Search

The Review Garage

Rating the best and worst in cars, SUVs, trucks, motorcycles, tools and accessories.

Tag

American SUVs

2021 Chevrolet Tahoe 4WD Z71: A DriveWays Review…

by Frank A. Aukofer

Once regarded as a truncated version of the historic Chevrolet Suburban, the all-new 2021 Chevrolet Tahoe has become a distinct competitor in the full-size sport utility realm, especially in the four-wheel drive Z71 trim tested for this review.

The Suburban has been with us as a premier hauler of family and cargo since 1934, probably a week or two before most of its buyers were born. Over the years, it was the choice of anyone who needed lots of space for passengers and cargo, as well as brute force towing capability.

For Chevrolet and General Motors, the Suburban functioned as a bulwark against the increasingly popular minivan, popularized in the mid-1980s by Chrysler. But it always retained its muscular personality, and spun off other iterations, including the luxury Cadillac Escalade and the GMC Yukon — no surprise because they were based on the same platform as General Motors’ Silverado and Sierra full-size pickup trucks.

That’s either a positive or negative depending on the chores you want to assign to your big boomer. Full-size SUVs can carry the same number of passengers and cargo as a now-traditional minivan. And they can tow heavier trailers and handle heavier loads. But big SUVs lose to the minivan on fuel economy, handling and comfort. On a beach trip, the kids in back likely would prefer a Honda Odyssey, Toyota Sienna, or the all-new Kia Carnival, which masquerades as an SUV.

On the other hand, if you’re regularly towing your 27-foot party barge for a family cruise on Lake Tahoe in Nevada and California, you’d likely choose the Chevrolet Tahoe or some other lunker like the Ford Expedition MAX, Nissan Armada, or Toyota Sequoia.

The Chevrolet Tahoe 4WD Z71 that is the subject here did not arrive as the Suburban’s sibling until 1994 — a somewhat smaller and slightly less expensive alternative. At the outset, the two vehicles seemed alike except that the Tahoe looked like a Suburban with about 15 inches whacked off the back end.

But now, all-new for 2021, the Tahoe comes with well-balanced styling and a personality all its own despite its family resemblance to big brother — or sister — Suburban.

In an era when manufacturers are trending toward smaller turbocharged four-cylinder engines, the 2021 Tahoe Z71 continues with good old-fashioned Detroit muscle — a pushrod 5.3-liter V8 engine with 355 hp and 358 lb-ft of torque. It sends its power to all four wheels via a 10-speed automatic transmission.      

The combination guarantees that you will never feel at a disadvantage either in the hiccups of plugged up/high speed interstate travel or urban puddling around. But no matter how you are driving, don’t count on competing with any economy cars. The tested Tahoe Z71 has a city/highway/combined EPA fuel consumption rating of 16/20/18 mpg, and almost everybody will get less.

But there’s quiet comfort in cruising. Buttressed with an air suspension system and adaptive shock absorbers, the tested Tahoe exhibited good handling for its size, cruised quietly and comfortably for long distances at Interstate speeds and featured mostly fatigue-free seating. 

The air suspension system also enabled a larger cabin with 178 cubic feet of space for up to seven passengers and 25 cubic feet for cargo behind the third row. Both the second and third rows can be folded to greatly expand the cargo capacity. Third-row seats have power folding.

The tested Z71, with standard four-wheel drive, came with a $5,735 off-road package of options that included the air suspension, magnetic ride control and a heavy-duty radiator for enhanced cooling. The package also featured an advanced trailering system with hitch guidance and trailer brake control. 

Safety equipment on the tester, both standard and optional, included automatic emergency braking with pedestrian detection, following-distance indicator, lane-change alert with blind-spot monitoring, rear cross-traffic alert, and lane-keeping assist with lane-departure warning.

Inside, the Z71 offered a complement of infotainment, comfort and convenience functions. Among them: tri-zone automatic climate control, wireless smart phone charging, Wi-Fi, five USB ports, SXM satellite radio, nine-speaker Bose audio system, and a rear window that opens independently of the power rear hatch for convenience in loading smaller items.

The Z71 is one of six versions, called trim levels in the industry, that have starting prices from $51,195 to $71,220, including destination charges, with the Z71 in the middle of the range at $60,495. With options, the tested Tahoe Z71 topped out at $68,940.

Specifications 

  • Model: 2021 Chevrolet Tahoe 4WD Z71 four-door sport utility vehicle. 
  • Engine: 5.3-liter Ecotec V8, 355 hp, 358 lb-ft torque.
  • Transmission: 10-speed automatic with four-wheel drive.
  • Overall length: 17 feet 7 inches.
  • Height: 6 feet 4 inches.
  • EPA/SAE passenger/cargo volume: 178/25 cubic feet.
  • Weight: 5,865 pounds.
  • Towing capability: 7,600 pounds.
  • EPA city/highway/combined fuel consumption: 16/20/18 mpg.
  • Base price, including destination charge: $60,495.
  • Price as tested: $68,940.

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

Photos (c) Chevrolet

2021 Chevrolet Trailblazer AWD Activ: A DriveWays Review…

by Frank A. Aukofer

The 2021 Chevrolet Trailblazer sports an adventurous name, though it’s not likely to blaze any trails. 

It’s a small, competent crossover sport utility vehicle, new for this model year and bearing the name of an earlier, larger Chevy SUV sold from 2001 to 2008, then replaced by the Chevrolet Traverse. But it’s no Jeep or Land Rover. 

The original Trailblazer, built with a body on frame, and the 2021 model, a crossover built with a unit-body like a car, are way different. The original left the market powered by a 394-horsepower, 6.0-liter V-8 engine that delivered 400 lb-ft of torque.

That’s about 4.6 times the size of the tiny, 1.3-liter, three-cylinder turbo engine in the Trailblazer Activ tested for this review. It makes 155 hp and 174 lb-ft of torque along with surprising verve for such a diminutive motor.

Moreover, it’s not even the smallest engine available. Base Trailblazer models come with a 1.2-liter three-cylinder turbo that delivers 137 hp. It powers front-drive versions with continuously variable automatic transmissions. The upgrade, as on the tested Activ Trailblazer, has all-wheel drive and a nine-speed automatic transmission.

The Trailblazer slots in the Chevy crossover lineup between the smaller Trax and the larger Equinox. There are five trim levels: L at $20,195, LS at $22,795, LT at $24,895, the Activ tested here at $26,695, and the RS, also at $26,695. All prices include the destination charge. The Activ strives to project a rugged persona, where the RS aspires to a sporty mien.

But rugged is as rugged does. The Activ comes across more like the increasing number of small crossovers crowding the nation’s highways and byways, including names like the Kia Seltos, Honda HR-V, Toyota C-HR, Hyundai  Kona and Venue, Nissan Kicks, Mazda CX-30, and the Trailblazer’s fraternal cousin, the Buick Encore GX, which also uses the 1.3-liter three-cylinder turbo engine.

The Trailblazer’s strong suit is its attractive looks, inside and out. The tester wore a bronze dark copper metallic paint with a white roof and outside mirrors topped in white. Inside, red, black, and beige cloth and leatherette cover the seats, with a sort of denim cloth trim on the doors.

Front seats have decent bolstering to hold the torso in place. The outside seating positions offer plenty of head and knee room in the back, and even the usually disrespected center-rear seat has enough space for an average-size adult. However, the poor soul must sit on a lump with an intrusive back and a small floor hump.

Behind the back seat is a decent-sized, 25 cubic-foot cargo area with small extra space beneath the floor, home of the temporary spare wheel and tire. Rear seatbacks fold nearly flat 2/3 and 1/3 for additional cargo.

On the road, the surprise is the rapid throttle response off the line, which makes the Trailblazer feel faster than it is. Car and Driver magazine clocked an all-wheel-drive model with the 155-hp engine at 9.4 seconds, pretty pokey in this age, partly a testimony to its 3,325-pound weight. But the quick response makes it ideal for shooting through holes in urban and freeway traffic.

Handling is competent and inspires confidence on curving roads, even though there’s enough power available to get a hasty driver in trouble overdoing it. The handling tradeoff is a stiff ride.

Though the Activ model is supposed to project a rugged vehicle, the Trailblazer does not fall into the category of having any off-road chops. With the all-wheel drive, you could likely take it on a logging road or other modest terrain but nothing more challenging.

Interior noise is the main Trailblazer bugaboo. The tires and chassis transmit road irregularities directly into the cabin, abetting a smaller amount of engine noise. Long hours at the wheel could become fatiguing. More sound insulation would be welcome.

The Trailblazer Activ comes well equipped with such amenities as automatic emergency braking with pedestrian detection, rear cross-traffic alert, blind-spot warning, adaptive cruise control, lane-keeping assist with lane departure warning, Apple CarPlay and Android Auto, single-zone automatic climate control, high definition, and SXM satellite radio, premium Bose audio, Bluetooth streaming, wireless smartphone charging, an eight-inch color touch screen, auto-dimming inside mirror, heated outside power mirrors, and LED headlights.

All of that brought the Trailblazer Activ’s base price of $27,995 up to a relatively pricey, in this class, $30,730.

Specifications

  • Model: 2021 Chevrolet Trailblazer AWD Activ four-door crossover sport utility vehicle.
  • Engine: 1.3-liter three-cylinder, turbocharged; 155 hp, 174 lb-ft torque.
  • Transmission: Nine-speed automatic with all-wheel drive.
  • Overall length: 14 feet 6 inches.      
  • Height: 5 feet 6 inches.
  • EPA/SAE passenger/cargo volume: 98/25 cubic feet.
  • Weight: 3,325 pounds.
  • EPA city/highway/combined fuel consumption: 26/30/28 mpg.
  • Base price, including destination charge: $27,995.
  • Price as tested: $30,730.

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

Photos (c) Chevrolet

2021 Buick Envision Essence FWD: A DriveWays Review…

by Frank A. Aukofer

The 2021 Buick Envision crossover sport utility vehicle could substitute as an antidote to former President Donald Trump’s ill-fated attempt to blame his coronavirus woes on China. 

Trump seldom failed to speak of our more than one-year-old plague — OK, the pandemic — as the “Chinese virus,” as if that nation was solely responsible for the worldwide affliction, absolving him of any responsibility for combating it. 

On the bright side, we have the redesigned 2021 Envision Essence, tested here, a decent near-luxury contender in the compact crossover class. It is, in fact, a fundamentally Chinese vehicle, though you’d be hard-pressed to recognize it. 

A whopping 94% of its parts come from China. A joint Chinese-U.S. General Motors plant in Yantai, China, builds the Envision. Only 1% of its components come from the United States and Canada.

Yet the Envision crossovers sold here in the U.S. look, feel, and drive as if they were Thoroughly Modern American Buicks. It was designed that way from the get-go, introduced at the 2016 North American International Auto Show in Detroit. It joined two other similar offerings from General Motors—the Chevrolet Equinox and the GMC Terrain.

Of course, as a Buick, it took a more luxurious tack than its garage mates. At the same time, it became the first Chinese-built GM vehicle sold in the United States. 

Redesigned for 2021, the Envision is slightly smaller and less potent than its predecessor but also delivers better fuel economy and a lower price. Though touted as a luxury crossover competing with the likes of the BMW X3, Lincoln Corsair, and Audi Q5, its relatively bargain price in that company is the tipoff.

The mid-pack Envision Essence trim level tested here came with a base price of $36,995, including the destination charge. With options, the bottom-line sticker came to $41,315. That’s more upper-middle-class and near-luxury than most of the machines it seeks to conquer. The BMW X3 starts at $43,995, and the Lincoln Corsair sets up at $44,825, and either can creep up to tens of thousands of dollars more.

Most of the Envision Essence’s $4,320 worth of extras came from two options packages: Technology at $2,500 and Sport Touring at $1,325. Basic equipment included automatic emergency braking with pedestrian detection, lane-keeping assist, following distance indicator, blind-spot warning, Wi-Fi hot spot, active noise cancellation, rear cross-traffic alert, and rear parking assist.

The options packages added, among others: head-up display, surround vision rear camera, premium Bose audio, Bluetooth streaming, wireless Android Auto and Apple Car Play, navigation with 10-inch touch screen, HD radio and SXM satellite radio, 20-inch aluminum wheels, roof rails and “Cinnabar Metallic” exterior paint.

The Envision has about the same passenger space as a midsize car—100 cubic feet — but with 25 cubic feet for cargo, almost twice that of a midsize car’s trunk. Fold the rear seatbacks and enjoy a two-passenger vehicle with 53 cubic feet for cargo. If you absolutely must tow something, make sure it’s not more than 1,500 pounds.

Like many modern cars and crossovers, the Envision uses a four-cylinder engine. Modern four-bangers, especially with turbochargers, have replaced their forerunner V8s and even, in some cases, in-line six-cylinder and V6 engines. Thank computer technology for the enhanced power and fuel economy.

The Envision Essence offers only one power plant: a 2.0-liter four-cylinder with 228 horsepower and 258 lb-ft of torque. That’s slightly less than its predecessor’s 252 hp and 295 lb-ft of torque. A nine-speed automatic transmission transfers the power to either the front wheels or all four wheels. The tested Essence came with front-wheel drive.

But unless you live in an area prone to snowstorms and other nasty weather, you’d likely be entirely happy with the front-driver, which can account for itself reasonably well in all but the most challenging weather. 

On the road, the Envision Essence was a capable though not inspiring performer. It cruises mostly quietly with enough power for passing situations on two-lane roads and the cut and thrust of heavy freeway traffic. Acceleration to 60 miles an hour is in the acceptable seven-second range. However, avoid impromptu stoplight drag races. 

Handling is competent though not sporting. The suspension system can deliver a smooth ride in most circumstances, which detracts some from any sharp handling pretensions. But likely, most drivers will not opt to explore cornering limits.

Specifications

  • Model: 2021 Buick Envision Essence FWD four-door crossover sport utility vehicle.
  • Engine: 2.0-liter four-cylinder, turbocharged; 228 hp, 258 lb-ft torque.
  • Transmission: Nine-speed automatic with front-wheel drive.
  • Overall length: 15 feet 3 inches.
  • Height: 5 feet 5 inches.
  • EPA/SAE passenger/cargo volume: 100/25 cubic feet. 
  • Weight: 3,732 pounds.
  • Towing capability: 1,500 pounds.
  • EPA city/highway/combined fuel consumption: 24/31/26 mpg.
  • Base price, including destination charge: $36,995.
  • Price as tested: $41,315.

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

Photos (c) Buick

2021 Buick Encore GX Essence: A DriveWays Review…

by Frank A. Aukofer

Shoppers can be forgiven for thinking that the 2021 Buick Encore GX Essence is simply a new trim level, or version, in the Encore lineup of small crossover sport utility vehicles. 

It’s not. Introduced as a 2020 model, the GX Essence is still a small crossover SUV, slightly larger than the original Encore, which made its debut as a 2013 model. But it is a separate vehicle underpinned by a different platform, with its own trim levels.

It has a starting price of $25,195, including the destination charge, for the base Preferred trim. The midlevel Select starts at $26,795, and the GX tops out as tested here, with options, at $35,065 for the Essence — close to the average U.S. price of a new automobile. That was for the front-wheel-drive version; tack on $2,000 if you want all-wheel drive.

Yet despite its relatively low price, the Encore GX competes as a small premium crossover. It looks the part, too, with the tester’s classy brown and black interior, perforated leather upholstery, and rich features.

Among those on the tester: Full safety equipment, including automatic emergency braking with pedestrian detection; forward-collision warning; lane-keeping assist, adaptive cruise control, and following distance indicator. Also: head-up display, surround-view rear camera, and navigation.

The Encore GX is a bit larger and longer than the Hyundai Kona, another small crossover. But it is smaller than the Subaru Crosstrek, a ‘tweener that slots between the little guys and compact crossovers like the Honda CR-V and Ford Escape. But any of these deliver the passenger room of a midsize sedan with way better cargo space.

Carved out of the GX’s length of 14 feet 3 inches and height of 5 feet 4 inches is a space of 92 cubic feet for five passengers, enhanced by a flat floor, so the center-rear passenger endures some hard cushion discomfort but not as much as on many cars and crossovers. There are 24 cubic feet of cargo space behind the rear seats, about double compact sedans. The rear seatbacks do not recline for comfort but fold flat to expand the cargo area to 50 cubic feet.

The 2021 GX is essentially the same as the original 2020 model, all-new at the time. But there have been a few changes and additions. SXM satellite radio now is standard on all trims; adaptive cruise control has been included on Preferred models, and wireless Apple CarPlay and Android Auto are standard on every version. Yet with that and some minor juggling of other features, the price escalated by just $100 across the board.

The tested GX Essence came with Buick’s upgraded engine, a tiny 1.3-liter turbocharged four-cylinder that develops 155 horsepower and 174 lb-ft of torque. Power gets to the front wheels via a continuously variable automatic transmission (CVT). The combination delivers an EPA city/highway/combined fuel consumption rating of 30/32/31 mpg using regular gasoline. 

A side note: Though the Buick name is as American as pizza and Budweiser beer, only 3% of the GX’s parts come from the U.S. and Canada. Engines and transmissions are manufactured in Mexico, and the vehicles are built in South Korea. That’s a recommendation. Vehicles from the southern Korean peninsula’s Hyundai and Kia consistently show up at or near the top of quality ratings. 

On the road, the GX is a pleasant, if leisurely, companion. Thanks to decent insulation and Buick’s noise-canceling technology, it cruises quietly, although the engine makes itself known under hard acceleration. 

Handling is capable around corners and on curving roads as long as the driver eschews aggression in favor of what is generally a smooth ride. The suspension, however, does get upset if the GX is pushed too hard on a road with uneven pockmarks. The supportive front seats absorb many minor shocks. But remember that this is no sports car.

Overall, the Encore GX Essence provides a stable though not outstanding ride and handling with decent fuel economy, good performance and quiet highway cruising, all with a dollop of what — for many people — would be something of a luxury experience at a middle-class price.

The Encore GX was nominated for North American Utility of the Year by an independent jury of U.S. and Canadian automotive journalists, of which this reviewer is one.

Specifications

  • Model: 2021 Buick Encore GX Essence FWD four-door crossover sport utility vehicle.
  • Engine: 1.3-liter four-cylinder, turbocharged; 155 hp, 174 lb-ft torque.
  • Transmission: Continuously variable automatic with manual shift mode and all-wheel drive.
  • Overall length: 14 feet 3 inches.
  • Height: 5 feet 4 inches.
  • EPA/SAE passenger/cargo volume: 92/24 cubic feet (50).
  • Weight: 3,094 pounds. 
  • Towing capability: 1,000 pounds.
  • EPA city/highway/combined fuel consumption: 30/32/31 mpg.
  • Base price, including destination charge: $29,595.
  • Price as tested: $35,065.

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

Photos (c) Buick

2020 Lincoln Aviator Black Label: A DriveWays Review…

by Frank A. Aukofer

With its all-new 2020 Aviator crossover SUV, it appears that Lincoln has gone all-in to recapture its traditional reputation as a tier-one luxury brand, one vehicle at a time.

Joining the Navigator, Nautilus and upcoming Corsair, this is a noteworthy piece of automotive engineering and styling, as expansive as it is expensive, and fully comfortable and competitive in the rarified world of mid-size, three-row luxury sport utilities named Mercedes-Benz, Cadillac, Audi, Volvo and BMW.

"Fresh Take" Aviator CampaignThere was a 20th-century era when Lincoln automobiles competed against the most exclusive nameplates, including Packard, Duesenberg, Bentley, Chrysler and Cadillac. Though Lincolns were not the most expensive, its Zephyr models with V-12 engines were among the most beautiful and sought-after by wealthy artistes.

The new Aviator mimics that template, with a range of high-achieving models that somehow manage to undercut competitors on price — not that most of its buyers would worry about that. Some competitors of the priciest Black Label trim level of the Aviator Grand Touring Hybrid, with a sticker of  $90,645, run well into six figures.

2020 Lincoln AviatorFor those who can’t or won’t spend that much but still seek to motor behind an Aviator grille, the base rear-wheel drive model starts at $52,095 — almost reasonable in an era when the average new car goes out the door for somewhere around $36,000.

Though the Aviator starts out with rear-drive, it is not a traditional body-on-frame SUV. Like the vast majority of sport utility vehicles these days, it is a crossover, built with a frameless unit body like an automobile.

Of course, few manufacturers show their entry-level vehicle at the introduction so Lincoln rolled out a bevy of its best in Napa Valley, California. They included three versions of the non-hybrid Aviator: Reserve starting at $57,285, Reserve all-wheel drive at $59,795, and the subject here, the all-wheel drive Black Label with an opening sticker of $78,790 and a tested price of $83,540.

2020 Aviator Grand TouringThere also were two versions of the all-wheel-drive hybrid: Grand Touring at $84,365 with options and the aforementioned Black Label AWD at $90,645.

The plug-in hybrid Grand Touring is powered by a 3.0-liter V6 engine with twin turbochargers linked to a 75-kW electric motor. A 13.6-kWh battery pack is stashed under the floor and can deliver up to 18 miles of driving on electricity alone. Altogether, the system delivers 494 hp and a whopping 630 lb-ft of torque, or twisting force.

Never mind the Grand Touring’s 5,673-pound curb weight, this hulk is plenty fast, with neck-snapping acceleration off the line and powerful passing on two-lane roads.

2020 Lincoln AviatorBut the non-hybrid Aviator is no slouch. Its twin-turbo 3.0-liter V6 engine makes 400 hp and 415 lb-ft of torque, sent through the same 10-speed automatic transmission as the hybrid. There’s a manual-shifting mode operated by paddles mounted on the steering wheel. City/highway/combined fuel consumption is rated by the EPA at 17/24/20 mpg for the all-wheel drive versions.

Driven for this review was the Black Label edition with all-wheel drive. Given its nearly 17-foot length and heft, it handled beautifully and rode serenely on a variety of twisting, hilly roads and high-speed straightaways. Mechanical and wind noises were nearly nonexistent and foam-infused tires helped muffle noise from rough roads.

2020 Lincoln AviatorThe tested Aviator looked the part of a luxury sport utility vehicle, with a sumptuous interior and fashionable appointments of high quality materials and careful workmanship. Among them: a Revel Ultimate 3D audio system with 28 (count ‘em) speakers, panoramic vista glass sunroof with powered shade, acoustic sound-deadening side glass, second-row captain’s chairs separated by a functional center console, and Lincoln’s Phone As a Key technology.

With the optional Air Glide suspension system, the Aviator automatically lowers to ease entry. Owners then can use their smart phones to unlock and unlock doors, start and drive the Aviator, open the tailgate and program settings for seats, mirrors and steering wheel adjustments as well as entertainment preferences.

2020 Lincoln AviatorIf a phone battery dies, a passcode can be entered on an exterior keypad and another code can be entered to start and drive. Extra key fobs also are provided and if a smart phone is lost or stolen, Phone As a Key can be deleted.

The Aviator comes with full safety equipment, including automatic emergency braking, an adaptive suspension system that reads the road ahead to adjust for irregularities, adaptive cruise control, lane-keeping assist and blind-spot detection with cross-traffic alert.

"Fresh Take" Aviator Campaign

Specifications

  • Model: 2020 Lincoln Aviator Black Label four-door, three-row crossover sport utility vehicle.
  • Engine: 3.0-liter V6, twin turbochargers; 400 hp, 415 lb-ft torque.
  • Transmission: 10-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 16 feet 7 inches.
  • Height: 5 feet 10 inches.
  • EPA/SAE passenger/cargo volume: 150/18 cubic feet.
  • Weight: 5,673 pounds.
  • Towing capability: 6,700 pounds.
  • EPA city/highway/combined fuel consumption: 17/24/20 mpg.
  • Base price, including destination charge: $78,790.
  • Price as tested: $83,540.

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. The manufacturer provided travel, accommodations, vehicles, meals and fuel.

2020 Lincoln Aviator

Photos (c) Lincoln

 

Blog at WordPress.com.

Up ↑