2018 Volkswagen Tiguan

2018 Volkswagen Tiguan

Episode 3741
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Volkswagen has certainly had their ups and downs in recent years. But their current approach of making larger, more comfortable vehicles; and then selling them to Americans at attractive prices, is a real crowd pleaser. So, let’s see how that tactic works for their all-new compact utility, the Tiguan.

The first thing you notice about the all-new, second generation, 2018 Volkswagen Tiguan is how mega roomy it is inside. It may still be considered a compact crossover, but the feel is far more midsize, being clearly aimed at American buyers. In fact, it is even built just south of our border in Mexico.

Now, the first gen Tiguan was imported from Europe. And, while on sale here for ten years, it was never very popular. 

The new Tiguan still looks a little like the original, but VW’s modern, angular theme is much more in play now. The very long rear doors not only speak to all the space inside, but indicate the Tiguan now rides on a stretched wheelbase version of VW’s flexible MQB platform. It’s more than 10-inches longer overall than before.   

Inside, the front seats may appear flat and painful; but actually, it’s the opposite that is true. They are firm, but comfort is excellent; plus, there are plenty of adjustments, and getting in and out is very easy. 

Our SE tester is just one step up from base trim, yet features an 8-inch touchscreen, push button start, dual automatic climate control, a host of safety features, and leatherette seat covers. 

It’s in the 2nd row that you experience all that extra space the most. Legroom is equal to many midsize entries, and seats back here are very cozy as well.  

Need more seats? A 3rd row is standard in front-wheel-drive Tiguans, optional with all-wheel-drive.  But alas, this may be one roomy compact, but it is still a compact. The 3rd row’s two seats are only usable for small children. But, at least they do offer it.

With those seats folded, the cargo bay is also spacious of course; but there’s an unevenness to the space due to the folding 3rd row, that keeps it from being as efficiently packaged as it could be. Still, 33.0 cubic-ft. is quite good, maxing out at 65.7 with the standard 40/20/40 2nd row seats folded. 

No power lift-gate on our SE trim, SEL and above only; but the very light hatch virtually lifts on its own anyway.

The Tiguan is not exactly stimulating or high-tech looking inside, but is highly functional and intuitive. The larger touch screen found in all but base S trim is much easier to use, the radio sounds very good, and gauges are clear and simplistic as always with VW.  

Power comes from a revised 2.0-liter turbo I4 with standard auto stop/start. Horsepower is down from 200 to 184, but torque is up from 207 to 221 lb-ft. It has adequate guts to move the Tiguan’s, 3,800-lbs., but some may wish for more.

We surely did at our test track, where the Tiguan jogged to 60 in 8.8-seconds.It certainly didn’t help that it immediately cuts power at even a hint of wheel spin. Power builds slowly down the track, and the engine sounds pretty decent; but otherwise it’s an unremarkable 16.8-second ¼-mile trip that finishes at 84 miles-per-hour.

Tiguan redeems itself through the cones, however; with quick steering and a nimble chassis, like a slightly heavier Golf wagon, which essentially it is.

No surprise, brakes performed well. 118 feet from 60 to 0 with a short travel, firm, confidence inspiring pedal.

2-wheel-drive Government Fuel Economy Ratings are 22-City, 27-Highway, and 24-Combined. For an average Energy Impact Score of 13.7-barrels of yearly oil use with CO2 emissions of 6.1-tons. 

Pricing starts at a reasonable $25,495; add $1,300 for all-wheel-drive. 

With the new Tiguan, and the larger Atlas, Volkswagen is clearly pulling out all the stops to gain U.S. market share. Launching two 3-row SUVs in short order is very bold. And, backing them with a 6 year/72,000-mile bumper-to-bumper warranty is very smart.

The cosmetics may be unremarkable; but the 2018 Volkswagen Tiguan is a comfy, highly useful, competent handling, well thought out, and yes…American-style crossover. To us it sure looks like VW is fast becoming the Honda of German cars. 

Specifications

  • Engine: 2.0 liter
  • Horsepower: 184
  • Torque: 221 lb-ft.
  • 0-60 mph: 8.8 seconds
  • 1/4 mile: 16.8 seconds @ 84 mph
  • EPA: 22 mpg city / 27 mpg highway
  • Energy Impact: 13.7 barrels of oil/yr
  • CO2 Emissions: 6.1 tons/yr
2023 Genesis Electrified GV70

2023 Genesis Electrified GV70

Genesis Waves Their Magic EV Wand Yet Again

Episode 4303
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Genesis Electrified GV70 is not only the 3rd all-electric vehicle offering from Hyundai’s luxury division, but it’s also the first Genesis model to be built here in the US. You know, the GV70 was already a big hit with both critics and buyers, so let’s find out if a big pack of batteries and American workers can take it to the next level.

For the 2023 model year, the Genesis GV70 utility has gone electric. And like the Electrified G80 sedan before it, Genesis has integrated an all-electric drivetrain into its existing platform seamlessly and effectively.

Now, it may look almost exactly like the sleek and sophisticated internal combustion powered GV70 SUV that arrived just last year. But packed underneath it all, is the GV60’s next-gen propulsion system that uses a pair of electric motors delivering standard all-wheel drive and 429-horsepower. Both the front and rear-mounted electric motors are 160-kW and produce a combined 516 lb-ft. of torque, relying on energy from a 77.4-kWh battery. Full 350-kW charging capability will get the battery to 80% in just 18-minutes. The Electrified GV70 is rated to travel 236-miles between those charging sessions.

But based on our driving loop, we’d say more is easily possible as we were on pace for over 250-miles; making it an overachiever, much like the G80.

2023 Genesis Electrified GV70 9
2023 Genesis Electrified GV70 8
2023 Genesis Electrified GV70 7
2023 Genesis Electrified GV70 10
2023 Genesis Electrified GV70 6
2023 Genesis Electrified GV70 92023 Genesis Electrified GV70 82023 Genesis Electrified GV70 72023 Genesis Electrified GV70 102023 Genesis Electrified GV70 6

The approach to the interior is not so much a heavy-handed blast of over-the-top luxury, rather just a soothing blend of high-quality metal and leather materials with soft tones, subtle ambient light, and an airy feel that ultimately delivers a very comforting experience.

There’s an available 12.3-inch digital instrument cluster, along with a 14.5-inch touchscreen that houses standard navigation, and it also has a rotary style control on the console if you prefer that, just don’t confuse it with the rotary gear selector like we did. Lexicon audio, quilted leather, and a suede headliner come with the Prestige package that also includes active noise control and white brake calipers.

Regen braking paddles mounted on the back of the steering wheel allow for adjusting amounts of regen up to full 1-pedal driving; or you can let Smart Regen take control, gathering data from past driving history, navigation, and road conditions to determine the appropriate amount of braking. Drive modes include Comfort, Eco, Sport, Sport +, and Custom, and Genesis has added some additional sound deadening for this EV.

Based on the incredibly quiet, smooth, and steady highway ride we experienced, we weren’t sure what to expect when we pulled this GV70 up to the line at our Mason Dixon Dragway test track.

Well, not much calmness or serenity here, as this thing absolutely blasted off the line like a rocket, hitting 60 in just 3.9-seconds. That’s almost a full 2-seconds quicker than last year’s 2.5-liter turbo-equipped GV70. It’s hard to beat performance-tuned EVs when it comes to torque delivery, and like the GV60, there’s a boost button on the steering wheel that delivers an additional 54-horsepower for a thrilling 10-seconds, helping us clear the ¼ in 12.4-seconds at 112 miles-per-hour.

The low center of gravity, an electronically controlled suspension, and a Disconnector Actuator System that allows for 2-wheel or 4-wheel-drive operation depending on circumstances, helped keep the Electrified GV70 well-planted through our handling course, and provided a livelier feel than the ICE version.

2023 Genesis Electrified GV70 5
2023 Genesis Electrified GV70 4
2023 Genesis Electrified GV70 3
2023 Genesis Electrified GV70 2
2023 Genesis Electrified GV70 1
2023 Genesis Electrified GV70 52023 Genesis Electrified GV70 42023 Genesis Electrified GV70 32023 Genesis Electrified GV70 22023 Genesis Electrified GV70 1

Substantial side bolstering of the front seats kept us settled in place very nicely. Great steering feel, very little body roll, and only minor amounts of understeer at its limits. Brakes were equally as sporting, with good feedback and stability, despite the noticeable nosedive that typically accompanies stopping 5,000-lbs. of utility vehicle in just 111-feet, 6-feet shorter than the standard GV70.

There are some subtle changes outside for this Electrified version of the GV70; it gets unique 20-inch wheels, and as in the G80, the signature crest grille gets an aerodynamic makeover, nicely integrating the charging port. Same 2-line lighting theme up front, and in back, where the rear bumper is reshaped now that there are no tailpipes. Cargo area is well finished with thoughtful use of space; at 28.7 cubic-ft. with a max of 56.5, capacity is down a tiny bit, but a small storage bin up front under the hood more than makes up for it.

At 37-kWh/100 miles, the Electrified GV70 rates a good efficiency score. Pricing starts at $66,975, about 20-grand over a base ICE GV70, and 3-years of free charging at Electrify America charging stations is included.

Genesis is slowly but surely electrifying their lineup, and the 2023 Electrified GV70 is not just another step in the process, but further proof that carmakers can progress to EVs without upsetting the entire apple cart of their brand. Forward thinking but staying classy, just what we’ve come to expect from Genesis.

Specifications

  • Motor Setup: Dual 160-kW Motors
  • Horsepower: 429
  • 0-60 mph: 3.9 seconds
  • 60-0 Braking: 111 feet (avg)
  • MW Range: ~254 miles
  • Battery Size: 77.4-kWh
  • Torque: 516 lb-ft.
  • 1/4 Mile: 12.4-seconds at 112 mph
  • EPA Range: 234 miles
  • Efficiency: 37 kWh/ 100 miles
2023 GMC Canyon 1

2023 GMC Canyon

Canyon Goes Bigger

Episode 4303
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Most people know the GMC Canyon as the Chevrolet Colorado’s professional grade cousin. And while that sounds like just marketing speak, with an all-new design of GM’s midsize truck platform comes more genuine brand separation. So, let’s see what the third-gen GMC Canyon delivers in real time!

Small trucks are once again a big deal, and part of the reason is that they are no longer small. There’s not much about this 2023 GMC Canyon that resembles the ¼-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980s.

Of course, then, people were willing to sacrifice certain “big-truck” things for an easier to use and more economical pickup experience. Well, we don’t seem to be big on compromise for much of anything these days, and the current midsize crop of trucks deliver more than ever. So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed. No more extended cab or long bed options. Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front. It definitely looks tougher, and they’ve even eliminated the much-hated front air dam that protruded well below the front bumper.

2023 GMC Canyon 5
2023 GMC Canyon 2
2023 GMC Canyon 3
2023 GMC Canyon 4
2023 GMC Canyon 11
2023 GMC Canyon 52023 GMC Canyon 22023 GMC Canyon 32023 GMC Canyon 42023 GMC Canyon 11

The Canyon also comes exclusively with the high-output version of GM’s 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 lb-ft. of torque. At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700-lbs. No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.

At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy’s base Colorado. And since it’s all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.

And that’s just where things get started, as at the top of the heap, there’s a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode. We’ll have more on the AT4X real soon.

But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches. Plus, an available head up display comes with most trims, and there are even optional underbody cameras.

Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats. Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck. It’s even more noticeable in the rear, though there are more practical storage options back here.

2023 GMC Canyon 6
2023 GMC Canyon 9
2023 GMC Canyon 10
2023 GMC Canyon 8
2023 GMC Canyon 7
2023 GMC Canyon 62023 GMC Canyon 92023 GMC Canyon 102023 GMC Canyon 82023 GMC Canyon 7

The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet. The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it’s not quite crossover plush, but certainly great for a body on frame truck.

Though the higher ground clearance and off-road emphasis kept it from being a track star. Indeed, healthy amounts of understeer and body roll greeted us in our handling course. It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily. 0-60 in only 7.5-seconds, and through the ¼-mile in 15.6-seconds at 91 miles-per-hour.

Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular. Pricing starts with a 2-wheel-drive Elevation at $38,395. That puts it at midlevel Chevrolet Colorado, with is consistent with the mission of the new Canyon. All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.

So, as small trucks have grown, so has the price of entry. But if that doesn’t scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before. Does that necessarily make it better? We say positively yes!

Specifications

  • Engine: 2.7L Turbo-4
  • Horsepower: 310
  • 0-60 mph: 7.5 seconds
  • 60-0 Braking: 121 feet (avg)
  • MW Fuel Economy: 18.2 mpg (Regular)
  • Transmission: 8-speed auto
  • Torque: 430 lb-ft.
  • 1/4 Mile: 15.6-seconds at 91 mph
  • EPA: 17 City / 21 Highway / 19 Combined