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McLaren P1 Price, Specs, Photos & Review

McLaren P1 Price

The one place we saw the P1 and its predecessors really diverge are in the number of units sold. The famed supercar builders quickly sold every new McLaren P1 for sale. Within a few days, the entire production run of P1s—375 examples found homes in the world’s best collections. When we had one at a show, we are often asked: “How Much Is A McLaren P1?” When the order books were opened for US dealers, the McLaren P1 price was $1,150,000. For the ultimate example, the P1 GTR, one of our consigners has the first street-legal P1 GTR listed at $7,000,000. McLaren has repeatedly stated there will not be a hybrid successor in the near future, so expect values to rise for these amazing machines. And while there hasn’t been a true McLaren P1 successor, the English automaker has revealed the Elva, Senna and Speedtail. Each of these join the P1 in the Ultimate Series but are of a different DNA. Though the P1 cost may be over $1 million, it delivers.

McLaren P1 Review

Driving in traffic, the amount of power provided by IPAS really depends on how much electrical energy is left in the battery pack. Located just behind the passenger cabin are six modules, composed of 324 battery cells. Unlike so many hybrids, the P1 does not use kinetic energy from the braking system to recharge the battery. Instead, it captures energy normally wasted as the engine decelerates, say when lifting off the throttle, or it can be recharged directly by the V-8 engine with the press of the Charge button when the car is at a standstill.

The computer has the ability to add torque through the hybrid electric motor. Not only does this offer smooth & consistent acceleration, but the system also charges the battery quickly in bumper-to-bumper traffic. One of the best aspects of any McLaren P1 for sale is the ability to divorce the aerodynamic, suspension, and hybrid systems. You can pick & choose every operating system to your liking. This level of flexibility was unprecedented and it served as a basis for competitors to follow.

In Production from October 2013 – December 2015

375 P1s built
58 P1 GTRs built
5 P1 LMs built
1 P1 GT built

McLaren P1 Design

A million-dollar, carbon-fiber-bodied McLaren prototype known as the 2015 McLaren P1 specs were aimed to change the supercar world. If it feels as though you are suffering from déjà vu, you are not alone. We saw this, in the early ‘90s, with McLaren’s mighty F1. Back then, such companies as Jaguar and Bugatti were vying for supercar supremacy through the title of the world’s fastest production car.

To build a street-legal F1 car, Design Director Frank Stephenson was asked to shrink-wrap a functional and attractive body of carbon fiber around the chassis. The McLaren P1 called for several areas of the MonoCage to be exposed to the world. Not only does this save weight, it shows the one-piece chassis as a work of art. Sculped after countless hours in virtual modeling and the wind tunnel, the design allows the McLaren P1 top speed to be 217 mph.

McLaren P1 Engine

Taking the reins where the F1 left off, the McLaren P1 is an advanced combination of twin turbochargers and electric motor muscle. It starts with 12C’s 3.8- liter forced-induction V-8, an engine designed entirely in-house with dry-sump lubrication and a low-positioned flat-plane crankshaft. The turbochargers are new and run at 20 psi compared to 17 psi in earlier McLarens. With a few other tweaks for cooling and durability, the already amazing output of 616 horsepower has been raised even further.

This allows the McLaren P1 hp to measure in at 727 horsepower at 7,500 rpm. But wait; there’s more! To drive the car directly for up to six miles, it draws on the power of a single electric motor, utilizing its 176 horsepower and 192 foot-pounds of torque to fill in the torque gaps during shifts, to drive the car directly for up to six miles, or for an explosion of power by way of the Instant Power Assist System (IPAS) button.

McLaren P1 Transmission

In order to handle the massive power, Graziano transmission of Italy was asked to strengthen their 7-speed dual-clutch transmission. The McLaren P1 includes the IPAS electric system that provides more power than many economy cars. But instead of a complex arrangement along with the McLaren P1 transmission, it is simply bolted to the left side of the engine. Driven directly by the transmission’s input shaft, it can send or recover electrical power to the High Voltage battery. So if you don’t need V8 power, a charged battery will offer 19 miles of silent, electric cruising.

McLaren P1 Details

The large rear wing adjusts automatically to boost downforce.
All examples will be produced in left-hand drive.
Active aerodynamics produce up to 1,323 pounds of downforce, the most of any production car.

McLaren P1 Brakes

To stop such a powerful machine, McLaren turned to their Grand Prix brake supplier Akebono. The McLaren P1 brakes required a carbon-ceramic rotor capable of absorbing and dissipating 50% more energy than the brakes on its predecessors. The rotors are infused with silicon carbide, one of the hardest compounds ever created. While it does have a tendency to chew up brake pads, the rotors retain a mirror finish for years. This system runs cooler than other carbon-ceramic systems in normal driving. But if you put the spurs to your P1, they can operate 300* Fahrenheit above any other system.

Why You Should Buy a McLaren P1

McLaren P1 Specs

For those not familiar with the car, every McLaren P1 for sale is comprised of a carbon fiber monocoque, V8 engine, twin turbos, and a hybrid system. This recipe can be found only on the world’s most potent cars, and McLaren delivers the best power-to-weight ratio on the market. With a seven-figure price, the original McLaren P1 MSRP is definitely representative of the insane power it holds.. Riding on their hydraulic suspension, it has no sway bars to unsettle the corners. Engineers pared away all non-essential systems to allow the McLaren P1 top speed to reach 217 mph. It does this after a brutal 0-60 time of 2.7 seconds, a high-voltage rush that is not found on any lesser car.

2015 McLaren P1 Specs:

Price: $1,150,000
HP: 903 hp
Torque: 664 lb-ft
0-60: 2.7 seconds
Top Speed: 217 mph
Weight: 3,411 lbs
1/4 Mile: 9.8 @ 148.9 mph

McLaren P1 Interior

Open the dihedral doors and you will find the McLaren P1 an interior of elegance and functionality. The center control panel is sharply angled to the driver. Not only does this give quick access to change the aero and suspension settings, but it also reduces glare for long endurance races. You will be coddled in Alcantara-clad carbon fiber seats, and they arrive with provisions for racing harnesses. The same microsuede material complements the carbon fiber steering wheel. This ergonomic wheel has controls for the DRS and IPAS systems placed perfectly under your thumbs. If you aren’t racing, Meridian Audio offers a perfect soundstage with cinematic quality audio.

Perhaps the best feature of the McLaren P1 interior is in its everyday practicality. You will be able to make small runs to the store with a 9-mile electric round-trip. Because every aspect of the hybrid system is hidden from view, your passenger might be taken aback by the prodigious horsepower. The composite structure also soaks up heat and vibrations found among its contemporaries. You will have plush leather and microfiber along with an optimal driving position and visibility. That is why many owners drive their P1 as often as possible. Another point of trivia is the lack of silly symbols. The buttons are written in English, the only language offered.

McLaren P1 Standout Features

Like a giant Lego car, the body of the McLaren P1 consists of only 5 pieces. They are the front and rear clamshells, cockpit, and two doors. Directly a firewall behind the seats separates the High Voltage battery from the interior and it places the center of mass near the Z-axis of the car. This keeps it planted while cornering. No other hybrid has an IPAS mode.

Every McLaren P1 for sale left the factory wearing Pirelli P Zero Corsa tires developed specifically for the car. Engineers sought to maximize grip from the rear wheels while also considering the weight balance of the car. Taking into account the roll center along with sprung and un-sprung mass, the McLaren P1 tires measure 245/35/19 on the front and 315/30/20 on the rear. The forged 1-piece wheels are popular upgrades for lesser McLarens, as not many extra sets were made.

Instant Power Assist dumps all battery power into the electric in an instant. If you have a slowpoke in front of you, hit the button and they will be in your rearview. The standard charger only takes 2 hours, but it only takes 10 minutes using a DC fast charger. The electric mode is limited to 99 mph, much faster than any other hybrid.

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Images via McLaren Automotive

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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.

Test Drive: 2020 Chevrolet Corvette Stingray Coupe

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 Lexus IS 350 F Sport

2021 Lexus IS 350 AWD F Sport in “Iridium” silver (a $425 option)

2021 Lexus IS 350 AWD F Sport

Class: Premium Compact Car

Miles driven: 375

Fuel used: 18.0 gallons

Real-world fuel economy: 20.8 mpg

Driving mix: 80% city, 20% highway

EPA-estimated fuel economy: 19/26/22 (mpg city/highway combined)

CG Report Card


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

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	311-hp 3.5L
Engine Type	V6
Transmission	6-speed automatic
Drive Wheels	AWD

Fuel type: Premium gas recommended

Base price: $44,900 (not including $1025 destination charge)

Options on test car: Intuitive Park Assist with Auto Braking, Rear Pedestrian Detection, and Panoramic View Mirror ($1400); F Sport Dynamic Handling Package ($3800); triple-beam LED headlamps ($1250); Navigation/Mark Levinson Audio Package ($2750); Premium Paint ($425); power tilt-and-slide moonroof ($1100); illuminated trunk sill ($450); rear bumper applique ($85); illuminated door sills ($425); all-weather floor liner and trunk tray ($290); door-edge guards ($140)

Price as tested: $58,040

Quick Hits

The great: Satisfying acceleration; athletic handling; cabin looks and feels sporty and high-end

The good: Improved infotainment interface for 2021; all-weather capability of AWD

The not so good: Small door openings; limited rear-seat passenger space; despite nicely executed updates, some limitations of the aging basic design and powertrain show through

More IS price and availability information

John Biel

If Lexus is just marking time in the premium-compact class, at least it’s doing so with a new watch. The IS sedan is redone—to a degree—for 2021 in ways that make what’s down deep an aging car into one that Lexus hopes will represent the brand well for at least a few more years.

With all the hot action in compact vehicles taking place in the crossover segment, it’s hard to justify a sizeable investment in a fresh platform or powertrains for a sedan. Lexus didn’t do that with the IS. But it has refined body and chassis construction, revamped the infotainment system, and reduced the model lineup.

The Lexus IS lineup undergoes a heavy refresh for 2021. Among the updates are a fortified body/chassis structure for extra rigidity, updated suspension components, and a full styling revamp that includes a sleek full-width taillight.

For this test, Consumer Guide drove an IS 350 F Sport with all-wheel drive. That alone touches on one thing that’s new for ’21. All 350s, whether rear-drive or AWD, now come with F Sport equipment—there is no non-F. Conversely, the F Sport version formerly available for the IS 300s has been dropped. That’s how the product line was trimmed by half. The test car started at $45,925 with delivery but the sticker blossomed to $58,040 with copious options.

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The basic dashboard layout is carried over from 2020, but a new and improved touchscreen infotainment system is a key upgrade. It includes Apple CarPlay/Android Auto functionality, and offers an available 10.3-inch widescreen display (shown here). The console-mounted touchpad infotainment interface remains as well.

Our First Look and First Spin reports on the 2021 IS have documented the appearance and dimension modifications made to the car, as well as the chassis tweaks in pursuit of greater rigidity with less weight. The new thing that will be in drivers’ faces every time they slip behind the wheel is the altered multimedia unit. The system newly incorporates Apple CarPlay and Android Auto smartphone compatibility to go with Amazon Alexa functionality. Just as significantly, display and operation are now on a touchscreen—though the console touchpad that used to be the sole control method remains active and at the disposal of masochists. The screen now sits more than 5 inches closer to the driver to facilitate direct, easy fingertip input, including pinch and zoom capability. Standard are an 8-inch screen, 10-speaker audio system, satellite radio, and Wi-Fi hotspot, but CG’s test car was built with a $2750 option package that included a 10.3-inch screen, 17-speaker Mark Levinson surround-sound audio, and navigation.

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The IS has never been particularly generous in terms of passenger space. The front seat is cozy, especially for big and tall occupants, and the rear seat is best suited for kids. Circuit Red upholstery makes for an extra-sporty ambiance.

In another tech upgrade, the standard Lexus Safety System+ goes to version 2.5 with the addition of low-light pedestrian detection, daytime bicyclist detection, Intersection Turning Assist, Emergency Turning Assist for the existing collision-mitigation system, lane-tracing and road-sign assists, and curve-speed reduction for the adaptive cruise control. These are in addition to the existing lane-departure alert with steering assist and automatic headlight high-beam control.

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Trunk space is 10.8 cubic feet–not great, but on par with most premium compact car class rivals. An all-weather trunk mat is an extra-cost accessory.

The IS 350 F Sport looks the part of a sport sedan with its own blacked-out version of the spindle-shape grille, front bumper with aerodynamic enhancements, specific rear bumper, and rear lip spoiler. The 19-inch alloy wheels (a gain of one inch for ’21) have a dark-metallic finish. Inside are heated and ventilated specially bolstered front sport seats with 10-way-driver and 8-way-passenger power adjustment, heated leather-wrapped steering wheel, geometric-pattern interior accents, and pedal faces trimmed in aluminum. A circular sliding-bezel instrument display changes with the driving mode. A cool-air intake (with sound generator), specific exhaust, and distinct suspension tuning round out the picture.

For a look and feel that are sportier yet, there is the $3800 Dynamic Handling Package with adaptive variable suspension and enhanced Drive Mode Select. The adaptive suspension incorporates sensors to monitor G-forces and adjust damping in turns for improved body control. The mode selections include a second “Sport” setting—“Sport S+” that firms the suspension to better resist body lean—and programmable “Custom.” Other items in the group are matte-black BBS wheels, carbon-fiber rear spoiler, and ash trim for the steering wheel and cabin accents.

With less unsprung weight to wrestle thanks to the changes in chassis components, the IS F Sport improves on what already was sharp handling paired with the added benefit of enjoyable ride. Even in base “Normal” mode ride stays composed without resorting to sponginess, and bump absorption is good. The all-wheel-drive system can push front-wheel torque distribution from 30 percent to a maximum 50 percent as conditions dictate.

As always, a 3.5-liter V6 is under the hood of the 350s, still at 311 horsepower. Acceleration is good, just not great, so it helps that the 6-speed automatic transmission kicks down quickly to assist highway passing. (Rear-drive ISes use an 8-speed trans.) Paddle shifters are included for those who seek a little more engagement. EPA fuel-economy estimates for the test car’s powerteam are 19 mpg in city driving, 26 mpg in highway use, and 22 combined. This tester’s 64.4-mile stint with 45 percent city-style operation averaged a commendable 24.4 mpg.

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IS 350s are powered by a 3.5-liter V6 that makes 311 horsepower and is paired with a 6-speed automatic transmission in AWD models (rear-drive models get an 8-speed automatic). It’s one of the oldest powertrains in the premium compact car class, but it provides smooth, respectable power nonetheless. F Sport models equipped with the Dynamic Handling Package get exclusive BBS-brand 19-inch lightweight wheels in a matte-black finish.

The IS cabin is nicely put together with good distribution of soft-touch materials, though “NuLuxe” leatherette is the only available upholstery material. A lot of buttons and repetitive-push temperature controls are required for the dual-zone climate system. The sport seats place a good grip on front passengers. With a core design that dates to 2014, the story hasn’t changed for passenger room since then: Only big or tall adults riding in front may find things a little close but anybody will be squeezed in back if the front seats need to be tracked back to any great degree, and tight rear footwells don’t make exits easy.

Storage in the cabin is limited, with modest glove and console boxes and no pockets in the rear doors. The 10.8-cubic-foot-capacity trunk narrows considerably between the wheel houses. Rear seats are split 60/40. When retracted, the seat backs rest flat but at a level well above that of the trunk floor.

Time is money, it is said. By updating the timeworn IS design Lexus is still able to offer a premium-compact sedan at a competitive price.

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Newer-design rivals offer more up-to-date powertrains and available technology features, but given the age of its basic platform, the Lexus IS stacks up better overall than you might think–and its numerous upgrades for 2021 give it a more finely honed look and driving feel at a lower price point than most comparably equipped German rivals.

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2021 Lexus IS 350 F Sport Gallery

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2021 Lexus IS 350 F Sport

First Spin: 2021 Lexus IS

2021 Lexus IS 350 F Sport

Written by: The Daily Drive staff on June 21, 2021.

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What is the Lordstown Endurance?

Lordstown Endurance

The Lordstown Endurance is a battery-electric pickup truck developed by Ohio-based electric-vehicle startup Lordstown Motors. Yet to see regular production, the Endurance is unique among electric vehicles in that it is designed to use hub motors instead of axle- or transmission-mounted motors, thus eliminating the need for a transmission, traditional axles, or half shafts.

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What is the Lordstown Endurance?

The Endurance is planned to be offered only as a 5-passenger crew cab, and, at least initially, only with all-wheel drive. Per Lordstown, the four hub motors combine to deliver 600 horsepower. The Endurance is equipped with what is estimated by outside sources as a 109-kWh battery, which provides a Lordstown-claimed driving range of 250 miles. The pickup is rated to tow 7500 pounds, and prices are planned to start at $52,500.

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Like many EV startup companies, including Tesla, Lordstown is opting to sell vehicles directly to consumers, sidestepping the traditional franchise dealer system employed by mainstream manufacturers.

Production of the Endurance has been delayed twice as of this writing. The first trucks were scheduled to be delivered by the end of 2021, but Lordstown has recently said that timeframe will not be met, and a new target date for delivery has not yet been set. The company also recently announced that it would need to raise additional cash before it is able to deliver production examples of the Endurance.

Lordstown Motors’ success had been predicated in part by the ability of another EV startup company, Workhorse, to secure a U.S. Postal Service contract to supply electric mail-delivery trucks. Workhorse had contracted with Lordstown to manufacture the mail trucks it had designed, but those plans fell through when the USPS opted to contract with OshKosh Defense instead of Workhorse to manufacture a new-generation postal delivery vehicle.

Lordstown Motors and Workhorse have an interesting history. Lordstown was created in 2018, largely by the ownership of Workhorse, for the sole purpose of acquiring General Motors’ idle Lordstown, Ohio, assembly facility. The purchase of that plant was financed in part by General Motors, which also took a minor equity stake in the project. At one time, the same man—Steve Burns—was the CEO of both Workhorse and Lordstown.

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Lordstown Endurance

Even if Workhorse had been granted the USPS contract, Lordstown would have been left with considerable surplus manufacturing capacity, with which it had planned to build its own vehicles, beginning with the Endurance.

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Lordstown Endurance Gallery

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: Lordstown Endurance

: Lordstown Endurance

: Lordstown Endurance

: Lordstown Endurance

What is the Lordstown Endurance?

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What is the Lordstown Endurance?

Written by: Tom Appel on June 18, 2021.

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