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Continue reading Used EV prices falling much faster than gas models
Used EV prices falling much faster than gas models originally appeared on Autoblog on Mon, 17 Jun 2024 10:55:00 EDT. Please see our terms for use of feeds.
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Continue reading The Autoblog 20: The most significant new cars of the past two decades
The Autoblog 20: The most significant new cars of the past two decades originally appeared on Autoblog on Fri, 14 Jun 2024 06:01:00 EDT. Please see our terms for use of feeds.
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The midsize pickup truck segment is seeing an influx of completely new models employing turbocharging and simplified cab configurations. By contrast, the 2024 Nissan Frontier is sticking with a decidedly old-school approach, and while it might not be the perfect truck answer for everyone, it might be for a select few. Not only is it old-school in its powertrain, cab/bed offerings and some of its features, but the truck itself is really a heavily revised version of its rather long-lived predecessor. But as we mentioned, that’s not entirely a bad thing.
In many ways, the Nissan Frontier is the driver’s choice for a midsize pickup truck (well, at least on-road). The handling is quite good for a pickup, and it’s bolstered by surprisingly good steering feel that puts some cars to shame. It’s also comfortable, and its smooth naturally aspirated, 310-horsepower V6 provides some added refinement that the turbo four-cylinder engines of competitors can’t quite match. It’s the standard engine, too, which sweetens the deal of the base models. Additionally, the Frontier offers a variety of configurations not available on several rivals, including an extended cab and the option of pairing a long bed with the crew cab. The Toyota Tacoma is the only other midsize truck to still offer those.
With that said, the Frontier doesn’t offer high-performance off-road variants like those from Toyota, Ford, Chevy and Jeep, nor does it have higher-performance engine options like Toyota and Ford. Nor is there a more luxurious variant to match the GMC Canyon Denali. The V6’s fuel economy lags behind the turbo four-cylinders, too, albeit not by a huge amount.
Whether the Frontier is right for you depends on your priorities. If you really value driving experience, small size and being able to get a specific body type, you can’t go wrong. But if you’re looking for fuel economy, off-road performance or prefer something a bit bigger, you may want to consider the competition.
The Nissan Frontier gets a couple new trim and package additions. The SL trim has been added as the range topper with most features included as standard, including heated leather seats and wheel, a 10-speaker sound system and a sunroof. There’s also the new Hardbody Edition package (pictured below) for the SV trim. This one comes with a bunch of exterior additions such as vintage graphics, a style bar and, most notably, special 17-inch alloy wheels that look just like the distinctive ones from the old Nissan Hardbody pickup truck.
This is one of the areas where the Nissan Frontier shines. It has a chunky, squared-off dashboard to match its rugged exterior, and the plastics are impressively high-quality and tight fitting. The Pro-X and Pro-4X models also offer the option of vibrant red stitching, embroidered logos and leather-wrapped steering wheel and shifter (pictured in the smaller photos above). On top of all that, all Frontiers come with highly comfortable seats that offer plenty of support. Visibility is superb, too, with tall windows and low sills.
All Frontiers also get at least an 8-inch touchscreen infotainment display, with a 9-inch unit on higher trims (pictured). They all use the same interface, which has minimal menus and large icons that make it easy to navigate, plus Apple CarPlay and Android Auto are standard. Both screens are bright, clear and responsive. We're also very pleased that climate and stereo functions are easy to use with traditional buttons and knobs. Four USB ports are standard, with two each in the front and rear cabins.
Zac Palmer
On the outside, the Frontier is the smallest truck in the midsize segment. Lengthwise, it has the shortest wheelbase and overall length (even when comparing crew cab/long bed configurations), and it's the narrowest. Its overall height is in the middle compared with other midsize trucks.
Speaking of cab and bed options, the Frontier can be had in either an extended cab (King Cab) or a full four-door crew cab. The King Cab comes only with the longer bed option (72.7 inches), but the crew cab can have either the short (59.5 inches) or long bed choices. The combination of crew cab and long bed is a feature only shared with the Toyota Tacoma. We take a deep dive into the Frontier bed in this driveway test.
Inside, the Frontier is on the smaller side of the spectrum, which is understandable considering its smaller exterior dimensions. By the numbers, it's an inch or two smaller than most, though head room and shoulder room are pretty solid. Legroom is really where things are on the tight side. The front occupants should feel fairly comfortable, but if you're on the tall side, you may find insufficient seat travel. The lack of a telescoping steering wheel is likely the bigger deal, regardless of your height. Adults can fit in the rear seats of the crew cab and be comfortable for short jaunts, but the lack of leg room will make them uncomfortable on long trips. The upright seat back doesn't help, either. Pretty much every other truck in the segment offers more generous rear accommodations. The extended King Cab, meanwhile, operates on a more even playing field with its competitors because you're just dealing with varying degrees of severely cramped. The Frontier King Cab's rear seats are only suitable for some pets or friends who are really small (or really need to get somewhere). It’s a rare thing, now, too, as only the Tacoma still offers an extended cab model, and that one doesn’t have rear seats at all.
The Frontier offers only one powertrain: a naturally aspirated 3.8-liter V6 paired with a nine-speed automatic transmission. Output is 310 horsepower and 281 pound-feet of torque, which is strong, but isn’t quite the class-leader it once was. It’s tied in power with the high-output Colorado and Canyon, and behind the hybrid engines in the Tacoma, and the turbo V6 in the Ford Ranger Raptor. Torque now falls behind nearly every turbo engine in the segment, including some standard ones. As usual, there's a choice of rear-wheel drive or four-wheel drive, and both come standard with a limited-slip rear differential.
Unsurprisingly, the more frugal of the two options is the rear-drive Frontier. It gets 18 mpg in the city, 24 mpg highway, and 21 mpg combined. Four-wheel drive brings the numbers down to 18/23/20. The Pro-4X drops a little farther to 18/22/19. That puts it on par with some key competitors such as the Honda Ridgeline and Jeep Gladiator, but a bit behind most versions of the Ford Ranger and Chevy Colorado.
As for carrying stuff, the Frontier has towing and payload capacities at the back of the pack. Towing is the worst in segment at 6,720 pounds maximum (unless you consider the Ridgeline a competitor, in which case that’s worse). Payload is second worst at 1,610 pounds (Chevy Colorado is lower).
Joel Stocksdale
This is the other highlight for the Frontier. The V6 offers solid acceleration, but what's really impressive is how smooth it is. Even though it revs a bit high to deliver the power, it never sounds strained, and what sound you hear is at low volume. The nine-speed transmission is also seamless when not working hard, though it becomes a bit sluggish and with rougher shifts if you push it.
It's only slightly disappointing since the Frontier is a surprisingly good handler. The steering is an old-school hydraulic assist system that delivers the sort of feedback that's generally vanished from most modern vehicles of all segments (on the other hand, it's a lot heavier at slower speeds and can be a bit vague when driving in a straight line). It’s handy off-road, too, giving a good idea of what the surface and traction situation is under the front tires. With that said, it’s also rather heavy, so you’ll be working those arms harder than most other trucks. It’s far from a deal breaker, though. Body roll is mild and the truck feels stable, even a bit fun in corners, at least relative to other trucks. The ride is also smooth, even on rough dirt roads.
The small size of the Frontier is another big benefit everywhere, as it makes it very easy to maneuver; whether you’re getting into parking spots or sneaking between trees.
Our first time behind the wheel of the thoroughly redesigned Frontier, and we're pleased with the results
As the title says, we take a deep dive in to the Frontier interior (specifically, the PRO-4X) and the short bed included with the crew cab.
The Frontier, since it has only the V6 engine option, starts a bit higher than the competition at $31,265. That's for the base, two-wheel-drive, King Cab S model. Despite the bare-bones look and trim, it's reasonably well-equipped. It of course has the peppy engine, but it also has a limited-slip differential and modern convenience features including remote locking with push-button start, an 8-inch infotainment touchscreen with Apple CarPlay and Android Auto. The King Cab is only available on S and SV, and opting for the Crew Cab will add $1,300 for the S, $1,400 for the SV with a 5-foot bed, and $4,230 for the SV Crew Cab with 6-foot bed. Four-wheel drive adds $3,200 for the S and SV King Cab and $3,000 for the Crew Cab versions.
Two new trims and packages for the 2024 model year include the Hardbody Edition and the SL trim. The Hardbody Edition is a package that includes three-spoke wheels that are near replicas of alloys available on the Nissan Hardbody pickup of the 1980s and ‘90s. It also adds vintage-style graphics, black trim, a rear style bar, rocker rails, fender flares, a front skid plate, plus all-terrain tires. It costs an extra $3,890 when added to a four-wheel-drive Frontier SV.
As for the SL, it’s the range-topper that includes most features that are optional on other trims. Among them are LED headlights, heated leather seats and steering wheel, sunroof, 10-speaker sound system, remote start, 400-watt power outlets, spray-in bedliner, bed lighting and bed tracks.
Continuing from past years are the off-road-oriented Pro-X (RWD) and Pro-4X (4WD). They both get Bilstein shocks and matched springs, a rear anti-roll bar, 17-inch wheels, all-terrain tires, fender flares, LED fog lights, red tow hooks and embroidered seats with red stitching. They also get niceties including proximity key, dual-zone automatic climate control, a 9-inch infotainment system with navigation, power seats and leather-wrapped steering wheel and shifter. The Pro-4X also adds aluminum and steel skid plates, a locking rear differential and hill descent control
You can find the starting prices for all the trim levels below, as well as a full breakdown of the 2024 Frontier's features, specs and local pricing here on Autoblog.
Zac Palmer
The 2024 Nissan Frontier has been partially crash tested by the IIHS. It received top “Good” ratings for both the original and updated moderate overlap frontal crash tests, as well as “Acceptable” for the updated side crash test. The pedestrian crash prevention system is rated “Acceptable” as are the LED headlights, but the halogen units that are standard are rated “Poor.”
NHTSA has also tested the Frontier, and it gave the truck a four-star overall safety rating. It got four stars for frontal crash performance, five for side, and three for rollover.
Among the standard safety features are automatic headlights, forward collision warning with automatic emergency braking and pedestrian detection, and driver inattention monitor. Available as options or in other trim levels are rear automatic emergency braking, lane-departure warning, blind-spot warning, rear-cross traffic warning, adaptive cruise control, automatic high-beams, 360-degree cameras, parking sensors and traffic sign-recognition.
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Continue reading Elon Musk's legal problems: A list of all the biggest cases and investigations
Elon Musk's legal problems: A list of all the biggest cases and investigations originally appeared on Autoblog on Wed, 12 Jun 2024 10:56:00 EDT. Please see our terms for use of feeds.
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Zac Palmer
The 2024 Hyundai Kona represents the collective evolution of the subcompact crossover segment. While it shrinks from three models to just two for 2024 (say goodbye to the Kona N), the baby commuter now packs more space, more tech and more diversity of electric powertrains.
While the Kona may be new, it hasn’t lost the key attributes that made us like the first generation so much. It’s still pleasant to drive, even fun if you spring for one of the punchier models. It’s still packed with usable, well-thought-out tech. And it’s still small — albeit a lot less so than previously. Its position at the lower end of Hyundai’s lineup also helps the value proposition stick. Put another way: It’s still a bargain.
The Kona Electric also returns, now with a choice between ultimate range and a smaller, cheaper battery. Unfortunately, the loss of federal tax credits means its price won’t be as competitive as it used to be. But with other cheap EV options taking a break (looking at you, Chevrolet Bolt EUV), the Kona is positioned to make a splash in its second performance.
The Kona was redesigned for 2024 and now boasts significantly more cargo space along with a roomier rear seat. While both of the standard gasoline engines carried over largely unchanged, the high-output N performance model is discontinued, but don't count out a return at some point. The Kona Electric also returns, this time with two BEV powertrains to choose from, but the tire-burning torque of the last-gen electric model has been dialed back.
The new Kona also gets an overhauled interior featuring a host of new tech to go with its new skin. The new 12.3-inch infotainment system supports over-the-air updates and comes with USB-C ports front and rear. Wireless Android Auto and Apple CarPlay support is finally coming to navigation-equipped models, though it’ll come as an over-the-air update later in 2024.
(Kona Limited interior (light gray); Kona N-Line interior (black with red accents); Kona Electric interior (gray with yellow accents)
For the money — and for this humble segment — the Kona interior is quite decent. The 2024 redesign brightens things up a bit in the front cabin, especially on the Limited and N-Line. Those trims get a column-mounted gear selector, freeing up space between the seats. Hyundai also borrowed the Palisade’s multi-function center console with cupholders that collapse out of the way to make room for storing larger items.
Kona has always been equipped with decent tech and infotainment; the new model is no exception. SE and SEL get a 12.3-inch center screen alongside a smaller 4.2-inch color cluster. This combo gets you wireless smartphone integration standard (Apple or Android). The Limited and N-Line get a navigation-equipped system with Bose audio and wired Android Auto and Apple CarPlay, but as is the case with Hyundai’s other current offerings, the high-end infotainment lacks wireless capability. For now. Hyundai is on track to offer an over-the-air update (another new feature) to add it to navigation-equipped models by the end of 2024.
The Kona offers USB-C charging front and rear, and can be equipped with a wireless device charger for phones or (very) small tablets.
The Kona is a subcompact SUV. Put another way: It’s small. If you’re planning on using the back seat and cargo area a lot, take note. That said, it got significantly bigger and more functional for 2024. The previous model trailed virtually every competitor in headroom, legroom and cargo space, but the overhaul’s three additional inches of front headroom and rear legroom brings the Kona in line with the Honda HR-V, Toyota Corolla Cross and Kia Seltos. Its back seat is now solidly competitive with the heart of the subcompact class.
The same can now be said of cargo space. The Kona’s redesign also brought a significant 6.3 more cubic feet of cargo space behind the rear bench (our cargo test showed the previous version to be one of the smallest in the subcompact segment), for a total of 25.5 cubes with the seats up. That’s better than the HR-V (24.4), Crosstrek (20.8) and Buick Envista (20.9), but trails the Corolla Cross (26.5), Seltos (26.6) and Volkswagen Taos (24.9 or 27.9). With that extra cargo space comes a taller, wider opening with a lower lift height.
The Kona makes this usually brief section a bit complicated. Including the Electric model, it is offered in six different powertrain combinations, with everything from frugality to a bit of performance mixed in.
The base engine (SE, SEL models) is a 2.0-liter four-cylinder that makes 147 horsepower and 132 pound-feet of torque. It’s paired with a continuously variable transmission and can be had in front- or all-wheel-drive configurations. The front-drive SE is rated at 28 mpg city, 35 mpg highway and 31 mpg combined. With AWD, those drop to 26/29/27, respectively. The SEL is inconsequentially less efficient.
Meanwhile, the N Line and Limited trims get a 1.6-liter turbocharged four-cylinder that makes 190 horsepower and 195 pound-feet of torque. This motor is paired to an eight-speed automatic transmission and again can be had in both FWD and AWD layouts. FWD models are rated at 26 mpg city, 32 mpg highway and 28 mpg combined; AWD models return 24/26/29.
And then there’s the Kona Electric. Again, it’s offered with two drivelines, but neither can be had with AWD, simplifying the math a bit. The Electric SE has a 133-horsepower motor mated to a 48.6 kWh battery with 197 miles of range. The Electric SEL and Limited get a larger, 201-horsepower motor paired to a 64.8 kWh battery, which Hyundai says is good for 260 miles. The smaller battery needs roughly 5 hours to charge on a level II home setup, while the larger will take about 6:15. Both batteries can be charged from 10-80% on a DC fast charger in 43 minutes.
Considering all those powertrain choices up there, the answer is “it really depends.” Front-wheel-drive models are fitted with a torsion beam suspension; AWD models get an independent multilink out back. If you want the better Kona to drive, you’ll want all-wheel drive. In general, though, every Kona impresses with a surprisingly fun driving experience highlighted by tidy body control and well-calibrated steering. It’s not quite as firmly sprung or as responsive as the first-gen Kona was, but considering its 200-pound weight gain and lack of corresponding power increase, we’re not surprised the Kona’s a little less playful than it used to be.
We’ve not yet been able to try out Hyundai’s continuously variable transmission (IVT in Hyundai parlance) on the standard 2.0-liter engine, but the new eight-speed (that replaced the old Kona’s DCT) paired to the turbo engine is more than adequate to the task. We’d like to see a bit less hesitation to downshift in around-town driving, as the Kona’s 1.6 can drone a bit with low load, but when you ask it for power (either via one of the paddle shifters or with a shove of your right foot), it’s there.
Hyundai’s mission to civilize the Kona clearly paid dividends. While it’s not whisper-quiet, the cabin is more serene than the outgoing model’s. This really shines through in the Kona Electric, which we’ve only briefly sampled so far. Without a gasoline engine to mask outside noise, it would be the most vulnerable to intrusive sound.
The updated Kona Electric loses a whopping 103 pound-feet of torque with its calibration for the new generation, but it still feels more than punchy enough to do the job. While the tire-roast torque of the last-gen Kona Electric may have been good for a grin, it didn’t add much else to the experience. The Electric is arguably the most composed of the Konas now, too, as its battery pack keeps the center of gravity low. We compared it to other similarly-priced EVs in our most recent EV Comparison Test where it came in third place, just besting its Kia Niro EV twin.
Our first and most complete review of what it's like to drive the new Kona, plus details about its design, engineering and all that's new.
We didn't get as much time behind the wheel of the new Electric, but here you'll find our initial impressions plus all of the details about its new electric motor and battery lineup.
We pit four electric crossovers against each other, all priced at about the average price of a new car, approximately $45,000.
Pricing for the 2024 Kona SE starts at $25,435. For that, you get front-wheel drive, the 147-horsepower 2.0-liter engine and the standard 12.3-inch infotainment unit with wireless Android Auto and Apple CarPlay.
The SEL ups the interior materials (leather on the shift knob and wheel, for example) and adds second-row climate controls. It can also be equipped with a $2,200 Convenience Package that also adds a power driver's seat, heated front seats, and wireless charging.
The N-Line and Limited come with the turbo 1.6-liter engine and the 12.3-inch digital cluster replaces the 4.2-inch unit from the SE and SEL. The N-Line gets you a sporty look, including flashy wheels and a gnarly spoiler, but no actual performance upgrades. The Limited model focuses more on creature comforts and a toned-down, more elegant looking exterior.
No matter what trim you choose, AWD works out to a $1,500 option. You can find a full rundown of added features for the other trims here on Autoblog.
For the most part, the Kona Electric's equipment offerings follow the standard Kona's pricing structure, but with a higher starting price and no sporty N-Line model. 2024 Hyundai Kona Electric pricing breaks down as follows:
Every Kona comes standard with forward collision warning with pedestrian detection and automatic emergency braking, lane-keeping assist, blind-spot and rear cross-traffic warning, and a driver inattention warning system. Adaptive cruise control with stop-and-go capability is standard on the Limited. These systems are some of the best-executed on the market.
The 2024 Kona received a Top Safety Pick+ award from the IIHS where it scored a "Good" rating in every crash test. The single headlight option received an "Acceptable" rating, and its LATCH ease of use scored the same. The updated Kona still hasn't been rated by the NHTSA.
Filed under: Hyundai,Buying Guide,New Car Reviews,Crossover,SUV,Electric
Continue reading 2024 Hyundai Kona Review: Bigger, better, more Electric options
2024 Hyundai Kona Review: Bigger, better, more Electric options originally appeared on Autoblog on Tue, 11 Jun 2024 10:00:00 EDT. Please see our terms for use of feeds.
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Continue reading Are your phone apps collecting data on how you brake or speed?
Are your phone apps collecting data on how you brake or speed? originally appeared on Autoblog on Mon, 10 Jun 2024 18:15:00 EDT. Please see our terms for use of feeds.
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Continue reading AAA survey confirms the trend: More buyers worry about EVs, favor hybrids
AAA survey confirms the trend: More buyers worry about EVs, favor hybrids originally appeared on Autoblog on Thu, 6 Jun 2024 14:47:00 EDT. Please see our terms for use of feeds.
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Third-party EV chargers are getting better, J.D. Power finds, which is a real problem for Tesla originally appeared on Autoblog on Thu, 6 Jun 2024 12:52:00 EDT. Please see our terms for use of feeds.
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Continue reading J.D. Power survey: Tesla is playing with fire with Supercharger layoffs
J.D. Power survey: Tesla is playing with fire with Supercharger layoffs originally appeared on Autoblog on Thu, 6 Jun 2024 12:35:00 EDT. Please see our terms for use of feeds.
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