and luxury equipment. 

They included automatic pre-collision braking with pedestrian detection, lane departure warning with steering assist, color head-up display, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, 8.8-inch touch screen, navigation, Apple CarPlay, Bluetooth connectivity, wireless smart phone charging and SXM satellite radio.

A frugal buyer could do without some of the optional equipment, and even forego the 3.0-six in favor of the lower-priced four-cylinder model. Either way, the Supra exudes excitement. If there’s any credence to it, maybe wait for the more entertaining stick shift.

Specifications

  • Model: 2021 Toyota GR Supra 3.0 Premium two-door hatchback coupe.
  • Engine: 3.0-liter six-cylinder, turbocharged; 382 hp, 368 lb-ft torque.
  • Transmission: Eight-speed automatic with manual-shift mode and rear-wheel drive.
  • Overall length: 14 feet 5 inches.
  • EPA/SAE passenger/cargo volume: 51/10 cubic feet.
  • Weight: 3,390 pounds.
  • EPA city/highway/combined fuel consumption: 24/31/26 mpg.
  • Base price, including destination charge: $55.485.
  • Price as tested: $56,720.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Toyota

Coupe Love Affair with the 2020 Lexus RC F

by Jason Fogelson

Looking back on my history of car ownership, I realize I have ping-ponged between trucks/SUVs and coupes. I’ve owned very few sedans, and I haven’t kept them for long. I’m definitely in touch with why I love trucks and SUVs – it’s the utility. It’s the belt and suspenders part of my personality, the part that wants to be ready for anything, anytime. My love of coupes, though, has demanded more introspection. 

Luckily, I got a chance to spend a week behind the wheel of a 2020 Lexus RC F 2-Door Coupe recently, and I think I figured it out.

Let’s jump right in. 

RC F has great lines, with a sporty, elegant profile and an assertive stance, and the car is poised like a sprinter in the starting blocks. The wheel arches are filled with staggered width 19-inch wheels. Up front, the big, open “spindle” grille serves as a gaping mouth, while the bi-LED headlamps underlined by LED DRL. The roofline is fast, with a quick finish to a short decklid, housing a speed-activated rear wing which (thankfully, for the shy driver) defaults to a flush docked position. Quad chrome tips poke out of the lower rear fascia, ready to burble exhaust notes. 

Much of the front fascia seems devoted to aerodynamics and managing air flow. There are no external bumpers, per se, though you can see the structure behind the grille. I’d be really careful parking the RC F – a low-speed collision with a pole or garage wall could result in a very costly repair. The rear fascia is a little less detailed, and appears a little less fragile.

Coupe critics complain about coupe doors, which are generally six or more inches longer than sedan doors on comparably sized vehicles. You need more space to open coupe doors fully. Coupe doors are bigger and heavier than sedan doors, which puts more stress on hinges. Despite their greater length, coupe doors still require second-row passengers to squeeze in past the door frame and front seat. 

While I confirm the coupe critics’ complaints, I counter with compliments. 

A bigger front door makes it easier for the driver and front-seat passenger to enter and exit the vehicle. The weight of RC F’s doors is manageable and well-balanced, and there’s no obvious strain on the hinges. Getting in and out of the second row is mildly inconvenient, but at six-feet two-inches tall with creaky joints and size 14 barges for feet, I had no problem getting in and out without an assist (or a crane). Headroom was fine, though I could have used more legroom for a long ride. I rarely carry second-row passengers – maybe two or three times a year, at most — so the tradeoffs would be worth it to me. Call me a selfish aesthete, but the ease of entry and exit along with a gorgeous, genuine coupe silhouette make the two-door my car of choice.

Inside, RC F also hits the mark. It has a crisply tailored cockpit, with a beautifully trimmed dashboard and center console. I particularly like the perfectly aligned HVAC vents, which combine looks, function and location to break up the visual field of the dashboard. My test RC F came with an expensive ($11,400) yet stunning Performance Package, which included a host of carbon fiber trim and aero pieces on the exterior and interior, and after some heavy math (seven years of ownership = 2,555 days x $4.46/day = $11,400 more or less = less than $5/day to have the cool carbon fiber = sold?), I think I’d order that feature. 

Another option that required no math for me was the $2,725 Navigation System with Mark Levinson Audio. The 17-speaker, 835-watt sound system is one of the best car audio systems I’ve ever heard. I’m not a fan of the remote touchpad in the center console, which I can only ever get good results from when the RC F is at a complete stop. I suspect that time and practice would improve my interactions, but a week wasn’t long enough to make me a competent operator.

The biggest joy of the RC F, though, is the driving experience. A 472-hp, 5.0-liter V8 gasoline engine lurks beneath the long hood, ready to pump 395 lb-ft of torque to the rear wheels through an eight-speed automatic transmission. The powertrain comes as a pleasant surprise in the tidy RC F, as it sounds and feels like it belongs in a muscle car, not a Japanese luxury coupe. Which is not to imply that it’s unruly or sloppy – I’d have to describe it as lusty. That’s a compliment.

Driving around in the RC F is a blast. It corners like a shark, accelerates like a charging bull, and romps like a stallion. I had to keep a close eye on the speedometer, because RC F can cruise smoothly at deceptive speeds. 

There are other performance luxury coupes on the market that match up well with the Lexus RC F. The Mercedes-AMG C 63 Coupe, BMW M4 Coupe, Infiniti Q60 Red Sport 400 and Audi RS 5 Coupe are good examples. I’d also include non-luxury Dodge Challenger and Ford Mustang, lusty V8 muscle cars, in my coupe comparison. 

The 2020 Lexus RC F starts at $64,900 ($89,654 as tested). 

Does my preference for a coupe make me a selfish person, since I’d rather have everyday comfort and convenience as a driver than occasional comfort and convenience for my passengers? Does it make me shallow, since I value appearance over practicality? I don’t know.  I appreciate the coupe for its honesty. It’s not pretending to be a car for all people, for all purposes. And that makes sense to me. So does the RC F.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Lexus

2020 Volvo S60 T6 AWD Inscription: A DriveWays Review…

by Frank A. Aukofer

Despite its tiny share of the U.S. market, Volvo offers an almost giddy array of models, including the 2020 S60, which earns high marks as a competitive sports sedan.

Though it looks and feels like a luxury midsize four-door, it competes as a premium compact against the likes of the BMW 3-Series, Infiniti Q50, Mercedes-Benz C-Class, Alfa-Romeo Giulia and Audi A4.

The Swedish manufacturer accounts for less than 1% of the automobile and light truck market in the U.S., yet it offers eight different sedans, crossover sport utility vehicles and station wagons, including a V90 cross-country wagon set up for off-roading. 

There also are multiple trim levels. The S60 has four with three different power trains, including the S60 highpoint, the Polestar Engineered plug-in hybrid. Driven for this review was the S60 Inscription model, slotted beneath the Polestar. Others are the base Momentum and the R-Design.

The tester was the T6, which included all-wheel drive. Base price was $41,545 and, with a long list of options, the Inscription checked the bottom-line box at $58,690. Models with the T5 designation have front-wheel drive.

Lurking under the Inscription T6’s hood is a turbocharged and supercharged 2.0-liter four-cylinder engine that makes 316 horsepower and 295 pound-feet of torque, delivered to all four wheels through an eight-speed automatic transmission with a manual-shift mode. 

The base Momentum model comes with a 250-hp, 2.0-liter turbocharged four-cylinder engine with 258 lb-ft of torque, and the Polestar Engineered version makes 415 hp with 494 lb-ft of torque. Independent tests rated the Inscription T6’s acceleration to 60 mph in the five-second range, while the Polestar dipped into four-second territory.

There are three selectable drive modes with descriptive names: Eco, Comfort and Dynamic. City/highway/combined fuel consumption is rated by the EPA at 21/32/25 mpg. 

Handling is sharp and responsive in any of the three modes, though Dynamic tightens up the ride and responses, as well as keeping the engine on the boil through the gears. Shifts are slick either in manual or automatic mode. The latter is preferred by this driver except when driving on twisting, up and down roads where the idea is to lock onto a lower, more responsive gear.

The engine emits a throaty growl under hard acceleration, then settles down to an unobtrusive groan for leisurely highway duty. Cruising obviously is less entertaining than hustling on curving roads but Volvo makes it pleasurable with one of the most attractive and comfortable interiors anywhere.

Materials and workmanship are of a high quality, with seats that live up to Volvo’s reputation for long-distance support. Even the outboard back seats are neatly coved with decent bolsters  —as they must be because of modest knee room. The center-rear seat, however, is way less comfortable, with foot room severely compromised by a floor hump that measures eight inches square.

Volvo’s designers either overlooked or disdained two obvious interior enhancements. The sun visors do not slide on their support rods to adequately block sunlight from the sides. And the sun shade for the panoramic glass sunroof is made of a flimsy perforated cloth. It may be considered a big plus in Stockholm, which at some times of the year gets only about 5.5 hours of light a day, but in hot U.S. summers it admits too much heat and light. 

A minor annoyance until you learn and get used to it is the vertical center screen for the infotainment functions. You have to swipe to get different screens and touching icons can be fussy. Don’t fiddle with them while driving.

Standard and optional equipment on the tested Inscription was expansive. Volvo jealously guards its reputation for pioneering safety construction and equipment, though many manufacturers have caught up.

Nevertheless, the tested Inscription came with a full suite of confidence-inspiring security and safety gear, including: low and high speed collision avoidance and mitigation with pedestrian detection, automatic braking after a collision, rear cross-traffic alert with braking, road run-off mitigation, blind-spot warning with steering assist, automatic braking for oncoming vehicles, adaptive cruise control, an informative head-up display, lane keeping assist, and side collision and whiplash protection.

Luxury and convenience features abound, including a killer $3,200 Bowers and Wilkins premium audio system, quad-zone automatic climate control, driftwood interior trim, Nappa ventilated leather upholstery, and power folding rear headrests.

Some frosting: The S60 is the first Volvo ever built in the United States, in Ridgeville, South Carolina. Skoal and Helan Gar.

Specifications

  • Model: 2020 Volvo S60 T6 AWD Inscription four-door sedan.
  • Engine: 2.0-liter four-cylinder, turbocharged and supercharged; 316 hp, 295 lb-ft torque.
  • Transmission: Eight-speed automatic with manual-shift mode and all-wheel drive.    
  • Overall length: 15 feet 7 inches.
  • EPA/SAE passenger/trunk volume: 93/12 cubic feet.
  • Weight: 3,910 pounds.
  • EPA city/highway/combined fuel consumption: 21/32/25 mpg.
  • Base price, including destination charge: $41,545.
  • Price as tested: $58,690.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Volvo

2020 Toyota 86 Hakone Edition: A DriveWays Review…

by Frank A. Aukofer

In American slang, “86” means to get rid of, cancel, eject or bury something. In the Japanese automobile industry, 86 is the name of a nimble Toyota sports car that is actually built by Subaru.

The joint venture dates back to 2012, when Toyota introduced the two-door coupe as the Scion FR-S (then Toyota’s youth-oriented brand, now 86ed). The FR-S name went away with Scion. The FR-S and successor 86 also was — and still is — sold by Subaru as the BRZ. The two vehicles gave each manufacturer something it did not have.

For Toyota, it was the 200-hp, 2.0-liter horizontally-opposed four cylinder engine, also called a flat or boxer engine. In a boxer, the cylinders lie flat, feet to feet, on both sides of the crankshaft, instead of standing straight or leaning sideways as in-line or V engines.

Subaru is the only manufacturer that uses boxer engines in all of its models. The configuration is the same as that used in millions of Volkswagen Beetles and microbuses from the 1930s until the 1970s. 

The other manufacturer currently using boxers is Germany’s Porsche, in its Boxster, Cayman and 911 models. In those cars the engine is mounted amidships, forward of the rear wheels, or behind them in a rear-engine design.

That leaves the Subaru BRZ and Toyota 86 with a unique layout in which the boxer engine nests up front and sends its power to the rear wheels via a driveshaft. Nobody else does a boxer front engine, rear drive layout. It also is the only two-wheel drive model in the Subaru lineup; the others come standard with all-wheel drive.

The 2020 86 gets its name from its production numbers — hachi-roku in Japanese. It still uses the boxer engine, now with 205 hp and 151 lb-ft of torque. Tested for this review was the special Hakone Edition with a six-speed manual gearbox (a six-speed automatic is available). Hakone is the name of a famed curvy turnpike near Tokyo. It also is the name of the Hakone Edition’s deep green paint, similar to British Racing Green.

The Hakone Edition package also includes bronzed alloy wheels and smart-looking front seats done up with black suede cloth seating areas trimmed with tan leather. But the fancy stuff ends there; the two vestigial back seats are monotone.

That’s likely because Toyota doesn’t expect them to get much use. The 86 is what used to be called a “two-plus-two,” meaning a coupe with tiny back seats and no knee or leg room. In an emergency, you could squeeze two small humans back there but only if the front seat occupants run their seats as far forward as possible, likely compressing the driver’s chest.

So think of the 86 as a two-seater, not unlike a Mazda MX-5 Miata with a hard top and a bit of extra space in back for melons or capuchin monkeys. At least the 86’s back seat augments the meager seven cubic feet of trunk space.

Another way to consider the 86 is as the smaller, less powerful sibling of the resurrected Toyota Supra two-seater, which comes with a 382-horsepower in-line six cylinder engine from BMW. At $56,720 as reviewed here, it costs twice as much as the $28,015 base 86.

The Hakone Edition comes nicely equipped for $30,825 with the manual gearbox. Prices include the destination charge. The test car had Bluetooth connectivity but no Apple Car Play or Android Auto, though it was compatible with those apps. There was an AM-FM radio but no SXM satellite radio.

However, the 86 is a pure sports car so the entertainment comes from the driving. Engine noise intrudes harshly into the cabin any time the tachometer needle passes 3,000 rpms. The zero to 60 acceleration time is less than seven seconds (compared to less than four seconds for the Supra).

For enthusiasts, the stick shift is preferable to the automatic. But the 86’s clutch action can be a bit touchy, and the shift linkage is taut and even a bit bumpy changing gears. 

Handling is the 86’s forte. It corners flat, and the somewhat stiff steering provides good feedback. The tradeoff is a harsh ride on rough roads. Combine the ride with the echoing engine racket in the cabin and a long trip on freeways could become taxing.

Complaints include a hard-to-read, tiny backup camera mounted in the inside rearview mirror, and sun visors that do not slide on their support rods to adequately block sun from the side.

Specifications

  • Model: 2020 Toyota 86 Hakone Edition two-door sports coupe.
  • Engine: 2.0-liter four-cylinder; 205 hp, 151 lb-ft torque.
  • Transmission: Six-speed manual with rear-wheel drive.
  • Overall length: 13 feet 11 inches.
  • EPA/SAE passenger/trunk volume: 77/7 cubic feet.
  • Weight: 2,810 pounds.
  • EPA city/highway/combined fuel consumption: 21/28/24 mpg.
  • Base price, including destination charge: $30,825.
  • Price as tested: $30,825.

Disclaimer: The manufacturer provided the vehicle used to conduct this test-drive and review.

Photos (c) Toyota

What Would 1986 Think of the 2020 Hyundai Elantra?

by Jason Fogelson

I wish I had a time machine. Not so that I could go back in time, but so I could bring a car enthusiast from the past into our present and show them the 2020 Hyundai Elantra Limited. 

Imagine plucking some guy from 1986, the year that Hyundai began selling the Excel in the United States. Imagine this guy with his pleated pants, Hawaiian shirt with the collar popped, and the sleeves of his white linen jacket pushed up his forearms like Don Johnson on Miami Vice. He’s laughing at the Excel in a Hyundai showroom, giggling at the idea that any self-respecting car guy would be caught dead in a Korean car. Suddenly, a beam of light from above captures this guy – let’s call him Chad – and rearranges his molecules through space and time, reconstructing him in the driver’s seat of a 2020 Elantra.

Once the nausea from time travel wears off, Chad looks around the cabin of the Elantra Limited. He’s sure that he’s in a luxury car. I assure him that he’s in a Hyundai Elantra Limited with a list price of $22,800. He whistles at how expensive that is – until I tell him that the average transaction price on a new car in the United States right now is above $35,000, so this is quite clearly an economy car. (In 1986 where Chad is from, the average transaction price for a new car is around $12,500.)  Even with the options on our 2020 Elantra Limited ($3,350 Ultimate Package; $135 Carpeted Floor Mats; $930 Inland Freight and Handling), the as-tested price of the car he’s sitting in is $27,215 – way below average.

Chad nods, looks around and starts touching things. He’s impressed with the design, which is simple and elegant to his eyes. He’s impressed with the eight-inch infotainment touchscreen, and once I explain all of the technology that it gives access to, he nods as if he understands (he really doesn’t, because he’s from 1986). He loves the fact that there’s no key to insert or turn, just a button to push, because he thinks that a key fob will work better in his linen jacket pocket than some jangly keys. He’s thrilled with the controls available on the steering wheel, and when I describe some of the SmartSense safety systems that come with the Limited’s Ultimate Package – Smart Cruise Control, Forward Collision Avoidance Assist with Pedestrian Detection, Safe Exist Assist and Blind Spot Collision Warning with Rear Cross Traffic Alert and Lane Change Assist – he’s amazed and enthralled. It seems like science fiction, but I assure him that it’s science fact. 

As a car guy, he can’t wait to get a look under the hood. He’s a little disappointed by the engine’s size, a 2.0-liter inline four-cylinder gasoline unit. But when I tell him that the little 2.0 can produce 147 hp and 132 lb-ft of torque while achieving 30 mpg city/40 mpg highway/34 mpg combined, he’s ready to take a drive.

Elantra’s Intelligent Variable Transmission (IVT), a new Hyundai take on the continuously variable automatic transmission (CVT), is transparent in operation for Chad, just like a conventional geared automatic transmission, but he’s a little flummoxed by the slightly sluggish performance in “D” mode. I reach over and push the gear selector lever in “S,” and the 2.0 engine perks up immediately, holding gear ratios longer, and livening up performance. Chad pushes the Elantra into curves, tries out the brakes, and puts the car through its paces, a wide grin breaking out on his face. Chad declares the Elantra a winner over all of the economy cars and most of the luxury cars of 1986 – and it’s even comfortable and quiet on the road. 

I have to agree with Chad (after all, I made him up for this story). But how does the Elantra stand up to the competition in 2020? Measure it against the Toyota Corolla, Honda Civic, Nissan Sentra, Mazda3 and Volkswagen Jetta to get an idea. I’d put it near the top rung for value and overall quality, in the lower end for overall driving experience. I prefer the Mazda3 and Jetta for pure driving enjoyment, but I like the Elantra’s packaging and available safety features a lot. 

If you, like Chad, have not experienced the current state of the art in economy/commuter cars, I encourage you to explore the landscape before buying. You’ll be wise to include the 2020 Hyundai Elantra Limited on your list for consideration.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Hyundai

2020 Toyota Prius is the Proto-Hybrid

by Jason Fogelson

As the automotive industry does its best to catch up, the 2020 Toyota Prius posts incremental improvements and additions. Prius has been the poster child for hybrid cars for over 20 years now, a beacon that identifies its owners as green and woke (and maybe a little self-congratulatory). Say what you will about image and perception, it’s hard to criticize the roomy, efficient Prius when it comes with an EPA rating of 52 mpg city/48 mpg highway/50 mpg combined when equipped with newly available (as of 2019) all-wheel drive.

Front 3q Left Blue

For 2020, Toyota has added more standard features to Prius, sweetening the pot. On the audio front, Apple CarPlay and Amazon Alexa have been added to the system’s capability. This is particularly welcome for users who find the Scout GPS app that links with Toyota’s Entune system lacking (I do), because they can now connect an Apple iPhone via a USB cable and have the Apple Maps app operate through the Prius’ infotainment screen. This works way better than Scout, in my experience, and lets you get a quick link between other information in your smartphone and your mapping program. Amazon Alexa functionality is great, too, if you’re willing to take the time to set up Alexa skills in the Alexa app. If you have iOT devices at home – smart lightbulbs, a smart thermostat, etc. – this can be very convenient and fun. These are the kind of tech upgrades that Prius should get – the kind that help integrate the vehicle into owners’ (users’) lives beyond transportation.

Front 3q Right

The other big area of upgrade to Prius for 2020 is in standard safety systems. Toyota Safety Connect is now standard (with a free three-year trial subscription) on all Prius grades, including Emergency Assistance, Stolen Vehicle Locator, Roadside Assistance and Automatic Collison Notification. Similar to the tech upgrades in the audio area, this connectivity is also a smart, appropriate addition for Prius and its connected owners.

Dash

Beyond those upgrades, the 2020 Prius is pretty much a carryover model, very similar to the 2019 Toyota Prius XLE AWD-e model that I reviewed last year for Forbes. This year’s test car had an optional feature that I very much appreciated: the $800 Advanced Technology Package that included a Head-Up Display (HUD). This bright, color projection above the steering wheel solved the slight unease that I feel with the Prius’ center-mounted instrument panel. With the HUD, I was able to keep my head straight, my eyes on the road, and still have visual access to my car’s speed and the activity of the hybrid system. I’m a big fan of a well-executed HUD in the first place, and on Prius I would consider it an essential feature, not an extra.

Engine

My test vehicle, a 2020 Toyota Prius XLE AWD-e, came with a base price of $29,250. With options, including the HUD, $259 Carpeted Floor Mats, $299 Illuminated Door Sills, $125 Door Edge Guards, $69 Rear Bumper Applique, and $955 Delivery Processing and Handling Fee, the as-tested price was $31,757. Bracketed in the Toyota lineup by the new 2020 Corolla Hybrid (starting at $23,100) and 2020 Camry Hybrid (starting at $28,430), it’s not the only smart choice in the Toyota lineup – just the most visible.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Rear 3q Right

Photos (c) Toyota

2020 Hyundai Veloster Turbo Ultimate: A DriveWays Review…

by Frank A. Aukofer

If raucous high performance defines motoring excitement for you, consider the 2020 Hyundai Veloster Turbo Ultimate.

This is a compact, front-wheel drive hatchback with midsize room that is distinguished by three passenger doors. There’s a long door for the driver and two shorter doors on the right side. Having the third door is way preferable to squirming into the back seat of a two-door.

Three Doors Open

Though it’s far from a sales standout in Hyundai’s lineup, the Veloster, depending on the version, qualifies as an economy car or all the way up to what some observers like to call a “hot hatch” — that is, a sports car in hatchback metal.

The Veloster has been part of the South Korean manufacturer’s lineup for almost a decade. For 2020, it comes in five trim levels: The base model, at $19,430, including the destination charge, comes with a 147-hp, 2.0-liter engine with 132 lb-ft of torque and a five-speed manual gearbox. Next up is the 2.0 Premium for $23,730, which adds a six-speed automatic transmission and other equipment.

Front 3q Right Dynamic

Both fall into the economy end of the equation, though they offer standard Apple Car Play and Android Auto as well as a suite of safety enhancements. Among them: forward collision mitigation and lane-keeping assist. They are solid, dependable daily drivers.

Move up to the next level and you get the stick shift Turbo R-Spec, which has a sticker of $24,080 and is a blast to drive because of its 1.6-liter four-cylinder engine that makes 201 hp with 195 lb-ft of torque. Get the same power with a dual-clutch seven-speed automatic transmission and the price jumps to $26,380.

Front 3q Left Dynamic

Which brings us to the tested Veloster Turbo Ultimate. It has the same power train as the Turbo DCT but more equipment and a bottom-line sticker price of $29,215. It comes equipped with blind-spot warning, rear cross-traffic alert, lane-keeping assist and automatic emergency braking with pedestrian detection,

The dual-clutch seven-speed automatic transmission is part of the Ultimate package. This type of automatic operates something like a manual gearbox but with two clutches alternately poised to engage the next gear instantly, computer controlled unless the driver opts to shift for himself or herself. The advantage is quicker shifts and improved fuel economy.

Dash Daytime

The tested Veloster Turbo Ultimate was gorgeously gussied up with bright red paint topped by a glossy black top. You could argue that it had an arresting presence — likely attracting any police vehicle in sight.

Inside, the effect was similar, with light gray, perforated leather upholstery trimmed with red stripes. The front seats were supportive and comfortable, with seatbacks well bolstered to hold the torso in hard cornering on curving roads. Oddly, though the tester was well equipped, even with a head-up display, the driver’s seat had only manual adjustments.

Second Row

Once you awkwardly work your way through the narrow right rear-door opening, the back seat offered decent head and knee room for average-sized adults.

On the road, the Veloster Turbo Ultimate was a stellar performer. But it might be a good idea to bring along ear plugs or noise-canceling headphones. Combine the racket from the revving turbo engine and road noise stabbing into the cabin, ordinary conversation or listening to audio is off the table.

Profile Right

Still, there’s excitement. With the snap shifts from the dual-clutch transmission, the Turbo Ultimate can nail 60 mph from rest in about six seconds, according to a test by Car and Driver magazine.

The steering is precise and responsive, though with a heavy feel, and communicates what’s going on at the front wheels. However, the ride, on anything but smooth asphalt, is harsh and upsetting.

Hatchback Open

Equipment is extensive. As the top of the lineup, the Veloster Turbo Ultimate came with only one option: $135 carpeted floor mats. Included  were a motorized glass sunroof, 18-inch alloy wheels, navigation system, automatic climate control, premium audio with SXM satellite radio, wireless smart phone charging and LED headlights and tail lights.

Curiously, the Turbo Ultimate actually is not the ultimate Veloster. Hyundai has developed a new N high performance line for some of its models. The designation resembles F-Sport at Lexus, AMG at Mercedes-Benz, V at Cadillac, S at Audi, R-Type at Honda and M at BMW.

The Veloster N comes in two versions: Standard package for $28,530 and Performance package at $30,430. Both have 2.0-liter four-cylinder engines. The Standard makes 250 hp and the Performance has a 275-hp four-banger. That’s the ultimate.

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Specifications

  • Model: 2020 Hyundai Veloster Turbo Ultimate three-door hatchback.
  • Engine: 1.6-liter four-cylinder, turbocharged with direct injection; 201 hp, 195 lb-ft torque.
  • Transmission: Seven-speed dual-clutch automatic with manual-shift mode and front-wheel drive.
  • Overall length: 13 feet 11 inches.
  • EPA/SAE passenger/cargo volume: 90/20 cubic feet. (44.5).
  • Weight: 2,987 pounds.
  • EPA city/highway/combined fuel consumption: 28/34/30 mpg.
  • Base price, including destination charge: $29,080.
  • Price as tested: $29,215.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

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Photos (c) Hyundai

2020 Nissan Leaf SV Plus: A DriveWays Review…

by Frank A. Aukofer

Although Tesla gets most of the attention and expensive newcomers like the Porsche Taycan and Audi e-Tron get the praise, the almost-venerable 2020 Nissan Leaf continues as a decent, relatively inexpensive, alternative for anyone who wants an electric car.

We can give it the venerable title because the Leaf was the first modern mass-market electric car from a major vehicle manufacturer. Introduced in the United States in December, 2010, it was the best seller until recently, when the Tesla Model 3 passed it.

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But best-selling as an electric doesn’t compare with the resurgence of small-displacement fossil-fuel engines, which now dominate the market, mostly in crossover SUVs.

In 2019, electric cars  accounted for 1.9% of the U.S. sales of cars and light trucks. If you skip trucks and you’re just talking cars, it’s about 6%. So, motorist acceptance likely will not arrive for some years to come as manufacturers scramble for battery and charging breakthroughs.

But electric cars possess a great deal of innate appeal: They don’t pollute, they’re fuel efficient, have low maintenance costs, are quiet and relaxing to drive, never have to visit a service station and, best of all for people who enjoy driving, are natural great performers.

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The excitement common to all electrics comes from the nature of the electric motor, which produces maximum torque, or twisting force, immediately when they are switched on. That’s unlike gasoline or diesel engines, which deliver their maximum torque when they reach a certain revolutions per minute (rpm).

With the Nissan Leaf electric, you sit quietly at a stoplight as if the motor is switched off, though it’s still connected. The light changes and you punch the throttle pedal. Wham! You have full torque, enough with the nearly two-ton Leaf SV Plus to nail 60 mph in about seven seconds.

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You don’t even need a transmission to multiply the torque. The “force be with you” for acceleration and passing exists because of the motor itself. That’s why most electric cars list the transmission as “single speed automatic.”

Drive the around all day, even take a short trip — the advertised range is 215 miles with its 62 kilowatt-hour battery — then plug it into a 240-volt home or commercial charger overnight and it will be ready to boogie again the next day.

Of course, the downside of the Leaf and other pure electrics is the time required to recharge the battery. With a 240-volt charger, it takes about 11 hours, OK overnight. If you have access only to household current, figure on a couple of days. So long trips, unless meticulously planned  for charging stops and stays at rural motels, are likely out of the question.

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That likely will change as battery technology and charging equipment improve. Until then, most people will stick with their gassers, which can be refueled in minutes at an Interstate truck stop.

All of that said, the tested Nissan Leaf SV Plus is a nifty, even endearing choice. First, it’s a standard four-door hatchback with midsize room for five (though the center-rear passenger is dissed as usual) and plenty of space in a deep cargo area.

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The surroundings are familiar. There’s a simple knob on the console for shifting into forward, reverse and park. It’s different but not goofy. Instruments, controls and infotainment are all intuitive and mostly easy to figure out. If not, consult the owner’s manual.

It’s all set up for careful drivers who want to extend their range—and it works. First, there’s a B setting to augment the D for drive. Simply shift the knob a second time. It switches from a coasting mode on deceleration to one that more aggressively slows the Leaf. The regenerative braking helps recharge the battery while you’re driving.

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There’s also a so-called e-Pedal mode, activated by a switch on the console, that delivers even more aggressive regenerative braking that allows what is called “one pedal driving.” If you learn how to use it, you can re-charge the battery even more and never use the brake pedal.

The Leaf comes in five trim levels, with a starting price for the S version of $32,525, including the destination charge. Tested for this review was the SV Plus, which had a suggested price with options of $42,670. Others are the SV, S Plus and SL Plus

The tested Leaf posted an EPA city/highway/combined miles per gallon equivalent fuel economy of 114/94/104 MPGe.

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Specifications

  • Model: 2020 Nissan Leaf SV Plus four-door hatchback.
  • Motor: AC Synchronous Electric; 214 hp, 250 lb-ft torque; 62 kWh lithium-ion battery.
  • Transmission: Single-speed automatic with front-wheel drive.
  • Overall length: 14 feet 8 inches.
  • EPA/SAE passenger/cargo volume: 92/24 cubic feet.
  • Weight: 3,909 pounds.
  • EPA city/highway/combined miles per gallon equivalent: 114/94/104 MPGe.
  • Range: Up to 215 miles.
  • Base price, including destination charge: $40,675.
  • Price as tested: $42,670.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

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Photos (c) Nissan

Avalon Hybrid Generates Grins

by Jason Fogelson

Through five generations of production since the 1995 model year, Avalon has been the flagship of the Toyota lineup in the United States. That doesn’t necessarily mean that it has been given a lot of respect or attention on the sales floor. Though it shares a platform, TNGA (Toyota New Global Architecture), with sibling Camry, Avalon sales in 2019 were one-tenth the number of Camry sales. Looking at Avalon Hybrid sales versus Camry Hybrid sales reveals a different balance. In 2019, Toyota sold 26,043 Camry Hybrid sedans, while selling 6,552 Avalon Hybrid sedans, about a 4:1 ratio – much closer than the overall numbers. What’s going on here?

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I decided to take the 2020 Toyota Avalon Hybrid for a week-long test drive to see if I could figure it out.

My test vehicle was a Limited trim level with a list price of $43,150. With options ($1,150 Advanced Safety Package; $259 Carpet Mat Package) and a $950 Delivery Processing and Handling Fee, my Parisian Night Pearl Avalon Hybrid carried an as-tested price of $45,489.

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Avalon spent its first four generations cloaked in blandness, but the new generation, which launched with the 2019 model year, is much more interesting and attractive. Sharper lines, a bolder snout, and, dare I say, sportiness to the exterior have livened up the big sedan. Still on the conservative end of the spectrum, but much better than before.

Inside, Avalon manages to achieve Lexus levels of luxury, but with a flair that matches Avalon’s newly spruced exterior design. I particularly like the way that the center stack is set off from the dashboard, putting the standard nine-inch touchscreen display at the top. My Limited model also included a 10-inch head-up display, which beamed information into my line of sight in the driver’s windshield – a very desirable safety feature, well-executed.

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Avalon is roomy and comfortable, notably so in the second row. The flexible TNGA platform has allowed engineers and designers to stretch the wheelbase by two inches over Camry, and to put that additional space to use in the second row of the Avalon, almost to executive sedan level.

Under the hood, Avalon Hybrid uses a 2.5-liter inline four-cylinder gasoline engine (176 hp/163 lb-ft of torque) and a pair of electric motors. One motor operates as a generator, engine starter and hybrid battery charger, while the other drives the front wheels and captures braking energy during regeneration. The drive motor has a maximum output of 118 hp. A continuously variable automatic transmission (CVT) directs power to the front wheels, with a net system horsepower rating of 215. The hybrid battery pack is a sealed Nickel-Metal Hydride (Ni-MH) type with a nominal voltage of 244.8. Systems that are designed to deliver extensive EV-only range have mostly switched over to Lithium Ion battery packs, which are more energy-dense (and more expensive) than Ni-MH. Avalon Hybrid is engineered for overall fuel efficiency, not pure electric range or operation – Toyota doesn’t even provide information on EV range, though there is an EV button on the center console. In practice, I found that it was nearly impossible to keep the Avalon Hybrid in EV mode, as the faintest push on the accelerator pedal kicked the car back into hybrid operation. In any event, Avalon Hybrid Limited is rated to achieve 43 mpg city/43 mpg highway/43 mpg combined – very impressive for a roomy five-passenger sedan with a 16.09 cubic-foot trunk and a 3,715-lb curb weight.

Center StackThe TNGA platform reaps big benefits for Avalon Hybrid when it comes to handling. While Avalon Hybrid isn’t exactly sporty, it is a sharp-handling, connected car that responds precisely to inputs, turns in sharply, and delivers a comfortable, controlled ride. Past generations of Avalon have been correctly criticized for being a little too floaty and cushioned, but those are voices of the past. While enthusiastic drivers will wish for quicker acceleration (get the gas-only V6 for that), few will complain at Avalon’s overall competence and comfort.

The big reveal for the Avalon Hybrid, and maybe its secret weapon, is the fact that choosing the Hybrid over the gasoline-only Avalon only adds $1,000 to the suggested retail price.

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The competition for a vehicle this size with a hybrid gasoline-electric powertrain is thin in this price range, from $37,000 for Avalon Hybrid XLE to $39,500 for Avalon Hybrid XSE to $43,300 for the 2020 Toyota Avalon Hybrid Limited.

I’d be very comfortable recommending the Avalon Hybrid to anyone who is looking for an efficient, luxurious, pleasant to drive and relatively affordable five-passenger sedan.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

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Photos (c) Toyota

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