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The shift in priorities from sporty luxury sedans to sporty luxury crossovers for BMW is complete, the 2020 X4 is proof. BMW buffs and brand loyalists may find that tough to swallow, but at least the X4 has a sleek shape to help the medicine go down easier. This year, the X4 adds to its repertoire even more M badges: the X4 M and X4 M Competition...

The 2020 Infiniti QX80 is a lot of SUV, and that’s exactly what Nissan’s luxury subsidiary was going for. Infiniti delivers exactly what buyers want in a large luxury cruiser—a high seating position, a big V-8 and lots of capability. It also packs an excellent interior with impressive materials. The 2020 Infiniti QX80 earns a 6.4...

The Geneva International Motor Show is always crammed full of the newest and most glamorous supercars and hypercars—some of which even make it from show-stand to reality. The Czinger 21C—all 1,233 horsepower and $1.6 million of it—looks to be the real deal and, hallelujah, it’s wholly designed and built in the U.S. In fact, Czinger’s base is just a stone’s throw from the MotorTrend offices in California.

This new hypercar—which Czinger will show in Geneva on March 3—boasts unique in-line seating, a hybrid drivetrain developed entirely in-house (not a smal-lblock V-8 in sight), and an innovative production technique based around “Additive Manufacturing,” or 3-D printing as it’s more often described. The accompanying video is shot in various California locations and shows an unusually slim hypercar (great for canyon roads) but still plenty of presence, especially at the rear with its distinctive upswept light bar and fixed wing.

Although the Additive Manufacturing process is what really sets the 21C apart, the car seems to nail the hypercar basics of extreme power and crazy performance figures, too. Czinger claims its new proprietary “strong hybrid drivetrain” is good for 1,233 hp (1,250 PS in European terms) and will slingshot the 21C from zero to 62 mph in 1.9 seconds. The 21C will allegedly make the quarter-mile run in 8.1 seconds, and reach a top speed of up to 268 mph. We’re getting used to wild performance claims in the world of pure EV hypercars, none of which have actually made it to production yet, but the 21C relies on its mystery internal-combustion engine for much of its power.

The gasoline engine is a compact, mid-mounted twin-turbo 2.9-liter V-8 with a flat-plane crank, with its redline set at a sizzling 11,000 rpm. Two electric motors—each powering a front wheel, with torque vectoring—add to the car’s capability, and mean it features all-wheel drive. Czinger says the gearbox is “an ultralight” seven-speed sequential automated manual. As far as laying down all of that power on the pavement, Czinger worked with Michelin to develop the 21C’s high-performance tires.

Czinger is named after founder Kevin Czinger, an entrepreneur with a hugely varied background—college football star, federal prosecutor, executive director of media, telecom, and technology for Goldman Sachs, founder of EV start-up and battery manufacturer CODA Automotive, and, latterly, owner of Divergent 3D.

Czinger’s time with CODA was the inspiration for the 21C’s new production technique, which could also be applied to higher-volume, more affordable cars. Seeing the costs and resources required to produce conventional EVs and by calculating full lifecycle emissions, Czinger felt there had to be a better way. In the past, he has claimed Divergent’s technology eliminates 80-percent of factory costs and reduces the number of individual parts required for a car by 75 percent, too.

Czinger the company says it will build just 80 examples of the 21C, across both road and racetrack versions featuring various options and customization choices. It hopes to begin delivering cars to customers in early 2021.

We hope to take you inside Czinger’s amazing new factory at some point very soon. Maybe then we can examine these claims more closely. However, the fact that the first fully formed product from Czinger is a lightweight hypercar—the regular version rings in with a cited curb weight of 2,756 pounds, while the track version weighs 2,685—with more than 1,200 hp, featuring a unique driving environment, and appearing to have the quality and detailing to match Europe’s best, is enough to have us seriously intrigued. Not to mention, with up to 551 pounds (standard version) or 1,742 pounds (track) of aerodynamic downforce at 155 mph, the 21C should be able to negotiate quick corners at an impressive pace. Did we say factory tour? Perhaps we can find a way to skip straight to a road test.

The post Czinger 21C Hybrid Hypercar: American Made, $1.6 Million, 1,233 HP appeared first on MotorTrend.

An eBay ad for C8 Corvette wheels may have just revealed the style and design of the upcoming next-generation Corvette Z06’s rollers. The ad for “2020 Corvette C8 Carbon Revolution [20/21-inch] Factory Original OEM Wheels Rims Set” was recently posted to the auction site by user certifiedfactorywheelsinc with an asking price of $4,500. (That’s ridiculously cheap for a set of wheels like this, so if you don’t buy them, we might.)

While the wheels themselves appear to have been built specifically for GM per labels pictured in the listing, they would not seem to actually come from a stock 2020 Corvette. That’s because Chevy doesn’t currently sell a carbon-fiber wheel option for the C8. Given the seller claims the wheels were used by GM for “OEM/Test Validation” purposes, it’s possible the set of four C8 wheels is intended for the upcoming Corvette Z06. We reached out to General Motors for a response but have yet to receive a response. 

It’s no stretch of the imagination, though, to foresee GM tasking Carbon Revolution with making carbon-fiber wheels for the C8 Z06, given the Australian company also supplies similar equipment to the likes of Ford and Ferrari. Still, there’s always the possibility this whole thing is a fraud and the wheel tags were ripped from genuine, separate General Motors and Carbon Revolution products and added later to the wheels in this eBay ad.

There’s something about these wheels that make us think they’re the real deal, though. And while it’s unlikely, wouldn’t it be something if they were the very ones recently stolen from a GM-owned 2020 Corvette in Detroit, Michigan? Consider that the seller lists the items’ location as Hazel Park, Michigan, and manufacturers often mix-and-match parts on development vehicles—witness GM hacking up a Holden Maloo to serve as a C8 Corvette test mule. Consider us extremely intrigued.

The post Carbon-Fiber C8 Corvette Wheels Show Up on eBay—Are They for the C8 Z06? appeared first on MotorTrend.

There’s no shortage in demand for the Honda Civic Type R in the United States, which is likely why Honda sees no reason to bring the Civic Type R Sport Line and its clipped rear wing to our shores. That’s fine by us, too, as the Type R’s towering tail is a fully functioning piece of equipment that adds more than 60 pounds of downforce at 124 mph. Plus, it further separates the flagship Civic model from its lesser counterparts.

Still, American Civic Type R buyers hoping to simply swap the Sport Line’s smaller spoiler to their cars in the future are SOL. Blame the fact the two Type R wings mount to the car in different ways, per a Honda spokesperson. There’s surely a way to make it work should you source the Sport Line spoiler, but it’s clear it wouldn’t be a simple bolt-off, bolt-on procedure.

Admittedly, this news may disappoint the few folks willing to ditch the performance benefits of their Type R’s standard wing. That said, the aftermarket surely offers a lower-key option that also mimics the mounting method of the Type R’s big wing.

Of course, there’s nothing stopping Honda from sending the Civic Type R Sport Line our way in the future, but for now, we’re happy to see Honda prioritize performance improvements like those made to the 2020 Civic Type R and the upcoming 2021 Civic Type R Limited Edition over this one styling tweak.

The post No Swaps: 2020 Honda Civic Type R Sport Line’s Small Wing Won’t Fit U.S. Cars appeared first on MotorTrend.

Finally! Here are Teslas we can all afford: remote-control versions of the all-electric Cybertruck by Hot Wheels. Mattel Creations revealed its latest must-have collectibles at the New York Toy Fair and is currently taking orders for the remote-operated models in both 1:64 and 1:10 scale. The 1:64-scale toy retails for an affordable $20, while the bigger version sells for $400.

The smaller 3.0-inch radio-control Cybertruck has two-wheel drive and uses rechargeable batteries. It doesn’t have a Ludicrous mode but offers Chill or Sport speeds; the larger version has an “insane towing capacity,” per the video below. Surprisingly, Elon Musk doesn’t make an appearance—but Skeletor from Masters of the Universe makes a funny cameo toward the end of the short. Hot Wheels also claims a 500-mph scale top speed to boot. The 1:64 version is designed to race on Hot Wheels tracks or on a loop—and will look perfect on our desks.

The 1:10 version of the Cybertruck is said to be a limited edition and offer a top speed of up to 25 mph in all-wheel drive mode; it also has Chill and Sport settings. Hot Wheels designers Gerry Cody and Ted Wu worked with 3D prints of the truck’s unibody and consulted with Tesla chief designer Franz von Holzhausen to ensure accuracy. It’s packed with tons of cool features, like working headlights and taillights, a manually operated tonneau cover, a working telescopic tailgate with loading ramp, and—our favorite—a reusable “cracked window” vinyl sticker. The body is removable, so you can see its minimalist interior, too. The Cybertruck is powered by 9.9V rechargeable battery.

You can order them both now and Hot Wheels expects to begin shipping them by December 15. Sadly we can’t say the same for the real deal Cybertruck, but Musk will be happy to take a deposit in the meantime as we wait for it to arrive as a 2021 model.

The post You Can Get a Tesla Cybertruck Electric Pickup for $20—from Hot Wheels appeared first on MotorTrend.

The new 2021 Cadillac Escalade is here and the drivetrain options turns out to be good news for enthusiasts, hot-rod builders, and custom-car crafters looking to plunder engines. While this fifth-generation Escalade is very different from the fourth-generation rig, one aspect that carries over is the awesome 6.2-liter aluminum direct-injected V-8 L86 mill. Escalades, starting back in 1999, were always considered to be junkyard gold since they fielded the best GM LS variants. While other GM trucks and SUV often got smaller displacement V-8s and iron blocks the Escalades got the top-shelf aluminum blocks and bigger power offerings.

This means that when you’re scouring your local yank-a-part you’ll need to be on the lookout for these gems. And while the 2021 Escalade is brand new as of this writing, its engines will eventually find their way into salvage yards where their drivetrains can be pillaged for projects across the country. With the future in mind, let’s take a look at the engine offerings in the 2021 Cadillac Escalade.

What Engines Come in the 2021 Cadillac Escalade?

6.2-liter Ecotec3 V-8 (L86)

Carried over from the previous generation is an updated of the rock-solid 6.2-liter Ecotec3 V-8. Making 420 horsepower and 460 lb-ft of torque, it’s certainly a direct-injected engine full of performance potential. The active fuel-management cylinder-deactivation system of the 2020 version was supplanted by the more efficient Dynamic Fuel Management version of the same tech. The 6.2L also has variable valve timing and an automatic stop-start system. The 2021 Suburbans and Tahoes (along with their GMC Yukon cousins) come standard with 5.3-liter V-8s, but the 6.2 is an available option, so be on the lookout for the higher-spec trims of those models like High Country and Denali when you spy one in the local boneyard.

3.0-liter Duramax Diesel Inline-6 (LM2)

New to all the SUVs is an optional 277-hp, 460-lb-ft 3.0-liter Duramax inline-6 turbodiesel! Yep, it’s been a long time since you could get a diesel in a Caddy, but later in the 2021 model year you’ll have the option, and this time it won’t suck. The LM2 will be built on a cast aluminum block, which is unusual for a diesel, but the aluminum construction results in a 25 percent weight savings over an iron block. To make it last GM added thick, iron cylinder sleeves to stand up to the 15:1 compression.

It’s an inline-six with a single set of overhead cams actuating 24 valves. The direct-injection fuel pump is operated by chain drive off the back of the cam. A chain on the fuel pump runs to the intake and exhaust cams while a small belt on the crank turns a variable-flow oil pump. Boost comes via a single, variable-geometry turbo. The magic happens in the intake manifold, which is variable and provides two paths to each of the six cylinders. This way the engine response can be optimized at lower rpm. Fun fact: The fuel can be provided, by way of high-pressure direct injection (capable of multiple injection events per cycle), at pressures up to 36,250 psi! We’re not sure this engine is ripe for a hot-rodding project, but it sure is an interesting option that we’re confident will inspire some gearhead to “go boldly.”

Escalade V and Blackwing Rumors

Rumors had swirled about a 4.2L twin-turbocharged Blackwing Escalade, but sadly those plans were shelved. Any future high-performance Escalades will most likely have a version of GM’s blown 6.2-liter V-8 as found in the last CTS-V.

Finding Cadillac Escalades in Salvage Yards: An Engine Spotter’s Guide

In production since 1999, Cadillac Escalades are strewn throughout salvage yards across the country. The early versions carried roughly the same engines as typical GM trucks and SUVs, but later they were fitted with top-shelf mills. Many of these engines are just a few parts and a cam swap away from churning out well over 500 horsepower, and most of them were built on lightweight aluminum blocks. Below is a spotter’s guide to what years carried what engines.

First-Generation Escalade: 1999–2000

• 5.7L L31 Vortec 5700 V8, 255 hp

Second-Generation Escalade: 2002–2006

• 2002–2003 5.3L LM7 Vortec V-8, 285 hp
• 2004–2006 5.3L LM7 Vortec V-8, 295 hp
• 2002–2003 6.0L LQ4 (Not Used In Escalade, 8th Digit in VIN = U) Vortec V-8, 310 hp
• 2004–2006 6.0L LQ9 (8th Digit = N) HO Vortec V-8, 345 hp (Find this and it’s your lucky day!)

Third-Generation Escalade: 2007–2014

• 6.2L Vortec 6200 V-8, 403 hp
• NOTE: Hybrid versions had a 6.0L engine

Fourth-Generation Escalade: 2015–2020

• 6.2L EcoTec3 L86 V-8, 420 hp

Fifth-Generation Escalade: 2021–

• 6.2L EcoTec3 L86 V-8, 420 hp
• 3.0L Duramax I6 turbodiesel, 277 hp

2021 Cadillac Escalade Fast Facts:

• Base engine is 6.2L EcoTec3 V-8 with 420 hp
• Optional 3.0L Duramax I6 turbodiesel with 460 lb-ft of torque
• Standard 10-speed Hydra-Matic 10L80 transmission
• Optional Super Cruise with auto lane-change capabilities
• Five trim levels: Luxury, Premium Luxury, Sport, Premium Luxury Platinum, and Sport Platinum
• Eight interior trim options and four unique seating designs
• AKG audio technology system with 36 speakers throughout the cabin
• 38-inch curved OLED screen dashboard

The post 2021 Cadillac Escalade Engine Options, HP—and Engine-Swap Potential appeared first on MotorTrend.

Clipstone Industrial REIT has received planning permission to demolish a warehouse in Chessington and replace it with a bigger development.

Honda Civic Type R project leader Hideki Kakinuma passionately believes the company should continue to build high-performance cars, even as it switches its focus to more environmentally friendly powertrains. Does that mean there might one day be an electric-powered Honda Type R? Kakinuma smiles, then answers the question: “Yes, of course an electric Type R is possible.”

The key roadblock to an all-electric performance Honda, he says, is that any electric propulsion system would have to provide the excitement the company requires from a Type R–branded vehicle. And it would have to be able to be provided to customers for a reasonable price. In other words, something like a Tesla Model 3 Performance fighter from Honda is right now a tall order. But Kakinuma doesn’t rule out the idea: “If all the base concept and philosophy of being a Type R is fulfilled with an electric powertrain … sure, this can happen.”

Before Honda even starts thinking about electric Type Rs, though, Kakinuma regards the 2020 Civic Type R and the lighter, more track-focused 2021 Civic Type R Limited Edition as unfinished business. Asked whether a 2.0-liter turbocharged engine with 306-hp, 295-lb-ft is the limit for a front-drive chassis, his response is immediate: “No, we are not at the limit,” he says. “I personally believe that we can go beyond this level with a front-drive configuration. If I continue to work on Civic Type R, it will be to even further improve the performance.”

Will we see that with this generation Type R? Kakinuma doesn’t say directly, but hints that it’s not likely, pointing out the 2020 Type R refresh has come three years after the launch of the current generation Civic, which means the current Type R has about two years to run before the 11th-generation version of Honda’s compact car is likely to appear.

Lending weight to that scenario is the fact that Honda has already announced its plant in Swindon, England, where the current Civic Type R is produced—along with every four-door Civic hatchback sold in the world—will close in July next year. Honda says the closure was not a direct result of Britain voting to leave the European Union, which could leave the company vulnerable to tariffs on Swindon-built cars sold in Europe, but prompted by a pivot toward electric vehicles. However, Swindon produces about 160,000 Civic hatchbacks a year, and the success of the car in the U.S. means demand has in fact increased, Honda sources say.

Future four-door Civic hatchback production will actually be split between Japan and the U.S., and that means the next-generation Type R will come from one of those countries. “We’re not quite sure where the next-generation Civic Type R—if there is one—is going to be produced,” Kakinuma says guardedly, making sure to neither confirm or deny any future model plans.

Until production was switched to Swindon, the Civic Type R had always been built in Japan. But the current Type R engine, codenamed AP4T, is built in Honda’s Anna, Ohio, engine plant, primarily because it shares parts with the engine that powers high-volume U.S.-built Hondas such as the Accord. Could that swing the decision to build the new-gen Civic Type R in America? Watch this space.

The post Would Honda Build an All-Electric Civic Type R? appeared first on MotorTrend.

If you’re looking for an inexpensive new car, you might have missed your window. The number of new vehicles that start below $20,000 is at a low point, and it appears to be getting worse. “As automakers have abandoned that space (of new vehicles under $20,000), sales have basically dried up completely,” Tyson Jominy, VP of data...

Where have all the $20,000 cars gone? If you’re looking for an inexpensive new car, you might have missed your window. The number of new vehicles that start below $20,000 is at a low point, and it appears to be getting worse. Review update: The 2020 Volvo S60 looks more expensive than it is Redesigned for 2019, the 2020 Volvo S60 rolls into...

Those familiar with Toyota have surely seen its TRD branding on myriad vehicles. That initialism stands for Toyota Racing Development, the company’s longstanding tuning and racing arm that takes run-of-the-mill models and turns them into proper off-roaders and, more recently, better-handling versions of cars like the Camry and Avalon. But the Toyota Supra, the brand’s newest performance car, is officially called the GR Supra with no TRD letters to be found. So, what gives?

GR stands for Gazoo Racing, with the Gazoo part of the name meaning “garage.” It is yet another performance offshoot from Toyota, and it’s even cooler than you might have imagined. The GR sub-brand began as a sort of skunkworks project started by Akio Toyoda before he became the company’s current president; it eventually became the company’s dedicated motorsports arm and has grown to include the development of performance street cars for Toyota. The GR brand races in the World Endurance Championship, the World Rally Championship, among other series.

Outside of its racing efforts—and outside of the U.S.—the GR team and brand has launched a number of Japanese-market models you might never have heard of. For example, there was the Mark X GRMN, a rear-wheel-drive, V-6–powered Avalon-size car with a limited-slip differential and a six-speed manual. (This and the original BMW M5 and not that far apart.) Other models you won’t see stateside include a GR version of the CH-R, a GR version of the 86 sports car, and the wicked and recently announced GR Yaris. As of this writing, the company is also working on the GR Super Sport concept, a 986-hp hybrid hypercar built from Toyota’s racing experience at Le Mans and other WEC races, and it and more GR models may soon be heading to America. It’s also worth noting that TRD isn’t going away, and the brands will exist side by side.

Based on our experience with the GR Supra—which has more power, a new engine option, and a bigger lineup for 2021—we’d certainly welcome more GR models in the United States, as the Gazoo Racing blend of sporty suspension tuning, engine enhancements, and aggressive style are hugely effective weapons against Toyota’s longstanding—and frankly fairly accurate—reputation as a builder of automotive appliances. What will the next GR model be in America? We hope we won’t have to wait long to find out.

The post What Is Toyota’s GR Brand and What Does GR Mean? appeared first on MotorTrend.

John Slade has quit his role as executive chairman of Evans Randall Investors after he and fellow management could not agree on the future direction of the company, Property Week can reveal.

Redesigned for 2019, the 2020 Volvo S60 rolls into the new decade with a swagger built on sophisticated style, advanced safety, and easy-to-use technology. The luxury sedan needs every advantage to compete with German stalwarts such as the BMW 3-Series, Audi A4, Mercedes-Benz C-Class, as well as upstarts such as the Alfa Romeo Giulia and Genesis...

Grosvenor Britain & Ireland has been granted planning consent for a build to rent neighbourhood in Bermondsey, south London.

The 2020 Tesla Model X all-electric three-row crossover is the largest vehicle in the automaker’s stable. Despite its showy falcon-wing rear doors, the Model X has plenty of redeeming features including its space, efficiency, and performance. We give it a 7.8 out of 10 overall. (Read more about how we rate cars.) The base 2020 Model X is the...

Hammerson has struck the largest retail park sale in a decade with the sale of a portfolio of seven retail parks to Orion Real Estate Fund V for £400m.

The Forester and Outback are Subaru’s best-selling models, and each has a lot to offer buyers looking for a fun and practical vehicle. But what exactly is the difference between a Subaru Forester and a Subaru Outback? And which is best for what you need? Find out how the two vehicles stack up in our Subaru Outback vs. Forester comparison.

Which Is Bigger?

The Subaru Forester is a compact crossover that competes with the likes of the Honda CR-V, Toyota RAV4, and Mazda CX-5. The Outback, on the other hand, has few direct competitors as a mainstream midsize wagon-like crossover. Despite that difference in body style, they both have the same ground clearance of 8.7 inches.

There’s a considerable difference between the two vehicles in terms of exterior dimensions. The Outback is bigger than the Forester. It’s 9.2 inches longer and 1.5 inches wider, although it’s 2 inches closer to the ground. The Outback is also a bit heavier, with the base model coming in at 3,634 pounds compared to the Forester’s 3,449 pounds.

Which Is More Spacious Inside?

Overall, the Forester has more room for occupants. Total passenger volume in the Forester measures 111.9 cubic feet compared to the Outback’s 109 cubic feet. The Forester offers slightly more front legroom, but they have almost the same amount of rear legroom with the Outback boasting 39.5 inches and the Forester at 39.4 inches. We’ve been in both vehicles and found they each offer plenty of headroom and legroom for rear passengers.

The Forester also offers more cargo space. Behind the second row, the Forester has 35.4 cubic feet of cargo room compared to the Outback’s 32.5. With the seats down, the Forester’s cargo area jumps to 76.1 cubic feet compared to the Outback’s 75.7. Despite their differences in dimensions, rest assured that both vehicles offer lots of room for passengers and cargo.

Which Is More Powerful?

Performance might not be the top consideration for many buyers when it comes to deciding between Subaru Outback vs. Forester. It’s still important to consider how well these vehicles accelerate. The Forester and Outback both feature a 2.5-liter flat-four making 182 hp and 176 lb-ft of torque. But unlike the Forester, the Outback also offers a more powerful turbocharged engine on top-trim versions. This 2.4-liter engine delivers a robust 260 hp and 277 lb-ft of torque.

Many of our editors have found the base 2.5-liter flat-four underpowered in both the Forester and Outback. Neither vehicle feels particularly quick off the line, so you’ll have to pick your battles carefully at onramp meters. But in both models, we praised the CVT transmission for making acceleration smooth.

In our tests, the Forester Limited ran from 0 to 60 mph in as little as 8.3 seconds, although a Touring model was slower. A recent Outback we tested with the base engine made the 0-60 run in 8.7 seconds.

The turbocharged Outback performs better, achieving a time of 6.1 seconds. Still, this version won’t have you thinking it’s a sports car. In our First Drive review, we said the turbo “feels more powerful, but only when merging or passing. Otherwise, it’s no sportier than the baseline.”

Which Is More Efficient?

The Forester and Outback are equally efficient with the 2.5-liter engine. They both deliver 26/33/29 mpg city/highway/combined in this configuration. Both vehicles are available exclusively with all-wheel drive (and they’re both off-road capable).

If you opt for the turbocharged Outback, fuel economy drops significantly. This engine is rated to achieve 23/30/26 mpg.

Which Is More Luxurious?

Perhaps because the Outback was recently redesigned, it has a few more features than the Forester. Take the optional 11.6-inch touchscreen as an example; it’s much bigger than the Forester’s optional 8.0-inch screen. The Outback also offers ventilated front seats, unlike the Forester. Although both models offer leather-trimmed upholstery, the Outback offers even more supple Nappa leather as well.

Which Is Safer?

No surprises here; both models perform well in crash tests. The 2020 Subaru Outback was named a Top Safety Pick from the Insurance Institute for Highway Safety (IIHS), earning “Good” scores in all crash categories. The 2019 Forester, its most recently rated model, also nabbed “Good” scores in all crash tests, but it earned the even more prestigious Top Safety Pick+ award with the help of its strong headlight ratings.

The National Highway Traffic Safety Administration (NHTSA) has not yet rated the redesigned 2020 Outback, but the 2019 model earned an overall five-star rating just like the 2020 Forester.

Subaru is known for its strong safety technologies. On both vehicles, the EyeSight package is standard equipment, including pre-collision braking, adaptive cruise control, lane departure and sway warning, and lane keep assist. High beam assist, which automatically adjusts the headlights between the low and high settings when an oncoming vehicle is detected, is standard on the Outback and optional on the Forester. Other available safety features on both models include reverse automatic braking as well as blind-spot detection with lane change assist and rear cross-traffic alert.

Which Is Cheaper?

You can get a Forester for cheaper than an Outback. Priced from $25,505, the base 2020 Subaru Forester is $2,150 less expensive than the base Outback. A bigger variation exists when you look at the most expensive models. The Forester Touring tops the range at $35,605, while the Outback Touring XT reaches $40,705.

Subaru Outback vs. Forester: Which Is Best?

So which is best: the Forester or Outback? The answer to this question might come down to whether you prefer the look of a wagon or a taller crossover. That said, consumers looking for more power may want to consider the Outback if they’re willing to pay a big price premium for the turbo engine. The Outback also has the latest convenience features from Subaru, though the Forester benefits from a slightly more spacious interior.

What is the difference between a Subaru Forester and a Subaru Outback?

• The Outback is bigger
• The Forester is a little more spacious inside
• The Outback is more powerful
• They’re both relatively efficient
• The Outback can be equipped with more luxurious features
• They’re both safe
• The base Forester is cheaper than the base Outback

The post What’s the Difference Between the Subaru Forester and Subaru Outback? appeared first on MotorTrend.

Who said minivans are out of style? No matter how popular crossovers become, there’s no substitute for a minivan’s ability to haul people comfortably and swallow up cargo. The 2020 Honda Odyssey and Toyota Sienna are two of the most popular minivans on the market, and they both offer plenty of family-friendly features to make life easier. Which one is the better bet? Find out how the two minivans stack up in this Honda Odyssey vs. Toyota Sienna comparison.

Honda Odyssey vs. Toyota Sienna: Which One Is Safer?

It shouldn’t come as a surprise that both minivans perform well in government crash tests. The 2020 Odyssey and Sienna each earned five-star overall ratings from the National Highway Traffic Safety Administration, but the former comes up slightly ahead when you look at the individual tests. The Odyssey scored five stars in front and side crashes, and four stars in the rollover assessment. Meanwhile, the Sienna received four stars in the front crash test, five stars in the side crash test, and four stars in the rollover test.

Unlike the Sienna, the Odyssey was named a Top Safety Pick from the Insurance Institute for Highway Safety. The 2020 Odyssey scored “Good” ratings in all crash tests. In contrast, the 2019 Toyota Sienna, the latest model rated by the agency, did not receive an award. It scored “Good” ratings in most categories, but it received an “Acceptable” rating in the driver-side small overlap front test, which replicates what happens when the front left corner of a car crashes into an object at 40 mph. The Sienna also received a lower score of “Marginal” in the passenger-side small overlap test, which is the same test but conducted on the front right corner of the car. The top-rated headlights on both the Odyssey and Sienna are deemed “Acceptable” by IIHS.

Toyota has the advantage when it comes to standard safety features. On every trim level, the Sienna comes standard with pre-collision braking with pedestrian detection, lane departure alert with steering assist, adaptive cruise control, and automatic high-beams. The base Odyssey, however, does not come standard with Honda’s suite of safety features. You’ll have to upgrade to the EX trim to get standard Honda Sensing, which includes collision mitigation braking, road departure mitigation system, lane keeping assist, and adaptive cruise control.

Honda Odyssey vs. Toyota Sienna: Which One Has the Best Performance?

We know—you’re not buying a minivan for its scintillating performance. But acceleration and handling are still factors you might want to take into consideration. Unlike the Odyssey, the Sienna is available with all-wheel drive. So if you’re looking for a little more traction in poor weather conditions, the Sienna may be the better bet.

That said, we appreciate the Odyssey’s smooth ride and nimble handling in everyday driving situations. The 10-speed automatic transmission shifts between gears seamlessly. The Sienna also boasts a comfortable ride, but we have complained about the extra steering effort required at low speeds in our Limited tester. The SE model offers a firmer suspension than other trims, so its ride quality is a little less compliant.

The Odyssey packs a 3.5-liter V-6 that makes 280 hp and 262 lb-ft of torque. With that engine, we’ve tested the Odyssey’ 0–60 mph time at as little as 6.6 seconds. That makes it quicker than the Sienna, which we’ve tested at 7.1 seconds. The Sienna is slower despite more output—296 hp and 263 lb-ft—coming from its 3.5-liter V-6.

Honda Odyssey vs. Toyota Sienna: Which One Has More Passenger Space?

Both minivans offer plenty of room for passengers to stretch out in the second and third rows. But the Odyssey provides a little more legroom, boasting 40.9 inches in the second row and 38.1 inches in the third row, compared to the Sienna’s 37.6 inches in the second row and 36.3 inches in the third row. Both models offer a choice of seven or eight seats.

The Sienna’s seats slide forward and back for easier entry and exit. But the Odyssey takes versatility one step further with second-row seats that slide forward and back, as well as from side to side. On eight-passenger Sienna minivans, the second-row center seat can be stowed in the left side of the rear-storage area when not needed. If you take out the Odyssey’s center seat, however, you’ll need to store it at home.

Which minivan has more overall passenger space? Well, it’s a close race. Passenger volume totals 163.6 cubic feet in the 2020 Odyssey, compared to 164.4 cubic feet in the 2020 Sienna.

Honda Odyssey vs. Toyota Sienna: Which One Has More Cargo Space?

Overall, the Odyssey has more room for your gear. Total cargo space is 158 cubic feet behind the Odyssey’s front seats, compared to 150 cubic feet for the Sienna. Whereas the Odyssey features more space behind the second row, the Sienna has the cargo advantage behind the third row.

Honda Odyssey vs. Toyota Sienna: Interior Comfort and Design

During our tests, we were impressed by the comfortable second-row seats in expensive versions of both the Odyssey and Sienna. Up front, the Odyssey’s cabin is more modern; just look at the instrument display and buttons. The Odyssey boasts an 8.0-inch central touchscreen standard on all but the base model, while the Sienna gets a 7.0-inch screen even on the top model. Both vehicles feature space-saving gear shifters, with the Odyssey having a push-button setup. You’ll also find high-quality materials on upper trims of either model. One minor complaint on the Sienna: We wish for more substantial cupholders.

Honda Odyssey vs. Toyota Sienna: Which One Has Better Technology?

The Odyssey offers a number of unique technologies that the Sienna doesn’t. First is CabinWatch, which lets you keep an eye on your kids in the rear via the touchscreen on the dashboard. With CabinTalk, you can talk to them with your voice coming through the rear speakers or connected headphones. There’s also an integrated vacuum in the back of the van to clean up light messes. These three features are standard on the Touring and Elite trims.

Although the Sienna doesn’t provide those features, it offers an Auto Access seat for people who can use help boarding and exiting the vehicle. The seat automatically lowers outside the vehicle upon boarding, swivels back into position in the second row for the drive, and lowers again upon exiting.

Both minivans offer rear-seat entertainment systems to keep kids entertained on the road. You’ll find this feature on upper trims.

Honda Odyssey vs. Toyota Sienna: Which One Has Better Fuel Economy?

Advantage: Honda. The Odyssey is rated at 19/28/22 mpg city/highway combined, while the Sienna tops out at 19/26/21 mpg. When paired with AWD, the Sienna drops to 18/24/20 mpg.

Honda Odyssey vs. Toyota Sienna: Which one is more reliable??

One key metric of vehicle reliability is the J.D. Power Initial Quality Study. This survey measures the number of problems experienced per 100 vehicles during the first 90 days of ownership, but it’s also considered a key indicator of long-term reliability. The Kia Sedona reported the fewest problems, making it the winner of the minivan category. The Dodge Grand Caravan placed second, followed by the Toyota Sienna in third and the Honda Odyssey in fourth. Read more about the Initial Quality Study and look at the full minivan rankings here for a complete picture on Honda Odyssey vs. Toyota Sienna reliability.

Honda Odyssey vs. Toyota Sienna: Which One Has the Better Warranty?

Both models offer a basic warranty of three years/36,000 miles and a powertrain warranty of five years/60,000 miles.

Honda Odyssey vs. Toyota Sienna: Which One Is Cheaper?

The 2020 Honda Odyssey is priced from $31,785, undercutting the Sienna’s price of $32,685. If you go one trim level up, the Odyssey EX jumps to $35,785 while the Sienna goes from $35,505. Opting for the top-trim Odyssey Elite will set you back $48,415 while the Sienna Limited Premium skyrockets to $49,100.

Should I Buy a Honda Odyssey or a Toyota Sienna?

If you’re looking for a minivan with AWD, you’ll definitely want to pick the Toyota Sienna. The Sienna might also be the best choice if you’re looking for a base model, since it comes with tons of standard safety features. However, the Odyssey has the leg up over the Sienna in most categories, including crash test performance, rear legroom, cargo space, acceleration and handling, fuel economy, interior design, and available convenience features.

Honda Odyssey vs. Toyota Sienna Comparison

• Safety
• Performance
• Passenger space
• Cargo space
• Interior comfort and design
• Family-friendly technologies
• Fuel economy
• Reliability
• Warranty
• Price

The post Honda Odyssey vs. Toyota Sienna Comparison: Which Is Right for You? appeared first on MotorTrend.

Porsche encounters bad press about as often as the Dalai Lama. About the roughest that things ever get is looking too lucky after winning Le Mans (for the numbing 19th time) in 2017 after the underdog Toyota conked out at the last moment.

So when the EPA released battery range numbers for the 2020 Taycan—201 miles for the Turbo and 192 for the Turbo S—it was Porsche’s engineering equivalent of the Titanic hitting the iceberg.

Naturally, the Tesla community gloated. The Taycan appears to be Europe’s EV strike three after Jaguar and Audi swung and missed with the I-Pace’s (optimistic) 234 miles and the E-Tron’s 204. Meanwhile, the Tesla Model S Long Range Plus carries a claimed 390-mile range—nearly double the miles before you start getting nervous about finding a Supercharger.

So what happens when a third party—say, MotorTrend—goes outside the EPA’s test cycle and performs its own instrumented range test on the Taycan?

The Turbo S’ 192-mile range can’t be shrugged off with, “Well, the Taycan’s all about performance anyway, not range.” Would you buy a 911 Turbo S that stuttered to a stop at 192 miles? The population of fast charging stations is growing, but they’re still sparse. And if anything, their multiminute charge times (including the best of them) argue for even greater EV ranges than gas cars, so you wait at them less often.

But is the Taycan’s range really 201 and 192 miles? Porsche commissioned a test by independent testing firm AMCI, which came up with distances 37 percent (275 miles) and 45 percent (278 miles) greater over a mixed city/highway course, with city speeds capped by its posted limits, highway ones no more than 5 over, climate control in Eco mode, and the cars measured until they lapsed into limp mode.

Our pal Dan Edmunds drove a Taycan Turbo on a more urban-oriented route (in Range mode, cabin at 72 degrees, and Dan as the single occupant) that projected 287.2 miles. On the opposite end of the spectrum, a competitor of ours projected 209 miles from lapping a giant oval at a high(ish) 75 mph. (By the way, even huge-diameter corners add noticeable tire drag.)

Now it’s our turn, and MotorTrend does it with proper instrumentation, not guesstimation. We enlisted our partner in mileage testing, Emissions Analytics, which has conducted 726 tests over a standardized L.A. test course. It’s the largest real-world mileage-measuring program in the United States.

Their laboratory PEMS instrumentation measures the quantity of exhaust gas, and by sipping a sample of it into a gas analyzer, it can determine CO and CO2 percentages and hence how much fuel is being combusted. Of course, with an electric vehicle, that’s zero. The analyzer still came along for the ride as a GPS and OBD2 data-logger, letting us record the battery’s vital state of charge at higher resolution. The car was loaded to the standard 400 pounds and climate control set to 72 (though the A/C failed). Then Jesus Flores—the solar system’s most experienced mileage-testing driver—whirred away on their 88-mile loop, composed of repeated highway and city segments to monitor repeatability (and allow for data-cleaning).

To save you further suspense, here are our city, highway, and combined ranges for the 2020 Porsche Taycan Turbo S:

• Normal mode (one loop): 240/274/254 city/highway/combined miles
• Range mode (two loops): 243/269/254 city/highway/combined miles

Switching to Range mode dithers the balance of city and highway a little, while combined is right down the middle between the high and low gutter balls to either side. Compared to the repeatability of our acceleration and figure-eight testing, it’s remarkable how squishy EV ranges can be, depending on how you test them.

Recharging at Electrify America’s fast chargers doesn’t let you doze or settle into a book like the old days—the Turbo S added 100 miles in 17 minutes at a 150-kW-hr unit (seeing a peak of 138) and 11 minutes at a super-powerful 350-kW-hr charger (peaking at 261 kW hr). Waiting for 150 miles needed 28 and 20 minutes, respectively.

But it’s long enough to declare the Taycan’s range makes the grade by a hair—my personal cutoff for acceptability is 250 miles of actual range. It’s comparable to the Bolt’s and Hyundai Kona EV’s. And those two don’t hit 60 mph in 2.4 seconds.

Mirror, mirror, on the wall, what’s the range before I stall? 254.

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