VW Atlas Cross Sport Tries To Be The Cooler Big SUV

review, VW

The chopped version of the big German SUV finds itself in an awkward spot.

VW’s large SUV offers good functionality and space for a family, as I noted when I first drove it in 2021, but felt it didn’t get enough respect as a reasonably-priced three-row SUV. Unfortunately the Atlas doesn’t get much love from buyers because there are more long-standing American options that often get picked as repeat purchases.

The German marque wanted buyers to give the Atlas another look, so it followed the crossover coupe trend, carving up the big SUV to give it slightly smaller proportions and smarter styling lines. Does that make it a better choice in a field full of bigger SUVs?

The Key Details

The VW Atlas Cross Sport’s competition includes the Chevy Blazer, Ford Edge, and Honda Passport (which I reviewed not long ago, in its off-road TrailSport trim) Compared to its full-size variant, the Atlas Cross Sport has a tapered roofline, taking away the option for a third-row seat. Losing five inches of overall length and two inches of height, I definitely like this shape more than the big body Atlas I reviewed after its refresh a couple years ago.

VW offers the Atlas Cross Sport with its 235-horsepower (with premium unleaded) 2.0-liter turbo standard and the 276-horsepower 3.6-liter VR6 as an optional upgrade on upper trim levels. Front-wheel-drive comes standard, with VW’s 4MOTION all-wheel-drive optional, and the AWD option allows Atlas Cross Sport drivers to also tick a box to add VW’s Active Control, which enables several terrain drive modes. Trim levels are SE and SEL, with technology package options to add more goodies.

Base price for the 4-cylinder Atlas Cross Sport is $35,150, and all-wheel-drive adds another $2000 to the sticker. Opt for the VR6, and the price begins at $41,070, with 4MOTION taking the figure up to $42,970. My tester is the base SE trim, with the tech package and added panoramic sunroof, hitting a total price of $40,575.

The Functional Family Hauler

Big SUV or not, the Atlas Cross Sport is nice to drive, providing dynamics you expect from VW. The steering is remarkably sharp for a vehicle of this size. You will be reminded of the Atlas’ proportions, and the suspension is nicely tuned for a hint of response, but without feeling harsh at all. Just don’t go tossing the Atlas around, thinking you’re in a GTI, because this is still a big car. The base 4-cylinder isn’t so hot in a big SUV, more suited to the GTI hot hatch it’s shared with. Having to lug around 4,400 pounds is a task the 3.6-liter VR6 is better at, which I appreciated having in the three-row Atlas I tested a couple years ago.

Seats are big and cushiony, but could use a bit more lateral support, and I’ll go into other thoughts on the seating surfaces in a moment. Despite not having a third-row seat, the Atlas Cross Sport still boasts a cavernous interior that five passengers will be comfortable riding in, so long as there are kids in the back seat. Cargo space in the rear hatch is gargantuan, with a pair of bins straddling each side of the boot, but I do wish there was a hint more organizational features designed into the Atlas Cross Sport.

VW’s updated MIB3 infotainment system is on-board, with an 8-inch touchscreen that incorporates wireless Apple CarPlay and Android Auto. There’s also a wireless charging pad tucked under the center cluster. Volkswagen’s digital cockpit is standard on all Atlas Cross Sport models, and I appreciate how tidy the instrument cluster layout is, no matter which view you choose. I stuck with the more conventional look, but there’s a massive map view that’s helpful when you’re on a road trip.

Some Positive Points

When VW gave the Atlas a refresh a couple years ago, it was a big improvement. Not that the first generation was unattractive, but this new Atlas looks sharp and clean. No overly fake flares and angles, and no absurd body cladding to give a false impression of ruggedness. Even the vents in the front bumper are real.

Inside, Volkswagen was practical with the Atlas’ function, providing lots of spaces to tuck away your stuff, while being intuitive and close within reach. Since the switchgear in the Atlas is based on parts used in VW models for over a generation, we avoid the capacitive touch button setup that was my only big gripe in the Mk8 GTI I reviewed last year. There are real buttons and knobs everywhere you want them, even if they’re the same bits you get in the base model Golf that costs half as much as the Atlas.

Not So Wonderful Things

The base 4-cylinder SE trim of the Atlas Cross Sport has no drive modes for the powertrain nor terrain. You’ve got to upgrade to the bigger engine and then tick another option box to get both of those features, so the setup is a bit plain if you want more customization and personality. Because the four-banger is and engine more appropriately used in smaller, lighter cars in VW’s lineup, it’s working overtime in the Atlas, making a dent in its fuel economy. EPA estimates are 21/25/23, but I only achieved 20 during my week-long test.

When I discussed the comfort of the seats earlier, I didn’t dive into the coverings themselves, which is made from leatherette. I’ve felt some decent faux leather over the years, and the grade used in the Atlas Cross Sport is not great. The stitching work along the edges and door cards looks a bit cheap, and the fake carbon fiber look weave along the bolsters doesn’t make much sense. Not great from what should be considered a somewhat premium brand and model. The Honda Passport I reviewed holds an advantage here, but the Atlas is nicer inside than a Chevy Blazer or Ford Edge.

VW’s MIB infotainment works nicely, and has a responsive touchscreen, but having a very spartan UX theme and iconography makes you have to extend the time looking at the screen to tap the right app or make adjustments, which isn’t great while driving. Opt for the technology package if you’re buying a base model Atlas Cross Sport, which fits dual-zone climate control, keyless access, and remote start, even though I think those should be standard on a car in this class in 2023.

It’s Not Bad, But It Doesn’t Stand Out

VW did a good job of making the Atlas more attractive by offering this Cross Sport body style. I think it’s the right Atlas to get, if you want a big VW as your family car. By taking away some of the dimensions of the three-row Atlas, you’re still getting an SUV that feels big while only being a two-row seating model. While it’s better than many of the competitors VW feels it has, the Atlas Cross Sport slid into another class, almost by accident.

Now viewed as a two-row SUV, there are other crossovers that are more attractive than the Atlas Cross Sport in several ways. The Honda Passport is good, reliable, and looks the part as a rugged smaller SUV, but it’s not as great as engaging to drive. Instead, I think Mazda’s new CX-50 I recently enjoyed is the right choice for a two-row midsized crossover, not just because of its cooler styling, but its interior is more upscale, and the driving impressions are better than any affordable crossover I’ve tested.

The Audi SQ5 Sportback Tickles Your Quick Crossover Fancy

Audi, review

You don’t have to be boring if you want a crossover, and Audi provides a quick one.

Crossovers. We all see them everywhere. Mostly in grayscale shades, boring as ever, and driven to do the most basic tasks, while having little to no personality. From time to time, manufacturers decide to inject some personality and performance, offering more enjoyment for those who want a practical crossover’s functionality but crave the twisties on the weekend. Even as mild upgrades, the fun crossover looks to entertain those drivers who need a car that ticks several boxes.

No stranger to pepped-up variants, Audi has slapped its “S” badge on several models in its lineup for decades, offering subtle styling upgrades to match reasonable performance improvements. Competing with the quicker forms of the BMW X3 and Mercedes GLC, the Audi SQ5 provides clean styling, loads of good features, and more fun in its crossover package. Now offered in a sportback body, Audi gives its popular mid-sized crossover a coupe-like roofline to appear slightly cooler.

The Key Specs

Shared with several Audi S models, the SQ5 gets Ingolstadt’s 3.0-liter twin-turbo V6 that produces 349 horsepower and 369 lb-ft of torque. While it’s down on power versus the BMW X3 M40i and AMG GLC 43, the SQ5 sportback pushes those figures through an 8-speed automatic and quattro all-wheel-drive to sprint from 0-60 MPH in 4.7 seconds (matching the Benz, and 0.3s slower than the BMW) on its way to a limited top track speed of 155 MPH (when fitted with summer tires). Take it easy on the accelerator, and you’ll likely hit the EPA’s fuel economy estimates of 19/24/21 MPGs.

Audi’s pricing with most of its models is smart, with three distinct trim levels offered–Premium, Premium Plus, and Prestige–for the SQ5 Sportback. The Premium model starts reasonably-equipped at $59,200, the Premium Plus adds more features at its $63,300 starting figure, and the Prestige model starts at $68,500 (adding Bang & Olufsen audio, Audi’s virtual cockpit instrument cluster, OLED headlights, acoustic glass for the windscreen and front two windows, top-view parking cameras, heated steering wheel, and heated and chilled front cupholders).

This Prestige SQ5 Sportback I tested added Florett Silver Metallic paint, S Sport Package (sport adaptive air suspension, sport rear differential, red brake calipers), 21-inch wheels and summer tires, Nappa leather seats, and the black optic package that gives the exterior gloss black details to hit a total price of $76,515.

Upmarket Daily Functionality

More engaging than your typical crossover, the Audi SQ5 Sportback is an enjoyable place to spend your commutes and errand runs. You’ll definitely be the cool parent in the school pickup line, but without looking like you’re trying too hard. Your kids and coworkers alike will appreciate that you opted for the more fun variant of the people hauler when you take them along, thanks to plenty of punch underneath, even when you’re being somewhat tame behind the wheel. In the comfort drive mode, the SQ5 is composed without feeling too disconnected, a reminder that you opted for the fun crossover model. Even with 21-inch wheels opted, the SQ5 was reasonable over Austin’s poorly maintained city streets.

The exterior lines of the SQ5 Sportback are clean yet stylish, which is a refreshing change compared to many crossovers that are overly angular while pretending to have more character. More subtle than sporty, the shade of silver selected for this SQ5 Sportback was of high quality, but I’d suggest picking one of Audi’s cooler paints (like the lovely District Green I tested a while back on both the SQ5 crossover and S5 Cabriolet).

Anyone who slides into the SQ5’s cabin will appreciate the extra lateral support that doesn’t feel too forceful, and I love the red leather option detailed with quilted stitching. Just give me a ventilated seat option for hot Texas days. Four adults can comfortably fit inside the SQ5’s cabin, with room for five occupants if there are kids in the back seat. If you really need more space to spread out, you’ll need to step up to a three-row Audi Q7.

Because it has the coupe-like roofline, the SQ5 loses a hint of cargo volume. Down to 25 cubic feet with the rear seats up and 52 with them folded flat, rather than the standard SQ5’s 26 and 54, respectively. I couldn’t identify a meaningful drop in headroom in the back seat versus the conventional SQ5 I drove previously. This Audi finds itself with a bit more space than the GLC, and less than the X3’s volume. There’s plenty of practical storage nicely placed throughout the cockpit, and I love how the wireless charging tray slides forward and back to either give you quick access to your phone or hiding away when you want to use the heated and cooled front cupholders.

Audi neatly balances sportiness, luxury, and a cool factor within its cabin, with the SQ5 Sportback getting a familiar look and feel to other models in the lineup. The SQ5’s cool ensemble of leather, alcantara, and carbon fiber is fantastic. I’m praising Audi for sticking with a theme that has worked for years, thankfully continuing to employ physical buttons, knobs, and switches throughout its interior, with exceedingly intuitive placement. The screen on the climate control knob displaying the temperature is a smart touch too.

The MMI display has high resolution too, making it easier to read while looking like it belongs in a much more expensive car, supplemented by wireless Apple CarPlay and Android Auto. The BMW X3’s cabin is a bit bland, and the Mercedes GLC’s layout might be too space age for some. The Audi virtual cockpit allows drivers to tweak the instrument cluster to their liking, and I went with the minimized display that only showed the digital tachometer and speedometer while hiding the side displays.

Hauls More Than Groceries

With a longer than usual coffee run or any escape from reality, the SQ5 is a decent performer. It’s no RS6 Avant (which is my favorite fast four-door or wagon I’ve reviewed), but that’s nearly double the cash to throw in your driveway. As a performance crossover with all sorts of cool tech features and an extremely comfortable cabin, the SQ5 Sportback gets the job done. Over some fun Central Texas roads, the SQ5 Sportback was certainly fun to toss around, I didn’t go into this test expecting it to be a top-notch sport sedan, so I give it good marks in the fun department.

As is fitted to many Audis, the drive select system provides three default drive modes, with one individual mode to suit your tastes. Similarly to my other reviews of fun Audi models, I do wish there was a bigger spread in the feel and behavior of the drive modes, particularly in the dynamic one. I did make sure to have the sport engine and exhaust sounds enabled in my individual setup, to make the SQ5 have a bit more grunt than the usual crossover I’d encounter during my drive. I have to poke fun at the fake quad exhaust pipes molded into the SQ5 Sportback’s rear bumper, with the real ones more basic and concealed behind there.

The optional sport differential definitely gives this SQ5 Sportback more effective rotation in the bends, but there’s a bit too much boost with artificial sensations and electric assistance felt trough the perfectly thick steering wheel. I found that putting the steering in sport through the individual drive mode actually gave the SQ5 more realistic feedback in any driving condition. While not as fast and precise as the PDK in the Porsche Macan, the SQ5’s 8-speed automatic offers shifts that are still quick and smooth while helping propel this crossover ahead.

Managing the SQ5’s weight transfer is easy, thanks to the adaptive air suspension, but giving it the beans on a demanding stretch of road will make the brakes and average performance Pirelli P Zero rubber remind you that this crossover coupe is carrying around 4,300 pounds of German metal. When I evaluated the traditional crossover-bodied SQ5 two summers ago, I flogged it along the Angeles Crest Highway in Southern California, and aside from the brakes getting a bit hot during longer stints, it performed well in a demanding environment. Your weekend escape to a backroad should be just fine.

District Green looked fantastic during a sunrise session on the Angeles Crest Highway.

Quick Crossover Coupes Can Be Good

Sporty crossovers are all the rage these days, allowing drivers more grateful ingress and egress while boasting more cargo space than a quick sedan. I can appreciate enthusiast drivers that previously opted for fast four-doors or coupes wanting the flexibility of a one-car solution found in the SQ5. It’s comfortable for longer hauls, looks great, packs plenty of tech features, and provides enough fun for the weekly back road sprint.

Should you want more fun from a fast crossover, the Porsche Macan S or GTS might be your best bet versus the AMG GLC 63 or BMW X3M Competition, but expect to spend a lot more cash over the SQ5. If you’re not hot on the SQ5’s crossover shape, but still want some extra storage practicality, Audi’s S5 Sportback (and quicker RS5 that I tested) hits the sweet spot with a more subtle sedan-like body. Against the BMW X3 M40i or Mercedes-Benz GLC 43, the Audi SQ5 definitely gets my pick.

The 2023 Honda HR-V Is A Little Crossover Gem

review

In a sea of boring compact crossovers that have no personality, this little Honda swims to the top.

Pint-sized crossovers are everywhere, replacing a generation of compact sedans and hatchbacks plenty of people owned for ages. As manufacturers looked to capitalize on the desire for crossovers on a budget, too many of these little utility vehicles got the short end of the fit and finish stick, and left plenty to desire in the driving enjoyment department.

In its previous generation, the HR-V was based on a dated platform borrowed from the Honda Fit, which wasn’t the greatest thing to drive. Thankfully Honda gave its popular HR-V a big update for 2023. With a new chassis, more stylish exterior lines, and a much needed interior upgrade, Honda’s most affordable crossover aims to please a wider range of buyers who want to tote more people and gear without breaking the bank.

The Useful Figures

Honda’s HR-V is the entry level crossover in its lineup, packing room for four adults (or five occupants, with three kids in the back seat) and decent space for all their stuff. All 2023 Honda HR-V trim levels are powered by a 2.0-liter 4-cylinder that produces 158 horsepower and 138 lb-ft of torque. Front-wheel-drive is standard on all HR-Vs, with Honda’s Real Time all-wheel-drive available for an additional $1,500, with a CVT as the only transmission selection. EPA fuel economy estimates are 26/32/28 for the front-wheel-drive model, and only give back the slightest MPGs with all-wheel-drive, at 25/30/27.

As trim levels move up, Honda neatly packages features and convenience into each HR-V option. Pricing for the HR-V’s base LX trim starts at $23,800, the mid-level Sport is $25,900, and the range-topping EX-L starts at $27,900. The EX-L I tested added all-wheel-drive and Nordic Forest Pearl paint (another $395) to hit an MSRP of $30,590 after destination.

The Zippy City Car

As little crossovers go, the 2023 HR-V is actually fun to drive. With 158 horsepower and decent torque–which isn’t too shabby for a little car–Honda’s entry crossover zips around nicely. Though it has a CVT mated to that engine, Honda’s ‘box actually engages effectively, rather than hampering any hint of performance or drivability. Some of its competition should really reevaluate how a CVT should operate. t

Honda’s brake auto hold feature is fantastic for city driving, allowing you to take your foot off the pedal and relax a bit when stuck at a red light. Honda Sensing–which is a comprehensive suite of safety features–comes standard on the HR-V, continuing to provide exceptionally functional lane keeping and adaptive cruise control systems that some more expensive cars don’t execute nearly as well.

Steering feel is great, feeling a bit more like a Civic Si than an entry-level crossover, and the ride quality is quite good over any drive. There are normal, eco, and snow drive modes featured in the HR-V, and hill descent control is ready with the push of a button, should you be tackling more complicated terrain than the local grocery store parking lot. Just don’t mistake this HR-V for an off-roader when you take the family on a camping trip, having reasonable all-season tires fitted to the EX-L’s slightly cooler painted and finished wheels.

Cabin appointments in the new HR-V are great, taking lots of cues from the updated Civic I tested last year, with considerably better fit and finish than the last generation. The leather seats are soft to the touch yet perfectly supportive, with a cool mix of contrasting stitching and perforations, and the front seats heat up nicely when desired. Not a fan of infotainment screens that are seemingly slapped atop a dash, at least Honda’s system is easy to use, also offering a high-resolution display.

What really surprised me in the HR-V is the amount of passenger volume offered inside what’s Honda’s smallest car. Even in the back seat I had plenty of legroom. The HR-V’s rear storage area is big too, with the cargo capacity increasing considerably when the back seats fold flat with a 60/40 split. If you need more space inside and out, Honda did just give a big update its CR-V too. As you’d expect from Honda, the HR-V also has lots of little places to stash your things, even keeping your phone stable when it’s tucked away.

The Good And Not Great Things

The trend of adding harsh edges and fake vents to cute-sized crossovers is a terrible one, and I’m happy to see that Honda gave the updated HR-V more subtle and clean exterior lines. Even the body cladding on the fenders is tidy, using painted panels rather than the cheap-looking gray plastic too many OEMs are slapping on small crossovers.

I like this new interior styling language Honda has applied to its models, giving not only a strong sense of continuity no matter which model you hop behind the wheel of, but also refining a cockpit that’s neatly balancing intuitive and cool. That HR-V benefits from this cabin design language, and the EX-L trim gets good doses of contrasting-stitched leather to coat the dash, door cards, and center console. Actual buttons and knobs are used extensively inside the HR-V, with Honda avoiding the often employed capacitive touch controls and screens by other manufacturers.

Smart shortcut digital buttons added to the bottom of the infotainment screen are a cool touch too, making use of the system customizable depending on your needs. In this EX-L trim, I like that Honda gave the HR-V wireless charging in addition to wireless Apple CarPlay and Android Auto, but didn’t skimp on the USB ports throughout the cabin for all occupants. The ambient lighting system is kinda minimal, but it’s one more upgrade in the top trim level HR-V.

The use case for the HR-V had to include moms handling the day-to-day needs of the family, and the rear hatch has a load-in floor that seems a bit high for a small crossover. On days when errand runs involve heavier items, this is one tiny complaint I have on behalf of shorter HR-V drivers. Cargo space is definitely big for what appears to be a small crossover on the outside, but I wish Honda gave the HR-V’s rear hatch area more practical storage solutions–like netting and concealed pockets–for tucking away your stuff.

While clean in its design, and smart to allow for customized displays, the HR-V’s instrument cluster is a bit basic in its layout and color theme. It’s easy to let your eyes blend in all the numbers and indications on the gauges without some sort of contrasting needles and dials. Cool appearances aside, the new hexagonal dash vents are begging for dust, dirt, and hair to get stuck behind them, leading to difficulty cleaning after years of ownership. Honestly my negatives about the HR-V are minimal, with none of these being reasons to avoid this pint-sized Honda.

A Great Little Crossover On A Budget

An inexpensive compact crossover doesn’t have to cheap out with its looks, features, nor quality, and thankfully Honda got the memo. The new HR-V is a great option for those who want a decent crossover that packs a bunch of good features and driving dynamics into an attractive package that doesn’t beat up your monthly budget.

While I feel that more drivers should opt for hatchbacks rather than compact crossovers, to keep the driving sensations more fun while lowering the center of gravity, I’m not shifting the tide of buyers happily lining up to drive these cute-sized utes. Luckily manufacturers are stepping up the crossover offerings while making them more enjoyable to drive, with only modest price increases. If you’ve got to stick an affordable little utility vehicle in your driveway, the new Honda HR-V is a great choice to make.

Hyundai Elantra Limited Is A Bit Too Basic

review

Spotted at your favorite rental lot and often overlooked on the road, is this affordable sedan one you want?

In the past few years, Hyundai has reshaped its Kia and Genesis brands, but the mothership hasn’t done a lot with its core models. I’ve definitely enjoyed the Kia and Genesis models I’ve tested in recent years, but haven’t spent a lot of time in Hyundais. Focused on its great new EVs, crossovers, and SUVs that pad the balance sheet, the affordable sedans in Hyundai’s lineup aren’t getting a lot of attention.

Though compact sedans aren’t big sellers these days, the Honda Civic, Toyota Corolla, and Nissan Sentra still ship in decent numbers, so the Elantra should try to keep up. With that sort of competition getting more attractive, better equipped, and more enjoyable to drive, I wanted to see if the Hyundai Elantra’s nicely equipped trim level could sway my attention away from its Japanese rivals.

The Key Specs

Standard trim level Hyundai Elantra models are all powered by a naturally-aspirated 2.0-liter 4-cylinder that produces 147 horsepower and 132 lb-ft of torque, and are driven by what Hyundai calls its Smartstream® Intelligent Variable Transmission, which is basically a CVT. The enthusiast spec Elantra N Line upgrades to a 1.6-liter turbo that pumps out 201 horsepower and 195 lb-ft of torque, mated to a 7-speed twin-clutch gearbox.

Where the lower trim level Elantras get cloth interior, this Limited upgrades to leather while also adding dual-zone climate control, 10.25-inch digital instrument cluster and navigation screens, ambient interior lighting, Hyundai’s smart cruise control system, and a couple more safety systems than the more basic trim levels.

A base model Elantra SE starts at $20,950, and this Limited rim adds a lot more standard equipment to hit an MSRP of $27,655. If one wants a bit more fun out of their compact Hyundai sedan, the Elantra N Line is $27,500. Hyundai also provides massive warranty coverage including a 5-year / 60,000 mile new vehicle, 10 years / 100,000 miles for the powertrain, and 5 years and unlimited miles of 24/7 roadside assistance.

Simple As A Daily Driver

The Elantra Limited’s powertrain is definitely lackluster. Designed more to accommodate fuel economy (boasting EPA fuel economy estimates of 30/40/34 MPG) than driving enjoyment, I had a difficult time dealing with the off-the-line acceleration. Boasting just 147 horsepower, the Elantra is down on power to the base trim level Civic, and 33 down versus the comparable trim’s 180. The Elantra’s CVT is odd too, not keeping in sync with my right foot nor the engine’s powerband, and seemingly adjusting tension erratically when trying to merge onto or accelerate along the freeway.

Steering inputs are somewhat vague, but the weighting is decent. Suspension feel is a bit firm for a compact sedan, especially versus the N Line model I tested when it arrived a couple years ago. Brake pedal sensations are about what you’d expect from an affordable compact sedan, and the Kumho all-season rubber providing reasonable grip with a moderate dose of road noise. Hyundai supplied three drive modes–normal, sport, and smart–which give it a hint more personality, and either make it feel a tiny bit more fun or more eco conscious. The Elantra definitely feels more engaging than the Nissan Sentra, but the Civic and Corolla have a considerable advantage.

Cabin space is really good for a car in this segment, with the front seats looking a bit sportier while being more supportive than the rear ones. Leather coverings in the Elantra aren’t of the best quality, but don’t expect a lot in a car at this price. Hyundai gave the Elantra a massive trunk, but I wish there was some sort of organizational pockets or a more functional use of this cavernous void.

The Elantra’s front cupholders have a neat feature that allows you to flip over the divider to make the spots deeper, but there isn’t any sort of springy device within its edges to stabilize your tasty beverages, so I ended up spilling my coffee with the slightest bump or turn.

Big 10.25-inch displays make up the instrument cluster (that changes its look depending on the drive mode engaged) and infotainment system, which are becoming the industry standard. I do wish Hyundai used a bit more color in its iconography, because all of the buttons are blue, making you take your eyes off the road if you want to swap functions or apps.

The Highlights And Low Points

I will continue to praise manufacturers for using hard buttons rather than touchscreens for audio, climate control, and systems on the steering wheel, even if its by accident that the switchgear has been used in a car for several years. Hyundai gave the Elantra a nicely intuitive cabin, and all the buttons are big and simple.

Tech goodies include wireless mobile charging, wired Apple CarPlay and Android Auto, and Android users can use their phone to engage Hyundai’s digital key. Apple iPhone users aren’t so lucky. The Bose audio system provides a quality experience, even if the speakers are fitted to hard plastic panels and limited insulation throughout the cabin which don’t love a bass-heavy track.

While I averaged 34 MPGs during my week-long test in the Elantra Limited, I couldn’t help but gripe about how underpowered it felt. I’d happily trade some fuel economy for more pep under the hood. Hyundai also has some strange styling cues throughout the Elantra, and it’s just too busy for no good reason. Angles everywhere! The exterior goes wild with sharp edges and fake vents, making it seem even lower grade than it already targets itself to be.

Once inside, the low-rent look continues, which is unfortunate, because the Elantra is a humble car that fits the budget of many buyers. Integrating slightly nicer materials would do this mid-level Hyundai a lot of favors, with a cabin that’s riddled with too much hard plastic. I also question the logic behind fitting a massive grab handle along the center console for the passenger. Did someone on the design team have plans to do some wild hooning in the Elantra?

There’s More To Consider At This Price Point

Hyundai is banging out some freakishly cool EVs that look stunning inside and out, yet the sedans in its lineup are getting left out in the cold. People still want affordable, reasonably-sized sedans, and this car shouldn’t just be experienced when it’s the option you and your coworkers got stuck with on a three-day trip to Omaha because you didn’t have a high enough status with Enterprise or Hertz. The Hyundai Elantra deserves to be better, and needs to become a car people want to buy.

Honda gave the new Civic some great looks, high quality fit and finish, solid driving impressions, and fantastic all-around value, and it’s definitely my pick in this class. Toyota continues to deliver a Corolla that ticks all sorts of boxes for compact sedan buyers, even if it’s a bit beige for my liking. At a price point that’s on-par with the competition, Hyundai needs to design and deliver more advantages than good warranty coverage and cash incentives to move the Elantra off dealer lots. Otherwise it’ll continue to lose market share to its rivals.

Mazda Has A Crossover Conundrum With The CX-5 And CX-50

Mazda, review

Offering a pair of small, affordable crossovers in the same segment on the same showroom floor at the same time isn’t a great idea. Particularly when one is newer, more attractive, and better sorted.

When I sync up with my local press fleet manager about every month or so, we go over a wave of cars we schedule at a time, and typically I have zero confusion about what’s selected and planned. Recently I had a real head scratcher on my hands when I saw my schedule included both the new Mazda CX-50 and the CX-5 I’m already familiar with. I knew Mazda had a new practical-sized crossover in the CX-50, but didn’t realize the CX-5 wasn’t send out to pasture upon its arrival.

Mazda’s CX-5 has been around for over a decade, and has had a couple updates, but it was due for a rebuild… or outright replacement. Competing with other crossovers including the Honda CR-V, Toyota RAV4, Nissan Rogue, and Hyundai Tucson, the CX-5 has a good option for plenty of families. What’s strange is that it is still on sale as a new car, when its spiritual successor has arrived in the form of the CX-50. Rather than my usual review of one car at a time, I decided to talk about both, and point out the reasons you’d want one of these Mazda crossovers over the other.

The Specs, Similar Yet Different

Both Mazda crossovers are powered by four-cylinder engines (turbocharged in these higher trim levels), with all-wheel-drive now standard across the model range. With a 2.5-liter turbo, Mazda gives both the CX-5 and CX-50 227 horsepower and 310 lb-ft of torque with regular unleaded, and bumps up to 256 horsepower and 320 lb-ft if you fill the tank with premium. These are great figures for a practical little crossover.

Where the CX-5 is 180 inches long, 72 wide, 66 tall, and sports 62-inch wide tracks and a 106-inch wheelbase, the CX-50 is 185 inches long, 75 wide, and 64 tall, with a 110-inch wheelbase (and no track listed). The CX-5 has a minimum ground clearance of 7.9 inches, and the CX-50 clears 8.6. Towing capacity for the CX-5 is 2,000 pounds, and the CX-50’s higher two trim levels bump that up to 3,500 pounds.

Base pricing for the entry-level trims of both the CX-5 and CX-50 begin at $27,000, and I tested the top-level Turbo Signature trim of the CX-5 and the Turbo Premium Plus CX-50, which add all the tech and comfort goodies you’d want. The CX-5 tested hit a total MSRP of $41,655, and the CX-50 is $43,170.

The Outgoing Sensible Daily Driver

Rather than a plain experience behind the wheel, the Mazda CX-5 is actually an enjoyable little crossover to drive. The 2.5-liter turbo makes it considerably quicker than other compact crossovers I’ve tested, making any errand run more fun. Shifts from the 6-speed automatic are reasonably seamless, with somewhat tight gear ratios to provide quick acceleration in any situation.

Steering feel is slightly heavy yet precise, although when parking at a grocery store or making a quick U-turn, there’s a considerable amount of driver input needed. Ride quality is definitely on the firm side, which isn’t a thing I’ve noticed in other Mazda models, and it was uncomfortable when driving in downtown Austin. It felt like Mazda used spring rates intended for a full-size pickup in the CX-5.

Mazda’s interior design is clean and modern, with comfortable and supportive seats for all five passengers (if you’re sticking kids in the back seat). The front two occupants are treated to heated and ventilated seats, which are nice for a practical crossover, and the outer two rear passengers get heated seats, but the control for those is made into the center armrest. The leather used in the CX-5 certainly feels more premium than you’d expect in an affordable crossover. Cargo space in the hatch is good for the weekend’s errand runs, but if you need to fold the back seat down flat you’ll either need to remove the headrests or move your front seats up a lot.

The CX-5’s switchgear setup is slightly dated, using bits that have been in the Mazda parts bin for a decade. At least there are buttons and switches rather than touchscreens for the systems. Apple CarPlay and Android Auto are installed in Mazda’s infotainment system, but you still have to plug in your phone, so if you want to take advantage of the wireless mobile charging tray you won’t be doing so with CarPlay running.

Fuel economy achieved during my test was 19 MPGs, which is less than the EPA estimated 22/27/24. Thank the tighter final drive ratio that kept RPMs up higher than expected from a small crossover during daily cruising, even while I behaved myself with the accelerator and didn’t make much use of the sport drive mode (which will quicken the CX-5’s throttle response and personality ever so slightly).

Mazda equips the CX-5 with loads of safety and driver assistance systems, but the adaptive cruise control system nor lane keeping assistance are really smooth, and could take a page from Honda’s book. Overall, the CX-5 is good, but it’s clear it has been on the road for a while in its current form, and was ready for upgrades.

The Successor Steps Up

The CX-50 certainly grew in size compared to the CX-5, but the big improvements come from the exterior design department. The CX-5 was a decent looking little crossover, in a world of cute utes that have all sorts of angles and fake vents for no good reason, but the CX-50 is downright attractive. Punchier fender flares, a more pronounced fascia, and more angular bumpers make the CX-50 way more appealing than most crossovers queueing to pick up the kids from school.

While the CX-50 carries over the more than competent powertrain from the CX-5, Mazda did some serious updates to the suspension, because despite the fact it ditched the independent multilink setup on the CX-5, the torsion bar rear suspension copes with corners and bumps impressively. Attribute some of the ride quality to the wheelbase that’s four inches longer than the CX-5. The slightly larger diameter steering wheel (and it’s nicer controls) that’s borrowed from Mazda’s big brother CX-9 helps make tighter turns easier too.

Seating surfaces are treated to even better leather than the CX-5, with the CX-50 I tested sporting nice contrasting stitching. Even the CX-50’s dash gets more leather and cool stitching, completing a much more upmarket cabin. The CX-50 offers better interior volume for both occupants and cargo than the CX-5. With the back seat up, there’s still more space than inside the CX-5, and I found that the rear seats went flat without the headrests hitting the front seats in our intended positions. If you need to tote more kids and gear than the CX-50 can handle, the CX-9 I tested–and it’s CX-90 upgrade–will get the job done.

While it gets a bigger infotainment screen than the CX-5, and just like the setup in the bigger CX-9 I evaluated, the CX-50 continues to utilize Mazda’s somewhat spartan and average software. Thankfully Apple CarPlay and Android Auto are installed, but I’d like to see Mazda incorporate USB-C ports in its models, so I don’t have to keep around outdated cables for my iPhone. Wireless charging pads and newer iPhones also don’t play along nicely, with the metallic back heating up quite a lot when on the wireless charger for more than a quick errand run.

The Mazda CX-50 gets my same complaint on the fuel economy front as the CX-5. During my week with the CX-50, I made a road trip to Houston for a weekend, and did considerably more highway miles. Because the final drive gear ratio is still tight in the CX-50 (4.41 in the CX-5 vs. 3.84 in the CX-50), I was hitting about 2,500 RPMs at highway speeds, and on the three-hour drives between Austin and Houston, the MPGs took a hit, yielding just 18 on average. Not great for a reasonable family crossover powered by a four-banger, but the CX-50 does get an extra half gallon of fuel capacity over the CX-50.

As an upgrade over the CX-5, Mazda added an off-road drive mode to the CX-50, which is a nice feature for families who go on adventures over less than smooth terrain. Although the Goodyear all-season rubber is okay, if you want to really tackle the trails, opt for the CX-50’s Meridian Edition. While it’s a slightly lower trim level than the Premium Plus I tested, it gets more rugged looks and gear, but also adds a set of all-terrain tires wrapped around more sensible 18-inch wheels. Honda’s Passport TrailSport I reviewed last year is another option for a slightly more rugged approach to a two-row crossover.

Mazda Cannibalized Its Own Car

Mazda claims the CX-50 isn’t a replacement for the CX-5, with them both being on sale at the same time, but let’s not kid ourselves. The CX-50 is the new middle child in the Mazda crossover lineup, and it’s a great one. Mazda did a similar thing when the CX-30 launched, keeping the CX-3 around for a little longer before giving it the axe, and that didn’t make sense either.

It’s as if Mazda had a pair of fraternal twins, but one got all the great genes, and the other got some good ones. Both were physically attractive, played sports in high school, and got good grades, but one made the varsity tennis team yet kicked ass at chess, and got a scholarship to Rice while the other played occasional intramural sports and had to do a couple years in community college before transferring to U of H. They’re both good kids, and live good lives, but we all know one is the parents’ favorite.

Not only is the Mazda CX-50 better looking inside and out, but it’s considerably more enjoyable to drive than the CX-5. The price point is similar too, which makes the CX-50 even easier to choose. Especially if you’re doing conventional financing. Sure, Mazda has some big lease incentives to move the CX-5, but that should give an even better indication that the CX-50 should be the crossover you take on all your family’s adventures and I think it’s the new class leader.