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2023 Zero DSR/X Review

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PROS:


  • Engaging handling

  • Excellent off-road

  • Comfortable in any conditions

CONS:


  • Range can be a struggle

  • Expensive

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

A great all-rounder and an excellent entry into the world of electric motorcycles.

While the four-wheeled EV industry is robust at this point, nearly every major manufacturer offering a selection of great options with stellar performance and looks, the electric motorcycle market is lagging behind.

And that’s despite getting something of a head start. Zero Motorcycles launched its first bike back in 2009, three years before Tesla brought the Model S to bear and really split the automotive EV market wide open. Since then, things have been slow to develop on two wheels.

That’s finally changing. Zero’s total sales topped 20,000 last year, volume enough to enable launching more bikes for more types of riding. Their latest is the DSR/X, a dual-sport motorcycle meant for adventure, but can it deliver the kind of silent ease that we’ve come to expect from electric cars?

Design

The DS in DSR/X stands for Dual Sport, a category of bike meant to do anything and go anywhere. Think of this as the SUV of motorcycles, a tall profile meant to facilitate better off-road performance, but with a stance and ride characteristics perfectly suited for long stretches of asphalt, too.

Seen head-on, the DSR/X has an almost insectoid look for it, four rectangular headlights arranged such that the outer two are slightly higher than the inners. They’re like eyes on a spider, only squared.

Its face is certainly distinctive, far wider than your average motorcycle’s mug, but that’s due to aerodynamics as much as style.

When it comes to EVs, range is crucial, and the biggest enemy to range is aerodynamics. You might be surprised to learn that a motorcycle, tiny as it is, has significantly more drag than a car, even a big one like an SUV. Why? By and large it’s thanks to us. Human beings aren’t exactly aerodynamic when traveling face-first, and that’s exactly where a motorcycle puts us.

A wide fairing, like that on the DSR/X, helps to bend the wind around the rider rather than hanging them out in it. That means a wide nose with pronounced bulges, plus a tall, clear windscreen designed to duct air up and over.

The result is a clean, organic shape that’s a bit simple, maybe a little boring, but effective, especially in the DSR/X’s hero color of green, which Zero calls Sage.

Below the bike’s belt line, though, all thoughts of aerodynamics seem to have gone out the window. Here you get a clear look at the bike’s tubular frame construction, battery pack fully exposed for maximal cooling and slung down low for optimal handling. Behind it, the tiny electric motor is directly inline with the mounting point for the swingarm.

Positioning the motor and battery low has benefits from a handling standpoint, but it also has some benefits for convenience. What you’d normally think of as the tank of a motorcycle is actually a giant storage cubby here, not quite big enough for a helmet (not if your head is as big as mine, anyway), but offering plenty of volume for gloves, a rain suit, and even a nice picnic lunch.

That cubby locks with the ignition key. Just above that you’ll find the J1772 charge port, then the handlebars.

Those bars are perched up high on risers, giving you an upright posture when seated. Controls are traditional and good quality, with the only odd addition being a sort of horizontal jog dial next to your left thumb. It’s with this that you toggle through drive modes and settings on the bike’s bright, five-inch LCD that’s easily viewed even on sunny days. More on that in a moment.

Above the LCD is that windscreen, which can be raised a few inches thanks to a set of chunky twist knobs, one on either side. It lacks the power elevation of some luxury touring bikes, but it’s so easy to adjust with one hand that you’ll never miss it.

On the road

The DSR/X is a bit on the tall side, seat height at 32.6 inches, which is just ever so slightly higher than my inseam. That means a bit of a flex to swing my leg up and over the wide seat, but it’s not a strain like climbing on to some other dual sport bikes(An optional low saddle drops seat height by 0.9 inches, while a tall one brings it up 1.5.)

That wide saddle is just soft enough to be comfortable, still firm enough to satisfy your typical adventure rider. The pegs situated far enough below that my knees are at a comfortable extension. In keeping with this bike’s DS aspirations, those pegs are more aggressive than your average motorcycle, wide and open to allow for mud and muck to fall through but with sharp serrations to grab the soles of your boots through it all.

Those, plus the tall bars, make standing up on the DSR/X a breeze. Getting up and out of the saddle is a common thing for dual-sport riders. When you’re off-road, standing up further lowers the bike’s center of gravity, boosting stability on loose terrain. It also gives you a better look at the trail ahead and, if you’re getting a little warm, lets you air things out a bit, too.

Over that kind of rough terrain, scrabbling up over rocks and dirt, the DSR/X is a delight. It’s a heavy bike, 544 pounds, but it feels incredibly easy to manage. That low center of gravity imparts stability but, more so, the power delivery is perfectly tuned for loose conditions.

The DSR/X has 100 horsepower and 166 pound-feet of torque from its electric motor. That power figure isn’t world-conquering, but the torque number is impressive. Most impressive, though, is how smooth and easy it is to deploy that power. This is a bike just as stable when inching over gravel as it is flying down the interstate.

Helping that is a series of five on-road drive modes and five more for off-road, settings designed to ensure that the rear wheel keeps turning exactly as you want it to, regardless of conditions. Likewise, ABS is standard to ensure neither wheel locks under braking.

If that’s not enough, you can customize your own riding modes and, yes, you can turn off all the safety systems if you really want to let it rip.

My favorite ride mode by far is called Canyon. This gives the bike maximum power but also maximum regen, which more or less gives a motorcycle equivalent of one-pedal EV driving. Here, though, it just means I don’t need to reach for the brake, letting me carve through twisty roads at speed, adding throttle when I need more speed, releasing when I want to slow down.

The silence, the torque, and the surprisingly nimble character of this big bike make spirited riding like that a real joy.

The Showa suspension too has a good amount of compliance for off-road use without feeling too soft on the road, though it’s easy enough to dial in exactly how you want it, adjustable for preload, compression, and rebound front and rear.

If there’s a catch, though, it’s that riding in a spirited fashion will end the fun quickly. Officially, the DSR/X is rated for 180 miles in the city, but you’d have to use the bike in a very conservative way to get that far. Range drops to just 85 miles on the highway going 70 mph.

As I mentioned above, aerodynamics are not your friend. Likewise, you can’t tap into all that torque, meaning you’ll want to use the bike’s Eco mode.

Ridden in this way I still struggled to get close to the bike’s maximum rated range. In my average, more spirited riding, I’m seeing estimates closer to 120 miles.

That’s a bit of a shame as a bike this fun and this comfortable would be ideal for longer rides. Thankfully, charging is a possibility if you don’t mind some longer pit stops. It’ll take 2.7 hours to fill the 17.3 kWh battery pack from empty, but dropping down to two hours for a 95-percent charge. And that’s on a level two charger. Even on a typical wall outlet, the DSR/X charges overnight.

Pricing and Options

The base DSR/X starts at $24,495 and that’s really all you need. In fact, that’s exactly how the bike you see here is configured. But, if you want a little more range, you can drop an additional $3,200 for the Power Tank, which slots a few extra cells in that storage compartment in the tank. That should boost the bike’s longevity by about 30%.

Another option is the $3,000 6 kW Rapid Charger, which also slots into the tank — meaning you can’t have that and the bigger battery pack. Go for this and charge times drop by half, meaning just 60 minutes for a 95% charge on a level 2 charger.

Other accessories are more for style and, indeed, lifestyle, including things like storage bags and phone mounts.

We’ll actually be spending a full year with this DSR/X and I’ll report back with more detailed range testing as the weather improves and the riding season gets swinging in earnest. Regardless, Zero’s latest bike is a real joy, fun and nimble on the road, stable and easy to ride off.

If you’re looking for a place to dive into the wonderful, peaceful, maintenance-free world of electric motorcycles, this is it.

The post 2023 Zero DSR/X Review first appeared on Yanko Design.

2023 Land Rover Defender 130 Review

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PROS:


  • Sophisticated style

  • Endless power

  • Pampering comfort

CONS:


  • Pricey

  • Limited legroom in SWB

  • Thirsty

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

There aren't many SUVs out there with true pedigree, and among all else that's what the Range Rover delivers in spades.

It’s hard to put a price on poise, on stateliness and presence. I can quantify cargo space and performance figures until I’m blue in the face, but some vehicles offer something a little bit more, something a lot less substantial though no less important.

The Range Rover is absolutely one of those vehicles. Though it has evolved incredibly over the generations, the position it has earned as a posh all-roader has remained strong over the last few generations. What you see here is the latest, fifth generation installment, the most refined and luxurious Range Rover yet and, under the skin at least, the most advanced.

Understated elegance

Take a passing glance and you might not even notice that anything has changed, but closer examination shows that this new Range Rover is quite radically evolved, controversially so. Everything here is smooth to an extreme, winged eyeliner on those now narrower headlights extending mid-way back over the front fenders while the rest of the nose details have been minimized.

The nose is smooth, as is much of the rest of the car, with very little detailing applied to break up the giant swaths of bodywork that cover this 17-foot-long, six-foot-tall SUV. Many have called it too understated, but to my eye at least it looks far from boring.

About the only highlight on that long, gentle journey from nose to tail is the vertical slat detailing on both front doors, a seeming reference to the fender vents on the third-generation L322 Range Rover. Beyond that, even the flares over the giant 23-inch rear wheels are slim.

Above the belt-line, the Range Rover is entirely blacked out, dark tint paired with black paint on roof and pillars creating a simple, clean look. In fact, much of the brightwork on this First Edition Range Rover is darkened, part of a $1,000 options package.

The SUV terminates with a set of taillights that are Lilliputian in comparison to the rest of the Range Rover’s proportions, curiously sized and positioned. It’s a bit odd, much like the new Defender’s tails seem mis-sized, but again like on the Defender somehow it all works. The whole package is stately and sophisticated, especially in the Champagne-like matte Sunset Gold Satin hue here. Even covered in winter road salt it looked good, and that’s not something you can say for most cars.

Interior appointments abound

I’m not convinced that the interior would look so good with similar amounts of muck and grime. The warm, white leather that extends from headliner to floor definitely defines this particular Range Rover as more of a limousine than a proper utility vehicle, but given the extent of the comfort appointments here, that’s appropriate.

This Rover has the Executive Class Comfort package, offering proper executive seating in the rear with massaging for both second-row passengers and even an extending footrest for the right-rear. Shame, though, that there just doesn’t seem to be quite enough legroom to really enjoy it in this short wheelbase model. With the seatback-mounted display units, which can stream media from HDMI, sitting in the back can feel just a little bit claustrophobic despite the generous headroom.

The seats pose another problem should you actually want to carry anything in your Range Rover: they don’t fold flat. Yes, they do fold, automatically even, going through a carefully choreographed sequence of motions and clicks as various latches engage and disengage, but at best they only fold to about a 30-degree angle. Worse, with those seatback displays protruding, they won’t fold without awkwardly pushing front seat occupants forward. Yet more evidence that this particular Range Rover configuration is designed for hauling people.

Up front, driver and passenger have similarly appointed thrones, with five separate massaging routines, each with customizable direction and intensity. Seat heaters are likewise intense and the heated armrests a nice touch on cold days. There are physical, tactile controls for seat heating and cooling, Lang Rover’s dual-purpose knobs that also control HVAC settings, but to fiddle with the massage settings or any of the other hundreds of options here you’ll need to dig into the 13.1-inch touchscreen that floats above the dashboard.

Tech and infotainment

Land Rover’s Pivi Pro infotainment system feels quite solid and responsive, offering plenty of configurability as well as quick access to things you’ll need quickly, like parking cameras — bolstered here by a neat feature that turns your car transparent to let you see what you’re driving over. Though I found the voice recognition infuriatingly obtuse, wireless Android Auto and Apple CarPlay obviate that to a good degree.

Behind the steering wheel is a 13.7-inch, dynamic gauge cluster with three different views: a barebones Focused mode, the traditional Dials mode, and a full-screen nav view. That’s controlled by a touch-sensitive pad that rests beneath your left thumb, while a similar pad on the right handles cruise control. There is at least a physical roller for volume on the left and a rocker on the right for adjusting cruise-control speed, but in general these touch surfaces are hard to use without looking down, a big step backwards from previous tactile controls.

In fact the cabin is remarkably free of buttons and knobs. Yes, there’s still a tactile volume knob down in the center between seats, and a drive mode knob as well that pops up if you want it, but just about everything else has been consumed by the touchscreen and various other touch surfaces. Even the seat adjustment controls have capacitive touch pads for setting memory.

Other than the on-wheel controls it all works well enough, and it looks good, too. Again I fear the longevity of leather interiors of this color in an SUV, but then the people who buy these are rarely too concerned about long-term viability, and in the moment everything looks stark, clean, and sophisticated. It all feels good, too. Materials everywhere are top-notch, even the headliner and the insides of the pockets in the doors, doors which must be the heaviest portals known to man. Park on an incline and be prepared to throw your weight behind these things to get out.

Ride quality

On the move, everything is quiet and calm and composed. Part of the appeal of those giant rear seats is that they’re actually positioned ahead of a sort of rear bulkhead. That’s I’m sure partly why the rear legroom is a bit compromised, but it does help to cut out the excessive road noise that SUVs can offer. That makes for a fine soundstage for the 29-speaker Meridian sound system, which doesn’t shout for your attention like some premium audio systems, but it deserves respect just the same.

Ride quality is similarly relaxed, with just a hint of stiffness on bigger bumps to remind you that this is indeed a very capable off-roader. Locking differentials front, center, and rear help keep the power moving where it’s needed, while eight separate modes ensure you’ll have just the right amount of throttle response and suspension compliance for whatever you need. There’s even automatic wade sensing for those everyday fording opportunities, an off-road specific heads-up display mode, and the ability to make four different custom configurations. This is, as ever, the perfect companion for posh off-roading.

In its most aggressive on-road mode the Range Rover is certainly willing in this, the P530 engine configuration, the 523-horsepower, 4.4-liter twin-turbo V8 not offering much in the way of throttle response. But, give it a moment to build boost and this massive machine surges forward. This is the sort of car that will usher you up to speed quickly and just keep piling on velocity if you’re not careful. It’ll just keep drinking more and more fuel, too. The P530 is rated for 16 mpg city, 21 highway and 18 combined. I netted 20.5 mpg in my testing, most of which was spent on the highway.

Best to use the cruise control, then. It’s adaptive, of course, and works quite well at maintaining speed smoothly in traffic. Sadly, the active lane-keep system doesn’t work so well. It had a tendency to wander in the lane, sometimes jerking the wheel abruptly, which is unpleasant in a big SUV. It seemed to frequently confuse asphalt snakes for line markings, especially at dusk, which left me turning the system off unless visibility was pristine.

Other active safety systems include active blind spot monitoring, automatic emergency braking front and rear with pedestrian detection, and occupancy alerts to ensure nothing (and nobody) gets left behind.

Pricing and Options

This First Edition Range Rover was well optioned and priced appropriately, $158,200 to start but stickering at $169,900 with $7,450 for the Sunset Gold Satin paint (exorbitant but worth it), $1,000 for the blacked out detailing, another $1,000 for the blacked out roof, $900 for the 23-inch wheels, and another $1,350 for delivery.

For that money you could cross-shop this with something like a Mercedes-Benz GLS or even an Alpina XB7. That’s some luxe competition, in many ways even more posh and comforting.

But then they’re not Range Rovers, without the presence, off-road capability, and frankly the dimensions of this thing. There aren’t many SUVs out there with true pedigree, and above all else that’s what the Range Rover delivers in spades.

The post 2023 Land Rover Defender 130 Review first appeared on Yanko Design.

2023 Ford Mustang Mach-E Review

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PROS:


  • Aggressive style

  • Roomy interior

  • Solid range

CONS:


  • Harsh ride quality

  • Sluggish infotainment

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

Even though Ford's electric Mustang is no longer the new kid in the stable, it's still a strong runner in an increasingly competitive pack.

The EV market is rocketing forward faster than even we who track these sorts of things could have expected. Global interest in all-electric cars is spiking, leaving manufacturers scrambling to get their battery-powered machines to market. It’s a time reminiscent of the early days of the smartphone boom, when the hottest products were quickly overshadowed by what came next, and those next products never came soon enough.

The Ford Mustang Mach-E is no longer one of those next products, now on the market long enough for Ford to get over most of its early production teething pains, long enough for us to get past the debates of whether this thing deserves to be called a Mustang, and long enough even to start the inevitable special editions like the high-horse Mach-E GT. This, though, isn’t one of those, it’s a Mach-E Premium, the trim that most people will at least consider, in all-wheel drive shape and without much in the way of options. How does it hold up to the latest EVs just hitting the market?

Remarkably well.

Design

The Mach-E is EV through-and-through, designed from the ground up to be battery-powered. And that’s where it starts, with the battery, which other than the wheels and tires is the part of the car closest to the ground.

The positioning of that battery pack helped to dictate the styling of this machine, which really does share the overall silhouette of a Mustang. Those pronounced fender flares front and rear, the purposeful squint of the headlights, the angular side windows, it’s all quite familiar.

But it’s the taillights where things are most obvious. The three vertical bars are a Mustang trademark and they’re put to good effect here. Also good: the Cyber Orange color. It has a subtle metallic element that brings out the yellow more than the orange on a sunny day. On a cloudy day you might be inclined to say it’s pale, but come back when the sun’s out and you’ll be smitten.

So, this is very much a four-door Mustang with a hatch, styling literally elevated a few inches to make room for that battery. This one has the larger, 91 kWh battery pack, an $8,600 option, but there is a 70 kWh version for those who don’t need to go as far. That powers either one or two motors depending on whether you want all-wheel-drive or rear-wheel-drive, giving a range of ranges from 224 on the low-end (for the dual-motor, small-battery edition) up to 314 miles (for the larger-battery, small-wheel, RWD edition).

This car here is on the higher end of the spectrum, offering an official EPA-rated 290 miles on a charge. 346 horsepower and a healthy 428 pound-feet of torque come from the combined forces of two electric motors, positioned down between the wheels to ensure a flat floor inside the car, a generous 29.7 cubic foot trunk, and even a perfectly usable 4.7 cubic foot frunk.

Interior and tech

Though slightly shorter than the Mustang coupe, the Mach-E is remarkably roomy on the inside, glass roof not only making everything look bigger but genuinely helping with headroom front and rear. Sadly there is no shade, though the tint seems to keep the glare at bay.

Where the exterior goes out of its way to show its pony car heritage, the interior design does little to draw the mind back to the stable — except for the horses dancing across the various displays on start-up. Though everything is functional and well laid out it’s all a bit busy. On the door cards, one embossed leather pattern clashes with a tight triangular mesh surrounding the controls, contrasting again with a woven mesh over the B&O speakers. The dashboard has the same woven highlights and leatherette pattern, plus a generous amount of fake carbon fiber. Finally, on the steering wheel there’s a different leather pattern that contrasts with yet another clashing texture covering the airbag, buttons surrounded by sparkly plastic of a different color than anything else on the interior.

It’s all ostensibly black yet none of it goes together well. The materials, at least, are reasonably fine, soft-touch most places you’ll want to touch.

At the rear there’s seating for three on a 60:40 split folding rear bench. No seat heaters or climate controls back here, but there is at least a pair of small HVAC vents and a couple of USB ports, one -A and one -C. Two more USB ports up front for the driver and passenger, plus wireless charging, which more people will probably go for given the wireless Android Auto and Apple CarPlay.

Front seats are basic but comfortable, power adjustable in the usual ways plus lumbar support, and three memory settings on the driver’s side. These settings can be saved to a driver profile system accessible via the prominent, 15.5-inch central touchscreen, so the car will identify you via your key fob or smartphone and get your seat where you want it before you occupy it.

Ford’s Sync 4A infotainment system fills that display well. The main interface is a bit overwhelming with all the menus, heavily derivative of the Model S. It’s effective enough but I wish I didn’t have to bring up a menu to pop the trunk or frunk.

The navigation experience is simple but comprehensive, serving up lists of local chargers plus details on all the junk food available on the next highway exit. When you do hit the charger, you can fire up YouTube on the main screen or play any of a half-dozen games, titles that seem to exist to prove a point rather than to provide long-lasting entertainment.

My only real problem here is the sluggishness. When cycling the HVAC temperature or toggling the seat heaters, there’s just short of a full second’s delay between your tap and the car’s response. Worse, when you move from one screen to the next, you’re often greeted with a pop of static through the speakers.

That can be painful given how powerful the sound system is, this Premium model having the 10-speaker B&O sound system. It certainly delivers a lot of sound with a real tendency towards bass, but is painfully lacking on the top-end.

That’s a bit like the motors, as it turns out.

Performance

If you purely look at the power numbers here you’d be forgiven for believing this is a sports car of a true Mustang nature. After all, 428 lb-ft of torque is more than a Mustang GT. But, there is of course another number you need to consider, and that is weight. This Mach-E, with its dual motors and larger battery, weighs 4,838 pounds. That’s about 1,000 more than said coupe GT.

When it comes to hard acceleration, you feel that mass. Yes, the Mach-E scoots forward from a stop sign or light with enthusiasm, but before you’ve hit 30 the power begins to fade. That’s even if you go to the car’s sportiest mode, evocatively named Unbridle. This is not a slow car — 4.8 seconds to 60 is far from humble — but a Tesla Model Y, even the plain Long Range model, feels quicker.

The Mach-E, though, is way more engaging in the corners. The Mustang turns sharply and, though the steering doesn’t have much in the way of feedback, the chassis is quite communicative through your seat, giving you a good idea of what’s going on. Low-rolling-resistance Michelin Primacy tires will also speak, squealing loud and proud whenever you get anywhere near the limit. Impressively, it was almost always the rear tires that spoke first, the Mach-E showing its roots by constantly spinning up the back when accelerating hard out of corners. Even with the traction control well and truly enabled this Mustang likes to shake its tail.

That engaging drive through the corners comes at a real ride quality penalty. On the 19-inch wheels and tires the car is harsh over bumps and can feel more than a little unsettled when cornering on poor surfaces. Looking for a little more comfort? Try and spec the smaller, 18-inch wheel and tire package if you can.

On the safety side, Ford has recently rolled out an update to its hands-off BlueCruise system, and the car I tested was one of the first to receive this update. Similar to General Motors’ Super Cruise, BlueCruise uses infra-red cameras to monitor driver attention and, on approved roads, allows fully hands-off driving. With the new version, the car will also handle automated lane changes (though the driver needs to prompt them with the turn signal stalk), and will even hug one side of the lane or the other to provide more room when passing cars.

I spent multiple hours using this system and it proved completely reliable and confidence-inspiring. It doesn’t seem to quite have as many highways cleared for use as Super Cruise, but I drove for well over 100 miles in one go with my hands off the wheel, only briefly taking over when going through toll booths. Whenever my eyes wandered — either when scrolling through media in YouTube Music for too long or pondering an upcoming fast food joint — the car was quick to prompt me to pay attention to the road ahead. That’s a very good thing.

Beyond that, the Mach-E has Ford’s Co-Pilot 360 active safety suite, including adaptive cruise, blind-spot monitoring with rear cross-traffic alert, lane-keeping, automatic emergency braking, and automatic high-beams.

Pricing and Options

The lowest-spec Mustang Mach-E, the Select, starts at $45,995. The car you see here is the higher-shelf Premium trim, with its starting price of $57,765. Add on $795 for the Cyber Orange paint and $8,600 for the extended range battery, plus a $1,300 delivery charge, and you have a final price of $68,370.

While it’s a little less responsive in a straight line than a Model Y, it’s still overall a better driver, offering more visual style and personality to boot. The market is moving forward, but even though Ford’s electric Mustang is no longer the new kid in the stable, it’s still a strong runner in an increasingly competitive pack.

The post 2023 Ford Mustang Mach-E Review first appeared on Yanko Design.

2023 Land Rover Defender 130 Review

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PROS:


  • Clean, stately looks

  • Stellar off-road performance

  • Seating for eight

CONS:


  • Thirsty

  • Lots of wind noise

  • Optional adaptive cruise

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The Defender 130 is a mighty package, and not just because it's so big.

Adventures are better with friends. The grandest of scenery looks finer when you have someone to share it with, the most grueling of hikes feels that much more rewarding at the summit. It stands to reason, then, that a bigger Defender capable of hauling even more people in even more comfort would offer an even greater experience than a smaller one.

And it does, for the most part. The Land Rover Defender 130 is literally grander, 13.4-inches longer than the 110 or a whole 30.6 more than the 90, making room for a third row of seats and potentially seating eight adventure-seeking adults. 

But are the compromises and extra cost worth it?

Exterior design

The current design of the Land Rover Defender is three years old now but it still looks fresh, riddled with styling cues that are curiously modern for a machine making such a strong heritage play, drawing on 70-odd years of legacy and containing just enough throwback touches to look familiar. It’s impossible to look at this and not feel ready to head out into the wilderness.

It’s an SUV that draws the eyes and holds it, starting with the headlights that shine out from what looks to be a disapproving brow. The generous aluminum guard up front will keep the worst of the brush off the paint and plastic while the high rear bumper and exhaust advertise this thing’s 28.5-degree departure angle. That’s down from 40 degrees on the Defender 90 and 37.5 on the 110, though the approach angle of 37.5 is the same on all three and the ramp angle is only 0.3 degrees off from the Defender 110. In other words, you’re really not giving up that much off-road performance for the extra length.

You do give up some design purity. The side profile of the 130 is generous, looking every bit the sixteen-foot-long SUV that it is, especially parked next to a Defender 110. It looks like all the extra length comes aft of the rear axle because it does, both sharing the same 119-inch wheelbase. 

But, some sacrifices must be made in the name of practicality, and in the case of the 130, that practicality comes in the form of internal volume.

Interior design

Third-row seating is the 130’s hallmark. Getting back there is a bit awkward, as the second row only slides forward a few inches, leaving a narrow gap to duck through. That, plus the height of the Defender, means those headed to the way-back may need a boost. But, once you get there it is surprisingly comfortable. I’m six-feet tall and I had plenty of headroom and shoulder room.

There’s even good visibility from the third row, thanks to generous side windows and even a separate sunroof overhead. Surprise, being relegated to the third row here isn’t quite the torture you might have expected.

Things get better as you travel forward. The second row seats are just that bit more spacious, sliding and reclining or, if you need the maximum 76.1 cubic feet of cargo space, folding flat along with the third row. Leave all the seats up, though, and there’s just a token bit of storage behind the rear seats, enough for a run to the grocery store and not much else. 

On this SE trim Defender 130, second-row occupants have their own climate controls, but no heated seats and not even a token USB port for charging. They do, however, get some sun from the second, panoramic sunroof. 

Up front is the best place to be, power captains chairs with memory offering good support and plenty enough adjustability that you can drop them down low when motoring on the highway or hike them up when hitting the trails for a little better perspective over the hood. 

The overall interior design is purposefully chunky and mechanical, with plenty of exposed Torx screws, grab rails everywhere, and so many little storage compartments that you’re sure to collect at least a few of your friends’ smartphones with every journey. Up front there’s a pair of USB ports, one A and one C, along with a separate Qi wireless charging port, taking advantage of the wireless Android Auto and Apple CarPlay here.

Those are displayed on a 11.4-inch, widescreen infotainment display that is a perfect size, running Land Rover’s latest Pivi Pro infotainment experience. It has a clean, dark aesthetic and offers plenty of functionality, perhaps most important being an endless series of displays showing everything from angle of inclination to wading depth. 

The gauge cluster is also fully virtual, situated behind a steering wheel with a leather wrapped rim and what feels like a metal center, powder coated white. The color contrast and the stout feel of the material are a great match for what this machine can do.

On the road

The Defender 130 is a big, tall, off-road focused SUV and so you’d be readily forgiven for thinking it’d have all the handling prowess of a freighter, but you’d be wrong. To be fair, it is not a machine that likes to be rushed. Turn the steering wheel to enter a turn and you’ll find yourself reaching for more rotation before the Defender reluctantly comes to your desired line. But, relaxed handling does not mean bad.

Air suspension lifts the Defender 130 up to 11.5 inches of ground clearance when off-road. For on-road duty, it also provides great compliance. The 130 doesn’t skitter and jump across rough surfaces at speed like older Defenders, at least partly thanks to the modern, unibody construction and the independent suspension. It’s a genuinely pleasant commuter.

At higher speeds there’s a fair bit of wind noise, which should come as no surprise given the general shape of this thing. It’s also quite susceptible to cross-winds, also predictable given its prodigious cross-section. The 700 watt, 14-speaker Meridian sound system is more than capable of handling the wind noise, though the lane-keep-assist is a little less able when it comes to addressing the wandering. I found it unreliable on anything but wide, well-marked highways. 

But it’s a fine highway cruiser, so much so that you might forget even this up-sized 130 is happiest while wading through the muck and the mire. With permanent all-wheel-drive bolstered by locking center and rear differentials plus a two-speed transfer case, the Defender is a legit performer in even the worst of conditions.

That’s all driven by Land Rover’s 3.0-liter inline-six engine, in either P300 trim with 296 horsepower and 295 pound-feet of torque, or P400, which steps things up to 395 hp and 406 lb-ft thanks to a mild hybrid system. Those are good numbers, but with this thing tipping the scales at over 5,500 pounds, there’s a lot of mass to move.

The Defender 130 with the P400 accelerates capably, even at highway speeds. The eight-speed auto shifts smoothly and, while it isn’t the most aggressive at downshifting for acceleration, does a good job of grabbing the right cog without giving anyone in the car whiplash. I saw 19.5 mpg in my testing, right on par with the 17 city, 21 highway, and 19 combined EPA estimates.

Drive modes are accessed through the left knob in the center console, which does triple-duty as the HVAC temperature knob and, with a push, also cycles seat heating and ventilation settings. Nudge the drive mode toggle and this wheel also lets you scroll (slowly) through seven different drive modes, starting with the typical Eco and Comfort then ranging into wilder stuff like Sand and Wade. Not good enough? Four separate custom Terrain Response modes await your tinkering, specifying how strong you want the engine to be, how firm you like your steering, and precisely how much wheelspin you want. 

It’s perhaps a bit much, but then that’s what this thing is all about.

Pricing and options

If you’re looking to buy a Defender you have a lot of decisions to make. First of course is which length, with the shortest, the Defender 90, starting at $55,100. The bigger Defender 110 actually starts at a lower price $53,500, while this guy, the Defender 130, starts at $68,000 for the S model.

But, if you want the more powerful P400 engine, you’ll need to step up to the SE, which starts at $78,300, adding on some other niceties like 20-inch wheels and LED headlights. From there you have your choice of nine exterior colors, four upholstery options, and an endless configuration of interior trims and tweaks. Tick all the boxes, add on all the advanced off-road and towing features, and you’ll be into the six-figure territory.

All Defenders have a comprehensive active safety package including automatic emergency braking, blind-spot monitoring, lane-keep assist, and a rear cross-traffic alert. Sadly, adding adaptive cruise costs a whopping $1,200. 

This Defender SE had the $750 Advance Off-Road Capability Pack, giving those configurable drive modes, plus $1,700 in interior upgrades including those 18-way adjustable seats. $700 for the Cold Climate Pack, and another few styling options plus a $700 tow hitch receiver and $1,475 destination charge meant an $88,025 final price.

Opting for the 130 does mean making some sacrifices when it comes to on-road manners and ultimate off-road performance, but Land Rover’s biggest SUV doesn’t come up short in either department, powering through terrain that would leave many lesser SUVs stuck while carrying a full family plus dogs and cargo. It’s a mighty package, and not just because it’s so big.

The post 2023 Land Rover Defender 130 Review first appeared on Yanko Design.

2023 Volvo S60 Recharge review

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PROS:


  • Clean looks

  • Frugal power

  • Great sound system

CONS:


  • Uneven power delivery

  • No Android Auto

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

A great driving, great looking, and of course incredibly safe sedan that will serve you well until you're ready to jump over to join the EV lifestyle.

The current generation S60 is getting a little long in the tooth. Introduced in 2018 and iterated over the years since, in 2023 it’s all a bit familiar. That’s especially true with a swath of interesting cars starting to make their way over the Swedish horizon, electrified offerings following in the footsteps of Volvo’s all-electric X40 Recharge and the upcoming EX90.

But, for those who aren’t quite ready to commit to the battery-electric lifestyle, Volvo’s current plug-in Recharge powertrain, as seen here on this S60, is a compelling choice. With an estimated 41 miles of range and 455 horsepower to boot, it’s both fast and potentially frugal, a no-compromises sedan. Or… few compromises, at least. Does it stand up in the face of newer, fresher competitors, especially in a market where the humble sedan is increasingly verboten?

Design

On the style side, Volvo’s attempting to freshen up the S60 with what it calls the Black Edition. It is simply but appropriately named, and if you like things that are colored black, you’re going to love this. The car is, of course, black, but so too the wheels and the trim and even much of the branding

It’s black-on-black to an extreme, to the point where a friend likened it to Knight Rider. This thing is rather more modern looking than a 1980’s Pontiac Trans Am, though — even if the current design of the S60 is now turning five. That’s old for a car with premium aspirations, where fresh looks are an important element of prestige, but that doesn’t change the fact that this is still a very good looking car.

Though many of the details are lost in the monochrome stylings, those Thor’s Hammer headlights look great, situated low on the car’s steeply angled nose, either side of a grille that features a grid-like pattern that contrasts nicely with the otherwise subtle shape of this sedan.

Things have a generic flow over the front fenders before getting interesting again with the pronounced creases above the rear wheels, my favorite design cue on the entire machine. Out back, a subtle lip protruding from the trailing edge of the trunk lid helps add some personality to the posterior, while the big, bold tail lights continue the trend set by the headlights. They’re also incredibly hard to miss, a safety feature in their own right.

Personally, I’ll always be more of a fan of these lines as applied to the V60 wagon, but I can’t deny this sedan still looks fresh, even if the Black Edition makes its most notable shapes a lot harder to spot.

The black-on-black theme continues to the interior, though some of the brightwork has survived here to break up what would otherwise be a very monotonous place. The S60’s interior got a bit of an up-do in 2022 with the introduction of Android Automotive, a very mild refresh that still looks quite nice. The knurled and polished metal band across the dashboard here highlights the shape of the dash and leads nicely to the Bowers & Wilkins speaker grilles embedded on the doors, though the highlight is the central tweeter poking out of the middle of the dash. It’s an excellent sound system and well worth the $3,200 up-charge.

Leather sections lead subtly to textured rubber expanses in an interior that’s generally full of nice materials, only a small section of dust-magnet piano black plastic surrounding the central shifter cheapening things up a bit. But, the Orrefors Sweden crystal knob itself still adds a good dose of class to the joint.

Sadly, the drive mode roller knob that formerly lived ahead of that shifter has gone, which means if you want to go from Hybrid to Power to Pure to Constant AWD modes you’ll need to go digging into a sub-menu in the 9-inch touchscreen. That’s a disappointment if you like to toggle through modes as frequently as I do.

That touchscreen runs Android Automotive, not to be confused with Android Auto. Automotive brings the full Google experience right into the car. Sign in and you can directly install apps like YouTube Music and Spotify to run natively with or without your phone. What it does it does well, offering easy access to your address book, contacts, even calendar appointments so your car will probably know where you want to go before you even tell it.

Sadly, there’s a lot of stuff it still doesn’t do. App selection is still a fraction of what’s available on Android Auto and it just doesn’t seem to be growing. Meanwhile, in-car features like the 12.3-inch virtual gauge cluster don’t have nearly the breadth of customization nor the depth of available information found on competing systems.

Android Automotive does pair nicely with that gauge cluster and even the heads-up display, so you have full navigation instructions everywhere you look. And, crucially, Google has finally added Apple CarPlay support, so iPhone users will have easy access to all their phone’s media. However, if you’re an Android User, Android Auto is still missing and, along with it, its hundreds of compatible apps.

Moving back to the more tangible aspects of the car, front seats are eminently comfortable and customizable, and the heaters built into them as well as into the steering wheel are among the most powerful in the business. Truly a blessing on a chilly morning.

Rear seating is slightly less accommodating but still quite comfy, with decent headroom and plenty of legroom and, yes, powerful heaters back here, too. There’s a small pass-through between the seats for skis or similarly skinny cargo, but both seats fold flat at the touch of a button, expanding the S60’s paltry 11.6 cubic feet of cargo capacity. That the V60 offers 22.9 with the seats up is yet another box in the wagon’s favor in my book, but if you’re the sort who prefers a trunk to a hatch, it’s workable.

Driving Dynamics

The S60 is far from a sports car but, with 455 hp and 523 pound-feet of torque on tap, it certainly gets up and moves like one. Most of the time, anyway. The powertrain here is a little complicated. Up front you have a 2.0-liter turbocharged engine making 312 hp on its own. That power exclusively goes to the 19-inch front wheels, here wrapped in Pirelli P-Zero tires.

Out back you have another, wholly separate powertrain. This is a 143-hp electric motor that drives only the rear wheels. Put the car into Pure mode and it’ll pull from the 14.9-kilowatt-hour battery pack to move you silently and emissions-free. Volvo says you can get 41 miles on a charge and I actually did slightly better in my testing, despite the cold this time of year. That battery charges via a level-two charger, so if you make a lot of short trips and can plug in between them you could be looking at a very good fuel economy.

However, tap into the maximum power delivered by the gasoline engine up front and you’ll probably be looking at something closer to the 30 mpg city, 33 highway that the EPA rates the S60 T8. In my testing, which included a fair bit of all-EV driving tempered by equal amounts of spirited driving, I averaged 35.5 mpg. That’s quite far for a car this heavy with this much power. But again, you could do a lot better if you’re a frequent charger.

Again, this is a complicated powertrain and on the road it unfortunately feels a bit complicated. In EV-only Pure mode the car actually has good torque and is reasonably quick, only feeling flat when you get up to highway speeds. Put the car into Power mode and things get rather more lively. The engine fires up and you get maximum power and responsiveness.

The ultimate power in this mode is very strong, but the delivery still leaves a bit to be desired. At lower speeds, when the engine’s eight-speed transmission is in a lower gear, the car surges forward smoothly and powerfully. But, sometimes you catch that transmission in the wrong gear. Put your foot down and you get a quick kick of torque from the electric motor. Then, everything seems to pause as the transmission drops a few cogs and the gasoline engine joins the party unfashionably late. For the driver it’s an awkward feeling. For the passengers, it’s downright nauseating.

You can learn to drive around it with a little bit of extra care, not unlike dealing with a car with a laggy turbo, but it also impacts the handling. When pushing through a corner, getting on the throttle aggressively can result in either the front or the rear losing grip first depending on which drivetrain has more torque to offer first.

The core handling of the car, though, is certainly quite tractable. There’s a fair bit of body roll, no surprise given the 4,425-pound curb weight, but those Pirelli don’t give up their grip easily. Overall, the S60 offers a good balance of comfortable cruising with just enough engagement in handling to keep things fun.

For quieter times, there two other drive modes: Hybrid which is what the car falls over to when the battery charge is depleted, and Constant AWD, which ensures you’ll have both powertrains working together. This is very useful for ensuring reliable behavior in low-grip situations like snow or ice.

Pricing and Options

A base Volvo S60 Recharge Core starts at $52,345. What you’re looking at here, though, is an Ultimate spec car with the Black Edition package. The Ultimate spec adds key features like Volvo’s Pilot Assist active safety system, including adaptive cruise, plus niceties like the heads-up display and 360 camera. The Black Edition starts at $57,950, though the black paint itself is another $695 on top of that. Add $3,200 for that Bowers & Wilkins sound system, $750 for the climate package (which heats the steering wheel, rear seats, and washer nozzles), plus a $1,095 destination charge, and you have an out-the-door price of $63,690.

To me, the notion of having a Volvo without all the active-safety features would be a strange one, so I’d suggest stepping up at least to the Plus. The $2,700 premium over the Core gives Pilot Assist and the 360 camera. But, if you have the budget you can step all the way up to the $69,225 Polestar Engineered flavor, with better suspension and better brakes.

The S60 Recharge’s value sweet spot is definitely closer to Plus than Polestar, but you do you. Regardless of flavor, you’re getting a great driving, great looking, and of course incredibly safe sedan that will serve you well until you’re ready to jump over to join the EV lifestyle.

The post 2023 Volvo S60 Recharge review first appeared on Yanko Design.

2023 Kia Niro EV Review

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PROS:


  • Great styling

  • Comfortable ride

  • Attainable pricing

CONS:


  • Slow charging

  • Fewer fun colors on EV

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

Can an EV with middling range and a traditional cabin layout compete? It can when it looks this good, drives this well, and is priced this competitively.

With the industry increasingly moving towards electrification, more and more dedicated EV platforms are hitting the market. Designing a car from the ground up to be battery-powered has some significant advantages when it comes to cabin layout, battery placement, and ultimately range. But, it has some drawbacks too — namely, cost. Designing such a platform is not cheap, and by limiting a new car to be exclusively battery powered means ruling out the majority of buyers who aren’t ready for a wholesale switch wholesale to the EV lifestyle.

Kia has such a platform at its disposal, E-GMP which underpins the EV6 as well as corporate cousins the Hyundai Ionic 5 and the Genesis GV60. However, Kia’s other EV, the Niro, has taken a more graduated approach. Here, Kia has managed to offer one car in three flavors: series hybrid, plug-in hybrid, and full-on electric, made possible by more flexible platform that can fit motors, engines, or both.

But can an EV with middling range and a traditional cabin layout compete with modern, dedicated EVs? It can when it looks this good, drives this well, and is priced this competitively.

Design

The outgoing Niro was a fine looking car, fresh enough without being too radical, part of Kia’s earlier wave of design statements to define itself not as a value brand but as one truly doing something different. With the new Niro, Kia truly seals the deal with something stellar.

Though the car has a new style, its sheetmetal is wrapped around the same familiar, practical shape. The Niro EV is classified as an SUV, but it’s on the extremely small side of the crossover spectrum, really more of a tall wagon. Regardless, it’s a practical shape that’s great for small families or anyone with an active lifestyle.

An active lifestyle and a love for progressive styling cues. The most significant one is found at the C-pillar, of all places. Kia calls it the Aeroblade and it’s far and away the most striking design element on the car — but only if you pay a little extra to get it in a contrasting color, like you see here. This form is physically separated from the rest of the body, a sort of bridge with a functional vent leading to the back of the car.

It’s the sort of styling element commonly seen on high-end sports cars and, while its functional need is questionable on a low-power EV, the aesthetic appeal is without doubt. It looks fantastic.

The rest of the car looks good, too. Headlights are situated low and wide, on either side of a faux plastic grille that’s just a repeated texture of black plastic forming a modern face for the car. That Aeroblade dominates the side view, along with color-contrasting kick plates low on the doors.

Tail-lights are almost fully integrated into those C-pillars, leaving the rest of the rear looking a bit plain by comparison. But, a generous hatch spoiler adds some spice, while a rear-window wiper is greatly appreciated.

On the inside, things are a little less radical but no less welcoming. Perhaps even more so. The pale gray interior on the Kia Niro EV Wave trim you see here creates a light effect that’s a lot less dour than the seas of black vinyl we’re increasingly seeing inside modern cars. That its upholstery is made of recycled bottles definitely helps you feel better about things. Your mood will also be lifted by the sunroof, which isn’t panoramic but still lets in plenty of its namesake.

Up front, there’s a 10.25-inch display running Kia’s extremely familiar UVO infotainment system, which is simple and snappy and works well enough, including both wireless Android Auto and Apple CarPlay. Front seats are comfortable, if a bit flat.

Out back there’s plenty of room, too, with a wide bench seat and generous space for those who are either long of leg or long of torso — or both. There’s even heated rear seats, plus a pair of USB-C ports cunningly integrated into the sides of the front seats for charging.

The most important charge port, though, is up front between the headlights. The Niro EV supports DC fast charging of up to 85 kW, which will give an 80 percent charge in the 64.8 kWh battery pack in about 45 minutes. That’s a bit slow by modern standards. A full charge will take closer to two hours, or if you’re charging at home on a level 2 unit, it’ll take just shy of eight.

Maximum range of the Niro EV is 253 miles according to the EPA. I wasn’t able to test that as my time of testing was fraught with awful weather, including temperatures well below freezing and strong headwinds. So, my rating of 2.6 miles per kWh, or a theoretical maximum range of 169 miles, isn’t applicable unless you happen to be driving through the Arctic.

The Drive

EVs, even affordable ones, should be fun to drive, and the Niro EV is no exception. Though its 201 horsepower and 188 pound-feet of torque are on the low end for a vehicle weighing 3,800 pounds, it accelerates well and will definitely get out ahead when darting from one intersection to the next.

It’s only at higher speeds, on the highway, when things start to feel a little flat. Here the Niro seems to lose the battle against the increased air resistance and the higher RPM demanded at these speeds. Don’t get me wrong, it’s still more than capable of moving well through traffic and passing, but it doesn’t quite leap forward with the same aggression as at lower speeds.

The Niro EV’s steering is light but the car responds quickly to your inputs. Push it hard through corners, though, and the result is just more body roll. No, despite that trick vented C-pillar, this isn’t a sports car.

That’s okay. The Niro EV excels at the more important things for this class of car, like delivering quiet and calm ride quality. The Niro EV’s comfortable suspension and generous sidewalls ensure it stays relaxed even over broken asphalt, interior quiet throughout thanks both to that isolation and the silent drivetrain.

It’s a perfect place for listening to your favorite murder mystery podcast on the way to work, though the seven-speaker Harman Kardon sound system punches above its weight with solid bass for when you’d rather spin up some music.

The Kia is also good at swallowing your stuff. 22.8 cubic feet of cargo space at the rear is a bit low, but that jumps to 63.7 with the seats folded down. And, while there isn’t a proper frunk as such, there’s a tiny compartment up there with enough room for a loaf of bread and some miscellaneous condiments. Perfect for small picnics with close friends.

All that is backed up by a comprehensive safety suite. The Niro EV Wave has Kia’s latest Highway Drive Assist 2 system, which improves on the first edition of HDA with some additional functionality. As ever it does a great job of keeping the car centered in its lane on the highway, adjusting speed as needed based on traffic and doing so without abrupt jerks on the brake.

HDA2 adds on the ability for the car to automatically change lanes to get around slower traffic — with your blessing, of course. This is still very much a hands-on driver assistance system. It’s not quite up to the same level as GM’s Super Cruise or Ford’s Blue Cruise, both of which will allow the driver to take their hands off the wheel. But, HDA2 still does most of the busy work of highway driving, making the experience a lot more relaxing.

It’s bolstered by blind spot monitoring with cross-traffic alerts and automatic emergency braking and collision avoidance with pedestrian and cyclist detection. You really couldn’t want or expect much more in a car of this category.

Options and Pricing

The car you see here is a Kia Niro Wave, which starts at $44,450 and differs from the base Wind trim by adding on things like LED lighting, Highway Drive Assist 2, a bigger infotainment display, and the ability to use your smartphone as a key. This car also has a few options, like $155 for floor mats, $395 for the Snow White Pearl paint, and another $195 for the (very necessary) contrasting gray C-pillar.

The most expensive add-on, though, is $1,300 for the Wave Preserve Package. This includes the heated rear seats, but more significantly adds on a heat pump. A heat pump allows an EV to warm the cabin in a far more efficient way than basic resistive heating. At temperatures down to freezing, the car will spend less electricity keeping you warm, leaving more power in the battery for going far.

If you live somewhere cold, you’ll definitely want to tick that box, even if you don’t care about keeping the rear-seats warm.

Add on the $1,295 destination charge and you’re looking at a final price of $47,790, but you could get into a Niro EV for as little as $39,550. That compares to 38,690 for the base version of the plug-in hybrid Niro and 26,590 for the base hybrid.

Which is for you? Well, that depends a lot on your driving patterns and whether you have regular access to a charger. If you’re driving long distances frequently, the base hybrid might be the best bet. Make shorter trips and can charge only occasionally? Check out the PHEV.

But, if you have access to the charger, the full EV Kia Niro would be my pick. It’s calm and quiet to drive and the almost complete lack of maintenance will make it that much easier to live with on the long haul. And, with a car that looks this good, you’ll be in no hurry to get rid of it.

The post 2023 Kia Niro EV Review first appeared on Yanko Design.

2023 Porsche 911 Targa 4 GTS Review

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PROS:


  • Beautiful styling

  • Superb performance

  • All-weather excitement

CONS:


  • Expensive

  • Slight road noise increase

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The extra weight of the Targa over the Cabriolet for me is small price to pay for the extra style that this flavor of 911 exudes.

There are few more iconic sports car shapes than the Porsche 911, and I’d argue there are no more iconic targas than the 911 Targa. It helps that Porsche is one of the few major manufacturers still making the things, but that doesn’t change the fact that this is the one that defines the template.

What is a targa? Not quite a hardtop coupe, not quite a convertible, a targa attempts to split the difference. Whether it’s something like the split T-Tops of the ’80s and ’90s or the more comprehensive setup you see here, a targa has always been a good choice for someone who wanted the feeling of open-top motoring without all the compromises that a convertible brings to the table.

Compromises

Mind you, there are still a few compromises here. Porsche’s 911 Targa 4 GTS weighs 3,653 pounds, about 200 pounds more than a comparable Carrera 4 GTS, 50 more even than a Cabriolet, but it comes with a number of advantages. Perhaps most significant? The look. That iconic, fat B-pillar roll hoop that defines this car is just as strong as ever on this, the latest version of the Porsche 911, the 992.

Still there and still creating some massive blind-spots, but harkening back to the 1965 911 Targa that kicked all this off. This new Targa is rather more advanced, though, with a power-folding mechanism that drops the top in 19 seconds.

That wide hoop flows perfectly into the giant sheet of curved glass that is the other signature element of the Targa, a pane that is hoisted rearward by the folding mechanism to allow the fabric portion of the top to tuck itself into the rear parcel shelf. It’s a dramatic process.

With the top up, the 911 Targa is very nearly as civilized as a regular 911 Carrera. There’s a bit more road and wind noise, sure, and harsh suspension compressions like separation joints on concrete do tend to jar the nerves, but part of that must also be attributed to the massive 245/35 R 20 front and 305/30 R 21 rear tires on here.

With the top down and the windows down, the driving experience is every bit as good as a convertible. The wind pattern is a bit different, and if you’re the sort who likes to roll with the top down and the windows up you’re going to have some buffeting to deal with. But, drop the windows down a few inches and all that goes away.

Familiar

On the inside, the 911 Targa is little different than a standard 992 Porsche 911. A pair of buttons sit just ahead of the central cupholder, one to drop the top and another to hoist it. Then there’s a single latch positioned above the rear-view mirror that engages and disengages all on its own. The headliner is just as soft and premium as you’d expect on a coupe, though not quite as nice as the Alcantara-like material that covers the inside of the roll hoop.

Creases run through the middle and down either side of the headliner where it folds in upon itself, functional elements that could just as well be design signatures.

But otherwise, everything else is the same, almost entirely monotone Truffle Brown in this example, a chocolate hue that feels eminently appropriate for the ’70s vibe the Targa still carries, bolstered by the optional 930-style leather stitching pattern seen. 911 interiors are still simple and spartan but in the best of ways, a clean look that has everything where you need it. More and more of the more nuanced features of the car have been buried into the PCM’s 10.9-inch touchscreen, but you can still change drive modes, lift the nose, adjust suspension, and toggle seat heaters at the touch of dedicated buttons.

On-wheel controls are comprehensive as well and haven’t moved to capacitive touch yet (thank goodness), providing easy access to the pair of seven-inch displays mounted to either side of the large, 8,000 rpm central tachometer that has a real needle swinging over real numbers. In the center of the dashboard, the Sport Chrono clock peeks back at you, another classic nod.

The car you see here came equipped with Porsche’s 18-way Adaptive Sport Seats Plus, which are just comfortable enough for long drives and just supportive enough for sporty ones. Rear seats are actually tolerable for children, so long as they don’t mind sitting bolt upright.

Row your own

All the interior details here circle the focal point of this 911 Targa, which is the stick shift sitting almost exactly in the middle of the car. This GTS came with Porsche’s seven-speed manual. Porsche’s semi-automatic, dual-clutch DSG transmission will always be quicker and is certainly nicer when stuck in traffic, as I was immediately after picking up this car, but there’s still nothing quite like shifting for yourself.

Which transmission you choose is a personal preference and I’m happy to report that you really can’t go wrong. Pick the manual and you’ll be blessed with short shifts that, at least on this nearly new car, are stiff. You really need to move that shifter with purpose, but the reward is an incredibly engaging feeling. With seven forward speeds there are a lot of gears here to manage, but the shifter linkage is perfectly set up to ensure you always get the next one you want. Auto rev-matching will help it engage smoothly.

Roads were terribly icy when I tested the GTS you see here, wet and covered in road grime at the best of times, but the sure-footedness of Porsche’s all-wheel-drive system meant putting down the 473 horsepower and 420 pound-feet of torque from the 3.2-liter, twin-turbocharged flat six was never much of an issue. Sure, the tires spun up plenty of times and the car started to slip and slide on multiple occasions, but the Porsche Stability Management system always ensured that I never had to do more than make a slight correction to keep myself going in the right direction. The gigantic Michelin snow tires helped, too, without compromising the inherent feel of this car, a feel enlivened by the optional rear-steering system, which helped hide the Targa’s extra heft.

Acceleration is strong, as you can imagine, the GTS offering 94 more horsepower than the base Carrera. Conditions were bad enough that I never really needed the extra ponies during my time with the car, but it’s always good to know they’re there, and the sport exhaust meant I could hear them all when I wanted to. Or, when it was time to cruise by the neighbors, the flip of a switch muted the experience.

Likewise, another switch lifts the nose up to get over any troublesome piles of snow and ice, just a few features that make the 911 a sublime car for everyday drives. The Targa loses nothing in that regard. The main storage area, up under the hood, is exactly the same as on the coupe. 4.6 cubic feet isn’t a lot by GT standards, but it’s more than enough for a couple of overnight bags or TSA approved carry-ons. Anything more than that will need to fit in the rear seats.

Ride quality is on the firm side but compliant when cruising, engaging and sharp when you want to drive the 911 hard. If there’s a flaw here it’s that the 911 GTS has so much grip, so much poise, that you really need to be moving to feel like you’re pushing the car at all. That’s one of the reasons why winter driving can be so much fun. Those limits are brought down to a level where you can approach them without risking your license.

Pricing and Options

The 911 Targa 4 GTS you see here was quite well appointed. A $156,800 base MSRP rose to $181,610 thanks to that Truffle Brown interior ($6,040 plus another $1,490 for the 930 Leather Package and another $3,030 for the 18-way seats), $3,760 for the Premium Package (including a better Bose sound system and power folding mirrors), $2,090 for the rear-steering system, plus a few other odds and ends and $1,350 destination.

Yes, that is an awful, awful lot of money for a sports car, but today’s 911 is so much more. This is a reasonably practical, reasonably comfortable car that will delight you every day without exhausting you on those days when you just want to get home. While it’s hard to feel good about Porsche charging so much for every little option that you might want, it does mean that you can skew the 911 in whatever direction you want it. Whatever way you choose, you’re going to get something that drives as well as it looks.

The extra weight of the Targa over the Cabriolet for me is a small price to pay for the extra style that this flavor of 911 exudes. It’s not the choice for purists who want the ultimate handling from their Porches, but for those who want to let a little extra light and wind in on sunny days, this is the way to go.

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2023 Chrysler Pacifica Review

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PROS:


  • Huge cargo space

  • Comfortable seating

  • Endless media options

CONS:


  • Expensive

  • Boring colors

  • Dated infotainment

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

Chrysler's minivan is so incredibly practical that even if you don't have kids in your future, this Pacifica might still be the perfect vehicle for you.

With EVs creeping up many sales charts, even dominating in a few segments, it’s easy to look at humble plug-in hybrids as has-beens, a stop-gap solution for a problem that’s already been solved. But, after spending a week with the Chrysler Pacifica Hybrid, I’m reminded just how practical these flexible solutions can be.

Sure, global charging networks are incredibly prevalent, but they’re not everywhere yet. Likewise, at-home charging for renters is still a big problem in most places. But the biggest factor working in the Pacifica Hybrid’s factor? This thing is a road trip machine and good ol’ gasoline is still the most convenient way to go in that situation.

Design

So Chrysler’s PHEV is a practical choice for sure, but for a minivan it’s a good looking one, too. The Pacifica is getting a bit old now, current generation introduced in 2017, but it still has a sophisticated style. That said, I confess I’m not a big fan of the teal-ish Fathom Blue Pearl (a $495 option) that this one came painted in. Chrysler offers seven colors to choose from and none are terribly exciting. Personally, I’d go with the flat Ceramic Gray and pair it with the $995 S Appearance Package, which blacks out much of the chrome and comes with matching wheels, but that’s just me.

Keep the chrome and, as you can see in the photos here, there’s plenty of the shiny stuff to be found. Brightwork extends from the logo on the grille up front all the way to the silver insert in the rear bumper. The chrome surrounding the windows is a bit much for me, but the jaunty, bright upward stroke running along the lower doors helps to add a bit of personality to what would otherwise be a dour looking vehicle. The subtle, matching crease that connects the door handles and runs back to form the rear similarly helps keep things interesting.

Out back, the sweep of the taillights pairs nicely with the winged Chrysler logo, prominently placed in the center, while the low bumper makes loading and unloading cargo nice and easy, a task made even easier thanks to the third row of seats that disappear into the floor with the tug of a little strap. That creates 87.5 cubic feet of cargo space, 32.3 with the seats folded up, or a whopping 140.5 cubic feet if you remove the second-row.

Inside

The interior is similarly stately if unexciting, Caramel-colored leather interior pairing nicely with the blue/green exterior. Highlights here are the thoughtful storage areas, like a generous open cubby beneath the center console and a pull-out bin for the second-row that will soon be filled by action figures, charging cables, and half-eaten granola bars.

Infotainment duties are handled by a 10.1-inch touchscreen high in the dashboard, which honestly looks a little small for a modern car this big, but works well. Chrysler’s Uconnect 5 system is very menu-heavy, but it’s also snappy. That’s definitely a nice thing, but the voice recognition leaves a lot to be desired. It’s great for changing in-car settings like temperature and the like but proved hilariously bad at trying to figure out addresses.

Photo Credit: Chrysler

Photo Credit: Chrysler

Better to bring your own, then. Wireless Android Auto and Apple CarPlay are both on tap here. And there are no shortage of places to connect should you prefer a wired approach. You have a whopping six between the front seats alone, evenly split between USB-A and USB-C. You’ll find more in the second row and another pair way back in the third-row too. No shortage of charging options here.

The Pinnacle trim comes standard with Uconnect Theater, which includes an integrated Blu-ray player that’s tucked down in the center stack, powering either or both of the integrated second-row screens. Each of those has its own remote control. Using those, or through the front infotainment system, the driver or passengers can bring up controls for either of the rear screens, including the Pacifica’s integrated FireTV stick, which can stream directly from the car’s integrated LTE connection. You’ll have to pay for the data, but that may be a small price for hours of quiet cruising.

Photo Credit: Chrysler

Photo Credit: Chrysler

You can also BYO media through the Pacifica’s many USB ports, which again can be browsed via the infotainment screen or remotes in the back seats. Someone getting a little fussy? You can even power off and lock either screen from the front until the troublesome passenger gets themselves an attitude adjustment.

So disabled, your passengers will still have the giant windows on either side to look through and watch the scenery go by, or indeed the massive, panoramic sunroof above that spans clear back over the second row’s seats and comes standard on all but the base Touring L spec. All that glass makes for a bright, open space and, while those in the way back do without the glass above, there’s still great visibility out of the sides.

That third row is remarkably comfortable, even for adults my size, with a set of cup holders, HVAC vents, and even window shades. Again, this is a true road-trip machine.

Photo Credit: Chrysler

Photo Credit: Chrysler

Road Tripping

Big, big miles are no problem in the Pacifica. The ride quality is good and the road noise is admirably muted, especially for a van. That’s even when the engine is running. When the car is burning only battery power it’s even more quiet.

That’s a trick the Pacifica Hybrid can do for up to 32 miles on a full charge of its 16-kilowatt-hour battery. In my testing I managed to do just that, though annoyingly it’s not possible to force the car into an EV mode. By default, on a cold day it’ll run the engine to warm up early, then try to go exclusively on battery until running that dry, then will act like a traditional hybrid. That’s how you’d want it most of the time, but it sure would be nice to tell it to save the battery for later. If you’re going to be droning down the highway for an hour or two before getting into a city, you’d be better off saving that charge for the low-speed stuff to come than blowing all your electrons on the highway.

That’s really my only complaint, though. Even without spinning up the 3.6-liter V6 engine the Pacifica Hybrid is responsive and easy to drive. Dip too deep into the throttle and the engine spins up to help, seamlessly and smoothly adding a total of 287 horsepower, smoother and stronger than most hybrids. That initial EV surge followed by the continual torque of internal combustion makes this an engaging, if not quite exciting drive.

Likewise, steering is direct but not particularly quick and overall handling is capable. You can push the Pacifica hard and have some fun for sure, but your passengers would probably rather you didn’t. When it’s time to haul cargo of the non-living variety, the Pacifica is more practical than many trucks. Again, tug on a strap and the third-row seats disappear into the floor like magic. On a regular Pacifica the second-row seats do the same, but here on the Hybrid you’ll have to carry them away. The process is easy, but they are on the heavy and awkward side.

Seats removed there’s plenty of room back here for just about anything short of a shipping cargo container. The low floor makes loading and unloading easy, and also makes for a stellar bench for either strapping in ski or snowboard boots before hitting the slopes, or untying muddy boots after a long hike. Minivans are of course known for their family practicality, but they are vastly under-appreciated for just how well they fit into an average, active lifestyle.

Efficiency and Safety

Nature-lovers will also probably be drawn to this van’s semi-EV capabilities, and the Pacifica Hybrid’s generous 82-mpg equivalent rating is appealing. In my testing, though, I averaged 27.1 mpg. Most of that was highway, on longer runs that depleted the battery early. If you’re doing shorter, more frequent trips and charging up overnight at home, you’ll do much, much better.

As far as safety systems go, the Pacifica Hybrid comes with automatic emergency braking with pedestrian detection, blind-spot monitoring, rear cross-path alerts, and lane departure warnings. Interestingly, you can equip the adaptive cruise control system separate from the non-adaptive cruise. That was very handy when snow buildup disabled the active cruise system. On most modern cars, that situation would result in no cruise at all.

That said, the lane-keep here leaves a lot to be desired. It typically results in the car ping-ponging back and forth between lines, often losing sight of them altogether, resulting in the car simply wandering off to the left or the right. As far as lane departure systems go, Chrysler’s is far simpler than that offered by other, comparably priced SUVs.

Pricing and Options

But then this isn’t an SUV and there aren’t many other vehicles in this class worthy of comparison to the Pacifica. Minivans in the US are few and none are as posh as the Pacifica can be made to be. This top-shelf Pinnacle model starts at $60,190 and had just one option, $495 for that paint. The less luxurious Touring L starts at $50,495. If you’re more interested in hauling cargo or pets than people, that may be the better buy, but if you need to keep a fussy family comfortable and entertained, the Pinnacle will deliver.

So, yes, you’ll be paying a premium price but this is doubtlessly a premium product. It’s pleasant to drive, pleasant to be driven in, and so incredibly practical that even if you don’t have kids in your future, this Pacifica might still be the perfect vehicle for you.

Photo Credit: Chrysler

The post 2023 Chrysler Pacifica Review first appeared on Yanko Design.

2023 Toyota Sequoia review

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PROS:


  • Bold, stately looks

  • Good power

  • Towing capacity

CONS:


  • Cramped third row

  • Compromised storage

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

A big, capable SUV wrapped in a stately look that gives it the presence to match its volume.

Sometimes you look at a car and look at the name of the car and you’re left with the feeling that the designers and engineers and product planners were pretty far down the list before everyone finally decided what to call the thing. That’s not the case with the Toyota Sequoia, which for the 2023 model year gets a much-needed full redesign.

The sequoia is a tree, of course, but not just any tree. Sequoias are the tallest trees in the world. If that weren’t enough, they’re also the heaviest. Apt, then, that Toyota chose that particular stoic woodland fixture for the name of its biggest SUV, a titanic, three-row machine that will stand large and proud in any company.

Volume Play

How big is it? Well, it’s just 7 cm shorter than Chevrolet’s titanic Tahoe, three cm shorter, and a mere three cm narrower. So, yeah, pretty big, but it fills those proportions well. It looks stately and sophisticated, especially in the Wind Chill Pearl white that my test car you see here was painted.

The Sequoia has always taken styling cues from the Tundra upon which it is based, and thankfully the edgier front-end on Toyota’s redesigned full-sized truck works great here on this full-sized SUV. Big creases in the fenders lead to the headlights up front and the taillights out back, while more creases down low on the doors ensure the thing doesn’t look too slab-sided.

Those creases are highlighted with a bit of brightwork on this, the top-shelf Capstone trim, which pairs nicely with the massive chrome grille out front. (Lesser trims get rather more subtle black grilles, either with horizontal bars or the same honeycomb mesh you see here.) The wheels, too, are polished, measuring a massive 22-inches at all four corners, while the chromed mirror caps ensure there’s plenty of shine throughout.

Interior

The interior, too, has a light and bright look and feel to match the exterior. That’s helped by the cream-colored leather, which the designers thoughtfully included only on the upper portions of the seats. This is a smart move, avoiding the gloomy doldrums found in so many automotive interiors yet also keeping the high-wear areas of the upholstery dark, so you won’t have to worry about stains from blue jeans or brown dogs or anything else that’s liable to come in contact.

That’s typical Toyota family friendliness, which is readily found on even this big, luxurious rig. There are enough cup holders scattered about here for even the thirstiest of little ones and USB charging for every seat, even in the way-back. There’s no in-cabin, middle-seat entertainment offered, but since everybody brings their own media for road trips these days that seems like a smart move.

Starting at the back, the third row is actually reasonably easy to get into thanks to second-row seats that fold forward. But, once those seats are clipped back into position there’s not a lot of room left for luxuries like feet or knees. This is, then, a spot best reserved for little ones. Again, a pair of USB-C ports back here will keep their devices charged up, while manual window shades keep them out of the sun.

Or, if you’re rolling with fewer folks, these seats fold down at the touch of a button. They don’t, however, fold flush with the floor, which makes loading longer cargo a bit awkward. Toyota designers attempted to address this with a moveable rear shelf that can be lifted and then expanded to fill the gap. It’s functional and durable, but it’s also heavy and cumbersome to slot into place.

Second row seats are plenty comfortable, with enough head and leg room to suit adults. Middle passengers have their own USB-A and C ports, along with discrete HVAC controls and even a little plastic storage cubby between the seats.

Up front, though, is of course the most comfortable place to be. The heated and ventilated seats are plush enough for longer trips and wide enough for squirming around when those trips get to be a little too long. Those heaters are also extremely effective; you’ll never suffer from a chilly posterior here. Visibility is great and, with the massive panoramic sunroof, there’s never any shortage of light. That said, the view out the back is limited, whether you use the traditional rear-view mirror or the digital one. The digital mirror has the advantage of not forcing you to look past a truckload of passengers, but the flat colors and lack of contrast just make everything look awfully muted.

Tech

The other displays in the cabin fare better, particularly the 14-inch center display. It sits up high in the middle of the dashboard, up above a comprehensive set of HVAC controls — and a USB-A plug that looks a little bit randomly tacked on there. Toyota’s new (and cunningly named) Toyota Multimedia System is stripped down basic to the extreme, with few controls and menus, but despite that it works well. Everything is easy to find and everything is extremely snappy. Even the voice recognition is near-instantaneous. Overall, it’s a huge upgrade over previous generations of Entune.

But, of course, you can supplant all that with Android Auto or Apple CarPlay, wirelessly here, with a Qi wireless charger capable of keeping your phone charged while it drives the in-dash experience.

Another display lives behind the steering wheel, a 12.3-inch virtual gauge cluster that displays all the information you need, with configurable displays showing everything from boost pressure to pitch and roll. If that’s not enough, a 10-inch heads-up display beams intel onto the windscreen, too.

Performance

So you won’t be lacking information, nor power. Every Sequoia trim gets Toyota’s i-Force Max V6, with 437 horsepower and 583 pound-feet of torque thanks not only to a pair of turbos but also a hybrid system. Make no mistake: Toyota’s not really making this out to be an economical choice. In fact, the default gauge configuration shows the power from the hybrid system right next to the turbo boost pressure. This, then, is purely a power move, and the EPA figures show it: 20 mpg is the combined rating on 4WD Sequoia, 19 in the city and 22 on the highway. I didn’t come anywhere near those figures, scoring 16.5 in my testing.

So yes, it’s a hybrid, but not the sort that you can expect to cover any miles in emissions-free. In fact, I struggled to speed to more than a crawl before the 3.445-liter engine spun to life. Even pretending there was a fresh egg between my foot and the gas pedal didn’t help. When it does fire, you’ll hear it. Even in Eco mode that V6 is quite loud. It sounds good to my ear, but it can tend to drone after longer stretches on the road.

Acceleration is strong and towing healthy, the Sequoia, with its Class IV hitch, is rated to tow 8,980 pounds in Capstone trim, 9,520 if you step down to the SR5. Handling, meanwhile, is tolerably good but with some unmistakeable, truck-like vibes that harken back to its Tundra underpinnings. It’s calm and smooth on the highway and deals with minor road imperfections without too much complaint, but bigger bumps definitely upset things.

For anyone coming from a truck, like the aforementioned Tundra, this will all feel very familiar and the Sequoia is quite comfortable for the most part. But, if you’re stepping up from a smaller, crossover SUV, the driving dynamics will feel harsh. Par for the course for something that can tow this much or, indeed, hold its own after the asphalt ends. I sadly didn’t have a chance to properly test the Sequoia’s off-road chops, but with its two-speed transfer case and limited-slip differential at the rear, it should handle itself just fine in the rough stuff.

Options and Pricing

If you are more interested in challenging ruts and rocks, the TRD Pro trim might be more your style, with its locking rear differential and 2.5-inch Fox coilovers. What you see here is the Capstone trim, with a more luxurious intent. It is priced to match. Toyota lists a current base price for the Sequoia SR5 at $56,365. This 4X4 Capstone trim, with about $1,000 in options and a $1,595 destination charge, came in at a rather more dear $80,906. For that you get all the extra flare on the outside, plush posh, multicolor ambient lighting inside, nicer materials, and auto-leveling air suspension.

Capstone doesn’t really get you much beyond the Platinum trim, which starts about $5,000 cheaper. That seems like the right place to start.

So it’s big, capable, has plenty of room inside and out, and wraps it all up in a stately look that gives it the presence to match its volume. It is, in other words, a great choice for those who want to haul lots of folks, tow lots of things, and go to lots of places that aren’t necessarily paved. Toyota’s refreshed big boy delivers.

The post 2023 Toyota Sequoia review first appeared on Yanko Design.

Toyota Corolla Cross Review

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PROS:


  • Comfortable, calm ride

  • Affordable

  • Boomin' sound system

CONS:


  • Underpowered

  • Too few USB ports

  • Somewhat anonymous

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

Toyota's little SUV doesn't exactly reach out and grab you to make a first impression. But, spend some time with one and you'll find a comfortable, capable partner available at a compelling price.

With the rush of every manufacturer on the planet to meet the unyielding need for more and more crossover SUVs, every consumer everywhere seemingly yearning for the things, there’s enough volume there for manufacturers to come up with their own interesting, unique take on the segment. Something quirky, something different, something perhaps a bit weird.

The 2023 Corolla Cross is none of those things. From the conservative exterior to the monotone interior, Toyota’s little SUV doesn’t exactly reach out and grab you to make a first impression. But, spend some time with one and you’ll find a comfortable, capable partner available at a compelling price.

Growing up

It almost feels a bit derivative for Toyota to call its littlest SUV the Corolla Cross, milking nearly 60 years worth of name recognition for small, value-oriented motoring. But the Corolla Cross is very much a bigger, taller version of the stoic Corolla, and for that reason you have to respect the no-nonsense nomenclature here.

That said, for a crossover SUV that shares so much with the sedan, on the outside there’s very little visually to connect the two. It starts up front with a tall, dark grille that itself sits on top of more dark material, some black plastic cladding that runs all the way around the car, forming the lower extents of the fenders, rocker panels, and rear bumper. This gives the car a slightly chunky, vaguely rugged look that’s necessary for this segment.

The blocky fender flares help in that regard, too, highlighting the rear tail-lights, which stand out from the receding flanks of the car. A tiny spoiler mounted on the top of the hatch gives only the tiniest of sporting pretensions, mounted just aft of the only real bit of visual flare: a tiny chrome badge that says “Corolla Cross.”

All that cladding on the front, back, and sides pairs well with the Blue Crush Metallic paint, a color that, like the rest of the car, is pretty straightforward.

While the outside of the Corolla Cross doesn’t share too much with its namesake, it’s a completely different story on the inside. The interior is an almost identical clone of that found in the Corolla hatch and sedan. Mind you, that’s not a bad thing. Surely it helps keep the cost down, a factor I’ll be referencing a lot in this review, but regardless it’s a nicely laid out and well-made space.

The dash is a combination of simple, clean shapes of soft-touch plastics embossed with an unfortunate faux leather pattern, complete with pretend stitching. With so many premium manufacturers like Volvo and Mercedes-Benz going out of their way to offer vegan interiors, I’m inclined to say it’s time for manufacturers to give up on the pretend leather patterns.

Materials overall are good, hard plastics limited to the lower door cards and center console between the seats, though the headliner does feel a little cardboardy. Only the gloss piano black surfaces around the shifter and infotainment system are a real bother. They’re impossible to keep clean at the best of times and, given how your average Corolla gets used, they’re liable to be properly filthy in the wild.

The center stack contains a simple, separate HVAC row with a pair of temperature knobs for driver and passenger, a few physical buttons, and a little LCD for temperature and mode readouts. Up above the vents you’ll find the main infotainment touchscreen, eight inches in the XLE and standing proud out of the dashboard.

This is flanked with another pair of knobs, including one for volume thank goodness, plus eight buttons for going home or skipping straight to various sections of Entune. Entune itself is, well, Entune, dated and tired but perfectly functional. There’s no navigation out of the box, you’ll need to install that separately, but if you’re going to go through the trouble of connecting your smartphone I’d say you might as well just use either Android Auto or Apple CarPlay. Either of which work just fine here so long as you don’t mind plugging in.

That means the lone front USB port up front will be used to drive the infotainment experience. There’s a wireless Qi charger, too, but if your passenger wants to gain a little juice and use their phone at the same time they’re out of luck. Rear-seat passengers, meanwhile, get one each of USB Type-A and USB Type-C.

The gauge cluster is a large, centrally mounted LCD. A physical tachometer runs up the left side and, on the right, separate dials for fuel level and coolant temperature. That large central LCD doesn’t offer much in the way of customization, its middle section able to cycle through things like trip info and ADAS status — all the usual stuff and nothing too flashy. Much like the rest of the car, then.

There is, though, one thing that’ll make you sit up and take notice: the nine-speaker JBL sound system. This thing kicks. Sure, it lacks a little finesse, and I had to drop the bass in the settings before I could really hear the lyrics clearly in most of the music I listened to, but for a car this affordable it’s a great system. Bass lovers will find little need to upgrade.

Patient driving

While so much of the car is fair to middling, if there’s one area sure to leave you wanting it’s the powertrain department. The Corolla Cross features a 169-horsepower, 2.0-liter four-cylinder paired with a continuously variable transmission. The CVT here does its best to ape a traditional automatic, changing ratios to simulate gear shifts every now and again, but still you’d best get used to the continuous droning complaints of each of the four cylinders whenever you push the accelerator flat to the floor.

And you’re liable to do that a lot. Anytime you want to get up a hill, for example, or accelerate to highway speed. Passing on a two-lane road? You’d best make sure the road is clear for a good, long way before putting on that turn signal. This is the same motor used in the smaller, 175-pound lighter, FWD Corolla. Here, dragging around a heavier, AWD Corolla Cross, it struggles.

It is, at least, frugal. The Corolla Cross in XLE trim is rated at 29 mpg city, 32 highway, and 30 combined. In my mixed testing I came in at 29.2 mpg.

Underwhelming though it may be, lack of performance is not the end of the world. The Corolla Cross is perfectly driveable and, if you’re a little less impatient on your commutes than I, you’ll be just fine. In fact, with the Corolla Cross’s relaxed suspension and comforting ride, there’s no reason to push.

Your back-seat passengers will probably appreciate your taking it easy anyway. There isn’t exactly a massive amount of legroom back there, but it’s enough, plus plenty of headroom. There’s seating for three-across, but unless your guests are small you’re better off keeping it to two and letting them use the flip-down armrest.

When rolling solo, the seats split and fold 60/40, giving easy access to the 25.2 cubic feet of storage space (slightly more, 26.5, if you go with the FWD version). The rear of the car is accessed through a power liftgate (part of the $1,250 Convenience Package), where the floor has handy cubbies on the left and right, perfect for stuffing avocados and other bits of produce from your grocery run that are otherwise liable to roll around on the ride home.

In terms of active safety, the Corolla Cross comes standard with Toyota Safety Sense 2.0, which includes the usual niceties like adaptive cruise and advanced lane-keep assist. It does a fair job of keeping you centered in the lane, but beeps annoyingly any time you stray near the lines.

If you want blind-spot monitoring, you’ll need to opt for at least the mid-tier LE model, which also gives you rear cross-traffic alert, ensuring you don’t back yourself into trouble. Finally, step up to the top-trim XLE and you also get parking assist sensors along with automatic emergency braking.

Pricing and Options

The base Corola Cross L starts at $22,445. The model you see here, however, is a top-trim XLE AWD, with a starting price of $27,625. $1,465 added on that banging JBL sound system, plus an integrated alarm, while $1,250 brought the power liftgate and sunroof to the party. Self-leveling and auto-dimming headlights add another $615, plus $249 for cargo mats and $299 for the crossbars on the roof rack.

Total price for the car you see here was $32,718, including a $1,215 destination charge. That’s for a fully loaded car, and one that feels like it, but the sweet spot is found on the lower-spec Corolla Cross LE in FWD, which you can get with the brighter, light gray interior and still spec many of the desirable options, walking away with a lot more money in your pocket.

Regardless how you option it out, you’ll wind up with a nice-driving, comfortable, and clean-looking SUV that’ll do a great job of hauling you and all your stuff wherever you need to go — just so long as you’re not in a hurry to get there.

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