It’s been a long time since the iconic VW Bus was ever-present on U.S. roads, but a first look at that beloved vehicle’s descendent might signal a renaissance for Volkswagen vans. The new photos of the Volkswagen ID.Buzz show a modern all-electric version of the old Microbus. And make no mistake, this is a comparison encouraged by the folks at Volkswagen. While the vehicle is brand new, VW hopes it will take you down memory lane just as well as it does the highway.
Courtesy Image
The new images show the European short-wheelbase version of the ID.Buzz built on VW’s modular electric drive matrix (MEB) platform. The low profile of the MEB platform allows for more usable interior space while also meeting impact safety standards. There isn’t an official power output number yet, but the vehicle is expected to have at least 295-hp with a 250-mile range, according to Car and Driver.
New bus, old sentiments
There’s no mistaking the styling cues that connect the ID.Buzz with the old Bus. The vehicle, available in both passenger and cargo models, features an oversized VW logo and optional two-color paint schemes.
Scott Keogh, CEO of the Volkswagen Group of America, calls the ID.Buzz “our magical, modern microbus” that combines “the love of the past with the brilliance of the future.”
Courtesy Image
Sustainability is a large part of the ID.Buzz design. For example, there’s no leather used in the interior. Instead, a leather-like polyurethane is being used for the steering wheel. The fabric for the seat covers and roof liner uses fiber made from 10 percent collected ocean plastic and 90 percent recycled PET bottles. Volkswagen also says that when batteries reach their end of life, you can return them.
Interestingly, the ID.Buzz is not the first Bus with an electric drivetrain. That honor goes to a T2 van on display at the Hannover Trade Fair 50 years ago. According to VW, that vehicle had a range of 52 miles.
Courtesy Image
Sales for European models of the ID.Buzz begin this summer. However, if you want to hit the roads of the U.S., you’ll have a wait. A long wheelbase model will be coming to America in 2024 featuring a seven-passenger configuration. Until then, you might want to start planning some future road trips. As a 1978 print ad for the original said, “It’s more fun to take the Bus.”
For access to exclusive gear videos, celebrity interviews, and more, subscribe on YouTube!
You’re looking at a unicorn. You might guess I’m talking about the price of the Bentley Continental GT Speed: $274,900. That already puts the two-plus-two British supercar far out of reach of the average Mini purchaser. Nope. The Bentley Continental GT Speed has genetic rarity under the bonnet (read: hood). The beast quaking this Bentley is a 12-cylinder, fire-breathing, gasoline-fueled jewel that blasts 650hp and 664 ft. lbs. of torque. And for obvious reasons this form of propulsion is no longer in fashion, even in the eff-everyone-else baller realm of supercars.
Bentley’s not stupid: Even their customer base is quickly switching channels to Bentley’s hybrid offerings and the brand has committed to a plan where, beginning in 2.5 years, they’ll drop a new EV every year through 2030. They’re also committing to all their manufacturing becoming carbon neutral. These goals happen to be business-savvy. Nobody would likely say it out loud at Bentley’s HQ in Crewe, England, but if Tesla proved its Model S could supplant Ferraris in the garages of Silicon Valley titans and Lucid’s Air is proving a possible successor (and without a doubt, so will Rivian’s R1T and the new EV Hummer, etc.) then the Bentleys of the world must evolve as well.
But…there’s a tails side to every coin. Imagine a world 20 years from now when something that runs on gasoline is increasingly unusual. You might have to pay a hefty luxury tax to even wield such a machine, and likely, in that rare atmosphere, the only place to drive such a car would be a members-only track. Cars like one of the last 12-cylinders made may be verboten on urban streets—but they’ll very likely be excellent investments even if they rarely run.
With that buy-and-hold context in mind, here are three facets that stand out on a car that’s not even trying that hard to be “stealth.”
Courtesy Image
More Than the Sum of Its Cylinders
The twin-turbocharged W-12 configuration of this engine is unusual, even in the realm of twelve-cylinder motors. And as mentioned, it’s not likely to stick around, yet the reality is that even for all its prowess (0-60mph in 3.5 seconds and a 208 mph top speed are no joke), the joy of this Bentley isn’t found in sprinting. It’s in slaloming.
Bentley’s air-adaptive suspension, as well as electronic active anti-roll bars prevent the Conti from wallowing even as you bang 5,011 pounds of mass around turns. It’s an experience that can’t help but make you giggle. It’s absurd that a car this comfortable and plush (and hush!) on the interstate wants to dance around every sinew of double-yellow country lane.
Now, this isn’t quite magic. All Continental GTs get all-wheel drive, but the Speed version also adds four-wheel steering, so it’s quicker to turn into a corner under throttle—and that helpful tuck-in provided by the rear wheels makes the Bentley dart like a much smaller, much lighter vehicle. It helps that Bentley’s reformulated the power split of that all-wheel-drive system to bias torque to 90 percent rear most of the time. The car feels sportier at every apex, like it wants to wag its tail, then power shifts forward to pull the steering back straight. Grab a big fistful of paddle to downshift the manumatic eight-speed gearbox just before a bend and the whole recipe gets even tastier.
Courtesy Image
The Devil Is in the Details
Test-driving a car like this is an exercise in envy. And even if you’re quite wealthy, the sheer perfection of a cabin so well executed will have you calling your personal architect and grilling them to copy every last thread and fitment to the interior of your mansion.
Not that it’s all precisely everyone’s cup of Earl Grey. The thing to copy is the quality of execution, not necessarily the specific aesthetic choices.
On our loaner, the carbon fiber dashboard and lacquer-everywhere along with diamond-in-diamond quilting on the seats had a rented jet-set quality that was distinctly over the top. Not to worry. Bentleys are seldom bought “off the rack.” You can choose from 26 fabric and hide options for seating and interior panels, and there are myriad hard-surface materials to mull over. This doesn’t even begin to touch the customization potential either, since Bentley’s goal is that no two cars are alike. And why not? If you’re in for nearly $300,000, why not use the canvas they’re offering to paint your own masterpiece?
Regardless of material choice, you’ll have seats outfitted with massage and heating/cooling functionality. They’re so comfortable, it’s difficult to pry yourself away even after hours behind the wheel. It doesn’t hurt that the 2200-watt, 20-speaker/subwoofer audio system will darn near make you cry at its astonishing sonic clarity.
Also, for all those who might instead choose a super-cramped sports car, go ahead. What the Continental GT Speed offers isn’t just pace, but genuine comfort. The backseats might be small, but they exist, as does a reasonably sized trunk. This is a gran-tourer in the classic sense, so you’re never deafened by a droning exhaust, bellowing engine, or beating-you-to-submission suspension. Get away for a weekend in this supercar and you’ll arrive fresher than when you left.
Courtesy Image
Weight-ing for the Future
One revelation that’s arrived at the rear of any EV owner is that all that weight in the basement corners better. Fast-twitch has a place, no doubt, but what’s been more appealing recently is making the most of…assets. Even though an EV has to be heavy, putting batteries in the floor can give even a softly sprung machine a planted feeling that lends the driver sharper control.
Welcome to the club, all you newcomers.
While the GT Speed is entirely gas-powered, driving this car is like looking through a wormhole. You’re gazing back in time at everything Bentley knows what to do with weight—and simultaneously seeing a road map to the company’s EV future. Because if they can achieve this much poise with a car with this much weight on the front axle, just imagine what they might do with a perfectly even balance of power and bulk.
If you have the means, plunk down your Black Card for the Continental GT Speed, pronto. But there’s hope, too, that a car like this heralds even more creativity for what Bentley can turn out come 2025.
Supply chain woes dominated automotive discourse in 2021—pass a dealership this month and you’ll likely notice a bunch of empty spots. It’s all due to a semiconductor shortage that should persist into 2022. That’s not to say all is doom and gloom in the car world. Just take a look at the best cars and trucks of 2021.
As our favorite test drives of the year reveal, great vehicles abound, whether late pinnacles of internal-combustion machinery à la the Porsche 911 GT3 Touring, or statements pointing towards a greener future such as the electric Ford Mustang Mach-E.
You just have to wait in line for them—at least for now. Read on to find out which vehicles made a mark this year.
Test Drive Year in Review: Hottest Cars and Trucks We Drove in 2021
Courtesy image
1. Mustang Mach-E
The best SUV of the year? In our opinion it’s the Ford Mustang Mach-E, the electric five-seater that’s more polished, fast, and fun than you think it should be. We drove a Premium all-wheel-drive model, at 270 miles a charge, around Austin, Elon Musk’s adopted hometown. We felt firsthand that the Tesla chief has formidable competition, especially given its price—our relatively loaded model stickered at $55,800. We’re not alone in our high esteem. The Mach-E is a bigger hit than Ford expected. The company plans to make up to 200,000 of them a year by 2023. That’s the same year, we hope, that car guys may finally stop complaining about Ford using their pony car nameplate on an SUV.
A minivan makes the list? Hell yes it does. If you’re a Van Fan, you’re already familiar with the greatness of the Pacifica. The Pinnacle—priced in the mid 50s—arrives as Chrysler’s Alpha minivan, a hilariously luxe man cave on wheels with accents like leather and suede lumbar pillows. Of course this beast offers more real “utility” than what people actually use on the average sport-ute, including seats that vanish into the floor. Our week-long test drive in the Pacifica Pinnacle made us want to drop out and lean into #vanlife… or rather, #minivanlife.
Is the M2 CS proof that BMW still has it? Or is this compact coupe’s greatness just a reminder of how far its brand has wandered into the SUV wilderness? Wherever you fall, there’s no question the M2 CS is a near-perfect driver’s car, right-sized and justly powered (via a 444-hp 3-liter inline six) for spirited driving in real-world conditions. Few cars are as predictable, transparent, lively, and fun on a winding road. Even the retro gold wheels on our $96,545 Misano blue test model seemed just right.
Rarely is a sedan boasting near 700 horsepower able to stoop to daily driving without plenty of complaining (from either the driver or the car). But the V-Series Blackwing takes on the task with aplomb, thanks to Caddy’s magnetorheological-dampened suspension that sorts out dodgy pavement without spilling your coffee. After days of in-town driving, we finally got out to an open, empty tollroad in the $99,635 test model… and that supercharged V8 powertrain took us to another plane. If this is indeed Caddy’s last V8-powered car, the CT5 V-Series Blackwing is a fitting farewell.
As the pandemic wore on, big vehicles offering big comfort for families heading on big highway drives took on a new shine. Case in point: the Grand Wagoneer, a new Jeep model designed to get your family far outside of Dodge, in comfort. On a spin through Texas Hill Country, the V-8 powered, RAM-derived giant proved a worthy challenger to competitors like the Escalade, with ample power, tons of space, and refreshingly headache-free tech. If you’re looking to go big—then get lost—take a look.
The 911 GT3 Touring is a dying breed, a highly adept sports car powered by a naturally aspirated engine—a four-liter, 502-horsepower, six-cylinder boxer. In a drive though Angeles Crest Highway, we found out the GT3 is a car that forces you to feel. When driving at speed into corners, the car almost seems to lean in (it’s eerie)—the result of a suspension derived from one of the brand’s Le Mans race cars. The Touring model loses the GT3’s massive rear wing, making it ideal for the guy who likes to drive one of the most exclusive 911 variants around yet doesn’t need to advertise it.
Just a few miles into our drive in an optioned-up $48,450 “Outer Banks” model, it became clear that Ford didn’t half-ass it with the Bronco. It’s a fully realized machine with driving dynamics that are more fluid on-road than the Wrangler—and a smart, uncluttered interior with ample but unobtrusive tech that’s more akin to the upmarket Land Rover Defender. You’ll also find something to like about the Bronco’s bucket of high-tech off-roading gadgetry, whether you’re a newbie or a pro, such as diffs that are easy to lock or unlock instantly, anytime; a one-pedal drive mode and trail turn assist.
The sharpest, track-tuned iteration of the GT blew us away while lapping it in Miami. The Black Series’s hand-built 4-liter bi-turbocharged V8 engine uses a flat crank for more torque and a quicker throttle, while its bodywork is heavily (yet incredibly lightly) reworked for the track. Along with the requisite carbon-fiber swaps—hood, roof, fenders, sills, rear hatch—there’s a bunch of aero improvements, chief among them a massive, two-piece carbon fiber spoiler sailing off the decklid. The quicker you push the car into a turn, the cleaner your exit. This is courtesy of the aerodynamic work mentioned above: It’s all there to reduce drag and build downforce. At high speeds, that huge double wing essentially sucks the car closer to the road. Instead of losing grip, you seem to gain it. It feels almost counterintuitive.
This year Jeep unleashed the Unlimited Rubicon 4XE plug-in hybrid, an environmentally friendlier—yet still trail tough—Wrangler that plugs in. The company also released its opposite, in a way: the 2021 Wrangler Rubicon 392, outfitted with a 6.4-liter HEMI V-8, which makes 470 horsepower and 470 pound-feet of torque, and about 470 decibels, give or take (we kid. but this $75K machine truly is loud). It’s a vehicle of extremes: ridiculously quick, hilariously fun, tremendously thirsty. The future no doubt belongs to Jeeps like the 4XE, but the 392 sure is fun right now.
When they have your ear at the bar, some gearheads will bemoan the death of the manual until they’re blue in the face. That’s not us, promise. Except when we’re talking the Civic Type R, which we drove a few months back, and can’t stop chattering about. The Type R Limited Edition is a slightly lighter version of Honda’s hottest hatch offered in a unique yellow paint; it bears the same powertrain as the “regular” Type R: its 2.0-liter turbo I4, suspension hardware, Brembo brakes, and limited-slip diff. Most importantly it has the Type R’s brilliant, smooth six-speed manual, which makes flinging the thing around unforgettable. It’s the most fun front-wheel-drive car you can buy. (Or could. The Limited Edition has sold out).
For access to exclusive gear videos, celebrity interviews, and more, subscribe on YouTube!
Somewhere high up on the Angeles Crest Highway, Tom Petty’s “You Wreck Me” plays on the Porsche 911 GT3’s sound system, searing through its 12 Bose speakers.
It’s an appropriate track. Not because I’m about to wreck the car—I’m not. The car is wrecking me. Drive enough vehicles and every once in a while one will thunk you in the cerebral cortex, forcing you to appreciate how invigorating driving—not simply piloting—a car can be.
The 911 GT3 Touring is a dying breed, a highly adept sports car powered by a naturally aspirated engine, a four-liter, 502-horsepower, six-cylinder boxer. There are cheaper machines that put out bigger numbers. We’re in an era where sports cars pile on more power, via superchargers or battery-electric powertrain technology. Yet they’re not piling on any more fun.
The GT3’s rear spoiler automatically deploys, obvs.Courtesy Image
The GT3 forces you to feel. When driving at speed into corners, the car almost seems to lean in, eerily—the result of a double-wishbone front axle suspension derived from one of the brand’s Le Mans race cars, paired with four-wheel steering. During high-speed mountain descents the GT3’s Michelins maintain absurd grip up front, thanks to the aforementioned suspension. You feel you’re in a spaceship returning to earth. With your hand on the oversized cue ball of its six-speed transmission, you realize with every not-quite-nailed shift you’re the only imperfect element in the composition. The machine could do it better, of course. But with far fewer thrills.
Want traction? The rear axle turns up to two degrees.Courtesy Image
The Touring model GT3 is for the guy who likes to drive one of the most exclusive 911 variants around yet doesn’t need to advertise it. You lose the script “911 GT3” badge and the GT3’s massive, look-at-me rear wing gets expunged in favor of an automatically deploying rear spoiler. You lose a smidge of downforce, but unless you’re dying to shave milliseconds off a lap time, you won’t care. Bonus: The slightly subtler nature of the Touring model means fewer conversations with car geeks at gas stations.
Our test car cost $182,700 with $20,000 in options, from the Gentian Blue Metallic paint job ($840) to LED matrix headlights ($3,270) to carbon fiber bucket seats ($5,900). Pricey, yes. Yet it’s already beat the brand’s wild, near-million-dollar 918 Spyder around the Nürburgring. The GT3 is essentially a race car with a sweet radio.
The hype around the 2022 Toyota Tundra is real. Toyota’s venerable full-size truck hasn’t had a serious overhaul in years, but this upcoming model will include big changes, including two all-new engine options and a major styling refresh, too. Toyota has officially unveiled the 2022 Tundra—here’s what you can expect when it goes on sale later this year.
The Tundra was due for an overhaul (its last major update came over a decade ago) and Toyota delivered. Available in two four-door cab sizes with beds ranging from 5.5 to 8.1 feet, the 2022 model will receive a long list of upgrades, including two new engines.
The first is a twin-turbo V6 that’s rated for 389 horsepower and 479 lb-ft of torque—both increases over the previous model’s V8 power plant. In addition, the 2022 Tundra will be available with a new hybrid twin-turbo V6 (called the i-FORCE MAX) that’s capable of 437 horsepower and 583 lb-ft of torque. It gets that extra oomph thanks to an electric motor placed in the bell housing between the engine and the transmission, which Toyota claims allows for a more efficient power transfer. Both engines will be backed up by a 10-speed automatic transmission.
Courtesy Image
The 2022 Tundra also benefits from some key suspension upgrades. Toyota will ditch leaf springs for ‘22, and the truck will come equipped with a new multi-link rear suspension with coil springs. Along with a revised double-wishbone front suspension and optional hydraulic cab mounts on higher trim levels, the new model should offer a more refined ride than its predecessors.
That’s good news for people who primarily drive their trucks on the pavement, but the Tundra comes with perks for work, too: An optional automatic air suspension can lower and raise the ride truck’s ride height for easier loading and better performance in off-road driving conditions.
The flurry of mechanical changes also translate to increased hauling capability. With its new powertrain and suspension upgrades, the ‘22 Tundra is rated to tow up to 12,000 pounds and has a max payload capacity of 1,940 pounds—both improvements over the outgoing model (though Car & Driver notes that some Chevy, Ford, and Ram full-size pickups post better stats).
But some of the hauling upgrades go beyond raw numbers: Drivers towing heavy loads will definitely appreciate the new truck’s dedicated “Tow/Haul” driving mode, integrated trailer brake controller, and the Panoramic View Monitor, which uses external cameras to provide a clear view of your cargo and what you’re towing.
Courtesy Image
Off-road enthusiasts have long favored the TRD Pro trim level in Toyota trucks, and the new Tundra features some key extras in that spec, including high-performance Bilstein shocks, a front stabilizer bar, an aluminum skid plate, and additional underbody protection. Together, they’ll create a more forgiving ride on rough ground and keep the truck’s internals from getting banged up on rocks and debris.
All 4×4 models come with a drive mode selector that offers settings for low-speed crawling, hill descents, and other challenging off-road scenarios, so you can focus on steering instead of manipulating the throttle. And if you’re negotiating really dicey terrain, you’ll love Toyota’s Multi-Terrain Monitor, which utilizes multiple cameras to give you a clear view of the front, rear, and sides of the truck.
The truck’s interior gets a major refresh, too. Toyota is offering an optional 14-inch touchscreen infotainment system (compatible with Android Auto and Apple Car Play, of course), built-in WiFi, and voice activated commands for navigation and more. Worried about roughing it in a truck? Don’t be—the Tundra will have plenty of brains to match its brawn.
Pricing hasn’t been announced yet, but you can get more info on the new Tundra at the Toyota website.
For access to exclusive gear videos, celebrity interviews, and more, subscribe on YouTube!
We’re in a golden age for vintage vehicles. Aside from the usual Corvettes and Mustangs that have held collectible status for decades, a whole generation of Radwood-era rides is finally getting its due (see the skyrocketing prices on ’90s Hondas, for example), along with other cars and trucks that have suddenly become enthusiast icons. Browsing today’s lineup of online car auctions gives you a front-row seat to all the action—and a relatively straightforward way to put one of these rides in your garage.
We scoured auction sites like Cars & Bids, Bring a Trailer, Hemmings, and more to put together a short list of some of the most intriguing vehicles up for grabs right now. See something you like? Bid on it. Not interested in our picks? Check back later—we’ll update this page with a fresh batch of car auctions every week.
1983 Ford F-150 4×4Courtesy Image
1. 1983 Ford F-150 4×4
A clean, 38-year-old F-150 from North Dakota is a rare beast indeed. Showing just over 34,000 miles and cared for by the same family since it was new, this seventh-generation F-series pickup, commonly known as a “Bullnose” for its distinctive front end, practically glows in its desert tan paint. It’s powered by an inline-six engine and equipped with desirable features like four-wheel drive and dual fuel tanks—which will definitely come in handy since the fuel gauge is broken.
Freshly imported from across the Pacific (and still sporting its Japanese license plate), this JDM Toyota camper could be your golden ticket to van life. Although you won’t win any drag races with its 80-horsepower diesel, the five-speed manual transmission and four-wheel drive should make it a fun, and capable, gravel road cruiser. Despite some leaky plumbing, it’ll also provide a comfy setup for that cross-country road trip you’ve been planning: It comes with a sink, refrigerator, two-burner propane stove, a shower, and sleeping accommodations for four people.
A holy grail vehicle among overlanders, this 4Runner boasts what might be the ultimate enthusiast’s spec in an already beloved model: a powerful V6 engine paired with a five-speed manual transmission and four-wheel drive. On top of that, it was optioned with all kinds of extras, including power locks and windows, AC, and chrome running boards. With just over 160,000 miles on the clock, this truck has been well cared for and has plenty of life left in it.
One of the most celebrated models in Honda’s star-studded performance car lineup, the S2000 is a blast to drive: Its perfect 50/50 weight distribution, high-revving four-cylinder engine, and six-speed manual should make an unforgettable driving experience, especially with the top down. This one-owner car has just 22,000 miles and minimal wear, which makes it a particularly sweet example—it’s even wearing its original tires (which you should promptly replace if you’re lucky enough to be the winning bidder).
While not exactly known for its thrilling performance, the Pacer is an icon for its bulbous styling and its star appearance in Wayne’s World. This one is in better shape than Garth’s beat-up ride—it features refinished red paint and a clean vinyl interior—but it does have some intermittent engine issues and a few cracked and damaged trim pieces. In other words, it’s a great candidate for someone looking to pick up an affordable classic and put some work into it. Party on.
There’s no shortage of hulking SUVs designed to bring your family and all your gear on adventures—or to the grocery store. While often overlooked in the full-size, three-row category, the Nissan Armada is making a case for itself with a 2021 refresh. The updates are aimed at making the ride more refined, comfortable, and luxurious for seven or eight passengers, while keeping the brutish V8 power the truck-based SUV’s always had. On the inside, the sport-ute feels more like Nissan’s Infinity QX80 than the brand’s Titan pickup. That’s where the Armada story started: Nissan bolted an SUV’s body to the truck’s frame back in 2004. To see if the updates are enough to put the Armada into the conversation with the Tahoe, Yukon, and Expedition, we packed the SUV with luggage, bikes, and (at one point) five kids and headed out on a long weekend trip from New York to Rhode Island.
Courtesy Image
Day 1: Settling Into the Interior
With the Armada’s roots planted firmly in a pickup truck, it’s no surprise its early interiors felt truck-like. Utility trumped luxury, with swaths of hard plastic trim in the cabin that made pulling into the mall parking lot feel like clocking in on a construction site. That’s changed for 2021. The seats up front are comfortable and plush with quilted leather and soft-touch accents. The center console has a traditional shifter, which we like, and doors that fold down to hide cup holders, which helps keep the interior tidy. Anyone with open cup holders knows how quickly they become the driver’s damp, sticky, penny-filled lost-and-found.
The middle row can be a bench or two captain’s chairs, and in our tester they easily flipped forward for third-row access. Those sitting in the middle have a center console, but they can also flip the top open on the front row’s armrest to access storage. During our trip, we stashed snacks and charging cables there, which cut down on whining.
While that last row is roomy enough for small children on quick rides of, say, less than 45 minutes, it’s too tight for adults on all but the shortest trips. If your brood requires stashing a child back there consistently, by default it’ll have to be the shortest one of the lot due to the limited head- and legroom. And even then, she or he is likely to complain. That said, four or five adults can find the Armada a very comfortable and quiet ride. In our case, two adults and five children all under the age of 10—with three spaced across the rear seat—had enough space to handle a 30-minute ride without a mutiny. The trunk behind the third row is a sparse 16.5 cubic feet—that’s less than some crossovers provide. If you plan to have the third row up all the time, that won’t leave a ton of room to schlep gear or groceries.
Outside, the styling is big, bold, and rocks plenty of chrome accents. Everything from the front windshield out is redesigned for 2021, including the streamlined Nissan v-motion grille and attractive headlights. Underneath, 20-inch aluminum alloy wheels fill their wells nicely (and also make using the side steps obligatory). Taller riders will appreciate the high step-in height. Chrome runs almost the entire length of the car, modernizing the look.
But the rear bumper is a love-hate detail. It projects out, which can get in the way while you’re loading up gear, but it also serves as a seat when the liftgate is open. When we loaded up our Thule hitch-mounted rack with adult bikes, the bumper left little space between the car and floppy front bike tires, though securing the bike tires should keep the paint safe.
Courtesy Image
Day 2: The Tech
The technology inside is probably the biggest leap forward with the new Armada. The center console is topped with a 12.3-inch-wide display. You can sync Apple CarPlay to it wirelessly or use Android Auto through the USB-C port. The graphics on the touch screen are sharp and it’s highly responsive, with almost no lag. The screen is paired with two knobs for volume and tune that also help you navigate through on-screen menus, and those work well, too. For low-speed maneuvering, the touchscreen gives you a 360-degree view around the car with graphics that are clear enough to keep you away from light poles and other obstacles. Although the screen’s size sounds impressive, only about 3/4 of it is a touchscreen. The right-hand portion is an information display, and that chunk sometimes shows info that you can see elsewhere, like the time.
The HVAC, thankfully, has its own set of buttons, so making climate control adjustments doesn’t require going down a rabbit hole of touchscreen menus. Under the screen, a wireless charging cubby makes a nice spot to hide a phone while driving; it also prevents it from sliding to the ground when you sprint from a stoplight.
Nissan’s safety suite includes things like emergency braking and blind-spot monitoring, which was our biggest pet peeve. The hitch-mounted rack loaded with bikes interfered with the backup sensor, which then jolted the car to a sudden stop when in reverse. The feature got so annoying we ended up turning it off. The instrument cluster has a centered, 7-inch screen that does a good job of indicating what features are on and helps you zip through menus controlled by buttons on the steering wheel. After a couple of days getting acquainted, we found the interface was pretty smooth and allows you to handle many adjustments—radio volume, for example—just by glancing down at the dash.
Courtesy Image
Day 3: The Drive
The daily driving with the Armada is smooth, thanks to the buttery seven-speed automatic transmission, and quiet even at highway speeds. While it can feel a little springy and less refined in turns, overall it drives like a smaller truck despite sitting so high up. Nissan kept the 5.6-liter V8 engine the Armada’s always had as the only engine option. The powerplant cranks out 400 horsepower with 413 lb-ft of torque with a max towing capacity of 8,500 pounds. Between city and highway, the Armada came in at about 15 mpg, which isn’t great—something your wallet would like you to consider before buying. A hitch is standard and integrated trailer sway control is built into most of the trim levels. In a way, Nissan’s telling you this SUV is for towing: boats, Jet Skis, trailers, etc. The selectable four-wheel drive on our tester is available as an option.
Bottom line: The Armada starts at about $50,000, with our four-wheel driver tester coming in at over $63,000. It faces stiff competition from other people-hauling, full-size, third-row SUVs that have more room, like the Tahoe, Suburban, Expedition, and even some larger crossovers. But with those other SUVs coming in at six figures when well-appointed, the Armada carves out a niche for itself—and the stout engine can make sense if you need a tow vehicle.
There’s no doubt the overlanding scene has exploded in the last few years, with major auto manufacturers finally getting on the hype with special bespoke vehicles targeted squarely at off-road enthusiasts. And GMC is the latest to offer an overlanding special of a current model with the Canyon AT4 Ovrlandx concept truck, which was unveiled today at Overland Expo Mountain West 2021 in Loveland, Colorado.
The Canyon AT4 already had impressive 4×4 stats. The off-road-ready mid-size pickup boasted a 1” lift, skid plates, better break-over angles, an auto-locking rear diff, and hill-descent control. GMC just bumped them up with a bevy of upgrades and essential overlanding accessories. Off-road performance enhancements include sliders, cast-iron control arms, a heavy-duty front bumper with winch, integrated recovery points, front and rear auto-locking diffs, mud flares with an integrated light, a rear-mounted spare tire swivel on an AEV off-road bumper, and Multimatic dampers on the shocks for better on- and off-road control.
Courtesy Image
Other off-road cred enhancements include a 27.7-degree approach angle and a ground clearance of 10 inches, which is gained by the addition of 33-inch BFGoodrich KM3 Mud-Terrain tires on 17-inch AEV Crestone wheels. A custom snorkel gives it better breathing by bringing cool, filtered air into the engine, while also allowing for the truck to challenge water crossings up to 32.1 inches deep.
“We wanted to showcase GMC Canyon with this concept and punctuate GMC’s commitment to premium, off-road capable vehicles. Consumer reaction to this concept’s design will help us further serve the growing market of buyers leading authentic outdoor lifestyles,” said Buick & GMC global vice president Duncan Aldred.
Courtesy Image
It seems GMC is just getting started with this gamut of goodies by tapping some of the best overlanding gear brands to fully trick out the truck. A stainless steel truck bed cap opens up on each side to allow access to gear and a trick RSI SmartCap kitchen—not to mention the ability to mount a roof-top tent; solar panel; and a massive, 270-degree awning for wide-ranging protection from the elements.
Courtesy Image
Inside the back of the truck GMC added a neat Decked drawer system to keep tools sorted, a Dometic electric cooler, and other overlanding essentials like jerry cans, traction boards, and a jack.
“The Canyon AT4 Ovrlandx concept truck was designed to balance functionality with aesthetics,” said John Owens, lead creative designer for the concept truck. “When you’re overlanding, capability is an important factor, but doing it with premium style and comfort elevates the experience even further for customers who truly want zero compromises.”
Courtesy Image
We think GMC created an amazing, capable overlanding rig—based off of an already proven and popular base vehicle—the only pain point is this won’t be slated for production any time soon.
Though just a concept, it does give overlanders in the market for a new truck lots of ideas on how to make their own Canyon AT4 just that much more badass on the trail.
For access to exclusive gear videos, celebrity interviews, and more, subscribe on YouTube!
This summer, the Genesis GV70 Sport was unveiled—a crossover built to rival the likes of BMW’s X3, Audi’s Q5, and the GLC from Mercedes-Benz. Quite a feat for a brand in only its third year.
The burden of success is expectation. The better you do, the more you have to push the envelope the next time out.
“Standing still is the fastest way of moving backwards,” to steal a few words from actress Lauren Bacall. So, after early and progressive successes with its G90 and G80 sedans, the nascent Genesis brand found an improbable conquest when its G70 sedan was named Motor Trend’s 2019 car of the year.
But in this epoch of SUVs, a car company can’t make just cars. Makers need to crank out full-sized family haulers and crossovers to compete in the most popular segments. So, last year the brand debuted the GV80 to acclaim and now with the Genesis GV70 Sport, there’s lots to look forward to.
Genesis has time and time again proven itself adept at straddling the line between performance and luxury, and is quite masterful in its plot to peel off luxury buyers from venerable German makers. We got behind the wheel of Genesis’ first crossover and spent a day driving around New York City and the Westchester suburbs to put the Genesis GV70 Sport through its paces. Here’s what we found.
Genesis GV70 Sport: Built to drive
The folks at Genesis baked a ton of spice into its first crossover effort. The GV70 Sport’s 3.5-liter twin-turbocharged V6 cranks out a reported 375 hp, which is plenty enough power to fling it from a full stop to the 55mph speed limit on the Sawmill Parkway in a hurry (Genesis hasn’t released an official 0 to 60mph time, but we’d guess a scant five seconds.) The 8-speed transmission is a good match—smooth in most settings and frisky with RPMs in Sport Plus. You also get paddle shifters for when you want to go manual.
All wheel drive is standard and rear-biased as is the four-wheel independent suspension, but an option we’d tick off for performance and driving in the Northeast’s snowy and icy winters is the electric-limited slip differential that can send 100 percent of the rear power to a single wheel.
When the road starts to twist and turn, the GV70 Sport is nimble and precise. And while it’s built on the same platform as the G70, compared to the sedan, you feel the higher center of gravity and steering feedback is a few ticks less informative. It’s not a sports car, but rather a grocery-getting CUV, after all.
With the launch of its long-awaited crossover, the automaker is now an indisputable player in the luxury conversation.Courtesy Image
If looks could kill
Aesthetically, the GV70 is a standout and one of the bes- looking vehicles in the segment. Overall the look of the GV70 is assertive yet elegant. It’s a parking lot Adonis, easy to spot from several rows away. While the signature grille, as well as the bifurcated headlamps and brake lights, on the recent Genesis models can be a bit polarizing, we are unabashed fans. Those elements give the current Genesis line in general, and the GV70 in particular, undeniable visual impact.
On the inside
The cabin of the Genesis is a serene place to spend time. The minimalist, aeronautically inspired interior is refined with a focus on fit and finish.
The front seats are firm yet supple. They help you feel the road a bit, but won’t wear your butt out an hour or two into a drive. An automatic posture improvement feature that kicks in after a while behind the wheel is a nice touch, and a massaging driver’s seat makes longer hauls and sitting in traffic noticeably more pleasurable.
In the back, leg room is ample for adults on short- to medium-length drives, though we wouldn’t enjoy spending much more than an hour or two in the rear seats. But if your typical passengers are still in boosters, they won’t notice. The massive 28.9 cubic feet of cargo space behind is, however, large enough to haul a substantial amount of luggage or a hefty splurge from the local Costco.
Genesis GV70 Sport interiorCourtesy Image
Tech +
The GV70 comes loaded with a host of smart tech designed to enhance the driving experience. The brand’s adaptive cruise control uses cloud-based machine learning to better simulate a human driver’s style behind the wheel. The adaptive suspension with road preview uses the car’s cameras to detect bumps and potholes to soften impacts, making it a great daily commuter.
The extra-large, touchscreen infotainment display is easy to use and does a good job mirroring Apple CarPlay. The person behind the wheel gets a 12.3-inch 3D digital instrument cluster, and a 12-inch head-up display that offers speed, blind-spot info, and turn-by-turn navigation.
In a first for the auto industry, Genesis has also outfitted the GV70 with a fingerprint reader on the dashboard that can be used to start it. So, coupled with a digital key, owners can leave the FOB behind if they choose and still go for a drive.
A compelling price
Honestly, the price point is hard to argue with. A base model GV70 with a 300hp 2.5 liter, four-cylinder engine costs $42,045, and the V6 Sport starts at $53,645 which is a bit less than the German competition and its respective performance models. Fully loaded, our test model’s sticker clocked in around $63K, which presents a real value in segment. We won’t be shocked to see quite a few of these on the road by year’s end.
The penultimate race of the Camping World SRX Series came to a dramatic conclusion on July 10, with veteran driver Marco Andretti beating 17-year-old Luke Fenhaus and series leader Tony Stewart to secure the first SRX Series win of his career. After the race at Slinger Speedway in Wisconsin, Andretti is now third in the SRX standings behind Stewart and Ernie Francis Jr., who won the previous race at Lucas Oil Speedway in Indianapolis.
The race’s final lap was an epic battle between Andretti, a third generation race car driver (he’s the grandson of famed Italian driver Mario Andretti and the son of Michael Andretti, another accomplished racer) and a young, local upstart, Fenhaus. After a late-race restart, the two battled through the final lap before Andretti edged out the younger driver for the win. After, Andretti heaped praise on Fenhaus, who’s a rising senior at Wausau East High School in Wisconsin.
“I’m so proud of [Fenhaus],” Andretti said after the event. “I’m trying to learn from him, to be honest with you. I know it’s not a popular win, but us old guys have to get it when we can. He’s young, he’s got a lot of time ahead of him. I had so much fun.”
The final lap at Slinger Speedway did not disappoint. 👏👏 Marco Andretti wins his first race after holding off local legend Luke Fenhaus! https://t.co/kBsf8HZ0mK
It was a bit of a disappointment for Fenhaus, however. He entered Saturday’s event coming off a historic victory at the Slinger Nationals, where he became the youngest driver to win the event in its 42-year history. At the SRX Series race at Slinger, he started second and led for most of the 150-lap race (92 laps), and his biggest challenge came from Tony Stewart. But a late-race crash by Hailee Deegan and Paul Tracy triggered a restart:
Once racing resumed, Andretti pounced, sailing past Fenhaus for the lead, which he held through the final lap. Even so, Fenhaus was happy with the race overall.
“I loved every minute of it,” he said. “It’s unreal to race against these guys. They’re so good at what they do.”
The inaugural six-race SRX Series will come to a close at Nashville Fairgrounds Speedway on July 17. Looking at Series-wide standings, Tony Stewart leads the pack with 199 points so far, but second place is a toss-up: After his win on Saturday, Andretti is just six points behind Ernie Francis Jr. We’ll see if he can close the gap in Nashville.
For access to exclusive gear videos, celebrity interviews, and more, subscribe on YouTube!
