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Road Test: 2021 Ford Mustang EcoBoost Premium

High-Performance Turbo Manual Transmission Fun

In April 2018 Ford announced all its sedans and coupes would be going away by 2020, except for one–the iconic Mustang. High-powered Mustang GT, Mach1 and Shelby GT500 versions are well-known, with the latter model pumping-out 760 pin-you-back-in-your-seat horsepower. Big horsepower gets the headlines and is as sexy as all get out, but what about getting into a Mustang that provides driving exhilaration while also not scaring the heck out of you? Look no further than the 2021 Mustang Coupe with the 2.3-liter EcoBoost.

2021 Ford Mustang EcoBoost Premium — **High-performance four-cylinder fun**

Respectable Power and Performance

Clean Fleet Report spent a week in the rear-wheel drive 2021 Ford Mustang EcoBoost Premium Fastback, powered by a high-performance turbocharged 2.3-liter I4 mated to a six-speed manual transmission with launch control and five selectable drive modes. Producing a fun 330 horsepower and 350 pound-feet of torque, the Mustang high-performance package and the six-speed manual is civil enough for around town driving. And yes, you can spin the tires!

The EPA has rated the EcoBoost 2.3L high-performance at 20 mpg city/27 highway/22 combined. In 240 miles driving around Southern California we averaged 23 mpg, but in a 100-mile run with the adaptive cruise control set at 65 mph, we averaged 31.2 mpg, exceeding the EPA figure. This fuel economy is encouraging, but it will take a wide open road with little traffic and lots of patience to equal it. If fuel economy is your primary focus and you can live without high performance, the standard turbocharged 2.3L puts out 310 horsepower and delivers 21/32/25 with its 10-speed automatic.

Being realistic, no one will be buying a high-performance Mustang for making bread and milk runs. This car begs to be driven with great elan, so real world driving will use more fuel. Fuel economy numbers reported by Clean Fleet Report are non-scientific and represent the reviewer’s driving experience using the dash gauge computer. Your numbers may differ.

Shifting Fun

Clean Fleet Report took delivery of a 2021 Ford Mustang Coupe and knew the week ahead was about to be fun. There are not many manual transmission cars anymore, and getting one with rear-wheel drive and 330 horsepower was a treat. The electric power-assisted rack-and-pinion steering delivered confident road feel, aided by the Pirelli PZero Corsa4 ZR rated 265/40 summer tires on 19-inch, luster nickel-painted aluminum wheels. ZR is a speed rating, which in this case means the tire can handle speeds surpassing 150 mph.

The grip was excellent, thanks in a big part to the independent rear suspension that delivered a controlled driving experience. The optional MagneRide damping system, part of the $1,995 Handling Package, kept the rear tires planted. MagneRide responds to road conditions 1,000 times per second for each damper or shock absorber. First introduced in 2002, versions of this suspension system are found on Camaro, Corvette, Cadillac, Acura, Audi, Land Rover, Ferrari, and Lamborghini models.

Stopping was by the four-wheel power disc brakes, which have a four channel anti-lock braking system with rear sway bars and electronic stability control.

The leather-trimmed gear shifter is perfectly positioned for arm angle and grip size, whether for slow or hard shifting. The clutch has a good feel and smooth engagement, but the shifts can be notchy at certain rpms and if not perfectly rev matched. This is not the smoothest manual we have driven, but it is still a blast going through the gears.

First gear is for getting off the line, but 2nd, 3rd and 4th are where things get interesting. When it is go-time, the turbocharged 2.3L came to life with a throaty note that would grumble and pop from the active valve performance exhaust system. This adaptive system, which amplifies the sound, has exhaust settings such as sport and track, making for a pleasant reminder you are driving a high-performance car. There is even a quiet setting when sneaking out at 5 a.m. to go to a car show. For even a racier sound, check-out what comes from the Mustang GT with the 5.0L V8 engine, which has 100 more horsepower.

Zero-to-60 mph times were right around 5.0 seconds, with linear acceleration and unnoticeable turbo lag. Pushback in the seat comes at 3,000 rpm, and stays consistent and stout through the 6,500-rpm red line. The optional 10-speed rev-matching automatic probably would pull even faster times (it also delivers slightly better fuel economy).

Old-Modern Interior

The 2021 Ford Mustang interior has a comfy, retro feel to it. Digital gauges are large and easy-to-read, with black backgrounds and white letters, and toggle switches are a throw-back to sports cars from the 1960s. Clean Fleet Report’s Mustang came with black leather-trimmed Recaro sport seats that were manually adjustable.

Accent stitching on the seats, console and heated, leather-wrapped steering wheel combine with carbon fiber on the dash for added custom detail. The Recaro seats were supportive and tight fitting, while the rear seats are best for those of a smaller stature. The trunk is surprisingly large, but when folding the split rear seat the Mustang is its most versatile, as the cargo area is exceptionally large. Two on a weekend trip will have no problem fitting all their gear.

The 12-speaker, including a trunk-mounted subwoofer, infotainment system includes navigation, Ford SYNC and SiriusXM/FM/CD/HDAM with MP3 playback capability. USB ports with iPod connectivity, Apple CarPlay, Android Auto, music streaming via Bluetooth wireless technology, and hands-free phone capability complete the system. All this is viewed through a 12-inch, high-resolution LCD touch screen. The Ford PassConnect includes 4G LTE WiFi.

The Classic Mustang Look

A long hood with a short trunk lid sums-up the classic Pony Car design made famous in the 1960s by the Mustang, Chevrolet Camaro and Dodge Challenger (and a few others who have disappeared from the scene). The 2021 Mustang coupe has the distinctive fastback design, and is done in a retro-modern style, harkening back to the 1965 Mustang. From the LED head and fog lights to the signature sequential turn-signal taillights, the 2021 Mustang is a good-looking car. The slight hood bulges have functional air intakes. For even more fun, our Mustang came in a very bright Grabber Yellow!

Convenience and Safety

The 2021 Ford Mustang has available convenience features such as illuminated sill plates and Mustang “pony” puddle lights, ambient interior lighting, autodim rear view mirror, rain-sensing windshield wipers, a tilt and telescoping steering column, hill start assist, power and heated exterior mirrors, power windows with one-touch up and down, keyless start and entry, passive entry system and a theft deterrent system.

Safety systems include dual front, seat-mounted side, driver knee, and full side curtain air bags. The Ford Co-Pilot360 is an advanced driver assist system (ADAS), which includes forward collision warning, lane keeping and driver alert warning, lane keep assist, blind spot with cross traffic alert, rear view camera, rear parking distance warning, pre-collision assist with emergency braking and pedestrian detection.

The 2021 Mustang has a 5-Star safety rating, the highest by the National Highway Traffic Safety Administration (NHTSA). The Insurance Institute for Highway safety, IIHS, has awarded the Mustang Good ratings for crash worthiness.

Pricing and Warranties

The 2021 Ford Mustang comes in 10 models, with the listed prices excluding options, but including the $1,195 destination and handling fee.

EcoBoost Fastback $28,400

Convenience and Safety — **The Recaros matched the car’s performance well**

EcoBoost Fastback Premium $33,420

EcoBoost Convertible $33,900

EcoBoost Convertible Premium $38,920

GT Fastback $37,480

GT Premium Fastback $41,480

GT Convertible Premium $46,980

Mach 1 $54,595

Mach 1 Premium $56,495

Shelby GT500 $74,095

Clean Fleet Report’s 2021 Ford Mustang EcoBoost Premium coupe had a base price of $32,175. With $13,150 in options and the $1,195 destination and delivery fee, the MSRP came to $46,520.

The 2021 Ford Mustang EcoBoost High Performance comes with these warranties:

Bumper-to-Bumper – Three years/36,000 miles

Powertrain – Five years/60,000 miles

Roadside Assistance – Five years/60,000 miles

Corrosion – Five years/Unlimited miles

Observations: 2021 Ford Mustang EcoBoost Premium High Performance Coupe

The 2021 Mustang EcoBoost High Performance is a fine-driving, riding and handling car. The power is fun to play with, and when mated to a six-speed manual, a blast to drive. The high tech suspension system, adjustable exhaust, summer tires and multiple drive modes are what make this a driver’s car.

The performance from the turbocharged high-performance four-cylinder was more than adequate for a sporty drive, whether on mountain curves or cruising leisurely your favorite highway or road. The 2.3L High Performance offers 20 more horsepower than the base EcoBoost engine (Ford dropped the V6 as the base engine in 2021), while not making it necessary to go for the Mustang 5.0L V8 for extra performance.

When visiting your Ford dealer, tell the rep you want to drive the Mustang EcoBoost High Performance. Then, for comparison take a spin in the Mustang GT or Mach 1. This way you will know which of the iconic Mustangs could be right for you.

Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.

Story by John Faulkner. Photos by Lex Adams.

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Disclosure:

Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.

Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.

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Steve and Johnnie Road Test: 2021 Lexus NX 300h F Sport Blackline

2021 Lexus NX 300h F Sport Blackline

Chicago radio legends Steve and Johnnie take the 2021 Lexus NX 300h F Sport Blackline for a video test drive. What did they think of their test vehicle? Watch and find out.

Visit the official Steve and Johnnie webpage
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Steve and Johnnie 2021 Lexus NX 300h F Sport Blackline Review

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Consumer Guide Test Drive: 2020 Lexus NX 300 F Sport

Test Drive: 2021 BMW 430i xDrive Coupe

2021 BMW 430i xDrive Coupe in Portimao Blue Metallic (a $550 option)

2021 BMW 430i xDrive Coupe

Class: Premium Sporty/Performance Car

Miles driven: 265

Fuel used: 9.8 gallons

Real-world fuel economy: 27.0 mpg

CG Report Card


Room and Comfort	B-
Power and Performance	B+
Fit and Finish	A-
Fuel Economy	B+
Value	C+

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B+
Tall Guy	B-

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	255-hp 2.0-liter
Engine Type	Turbo 4-cylinder
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 24/33/27 (mpg city, highway, combined)

Fuel type: Premium gas recommended

Base price: $47,600 (not including $995 destination charge)

Options on test vehicle: Portimao Blue Metallic paint ($550), black leather w/ blue stitching ($1450), Dynamic Handling Package ($2450), M Sport Package ($3800), Premium Package ($2300), Adaptive M Suspension ($700), wireless charging ($500), Harman Kardon surround-sound audio ($875)

Price as tested: $61, 220

More 4-Series price and availability information

Quick Hits

The great: Confident power with surprisingly good fuel economy for a sporty luxury coupe; upscale interior

The good: Better-than-expected rear-seat space

The not so good: Driving personality isn’t quite as athletic/communicative as we’d hope for a BMW; polarizing front-end styling; options drive up bottom-line prices

John Biel

When does criticizing something by degrees here and degrees there add up to fully finding fault with it? How many accumulated quibbles and picked nits does it take tip the balance between simple observation and outright disappointment? The redesigned 2021 BMW 430i xDrive makes you ponder these questions.

None of the Consumer Guide editors who drove the Portimao Blue Metallic all-wheel-drive coupe entrusted to their care found it irredeemably bad. Most of the restyling on a body 5.2 inches longer than its predecessor is nice, even if the huge “twin-kidney” grille openings have elicited a healthy share of derision. Engine output has been increased—nobody ever complains about that—and technology features have been added to this denizen of CG’s premium sporty/performance class. The 430i coupe mixes sportiness with the practicality of useful rear-seat and trunk space, and it can be surprisingly respectful of a gallon of gasoline.

BMW’s 4-Series coupes and convertibles are redesigned for 2021 on the basic platform that their 3-Series sedan sibling adopted for 2019. The lineup consists of 4-cylinder 430i models and 6-cylinder M440i models, each with a choice of rear-wheel drive or “xDrive” all-wheel drive. Serious high-performance buyers can choose the M4.

At the wheel, however, this two-door car based off the 3-Series sedan architecture in use since 2019 lacks the finely honed steering and ride sensations that made BMWs the self-proclaimed “Ultimate Driving Machine.” Plus, it seems to take a lot of expense-larding add-ons to truly get to levels of performance and luxury that a buyer might expect from a compact-sized car that starts at $48,595 with delivery.

6 Cool Things about the 2021 BMW M5 Competition

The 4-Series’s clean, sophisticated dashboard layout is shared with 3-Series models. The console houses the engine start/stop button, infotainment control interface, drive-mode selector buttons, and electronic parking brake switch.

One of the barbs that’s been directed at the 4-Series—particularly the closed body—is that BMW went out and designed itself a nice Ford Mustang. From some angles this pointed analogy is apt. The following comparison of manufacturer-supplied dimensions shows how that translates under the skin:

BMW 430i Ford Mustang

coupe EcoBoost coupe

Wheelbase (in.) 112.2 107.1

Total length (in.) 187.9 188.9

Width w/o mirrors (in.) 72.9 75.4

Headroom, ft/rr (in.) 38.0/35.2 37.6/34.8

Legroom, ft/rr (in.) 41.8/34.5 45.1/29.0

Shoulder room, ft/rr (in.) 55.1/51.0 56.3/51.9

Trunk capacity (cu ft) 12.0 13.5

Test Drive: 2021 Toyota Supra 3.0 Premium

The 430i is the entry point to the 4-Series, with M440i xDrive and M4 models above it. Unlike them, the 430 has a 4-cylinder engine, displacing two liters and turbocharged to deliver 255 horsepower at 5000-6500 rpm and 295 lb-ft of torque from 1550 to 4400 revs. That’s a pick-up of seven ponies from 2020 but 37 more lb-ft of twist that help launch the 430i xDrive to what BMW says is a 0-60-mph sprint in 5.3 seconds—0.2 faster than the rear-wheel-drive 430i that costs $2000 less. Working with an 8-speed automatic that is the sole transmission choice, the powerplant makes for lively driving, especially in highway cruising when quick trans kickdown produces instant action. Selecting “Sport” mode changes shift and throttle profiles and teases out a nice sound.

Test Drive: 2021 Lexus IS 350 F Sport

There’s a respectable 12 cubic feet of cargo space in the 430i’s trunk.

The automatic stop/start fires back up a little rougher than we’d like but the BMW four has the tools to be fairly fuel efficient. This driver booked 26.7 mpg from a 72.1-mile test stint that included 58 percent city-style operation. That’s right up to the EPA combined-mileage projection of 27 mpg, which is bracketed by estimates of 24 mpg in city driving and 33 on the highway. Considering that it burns premium gas, owners certainly will welcome this kind of metabolism.

It’s the other things that go on while the 430i is frugally zipping along that conjure up complaints. Steering remains responsive, but BMWs used to let you sense every inch of pavement passing beneath their tires as they changed course. Now models like the one CG tested filter out too much of that experience. You suspect there’s still a road underneath, and you trust the car is doing its job at staying on it. Going to Sport mode adds a bit more restraint to the steering, just making it a little harder but no more tactile. Ride, too, seems less tuned to responding to the topography—long a Bimmer virtue—than to trying to ignore it. Among the test car’s $12,625 in options were an adaptive suspension, M Sport Package with variable sport steering, and Dynamic Handling Package with an M Sport limited-slip differential and larger brakes. Though not exactly linear in action, the bigger binders stop the car with authority.

The cabin is cushy when dressed up with extra-cost leather upholstery stitched in blue thread, and it’s roomy enough in front to ward off sport-coupe claustrophobia. The real surprise is that there’s space in the rear seat to fit a considerable slice of the adult population. There’s enough headroom for folks up to 5-feet-10.5 to sit upright (take it from a guy who’s that size), and enough legroom to make it worth their while to try. Other signs that they’re welcome back there are rear-seat controls for the tri-zone automatic climate control; soft-surface sidewall armrests; and storage options including net pouches on the backs of the front seats, cup holders in the pull-down center armrest, and bottle holders built into the side panels. Rear seats are split 60/40 and retract nearly flat with the trunk floor to expand cargo flexibility. Drivers will find fairly good sightlines.

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The 430i’s turbocharged 2.0-liter 4-cylinder engine supplies excellent acceleration; it feels stronger than its 255-hp rating suggests. Nineteen-inch “M” wheels on performance tires are standard equipment.

However, not everything that makes this grand tourer grand is built in. It takes the $2300 Premium Package to pump in heated front seats and steering wheel, keyless entry, ambient lighting, a head-up display, and the configurable “Live Cockpit Pro” virtual instrument cluster. Wireless charging for smartphones commands another $500, and surround-sound audio by Harman Kardon sells for $875. Infotainment (including standard navigation) rests with iDrive 7.0, one of the remotely controlled systems that luxury brands love to death. As it stands, BMW’s is less complicated than some for doing the things you’ll ask of it most often, but there are still plenty of menus to plumb for those who get their kicks that way. Apple CarPlay and Android Auto smartphone connectivity are standard, as are frontal-collision warning and emergency braking, blind-spot detection, lane-departure warning, and speed-limit monitoring.

Do we utterly dislike the 430i xDrive? Absolutely not. Then do we love this BMW coupe? We’ll have to get back to you on that. . . .

Test Drive: 2020 Ford Mustang EcoBoost

The redesigned BMW 430i has a suitably sporting powerplant and the upscale Euro ambiance expected of a BMW, but some longtime fans of the brand may find it lacks the lithe, communicative feel of of previous BMW coupes and sedans.

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 BMW 430i xDrive Coupe Gallery

(Click below for enlarged images)

2021 BMW 430i

6 Cool Things about the 2021 BMW M5 Competition

2021 BMW 430i

Car Stuff Podcast

Written by: The Daily Drive staff on August 31, 2021.

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Test Drive: 2022 Hyundai Tucson Limited Hybrid

2022 Hyundai Tucson Limited Hybrid in Amazon Gray

2022 Hyundai Tucson Limited Hybrid

Class: Compact Crossover SUV

Miles driven: 425

Fuel used: 11.8 gallons

CG Report Card


Room and Comfort	A-
Power and Performance	B
Fit and Finish	B
Fuel Economy	A
Value	B+

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B+
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	226-hp 1.6-liter
Engine Type	Turbo 4-cyl hybrid
Transmission	6-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 36.0 mpg

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 37/36/37 (mpg city/highway/combined)

Fuel type: Regular gas

Base price: $37,350 (not including $1185 destination charge)

Options on test vehicle: Carpeted floor mats ($169)

Price as tested: $38,704

Quick Hits

The great: Excellent passenger and cargo space for the class, fuel-efficient hybrid powertrain; generous level of standard equipment

The good: Pleasant ride quality; feature-rich infotainment system and digital gauge display

The not so good: Occasionally non-linear acceleration; not all testers like touch-sensitive controls

More Tucson price and availability information

John Biel

Odd as it may seem to think it, a hot market segment is both a blessing and a curse to an automaker. The benefit is that there may be plenty of eager buyers swarming around its entry in the field. The challenge is that there’s probably plenty of competition chasing those customers’ dollars, too. Standing out from the crowd is a never-ending battle.

Hyundai’s Tucson compact SUV is redesigned for 2022, gaining larger dimensions, bold new styling inside and out, new technology features, and its first-ever hybrid and plug-in-hybrid models.

In that case, you have to think that Hyundai is happy to have an all-new Tucson at its disposal for 2022. The fourth-generation compact SUV stirs the bubbling pot for small sport-utes by growing longer—with improvements in passenger and cargo space—adding features, and welcoming its first hybrids.

Consumer Guide put one of the new gas/electric models to the test, a top-trim Limited. At $38,535 to start (with delivery), it clocks in at $1250 more than its closest match among gas models, the all-wheel-drive Limited. (Hybrids come only with AWD, while gas-engine jobs all have the choice of front-wheel drive as well.) Stepping down through the 3-tiered hybrid lineup includes the SEL Convenience for $32,835 and the Blue at $30,235. A limited list of extra-cost accessories is all that can be added to hybrids. Otherwise, equipment levels are baked into the individual models.

First Spin: 2022 Hyundai Santa Cruz

The dramatic dashboard layout is in keeping with the Tucson’s provocative exterior styling, though some editors didn’t care for the touch-sensitive “virtual” buttons. Limited models get a slick 10.25-inch digital gauge cluster in addition to the 10.25 inch infotainment touchscreen, along with a push-button gear selector that takes a little getting used to.

Any ’22 Tucson includes forward-collision-avoidance assist, lane-keep assist, high-beam assist, intelligent speed-limit assist, driver-attention warning, rear-occupant alert, automatic LED headlamps, and Apple Car Play/Android Auto connectivity. All but the gas-engine SE come with keyless entry and push-button starting. The redesign gave Hyundai the chance to slip a couple of its newer tricks into the Tucson. One is Remote Smart Park Assist, which permits an operator standard outside the car to park or extract it from a confined space, and it can be activated through the multifarious Digital Key smartphone app that is standard on all Limiteds and the SEL Convenience. Another is Blind View Monitor that trains a camera on the area along either side—whenever that side’s turn signal is activated—to show the blind spot on the 10.25-inch digital instrument cluster that is included with those same upper-end models.

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Leather upholstery is standard on the Limited model, as are heated/ventilated front seats and heated rear seats. The new Tucson’s wheelbase is 3.4 inches longer than the outgoing model, which benefits rear-seat legroom.

Limiteds like the one that CG sampled come with quite a few other bits and pieces for their starting price. External items are a panoramic sunroof, 19-inch alloy wheels, black grille, projector-type headlights, premium LED daytime running lights, LED taillamps, heated side mirrors, rain-sensing windshield wipers, roof rails, and hands-free power liftgate. The interior boasts leather seats, power front seats with driver’s-seat memory function, heated steering wheel and seats all around, ventilated front seats, dual-zone automatic climate system, and AM/FM/HD radio with satellite radio and Bose premium sound. Technology features run to adaptive cruise control with stop-and-go capability, 10.25-inch infotainment-system touchscreen, navigation, twin front USB outlets, wireless charging, and Hyundai Blue Link remote services.

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A 6.1-inch increase in overall length over the previous-gen model helps improve the new Tucson’s cargo capacity. There’s 38.7 cubic feet of volume behind the rear seats, and 80.3 cubic feet with the rear seats folded.

The hybrid powerteam links a 1.6-liter turbocharged 4-cylinder gas engine with a 44.2-kW electric motor and a 6-speed automatic transmission. The two powerplants produce 226 system horsepower and 258 lb-ft of torque. It’s enough for fairly relaxed highway cruising and somewhat sprightly around-town behavior. However, a good tromp of the pedal from a standstill has to wait for the turbo to clear its throat and then the trans gets a hitch in its giddy-up during an upshift, so power delivery under the circumstances is nowhere near linear.

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Tucson Hybrids are powered by a turbocharged 1.6-liter 4-cylinder paired with an electric motor for a combined output of 226 horsepower. (A plug-in-hybrid Tucson with an estimated 261 horsepower is joining the lineup as a midyear addition.) Limited models come standard with dramatically styled 19-inch alloy wheels.

Under lesser load the transmission actually works quiet unobtrusively. So do the switch-offs between electric and gas operation. SEL Convenience and Limited hybrids have an EPA fuel-economy rating of 37 mpg in the city, 36 mpg on the highway, and 37 combined (the Blue is pegged at 38 across the board). Our observed fuel economy was right in line with those numbers.

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The Tucson’s exterior styling wears lots of avant-garde design details, such as these “sawtooth” taillight segments connected by a full-width LED strip.

Damping meets its limit on pavement cracks that can put a good charge in the structure. For the majority of the time, though, the Tucson rides and handles decently, and corners with a nice level of composure. The sometimes-sketchy brake-pedal feel that’s been known to haunt hybrids wasn’t terribly obvious in the test truck.

Exterior styling is bolder than you’ll find on a good many other mass-market small crossovers (and may not be everybody’s cup of tea). The new trappings go with a wheelbase that is 3.4 inches longer than on the gen-3 vehicle and a body that is 6.1 inches longer from end to end. Add in slight increases of height and width and there’s roughly 6 percent more passenger room and 25 percent more cargo space than before.

Indeed, cargo capacity of 38.7 cubic feet behind the rear seats and 80.3 cubic feet with the seats down ranks among the largest in the Tucson’s class. There is excellent organized bonus space under the flat cargo floor, and the backs of the 60/40-split rear seats fold at a slight angle that matches the floor. Levers in the side panels permit handy remote release of the seat backs.

There’s good small-vehicle passenger room in both rows of the attractive, if not lavish, interior. Controls are relatively simple to decipher but audio, climate, navigation, and other functions are dependent on numerous touch-sensitive buttons can be tricky to use—you’re never really quite sure that you’ve made full contact. The button-activated transmission selector takes a little getting used to, as well. In-cabin storage is just average with a good glove box, deep but not long console box, door pockets, lighted pockets on either side of the console, net pouches on the backs of both front seats, bottle holders in rear doors, and cup holders in the console and rear armrest (though those in back are not as wide around as up front).

Hyundai has created more to like about its compact crossover SUV, and expanded buyers’ choices. It’s the right way to stand out in a crowded field that won’t stay static for long.

Test Drive: 2021 Subaru Forester Sport

Its radical styling is a bit too far out for some tastes, but the redesigned Tucson improves over its predecessor in most every way. The smooth, decently powerful Hybrid model offers fine fuel economy for a reasonable price premium.

Check out the Consumer Guide Car Stuff Podcast

2022 Hyundai Tucson Limited Hybrid Gallery

(Click below for enlarged images)

2022 Hyundai Tucson Limited Hybrid

First Spin: 2022 Hyundai Tucson

2022 Hyundai Tucson Limited Hybrid

Car Stuff Podcast

Written by: The Daily Drive staff on August 26, 2021.

Test Drive: 2021 Subaru Forester Sport

2021 Subaru Forester Sport in Dark Blue Pearl

2021 Subaru Forester Sport

Class: Compact Crossover

Miles Driven: 234

Fuel Used: 8.9 gallons

Real-world fuel economy: 26.3 mpg

CG Report Card


Room and Comfort	A
Power and Performance	B-
Fit and Finish	B
Fuel Economy	B+
Value	A-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	182-hp 2.5L
Engine Type	Flat four
Transmission	CVT automatic
Drive Wheels	All-wheel drive

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 26/33/29 (mpg city/highway/combined)

Fuel type: Regular gasoline

Base price: $29,395 (not including $1050 destination charge)

Options on test car: Optional Package ($1645; includes STARLINK 8.0-inch Multimedia Plus touchscreen infotainment interface, 9-speaker Harman Kardon premium audio system, Reverse Automatic Braking, and power rear liftgate with height-memory function)

Price as tested: $32,090

Quick Hits

The great: Outward visibility, generous passenger and cargo space

The good: Nice mix of passenger-car and SUV elements, plenty of standard safety features

The not so good: Somewhat intrusive engine stop/start system; driving character isn’t particularly sporty

More Forester price and availability information

John Biel

Perhaps the most hopeful word in the automaker’s lexicon is “Sport.” It suggests a lot—driving fun, mostly—even if it occasionally delivers something less, or at least different.

What vehicles some manufacturers choose to call Sport get that name relative to whatever else is in their vehicle lines. Take the Subaru Forester. What makes its Sport a sport? Mostly black-and-orange appearance highlights and a heightened selectable driving mode. To be sure, it has several other features that help to foster the sport idea, but these are found in some other Foresters as well.

The Sport model sits square in the middle of the Forester lineup. It comes standard with features such as a blind-spot monitor with rear cross-traffic alert, unique black and orange trim accents, and LED foglights.

Don’t get the impression that we are sour on the Forester. Nothing could be further from the truth about this compact-crossover SUV that is a Consumer Guide “Best Buy” in its class on account of its practicality, spaciousness, versatility, and off-road capability. We’re merely pointing out that the 2021 Sport model that we got to test is what it is and nothing more.

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The Sport model’s numerous orange accents liven up the cabin ambiance a bit. We have no complaints with the Forester’s dashboard and infotainment-system layout–controls are logically arranged and easy to use.

The Sport sits dead center in the 5-model Forester lineup, priced (with delivery) at $30,445. You can pick it out of that crowd thanks to its vibrant orange accents on the lower body, two-tone cloth upholstery, air vents, and console plate; fully blacked-out grille; and black-finish 18-inch alloy wheels.

Sport comes with a “7-speed” manual mode for the automatic continuously variable transmission (CVT). This unit, also found in the costlier Touring and—for ’21—Limited Foresters, is no high-performance revelation. There’s no bite to the paddle-activated shifts, no great sense that you’ve dipped down into the power band to keep acceleration building in a rush, just slight and subtle changes and a brief softening of sound from the 182-horsepower 2.5-liter horizontally opposed “flat four” engine. The SI-Drive engine-management system in Sports does include an “S#” mode (think “Sport Sharp”) with livelier throttle response.

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The Forester’s tall-ish body build provides excellent headroom in both the front and rear seats. You’ll have to step up to a Limited model if you want leather upholstery, but the Sport’s cloth upholstery looks and feels pretty nice.

Frankly, powerteam performance is not one of the things that earned the Forester its Best Buy designation. Acceleration is mediocre with just 176 lb-ft of torque. It’s at least enough grunt for decent driving on surface streets and competent highway operation. EPA fuel-economy ratings are 26 mpg in the city, 33 on the highway, and 29 combined. This tester averaged 28.5 mpg after 155.5 miles with 33 percent city-type driving. An automatic stop/start function is included to help save gas, but its engagement is noisy, rough, and a little slow. It can be switched off.

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A panoramic sunroof is standard on all Foresters except the base model.

All Foresters come with 4-wheel disc brakes, but larger-diameter front discs are used on the Sport, Limited, and Touring. Sport is also the level at which a chrome exhaust outlet and blind-spot/rear cross-traffic alerts kick in as standard. LED fog lights are shared with the Touring. All but the base model come with X-Mode (including hill-descent control) to adjust powertrain performance and vehicle dynamics for better traction from the torque-vectoring Symmetrical All-Wheel-Drive system. Like other current-generation Foresters we’ve driven, the Sport displays a likeable balance of ride and handling qualities from its fully independent suspension in street and expressway driving.

The major change to the ’21 Forester is the inclusion of steering-linked LED headlights with automatic high beams as standard equipment throughout the line. The test truck came with the one option group available for the Sport, a package with a Subaru Starlink Multimedia Plus system (including an 8-inch touchscreen and 9-speaker Harman Kardon audio), reverse automatic braking, and power liftgate with memory height setting. Some other Sport standard comfort and convenience features are a panoramic moonroof, roof rails, automatic climate control, satellite radio, 10-way power-adjustable driver’s seat, heated front seats, keyless entry and starting, leather-wrapped steering wheel and shift knob, and electronic parking brake with auto-hold function. For safety there is “EyeSight” with forward-collision warning and mitigation, lane-departure warning, lane-keep assist, adaptive cruise control, and Lead-Vehicle Start Alert.

Forester got commendably roomier with its 2019 redesign. Leg- and headroom are very good in both rows. Big windows and slim front and door pillars make for excellent driver vision to all but the extreme rear corners, where rising bodywork cuts into the view. The four main seats are comfortable, and three adults might wedge into the second row for brief trips. Entries and exits are easy.

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We’re fans of the Forester’s extra-wide cargo area and rear liftgate aperture, and the overall cargo volume is generous as well: 35.4 cubic feet behind the rear seats, and 76.1 cubic feet with the rear seats folded.

While bright with its orange accents, cabin ambience comes off a little, uh, hardier in the cloth-upholstered Sport. Driving controls are bright and legible, the audio system is easy to program and use. The climate controls rely on handy dials for temperature and fan speed, with just four buttons for other functions.

Storage for personal items is handled by decently sized glove and console boxes. The latter comes with a small-item organizer that has to be removed to expose the main space. The front of the console is an open space with device inputs. Big pockets rest in the front door. Open cup holders are found in the console and pull-down rear armrest; all four doors have spaces for bottles.

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The Forester’s lone powertrain is a 182-hp 2.5-liter 4-cylinder paired with a CVT automatic transmission–acceleration is a bit tepid overall. Sport models come standard with black-finish 18-inch alloy wheels.

A spacious, flat floor awaits cargo loaded in back. With the 60/40-split rear seats retracted, there is room for 76.1 cubic feet of stuff. The lowered seats pitch up a little from the cargo floor, but a cover panel provides an uninterrupted surface. An underfloor storage space is configured to hold the standard cargo cover when not in use.

The Subaru Forester Sport certainly lives up to its name in terms of appearances, and it does boast what features the model line has to maximize the little SUV’s driving character. Considering that it carries some of the pricier models’ equipment at a lower cost, it actually makes a bit of sense as a bargain proposition. Yes indeed, it is what it is.

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2021 Subaru Forester Sport, Dark Blue Pearl,

The “sport” in the Subaru Forester Sport is really only appearance features, but that’s OK… the basic Forester offers excellent passenger and cargo space for its size, and the Sport brings desirable features at a reasonable price.

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2021 Subaru Forester Sport Gallery

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Written by: The Daily Drive staff on May 24, 2021.