The Best Automotive Gifts for Mom

When the holidays come around, don’t get caught scrambling for that perfect gift for your mom. Instead, do your shopping early and get her one of the best automotive gifts to mom. Our list has a little something for every mom out there — whether your mom is an automotive enthusiast or simply uses her car to get from point A to point B. Regardless of if you’re looking for a big dollar or great value gift, we’ve got you covered. Which one of these great car gifts for mom will make her day?

Here is a complete list of all the 2022 manual transmission cars (as well as trucks and crossovers) as well as a sneak peak at a few coming in 2023 (because you’ll want to plan ahead for these manuals). In fact, we even list which trim levels come with the manual, as well as their horsepower ratings. Just remember, get them while you can! More and more disappear each year.

(Scroll to the bottom if you just want the raw list, without all the specifics.)

U.S. 2022 Manual Transmission Cars

BMW

M3

Say what you will about the front kidney grills on the 2022 M3, there’s no denying that the standard 6-speed manual transmission is made for driving enthusiasts. You’re only option to row your own gears is the 473 hp sedan as the M3 Competition now comes standard with an automatic. The rear-wheel-drive sedan boasts a 3.0L twin-turbo inline 6-cylinder engine.

M4

In previous years, BMW offered more options for manual transmissions in their 4-Series line-up. Unfortunately for 2022, they have reduced offerings with a stick shift. Fortunately, one model retaining the manual option is the 2022 M4 couple which can be ordered with a 6-speed manual. Similar to the M3, you’ll enjoy the 3-pedal experience driving this powerful twin-turbo inline-six.

Cadillac

CT4-V Blackwing

New for 2022, the CT4-V is a striking sports sedan that can be outfitted with a 6-speed manual. The rear-wheel-drive sedan is powered by a 3.6L turbocharged V6 that makes 472 hp. Cadillac, in an interesting appeal to manual enthusiasts, markets the CT4-V Blackwing as a sedan that is engineered to perform both on the track and as a daily driver—and look good doing it. It’s a surprising choice, but it might be one of the best 2022 manual transmission cars on the market.

CT5-V Blackwing

If the CT4-V looks like good fun, but you just need more room AND more power, step on up to the CT5-V Blackwing. This slightly larger sedan gets outfitted with a 6.2L supercharged V8 that’s good for a whopping 668 hp. And you get to hands-on control of all those ponies with a 6-speed manual. Not bad for one Cadillac’s last gasoline-powered performance sedans.

Chevrolet

Camaro

One of America’s most renowned muscle car platforms still can be shifted manually in coupe or convertible configurations. Whether you opt for the 275 hp 2.oL turbocharged 4-cylinder, the 335 hp 3.6L 6-cylinder, the brawny 455 hp  6.2L V8, or the fire-breathing supercharged 650 hp 6.2L V8 in the ZL1 model, all can be had with a 6-speed stick shift.

There’s not a slouch in the bunch; even the four-banger will sprint to 60 mph in just 5.4 seconds. And the lightning-fast supercharged LT4 found in the ZL1 will blast to 60 in just 3.5 seconds! If you want plenty of ponies under the hood, the Camaro is one of the best 2022 manual transmission cars for you.

Spark

Whether you’re looking for inexpensive wheels, a frugal commuter, or something in between, the subcompact 2022 Chevy Spark is available with a manual transmission. Making 98 hp from its ECOTEC 1.4-liter 4-cylinder, the Spark puts efficient power to the front wheels through an available 5-speed manual. The manual can be had on LS, 1Lt, 2LT, and crossover-like ACTIV trim levels. While it isn’t the fastest choice, buyers will have versatility, available bright colors, and up to 38 MPG.

Dodge

Challenger

The Challenger is Dodge’s answer to the Chevrolet Camaro and Ford Mustang. The powerful two-door coupe can be had with a manual transmission on its 375 hp R/T, 485 hp R/T Scat Pack, and tire-melting 717 hp Hellcat models. That Hellcat will get you to 60 mph in the three-second range and to 100 mph in just over seven seconds (but only on a racetrack, of course). We hear they can do some sweet burnouts, too. None of the AWD models can be had with the stick shift.

Ford

Mustang

The Mustang is Ford’s legendary entrant into the modern muscle wars. And like any good muscle car, it can be shifted manually. Though you no longer have the option of the Shelby GT500 which is only available with a seven-speed DCT, you luckily can still get a stick shift in every other Mustang, coupe and convertible alike. The six-speed manual is rumored to be available with either a turbocharged 2.3L EcoBoost I4 or a 5.0L Coyote V8 on the GT and Mach 1 models.

Bronco

The 2022 Ford Bronco comes in a wide range of models and luckily for manual lovers, the Base, Big Bend, Black Diamond, Badlands, and—new for 2022—Sasquatch package all come standard with Ford’s 7-speed manual transmission—complete with crawler gear. Thanks to the Bronco’s highly customizable build, you can piece together the perfect package starting with whether you want a 2-door or 4-door version and go from there. If you prefer stick-shifting your way through your off-road adventures, it’s hard to beat this versatile machine

Honda

Civic Si

Honda’s Civic has been sold in the U.S. since 1973, and it’s always had a manual option. That doesn’t change some 48-years later. And luckily for 2022, you can opt for either a manual Civic Si or the Civic Hatchback. For Honda’s “hot hatch” you’ll have to upgrade to the Sport or Sport Touring trim level to get the option of a stick shift. Both Si and Si HPT outfit the sedan with a 6-speed manual.

Hyundai

Veloster N

One of the few remaining manual options from Hyundai is the Veloster N hatchback. This unique, 3-door model comes standard with a 6-speed manual and a 275 hp 2.0L 4-cylinder Turbo GDI. Billed as the performance enthusiast’s hatchback, the Veloster N has recently made its mark as one of the most entertaining hot hatches in recent history.

Elantra N

The 2022 Hyundai Elantra is a good all-around sedan if you are looking for a manual option. The N Line trim package comes standard with a 6-speed manual transmission with rev-matching. The Elantra N’s 2.0L turbocharged 4 cylinder engine makes 276 hp and has plenty of get-up-and-go. Plus with a spacious interior, a few sport upgrades, and N Drive Mode (with launch control), the N Line Elantra delivers on all fronts.

Jeep

Gladiator

The Gladiator is Jeep’s newest pickup. It’s powered by a 285 hp 3.6L V6 and can be mated to a 6-speed manual transmission. Nearly all versions, from the basic Sport package to the off-road-capable Rubicon model, can be had with the 6-speed manual transmission. All include a rugged part-time 4WD system with a low-range transfer case making them one of the more versatile models of the 2022 manual transmission cars.

Wrangler

Jeep’s Wrangler is a legend among 4WD vehicles. Loved by off-roaders across the globe, it’s available with a 6-speed manual transmission when mated to the 285 hp 3.6L V6 engine.  Wrangler’s 4WD system uses a manually engaged two-speed transfer case. The much-adored SUV is available in two or 4-door variants and is extremely capable off-road, especially when modified with some quality off-road parts.

Kia

Forte

Literally, the last Kia sedan for the U.S. market that can be manually shifted is the compact Forte. You’ll need to upgrade to the GT Manual package with a 6-speed manual transmission to get the ol’ stick shift added on. The GT Manual comes with a 1.6L turbocharged engine making 201 hp to the front wheels. It also comes with larger front disc brakes and a free-flowing exhaust system making this a spunky sedan.

Lotus

Emira

Okay, so this one is technically slated for a Spring 2023 release, but it’s a beautiful sports car available with a manual that just might be worth the wait. British automaker, Lotus, has updated its iconic Evora with the all-new Emira. It pairs an AMG turbocharged 4-cylinder engine with a manual gearbox. Drawing inspiration from the Evija hypercar, it also has a lightweight composite body and a host of other goodies to make it a bantamweight street fighter, typical of the Lotus tradition.

Mazda

MX-5 Miata

A modern classic, the fourth-generation MX-5 Miata is a living legend among sports cars. While not the fastest, this convertible is one of the most fun cars available, especially for the money. Like any classic sports car, a manual gearbox is standard fare. (An automatic is available.) Power is sent to the rear wheels via a sewing-machine-smooth 2.0L engine cranking out 181 hp. The MX-5 is available with a manually folding soft-top or a power-retractable hardtop.

Mini Cooper

Hardtop and Convertible

Though not every Mini model is offered with a manual, you do have two stick shift options in the 2022 line-up. The Mini Cooper Hardtop and Convertible both come with a standard 6-speed manual. For the hardtop, you can choose from the Cooper, Cooper S, and John Cooper Works models which range from 134 hp up to 228 hp for the JCW package.

Mitsubishi

Mirage

The Mirage hatchback is one of the least expensive, least powerful but most frugal cars on the U.S. market. The base ES model can be purchased with a 5-speed manual. The car’s tiny 1.2L 3-cylinder engine makes only 78 hp but returns exceptional fuel economy. Starting at just over $14,000, the Mirage has a 5-year, 60,000-mile, bumper-to-bumper warranty and a 10-year, 100,000 powertrain warranty; one of the longest available.

Mirage G4

If you like everything but the Mitsubishi Mirage except the hatchback body style, take a look at the Mirage G4. This sedan, which can also be had with a 5-speed manual gearbox in ES trim, has the same 1.2L three-banger found in the hatchback version but gets one less MPG. The trunk is surprisingly big, and it carries that exceptional warranty, too (5-year or 50,000 miles bumper to bumper and 10-year or 100,000 powertrain).

Nissan

Z

Nissan’s Z cars have a long history of performance—over 50 years to be exact. They’ve always been available with a manual transmission as well. This tradition continues with the Nissan Z. Nissan’s latest sports car is currently scheduled for a 2023 release date, but driving enthusiasts shouldn’t mind the wait. From the sleek styling to the rumored 0-60 mph time, this sports car is slated to come with a twin-turbocharged V6 engine mated to that coveted 6-speed manual transmission.

Versa

The subcompact Versa retains its manual transmission option, although only a sedan body style remains. That is, of course, if you stick with the base-level S model. The 2022 Versa has a 122 hp 1.6L mill under the hood powering the front wheels. The Versa is larger and more refined than the previous iteration. It can also net up to 35 mpg on the highway.

Porsche

718

The mid-engine Porche 718 includes Boxster and Spyder convertibles and Cayman hardtops. So whether you want the standard 300 hp boosted 2.0L 4-cylinder Boxster drop-top or the racy, naturally aspirated 4.0L 414 hp 6-cylinder Cayman GT4 hardtop, you can make your own gear changes using a 6-speed manual transmission. All models are rear-wheel-drive and sure to please driving enthusiasts.

911

When most people think Porsche, they think of the quintessential 911. While it’s evolved a lot over the years, it is still available with a manual gearbox. The 911 has the option for a manual in several variants including. These cars can be had in a variety of body styles—and power outputs. These are serious German performance machines that can be had in nearly any option to satisfy any Porche buyer, especially those with their heart set on getting one of the best 2022 manual transmission cars.

Subaru

BRZ

The BRZ is part Subaru, part Toyota. And it features a 228 hp 2.4L naturally aspirated Subaru “boxer” engine. The rear-drive sports car is a ton of fun to drive, and it even has a back seat, albeit a small one. And yes—a 6-speed manual transmission is available. This is also the only non-AWD Subaru for sale in the U.S. today.

Crosstrek

The all-wheel-drive Crosstrek is a compact crossover based on the Subaru Impreza. It has scads of personality and a go-anywhere spirit. Opt for the standard Crosstrek or Crosstrek Premium (not the Sport, Limited, or Hybrid), and you can also go for a 6-speed manual. Power comes from a 2.0L horizontally opposed engine making 152 hp. The Crosstrek offers more ground clearance than the Impreza, making it great for hikers, bikers, kayakers, and skiers who may often encounter bad roads or foul weather.

Impreza

Subaru’s all-wheel-drive Impreza Sedan and 5-door employ the same 152 hp 2.0L engine as the above-mentioned Crosstrek and can also be mated to a manual transmission. Unlike the Crosstrek, the Impreza gets a 5-speed instead of a 6-speed. Also, you can only get the manual on standard model Imprezas. If you want the Impreza Premium, it’s a CVT for you.

WRX

With rally racing DNA, Subaru’s WRX sports sedans offers a gusty turbocharged engine and tuned suspension system for outstanding performance. The WRX has a 2.0L 4-cylinder making 268 hp and is available with 6-speed manual transmissions. If you go with the WRX, you’ll get a fast, fun 4-door sedan offering great performance in a variety of road conditions.

Toyota

GR86

Toyota’s track-bred GR86 can be had with a 6-speed manual in the base trim package. With that, you get a 2.0L 4 cylinder boxer engine that delivers 228 hp and 184 lb.-ft. of torque — which is plenty peppy for Toyota’s compact sports car. Though the premium package gets upgraded with paddle shifters, less is more if you want to row your own gears. Plus the starting MSRP of $27,700 for the base model 86 is pretty convincing, too.

Corolla

Toyota’s Corolla has long been a bastion of reliability, economy, and steadfast transportation. Additionally, they’ve always been available with a stick shift; that continues for 2022. If you want a Corolla sedan with a 6-speed manual gearbox, you’ll have to opt for the tarted-up SE model. That model also includes the more powerful 169 hp 2.0L engine compared to CVT-equipped models. While the car may have had dowdy looks in the past, the Corolla has shaped up to be a handsome sedan.

Corolla Hatchback 

The Corolla Hatchback made a triumphant return to the U.S. market in 2019 and continues to be sold for 2022. The attractive-looking 5-door Corolla has the same 169 hp engine as the sedan, but can be had with a 6-speed manual on the SE as well as the racier XSE models. The Hatchback puts to bed any inkling of a vanilla-looking past. The Corolla Hatchbacks, especially in XSE trim, look athletic and modern.

Tacoma

If you like to row your own gears in the Toyota Tacoma you’ll have to opt for the TRD Sport, TRD Off-Road, and TRD Pro models. They can have a 6-speed manual behind the 278 hp 3.5L V6 engine. All will feature 4WD with a high/low range transfer case to get you through snow, sand, mud, or rocks.

Volkswagen

Golf / Golf GTI

For the eighth-generation Golf, VW continues to offer its mainstay hatchback with a 6-speed manual transmission. For 2022, the fun-to-drive Golf GTI, one of the best hot hatchbacks out there, makes 241 hp. Keep an eye open for the 2022 model arriving later this year. All Golf versions are known for their European feel and German engineering.

Jetta

The Jetta has been the compact compared to VWs Golf for decades. It also shares many of the engine choices. Like the Golf, it can be had with a 6-speed manual, too. However, you’ll need to choose the base S trim to get that option. Alternatively, pick the GLI sports sedan instead, and you’ll get a 2.0L 4-cylinder making 228 hp. Expect a similar driving experience to the Golf/GTI, but with a locking trunk.

2022 Manual Transmission Cars: 34 Vehicles With 3 Pedals & a Stick-Shift

• BMW M3
• BMW M4
• Cadillac CT4-V Blackwing
• Cadillac CT5-V Blackwing
• Chevrolet Camaro
• Chevrolet Spark
• Dodge Challenger
• Ford Mustang
• Ford Bronco
• Honda Civic SI
• Honda Civic Hatchback
• Hyundai Veloster N
• Hyundai Elantra N
• Jeep Gladiator
• Jeep Wrangler
• Kia Forte GT Manual
• Lotus Emira
• Mazda MX-5 Miata
• Mini Cooper Hardtop and Convertible
• Mitsubishi Mirage
• Mitsubishi Mirage G4
• Nissan Z
• Nissan Versa
• Porsche 718
• Porsche 911
• Subaru BRZ
• Subaru Crosstrek
• Subaru Impreza
• Subaru WRX
• Toyota Corolla
• Toyota Corolla Hatchback
• Toyota Tacoma
• Volkswagen Golf / Golf GTI
• Volkswagen Jetta

2022 Manual Transmission Cars

Every year the list of cars equipped with 3-pedals and a stick shift becomes ever more sparse. While 2022 manual transmission cars might be the driving enthusiast’s choice, new more modern automatic transmissions can offer better performance, fuel economy, and can shift faster than any human can. But for some, driving a car with a manual gearbox offers the feeling of more control and a more direct connection with the vehicle.

While there are still “purists” out there who only buy manual-equipped vehicles, these cars are getting harder and harder to come by. So if you’re in the market, don’t delay. These 2022 manual transmission cars might be gone soon!

All-season tires are a jack of all trades and master of none. They’re made to tackle most conditions well enough, provide a compliant ride, and handle the corners with confidence. However, they don’t excel at one certain condition specifically. Because of their versatility, most new cars come with all-season tires, and most consumers purchase these as replacements. The question, then, was whether the BFGoodrich Advantage Control all-season tires were allstars?

New Tires, New Technology

The new BFGoodrich Advantage Control all-season tire debuted in March 2021. In looking at the company’s tire lineup, it appears to be the least performance-oriented all-season tire that the company offers. It slots below the iconic Advantage T/A radial, which has been on sale for 40 years.

This tire features the BFG’s Aqua-Flume technology and advanced all-season compounds for improved braking performance on wet roads. BFG even claims the tires will stop 8-feet shorter than the competition. The company states this technology displays a curvilinear groove system designed to evacuate water from under the contact patch. By doing so, consumers can expect all-season control in their daily driving.

Finally, the Michelin-owned tire maker says consumers will enjoy a more comfortable ride due to the next-generation g-Wedge Sidewall Stabilizer. This steadies the tire sidewall, allowing the Advantage Control tire to show crisp handling and provide a comfortable ride. So while they might not be the most high-performance tire in the all-season lineup, it doesn’t mean they’re a slouch.

Our 2007 Toyota Yaris liftback needed a new set of shoes, so I reached out to BFG for a set of these to test. Our subcompact Yaris wears custom 14″ wheels, and I shod them with 185/65R14 Advantage Control tires — the smallest size offered. However, the company makes them in a wide range of sizes all the way up to 245/50R20. Most are going to have an H or V tire speed rating (130 mph or 149 mph, respectively), with a few sizes carrying a W-rated (168 mph). My little 14s were specifically 185/65R14 86H. All Advantage Control tires have black sidewalls only.

One Tire For Many Conditions

All-season tires are sort of that one-size-fits-most kind of rolling stock. They blend a little bit of everything into one tire designed to perform well in most conditions. If we were to have tires for every condition, most people would have, at a minimum, two sets: summer and winter. But all-season tires let people drive year-round on one set, sometimes even in snow. All-season tires aren’t going to be as good as a summer tire in the dry or a winter tire in the snow, but they do good enough for most buyers most of the time. 

BFGoodrich Advantage Control: Initial Impressions

Once the BFGoodrich Advantage Control tires were mounted and balanced, I daily-drove our Yaris for a couple of weeks around town. BFGoodrich advertises a smooth, quiet ride, and I would agree that these tires provide that.

Our Yaris is lowered on a stiffer suspension system, and I’m used to running either a firm summer tire with excellent grip or a soft winter tire with lots of road noise and flexy, marshmallow-like sidewalls. I definitely found the BFGoodrich Advantage Control tires more comfortable than the summer rubber and more responsive than the mushy winter rubber.

They are quiet and smooth too, especially on the highway. But there’s no better way to put an all-season tire through its paces than by doing a 1,500-mile road trip, so that’s exactly what we did. 

Road Trip Performance

In August, my wife and I took the Yaris round-trip from Portland, Oregon to Santa Rosa, California. We did long Interstate stints, we had some spirited back-roads driving, and we really got a feel for the BFGoodrich Advantage Control tires.

My initial impressions were confirmed: they were comfortable cruisers on the highway and provided little road-noise, yet offered trustworthy stability in the corners. They tracked straight and true and never felt unbalanced or squirrely. At 10mm narrower than the previous tires I had, turning was easier and fuel economy was slightly improved. 

I had the opportunity for some spirited canyon carving on this trip. While the BFGoodrich Advantage Control tires are not a substitute for a grippy summer-only tire in the twisties, I wasn’t disappointed by the amount of grip these provided.

Our Yaris rides on a stiffer high-performance suspension setup, complete with a rear sway bar; I’m used to a sticky 195/55R15 in a summer compound. But these tires didn’t disappoint in the road-holding department. No, the fat 65-series sidewalls are not as stiff as those on my previous 55-series summer tires, but they held the pavement better than I anticipated, especially on the exceptionally curvy Highway 29 north of Calistoga, California. Again, these aren’t intended to be summer tires, but for a 65-series all-season tire, I was impressed.

From a standstill, I noticed initial traction wasn’t as good as my last set of summer tires; I was able to break these free from a stop sign relatively easily and regularly versus my previous summer rubber. Perhaps I wasn’t used to having a narrower tire; maybe it’s just the less-sticky compound versus a dedicated summer tire. Regardless, it was noticeable.

The Absence of Aqua

Much of the western U.S. is in a fierce drought at the time of this writing, and regrettably, I haven’t had these tires in the rain to put the Aqua-Flume tech to the test. Rest assured, once the rains come to the Pacific Northwest — and they will — we’ll see how they handle the rain. I can confidently say these tires will be better in colder temps than a dedicated summer tire, which often loses grip below 45° F, and should be better in the rain as well. Keep in mind, these are not mud and snow (M+S) rated tires, so if you plan on driving in snow, you may want to look at a different tire. 

New Country of Origin

BFGoodrich may be best known for its USA-made T/A radials or its off-road tires (although they’re trying some new things lately too). I own the manufacturer’s KM3 mud-terrain tires and KO2 all-terrain tires on two of my three four-wheel-drive rigs; all of those tires are made in the U.S.A. I expected the Advantage Controls to be domestically manufactured, too. However, the BFGoodrich Advantage Control tires are made in Indonesia. The company confirmed the tires are its first to be made there and are its only tires made in the country at present. 

Wonderful Warranty

Regardless of the country of origin, BFGoodrich has been a trusted name in tires for over 150 years, and the BFGoodrich Advantage Control tires will likely continue this reputation. In fact, BFGoodrich has a long 75,000-mile, 6-year warranty on these tires, ensuring an extended life and continued trust in the brand.

I haven’t had a set of all-season tires for years. They typically don’t offer up the summer or winter traction I want. However, since our Yaris is now our only daily driver, it makes sense to run a tire that can be used year-round here in Portland. I won’t have to switch back and forth when the weather gets cold and rainy, either, which is a nice convenience. (We have 4WD vehicles with winter tires for snow.)

I’m happy with the BFG Advantage Control’s performance, looks, and warranty. If you’re looking for an all-season tire for your daily, these new BFGs will likely fit the bill for you as well. 

As of 2020, the company had sold roughly 270,000 of these since debuting in 2013. (North America didn’t get this model until 2018.) For 2021, Mitsubishi amped up its all-wheel-drive Outlander PHEV hybrid. Literally. For ’21, the company added a bigger engine, a bigger electric motor, and a bigger battery pack resulting in more power. But with more AWD PHEV competition, does it have what it takes to continue to sell?  

2021 Mitsubishi Outlander PHEV Review: Not All-New, But Updated

Now, don’t get this model confused for the all-new 2022 Mitsubishi Outlander. That’s an entirely different vehicle that shares a platform with Nissan’s recently redesigned Rogue. Instead, Mitsubishi is marching on down the path of electrification using the older Outlander platform — it’s the same exterior as it’s been for the last few years. And despite the chassis being long in the tooth, the hybrid powertrain is high-tech and has a lot to offer. 

More Power, More Range

Before the 2021 models, Mitsubishi’s versatile, surefooted Outlander PHEV had a 2.0L 4B11 gasoline engine, twin 60 kW electric motors, and a 12 kWh battery pack. The new ’21 models have a larger 2.4L 4B12 gasoline engine, a 60 kW front motor, a larger 70 kW rear motor, and a 13.8 kWh 300-V battery pack. This equates to 31 more horsepower compared to the prior model years for a total of 221 hp.

Despite this bump in power, the vehicle gets the same 74 MPGe rating through a combination of gasoline and electric operation and actually increases its all-gas mpg from 24 to 26. The total EV range has gone up from 22 to 24 miles as well, thanks to the larger battery pack. The combined gas-electric range is 320 miles. 

When it comes time to plug in this hybrid, you have some options. Pop the charger door and there’s both your usual charge port but also a CHAdeMO fast-charge socket. This enables buyers to charge 80% of the vehicle’s battery in 25 minutes. A standard 120V charge will take up to 14.5 hours at 8 amps and 9 hours at 12 amps. You can expect a four-hour charge with EVSE at 240V at 16 amps.

I’ve driven a 2019 Outlander PHEV in GT trim. Despite the sporting moniker, there wasn’t much “GT” about it. Power was merely adequate. The 2021 version definitely has more pep. Step on the accelerator, and you’ll immediately notice the torque. You actually get pressed back in your seat.

I wrote that Mitsubishi’s previous model was “brisk up to about 40 mph.” The new model with its extra power feels much peppier. And while the 2021 Mitsubishi Outlander PHEV is not going to win a lot of drag races, the power is much appreciated and very usable compared to previous models. Around town is where you really notice the extra giddyup. Initial acceleration feels much improved. Oh, and now there’s even a Sport mode for extra performance. 

A Comfortable, Sure-Footed Cruiser

The Outlander PHEV always rode well and the 2021 model continued to do that. It was a comfortable cruiser and quiet around town and at highway speeds. I found there was a bit of road and wind noise on the freeway, but nothing too offensive.

The car’s handling was still better than I expected. Despite its 4,244-pound curb weight, the CUV handled the corners better than one would expect. With 54%/46% front/rear weight distribution and 225/55R18 tires mounted to rather beautiful 18×7 alloy wheels, you might actually find the car more entertaining in the curves than you’d think. 

The car had multiple modes for regenerative braking, which I appreciated. I could choose to have very little regenerative braking, or select “B5” and the moment I took my foot off the accelerator, I would feel the car noticeably slowing down and sending power back to the battery pack.

Should the weather take a turn for the worse, the Outlander PHEV has you covered with its S-AWC, or Super All-Wheel Control system. It has three AWD modes (normal, snow, and lock) for varying road conditions. It also comes with blind-spot monitoring, a lane departure system, as well as a host of other multi-letter safety acronyms. 

Versatile, Dated Interior

The car’s interior isn’t much to write home about and hasn’t changed over the years. Overall, it felt dated with a mixed bag of materials. It was, however, simple and had excellent visibility. But certain bits felt inexpensive. The SEL’s eight-way adjustable leather front seats were somewhat flat and lack bolstering. The silver carbon fiber-esque trim was also a love-it-or-leave-it look. 

The infotainment center had Apple Carplay and Android Auto, but the interface wasn’t great. The touchscreen had no buttons or knobs, which was cumbersome. There was a dash-mounted USB port as well as a 12-volt plug-in. However, passengers in the back seat got two USB ports, and the rear cargo area gets a 12-volt/120W plug-in. Other features included heated exterior side mirrors, forward collision mitigation, and Mitsubishi’s FAST-key system. A power sunroof is available on LE and GT trims.

The rear seating area offered good space and the rear cargo area was expansive. And while the gas-powered Outlanders have seating for seven, the PHEV variant only has seating for five. Ironically, Mitsubishi simply kept the cupholders in the rear area. Hey, great for tailgating, I suppose. 

The rear seats have a slick, three-step folding sequence allowing them to fold totally flat. This allows the CUV to carry a healthy bit of cargo. For what it’s worth, you could lay down a couple of sleeping bags and sleep comfortably in this area if you wanted. The Outlander PHEV also has a power liftgate. However, I found its operation was finicky. 

2021 Mitsubishi Outlander PHEV VS. the Competition

Let’s face it — the 2021 Mitsubishi Outlander PHEV is a dated platform. While it may have been one of the first PHEV CUVs, as well as the best-selling, it has aged. The Ford Escape gets 105 MPGe vs. the Outlander  PHEV’s 74 and has 38 miles of pure EV range. The Escape, however, is FWD only.

The Hyundai Santa Fe PHEV gets 76 MPGe and has 31 miles of EV range. The Subaru Crosstrek Hybrid gets 90 MPGe but only 17 miles of pure EV range. Finally, the Toyota RAV4 Prime gets 94 MPGe, 42 miles of pure EV range, and is paired to a powerful 302 hp powerplant, rocketing the Toyota from 0 to 60 in a scant 5.4 seconds according to Car and Driver. For comparison’s sake, MotorTrend clocked the ‘21 Outlander PHEV at 8.5 seconds for 0-60. Personally, I think it feels faster than that, even if it isn’t. 

The Outlander PHEV in SEL trim has an MSRP of $37,490. Keep in mind that there are still federal and state incentives to bring these prices down, in many cases, below $30,000. At this time of writing, despite the microchip shortage, Mitsubishi Motors North America is offering 0.0% financing for 48 months along with other incentives. I’ve even found a few versions for sale locally. Also remember, Mitsubishi offers one of the best warranties in the business: 5 years, 60,000 miles bumper to bumper, and 10 years, 100,000 on powertrain, main drive battery, and PHEV components. 

We already know the Outlander PHEV will continue as-is as a 2022 model. But it begs the question: Will 2023 bring us an all-new Outlander PHEV? If I were to gaze into my hybrid Magic 8 Ball, all sources point to yes. 

Nissan has made its iconic Z cars since 1969. They’ve always been sporty and svelte, from the initial Datsun 240Z all the way to the last of the Nissan 370Z models. And as the brand looks to launch the latest Z-car, we took the last Nissan 370Z for a spin to see if it could deliver on the Z car’s legendary sports car heritage.

Nissan 370Z Nismo Review: The Last 300 and the New 400

Nissan recently provided me with the last of the 370Zs — a pearl-white 2020 Nissan 370Z Nismo variant with the 6-speed manual. This would be my last fling in a 370Z as I — and the rest of the world — anticipate the upcoming 400Z. The 400Z will very likely continue the Z-car’s sporting legacy, keeping the Nissan Z moniker associated with sports car history.

In 2009, Nissan debuted the sixth-generation Z-car, the 370Z. Lighter weight and faster than the previous 350Z, it also made 26 more horsepower thanks to its 3.7L VQ37VHR V6 which made between 332 hp and 350 hp (standard vs. Nismo models).

The 370Z’s shape was similar to the 350Z. No one would mistake it for anything else. With its shark-like nose, elongated hood, wide hips, and athletic posterior, the 370Z was a looker. Like the previous 350Z, a drop-top roadster version was also available.

This car had a rather remarkable 13-year run. That’s nearly unheard of these days. But thanks to the admirable performance and sexy styling, the 370Z soldiered on until the 2020 model. It even celebrated its 50th anniversary in 2020.

While the 370Z is now history, Nissan isn’t abandoning its Z car and will be debuting an all-new 400Z later this summer. We’ve seen the prototype and it’s gorgeous — but it’s just a prototype. However, this new 400Z future car showcases many of the classic Z styling cues.

From the long hood and steeply raked rear window, to flared fenders and taillights that pay homage to the 300ZX, Nissan has definitely done retro the right way with this screaming-yellow show car. Let’s hope the production model keeps all these great lines. Nissan is anticipating an August 17, 2021 launch of production 400Z models. We’re eagerly awaiting its arrival.

370Z Department of the Interior

The Nissan 370Z Nismo is fairly long in the tooth with 13 model years under its belt … er … roof. But I think it has aged extremely well. However, there are signs it’s ready for an update, especially on the interior. My 2020 3.7L Nissan 370Z Nismo tester had racy, red-trimmed Recaro seats with loads of bolstering and an Alcantara-clad steering wheel and accents — great additions in any sporting vehicle.

It was, however, one of the few newer vehicles still rocking a CD player. And while a compact disc player is not necessarily a con, it clearly showed the car’s age. There were a few other interior bits that felt older as well, such as some of the switchgear, the tiny LCD screen, and dual backup cameras — one in the center stack and one in the rearview mirror.

I still loved the look of the three dash-mounted gauges — voltage, water temp, and clock. This is also a styling cue from older Zs. But let’s face it: at the end of the day, this is a 13-year-old new car. The Nissan 370Z Nismo is due for an update.

400Z Concept Interior Modernized

Looking at the 400Z concept’s interior, all of these woes have been addressed. It has a much more modern look with the requisite amenities — including the triple dash-mounted gauges and door-mounted air vents (same as the 370Z). Granted, it’s just a concept. But if the production model is close to the concept, it’ll be very nice.

Drivetrain and Performance

Every year since the 1969 Datsun 240Z debuted, the car’s name has been based on the engine’s size. A 240Z had a 2.4L. A 260Z? A 2.6L mill. Yes, the 300ZX had a 3.0L six-pot, and the 350Z and 370Z have 3.5- and 3.7L engines, respectively.

The 400Z will shake things up. It will be the first Z-car named after its power output versus its engine displacement. It will have a twin-turbo 3.0L engine making 400 hp. So while the shape will be familiar, the naming convention won’t be. Plus, calling it the 300Z would be, you know, regressive.

Going back to tradition, the 400Z will continue to offer both a manual and automatic transmission. Like other vehicles (we’re looking at you, Toyota Supra), it’s not ditching the stick shift. Point-and-shoot lovers, don’t worry: you’ll still be able to get an automatic. Fun fact: According to Nissan, the 370Z had a 50/50 sales rate on manuals versus automatics.

One thing is for certain: Z-cars have always been solid sports car options, and that shouldn’t change. For years, they were Nissan’s most potent performer in North America. That was until 2009 when Nissan brought the fire-breathing twin-turbo GT-R (sometimes referred to as Godzilla) to this continent. But the 370Z wasn’t exactly a slouch.

The 370Z has been clocked sprinting 0-60 between the mid-four-second range to mid-five-second range, depending on the publication and the engine and transmission choice. Adding to the quick acceleration is precise, razor-sharp handling and a taut — if not all-out stiff — suspension system. This aids in wonderful performance whether carving canyon roads or weekend time-attacks at the local track day.

Our Nissan 370Z Nismo tester came with sticky 19-inch Dunlop SP Sport Maxx GT tires with 245/40R19 tires up front and wide 285/35R19 meats in the rear, which helps with the handling prowess. I also must note that the 370Z Nismo’s brakes are fantastic, feel great underfoot, and help stop the car quickly.

The upcoming 400Z will undoubtedly carry on the Z’s performance traditions. It will, however, be the first North American Z with a factory turbo since the 1996 300ZX. (Another fun fact: The 300ZX was made in Japan until 2000.) And with 50 more horsepower than the 370Z Nismo, we expect the 400Z to be a rocket. Will it be GT-R fast? Probably not, but I bet it’ll be right on Godzilla’s heels.

Will the 400Z Be the Best Z?

There’s zero doubt that Nissan has put a lot of thought into the design and performance of the upcoming 400Z. Every Z car has bested the previous model’s performance, and I’d bet that happens again. But everything comes at a price, right?

The 2020 3.7L 370Z Nismo started at $45,790. It’s reported that the 400Z will start at $34,995, although Nissan has not officially listed the car’s MSRP. But say it does come in around $35,000 — and that’d be quite the performance bargain. For comparison’s sake, a 2021 Mazda MX-5 Miata RF starts at $33,045. Now, the Miata is a fantastic little sports car but only has 181 hp. You can still have scads of fun with it, but let’s face it: It’s not 400 hp.

But back to Nissan. I’m unabashedly happy to see the company continue on with its iconic sports coupe. In a world of crossovers, SUVs, and massively large pickups, it’s nice to see a company sticking with something they’ve done so well: a two-door, two-seat, rear-wheel-drive sports coupes.

Rather than jettison their legendary coupe into the pages of automotive history, they’re going full-steam ahead with the next generation. Maybe I’m just nostalgic, but I don’t think it’s just me looking forward to the 400Z. In fact, I think Nissan’s betting on it not being just me.

The 2021 Nissan Armada Platinum Goes Big

Everything about this thing is big. Big V8 power, big amounts of space, big 22-inch wheels, a big 8,500 lb. towing capacity, and a big $70,000+ price tag for the Platinum trim level. I spent a week with the recently refreshed 2021 Nissan Armada, and it came up big — but also not so big — on a few things. Let’s look at the things I loved and hated about the 2021 Nissan Armada Platinum. Let’s start with some love, shall we?

We Love: V8 Power

It’s no shocker that a rig like this is powered by a gusty, 8-cylinder engine, and Nissan’s is nice! The 5.6L V8 is powerful, smooth, and quiet. Acceleration is brisk and responsive. Whether from a dead stop or passing slower traffic, the engine does not disappoint in the performance arena.

The direct-injection engine makes 400 hp and 413 lb.-ft. of torque and really scoots, with some sources citing 0-60 times under 6.0 seconds. Plus, it sounds good when it should and is hushed when it needs to be.

The mill is mated to a very compliant 7-speed automatic. All that power helps the 2021 Nissan Armada Platinum achieve a hefty 8,500 lb. towing capacity, too. So whether you’re hauling a boat, travel trailer, or something else, you’ll be able to get the job done easily.

We Hate: V8 Fuel Economy

Yes, all that V8 goodness comes at a price: fuel economy. This SUV is rated at 13 city, 18 highway, and 15 combined mpg. During my week with the vehicle, I averaged 14.8 mpg.

With the price of fuel on the rise, the cost to gas up this beast is only getting more and more expensive. Then again, if you’re spending over $70,000 on a vehicle like the 2021 Nissan Armada Platinum, perhaps your gas bill isn’t top of mind. Regardless, the Armada swills gasoline. 

We Love: Exterior Style

When Nissan debuted the second-generation Y62 Armada in 2017, I thought it looked pretty darn good. The 2021 model further updates the SUV’s modern, sophisticated, yet rugged style. Both the front and rear were reshaped for a more updated look.

Nissan didn’t go overly futuristic and maintains a great mix of urban chic and off-road grit in the latest Armada. It gets massive gunmetal 22-inch wheels on 275/50R22 tires that are nearly 33-inches in diameter. Add to it the dynamic Hermosa Blue Pearl paint job, and you’ve got a very well-appointed, handsome SUV. 

We Hate: Interior Style

For all the good looks the vehicle has on the outside, the inside style doesn’t match. It’s got a lot going on: optional quilted seats, leather ruching on the door panels, a two-tone, black-and-brown dash, white stitching, and wood trim that reminded me of a lacquer bedroom set from the 1980s. It’s just too much.

Some of the materials — hard plastics, a not-so-soft soft-touch dash, and some of the tops on the center consoles — also felt inexpensive. The 2021 Nissan Armada Platinum has an MSRP of $70,465, but some components didn’t feel like it. The overall interior style just didn’t do it for me.

We Love: Loads of Comfort

Okay, so the interior may look a bit gaudy, but it sure is comfortable. Even at interstate speeds of 70-75 mph, the Armada’s interior was whisper quiet. Wind noise was almost non-existent. Road noise, even on Oregon’s course aggregate, was hushed. The V8 is smooth and offers low noise/vibration/harshness levels.

The fully-independent suspension soaked up bumps and provided a plush ride. The heated and air-conditioned front seats, heated leather steering wheel, very good sound system, and excellent visibility all added to the quality of the ride.

Middle seat occupants also have heated seats, monitors in the headrests with aux, USB, and HDMI inputs as well as headsets and a remote. Plus, the rear center console showcases USB-C, USB, 120V, and 12V plug-ins.

Apart from the fuel economy, this SUV could be one of the best long-distance road trip vehicles on the market. There is a third-row, but it’s best left folded down. I’m not going to let that ultra-cramped space ruin this “love” section!

We Hate: Drives Bigger Than It Is

Listen, I’ve driven plenty of big trucks. But for whatever reason, the 2021 Nissan Armada Platinum feels way bigger than it really is. I was constantly being reminded of how wide the Armada is thanks to the lane-departure warning system. Whether the Armada was lumbering around town or sailing down a highway, I was regularly reminded of its size by the vibrating steering wheel. 

It feels big, but unnecessarily so sometimes. The long, tall hood also made the vehicle a challenge to park (ask me how I know). Thank God it has cameras everywhere and a very good 360-degree bird’s eye view to park this land yacht. I’m okay driving big vehicles, but this one feels bigger than it should be. 

We Love: Cargo Space

If you’ve read this far, you can clearly see there is a lot of comparison and contrast going on here, and it’s going to continue. Though the rig is big — and not always in a good way — its cargo-carrying ability is fantastic.

That rear penalty box of a third-row folds flat thanks to two switches that electrically fold those seats away providing vast cargo space. This area swallowed up four wheels and tires I was selling without even flinching.

You could fit a family of four in this vehicle ultra comfortably along with enough gear for everyone and then some. Heck, with its 8,500 lb. towing capacity, you could bring so much stuff that you could live full-time out of this thing in comfort.

Add to all that the Armada’s gargantuan front center console, a massive rear center console, an ample glove box, lots of cup holders, and even some rear storage areas, and you have plenty of places to put nearly anything you’d want. 

We Love: A Capable 4WD SUV

You know what? I’m a lover, not a hater. So let’s add some more love, shall we? The Nissan Armada is sold as the Patrol in other markets, such as Australia and the Middle East. And the Patrol is an iconic 4WD vehicle that ranks right up there with the Toyota Land Cruiser.

Nissan is no stranger to making capable, tough 4WD vehicles, and despite the 22-inch wheels and yards of leather upholstery, this rig’s underpinnings make for a capable vehicle. The Armada is built using stout body-on-frame construction — great for towing and off-roading.

It also has a two-speed transfer case for when the trail gets tough. You’ve got 2WD, 4WD high, and 4WD low so you’ll be able to get out of more difficult situations. Granted, the Armada uses a fully independent suspension system, so it’s still vastly more capable than most of its drivers will ever need. But kudos to Nissan for keeping this thing capable and true to its original spirit, which is just one more reason to love this big SUV. 

Funky, Sporty Style

Our tester, the 2021 Kicks SR, features a 2-tone paint scheme with a blacked-out roof and funky lines. Remember the bizarrely styled Nissan Juke? Well, this replaced it (as well as the old Versa Note), but its styling has been toned way back comparatively. Its black spawling grille gives way to rounded fenders, and a menagerie of bulges and lines all the way to the spoiler-equipped rear.

The 2021 Nissan Kicks has a sporty shape, but not overly athletic—as it is a CUV after all. There’s a tall beltline with a unique treatment at the rear C-pillar where the paint comes up to meet the floating-roof-style 2-tone motif. The rear C-pillars are wide, although outside visibility isn’t as bad as it might seem. The squinty headlights are LED units and provide ample lumens on the road; this model also has fog lights for low-visibility driving. The sloped rear windscreen angles back to taillights that partially wrap around the bodywork.

And while I often really like this color, the Boulder Gray and Super Black 2-tone paint is a bit industrial for me. And despite the fact it looks non-metallic, there are flecks of metal in the paint. I prefer this car in brighter hues.

This pre-production prototype wears blacked-out 17-inch alloy wheels wrapped in 205/55R17 Firestone tires. This combined with the black roof is a bit much for me, but at least the wheels are a solid color vs. the overdone black-and-machined look so many manufacturers include.

Not-So-Eager Engine

Under the Kicks’ hood lies a 1.6L 4-cylinder engine with variable valve timing producing a modest 122 hp at 6,300 RPM and 114 lb.-ft. of torque at 4,000 RPM. All Kicks are saddled with Nissan’s Xtronic CVT as their only power-delivery method. There’s also no all-wheel-drive option; all Kicks crossovers are front-wheel drive only. (Why isn’t this called a hatchback again?) The powerplant makes a good deal of noise when pushed, and the CVT isn’t going to provide a sporty experience.

FYI, there are no sport or eco modes, and the CVT doesn’t have any paddle shifters or “fake” gear ratios to run through, which is totally fine with me. A CVT is good at a few things, and one of those is fuel economy.

The Nissan Kicks is EPA rated at 31 city, 36 highway, and 33 combined MPG. I was able to get 32 MPG during my time, and that included numerous foot-to-the-floor merging exercises to get up to speed.

Driving: Slow But Steady

The 2,744-pound Kicks feels pokey when merging onto the freeway or making passes on 2-lane roads. Peg the throttle and you’re presented with the usual CVT behavior in which the RPMs go to the optimal zone while the engine whizzes along. This engine makes a fair bit of racket at full giddyup. Fortunately, around-town driving is civilized enough, and freeway cruising is comfortable. At 70 mph, the engine only spins about 2,000 RPM making for a relaxed feeling. If you do need to stab the throttle though, don’t expect neck-snapping acceleration.

While acceleration may not be the 2021 Nissan Kicks’ forte, it’s quite competent in the corners. I took the car on some twisty backroads and was surprised at how well the car performed. There’s a chunky leather-wrapped steering wheel that feels good in the hands, and the sterling is quick with decent feel. This is certainly where the car is most fun, and it makes the best of its taught Macpherson strut front and torsion beam rear suspension. Add to it surprisingly good brakes, and the Kicks is, well, a kick to pilot through the curves.

That taught suspension does provide a less comfortable highway ride, but it’s also not jarring. I find the Kicks to have a good deal of road noise. There was also significant wind noise from the front door’s windows (Note, this is a pre-production press car).

Overall the car feels solid, planted, and confident despite the road and wind noise.

Fun, Functional Interior

If I had to offer up my favorite part of the 2021 Nissan Kicks it’d have to be the interior. It’s a good mix of simple and traditional features mixed with modern amenities and upbeat styling. The heated Prima-Tex seats look fantastic in their 2-tone presentation, and I love the orange stitching, which carries through to a passenger-side dash panel. The seats are flat and a bit hard, however, and more side bolstering would’ve been nice.

While parts of the interior are fun and funky, some parts seem a bit odd. The doors feel like they have massive plastic panels where there could’ve been some more styling elements. Map lights and the SOS button feel like they got hit with value engineering, as do parts of the non-soft-touch dash.

Conversely, the unique gauge cluster is really neat. It showcases an analog speedometer on the right and a multi-function LED screen on the left that can provide a tachometer, vehicle info, and a host of menu options. It works very well and is easy to see. I am also a sucker for a chunky, leather-wrapped, square-bottom steering wheel, and this one’s even heated.

The center stack boasts a 7-inch touchscreen with two dials and several buttons for easy use. This 2021 Nissan Kicks was equipped with an 8-speaker Bose sound system with an amplifier, subwoofer, and UltraNearfield driver headrest speakers. This setup allows you to wrap the sound 360 degrees around you. The system could be crisper, and I found the bass to be muddy. There was no fader or balance control that I could find. The in-car entertainment also has Android Auto, Apple Car Play, Sirius XM, a Wi-Fi hotspot, and USB and USB-c inputs.

The rear seat is about average in terms of space. I’m a towering 5-foot 7inches tall and I fit fine. If I were over 6-feet I don’t think I’d want to spend a lot of time back there. There are two USB ports for rear passengers.

Like most hatchbacks, the Nissan Kicks’ interior is very usable. The rear seats fold down (although not totally flat with the rear cargo area). The rear cargo area is voluminous, allowing for plenty of cargo for a vehicle this size. Of note, the rear liftgate feels very heavy.

Safety in Spades

Although the Nissan Kicks is small, it has lots of safety equipment. This includes lane keeping, lane departure warning, adaptive cruise control, crash mitigation, and all the airbags everywhere. I also love the Intelligent Around View Monitor (I-AVM), which offers up a 360-degree view of the car. It came in very handy when in tight parking lots. This should be included on every car.

2021 Nissan Kicks Pricing

The Nissan Kicks has been a good value in the segment since its introduction. A base-model 2021 Kicks has a starting price of $19,500. This SR model starts at $21,940 and has the $1,200 Premium Package, which nets you the Bose system, the Prima-Tex seats, heated steering wheel, among other niceties. That 2-tone paint is $250 and blacked-out wheels are $750 extra, with floor mats and a cargo protector adding $225. Add in the $1,150 destination charge and this 2021 Nissan Kicks comes in at $25,260. That’s actually a pretty good price considering the number of features you’re getting. Keep in mind, the average cost of a car these days is $40,857 according to Kelly Blue Book (as of February 15, 2021).

2021 Nissan Kicks Review

If you value versatility and fun styling and want a lot of premium features for the money, the Kicks is definitely worth kicking around. Tepid acceleration and a few interior qualms are my biggest sticking points, but the car does have a lot going for it. To say it kicks butt might be an over-the-top statement, as it likely won’t get your pulse going. But, the 2021 Nissan Kicks has more versatility than a Versa and won’t break the bank, either.

If the Kicks just isn’t big enough for your needs, have a look at the Nissan Rogue, which we reviewed HERE.

Long-Legacy, Highly Esteemed

The Golf first showed up on U.S. shores under the Rabbit nameplate in 1974. It went through seven iterations to become the car it is today. Early on, the car had small 4-cylinder gasoline or diesel powerplants under 2.0-liters in size. The sporty GTI models were introduced providing an athletic driving experience. Later Golf engine choices range from 8-valve 2.0L 4-pots and the famous narrow-angle VR6 6-cylinder to modern yet powerful smaller displacement, turbocharged 4-cylinder engines making nearly 300 hp. You could even get the hot-rod R32 or Golf R with all-wheel drive. Of course, there were the modern TDI diesels which provided both power, economy, and a bit of emissions scandal.

Over more than 4-decades, the Golf won the hearts of driving enthusiasts with its impressive European driving dynamics and German-design. It also won over critics. The Golf appeared on the esteemed Car and Driver 10Best list for the last 15 years in a row. The current Mk 7 Golf was named North American Car of the Year for 2015.

The Last Golfs

The 2021 Golf is available in one well-equipped trim—the Golf TSI. It features a 1.4L turbocharged and direct-injection engine, which makes 147 hp and 184 lb.-ft. of torque. The TSI engine is mated to either a 6-speed manual gearbox or an 8-speed automatic transmission with Tiptronic, and achieves EPA-estimated fuel economy of 29/39/33 (city/highway/combined) and 29/36/32 respectively.

Although the Volkswagen Golf is discontinued officially after 2021, pricing for the 2021 Volkswagen Golf with a standard 6-speed manual transmission starts at $23,195. The 8-speed automatic transmission starts at $23,995. The destination charge for all Golf models is an additional $995.

VW has stated that while production has already ended, it believes the cars that were already made should be able to sustain sales for the rest of the year. For what it’s worth, at the time of this writing, there was no announcement to discontinue the model in Canada.

U.S. Golf sales had slowed as of late. The current Mk 7 golf sold 68,978 units in 2015 (the year it debuted), but sales slowed each year since. For 2020, VW moved just 21,927 Golfs.

Volkswagen Golf is Discontinued, But GTI and Golf R Will Live On

Not all is lost, however. The Mk 8 GTI and Golf R will come to the U.S. as 2022 models. So while standard Golf models will not return with the revised body style, the hot hatch GTI and Golf R models will continue to grace American roads.

A Brief Timeline of Golf in The U.S.

There have been 7-generations of Golf for the U.S. and nearly 2.5 million units sold. Here’s a brief rundown of all 7-generations:

Golf I: MY 1975-1984

• First sold in December 1974 as “Rabbit” in the U.S.
• A 1.5L engine with 70 hp is featured
• The GTI introduced in 1983 with a 1.8L 90 hp engine

Golf II: MY 1985-1992

• The car is sold as “Golf” in the U.S.
• Its dimensions grow by nearly 7-inches in length, 3-inches in wheelbase, and 2-inches in width
• The standard engine is revised 1.8L with 85 hp, GTI introduces 2.0L engine with 131 hp
• A catalytic converter, anti-lock braking system, and power steering debut

Golf III: MY 1993-1999

• Design shifts to a wedge shape
• The base powertrain is 2.0L with 115 hp, GTI goes to available 2.8L VR6 with 172 hp
• Front and side airbags debut, advances in body construction result in improved crash safety
• Famous VR6 engine and cruise control offered for the first time

Golf IV: MY 1999.5-2005

• All-new design with flatter windshield and roofline carried further back with a steeper rear window
• Electronic stability control and side curtain airbags debut
• 1.8T engine introduced for GTI, bringing turbocharging to this generation of GTI
• R32 introduced for 2004 with 240 hp, 6-speed manual, and 4MOTION all-wheel drive

Golf V: MY 2006-2009

• New multi-link rear suspension; rain-sensing wipers introduced
• Sold as “Rabbit” again in the US
• DSG dual-clutch automatic transmissions debuts as an option for GTI and the standard transmission for R32; Bi-Xenon headlights introduced on both models
• The base engine is 150 hp 2.5L, GTI moves to 200 hp 2.0L turbocharged direct-injection engine
• R32 reintroduced for 2008 with 250 hp

Golf VI: MY 2010-2014

• “Golf” name returns for the U.S.
• A prominent character line runs from headlights to taillights
• The base powertrain is 2.5L with 170 hp
• Golf R introduced for 2012, with the VR6 engine replaced by a 2.0L turbocharged direct-injection engine pushing 256 hp

Golf VII: MY 2015-2021

• Based on Modular Transverse Matrix (MQB) architecture
• Golf grows in size yet drops in weight, despite a plethora of new and upscale features
• Facelift in MY 2018 features included revised headlight and taillight designs, redesigned bumpers, and infotainment and driver assistance updates
• Base 1.8-liter TSI 170 hp engine replaces 2.5L to gain an EPA-estimated 6 mpg highway, later replaced by the 1.4L TSI engine in 2019
• GTI and Golf R powered by new versions of the 2.0L TSI engine, with up to 228 hp for GTI and up to 288 hp for Golf R (both achieved with premium fuel) Available driver-assistance technology includes Automatic Post-Collision Braking System, Forward Collision Warning, Park Distance Control

2021 Nissan Rogue Review

The 2021 Nissan Rogue has a lot riding on it. Nissan needs the CUV to be a success. Nissan has faced some challenging times recently, so this staple vehicle needs to be a winner. Fortunately for the Japanese automaker, the ‘21 Rogue has a lot going for it.

We got the chance to have one in the driveway for a week and put the new vehicle through the paces. Here are our first impressions of the 2021 Nissan Rogue.

Athletic Exterior

The new Rogue’s exterior is more masculine than previous Rogue models with angular lines and a muscular shape without being boxy. I’d go as far as to say the 2021 Nissan Rogue is a handsome machine. The nose features the corporate U-shaped grille treatment and edgy LED headlamps. The contoured rocker panels with cladding give way to a backside with minimal rear overhang. This helps to provide that athletic look. Add to it 18-wheels with 235/60R18 Bridgestone tires, and the Rogue no longer looks like a rent-a-car special. While it’s not a GT-R, it is an attractive automobile for what it is.

Our tester was an SV model, and frankly, is a one-of-a-kind. What makes it so unique? Our review vehicle is a prototype and wears Monarch Orange paint. However, this color isn’t available on production Rogues. If you want orange, you’ll have to step up to the SL or Premium trim level and the color is two-tone Sunset Drift ChromaFlair/Super Black. We think Nissan was on to something with this tester’s trim and color, so hopefully, we’ll see this combo in the future.

Impressive Interior

The 2021 Nissan Rogue has an interior that feels solidly built with high-quality materials throughout. The two-tone soft-touch dash has a subtle black and dark-brown motif with white stitching and hints of silver. The center console houses the gear shift, a hollowed-out area under it for storage, and an armrest with a butterfly-style opening. There’s plenty of room for stashing stuff.

The NissanConnect 8” touchscreen display is easy to use and easy to read. Our tester was equipped with Sirius XM satellite radio, and I found sound from its six-speaker audio system to be adequate, but not much more. Platinum trim packages offer a Bose sound system, however. The Rogue’s climate control had a combination of dials and buttons and didn’t require an engineering degree to use.

The SV package also includes the HD Intelligent Around View Monitor (I-AVM), one of my favorite features. This provides a birds-eye camera view that makes parking simple. The camera system works very well. Additionally, there are USB A and USB C ports for both front and rear passengers. A 12-volt outlet sits in the dash, as well as in the rear cargo area.

Speaking of, if there’s one thing crossovers have going for them is cargo- and people-carrying ability. There’s plenty of space for cargo—and passengers—inside this CUV. Our tester had an easy-to-use power rear liftgate, and scads of room behind the rear passenger seats. In fact, Nissan even included a gallon jug of water in our test vehicle to show how the rear cubby areas can hold all sorts of stuff, including groceries.

We found the front seats to be mostly comfortable, but not as supportive as we wanted on longer trips. The back seats have a ludicrous amount of legroom—38.5” to be exact. To put that in perspective, a new BMW 8 series has 29.5”. I’m fairly certain any NBA player could be comfortable back there for long trips.

Our Rogue had the Premium Package, and that nets you interior niceties including a leather-wrapped heated steering wheel, heated seats, second-row sunshades, PirmaTex seats (e.g. leatherette), and a panoramic moonroof. This will set you back $2,660 but is worth it for those heated amenities, especially if you live in a cooler climate.

Showcase on Safety

In addition to all of the typical safety bits found on new cars, the 2021 Nissan Rogue SV includes ProPILOT assist. ProPILOT Assist is a driver assist system that combines the intelligent cruise control and steering assist technologies and includes a stop and hold function that can bring the vehicle to a full stop, hold in place, and can bring you back up to speed when traffic starts moving again. The system worked well on our 200-mile road trip to the Oregon coast. However, the steering assistance proved to be a bit more overactive than I prefer. Other safety bits included blind-spot protection and the company’s Intelligent Lane Intervention. This will vibrate the steering wheel if you get too close to the line on the shoulder or road’s center. I found it to be a bit overactive. Either that or I was riding the line more than I knew.

Not Fast But Frugal

The 2021 Nissan Rogue has only one engine and transmission available. The naturally aspirated 2.5-liter 4-cylinder engine makes 181 hp and 181 lb.-ft. of torque put down through the company’s XTRONIC CVT. Admittedly, I’m not a fan of CVTs. That being said, the one in the Rogue is one of the best I’ve driven. Under steady acceleration or when passing, the transmission was smoother and more refined than many others I’ve experienced. You didn’t get that sound like someone had the hairdryer on the high setting during acceleration.

There are steering-wheel-mounted paddle shifters should you want to pretend to downshift or upshift. As baffling as a shiftable CVT is, this feature does give you the ability to hold a gear on steep grades. One note: There’s a bit of a learning curve with the gear selector. It isn’t your traditional PRNDL. There’s a button for park, you have to move the shifter up while pressing the side button to go into reverse, and “drive” is straight back. It took a bit to get used to it. And yes, there’s an electric parking brake.

The direct-injected engine isn’t a rocketship, but I found power to be adequate with its sweet spot being between 50 and 70 MPH when passing. What it doesn’t have in gusto, it makes up for in fuel economy. During my days with the front-wheel-drive Rogue, I managed 36.1 MPG over about 220-miles. This is much better than the 26 city, 34 highway, and 29 combined fuel economy rating by the EPA for the 2021 Rogue. Most of the time I was in the car’s Eco or Standard drive modes. I did play around with the Sport mode a bit, but figured Sport wasn’t all that useful cruising on Oregon’s highways.

Better Than Expected Handling

While the fuel economy was great, the most pleasant surprise was the Rogue’s handling. The steering feel was excellent not only for a CUV but for any car. It was tight, excellently weighted, and surprisingly quick. The taut suspension puts the 3,411 lb CUV on the sporty side of suspension tuning. Despite this, I never found the ride harsh. While I’m not about to go enter an autocross with it, it is not a wallowing, rolly-polly crossover. Wind and road noise was minimal, and we didn’t hear hardly a rattle in the vehicle, sans one tiny noise in the cargo area.

2021 Nissan Rogue: A Solid Choice

Like I said at the beginning of this article, Nissan needs the new Rogue to be a hit. And after my time with it, I’d say it’s a very competent crossover. It has a lot going for it. It does a lot of things very well and delivers above-average fuel economy and handling. What it won’t do is provide loads of thrust.

Our 2021 Nissan Rogue SV with Premium Package has an MSRP of $31,875 including destination. This is a bit more expensive than a FWD 2021 Mazda CX-5 Touring and on par with a FWD 2021 Toyota RAV4 XLE Premium.

The new Rogue is a very solid choice, and that’s a great thing for Nissan. The compact crossover segment has a seemingly endless amount of choices, many of which aren’t the epitome of excitement. Heck, some are down-right boring. And while the Rogue isn’t going to blow you away with bombast, pavement scorching thrust, or sexy-time styling, it is a very good choice in this segment. Again, this has to be a bread and butter vehicle. Luckily, Nissan’s bread and butter just got better.

Click HERE to configure your own 2021 Nissan Rogue and schedule a test drive.

For years, 4WD vans have been taking people to some amazing places around the globe. Their ability to double as a home on the road has become extremely popular with the #vanlife crowd. And while the term vanlife may be relatively new and trendy, using 4×4 vans to live out of and adventure isn’t anything new. These vans can take people on extraordinary adventures off the beaten path when outfitted properly. These are our picks for the 10 best 4×4 vans of all time.

10 Best 4×4 Vans of All Time

• Chevrolet Astro AWD
• Toyota 4WD Van
• UAZ-452
• Mitsubishi Delica Star Wagon
• Mitsubishi Delica Space Gear
• Ford Transit AWD
• Quigley Conversions GMC Savannah
• Volkswagen Vanagon Syncro
• Sportsmobile Classic 4×4 (Ford Cutaway Chassis)
• Mercedes-Benz Sprinter 4×4

Chevrolet Astro AWD

In 1990, the North American minivan segment was red hot. The first domestic vehicle in the class to offer the ability to drive all four wheels was the boxy 1990 Chevrolet Astro. All-wheel drive was an option on Astros from 1990 all the way up until 2005. While it didn’t have a low-range transfer case, the Astro offered a very high-up seating position and V-6 power, with up to 200 hp from the 4.3-liter engine.

The Astro was facelifted in 1995, making it look more like a full-size van. Nowadays, AWD Astros have a devout following of adventurers taking these Chevys on overland adventures and off-road treks. Interestingly, these vans had a partial unibody construction, with a partial frame up front. There are lift kits out there that often involve spacers. While not hardcore 4WDs, they make a good platform for a compact camper that can “get out there.”

Toyota 4WD Van

From 1987 to 1989 Toyota offered its van in 4WD. Simply called the “Toyota Van,” this forward-control vehicle had the driver sitting atop the wheels with the engine in between the driver and passenger. These minivans were available with a true 4WD system which included a low-range transfer case if you opted for the manual transmission. Power came from a 2.2-liter 4-cylinder making 101 hp and 135 lb.-ft. of torque. You could get the van with an automatic or manual transmission, as well as automatic or manual locking hubs.

Sold globally (and called the Townace/Liteace overseas), the Toyota Van featured car-like unibody construction, a solid rear axle with leaf springs, and independent front suspension with torsion bars. They could be had as a passenger van or as a cargo van without windows. The Toyota Vans are known to run forever. And thanks to some of the Toyota truck‘s underpinnings, it can be more capable off the pavement than you’d think. However, parts can be tricky since they were only offered for three model years. But one thing’s for sure: in the event of a global nuclear event, the only two things that’ll likely survive are cockroaches and Toyota Vans.

UAZ-452

It’s very likely you’ve never heard of the Ulyanovsk Automobile Plant or UAZ-452 if you don’t live near Russia. But these Russian-made vans have been made for over 50 years. Spartan, tough, and shaped like a loaf of bread, these vans have been transporting people around some of the harshest conditions for over half a century.

Still being made today, modern versions of these vans (with seating for up to 11) have a 2.7-liter 4-cylinder engine making 112 hp and 146 ft.-lbs. of torque. Power is put down through a 5-speed manual transmission. These 4×4 vans have a traditional two-speed transfer case with 2WD, 4WD high, and 4WD low-range gears. Their top speed is listed at 127 km/h (79 MPH), so don’t plan on getting anywhere too fast.

The tough-as-nails UAZ-452 has solid front and rear axles with leaf spring as well as an available locking rear differential for maximum off-road traction off-road. The steadfast design, no-frills nature, and Soviet-era design make the UAZ-452 a living relic that you can buy brand new in several configurations.

Mitsubishi Delica Star Wagon

Like Toyota, Mitsubishi Motors North America had a forward-control unibody van in the late 1980s simply called the van. It was only 2WD though. Other parts of the world got this van with 4WD and it was called the Delica Star Wagon. These overbuilt 4WD vans came with a dizzying array of options, trim packages, roof heights, and engine/transmission choices. They’ve been popular with adventure-seekers since their inception in the mid-’80s, and are still made in some SE Asian markets.

With a two-speed transfer case and a very versatile interior, the Delica Star Wagons are still darlings of the campervan crowd as well as Japanese domestic market (JDM) enthusiasts. Many get built-out for overland travel. And with their stout drivelines, available diesel engines, and solid rear axle with leaf springs, they’re capable off-road despite their high center of gravity. The fancy Crystal Lite roof, outdoor-themed Chamonix and Jasper trim packages, and sci-fi styling make these super-cool 4WD vans globally swanky.

Mitsubishi Delica Space Gear

In 1994, Mitsubishi released the second generation Delica van called the Space Gear. Compared to the previous Star Wagon model, this variant had a much rounder style. It was also available with more powerful engine options and the company’s Super Select 4WD transfer case. This gearbox had a viscous coupler. This allowed the van to operate in 4WD high with an open center differential making it great in snow and slippery conditions. Yet, it could also be shifted into high- or low-range 4WD  when the trail got extra tough. Like the Star Wagon, it had unibody construction. It also had a solid rear axle (with coil springs, however), and an independent front suspension with torsion bars. It could also be had in high- or low-roof configurations. Plus, it could be bought in short- and long-wheelbase versions.

The Space Gear was made until 2007. Its combination of power, comfort, an optional long wheelbase, and decent aftermarket support continue to make it a popular global option for campervans enthusiasts, travelers, and off-roaders alike.

Ford Transit AWD

Only recently did Ford’s full-size Transit van get AWD, but it transformed this vehicle. All-wheel-drive turned this delivery runabout to an all-terrain transporter. The Transit doesn’t have a low-range transfer case. But it does provide full-time AWD and an excellent platform for a campervan or all-weather adventuremobile.

The Transit’s size can allow owners to stand fully upright in some versions.  This makes it a viable choice for those who want space, but not a big RV. There are three lengths, three roof heights, and two engine choices. This includes the powerful 3.5-liter Ecoboost gasoline engine which has 310 hp. Plus, being a new van, you get all the safety features of a modern vehicle. There are a multitude of outfitters that can transform the Transit into a hard-working utility van, or a globe-trotting camper.

Quigley Conversions GM Vans

Chevrolet and GMC vans don’t come in 4WD, but if you give one to Quigley, they can convert it. Quigley isn’t new to this; they’ve been outfitting vans since the mid-1960s. And while they outfit a number of automakers’ vans, they’re one of only a few building on the GMC Savanah/Chevrolet Express.

There are eight different combinations of wheelbases, engines, and transmissions to choose from. Quigley will use engines ranging from a 4.8-liter gasoline small-block V-8 to a 6.6-liter diesel powerhouse. It uses its own unique torsion bar independent front suspension and pairs it with a solid-rear axle with leaf springs. Quigley also implements a two-speed transfer case. Those wanting more off-road capability can opt for their LIFS option for 3” of ground clearance. The Pennsylvania-based company has a long track record of awesome 4×4 van conversions.

Volkswagen Vanagon Syncro

For over 60 years, VW vans have been used as campers and travel rigs. It wasn’t until the Vanagon Syncro debuted that it got AWD capability. Vanagon Syncros were offered in the U.S. from 1986–1991. These German-built vans had a 2.1-liter water-cooled flat “boxer” four-cylinder engine making 92 HP and driving all four wheels. Syncros were equipped with a five-speed manual transmission and had a viscous coupler system for full-time AWD traction. These vans came factory equipped with optional locking rear differential making them exceedingly capable right out of the box. Add a set of traction tires, and Syncros perform very well off-road.

These days, Syncros, especially in good condition, can be extremely pricey for what they are. Models with the prized Westfalia campervan setup are sometimes regarded as the golden fleece of 4WD vans. If there’s an icon on this list, this is the one.

Sportsmobile Classic 4×4 (Ford E-Series Cutaway Chassis)

Sportsmobile, founded in 1961 in Texas, knows a thing or two about how to build a 4×4 van. Arguably, they’re best known for the 4×4 Ford E-Series van conversions. Although the E-Series van is only available as a cutaway these days, Sportsmobile still converts them. Their latest is the ‘Classic 4×4’ on the Ford E-Series cutaway chassis. They tout this for the discerning off-road enthusiast. Buyers get lots of premium off-road goodies. This includes an Atlas II transfer case, Dynatrac Pro-Rock 60 front axle and Dana 60 rear axle, Fox 2.0 shocks, and your choice of open, limited-slip, or locking axles. This is the off-road van buyer’s dream rig.

The Sportsmobile Classic 4×4 is equipped with the 7.3-liter gasoline V-8 engine and Torqueshift five-speed automatic transmission. Most notably, Sportsmobile now molds a steel-reinforced fiberglass shell behind the main cab. The integrated penthouse top drops flush into the shell for a streamlined look. There are unlimited possibilities with these vans and they can take you just about anywhere.

Mercedes-Benz Sprinter 4×4

This van is arguably the gold standard among new 4WD vans, especially from a campervan perspective. The Sprinter was first available with 4WD in 2015 in North America. It can be optioned with a true 4WD setup featuring high- and low-range drive modes. There are two lengths. One is a 144” wheelbase with standard or high-roof configuration. A 177” wheelbase model with a high roof and extended-high setup is also available. The 4WD models feature the 3.0-liter turbodiesel V-6 engine. This mill churns up 188 hp and 325 lb.-ft. of torque. There are three models to choose from: cargo, crew, and passenger vans, all with different amounts of windows and seats.

The Sprinter is the darling of the adventure crowd these days. There are countless outfitters willing to build out the van for weekend warriors or global travelers. The Sprinter is also a truly global platform. The setup is sold worldwide. This makes it serviceable in many parts of the world. It is fair to say this is definitely one of the 10 best 4×4 vans of all time.