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Electric Trio: The Chevrolet Bolt, Nissan Leaf and Tesla Model 3 Square Off | Edmunds

Edmunds:

[MUSIC PLAYING]

DAN EDMUNDS: What we have here
are three electric vehicles
that are well known,
perhaps because each
is a dedicated EV that has
no gasoline counterpart.
Chevrolet has plugged
everything they
learned from their Bolt plug-in
hybrid into the Bolt EV.
JASON KAVANAGH: The Model 3
represents Tesla's first foray
into a more accessible EV.
CALVIN KIM: And the Nissan
LEAF, the first widely available
electric vehicle in
the United States,
is now in its second generation.
And while they're all
mainstream offerings,
they're not true
direct competitors.
JASON KAVANAGH:
Today, we're going
to explore the differences and
similarities among these three
popular EVs.

Well, the Tesla Model 3 has
a lot of power, actually.
I mean, there's no
complaints that I have
with the acceleration in this.
And like all EVs, it
has that instant torque.
You can punch around cars on the
freeway pretty much instantly.
I mean, you dip your foot
down on the accelerator,
and there's just an instant
reaction from the car.
That's one of the
things that EVs
and in particular, the
Tesla does really well.
DAN EDMUNDS: One of
the things I like
about the Bolt is it's quick.
I'm just rolling into the
throttle, not really laying
into it hard at all.
And it's up to speed
and in a short order.
And I am having no problem
getting around folks.
People think these
things are golf carts.
Uh-uh.
CALVIN KIM: The Nissan LEAF has
what sounds like a low number--
146 horsepower.
But it's the torque that
really gives it the beans.
It's got about 236,
possibly the torque.
Don't quote me on that.
But 236 is a lot for
a small car like this.
The car weighs
about 3,500 pounds.
So it's well in line.
I mean, basically, it'd
be equivalent to a bigger
engine in a compact car.
Needless to say, acceleration
is easy and brisk.
JASON KAVANAGH: Well, compared
to the Bolt or the LEAF,
the Tesla Model 3 is
definitely the most powerful.
It's the most capable.
It's also the most expensive.
It's also the only rear-wheel
drive EV of the three.
The other two are
front-wheel drive.
And that affects the driving
dynamics in a beneficial way
for the Model 3.
The Model 3 has the best
steering and handling
of the bunch by far.
It's just a more
grown-up feeling
car in the way it
goes down the road.
The steering feel
is really good.
It corners flat.
It picks up its speed
well over bumps.
In terms of steering
and handling,
the other two don't
touch the Tesla Model 3.
DAN EDMUNDS: The
Bolt handles great.
I mean, you wouldn't
think so to look at it.
It's tall and skinny.
But the battery pack is low
and underneath the floor,
so that keeps the
center of gravity low.
And that makes it feel
more like a go-cart
than an SUV or
something like that.
The steering is also
nicely weighted.
It's immediate, but not darty.
It's just what you want to kind
of maneuver around in traffic.
JASON KAVANAGH: Now,
the range in the Model 3
is kind of its trump card.
We got the long-range
version, which
has a 310-mile max range
in normal mode, which
is what Tesla recommends you
use on a day-to-day basis.
This will do 279 miles, which
is still really impressive.
It's still more range
than the other two.
In fact, it's the longest range
EV you could buy currently.
CALVIN KIM: This
face-lift of LEAF--
you get 150 miles
of claimed range.
Wonderfully for us, if
you put it in ECO mode
and enable e-Pedal, you can
get a lot more than that.
With our long-term
LEAF, we've been
able to drive it a
little bit already.
And we've routinely
gotten over 150 miles
with those features enabled.
That's great news for
commuters, especially
those that drive a little
bit longer distances.
So they can go a week
without charging.
Now, for EV owners,
the best way to do it
is to charge every night.
But, hey, if you're going to
go visit a friend's house,
or maybe go across town
to hang out somewhere,
it's nice to have that option.
DAN EDMUNDS: The Model
3 has a higher range
rating than this one.
But I don't really think
that at actual practice
that would be the case.
Because I've had a
really hard time getting
close to the Model 3's rating.
And yet, with this car, which
is rated at 238, I've gone 334.
That's almost 100 miles
more than the rating.
And if I'm paying for
more battery than I need,
then that's a big part
of the price of the car.
And this car could be cheaper
if it had a 150-mile range
or a 175-mile range.
CALVIN KIM: One of
the best advantages
of electric vehicles is
the ability to regenerate,
which is regenerative braking.
That means you can use an
electric motor that propels
you to help slow you down.
And one thing that
they did very cleverly,
though, is give you a
switch right on the center
console here called e-Pedal.
And just by clicking the
switch, you immediately
engage that
regenerative braking.
Nissan says you can
break as much as 2/10
of a "g," which doesn't
sound like a lot,
but from our
testing, it's plenty.
JASON KAVANAGH:
And in the Model 3,
the regenerative
effect is strong.
You can basically
one-pedal drive this thing
most of the time.
DAN EDMUNDS: Now, the Bolt is
especially good in this regard,
better than I think any
other car that you can buy,
any other EV.
Because when it's in
drive, like it is now,
I toggle using this here.
When it's in drive, there's
no regenerative braking.
It's all pads and rotors, so
the brake feels utterly natural.
A lot of cars--
EVs and hybrids use something--
a computer that kind of
decides whether it's
going to be regenerative
or brake pedal, based on demand.
And so then the
brakes feel weird.
This never feels weird, indeed.
And then when you
put it in L, there's
so much regenerative braking
that the brake lights come on.
And you can actually execute a
stop all the way down to zero
without ever touching
the brake pedal.
You just modulate the throttle.
Compared to the
Model 3 and the LEAF,
I like the Bolt's
setup much better.
Click it into L. You've
got all the regen you want.
Put it in D. You've got the
brake pedal feel you want,
if you want that.
The Model 3-- it's poke
through the touchscreen.
And the LEAF requires
you to flip a switch,
and you may not
remember to do it.
And it's not where you
think it should be.
This is really intuitive,
really easy, and very effective.
CALVIN KIM: Inside
the Nissan LEAF,
you'll find a pretty
much traditional car.
The materials are good.
There's not a lot of busyness
with the colors and design
choices.
We're in the top SL
model, so the seats
are this nice leather
with microsuede inserts.
The controls-- again, easy
to use, well laid out.
Again, it's more like a regular
car, instead of maybe a science
project, or a sci-fi set you'll
find in some of the other EVs.
DAN EDMUNDS: The one thing
that really disappoints
me more than anything
else about the Chevy Bolt
is the quality of the
interior materials.
It's just hard plastic
which would be OK
if it was attractive.
But there's just a
lot of weird lines.
And this color scheme
is kind of hard to take.
I mean, I would trade
away some battery capacity
and range to get
a better interior.
I mean, it doesn't
help that we've
got the light-colored
interior here.
I think that really does not
show it in its best light.
A darker color might
mask some of this stuff,
even like the reflections of the
dashtop or in the windshield.
Everywhere I go at just
about any light condition.
And that's kind of annoying,
because the visibility as a car
is great otherwise.
This car is probably
the least well equipped
of the three when it comes
to active driver aids.
It has a Lane Keeping
Assist System.
It has a Forward
Collision warning,
but it doesn't have
Adaptive Cruise.
It has nothing like Autopilot
or Nissan's ProPILOT Assist.
That's not bad because
you're not paying for it.
But at the same time,
it does lag behind.
And you couldn't get those
things if you wanted them.
JASON KAVANAGH: The design
of the Model 3's interior
is pretty unusual.
There's not a whole
lot of stuff in it.
I mean, it's a wide-open
space with a big touchscreen
in the middle, and
that's about it.
I mean, you could
even go and say
that maybe this is a
little generic looking.
But what you can't say is that
it's cluttered or crowded.
It feels really breezy
and airy in here.
There's a lot of space.
If you need anything, you
have to go to the touchscreen.
Or you've got a couple of
controls on the steering wheel,
and that's about it.
A good amount of
headroom for me.
I'm over 6 feet tall.
It does have this panoramic
sunroof arrangement
up here, which gives you a
little bit extra headroom.
Compared to the Bolt and the
LEAF's interior, or the Model
3's cabin-- is
definitely a departure.
And some people really love it.
And some people--
they're maybe going
to have to warm up
to it a little bit.
In terms of material
quality, the Model 3
does pretty well there.
The seats are this
synthetic leather,
which feels pretty convincing,
and looks like the real thing.
There's this synthetic
suede on the headliner
and on the door panels.
There's also this wood
applique on the dashboard.
Overall, the materials look
pretty good at a glance.
If you look closer at
the Model 3, though,
you'll notice some build
quality issues here and there--
cheap plastics, things
that don't fit quite right.
We've had some issues with
things falling off our car.
But it is built to a
higher price point,
certainly than the
Bolt or the LEAF is.
CALVIN KIM: The Nissan
LEAF is a hatchback
which means, obviously,
it's got a big hatch.
A lot of interior cargo room
with the seats folded up.
The rear seats do fold 60/40.
You'll find that once
you do fold them up,
there is a bit of a shelf
from the seatback to the cargo
floor.
But I'd say that between
its comp competitors,
this general cargo
area is very useful--
the low-loading height,
and the nice, deep floor,
and the tall ceiling height.
So you can fit taller cargo,
bulkier cargo in a little bit
easier.
DAN EDMUNDS: Of
the three, the Bolt
does have the least
cargo-carrying capacity
on paper.
But it is very flexible,
because of the way
the seats fold, the
way the floor can
be set into two positions.
And because you can
put roof racks on it.
JASON KAVANAGH:
The Model 3 might
look like a hatchback
from the outside,
but surprise, it's
a sedan, which
means it has a
traditional sedan trunk.
But that's no bad thing, because
the Model 3's cargo space
is pretty huge.
Not only is the trunk really
deep and a good width,
there's extra bonus storage
in the floor of the trunk
and an additional trunk
at the front of the car.
So you're not hurting for
cargo space at all in this.
Another thing it has is a
60/40 folding backseat, which
goes basically completely flat.
You could sleep in the
back of the Model 3
if you fold the seats down.
That's how much space there is.
CALVIN KIM: Compared
to its competitors,
the LEAF prices pretty well.
Now, in this SL trim with the
Pro-PILOT Assist and everything
like that, that'll set you
back a little over $37,000.
That's a little bit
less than the Bolt
Obviously, a lot less
than the Model 3.
And the federal tax credit is
still available for this car,
so you can get out the door
for a lot less than that.
You do get a lot of
car for your money.
The biggest attractor,
though, will be the range.
Both the Bolt and
the Tesla Model 3
have a lot more range
than the LEAF does.
Now, for those that are truly
range conscious that really do
want to go on
longer trips, rumor
has it that the Nissan LEAF--
bringing out a higher
range LEAF next year--
one with a 60-kilowatt battery
that cracks the 200 barrier.
Even if you're on
the fence about that,
this standard range
LEAF with 150 miles
is nothing to sneeze at.
DAN EDMUNDS: The
thing about this car
is you can buy it with
a premium package,
or you can get the
lower-priced base
model that does everything as
far as the driving experience.
It just doesn't have as
many bells and whistles
for a lot less money.
The Model 3-- right now,
the mythical $35,000 one
doesn't exist.
It's vaporware.
Certainly, this is a lot
less money than the Model 3.
If the $35,000 one
ever comes out,
well, we may have
to re-evaluate that.
JASON KAVANAGH: When the
Model 3 was launched,
it was purported to be the
$35,000 entry-level Tesla.
While that might
be the case, Tesla
is not shipping the $35,000
variant of the Model 3.
They're only shipping
a long-range variance.
And once you have
even a bare minimum
of options like this one--
I mean, this one's
sticker price is $55,000.
So we're in a totally different
segment than the other two
cars, which are substantially
less expensive than this one.
Tesla's Autopilot system
makes Nissan Pro-PILOT Assist
look like it's in diapers.
And in a way, it is.
It's Nissan's first attempt
at a semi-autonomous driving
mode, whereas Tesla has
had several years now
of real-world use of Autopilot.
And they've accumulated
a lot of data.
With that said, it's
not a perfect system.
We've discovered some
issues with it in the past.
But the continual
software updates
are a means to
address limitations,
not just in Autopilot, but
in any system in the car.
So again, pros and
cons with being
at the leading edge of things.
CALVIN KIM: Definitely one
of the coolest features
of the LEAF is Pro-PILOT Assist.
Now, it's not an
autonomous driving system.
What it is, though, is
a very, very connected
driver-assist system.
Now, just one button push
on the steering wheel
enables the system.
And then to turn it on, you just
activate your cruise control.
Now, what that gives you
is adaptive cruise control,
which keeps the distance from
ourselves and the car in front.
It does lane centering to--
keeps the car in the
center of the road.
And it'll even bring
you to a complete stop.
It's not a self-driving car.
All it's doing is just
keeping it in the center
and at a safe distance
from the car in front.
In an interesting twist of
fate, this system actually
works pretty darn good, even
alongside the Tesla's Autopilot
system.
Now, the Tesla has
the advantage of a GPS
and a connected system, where
it knows road conditions
to a certain extent.
The Nissan does not
have that feature set.
But considering the price
premium that Autopilot has
and that Tesla has, we believe
Pro-PILOT is a fantastic
addition to the Nissan LEAF.
DAN EDMUNDS: The thing
about the Bolt EV
is while I like
the way it drives,
I'd trade some of its range
for a nicer interior and better
seats.
JASON KAVANAGH: Yeah.
And while the Model
3 is definitely
the best driving,
most capable EV here,
you're going to pay
for the privilege.
The least expensive Model
3 you can get is $50,000.
The $36,000 version
just doesn't exist yet.
CALVIN KIM: Speaking of price,
that's the Nissan LEAF's forte.
It's the least expensive.
But it's also one of the more
comfortable out of the three,
which begs the question,
which of these three EVs
is the right one for you guys?
DAN EDMUNDS: Well, for me,
151 miles of range is enough.
And I do like those
seats, so yeah, the LEAF.
JASON KAVANAGH: Yeah.
For me, the cost is the
single overriding factor.
And while I don't think the
Nissan LEAF is necessarily
the best driving one
here, its price point
is really attractive.
So that's the one for me.
CALVIN KIM: Well,
we're unanimous.
It's the LEAF for
me also, thanks
to its price and practicality.
DAN EDMUNDS: But I
do reserve the right
to change my mind
when the $36,000 Tesla
Model 3 becomes available.
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[MUSIC PLAYING]

Hyundai Kona Electric vs. Chevrolet Bolt EV: Which Is the Best Affordable Long-Range EV? | Edmunds

Edmunds:

[MUSIC PLAYING]

DAN EDMUNDS: Prevailing
wisdom suggests
that an electric vehicle needs
more than 200 miles of range
to stave off range anxiety
and make it useful for more
than just commuting.
But until now, there's only
been one affordable example.
The Chevrolet Bolt EV brings
238 miles of range to the table.
But now there's a new
Hyundai Kona Electric
with 258 miles of range.
KURT NIEBUHR: Which of
these vehicles is better?
Are these finally
the affordable EVs
that everybody's
been waiting for?
Before we answer that, make sure
you subscribe to our channel,
and visit Edmunds.com to
help find your next vehicle,
electric or otherwise.

DAN EDMUNDS: When I
first proposed this test
in the office, everybody said,
why are you putting a Bolt up
against a crossover SUV?
Well, the Kona electric isn't
really that much of an SUV.
I mean, it's only got
front-wheel drive.
There's no all-wheel
drive version.
KURT NIEBUHR: And the Chevy's
just kind of a tall hatchback
anyway, and it's
front-wheel drive too.
I mean, these things are
pretty close on paper,
when you look at the specs.
DAN EDMUNDS: Oh, yeah, the
wheelbase is identical.
And the Kona is only
about a half inch longer.
And both of them have 150
kilowatt electric motors.
Chevy says theirs is
good for 200 horsepower.
Hyundai's number
is 201 horsepower.
But I'll give it to them,
because their electric motor
makes more torque.
KURT NIEBUHR: These things
do not look the same at all.
DAN EDMUNDS: No, no,
the Kona Electric
is both lower and wider than
the Bolt, some SUV, right?
KURT NIEBUHR: People around
the office are asking,
why didn't you guys
include the Leaf?
Why didn't you
include the Model 3?
DAN EDMUNDS: Well, the Bolt
has 238 miles of range.
And the Kona Electric
has 258 miles of range.
KURT NIEBUHR: Yeah, the Leaf's
150 is just way too short.
DAN EDMUNDS: Right.
As for the Model 3,
the $35,000 version,
with 220 miles of range,
they're not making it.
I mean, we can't compare
these two vehicles
to something that doesn't exist.
KURT NIEBUHR: Nah,
that's just vaporware.
DAN EDMUNDS: Yeah, really.

[MUSIC PLAYING]

KURT NIEBUHR: So what
are we looking at?
DAN EDMUNDS: Well, at the
moment, a whole lot of plastic.
But up in here is
the electric motor
that drives the front wheels.
KURT NIEBUHR: Yeah, I
can just see it up there.
DAN EDMUNDS: Right.
We move back and there's this
big aluminum expanse, the width
of the car, really long.
This is the battery pack.
65 kilowatt hours
of storage, that's
like gallons to a gas tank.
And that's what gives this
car 258 miles of range.
KURT NIEBUHR: It's so flat.
DAN EDMUNDS: Yeah, the
smoothness of this battery pack
and the plastic ahead
of it contributes
to a 14% reduction in drag
compared to a regular Kona.
KURT NIEBUHR: That's a lot.
DAN EDMUNDS: Yeah,
it's not nothing.
And we move back
here, and we see
a really nice
multi-link suspension,
which gives this car really
good ride and handling.
And also makes room
for the battery pack
to be as big as it
possibly can be.
KURT NIEBUHR: So I imagine
that the Chevrolet looks
exactly the same underneath.
DAN EDMUNDS: Well, maybe.

KURT NIEBUHR: So
we're under the Chevy
and there's a lot of black
plastic underneath here too.
DAN EDMUNDS: Absolutely,
but trust me,
there's an electric
motor up in there
that drives the front
wheel, just like the Kona.
We move back, and we see,
this is the battery pack.
But it looks different.
It's narrower.
It's not as long.
But it's almost as big,
at 60 kilowatt hours,
238 miles of range.
So it's got to be taller,
which might be why the Bolt has
the roofline that it has.
KURT NIEBUHR: It's also
not very smooth under here.
DAN EDMUNDS: No, it's not.
It doesn't look like they
paid nearly as much attention
to smoothing the
airflow underneath here.
We move back and we see
something different here too.
KURT NIEBUHR: Yeah,
this suspension
does not look anything
like the suspension that's
in the Hyundai.
DAN EDMUNDS: No, this is
a basic twist beam rear
axle, which is really pretty
cheap and inexpensive.
It was popular in compact cars.
But it's not the most
sophisticated suspension
for ride and handling.
It'll be interesting to see how
the two compare when we start
driving them back to back.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: They might
not be the same at all.
KURT NIEBUHR: I can't
wait to find out.
DAN EDMUNDS: Yeah.
[MUSIC PLAYING]

So both of these
have plenty of space
if you fold the seats down.
But they have a lot of range,
so you can go somewhere
with the family.
So you might have
four people in this.
Where are you going
to put the luggage?
Will it fit?

KURT NIEBUHR: I don't like
how that kind of rides
on the plastic trim back there.
DAN EDMUNDS: It's
a little bit tight.
What about third one?
KURT NIEBUHR: The third one,
we're going to have to put it--
DAN EDMUNDS: No choice there.
KURT NIEBUHR: It's easy
enough, but will it shut.
DAN EDMUNDS: Oh,
actually pretty easily.
No problem.
KURT NIEBUHR: But we
can lower the floor.
DAN EDMUNDS: Oh,
yeah, that's right.
And it's a pretty
dramatic change.
Oh, look at that.
You can stand these things up.
Easy.
KURT NIEBUHR: There we go.
On the Kona--
DAN EDMUNDS: Well,
you can already
see that the
floor's longer here.
KURT NIEBUHR: Yeah,
there's more room.
DAN EDMUNDS: More width too.
KURT NIEBUHR: You can
probably shove that one in.
DAN EDMUNDS: I think so.
KURT NIEBUHR: And it shut.
DAN EDMUNDS: Not a problem.
You can also lower
the floor as well.
KURT NIEBUHR: Oh, yeah.
DAN EDMUNDS: It's not as deep.
But it might do the job
Yeah, this stands up.
There out the line of sight.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: If you don't
want to drop the basement,
this has a little more space.
But if you do, there's
really not a big difference.

Wow, who was driving this thing.
KURT NIEBUHR: I was.
DAN EDMUNDS: Well, I
got to bring it back.
Are you OK?
KURT NIEBUHR: Yeah, I'm OK.
DAN EDMUNDS: How's that.
KURT NIEBUHR: It's OK, you
can go back a little farther.
I'm actually happy back here.
I've got enough
room for my legs.
I got enough room for my feet.
I even have a heated seat.
Let's go check out the Hyundai.
DAN EDMUNDS: All right.
Oh, I'm going to have to
bring this one back big time.
KURT NIEBUHR: This
isn't so bad back here.
Oh, what are you doing.
DAN EDMUNDS: I got
to bring it back.
KURT NIEBUHR: Oh, I hate you.
Oh, my god.
OK.
DAN EDMUNDS: That's
a power seat, though.
The other one wasn't.
KURT NIEBUHR: There's less leg
room back here than in the Bolt
by quite a bit.
DAN EDMUNDS: You think?
KURT NIEBUHR: My feet
are starting to go numb.
Could you move this forward?
I can't get out.
[MUSIC PLAYING]

Now comes the fun part.
DAN EDMUNDS: We've left town,
and we're in the mountains,
and we're going to go
up to Crystal Lake.
KURT NIEBUHR: Yeah, and because
we have plenty of range,
we don't have to
worry about range
and we're not going
to talk about ranch.
DAN EDMUNDS: Right, we can
think about the normal things
that people think
about, ride, handling,
steering, braking, how fun
are these things to drive.
KURT NIEBUHR: Let's find out.
DAN EDMUNDS: Let's
take the Bolt.
[MUSIC PLAYING]
Wow, these roads are
pretty incredible.
KURT NIEBUHR: Yeah,
they really are.
DAN EDMUNDS: What's not
incredible is this seat.
It feels like I'm
sitting on a seat frame.
It's really narrow.
I'm sitting on it,
rather than in it.
KURT NIEBUHR: I
think I'm overlapping
on the side of the seat.
And I'm with you.
My upper back, my shoulders
are not happy with the seat.
DAN EDMUNDS: The driving
position is good, but the seat
itself just feels too small.
The interior just
feels kind of cheap.
It just does not have
really attractive materials.
I wish they'd put a little
bit more money in the seats
and the interior panels.
KURT NIEBUHR: The
one thing that's
really prominent in my eyes,
and it's literally in my eyes,
is how bright and
light the interior is.
Because there's a lot of shiny
or light plastics, which now
we're in shade, and it's great.
But as soon as we come
back through the sun,
like reflections flicker
off the windscreen.
DAN EDMUNDS: Yeah, the
angle of the windshield
is just about perfectly wrong,
because it's reflects the--
every detail of the top of
the dash back into my eyes.
It's like I need
sunglasses just for that.
But that is an option.
I suggest that you get
the darkest one they sell.
KURT NIEBUHR: You'd have to.
DAN EDMUNDS: Yeah, absolutely.
You know what's really
cool about this car,
the driving position is great.
I mean, the telescopic steering
wheel's right where I need it.
I feel I can see out really
well, other than the glare.
And the re-gen on this thing,
using the motor's magnetism
to slow the car, is really easy.
You just flip the shifter
and it goes into L.
And now, when you lift off the
throttle, you're slowing down
and you're not touching
the brake pedal.
And it's really kind of fun.
It's not kind of fun, it is fun.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: I got to get
on a little bit of breaks
for this tight hairpin, but--
yeah, the tires, they
make a little noise.
KURT NIEBUHR: We
might be having fun,
but the tires don't sound
like they're having fun.
DAN EDMUNDS: Low
rolling resistance.
But that doesn't mean low fun.
Because this thing really
changes direction really well.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: And I have really
good control of the car's entry
speed because of the
lift throttle re-gen
It's really kind of neat.
Yeah, these seats
though, they're--
[TIRES SQUEALING]
Listen to that.
What was I saying?
All right, I guess it's
your turn to drive, right?
KURT NIEBUHR: Yeah.

I'm absolutely with you
on the seating position.
I can get comfortable in
this car very quickly.
I like the range the steering
wheel moves towards you.
The seat is very adjustable.
DAN EDMUNDS: It just
isn't nice to sit on.
KURT NIEBUHR: It's not
a comfortable seat.
DAN EDMUNDS: No.
KURT NIEBUHR: This
could be the like worst
seat I think I've sat
in that's on sale today.
Now I get to make the
most of this car's torque.
DAN EDMUNDS: Oh.
KURT NIEBUHR: All
EVs make torque right
from zero miles an hour.
DAN EDMUNDS: Well,
it's not just that.
This thing's got 200 horsepower.
I mean, we can't forget that.
KURT NIEBUHR: No, and it's
actually fun to drive.
It's not sloppy.
DAN EDMUNDS: That's
a tight hairpin.
And that's a skinny tire.
KURT NIEBUHR: That's
a skinny tire.
But I have to tell you that
I'm not using the brake
pedal, I'm just using the
re-gen of the throttle pedal,
because it's so intuitive.
Back off a little bit to slow
down, twist it to speed up.
DAN EDMUNDS: And you know, the
body isn't rolling a whole lot.
I mean it's rolling some, but
any car would on this road.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: But that's
probably because the battery's
under the floor, so the center
of gravity of this thing
is really low.
KURT NIEBUHR: I
will say that I feel
like I'm sitting more
on top of the car
than in the car, which creates
more of a sensation of speed.
Like I feel like I shouldn't be
driving the car this fast, even
though the car feels just fine.
DAN EDMUNDS: The
cal is really low.
The seating position's
a little high,
because you've got the
battery under your backside.
Just needs some
sticker tires I think.
KURT NIEBUHR: This
is way too much fun
for an electric vehicle.
So what's your
opinion of the Bolt?
DAN EDMUNDS: Well,
I like driving it.
I mean, the steering,
the handling.
It's got plenty of
power, they regenerate
braking is really fun,
actually even on a challenging
road like this.
I just don't like the
interior, the seats, the way
the dash is put together.
I'm not a fan of that.
But to drive it, it's great.
KURT NIEBUHR: I
completely agree with you.
And you must not buy the
light colored interior.
DAN EDMUNDS: Exactly.

[MUSIC PLAYING]

Oh man, right away,
I love this seat.
It looks good, and it's
wide, and it's comfortable.
KURT NIEBUHR: Yeah, we are
definitely not in the Bolt
anymore.
DAN EDMUNDS: Exactly, and
we're a little further apart.
This cabin is wide
and spacious too.
And look at the materials.
This thing looks nice.
KURT NIEBUHR: I feel
more surrounded.
I feel like I'm
sitting in the car.
DAN EDMUNDS: Right.
KURT NIEBUHR:
Whereas, in the bolt,
I felt like I was kind of
higher up, kind of perched.
DAN EDMUNDS: And the controls
are really nicely laid out.
There's the touchscreen,
air conditioning, shifter,
and these are the heated and
ventilated seat controls.
KURT NIEBUHR: I've got vent--
I'm going to use mine.
DAN EDMUNDS: Yeah, right?
KURT NIEBUHR: Yeah.
DAN EDMUNDS: This
also has a sunroof.
The Bolt didn't
have one of those.
KURT NIEBUHR: No.
DAN EDMUNDS: And the
Bolt is the premier.
It is the top of
the line offering.
This is the ultimate,
which is also
the top of the line offering.
Its more ultimate.
KURT NIEBUHR: Yep.
Something else that's
glaringly obvious
is the distinct lack of glare.
Now, this is still a
light colored interior,
but I'm not getting blinded
by shiny plastic bits.
DAN EDMUNDS: Right,
right, I agree.
And as the driver,
I appreciate it.
The other thing I'm noticing
is going into that last corner
and some of these other ones,
the regenerative braking just
isn't quite as powerful
as it is in the Bolt.
KURT NIEBUHR: That
was a squirrel.
DAN EDMUNDS: Squirrel.
I do have three settings.
I can adjust it
with a paddle here.
But I set it to the max and
wish I had one more step.
You know, this car really
feels more substantial.
It's wider and it
feels like it has
a wider footprint on the road.
It's a little bit more composed.
The tires don't feel like
they're working as hard.
It's not squealing as much.
It's really nicely balanced.
I mean, the Bolt wasn't
unbalanced, it wasn't bad.
But this just feels better.
And even there, on that
really tight corner,
a little hint of
squeal, but nothing
like the Bolt generated.
KURT NIEBUHR: The bolt
was a little vocal.
DAN EDMUNDS: Yeah, the
transitions feel real nice.
The multi-link rear
suspension over twist beam,
I think we're feeling a
little bit of a benefit here.
KURT NIEBUHR: I'd say so
far, I feel less movement.
DAN EDMUNDS: It's almost like
this road is a smoother road
than when it was in the Bolt.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: Oh, wow.
KURT NIEBUHR: That
was way better.
No arguing that, the Kona
electric rides better.
DAN EDMUNDS: I just
wish I could get
a little bit more lift throttle
re-gen in these corners.
It's just not quite there.
The steering in this
car feels pretty good.
When I drove it in town, I
thought, it's a little light,
it doesn't feel as distinct
on center as the Bolt.
And that's true.
But when we get up
here in these corners,
it loads up a bit nicer
than it does on the street.
I still think the
Bolt's steering feel
is a little better, but this is
better than it was in the city.
KURT NIEBUHR: So when am
I going to get to drive?
DAN EDMUNDS: Right about now.
If you listen closely,
there's that--
KURT NIEBUHR: Yeah,
I think it gets
louder when you start moving.
DAN EDMUNDS: Listen to
that, that's awesome.
KURT NIEBUHR: You're
right, right away
the car feels more solid.
It isn't that the Bolt
feels the least bit flimsy.
It's just I like the
way this car feels.
I agree with you on
the steering feel.
It is a little light,
but I like the way
this feels through the corner.
And I also like the fact that it
has wider tires on it as well.
It's very noticeable.
There's not the tires
squeal that the Bolt had.
DAN EDMUNDS: It has the power.
It's just the matter of
not having as much power?
KURT NIEBUHR: No.
DAN EDMUNDS: That's not it.
KURT NIEBUHR: The power
feels more robust.
And the Bolt does not feel
like it's lacking for power.
DAN EDMUNDS: No.
KURT NIEBUHR: But the Kona makes
that power available to you.
DAN EDMUNDS: This has
about the same horsepower,
201 versus 200.
Let's call it equal.
But it makes more torque,
about 30 more pound feet
than the Bolt. So I think that's
what you're feeling coming out
of these corners.
KURT NIEBUHR: I'll
second what you said
about the interior of this car.
I feel like I'm sitting
in a more regular car.
Because the Kona Electric
is also a regular Kona,
it's the same car.
And the Bolt was built
just to be an EV.
DAN EDMUNDS: Right.
Which usually would make the
Bolt a better EV, because it's
purpose built. But
this doesn't feel
like they've made any sacrifices
to make an electric car
version.
Just look at the way the
battery is mounted underneath,
as we saw yesterday.
It's just so well
integrated into the chassis.
KURT NIEBUHR: You're
right about the re-gen.
I wish it was a little
bit more aggressive.
We have it set at the maximum.
We both seem to prefer the
way that the Bolt handles it.
[MUSIC PLAYING]

DAN EDMUNDS: Well, that was fun.
KURT NIEBUHR: That
was really fun.
DAN EDMUNDS: I mean,
why wouldn't it be?
These are compact hatchbacks
with 200 horsepower.
KURT NIEBUHR: Yeah, and we said
we wouldn't talk about range.
We're still not going
to talk about range.
Because we both have
over half a charge left.
DAN EDMUNDS: And
we're at 5,000 feet.
It's downhill most
of the way home.
Things are only
going to get better.
So let's go.
KURT NIEBUHR: Let's go.
[MUSIC PLAYING]

DAN EDMUNDS: So which of these
two EVs is the right one?
First, we have to talk pricing.
We don't know exactly what the
Kona Electric costs just yet.
But sources say the
base model's price will
come in close to that
of the base Bolt.
And we know with
certainty that the Kona
will be better equipped.
But here's another
point to consider.
Chevrolet is about
to cross the phase
out threshold for federal
tax credit eligibility.
The Bolt's $7,500 tax credit
will shrink by half to $3,750
early next year.
Then shrink again to $1,875
six months after that.
In just over a year,
it'll be down to zero.
Hyundai, on the
other hand, is just
getting started with EV sales.
The Kona electric will
qualify for the full $7,500
tax credit for years to come.
There's a lot to like
about these cars.
Both are more fun to drive
than you might expect.
They're practically
hot hatchbacks.
And you can go places
and be spontaneous,
because each offers enough range
to make them useful for more
than just commuting.
We like the Bolt for its
superior regenerative
braking and more
generous rear leg room.
But the clear winner here
is the Hyundai Kona Electric
on the strength of its
more sophisticated ride
and handling, nicer
interior, and longer list
of standard and
optional features.
The extra 20 miles of range
it offers is merely a bonus.

For more videos like this,
be sure to click Subscribe,
and visit Edmunds for all
your car shopping needs.

2017 Chevrolet Bolt Quick Drive | Consumer Reports

Consumer Reports:

Let's say you want a
fully electric car.
Over 200 miles of range would
be nice, but like most of us,
you just don't have the money
to spring for a Tesla Model S
or X. You could get in line
with over 300,000 other people
and wait to eventually
get a Tesla Model 3.
Or you can go out and get a
Chevy Bolt, basically now.

Beating Silicon Valley
upstart Tesla to market
with an affordable
long-range EV is quite a feat
for GM, a symbol for
old school Detroit.
Then again, GM was
ahead of their time
when they rolled out the
first Chevy Volt, with a V,
more than six years ago.
The Bolt, with a B, is based
on an all new structure.
Up front there's no engine.
That's where many of the
electrical drive components
reside.
The 60 kilowatt-hour battery
is installed in the floor
and provides some of
the car structure.
That big battery delivers
an EPA-estimated 238 miles
of range.
For comparison, a Volt can go
50 miles before its gasoline
engine kicks in.
Among electric only cars, the
Nissan LEAF goes 107 miles,
and a Tesla Model S 60D, with
its 60 kilowatt-hour battery,
is rated for 218 miles.
Totally recharging the Bolt
takes around 9 and 1/2 hours
on 220 volts.
Obviously, you don't get
access to Tesla's growing
array of supercharger stations.
Instead, the Bolt has
available DC fast charging,
which gives you up to 90 miles
of range in half an hour.
That charging network
is also growing.
OK, enough facts and
figures-- let's face it.
Plenty of people are attracted
to Tesla's high-tech aura.
It doesn't matter to them if
the car is electric or not.
It simply looks cool.
As for the Bolt, well,
it's got some chrome bits
and really cool tail--
OK, who am I kidding?
This thing is a
dorky-looking little box.
Compared to a Tesla,
it's not cool at all.
Seems like GM just gave up.
At least it's got a
great person-- I mean,
it's really practical.
With the battery
in the floor, there
is a low and flat door sill.
Combined with tall doors,
getting in and out is a cinch.
There's good space in
the rear seat, helped out
by having a totally
flat floor back there.
Up front, you sit up high--
feels a lot like a small SUV,
and lots of people like those.
There's big windows
here, and that
helps make up for the
rather thick roof pillars.
Another help is the optional
surround-view camera,
added to the standard
backup camera's view.
Neat textured plastic
and red-orange stitching
on the optional leather
seats liven up the cabin.
Sure, this is no luxury car,
but you wouldn't know it
from the infotainment
system where
there are more shades of Tesla.
On the center dashboard is
a huge 10.2 inch screen.
Get beyond some small buttons,
and it works really well,
with well-integrated
Apple CarPlay and Android
Auto and screens detailing
energy consumption.
Even the digital instrument
panel is artfully done.
We're less keen on the
shifter, which always pops back
to center after you
select the gear.
Finding reverse can be tricky
if you don't grab the release
button just right.
There's decent
cargo room in back.
Under this panel is
more space or leave it
at home to free up more volume.
OK, there's nothing
insane or ludicrous about
how this car accelerates.
But you do get
that great feeling
of instant electric
torque from the moment
you tap into the throttle.
Putting the battery
weight down low
helps this tall box
feel planted in corners.
The Bolt feels solid
and substantial,
and it's a lot more enjoyable
to drive than the Nissan LEAF.
Choosing L with the
shifter increases
regenerative braking,
capturing rolling energy
to recharge the battery.
In this mode, you
learn how to drive
with barely tapping the brakes.
It's all done through
the gas pedal.
This little toggle on the
back of the steering wheel
engages even more
regenerative braking.
So this is a very pleasant
and very well-thought-out
electric car, one
that also happens
to be relatively affordable.
The starting price is $37,495.
Add in the $7,500 federal
tax credit, and the price
comes in just below $30,000.
State and local tax incentives
can save you even more.
Still, given the
shockingly low resale value
of some electric
cars, we'd be tempted
to lease instead of buy.
The top-trim Premier adds
leather, blind-spot monitoring,
front and rear heated seats,
a heated steering wheel,
and the surround-view camera.
Thing is, you can't get some
common options, like a sunroof
or power front seats, that
are expected at this price.
More important, advance
safety equipment
like forward-collision warning
and automatic emergency
braking-- it's an
option, and it's
only available in
the top-trim Premier.
We wish this stuff was
standard on all cars.
No question, GM has
achieved a lot here,
building a long-range
electric car
at a fairly affordable price.
Maybe some of those
people intending
to buy a Tesla
Model 3 might want
to think about canceling
their reservations.
For more on electric cars,
check out consumerreports.org.

2019 Chevrolet Blazer; Cars That Broke Our Hearts | Talking Cars with Consumer Reports #190

Consumer Reports:

This week, we talk about
the Chevrolet Blazer
that we just added to our test
fleet, the 2020 Subaru Legacy
sedan, and the cars
that broke our hearts.
Next on Talking Cars.
[MUSIC PLAYING]

Hi, everyone.
Welcome to another
episode of Talking Cars.
I'm Jon Linkov.
I'm Keith Barry.
I'm Mike Quincy.
And this week, we've got
some pretty interesting news
from the most
recent Chicago Auto
Show, which was
a couple of weeks
ago in the whole polar vortex.
Keith, one of the cards
that they showed, getting
near and dear, Subaru Legacy.
Yeah.
Can you tell us a
little about that?
Now, we love the legacy.
It's on our recommended list.
And there have been a couple
of changes to it this year.
It gets some new engine choices.
It gets a new turbo.
And it gets a new
giant touchscreen.
So the turbo, for
the new XT version,
that's kind of a cool idea.
The giant touchscreen, I'm
not entirely sure about.
What do you folks think?
Have you seen it?
One of the things that's
interesting with some
of the Subaru's, Mike, is
that they dropped the turbo
from the Forester.
And everyone complained,
oh, my, gosh, there's
no more turbo in the Forester.
So now, in addition to the
four cylinder, I believe,
is the base engine.
You get this new
turbo charged engine.
Yeah, they dropped the six.
They dropped the six.
Right.
Which did really well in
Consumer Reports' test.
I mean it was quiet,
and smooth, and--
Strong.
Kind of an under-appreciated
trim line of the Legacy.
I mean, I was
thinking about this.
And I was thinking how--
Subaru's kind of edgy.
Because they have
a car like the WRX,
a hyper turbo
charged sports sedan.
Right.
And when it comes to maybe more
mainstream mature sedans, what
other brand is putting out
something that might be as
edgy as a turbocharged Legacy?
Yeah, Ford Fusion, as you move
up, the Titanium is sporty.
But that car is going away.
It is.
Right.
And there isn't, like
you said, a huge number
of these performance affordable
sedans that are out there.
And with all-wheel
drive, there's--
Right.
I mean, the ultimate just
added all-wheel drive.
But aside from that,
something that's affordable--
I mean, this Legacy is
going to be pretty much it.
But you bring up a good point
about when Subaru dropped
the turbo engine
on the Forester,
are people going
to get-- are people
going to get excited about
this and then not buy it,
like they did with
the turbo Forester?
Well, I'll say one thing
that may be interesting,
is that replacement
for the turbo Forester
will be a turbo Outback.
Because the Outback is
based on the Legacy.
Yeah, and we already
get a sense that--
I mean, a couple of dealers
are even saying, like, hey,
you're wondering what new
Outback's going to look like,
and it's probably going
to debut later this year,
just take a look
at the new Legacy
and imagine just a little
wagon shape on the back.
You know, one
thing you mentioned
is the big touchscreen.
Is it like the Dodge
Ram, upscale touchscreen?
Or is it like a
Tesla touchscreen?
Or is it just like
this iPad mini?
Honestly, it reminds me
of-- and don't kill me here,
because this is going to be a--
but it reminds me a
little of the big census
screen in the Volvo's, because
it does control climate
control.
But will it work better--
There aren't those hard--
--than the Volvo screen?
Yeah, but still,
with climate control,
I need my hard buttons,
so I can just reach
and just touch something.
I don't want to take
my eyes off the road
in order to turn on a defrost
or something like that.
Or it blanks, if it
resets, if it goes out--
I've been in them, I've been
in some of our test cars
where the screen is blank.
And then all of a sudden,
you're driving with someone,
and the windows
fogged up, and you're
lowering the windows in
the winter because you
so much body heat, and outside,
the condensation that forms,
and the fog, you
run into trouble.
So I do agree, hard buttons.
And Subaru is that sort
of no-nonsense brand,
where people who want something,
people who would about a Volvo
20 years ago, they want--
it seems to be, from what
we hear from Subaru buyers,
that they like
the fact that it's
a no-nonsense car,
it's all-wheel drive,
it's practical.
Is this going to
turn people off?
Are people going to walk
in and say, no thanks.
And they didn't do
that with the Ascent.
Yeah.
We're going to-- the Ascent
SUV, their big three row SUV.
Yeah.
We're going to
keep our eye on it.
But it kind of led us
to talking a little bit
with the Valentine's Day
week, about cars that we
loved, but missed out on.
You know, people love
the Subaru Legacy.
But is there something
that we each loved,
that we weren't, either
we didn't buy it,
or we owned it, and wish we did.
I think, Mike, you
came up with the idea.
Well, yeah, the idea was
cars that broke your heart.
Right.
And the first thing
that I thought of
was all the Volkswagen turbo
diesels broke my heart.
So being a road trip guy,
the Volkswagen turbo diesels
were always my go-to car.
So when it had the
emissions scandal
and they dropped them
off from the lineup--
because I recommended
turbo diesel Volkswagens
to dozens of people.
Sure.
And then all of a sudden,
they come back to me,
like now what do I do?
And I'm like, oh, god.
So I loved these cars.
But they totally--
They lied to you.
They totally--
The relationship
was built on a lie.
Yep.
Yeah, terrible.
I mean, there have been fixes,
but we haven't tested them.
And we're not endorsing
any of the old cars either.
They broke some trust.
Yeah.
And it was a car that I loved.
And now I'm just--
Spurned.
I just kind of drop
my head, and go,
oh, man, it just killed
diesels in the United States.
Yeah, it really did.
Keith--
So mine's a little
more personal.
Mine is a little
more personal story.
When I was 18 years
old, I had about $4,000
I'd saved up to buy on a car.
And because like all
18-year-olds I was a genius,
and I thought I realized
something that nobody else
in the world had ever realized--
And that was like
four years ago.
Yeah, yeah.
It was that you could go out
there and buy a really, really
expensive car as long as you got
one that had depreciated a ton.
Sure.
So I bought an X300-XJ6.
A Jaguar, OK.
Little did I realize
at the time--
Wow.
--that one of the VINs on
it had a salvage title,
but the other one didn't.
So that was fine.
I got it registered.
And I drove it.
I felt like a million bucks.
I was going to the
kind of college
where it wasn't uncommon
to see Porsche Cayenne's
in the student parking lot.
How was the country club?
Seriously?
But here was I,
definitely not that.
And I felt like I
kind of-- you know,
people were looking at me.
And I thought I was
really, really cool.
And I was learning
a bit about the car.
And I was getting under the hood
a little and doing a little.
And then the exhaust system--
You had Triple A on speed dial.
No, actually, it
was remarkably--
I mean, it had
142,000 miles on it.
And this car, it was no problem
for road trips, everything.
But the thing that
killed me was,
it needed a new exhaust
system from the cat back.
And the parts alone
on that at the time
were almost as much
as I paid for the car.
Wow.
So I sold it to someone.
He fixed it up.
And in relationships,
that happens with them.
But the thing that
really killed me--
The friend or the car?
To the car.
The thing that really,
really killed me
with this, though, is that,
and it really broke my heart,
is that I googled
the VIN one day.
Don't ever do that.
If you have a car
that you like really
love, don't ever look up
to see what happened to it.
Because it was on the list
from cash for clunkers.
And it had been crushed
like a mile from my house.
And it was just one of
those things I could just
like hear what the
sound of that wood
splintering and the hydraulic
press would sound like.
Even worse, what you would
have gotten for that, maybe.
I know, I know.
Actually, I sold it for
less than what the--
you know, but still.
You know, pay some respect.
John, I'm sorry.
It killed me.
I'm at the edge of my
seat, waiting to hear.
What's yours?
What's your story?
Well, the one thing I'll
say is there's a reason why
they depreciate like so.
I found that out now, which is
why I'm a consumer journalist.
Mine's the opposite.
So it's probably 15 years ago,
talking to a friend of mine.
When you were 18.
When I was 12.
This is new math.
And saying, when you
get your license,
and you make your first million
dollars at your first job,
you gotta buy a
Porsche RS America.
And then at that
point, they I want
to say in the 30's
maybe, $30,000 range.
And this is a car that a lot of
people kind of looked and said,
oh, you know, they de-contented
it when it came out.
It was a 911, that
they had pull door--
pull latches.
All to save weight
for track days.
They didn't give it any
performance enhancements.
And people kind of looked
at it like, well, America's
not getting the real one
that they had in Germany.
And it's just, lack of love.
Well now, they're
$90,000, they're $100,000.
They're a $100,000-plus.
And people love
those, de-contented.
They're authentic.
Yep.
Now they're authentic.
That's a farm to table Porsche.
It is.
Yeah, there you go.
It's sustainable and all.
So it's just one
of those things,
like if you scrape up money,
take out a stupid loan
or something, here's a car that
it could have been really fun
and then it has a lot of value.
It wasn't like it got away.
It wasn't like I had--
I was going to say,
it broke your heart
because you didn't buy one?
Yeah, it broke my heart, because
it would have been a smart buy.
I didn't have that lapis
blue one waiting for me
around the corner.
It just was one of those things,
like it was an opportunity.
It was a smart buy.
It would have been fun.
I was single.
I had some cash from
living at home a long time.
That would have worked out.
So, we each have our own story.
I'm sure everyone's got a story.
You can let us know.
Send us some stories
about one that got away,
TalkingCars@icloud.com.
That's going to give
us some movement
to a car that we just got in,
kind of a historical name.
By name, yeah.
The Chevrolet Blazer,
we just got this SUV in.
It's a two-row model.
Takes on a couple
of big competitors.
And it fills a
niche for Chevrolet.
Mike--
Well, it goes along the theme
that we always talk about
at "Talking Cars,"
is SUV saturation.
Every manufacturer wants to have
an SUV of every shape, size,
price range, or whatnot.
The Blazer certainly
comes in with--
you know, it's not
really negative baggage.
It's probably positive baggage.
Most people think
back to the Blazer,
they think about big SUV from
the 1970s, not the trailblazer,
which was absolutely
abysmal [INAUDIBLE]
Or the S10 based Blazer,
is what I think of.
And that's that kind
of cool, you know--
I owned one.
It wasn't [INAUDIBLE].
And for some people,
like in my household,
my teenagers are too big
for a third row seat.
Even when they were younger, we
rarely used a third row seat.
So I could see the
appeal of this.
And as we talked about in a
previous episode, the Honda
Passport.
Again, I kind of like that
idea of just really a utility
vehicle, because I'm not going
to be using the third row.
Right.
But when you mentioned
before about climate buttons
and being able to be
able to see things--
Oh, my god.
That's one of the things going
against the Blazer, right?
Look, Keith, you've spent some
time, and I think all of us
have driven it a bit.
Yeah.
What about the buttons?
Because I have my
own opinion them too.
So it took me a
while to find them,
because there is
this sort of ridge
that sort of protrudes from the
inside of the center console,
and it seems to have no
other purpose other than
to obscure every physical hard
button control in the car.
And I tried a ton of
different seating positions.
I asked you to make
sure that it wasn't just
the car was designed as an
anathema to my ergonomics.
Because we all have
different sized bodies.
Yeah.
But it seems like walking
around the offices
at Consumer Reports'
test track, everyone's
saying the same thing.
Yeah.
It's almost like a design
element that GM is moving to,
because we found a similar
thing in the Cadillac
XT4, their subcompact,
their compact SUV.
Also, oddly enough,
it's as if they
haven't sold enough Camaros.
Right.
Because they had the giant
Camaro vents down low.
And they're cool in some ways.
Look, turning them on
and off is pretty easy.
They have the
temperature controls.
It's like a rotary knob.
It's a rotary know.
But it just--
I don't get this
whole, like, wow,
it's got Camaro elements
in this two row SUV.
It feels like an XT4 that
someone looked at and said,
you know what, let's make
this look more like a Camaro.
And it's not like the--
Decontented.
Yeah.
--camaro sells in great numbers.
GM is basically saying,
yeah, we know that Ford
sells more Mustangs than we do.
I have another climate
related, but it's
more of a sort of global
climate change related concern
about these SUVs.
And the more these
come out, you know,
we see gas mileage in
high teens as, I guess,
as we're driving it around.
Not this one--
formally, but yeah.
Overall, and we test
these, obviously.
But on average, these don't
get the best fuel economy out
there.
And we got the V6 model.
And I feel like we're
living on an island,
and we've got like
three trees left.
And we need shelter,
and we need heat,
but we're going to
cut down those trees
and lift up our
houses a few feet.
It just feels like
it's just not the best
use of where this great
technology can go in design.
That's me, that's me, but--
So Ford Edge is a competitor,
the new Honda Passport.
Murano.
The Nissan Murano and
the Hyundai Santa Fe.
Is this class needed?
I mean, is it--
It's wanted.
There's a niche and we have to
put a car in there to compete.
But a lot people
by three rows SUVs.
We, my wife and I, had, in 2010,
had our baby, our daughter.
And we had a Volvo XC70
previous generation wagon.
And it fit pretty well.
Hard to put the car seat in,
the infant seat in facing,
rear facing.
But at some point, my wife's
like, oh, we need an SUV.
And we need a three row SUV.
Need three row.
We're going to be
carrying people around.
I just don't find it.
It could be where
I live, everyone
is just so active with all
their kids' different activities
that you never carpool.
Because they're all going
different directions.
But is a two-row world needed?
Or is it, just look, we're a
three-row world of vehicles.
Should an SUV just be a large--
I mean, obviously, if you're
going to make choices,
people are going to buy them.
And I'm not against
making choices out there
for a key for every lock.
But at the same time,
it does feel like--
Did you say a Keith
for every lock?
A key for every lock.
They're very different.
No, none of these are for Keith.
But there's, it's a slightly,
it feels like a bit of overkill.
I don't know what the
solution to that is.
And obviously, it's not having
everyone driving a Nissan Leaf.
But at the same time--
It's what the market
is sort of demanding.
Yeah.
But as we started
this whole segment--
Chicken and the egg, though?
But Subaru is sticking
with the Legacy.
Yeah.
So they're saying, you know, we
know that everyone wants SUVs
and we're going to offer one
from every shape and size
practically.
Well, they have [INAUDIBLE].
Which is basically what they do.
But they're saying, you know,
we're also committed to sedans.
And I think that's cool.
I love driving sedans.
As I've said many times, I get
just a little bit saturated
with SUVs all the time.
Sure.
So speaking of driving,
speaking of driving the Legacy,
what is the experience
with the Blazer so far?
What have you guys felt?
I'll go with Keith
first, that way
we don't all just go like this.
There's nothing, it's
certainly not a Camaro.
There's nothing special
about it in either direction.
There's nothing about
it that grabs me.
It's pleasant.
There's nothing that upsets me.
John, what do you think.
I used to work with an editor
that hated that word, pleasant.
Yeah, pleasant.
Right, but it's almost damning
with faint praise in a sense.
Exactly, exactly.
What do you--
I mean, what do you think?
I think, to me,
it comes down to,
driving the Blazer is like
driving in a shoe box.
I mean, the visibility to
me kills the experience.
Because the rear
visibility is really
compromised by the styling.
The dashboard seems high.
The glass area seems low.
It feels very closed in.
The model that we got
does not have a sunroof,
so the interior is not
brightened up very much.
And it's a black
interior, black leather.
Yeah, so to me, it's
just kind of dower.
I like the way it looks.
But I think GM is
really banking on people
kind of in love with the name
that they're going to flock--
Nostalgia.
--and buy that.
I was surprised that for a
$40,000 plus SUV, no sun roof.
Right, it's also--
That was just baffling.
--kind of a lousy value, also.
But I agree with Keith.
It is very unremarkable
the way it drives.
Like, it's OK.
That's a better
word than pleasant.
Yeah.
It's OK, but I don't--
I don't find myself
running to the keyboard
and getting my name on it before
other people so I can have it.
The previous Ford
Edge was, was, is,
we haven't finished testing
of the redesign of it,
but it was a little sporty.
I'd say it's a sporty vehicle.
It may be compromised other
ways, but it was sporty.
Ostensibly--
[INTERPOSING VOICES]
Yeah, ostensibly, the Passport
is a little bit sportier.
True, the Hyundai Santa Fe
was an enjoyable car and SUV.
And I had this over the
weekend with the kids.
And it was easy to get in and
out the doors open pretty wide.
And the dash is high.
But again, yeah, unremarkable.
And I think my kids actually
walked to a different red SUV.
Now they're little,
but I'm beeping it,
and they're like is the one?
I got to say, the
first time we had it,
I had trouble finding
it in the parking lot,
the first time I took it.
Because I didn't know
what color it was.
And the whole reason this
exists is to be distinctive.
Right.
But in a market crowded with
SUVs, it's good for consumers
because they have
a lot of choices,
unremarkable isn't good enough.
It's not Murano.
I mean, the Murano
is-- it's polarizing.
Well, the looks of it.
But the Santa Fe is
a car you can get in,
and they didn't
make it expensive,
but the interior at least, it
gives you something different.
Yeah.
It's a cool look.
It's more than pleasant.
We're putting our miles on it.
We're going to have
some information
on ConsumerReports.org,
our first drive of it.
We already have that
up, actually up,
and the video's up too.
Yeah, so check that out.
We're going to move now
to a really good segment.
We've got a couple of good
questions that people sent in.
Once again, send your questions
and your video questions in,
TalkingCars@icloud.com.
The first one is from Henry S.
And he says, in a recent show,
you endorsed undercarriage
washes during the winter.
Can this force salt into the
wheel wells between the sheet
metal and the wheel
well liner, into an area
where it will never leave?
I have done undercarriage
washes on my car for a few years
and recently had rust start
under the paint in the wheel
well area.
Keith, you actually
have a story about that,
again on ConsumerReports.org.
Yeah.
What do you think?
What advice do you
have for Henry?
Yeah, so we do still endorse
undercarriage washes.
Or suggest.
Suggests them, yeah.
And for the same reason that
you're having a rust issue,
is that stuff tends to
get caught in places that
don't otherwise get washed.
The issue is that an
undercarriage washed, no matter
how many times you
do it, it's not
going to clean absolutely
everything out of there.
I've seen this happen on cars.
And that's one of
the hardest places
to get that sort of salty--
when salt kind of turns into
like a paste with road grime,
and it sits there, it's going
to get wet no matter what.
And rust never sleeps, so, yeah.
Yeah, very true.
Exactly.
So I hesitate to create
a counter-factual here.
But I imagine that
this might have,
your car might have
rusted even a little more
if you hadn't done those
undercarriage washes.
So no, it's not like
it's pushing it up there.
But, the other thing, especially
this time of year, that it
does this, if you
live in a place
where they salt the roads,
and you really get stuff
that's caked on under there,
an undercarriage washes
is just going to blast it off.
And sometimes, it is an option
when you go to an automated car
wash.
They often will charge
you extra or they'll ask.
It's usually $2
or $3 extra, yeah.
I would say, in the wintertime,
it's not a bad idea.
Because there are all
these nooks and crannies.
And there's sound deadening.
And there are these panels.
And most of the time,
rust proofing these days
is very good.
But 10, 15 years ago, I don't
know how old your car is--
Well, that's one question.
That's another question too.
We don't know the age of it.
We don't know maintenance.
Not saying Henry's
not taking care of it,
obviously he's washing
it, but you never know.
Information online about
that, because there's
a whole host of car wash advice,
from coatings and washes,
waxes, et cetera.
We're going to move to Paul.
Paul says, longtime
fan, love the show.
Thanks, Paul.
Thanks Paul.
I was recently told
by a Honda dealer
that automatic
emergency braking only
works during cruise control,
regardless of the manufacturer.
Is this really true?
Mike.
Another one of those times
when a car salesperson maybe
doesn't quite have
their facts straight.
No, this is not true.
I spoke with our safety
experts here at the track,
and they definitely confirmed
that with automatic emergency
braking, cruise control does
not have to be activated.
I certainly found
this out for myself.
We were-- I was driving
our Lexus ES test
car the other day.
Pulling into my son's school,
and I found a parking spot.
And there was a lamp post in
the front the parking spot.
And I got to within a few inches
of it, and all of a sudden,
the brakes jammed up.
Yeah.
And I didn't think--
I thought it was a
little bit premature.
But obviously, it did the job.
And I, obviously, was not
also using cruise control
to pull into the parking space.
I've had that with
pulling into my garage
in different vehicles.
And it just depends, maybe
your feathering the brake,
you're going in
a little quickly,
and it just doesn't know.
But certainly--
Every manufacturer is
different in the way they
program their sensitivities.
Right.
But no, definitely--
It's independent of
automatic cruise control.
But one thing I got to
say on this, though,
is that it highlights the
fact that, first of all,
a lot of buyers don't understand
how these systems work.
And also, that a lot of
dealers don't understand.
And they might just
tell you something just
to make sure that you,
just to move you along.
But the thing is
that I really want
to make sure is that automatic
emergency braking is not
the thing that will slow
the car if there's traffic.
Automatic emergency braking
is sort of that last resort.
And it might not even be
enough to actually stop the car
and avoid a crash.
So it doesn't--
It'll limit the impact and
limit the severity of it.
Yes, so it doesn't mean
automatic emergency braking
isn't the thing
that where you can
take your foot off
the brake in the car
will just slow itself down.
Right.
But that, with the
automatic cruise control.
Distance sensing
cruise control--
Distance sensing
cruise control, that's
going to be the thing that's
going to slow you down when you
have traffic coming up ahead.
Automatic emergency braking,
those are two totally
different things.
One thing you both touched
on, the dealers, and this
isn't to knock the
dealers, because there's
a lot of technology coming out--
Oh, yeah.
--that's kind of
coming, like this.
I picked up the I-PACE.
We are testing
the Jaguar I-PACE.
And the salesman, and he's
was the sales manager,
and he was really great.
He was great through
the whole thing.
But he said to me,
there's just so much
new technology on this
car, it's hard to just get
a grasp of everything with it.
There's so many settings now.
There's so many menus.
There's so many ways to get the
car personalized, so to speak.
Let alone just the technology
of what type of charger works
on an electric car, et cetera.
And in reading this question,
it reminded me of the days
when anti-lock brakes were new.
Stability control was new.
It wasn't standard on every car.
Sure.
And I think the salespeople
either didn't know much
about it, or they weren't
stocking the cars with this--
Exactly.
--equipment.
And so they would
often say, ah, you
don't need that,
you don't need that.
As it proliferates throughout
the market, expect to have it.
But it's also a key thing
for people to think about.
Don't just get in the dealer,
go to the finance and insurance
guy, sign the
papers, and get out.
Now with cars,
you really do have
to book a bunch, book some
time to make sure you go over.
And even on the test drive--
Do your research.
Yeah, do your research.
You got to know what packages--
Know what the cars can do even
before you get to the dealer.
So you can be in the opportunity
to know more about the car.
You know a great place
to do that research?
ConsumerReports.org?
Yeah.
I was going to say, check it
out at ConsumerReports.org,
because we have a whole list
of all the current 2019s,
and even some of
the 2018s, the cars
with advanced safety systems,
and which are standard
and which are optional.
And that's a big thing to know.
Because it's hard
sometimes to figure it out.
Our final question, questions,
kind of merge together.
The first one is from Nathaniel
S. Dear "Talking Cars,"
in a recent episode,
when you were discussing
cargo room in a new
Lexus, Jennifer mentioned,
Jennifer Stockburger,
mentioned some ways
that you guys
measure cargo room.
How do you measure cargo space?
And how does that factor
into your overall ratings?
So I'll jump on this.
The way we do test it,
is that we use something,
we use a big pipe frame box.
And basically, it's adjustable
for height, and for width,
and for depth.
And we fit it into vehicles
that are hatchbacks or SUVs.
And minivans.
And minivans, exactly.
Because you'll see these
ratings of the XYZ, the 2019,
brand new has 48 cubic
feet of storage space.
And that's maybe if
you're filling it
with ping pong balls.
And if you're filling
it with ping pong balls,
that's a fantastic
part of your clown job.
I don't know what you
do on the weekends.
You steal from the ping
pong factory you work at.
You steel from the ping pong
factory and have your own.
But basically, that's
not always usable.
If the opening is this big, and
the cargo space is this big,
you're only getting a
small long object in there.
So what we do is we
measure the usable space
of the base with a frame, where
the hatch and the cargo door
open, and then what you
could fit it in there.
So it'll be great
to know you can
fit a refrigerator in there.
You may not have 38.5
cubic feet of overall--
you may have that space, but you
can't refrigerator in the car
if it has a tiny opening.
Or if it has a sloping rear end.
Or sloping rear end.
Because we do it with
closing the hatch.
So it's great, you could fit the
four by eight sheet of plywood
or something out
the back, but you're
going to have the flag hanging.
We test what you could have
in the vehicle with the hatch
closed.
The other question that's
kind of associated.
Jake says, hi, on top of
recently getting a dog,
my wife and I are
hoping to adopt
and could need a bigger
vehicle with no notice.
I would be replacing
a 2013 Hyundai Elantra
and would like to improve on
its fuel economy, mostly highway
driving, while adding
around 30 cubic feet
of cargo space for the dog.
A used Prius V, Toyota
Prius V fits the bill,
but we don't like the
cheap interior materials
and lethargic acceleration.
Are there any alternatives
with above average reliability
ratings that are under $20,000
with less than 75,000 miles?
We each came up with our own.
I'm going to toss this
one to Keith first.
I say-- I say treat yourself.
You're starting, you're
starting a new family.
You might have to go for a
car that's a little bit older.
But my recommendation
is the Lexus RX.
Stellar, stellar
reliability in our tests.
The '08 to 2010, really
nice interior, really quiet.
It's got a ton of space.
And there also is a
hybrid version of it.
I mean, it's not going to
get Prius V fuel economy,
but it's not going to be a
huge dip from the Elantra.
And yeah, it's a
bigger car, but you're
going to be able to have that
reliability and that comfort
as well, that
you're looking for.
Mike and I initially kind
of thought of the same one
almost, like a mind meld.
Mike--
It just came out of
mouth at the same time.
It was like Mazda 5.
Yeah.
Mazda 5 is this really kind
of obscure, little cross
between a wagon and a minivan.
The cool thing
about the Mazda 5,
it had dual sliding side doors.
It had room for six.
It had a decent
cargo room inside.
The four cylinder engine
didn't have a lot of power
and the handling was made it
kind of agile, kind of fun
to drive.
Yeah.
The downside of this car, they
didn't sell a lot of them.
So it might be hard to find one.
Right.
But we've known a
few people that we've
worked with in the
communications office, who
bought one for his family,
and really liked it.
It's like a mini mini van.
Exactly.
We were kind of sad to see that
go out of production, actually.
Well, there's a lot
of cars out there.
I would suggest
that, Jake, you go
take a look at
ConsumerReports.org
and look at our best
used cars under $20,000.
There's also some
list best under 30,
if you happen to be able
to bump it up a bit.
But a lot of cool information
on there, particularly
for CR members.
So that's going to do
it for this episode.
As always, check the show
notes for what we talked about.
Thanks for watching, and
we'll see you next time.
[MUSIC PLAYING]

2019 Chevrolet Silverado; Mercedes-Benz Goes Electric | Talking Cars with Consumer Reports #167

Consumer Reports:

The truck wars are heating up.
And we just picked up a brand
new Chevrolet Silverado 1500.
Also, Mercedes Benz
introduced their new EQC SUV,
part of their new plans
for electrification.
And we answer your questions
next on Talking Cars.
[MUSIC PLAYING]

Hi, everyone and welcome back.
I'm Jon Linkov.
I'm Jennifer Stockburger.
And I'm Ryan Pilakowski.
And some announcements this week
about new electric vehicles,
we've also got the new Chevrolet
Silverado in our test fleet.
We'll talk about
that with the RAM.
And then we have viewer
questions, so lot of stuff.
Let's jump in Jen.
Mercedes Benz introduced
their, or showed,
their new EQC all electric SUV.
Can you tell us about it?
Right, so this is a, you
know, the first in Mercedes EQ
line of electric vehicles.
So that's kind of a big deal.
Electric intelligence is
what it stands for, right?
Right.
And C means that it's
kind of C-class base size.
C-class platform, right?
So it all has meaning, right.
I wondered what the German
word for intelligence
was that made it a Q, but
anyway, different issue.
But anyway, fully electric,
402-horsepower rating,
80-kilowatt battery,
floor mounted,
which means some
of the space stuff
maybe isn't an issue,
two electric motors
for all-wheel drive, right?
So you get all-wheel drive.
But more so it's
kind of the industry
that the big players are
beginning to introduce
electric vehicle lines.
We've talked about Volkswagen,
you know, Mercedes, so yeah.
Tesla had the Model
X. Jaguar has the--
now, let me get this right.
The I-PACE-- the
E-PACE is not electric.
The I-PACE is the
electric, right?
Right.
You know, Ryan, it's kind of
a GLC Mercedes Benz, GLC SUV.
What do you think of that model?
And do you think it would
translate well to electric?
Yeah, I mean, it all sounds
really good actually,
because the GLC we liked quite
a bit here at the test track.
I know I liked it.
If they can make it
actually go 200 miles--
Right, I think that's the key.
That's the key.
It is that size of the GLC.
I think they have something.
The price is probably
not going to be low.
I mean, let's face it.
That's the unfortunate
part I think.
But maybe it'll be reasonable.
I don't know.
But I think they'll have
something if they can do that.
Yeah, I mean, they claim that
you could charge in 40 minutes,
the battery can.
Depending on the
status of the charge,
you know, there's a lot of
caveats with this announcement
right now, almost 80%, from
10% to 80% in 40 minutes.
But does it mean something
big for the industry?
Or where does it fit?
I think it's good news for
the electrification industry,
if you will.
I don't know what
you want to call it.
But Mercedes is a big name.
And they have the infrastructure
and the knowledge,
the know-how to do
this stuff on a bigger
scale I think, than even
Tesla, you know, if it works,
if they can figure that out.
But it's--
We'll, you know, you
raise a good point.
And you know, Jen,
Tesla kind of what?
Proof of concept in a sense.
You know, Mercedes, they're
established, like Ryan said.
Right, right, maybe more--
I mean we joke about German
engineering and the rigidness,
but that's probably a
good thing in this case.
They're going to
make the technology--
And they might --work --have
been using all this time
sitting back a little bit
watching, learning, figuring--
who knows what they
have up their sleeve?
They could do
something impressive.
I find it interesting,
diesel was their way.
When it was hybrid and electric,
the Germans were like, nein.
You know, we are
going with diesel.
Diesel is the way to go and
all of a sudden scandal--
This is a big deal.
That they're accepting the
fact that maybe electrification
is the way.
Well, I think there's
two you talked about.
There's two tipping points.
One Ryan just mentioned,
the 200 miles.
Now, electrics are
a practical vehicle
that you can actually
get somewhere
without having to charge.
And you talked about Tesla.
And I think that's kind of
a hesitation for others.
Tesla did a huge thing, in that
they not just made the car,
they built the infrastructure
and the charging stations.
We have not seen
that from others
introducing electric vehicles.
Volkswagen has the plan as
part of their kind of penalty,
you know, their punishment
for the diesel scandal.
But we haven't seen
it yet, like you said.
But I think those two
need to go hand-in-hand,
that you can get somewhere,
charge, and get back.
I have a question
for both of you.
So OK, is 200 miles
or around 200 miles
acceptable for both of
you or either of you?
And also, would you
buy an electric?
Big toss up.

I think 200 miles is the key,
300 would be even better.
Sure, more is better.
But for me-- and again, we're
here in rural Connecticut.
The infrastructure is not there.
So for me-- and you know,
I think I've mentioned,
we have a place in Vermont.
I'm not going to Vermont
and finding a Tesla
or any other charging station.
They're getting there.
We just passed a coffee shop.
We were in Vermont
over the weekend,
three charging stations in
Newfane, Vermont, new coffee
shop.
Tesla?
I think they were Tesla.
I didn't get close.
But three Tesla
charging stations
in this little rural
town in Vermont.
So it's coming.
What about you, Ryan?
No, not yet.
I mean, if they start
getting up over 200 miles
and there's more to choose
from at a lower price,
I could see maybe
having a second vehicle.
But right now-- and I
forget to charge this thing.
You know, it's just I could
not have just one car.
I'm a dingbat.
I would forget.
And it would just be
not good, trust me.
Oh, shoot, I forgot
to charge again.
I mean, I think--
no, I'd be walking.
I'd be riding my
bike half the time.
I swear, I'd forget.
You have to keep it in the back.
I mean, where I live, if I
worked in the city of Hartford,
because I'm outside of
that, that would work.
If my employer had charging--
I mean, we have them
here, but you know,
it's a different situation.
That would work And
families close enough.
But yeah, a trip to Boston would
be one of those tic-tac-toe,
make connect the dots to charge.
And you know, goodness forbid
there's weather, traffic
jams on I-90, stuff like that.
It kind of leads
to another question
we had from someone
about hybridization
electrification of cars.
And I want to read it, because
it refers to the RAM eTorque
system.
We'll get to that.
Recently, I saw a review
of the 2019 RAM 1500.
Can you explain what
eTorque is and how
it is or is not beneficial?
Is it kind of like a hybrid?
Jen, you want to
jump on that one?
Right, so it is kind of like
a hybrid, a mild hybrid.
We use that word mild hybrid.
So in that they are using
an electric motor to one,
help the stop-start technology.
And I will say, I
found it seamless.
I wasn't sure it had it.
It was so seamless.
Right, it stops at traffic
lights and restarts.
I was like, is it even stopping?
And it was.
And then it's the
other piece of that,
is this 48-volt
power system, which
is, you know, there's so much
running electrically now,
that they're having
this 48-volt platform.
It's going to be necessary
to run all these things.
Online we said,
the 48-volt system
provides a short bump in power
delivery, regenerative braking.
Chrysler estimates this
mild hybrid system.
So that's what they're calling
it, 10% boost in fuel economy.
So we have it in testing.
Yeah, it's a unique system.
I mean, it's a giant
alternator-battery system.
And it acts a an alternator
when you're cruising along,
but it gives you a little boost.
On the v8 model, it gives
you 130-foot pounds of torque
in taking off.
And that's a big deal.
That's where you use a
lot of fuel, just getting
the vehicle moving
a lot of times.
And any little bit
helps, so it's unique.
Well, you know, we're putting
the RAM through testing.
And we'll have fuel
economy numbers coming up.
But it perfectly leads
into a huge competitor
in the giant pickup truck
market, the new Chevrolet
Silverado.
And it's 48,380, the RAM
that we're testing is 50,820.
We all drove it.
We've all been putting
some miles on it.
Both of you tow, so
Jen, let's go first
how it performs
as a tow vehicle.
Right, so I think the
power train's very good.
And I think it'll be great.
It is a bit more truckie riding.
So in towing or when it
has stuff in the bed,
I think it will ride better
when you can settle down
that rear end a little bit.
And personally, it's a little
more bare bones interior,
but I think--
again, you're talking to someone
who uses a truck for a truck.
We have hay and grains and
shavings every single week
in the back of our truck.
And I think sometimes
when you've covered--
excuse me-- covered
in horse hair,
you don't necessarily want
that plush of an interior.
Whatever you're doing.
You know what I mean?
I want it to be cleanable.
So I actually kind of
like the more sparse--
is that the right word?
Spartan.
Interior.
Again--
Utilitarian, yeah.
--it's a $50,000 truck.
But I kind of liked
that it was more
on kind of the functional side.
Ryan, boat towing or--
Yeah, no, that's why
I agree with Jen.
It's firm.
It rides like a truck.
But it was designed to
carry loads and whatnot.
I actually had weight
in both of these trucks.
OK, the RAM and the--
None of this is scientific
or-- this is objective data.
This is subjective.
Like the RAM, I had probably 400
pounds in the back of the RAM.
And it sat down a little bit.
I was surprised.
But it also rides really
nice without weight in it.
Well, it has coiled springs
under there versus a LEAF,
so it has a better
ride overall, unladen.
Exactly.
I had probably a
little less weight
than that in the Silverado
and it settled the truck down.
I mean, I think it even
shifted a little better.
So the RAM was more like
this in the settling.
And the Silverado--
Silverado didn't squat,
but it rode nicer,
because it had some
weight in the bed.
But it's designed that way.
I think it's going to be maybe
a little more of a rugged work
truck than the RAM,
but depending on what
you're looking for, you know?
And that's a key
question, because what
are people looking for,
because you know, in my town,
a lot of--
In Jon's town.
A lot of people buy
really loaded trucks.
And you never see them towing.
You never seen them
carrying a load.
The biggest load
they carry is, you
know, the family coming
back from maybe Costco
or some kind of big-box store.
You know, and they're
$60,000, $70,000--
The loaded paper towel.
--trucks.
You look great.
And the ride can't be--
yeah, right, you look great.
But the ride can't
be that enjoyable.
They're almost like--
well, you said--
Well, it's depending
on the truck.
So in the RAM, it probably
is very enjoyable.
You go back-- do you
remember back in--
we used to do, in our
ride-comfort, a full-load ride.
We actually loaded up
the bed and then judge
the ride based on a full bed.
What we found is
people, to your point,
people aren't using
them like that.
So we don't even do
that test anymore.
They're like a SUV
without a cover.
Yeah, so I would encourage
people, you know,
if you're between--
I don't know what the right way
to get a full load in, maybe
bring some sandbags or something
along and do maybe a test
drive both ways.
If you're going
to use it loaded,
don't judge it completely
on its unladen ride.
You touched on something
about the price.
And I looked at them both.
I mean, the RAM feels nicer.
It has more features really,
than not for much more money.
I mean, we're looking at maybe
$2,200 in our test vehicles.
It has XM.
It has a larger screen
with Uconnect, which is--
the GM one's good,
Uconnect's better.
It is better.
It has power-folding mirrors
and a power-sliding rear window.
Now, the GM truck has
a huge rear window,
makes it easy to see out,
but that venting is nice.
Parking sensors front and rear,
which helps with the truck,
because the front end.
You cannot see over it, right.
The key thing, I mean,
again, let's just make
a round number, 50 grand.
Neither of them has
advanced safety gear.
The RAM has a little bit of a
parking assist for the back.
It'll stop if it thinks
it's going to hit something,
but no automatic emergency
braking, no forward collision
warning, not even blind spot.
And again, you got some
big blind spots in trucks.
That's a disappointment to me.
Something that I
thought was interesting,
is the Silverado-- at least the
1500 always been a lower truck.
This truck's tall.
It's going, I think, after--
you know, Ford always has
these big, brawny grills
and they're tall.
The RAM actually seems lower.
And the Silverado went up.
I needed the handle.
And the hood I notice it's
big and it's a little bit
to look around.
The steering is still better.
I think that it has the best
steering out of the three
trucks, the F-150 included.
I don't care for the
steering in that or the RAM.
But it's a big truck either way.
I was just going
to say, I'm also
looking for stuff that
makes shorter stature.
You know, women buying
trucks, which again,
and we've talked about.
There's a lot of horse women.
In the Silverado, that
step in the bumper that
let you get in the bed,
the assisted gates,
you know, the Silverado
had a power-lift gate.
Most of them are easier
now, grab-handles
to get in, all of them have
that, adjustable pedals.
Silverado did not have
the adjustable pedals.
[INTERPOSING VOICES]
RAM does, F-150 does.
So things like that make
it easier for someone
who is a little shorter.
It's an important truck
for GM, in the sense of A,
they compete with Ford for the
best-selling vehicle in America
each year.
Not truck, vehicle.
Vehicle.
Right, right, not just truck.
Small volume.
And secondly, it is
going to be the basis,
the platform basis
for their SUV's,
so the Chevrolet Suburban, the
Chevrolet Tahoe, the GMC Yukon,
the GMC Yukon XL, the big ones.
And last generation, they
didn't launch Silverado well,
according to the Consumer
Reports' annual auto survey
reliability data
from our members.
And those trucks
also had problems.
Hurt the others,
hurt the others.
They also had reliability.
So we'll see getting
them through testing
in the next couple of weeks.
We're going to move to questions
right now, because we've
got a lot of great ones.
We had that one about eTorque.
But we've got a--
We through the
eTorque in up there.
Right.
So the first one, e
have a video question
about all-weather tires.
Take it away.
Hey, Talking Cars.
So I've been thinking
of getting some snow
tires for my new Ridgeline.
But I really don't want to
changing tires over every six
months.
I saw your reviews on
some all-weather tires
from Toyo Celsius CUV,
Goodyear WeatherReadys,
and some Nokian WRG3's,
RG4's or new, I guess.
I'm in the same
state as you guys.
And I don't need to go to
work when it's extremely bad.
But I do need to be able to
drive when it is snowing.
Are these new all-weather
tires decent enough, especially
in something like a Ridgeline?
It's pretty heavy.
I'm leaning towards
the WeatherReadys.
But I also kind of like
the Toyo Celsius CUV.
Thank you, have a great day.
OK, a really good
question and something
we hear from people a
lot about type of tire
for the transitional weather.
Ryan our black-donut expert,
what should this gentleman do?
So it's a great
question, because this
is the exact situation why
these tires were designed for
or what they were designed for.
People that do encounter
snow, but don't
want to be hassled with
the tire change over.
Actually, we just
got done testing
our last all-season
program of car tires.
And there's actually
five all-weather models
that we tested in the
performance all-season group.
And there's a good spread.
I mean, we have a
couple at the top,
middle, and then
closer to the bottom.
And I think they're
a great compromise.
They are still a compromise.
Tires are always a compromise.
In what way are
they a compromise?
Well, you know, you can't have
a tire that is amazing in snow
and is amazing on wet roads.
It's just-- there is one.
He skewed more towards
snow, but yeah,
give up maybe something else.
So yeah, I mean, I definitely
recommend an all-weather tire.
Take a look at our
ratings, we just
came out with all new ratings.
And there's five
different models in there.
If that doesn't work,
if you can't maybe
find something that
fits you, you know,
there, the next
best thing is really
a set of snow tires
on wheels ready to go.
And you can go to
a local tire place.
And they'll mount them
for you, maybe even
store your other tires, so you
don't have to deal with that.
I know sometimes
storage is an issue.
Can you give us a rundown
just in the brands
that are making them?
And also are there any
worries that you may have,
because I think they're
kind of limited.
It's interesting.
You can look at these
tires and they all
look radically different.
I mean, the Michelin looks
almost like a summer tire,
but they do it all
with compounding.
The grip comes from compounding.
The Nokian looks
like a snow tire.
It's really unique.
But it's usable on dry roads.
Exactly, if you
look at our ratings,
you'll see the benefits of each.
So right, consumerreports.org,
we've got our ratings.
And we might have some
free content up there too.
But members can go to
consumerreports.org.
Also, send us your
video questions.
We really like those, text it
to TalkingCars@icloud.com, send
them in via our YouTube site.
Wherever we can get
questions from you,
we want to answer them.
So moving on, we have a
question from a young viewer
who's buying his first car.
Hi, I'm 15.
I love cars.
And I'm coming up on
buying my first one.
I live in a place
that snows a lot.
And my parents want
me to buy a car
with either 4x4 or
all-wheel drive.
I have no idea
what to look into.
And I have a budget
of about $10,000.
What should I get?
So first I'm going to
steal Jen's game, because--
Stealing my game.
--everyone has to come
up with a suggestion.
But I'm going to
go to Jen first,
because Jen maintains a list,
top used cars for teens,
fits right in here.
Jen, go.
At the risk of being repetitive,
just to say, you know,
we try to balance not too big,
not too small, not too fast,
not too slow, obviously
reliable, obviously full
of safety features.
The Goldilocks of cars, right?
Yeah, right kind of the
Goldilocks and that's
how we narrow that
teen driver list.
So my pick was--
I mean, my gut at first was
to go to all the Subarus,
you know, reliable.
I think, you know, I said I'd
lease one for my own daughter.
But if you look there, resale
prices are a little higher.
So where I ended up
for him is a RAV4.
Toyota RAV4.
Yeah, 2009 or later, excellent
reliability, ESC was standard.
I would really like
you to get something
with Electronics
Stability Control,
regardless of what you
buy, please look for that.
Four-cylinder, so
it's not too quick.
But fuel efficient.
Fuel efficient, reliability
was excellent, room,
your all-wheel drive, that's
what I settled on, RAV4.
Ryan, what did you
bring to the table?
So I went down the
Subaru road, just
because all-wheel drive and
they do make great cars, a 2010
or later Legacy.
The Impreza is too small.
I think the Legacy
is a little bigger.
It's a nicer car, I think,
a little more solid.
And like Jen said,
definitely try
to get stability control, 100%.
I was looking-- there's
some Hyundai Santa Fe's
mentioned, Santa Fe Sport.
I saw the Forester.
I went with the Impreza.
Both of you knocked it--
We didn't knock
it, I just didn't.
Truly, I just didn't.
So I'm not knocking it.
I just was weighing out the--
But you both gave reasons
not choose it here.
Non-turbo, key, no
WRX, no WRX, OK?
That's--
And you look at the price range.
You could see these 22,000.
That's the WRX.
And summer tires or super-ultra
high performance all-season
is not going to
give you snow grip.
You know, you can
look 2010 to 12's.
You know, that's
the lower end of if.
You might get some high mileage.
Also, pretty good reliability
and owner satisfaction data
from our annual auto
survey of CR members.
So I think all great option.
You want to know the other
one I through in there?
Toyota Matrix.
There's just not a
lot of them around.
There isn't.
But that was a great car.
I forgot about the Matrix.
You got to put snows.
He wants an all-wheel
drive or 4x4.
Well, you can get
all-wheel drive.
Oh, yeah.
Yeah, you could get
an all-wheel drive.
But I thought that was--
Rare car.
Yeah, rare car.
You maybe not be
able to find one.
Proper tires, though.
That's on our list, so.
Right, in any case.
OK, so we have one more.
We have an electric
vehicle hybrid question
from a viewer in the
Dominican Republic.
Hello, from the
Dominican Republic.
Yay, I love our
international audience.
I think it's the first one.
First one from a island
versus --and are Canada.
--youthful.
A whole lot of questions
from the youngsters.
That's good.
Well, they're texting.
They're doing the text.
That's good.
That's good.
So let's start.
Hello, from the
Dominican Republic.
I spend over an hour
in traffic every day,
burning fuel and traveling
five to eight miles at most.
Sounds like he lives in
San Francisco instead.
[LAUGHTER]

On weekends, I take the
family to the mountains,
which is a 200-mile round trip.
I know hybrids and EV's
are different animals,
but which one would perform
better in stop-and-go traffic
driving environment?
What do you think?
We've already talked about that.
Right, so I think in his case
a hybrid is the perfect one.
EV's would work for his commute,
but may not work for the travel
into the mountains.
Exactly what we said
five minutes ago.
That he's not going to find
a charger in the mountains.
So to me perfect
person for a hybrid.
And stop and go is actually
where hybrids excel.
You know, you think
of long commuter miles
on the highway, that's actually
not where they get their most
benefit.
It's in that stop and go,
in the city, perfect car.
So I would say,
absolutely go with hybrid.
Then you have the option and
when you're on your weekend
to the mountains, that
you have the backup.
You don't need to
worry about charging.
I thought a Prius,
Toyota Prius or Prius V.
The V is a little bigger.
You go to the mountains, you
can carry some extra stuff.
You know, one thing that
I was thinking about,
the charging infrastructure.
You know, I mean, what do
we see here in the States?
Right, well, we
were just talking
about how in Connecticut,
we don't have that many.
I mean, there are chargers, but
maybe in this area there isn't.
And you know, that deters me
from wanting an electric car.
I don't know what
it is down there.
I can't imagine it's
better than here, you know,
in terms of frequency
of chargers.
So you know, that's
one of the things.
I looked online.
It seems like there's
only one or two chargers.
Maybe that's only one or two
public chargers in the --it's
Dominican --not
Republic --to say
--he can't have one at
home, but yeah, right.
Right, but still and
then we go to the mileage
of an EV or the range, you're
going to maybe get 200 at best.
And that's a Bolt
or a Tesla Model 3.
If you buy a LEAF,
that's way low, right?
Batteries don't like heat.
You're going to be
using the AC a lot.
You know, that range
is going to be lower.
Any suggestions for Him?
Yeah, the only thing I added--
and you're right, Prius,
Prius V would be
great with something
maybe slightly larger, if
they're camping or going
on a round trip.
I said Highlander
hybrid or a RAV4 hybrid,
so keeping in that
Toyota vain, but yeah.
What about people who
maybe aren't living there,
but want an EV?
There is some news
about them actually.
Right, so we just
published an article.
It's an industry thing.
But right now, if
somebody is looking
to get into the
electric vehicle market,
there is a glut-- we
actually us that word.
Of used EV's in
the used car market
to be had for super reasonable.
We're talking about 1/3
of what they're MSRP was.
$10,000, you can get into a
LEAF or something like that.
Albeit, not 200 miles
range, but if you
wanted to pick up a second
vehicle as a commuter vehicle,
now is the time.
We even said, what a great
way to get new safety features
in a $10,000 car.
We talked about
this young driver.
It's hard to get ESC
yet for under $10,000.
You really got to look.
But a brand new car,
$10,000, great teen vehicle,
great way to try it, great
way to get a second car.
Yeah, if you live in
that kind of situation
I was talking
about, you know, you
have a commute 20 or 20
miles or you can charge,
that really works.
Yeah, if you have the parking
and a charger at home,
would be awesome time.
Yep, well, you know that article
and more about EV's and hybrids
is free on consumerreports.org.
And members can get our
ratings on EV's and hybrids.
That's going to do
if for this episode,
so remember to check the
show notes, also, send us
those video and text questions
to TalkingCars@icloud.com.
We really want them, potentially
for another all-question
episode down the road.
Thanks for watching and
we'll see you next time.
[MUSIC PLAYING]

Best New Cars for 2019-2020: Latest Cars, Trucks & SUVs | Edmunds

Edmunds:

CARLOS LAGO: Welcome
to the LA Auto Show.
This is the first domestic
show of the season.
In this video, we're going to
skip all the behind the scenes
and most of the concepts
and get straight
to what's relevant to you.
You see here is a collection
of all the new vehicles
that you're going to see
at dealerships next year.

You can use edmunds.com to
find more detailed information
on any of the vehicles
featured in this video.

WILL KAUFMAN: The 2019 Acura
ILX has been refreshed,
and it certainly looks
sharper on the outside.
You'll get more standard
safety features,
an Apple CarPlay and Android
Auto integration are available.
It's comfortable and the
high-revving, naturally
aspirated engine is fun to
drive in certain situations,
but it lacks grunt
in normal driving.
The interior also feels a
bit cheap and plasticky,
because the ILX is still based
on the last generation Honda
Civic.
However, this is
the cheapest way
to get into a new
small luxury sedan,
with prices starting
at just around $26,000.
This five passenger SUV has been
totally redesigned for 2019.
We've had a chance to
test the all new RDX,
and it ranked competitively
among small luxury SUVs,
coming in a close fifth in
a hotly contested segment.
The turbo motor feels strong,
and the RDX is fun to drive.
It's also comfortable, roomy,
and has great interior storage
and cargo space.
So why only fifth?
Well, it's not quite as premium
feeling as some competitors,
and its German rivals are
a bit stronger dynamically.
Still, with prices
starting under $40,000,
the new RDX should present a
tempting value to shoppers.
MARK TAKAHASHI: As SUVs
take over auto sales,
the Audi A6 takes a
stand for those who still
value performance and handling.
It starts right around
$60,000 and drives a lot
like the previous generation,
which is a good thing.
The big difference is
the amount of technology
they packed into it.
Unfortunately, it's a
little distracting to use.
There's also a new
Audi A7 at the show,
and it drives a lot like the A6.
It costs $9,100 more though,
but you get a lot more features
and a much larger cargo space.
Unfortunately, you also lose out
on a little rear seat headroom.
Check out my first
drive on each of these
to find out for yourself.
Both the A6 and A7 compete
against the Mercedes Benz
E-Class as well as
the BMW 5 Series.
Right behind me as the Audi A8.
As much as I like this flagship,
a lot of the technology
has gone unfulfilled.
The interface is
just as distracting
to use as the supporting models
and its biggest development,
level 3 automated driving,
isn't coming to the US just yet.
Even without that, it's
a really strong choice
in the class that includes the
BMW 7 series and Mercedes Benz
S-Class.
Also notable is the
all electric E Tron.
It goes with more conventional
styling than its rivals
the Jaguar I-PACE, Tesla
Model X and Mercedes EQC.
Like those, it has
all-wheel drive
and is packed with technology.
Judging by the battery
specs, the 200 mile range
should get close to the
Tesla Model X. Performance
should still be good
the 0 to 60 time
of 5 and 1/2 seconds,
which is slower
than the Jag and the Tesla.

BMW's seventh generation 3
Series is here, with the M340i.
382 horsepower from
the turbo charged
six cylinder is a big step
up from the 255 horsepower
in the 330i.
BMW estimates it'll hit 60
miles an hour in 4.2 seconds.
All-wheel drive is
an option, but if you
want a manual transmission,
you're out of luck.
There's more tech that
includes a virtual assistant
like Mercedes
Benz's MBUX system.
The M340i will show
up in the spring
and we expect it to cost
somewhere around $50,000.
I like the 3 Series,
but I love the 8 Series.
I also love convertibles,
and that version
made its debut right here.
It has the same 523 horsepower
turbo V8 as the coupe,
and it sounds amazing,
but with the top down,
that V8 should sound
even more amazing.
Enjoy it for yourself
when it arrives in March
for about $122,000.
For about half that price, you
can get the all new BMW Z4.
I got to drive it, and
it's a huge improvement
over the last generations.
It's a good middle ground
between the Porsche Boxter
and Audi TT Roadster, both in
terms of price and personality.
Prices start right
around $50,000
for the turbo charged,
four cylinder that makes
255 horsepower this March.
The production
version of the BMW X7
also made its road debut here.
This three row SUV
has seating for seven
and a maximum cargo
capacity of 90 cubic feet.
When the X7 goes
on sale this March,
you'll have two engine
choices, a 355 horsepower turbo
charged six cylinder that
sells for about $75,000.
You'll also have a
456 horsepower V8
that sells for around $94,000.
Shoppers are more
likely to gravitate
towards the X5 than
the big X7, and it's
been fully redesigned for 2019.
You get the same engine
choices as the X7,
which means the V8
powered X5 should
be a really strong performer.
This fourth gen model is a
little bit bigger than before
and also gets some light
off-road capabilities.
It's on sale now for around
$62,000 for the xDrive 40i
and $77,000 for the xDrive 50i.
A third row of
seats is optional.
If you're looking
to downsize, there's
also a new BMW X4,
with smaller dimensions
and improved handling and
actually borders on sporty.
Unfortunately, that roofline
cuts into the cargo space
as well as rear seat headroom.
Prices are going to start
right around $51,000
for the xDrive 30i.
Stepping up to the
355 horsepower M40i
should set you back
another 10 grand.

TRAVIS LANGNESS: This is the
all new 2019 Chevy Blazer.
They've brought the name back.
And while it's not the rough
and tumble Blazer of the 60s
or 70s, or even the
S10-based Blazer of the 90s,
it is an aggressively
styled family crossover.
It's got two rows of
seating on the inside,
and it can tow up
to 4,500 pounds.
I, for one, am excited to get
it into the Edmunds office
and take it for a drive.
The 2019 Chevy Camaro
gets refreshed looks.
New headlights, new tail lights.
It also gets a new infotainment
interface on the inside.
And for this year, you
can get the 1LE track
package with the base
four cylinder engine.
Or if you want to, you can
still opt for two optional V8s,
including a supercharged motor
that puts out 650 horsepower.
This is the 2019
Chevy Silverado.
It's completely redesigned
but it feels a bit more
like a refresh.
We like it for its impressive
towing capabilities
and its quiet and
comfortable interior,
but it still ranked third
behind the Ram 1500 and the Ford
F-150.
Dodge keeps finding ways
to make the Challenger seem
new and exciting,
the obvious play
making it faster and faster
with the 797 horsepower Redeye
is a-OK with us.
But even in the V6
and Scat Pack models,
Dodge offers new tech, flashy
body mods and all-wheel drive.
Of all of the
American muscle cars,
Challenger seems most
sure of its audience,
focusing on bold colors and
quick quarter mile times.
If you're looking for
old school muscle,
it's right here in
a modern package.
The 2019 Dodge Charger
isn't a sensible car
but man, it comes in bright
colors, makes loud noises
and it goes real fast.
And also really with four
doors and a roomy cabin,
it'll work as a
family car and you
can drive it without giving
up your sense of adventure.
For 2019, the Hellcat
gets all kinds
of race specific technology, and
the Scat Pack and base models
get optional adaptive
suspension and new styling.
The latest generation has
been around since 2011,
but it remains one of
our favorite big sedans
because it blends
hot rod performance
with daily usability.

The Edge failed to impress
us in its early years,
striking us as an
underpowered and under
optioned mid-sized crossover.
But it's gotten better
every single year
and for 2019, it's packed
with safety features,
contemporary technology
and plenty of room
for passengers and cargo.
The Ford F-150 is the
most popular truck
in the United States.
It's more than just a
beefy pickup, though.
The F-150 is a versatile work
truck and a pleasure to drive.
The interior is modern
and comfortable,
and there are half a dozen
engine options for everything
from family cruising to
hardcore hauling and towing.
Tech features such as
SYNC 3 are easy to use
and many advanced driver
safety aides are now standard.
The 2019 Mustang
offers more options
for looking cool and going fast.
The BULLITT is back.
Ford continues to taunt us with
promises of a GT500 and more
than 700 horsepower.
But with a wide range of
pricing and performance
at even the base level, there
is a lot to like about Mustang
for 2019.
With trucks growing
ever larger, it
is a real joy to see the
return of the 2019 Ford
Ranger in a conveniently
sized package.
You can choose a crew
cab with a short bed
or an extended cab
with a standard bed,
and rear wheel drive,
part-time four wheel drive,
or the Fx4 off-road package.
There is only one
engine, the 2.3 liter
EcoBoost four cylinder.
Since the 2.7 liter EcoBoost
V6 is such an overachiever
in the larger F-150,
we think the 2.3 liter
is going to impress
in this smaller truck.

WILL KAUFMAN: The
Genesis brand may not
have been around
for a very long,
but they have been producing
some impressive cars.
The all new 2019 G70
is a small luxury sedan
that is good fun to drive.
Material quality and
comfort are good,
although the technology
features don't
come off quite as impressive
as price your competitors,
and you might find the
backseat a little cramped.
This car's lively
character on the road
sets it apart, especially
when it's equipped
with the 365 horsepower V6.
Prices for that V6 model
start at around $45,000,
while the four cylinder
equipped model undercuts most
competitors, starting
around 35 grand.
Be sure to check out my full
first drive video for all
of the details on this car.

TRAVIS LANGNESS: Ranked
fourth among plug-in hybrids,
the Honda Clarity gets three
different powertrain options.
There's the hydrogen
fuel cell, there's
the purely electric
model, and then
there's this, the one we
recommend, the plug-in hybrid.
The plug-in hybrid gets
48 miles of EV range,
and then it switches over
to use both the batteries
and the internal
combustion engine that's
rated at 42 MPG combined.
Now, while that's good,
it's not class leading
and it's not enough to make it
a top-ranked Edmunds hybrid.
The Insight is one of
Edmunds top-ranked hybrids.
It's all new for 2019 and
it's really good looking.
It's kind of sleek
and unassuming
on the outside,
not typically what
you associate with a hybrid,
something more like the Prius.
But it's also got a 52
MPG EPA combined estimate.
That's really efficient and
it's really nice to drive.
So the Insight might be the
perfect hybrid for someone
who doesn't want a hybrid
that looks like a hybrid.
This is the all
new Honda Passport,
and basically it's a two row
version of the Honda Pilot.
It's shorter from
front to back, but it's
got the same wheelbase, the
same V6, and the same nine speed
automatic transmission.
It's available in front
or all-wheel drive,
and we already know
that's going to have
class leading interior quality.
Basically, this is a more
off-road friendly version
of the Pilot as well, thanks
to an additional inch of ground
clearance, and the
shorter length of the back
means it's got a
better departure angle,
the extra height in front
means better approach angles.
We can't wait to get it
in-house and test it off-road.
This is the refreshed
2019 Honda Pilot.
You get some interior updates,
but the outside looks the same,
and you've still got the
same V6 and nine speed
automatic under the hood.
This is one of Edmunds
top-ranked SUVs
and it's the top-ranked
midsized three row.
If you're looking
to avoid a minivan,
this one should be right at
the top of your short list.
The Hyundai Elantra
is refreshed for 2019.
You get some different exterior
styling bits in the front
and in the back, but it also
gets some more standard safety
equipment.
And if you want a car that's
got a lot of bang for the buck,
we recommend taking a look
at the Hyundai Elantra.
It's got a refined and quiet
interior and a good ride
on the highway.
This is the 2019
Hyundai Kona Electric.
It's got 258 miles
of electric range,
and although Hyundai
calls it an SUV,
we like to think of it
more as a roomy hatchback.
It's also got great
driving dynamics for an EV.
This is the all new
Hyundai Palisade.
It's their three row
premium flagship SUV
and it's got room
for eight inside.
Under the hood, it's got a V6
and an eight speed automatic.
This is the all new
2019 Hyundai Santa Fe.
We've got an early look
at it on a first drive,
and we really like the optional
two liter turbo charged engine.
But when we get it in for
full testing at Edmunds,
we suspect it will be one of
our top-ranked mid-sized SUVs.
The standard Hyundai Veloster
offers 147 horsepower.
Well, this turbo model
makes 201 horsepower.
But if you opt for the
racetrack inspired Veloster N,
you get 250 horsepower, Or
the optional performance pack,
which ups it to 275.
It's definitely enough for
us to call this a hot hatch.

WILL KAUFMAN: We rated the all
new QX50 highly for comfort,
but that comes with a cost.
This five passenger SUV is a
pleasant place to spend time
and has a generous cargo area,
but the infotainment system
feels a bit dated.
And while the much vaunted turbo
charged variable compression
engine delivers
strong thrust, it's
a bit flummoxed by the
awkward CVT automatic,
and the artificial feeling
steering doesn't really
help matters.
The QX50 ultimately fell in the
middle of our small luxury SUV
rankings.
Prices for this vehicle
start around $37,000.
ELANA SCHERR: We've been
expecting a Jeep Wrangler
pickup and here it is.
The 2020 Jeep Gladiator is
powered by the Wrangler's 3.6
liter V6, which makes 285
horsepower and 260 pound
feet of torque.
The two liter eTorque
engine will not be offered,
but a three liter diesel, which
makes 442 pound feet of torque,
is in the works.
With Jeeps reputation
in the dirt,
Gladiator should be able to
eat the competition for lunch
when it comes to
off-road capability.
CARLOS LAGO: This is
the 2019 Kia Forte GT.
Basically, it's a pumped up
version of the standard Forte.
It gets 201 horsepower
from a turbo charged
four cylinder, which is a
big increase over the 147
in the standard Forte.
There's also some different
exterior and interior bits that
set it apart and
the extra power,
along with those different
trim level features,
should be enough to
set it apart and make
it an interesting competitor for
vehicles like the Honda Civic
Si.
This is the Kia Niro EV.
And as you'd
probably expect, it's
a plug-in version of
the standard Niro.
Gets an estimated
240 miles of range
and it makes a great competitor
for vehicles like the Chevy
Volt and the Tesla Model 3.
Depending on pricing, this
could be the bargain deal
in the segment.
We're excited to drive one and
get it around our test track
as soon as we can.
This is the all
new 2020 Kia Soul.
It's completely redesigned
from the ground up and man,
does it looks sleek.
It's got that floating roof,
some great new headlights,
and it's got six
distinct trim levels.
That's up from only three
in the previous generation.
It's powered by a two liter,
naturally aspirated engine,
and there's an optional 1.6
liter turbo charged engine.
But there's also
an EV version that
gets over 200 miles of range,
and the same great looks.
What you're looking at
here is the concept version
of the Kia Telluride.
It's big, it's bold, and it's
got a bunch of off-roady bits
on the outside.
It's a three row
crossover SUV, and it's
likely to compete with
vehicles like the Chevy
Traverse and the Ford Explorer.
But with all this
stuff on the outside,
it'll probably appeal to a
crowd that gets more use out
of the roof rack.
This is still the
concept version
and we're waiting on details
to be released, but stay
tuned for more information
after the Detroit Auto Show.

ALISTAIR WEAVER:
Over at Lincoln,
the 2019 Nautilus is
really an updated version
of the unloved
MKX, so he sort of
sits between
Lincoln old and new.
The interior particularly
still feels a bit dated.
It's competent enough, and there
are also good deals to be had,
but it doesn't have
the depth of quality
to challenge the segment
leaders, like the Mercedes GLC
and Audi Q5.
This new Aviator really
is Lincoln's big bat.
It's a six or seven seater rival
to Europeans like the Mercedes
GLE and Volvo XC90.
Now, we've get to drive
it, but we're certainly
impressed by the style and
quality of this interior,
and it will be very
competitively priced
when it arrives next summer.

CARLOS LAGO: That's
the redesigned Mazda 3.
Now we've always liked
this compact sedan
because it looks nice and
it drives really well, too.
This one looks to
be even better.
Just take a look
at the hatchback.
It's gorgeous.
Big news for this
car is it will be
available with
all-wheel drive and we
expect next year it will be
available with a hybrid drive
train, as well.
We don't know too much
about pricing yet,
but it shouldn't change too much
versus the current model, which
starts at around 20 grand,
but we really look forward
to driving this car.
We really like the MX-5 Miata.
In fact, it's our number
one ranked convertible
on edmunds.com, and the
reasons are obvious.
This thing is
really fun to drive.
Changes for 2019 are
minor, but we like
what they brought to the table.
The engine revs higher,
there's more power,
the suspension has been retuned,
there's some additional safety
features, and thank god, the
steering wheel now telescopes.
Now this thing starts
at around $26,000,
and you'd have to pay a
lot more to have more fun.
When it comes to
compact SUVs, you really
can't go wrong
with a Mazda CX-5.
It's neck and neck in our
rankings with the Honda CRV
and for 2019, this
thing looks like it
might be getting the edge.
There's a new top of line trim
called the signature, which
adds more luxurious features
like leather and ambient
lighting.
There's also Android Auto
and Apple CarPlay support,
and the big news is the
addition of a turbo charged
2 and 1/2 liter engine
that makes 250 horsepower
and 310 pound feet of torque.
Now all that comes
in at about 30 grand,
and we're really looking forward
to driving this updated Mazda
CX-5.
MARK TAKAHASHI: The
new A-Class proves
you don't have to break the
bank to enjoy Mercedes-Benz
levels of refinement.
It starts right around $30,000
and tops out above $50,000.
It has great driving
dynamics, luxurious comfort
and a ton of tech.
It's the first vehicle
for Mercedes-Benz
to include the MBUX
infotainment system
and we love it, seriously.
You should check it out.
Watch our first
drive of the A220
to find out why we rank it
at the top of the entry level
luxury sedan class.
That includes the Audi
A3 and BMW 2 Series.
The new GLE Class also gets
the MBUX system, as well as
a lot more space.
You can also get a
third row of seats.
Prices start right around
$55,000 for the base GLE 350,
but I think the one to get is
the GLE 450 for about $62,000.
That's because it's eligible
for the E-Active body control
suspension that leans into
turns almost like a motorcycle.
It's amazing.
So keep an eye out for my
first drive of the GLE.
At the moment, it's my favorite
among the BMW X5 and Audi Q7.
Sticking with SUVs, the
EQC represent the first
in an upcoming line of
EVs from Mercedes-Benz.
It looks a bit different
from the standard gas powered
Mercedes SUVs, but avoids
looking like the typical EV.
It'll have 402 horsepower coming
from two electric motors that
drive the front and rear
axles, with an estimated
range of 279 miles.
Inside you get
all the refinement
expected of a Mercedes, with
a similar interior styling
treatment as the bodywork.
It won't go on sale until 2020.
But we expect it to
start around $80,000.
There is a new
G-Class too, and it's
the first redesign in decades.
It's wider, has
more interior space,
and is way better to drive.
Despite it's better
on-road behavior,
off-road prowess doesn't suffer.
The 416 horsepower G550 is on
sale now for about $126,000.
WILL KAUFMAN: The
all new Nissan Kicks
is a subcompact SUV that
returns an EPA estimated
33 miles per gallon combined.
That efficiency comes
at a cost though,
with sluggish
acceleration and longer
than average braking
distances for the class.
You also may not want to
get your kicks on route 66,
as in our testing we found
the front seats lacked
long distance comfort.
There are competitors that drive
better or feel a little nicer
on the inside, but with prices
starting around $18,000,
the Kicks delivers personality
for not much money.
The Nissan Murano has been
lightly refreshed for 2019.
If you look very closely, you'll
see some exterior differences.
You'll also find some new
available active safety
features and driver aids.
The Nissan Murano is our
number four ranked midsize five
passenger SUV, thanks to its
comfort and nice material
quality.
Unfortunately, this refresh
doesn't address our issues
with the modest cargo capacity.
Prices for the Murano start
at a reasonable $31,000.
Like the Murano, the
Maxima has been lightly
refreshed for 2019, with some
tweaks to the exterior styling
and a few new interior details.
Of course, you'll
also find those new
available active safety
features and driver aids.
The Maxima is a
bit of an odd duck.
Nissan calls it their
full size sedan,
but it doesn't quite have the
space to compete in that class.
With prices starting
just over $33,000,
we think you can find a room
in your car for a little
less money.

ALISTAIR WEAVER: The big
news from Porsche in 2019
is the arrival of this, the
new 911, known to aficionados
by its code name 992.
The outside is
instantly familiar,
but inside it's all new
and a big improvement
over its predecessor.
And my, is it fast.
The Carrera S will debut
with a 443 horsepower engine,
with either rear
or all-wheel drive.
That hits showrooms
in the summer
but by the end of
the year, there'll
also be a standard Carrera
with a Cabriolet, a Targa,
and everything else to follow.
We drive it in January
and we can't wait.
The midlife refresh
for the Porsche Macan
is a classic case of it
ain't bust, don't fix it.
One of our top-ranked luxury
SUV gains detail improvements.
The way that it drives, a larger
touchscreen interface inside,
and a new signature LED
strip across the rear
which is a feature of
every contemporary Porsche.
We've already driven it, So
check out our first drive
on edmunds.com now and place
your order for delivery
next summer.
The big news from the
Porsche Cayenne in 2019
is the arrival of an updated
hybrid, the E-Hybrid.
It combines a three
liter gasoline engine
with an electric motor.
It will be quick, zero to
60 in under five seconds,
but don't expect to go more than
around 20 miles on electricity
alone.
In showrooms in the summer.
The GTS variants are normally
the sweet spot of the Porsche
range, and that's certainly
true of the new Panamera.
It uses a detuned version of
the turbo's V8 engine, detuned
that is to 453 horsepower.
We've driven it
on road and track,
and you can read the first
drive now on edmunds.com.

Regular Edmunds watchers
will know that we're
big fans of the RAM 1500.
It's our top rank
full sized truck,
and we own one as part
of our long term test
fleet, that's the V8.
But for 2019, you'll also be
able to choose a V6 eTorque
with a mild hybrid system.
It's marginally cheaper to buy
but should be a lot cheaper
to run, with official
consumption of 22
compared with 17
for the standard V8.
Well worth a look.

WILL KAUFMAN: We like the
all new Ascent's technology,
comfort and build quality.
It also comes with all of
Subaru's off-road goodness
baked in, with generous
ground clearance
and standard all-wheel drive.
You get all of the features
you expect from a three row SUV
with seating for up
to eight, including
plenty of USB ports
and cup holders
to keep everyone
charged and hydrated.
There are some competitors
that offer more third row
room and better on road
driving dynamics, however.
Prices for the new Subaru
Ascent start at around $31,000.
Subaru has introduced a hybrid
version of their Crosstrek.
The Crosstrek hybrid is
a small plug-in crossover
that gets up to 17 miles
of all electric range.
It also has good
off-road ability,
thanks to its ride height
and standard all-wheel drive.
On our YouTube channel,
you can check out
our comparison between the
standard Crosstrek and a Jeep
Wrangler to see just how
capable this platform is.
This hybrid model averages
6 miles per gallon better
than the standard
Crosstrek, but it also
comes with the price
premium of almost $8,000.
The Crosstrek hybrid is only
available in one trim level,
and that is the
highest trim level.
You'll get a lot of great
features and equipment,
but you'll also pay a
price of almost $36,000.
The fully redesigned Forester
may not look very different
on the outside, but it is much
more comfortable to sit in.
It also received all of Subaru's
latest available technology
features, including a
facial recognition system.
The Forester makes an
interesting alternative
to a small SUV like a
Honda CRV, with tons
of cargo and passenger space,
standard all-wheel drive,
and off-road friendly
ground clearance.
Sadly, the old optional
turbo charged motor is dead.
That means you're stuck with
a slightly sluggish, naturally
aspirated four cylinder.
And that also means that
competitive SUVs can
offer better towing capacity.
Prices for the Forester
start under $25,000.
CARLOS LAGO: The Toyota
RAV4 is currently
the best-selling vehicle
that's not a pickup truck,
so you're going to see a lot
of this redesigned version
right here.
It's got more aggressive body
work on the outside, sure,
but there's a lot
of improvements
underneath as well.
This hybrid makes around
220 horsepower and returns
about 39 MPG.
And with a price ranging
between 26 grand to 37 grand
for a hybrid limited,
it's easy to see why this
is such a compelling vehicle.
Big news for the
Toyota Prius this year.
It's available with
all-wheel drive.
Now there's an electric motor
powering the rear wheels,
and that's going to
help with traction when
you're accelerating
and it worked up
to about 43 miles an hour.
This will be a big
help for people
who live in colder climates
and have to deal with snow
but who still want
good fuel economy.
And as it sits, this version
still does 50 MPG combined.
The Corolla is one of
the best-selling vehicles
of all time, so it's
kind of a big deal when
there's a new one.
The hatchback came
out first last year
and now we have the
sedan, but we're
going to talk about here is this
hybrid model behind me, which
will be available
in the near future.
Toyota projects it will
have Prius-like fuel
economy of 50 MPG.
And hopefully it'll come with
those blue decals, right?
Yeah, what do you think?
See the wing on this Camry?
No, we're not at SEMA, this
is the TRD Toyota Camry,
and right there is
the TRD Toyota Avalon.
You may not think
of performance when
you think about Avalon and
Camry, but maybe you should.
After all, these have 300
horsepower V6 engines.
And these TRD versions
get upgraded tires,
upgraded brakes, pretty
nice looking wheels
and sport tuned suspension.
Consider us cautiously
optimistic about driving
these next year.

MARK TAKAHASHI:
The new Volvo S60
proves that Sweden
can be considered
against the German
sport luxury sedans.
Check out our first
drive and you'll
see that it has the performance,
comfort, and refinement to take
on BMW, Audi, and Mercedes.
With a starting price
just under $37,000
and Volvo's reputation for
safety, it has an advantage.
It also has
stunningly good looks
in an understated kind of way.
Wagons have been
overshadowed by SUVs,
but the Volvo V60
keeps the class alive.
It's based on the S60 and
has all the same features
and benefits as well as an
SUV-like cargo capacity.
We expect prices to
start in the mid $40,000
range when it goes on
sale early in 2019.
For more outdoorsy
wagon enthusiasts,
there's this V60 Cross Country.
Check back with us soon
for more information.
It's been a year since we
first drove the Volvo XC40,
but we're including
it in this video
because it's just that good.
And we ranked it very
highly in its class.
With the starting price
right around $37,000,
it competes very strongly in
the class of luxury subcompact
SUVs.
It sets itself apart
from the BMW X1, Audi Q3
and Mercedes GLA with its super
clean Scandinavian design.
What can I say?
The Volvo XC40 deserves
your attention.
CARLOS LAGO: The Beetle is dead.
That's right, this
isn't new for 2019.
In fact, quite the opposite.
This is the last year of
production for this car.
Volkswagen is commemorating it
with the final edition Beetle,
which is available for
the coupe for 24 grand,
and a convertible form like
this one for around 28 grand.
There some styling updates,
some feature editions and that's
really it.
And now we can take
a moment of silence
for this iconic nameplate.
OK.
This year saw the introduction
of the redesigned Volkswagen
Jetta.
Its interior is larger and
more comfortable than before,
and you get good phone support
through Android Auto and Apple
CarPlay as standard.
The sole engine choice
is a turbo 1.4 liter
that makes around
150 horsepower,
and it'll do 30
for MPG combined.
It's a compelling package
with a price range starting
between 20 grand and $28,000,
but we haven't rated one
yet, so keep an eye out
for edmunds.com's ranking
to see if this compact sedan
should be on your shopping
list.
SPEAKER: Thanks for watching.
We'll be testing all
the latest new vehicles
through the next year.
For reviews and
ratings on the cars,
trucks, and SUV as on
your shopping list,
check edmunds.com.

2018 Chevrolet Camaro | Features Rundown | Edmunds

Edmunds:

CARLOS LAGO: I'm Edmunds
Senior Writer Carlos Lago,
and here's a features rundown
of the 2018 Chevrolet Camaro.
From any angle, the Chevy Camaro
is distinctive, blending retro
personality with
sharp modern styling.

CARLOS LAGO: Unfortunately,
the exterior styling
comes at the expense
of outward visibility.
Thick roof pillars
and narrow windows
make it one of the
most difficult vehicles
to see out of.
Like its chief rival,
the Ford Mustang,
the Camaro is
available with either
a turbocharged 4-cylinder,
a V-6, or a beefy V8.
There's also a 650-horsepower
supercharged V8
in the top dog ZL1.
All of that power is
well-balanced with very capable
handling, and with the
available adaptive suspension,
ride quality remains
relatively smooth.
The Camaro gets particularly
low scores for its limited trunk
space.
On top of that, the
opening is narrow
and liftover height
is quite high.

Muscle cars have never
been very accommodating
the rear passengers,
but the Camaro
is even more
restrictive than usual.
Even kids will feel
cramped back there.

The Camaro's interior features
some higher quality materials,
but suffers from oddly placed
switches and climate control
vents.
The Chevy MyLink system is quick
to respond and easy to use,
but the screen's placement
and angle are awkward.
The front seat cushions may be
a little too narrow for some,
but are otherwise
comfortable and supportive.
As far as space for
your personal items,
the Camaro offers
the bare minimum.
So you may want to travel light.
Chevy Camaro's top competitors
include Ford Mustang, Dodge
Challenger, and BMW 2 series.
The bottom line, if you
haven't been around the Camaro
in a long time, you'll likely
be shocked at how refined
the latest version is.
It still has its
drawbacks, and key rivals
are happy to pick up
where it leaves off,
but overall, we're impressed
by the Camaro's combination
of power, precision,
and head turning looks.
[MUSIC PLAYING]

2019 Chevrolet Blazer: First Drive — Cars.com

Cars.com:

When Chevrolet told us that they were
going to be introducing a new 2019
Chevrolet Blazer we got very excited. We
thought hey cool here's a new 4x4 meant
to go up against real serious
off-roaders like the Jeep Wrangler or
the new upcoming Ford Bronco but that's
not exactly what Chevrolet had in mind.
Instead they've introduced the new
Blazer as a five passenger two row
premium crossover vehicle meant to go up
against things like the Ford Edge or the
Nissan Murano. Now it's got the V6, it's
got all wheel drive but it's also got a
very sporty version in the new RS that
you see behind me. We came here to San
Diego, California to get a better look at
the new Blazer, to drive it and to see
exactly what Chevrolet is brought to the
new crossover party. You can have your
Blazer in one of a few different flavors.
The base model comes with a standard 2.5
liter four-cylinder engine making 193
horsepower and 188 pound-feet of torque
mated to a 9 speed automatic
transmission. Front wheel drive is
standard on all Blazers but if you want
all-wheel drive you'll have to bump up
to one of the V6 models, you can't get it
with the four-cylinder engine. This base
model is peppy and agile, has a decent
interior and features most of the
dramatic styling that makes the new
Blazer a real standout on the streets.
The front end bears a definite
resemblance to the more sporty
Chevrolet's like the Camaro but the
headlights are a little unusual.
Those lights up high on the fenders are
just LED running lights, the actual
headlights are HID projector style units
down in the bumper. All Blazers have a
floating roof design first seen on the
Nissan Murano many years ago but now
copied on to just about every automakers
new SUV. The overall effect is attractive
however especially if you get one of the
more standout colors like bronze or
bright red. Add the V6 to the basic
Blazer L and you'll get what Chevy calls
the Blazer V6 trim available with either
cloth or leather interior or spend a
little more coin and get one of the two
top trim levels, the Premier or the RS.
Both come with General Motors
omnipresent 3.6 liter v6 engine making
308 horsepower and 270 pound feet of
torque. Like the four-cylinder it's mated
to a 9 speed automatic sending power to
the front wheels. All wheel drive is
optional on all these six trim levels
but the Premier and RS trims get a
special dual clutch all wheel drive
system instead
of the more basic single-clutch system
in the lesser models. The Premier gets
a monochrome exterior paint job with
body-colored bumpers and fender trim as
well as 20-inch wheels. The RS gets a
sportier look with black out fender and
window trim, a more aggressive black mesh
grille and black painted 20-inch wheels.
21 inch wheels are an option on both the
Premier and RS trims. Inside the
influence of the Chevy Camaro is clear
from the design of the multimedia system
atop the dash to the big round air vents
that also control the temperature. The
Blazer looks decidedly sporty-er than
any of its competitors like the Ford
Edge or Nissan Murano. The more luxurious
Premier trim has some decent luxury
touches inside like unique leather dash
trim while the RS goes for a racy
two-tone look. Both have acceptable
quality trim on the dash and center
console but that material quality falls
off on the door panels and in the
backseat.
I will give Chevy credit for keeping the
height adjustable seat belts, something
they've been removing on new models
lately. The interior is comfortable up
front with plenty of width and height to
the cabin. This is a bigger SUV than the
compact Equinox crossover. It's almost as
wide inside as the much larger full-size
Chevrolet Traverse. The second row
features a sliding seat to maximize
either cargo space or back seat legroom
and the seat backs fold flat
via mechanical handles in the cargo area.
The back seat is comfortable for two but
might be a bit tight for three full size
adults across the bench. The cargo area
itself is spacious. This is a bigger SUV
then you might think. It is easily a
match for the new Honda Passport
or even the Jeep Grand Cherokee. Out on
the street the difference in driving
experience is actually greater between
the four-cylinder and six-cylinder
models than between the top Premier and
RS trim levels despite the RS' more
sporting pretense. All Blazers feel solid
and surprisingly substantial with
excellent body control and a ride and
handling balance that's impressive.
The RS gets a slightly more aggressive
suspension tune and a quicker steering
ratio but not really much else. It's not
like the Traverse RS that gets a unique
engine. The same engine power is the
Premier trim too. It's sporty-er than a
Murano or a Santa Fe but a Ford Edge ST
with its twin turbocharged V6 will
easily spike a Blazer RS in a contest
of acceleration. Suffice it to say the RS
delivers more
sporty looks than athletic ability
providing a fun styling statement and a
slightly tighter driving experience.
Choosing one trim over the other really
becomes more of which one you think
looks most appealing. The new 2019 Blazer
is not cheap. A base-model 2.5 L starts
at just a tick under $30,000 including the
destination fee while the least
expensive V6 front-wheel drive model
starts at $34,495. All wheel
drive adds $2,700
to that price. The RS starts at $41,795
while the Premier starts at
$43,895.
Load up an RS or Premier with all-wheel
drive and every option on the sheet and
you're easily into the low $50,000 range
which is a lot of coin for a midsize
Chevy SUV but is indeed comparable to
what you'd pay for a Murano, Edge or
Grand Cherokee. With its sophisticated
styling, its excellent ride handling
characteristics and the technology-laden
interior the new Blazer really is a
quite formidable competitor to the
Murano and the Edge. It's on sale now in
dealerships across the country and if
you'd like to learn more about the new
Chevrolet Blazer
please come look us up on Cars.com.

Discuss: Is General Motors' Policy on DC Quick Charging Slowing Chevrolet Bolt EV Adoption Rates?

Transport Evolved:

It’s the world’s first long-range electric
car costing under forty thousand U.S. dollars,
can travel upwards of two hundred and thirty-eight
miles on a charge (more than three hundred
if you’re good with your right foot), and
is on sale now in certain U.S. markets and
South Korea.
But while the Chevrolet Bolt EV deserves a
place in the history books when it comes to
range versus price, this five-seat compact
electric car isn’t selling as well as some
had hoped.
What’s more, it’s being outsold by the
older, cheaper, less capable Nissan LEAF.
So is the Chevrolet Bolt just not priced right?
Is Nissan undercutting the Bolt EV so much
that people are going for the shorter-range
LEAF instead?
Or is General Motor’s lack of interest in
charging networks hampering the rollout of
this influential plug-in car?
I think it’s the latter -- and I’ll tell
you why next.
Hi there everyone!
It’s Nikki Gordon-Bloomfield from Transport
Evolved, and today I’m here to discuss why
I think sales of the Chevrolet Bolt EV are
being hampered due to a lack of decent DC
quick charging infrastructure across the U.S.
-- and why GM’s lack of interest in supporting
public charging infrastructure, along with
its policy of charging extra for DC quick
charging capabilities on the Bolt EV -- is
not helping.
Launched at the tail end of last year, the
Chevrolet Bolt EV was the first all-electric
car to go on sale with a price tag of less
than forty-thousand U.S. dollars and a real-world
range in excess of two hundred and thirty-eight
miles per charge.
And after a good month of sales in January,
when GM managed a decent number of sales in
the launch markets of California and Oregon,
sales during February and March have been
well… a little flaccid.
Worse still, the Bolt EV has been outsold
by the 107-mile Nissan LEAF, which, ahead
of the debut of the next-generation LEAF this
fall, has been heavily discounted by dealerships
looking to get rid of existing inventory.
But while some point to LEAF discounts as
the reason why the Bolt EV is not selling
as well, and others -- including me -- have
reminded folks that the Bolt EV is still only
available in parts of the U.S. while the LEAF
is available nationwide -- I’m starting
to think that the issue for slow sales lies
elsewhere.
Namely, the lack of decent CCS DC quick charging
infrastructure, and the lack of interest the
GM has in helping expand DC quick charging.
And the fact that GM charges seven hundred
and fifty dollars extra if you want a Bolt
EV that can use a CCS quick charging station.
Right now, according to the U.S. Department
of Energy, there are some one thousand and
fifty eight charging locations across the
U.S. that offer CCS DC quick charging.
That’s the standard used by the Chevrolet
Bolt EV.
There are one thousand five hundred and thirty
charging locations that can make use of the
CHAdeMO DC quick charging standard used by
the Nissan LEAF.
And if you’re interested, there are three
hundred and fifty-two Tesla Supercharger locations
(although each Supercharger site on average
has more stalls than either a CHAdeMO or CCS
site).
What does this all mean?
Well, in short, it means there are far less
places to charge a CCS-compatible car than
there are CHAdeMO.
And while the Bolt EV can travel a lot further
per charge than a current-generation LEAF,
the disparity between the number of charging
stations means that many prospective Bolt
EV customers are put off owning one.
Why?
Well, if there are less CCS quick charging
stations than CHAdeMO charging stations, the
likelihood of not finding a quick charging
station along a specific route or at our destination
is higher if we’re driving a CCS-compatible
Bolt EV than it might be if we’re in a LEAF.
What’s more, there’s less chance of redundancy
-- finding another compatible charging station
within easy reach if things aren’t working
as they should.
We’re creatures of habit.
We don’t like going out of our way to recharge
and we don’t like the idea of being stranded.
If there are few charging stations, even if
our car can travel further, we’re less likely
to want to own it compared to a model that’s
better supported.
Now, I’m making massive generalizations
here and I should also note that charging
infrastructure for CCS cars is catching up
to CHAdeMO, so in the not-too distant future
this shouldn’t be a major issue.
Then there’s the final issue.
While Nissan, and many other automakers are
actively supporting the roll out of DC quick
charging, investing large chunks of cash to
help establish a new fuelling infrastructure,
GM has said publicly that it sees infrastructure
investment as a job for charging providers
and government, not automakers.
Which means that while GM will sell you a
car, it won’t help you fuel that car, something
that BMW, Nissan, Volkswagen and other automakers
have been doing for a long time.
What’s more, these three automakers -- and
others -- have been offering customers incentivized
free charging when they buy a new car, lowering
the cost of ownership dramatically.
Own a Bolt EV and you’re on your own, paying
for charging and hoping that you pick the
right charging networks to be a member of.
If charging networks were already well developed
and widely available, this wouldn’t be an
issue.
But right now, it is.
Do you agree?
Is the Bolt EV losing out because of the charging
network policy of GM?
Or is there some other reason?
Leave your thoughts in the Comments below,
don’t forget to like, comment and subscribe
-- and make sure you hit the notification
bell so you don’t miss a single video.
If you’d like to see more videos from Transport
Evolved, please consider supporting me through
Patreon (there’s a link below and at the
end of this video) and I’ll be back tomorrow
with more clean, green, awesomeness.
Until then, I’m Nikki Gordon-Bloomfield,
thanks for watching and as always, Keep Evolving!