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Car Talk Test Drive Notes

2015 Toyota 4Runner 4x4 TRD Pro

  • This thing looks bad --s.  It looks like it could go absolutely anywhere.  Some Africans who saw it described it as a “Chief’s car.”  Our test car looked particularly good in white, with black wheels. Think Tonka. Brings out the eight-year-old boy in most grown men.  Looks even better when it’s dirty.
  • It actually does go anywhere. Part of our test happened to include a very steep, potholed dirt road, heading down to a river, with the car loaded with people and belongings. Other cars couldn’t do it, but the 4Runner went down and back with no problem — it even backed up the hill one time.  
  • Using the electronics that already work the stability control and ABS systems, Toyota has added several, electronically controlled off-road modes that make this thing even more unstoppable.  We never had to use them, because even in basic, 4WD-high, the 4Runner never faltered.
  • Toyota durability and reliability.
  • Reminds us of what the Toyota Land Cruiser used to be, before Toyota upscaled it and starting charging $80,000 bucks for it. The 4Runner TRD Pro is more of a basic, capable, non-luxurious, go-anywhere truck. Although the definition of basic is now $43K, and includes things like a touch screen, Bluetooth, and a few modern safety features.  
  • Good amount of room in the cargo area, especially with the back seats folded down. Sliding platform helps with loading things.
  • We got a little more than 18 MPG combined.  For a real truck, that isn’t awful. The much more comfortable (but less off-road competent) Highlander only gets 20 combined. 

  • Unless you’re actually using this thing to do what it’s designed to do, you’ll probably come off looking like a poser. I mean, who needs a quasi-monster truck to go to Starbucks for a decaf latte with 1% milk?
  • Women are either intimidated or uninterested in it.  So if you’re looking for a vehicle to help you attract women, this is not it. If you’re looking to attract men, however, this is your ride.
  • It’s tall. Not a single person entered this vehicle without emitting a grunt while heaving him or herself up onto the seat.
  • Rear cargo floor is high off the ground, too, which makes loading heavy objects difficult.
  • The huge, off-roady tires are noisy and contribute to loose handling on the highway.  
  • The ride and handling reflect the 4Runner’s original pickup-truck roots.
  • The engine, while it has plenty of grunt off road, wheezes a bit in normal highway driving. It’s an old-style, big, four-liter V6. In these days of much smaller, twin turbo V6s and powerful turbo 4s, this engine feels like it’s ready for an update. 
  • Touch screen is small, and it’s not always easy to make selections while driving.

2015 Lexus NX 300H

  • Very sharp styling.  This is a small to mid-sized crossover that stands out in the Whole Foods parking lot.  Almost everybody we asked thought the NX looked great.  The body has as many creases as Keith Richards’ face, and a sharp snout.  But overall, the design works, and the NX looks good.
  • The hybrid version of the NX, the 300h, got excellent mileage.  We did even a little better than the EPA estimated 33 mpg overall in our front-wheel-drive version.  We actually got 33.5 mpg in mixed city and highway driving (more city than highway).  That’s pretty awesome mileage for an SUV, even a small one.  The non-hybrid 200t, with a more powerful, more fun four-cylinder engine and all wheel drive, is EPA rated at 24 mpg combined.
  • The interior is den like.  It’s cozy, with black leather-like materials, and lots of stitching everywhere.  Lots of soft touch materials that make it a pleasant place to be.  
  • It’s an easy car to drive every day.  It’s very reasonably sized — it doesn’t feel bloated or big butted.  You can drive it without having to worry where your starboard and port edges are.  It’s easy to live with, maneuver, and park in an urban or suburban environment.
  • It’s a great highway cruiser.  
  • In our loaded up test version, the engine noise was very muted.  On many hybrids, you really hear the engine revving when you call for extra power, but the sound insulation in the NX — at least from the engine bay — was quite good.
  • Handling is sportier than you’d expect from a Lexus.  It stays flat in corners and changes direction easily.  
  • Front seats are very comfortable.

  • The ride is not as soft and pliant as we’re used to from Lexus.  If you’re the princess, from The Princess and the Pea, you’re going to feel a lot of peas.  It’s not a punishing ride by any means, but it’s firm enough that you feel the imperfections in the road.  Traditionally, Lexus has gone for the down-pillow-ride.  Not here.  
  • Power in the hybrid is adequate, but not exciting from the combined 194 horsepower motor and engine.  While we love to be environmentally friendly, the 245 hp turbo four cylinder non-hybrid version is a lot quicker and a lot more fun to drive.
  • While there are individual buttons for many climate and the basic audio controls, the infotainment screen is operated by a point and click system.  Lexus has switched from a mouse to a touchpad, where you slide your finger to move the curser, and push down to select what you want.  It’s awkward, and requires many looks at the screen.   
  • This is a comment for all built-in navigation systems, not just Lexus’.  But there’s an increasing discrepancy between how easy it is to enter a destination in, say Google Maps, and how hard it is to enter a destination in a built-in nav system.  On your phone, you speak, or quickly thumb type a destination with two hands, and it takes five or ten seconds.  In the car you still have hunt and peck your way through each letter of the… C.i.t.y.… S.t.r.e.e.t.… S.t.r.e.e.t. N.u.m.b.e.r.….    Something’s got to give, especially with the high price of built in navigations systems.
  • The cabin is a little tight feeling.  Cozy is the good way to look at it.  The wider-butted and shouldered amongst us may find the width confining.  
  • Visibility is not great to the sides, or rear thanks to a high belt-line.  Definitely opt for the blind spot monitoring.  The back up camera works well and quickly, and is standard.
  • Cargo space in the back is limited and a bit on the skimpy side.  But if you don’t want to haul around a huge vehicle, you’re going to have to compromise on interior room.  

Other notes:

  • Our hybrid edition test car hybrid was $49,000, loaded. MSRP of the 300h hybrid starts at $39,720. Base price of the 200t version is $36,820.
  • Ray tried the NX Turbo, loaded, and had this to say about that engine option: "Except for the $43,000 price tag there was not much to dislike. Phenomenal power for passing and no noticeable turbo lag."

  • 2015 Volkswagen E-Golf

    • This is an all-electric version of VW’s Golf.  So it starts out as a very nice car, and adds battery power.
    • It’s a very practical, versatile design, with four doors, comfortable seating for four, and a hatchback for cargo.  
    • It’s got an upscale interior, and a solid, quality feel.  
    • It handles well, rides comfortably, and is quiet.  Really a pleasure to drive.  Like a VW Golf, but quieter. 
    • Like most electric cars, it feels very peppy when you hit the accelerator.   Because electric motors deliver all of their torque right away, there’s no sluggishness at all off the mark. 
    • The price is right.  Our loaded test model listed for about $36,000, before state or ($7,500) federal rebates.  And its MPG equivalent (MPGe) is 116. 
    • You’re helping to save the planet.  If you drive less than, say, 80 miles a day, and you have another family car you can use for long trips, you’ll never have to visit a gas station again.  Except perhaps to use the bathroom, and to sneak your extension cord into the bathroom outlet and charge up for a while.  
    • The range information (miles before you run out of juice and have to call Uber to get you home) seems pretty accurate.  It goes up and down, depending on how you’re driving.  So, for instance, after a full charge, the dashboard reading might say you have 85 miles.  If you’re driving gently, around town, the range might go up to 95 miles—meaning if you keep driving like that, you can go farther.  Likewise, if you get on a highway, and floor it, and climb up a grade at 65 mph, it’s going to drop very quickly.   But we found that overall, it averages out pretty well and the projected range was pretty accurate.

    • Range anxiety is a real thing.  When cars like this can go 250 miles on a charge, it’ll be a whole ‘nother ballgame. 
    • While it feels plenty peppy and powerful when you take off from a stop light, it feels a little underpowered when you’re get into middle speeds, say during acceleration onto a highway.  Overall 0-60 acceleration is in the 10-second range, which is certainly adequate, but may not be what you’re used to these days.  
    • While it’s a good handling car, it drives like it’s a little heavier than the standard Golf, and you can feel that in the body lean on turns.  
    • The navigation system takes forever to boot up.  Infotainment system needs more horsepower.  Due to be upgraded in 2016.  Worth waiting for.
    • A lighted outlet would be nice for charging up the car at night.  You get home after dark, you grab the charging plug, and you keep pushing it into the filler outlet by braille, until you finally get it lined up right.  Having it lit up by an LED when the “fuel” door is open would be a nice touch. 

    Other notes:

  • Check out Jamie Kitman’s review of his long-term eGolf.
  • Check out news about VW’s improved infotainment systems for 2016.

  • 2015 VW Touareg Executive

    • Solid, high-end feel.  Feels as good on the road, and inside the cabin, as a comparable Mercedes, Audi, or BMW. 
    • Quiet, comfortable.  The inside of the Touareg feels like the inside of a luxury car.  It’s very quiet, except for some not-unpleasant engine noise during harder acceleration.  It feels tank-like solid on the road.  Front seats are excellent, and even the rear seats are comfortable, with great room for two and passable room for a third in the middle.  
    • Great highway cruiser, easy power, tracks perfectly at high speed on highway curves.  
    • Ride is firm but comfortable.  You’ll feel the occasional bump, but it’s not going to upset any dental work.  
    • Plenty of power from a 280 hp 3.6 liter V6.  Eight-speed transmission is mostly smooth and flawless. 
    • You can actually see something out the back.  For those who like to throw your right arm behind the passenger seat and turn around to back up, you’ll be surprised to find you can actually see something out the rear window.  It’s not perfect, because large D pillars block the view to the sides back there, and the rear headrests obscure some stuff.  But compared to other recent vehicles we’ve driven, you can actually tell where the back of the car is.  To supplement, a very good backup camera with a separate, “birds-eye”- style view from above makes parking and backing up easy.
    • Clean, airy, high-end interior, with fairly simple, clear controls.  We noticed a few pieces of hard plastic next to the center console and on the inside door handle. But most of the cabin materials are high-end, softer plastics, and leather.
    • Modern safety features now available. For $2,500, VW will sell you a package of safety features that are well worth having.  Included in the package are adaptive cruise control, that will actually stop and start the car to move along in traffic, and a pre-collision braking system that will sense if you’re not braking when you should, and apply the brakes for you — even bringing the Touareg to a complete stop if you're that engrossed in your texting.  
    • Blind spot monitors (part of the optional safety package) seem particularly well placed on the insides of the exterior side view mirrors.  They did the job and were easily visible without being obtrusive. You can even adjust the brightness.

    • The price, as tested, is $62,000.  You can get a BMW X5 for that price, or a Mercedes GLC, and a lot of people will want that dollop of snob appeal if they’re plunking down that kind of schcarole. The fact that the Touareg matches up well with those cars won’t matter to those people.  However, if you’re someone who wants to drive a luxury SUV, but doesn’t want your employees to know you’re paying yourself 100 times what they make, the Touareg is a way to get the ride you want without being showy.
    • Going along with that, the styling is very traditional, some would say bland.  It’s handsome in a very plain way.  Again, it’s going to go under the radar. 
    • It’s a heavy vehicle.  That’s mostly not a problem, although you do feel the momentum of that weight at times on sharp turns or when braking from high speed.  
    • EPA mileage rating is a nothing-to-write-home-about: 17 city, 23 highway, 19 overall. 
    • It’s a step up to get in the Touareg.  Older folks may object to the grab and climb, and you have to go up and forward a bit to place yourself in the rear seat.  
    • The key fob is huge.  Automakers seem to be competing for the most prestigious key fob.  We’d like to see them compete, like cell phone makers were for years, for the smallest, thinnest fob possible. Wouldn’t that be nice?  Maybe a card you could slip into your wallet?  Walking around with this Touareg key fob in your pocket, people think you stole a can of sardines. 
    • VW still hasn’t come into the modern era with phone and device connectivity. They still offer only their proprietary media connector that comes equipped to hook up an iPhone 4— which nobody buying a $62,000 car still has.  Even their kids have iPhone 5s now.  VW says there’s an adapter for phones up to the iPhone 5s.  But that’s still behind the times, and you may want to wait until they offer a USB connection.  We couldn’t even charge a phone on a long trip.    

    2015 Audi A3 Convertible

    • Really nice car to drive. Good road and steering feel, great handling, and at the same time, good ride quality. Nice balance overall between comfort and sportiness.  
    • Convertibles, because of their lack of a steel roof, are structurally weaker than other types of cars.  So structural reinforcement is necessary to keep them from handling poorly. Whatever Audi did on this car works, because it feels rock solid.
    • The “manual shift” option on the six-speed dual-clutch automatic transmission works particularly well on this car, and gives you another way to really enjoy driving it. 
    • We got an impressive 32 mpg overall, doing more highway than around-town.  
    • High quality interior and sharp exterior design makes it feel like a “real” Audi, even though it’s Audi’s least expensive model. 
    • Front seats are very comfortable.
    • Small and maneuverable. 
    • Cruises effortlessly and comfortably on the highway, goes exactly where you point it.
    • Cloth convertible top is well made, fits tightly, and does a good job with noise insulation, especially around town. On the highway, you do hear some buffeting wind, but it’s not bad. The A3 seems like a convertible you could drive all the time, without feeling like you’re camping out on non-sunny days. 

    • No backup camera.  On a $40,000 Audi, with a rear window the size of a #10 envelope?  Seriously?  Because of the convertible top, the A3 Convertible has a small rear window to begin with.  And without a back up camera, you’re basically Mr. Magoo trying to park or back out of a driveway.
    • Rear seat is pretty much unusable for adults.  You could sardine someone in there for a short ride, but it’d be an uncomfortable short ride.  It’s a “turn sideways and try to squeeze your legs in there” situation.
    • Trunk is also small. Pack carefully. If you think of this as a two-person car, and use the back seat and trunk for cargo, you’ll be fine.  
    • Infotainment system could use a little more computing power.  There’s sometimes a wait while the system says “loading.” 
    • No USB connection for iPhone or Android phone.   Instead, Audi carries over its old proprietary connector, which fits the iPhone 4.  Audi, trust us, no one in an Audi showroom is still using an iPhone 4—not even the help.  Audi scrambled to add a USB port this year in the center console for charging devices (also necessary), but you still can’t hook up a modern phone to Audi’s infotainment system, which is kind of crazy, since the people who buy Audis are the same people who run right out and get the latest iPhone.  

    2015 Volvo V60 T5 Cross Country

    • Best seats on the planet.  We considered unbolting them and installing them in our living room but we were afraid the side air bags would go off if we got upset during a Red Sox loss, and spill our popcorn.  And that Volvo would notice when we returned the car.  But seriously, it’s almost worth buying just for the comfortable front seats.
    • This is a V60 wagon that’s been “toughened up” to look more like an SUV or crossover.  Styling is a little different than most crossovers you see on the road.  We like it.  It’s distinctive and sharp without being really in your face.
    • Good size for couples or even couples with a small kid or two.  But get one now before they hit puberty and demand more legroom in the back. The similarly priced XC60 crossover provides more interior room, if that’s what you need.  
    • Plenty of power from the five-cylinder, 2.5 liter 250-horsepower turbocharged engine.  More than enough.  And it’s paired with a smooth six-speed automatic transmission and all-wheel drive.
    • Provides a mostly comfortable ride that’s on the “firm,” rather than “cushy” end of the spectrum.  
    • Although the steering wheel feels very light, the car handles and corners quite well.  
    • Interior has a definite luxury vibe.  Materials are premium, and the inside has the airy feel of things designed in Scandinavia.
    • Every safety feature you can think of is available, including the all-important automatic emergency braking, plus blind spot monitoring, and adaptive cruise control. 
    • Good interior flexibility for cargo.  We happen to know for a fact that with the seats folded down, you can carry a 10 eight-foot-long 2x4’s and 6 eight-foot-long 2x6’s in the V60 Cross Country.

    • Unimpressive real world gas mileage.  We got 21.1 in mixed driving, more city than highway.
    • Volvo’s newer (and presumably higher-mileage) eight-speed automatic is not available in the V60 Cross Country yet.
    • Touch screen/infotainment system is very slow to start up.  Annoying to wait for back up camera or navigation to load.  Needs more computing horsepower there. 
    • While the safety technology is great, Volvo’s pre-collision alarm can cause you to have a different kind of accident.  Let’s just say we’re glad it came with those nice, brown seats.  Most collision avoidance systems give you an informative “beep beep beep,” at first if they detect a car in front of you slowing down, and you haven’t touched your brakes yet.  The Volvo sets off an air raid siren.  You’d think Russia just launched the nukes.  It’s a real, deep alarm sound, accompanied by a big red, flashing bar of light on the dashboard.  It works.  And it absolutely grabs your attention.  But mamma mia!

    2015 Chrysler 200C

    • Very nice interior.  Roomy, quiet, airy, with nicely designed storage and controls.  While our test car was a loaded $32,000 model, the interior gives this car a real premium feel.
    • One particularly nice touch is the slanted console on which the round transmission selector is placed. It’s neither on a flat center console, where you have to look and reach down for it, nor is it on the dashboard, where you have to reach out for it.  Instead, it’s on a slanted portion of the center console that splits the difference and works well.  Other controls on that slanted space (radio volume, tuning, heating and ventilation controls, parking brake), are wonderfully easy to reach and see.  It’s a simple ergonomic change, but a great one.  This is Chrysler channeling its inner Honda.
    • Using the round transmission selector also saves space, allowing for all those other controls at your fingertips, and leaving room for even more storage underneath the console.  
    • Speaking of Honda, Chrysler also has another small, but very thoughtful feature.  A lot of carmakers put their USB ports (for iPods and phones) inside the lidded center console (which when closed, serves as an arm rest). They’re often hard to see in there, and difficult to plug into. Well, Chrysler solves that problem by lighting up the ports themselves with small, LED lights.  As a result, you can instantly see where to plug in your phone, and how to orient the plug.  Genius.  
    • Nice exterior styling.  They were obviously “inspired by” the Audi A7.  And while the Chrysler will not be mistaken for an Audi A7, we have no objection to them cribbing a great “fastback” shape that makes this a nice looking car.
    • About the size of a Honda Accord.  Not a really big car, but it has plenty of interior room, and a spacious back seat with a lot of leg room for a car this size.
    • Corners well.  Stays flat in turns.
    • Plenty of power from the 2.4-liter engine.
    • Lots of available modern safety features — Automatic emergency braking (something everyone should have), adaptive cruise control, lane departure warning.

    • The deal breaker for us could be the transmission.  Chrysler uses a 9-speed automatic to improve mileage.  But it’s jerky, at a time when virtually every other manufacturer is using very smooth, seamless automatics.  It’s probably a software programming issue, but we can’t say for sure.  But it’s fine about half of the time, if you’re accelerating, for instance.  But when you have to take your foot on and off the gas, in city driving, there’s often a delay, or a jerky shift you can really feel.  The transmission or the transmission programming needs to be improved before this car becomes a credible alternative to an Accord or Camry.  
    • Ride is very comfortable, but the suspension has a tendency to bottom out at times.  Like when you go over a bump on a highway, the car will them bounce several times before regaining its composure.  We noticed this on speed bumps, too, where, unless you’re at crawl speed, the car will come down so far after the bump that the front, plastic stone guard would scrape pavement.  
    • Steering has a little too much pull to center, like some GM models of yesteryear.  Makes cornering a little less smooth than it should be.

    2015 Nissan Rogue

    • Great Visibility.
    • Comfortable, quiet. Ride is on the softer side, which is what most people want.
    • Easy to drive and maneuver.
    • Intuitive controls for heat and audio. Very little you have to use the touch screen for.
    • It’s got a four-cylinder engine with a continuously-variable transmission, and it had plenty of power for a car this size and weight. The engine really impressed us, and is more than adequate.
    • Mileage was a very decent 23 city/32 highway. Be aware that Nissan also sells the previous generation of the Rogue, under the name Rogue Select (as in, “Select a cheaper alternative”) that gets far poorer mileage, and lacks other upgrades.
    • “Birds Eye View” backup camera is the best in the business. We wish all cars had this. It uses four cameras on all sides of the car, and stitches the images together so it looks like you’re looking down from the sky, and seeing the car from that view. It works really well. Few cars are easier to park than the Rogue with this feature.
    • Lane departure warning and a lane-change warning, which illuminates a light on the side-view mirror if a vehicle is in the next lane. Nice to see features like this and the Birds Eye View camera on moderately priced cars.
    • The backseat is comfortable, with plenty of room for adults.
    • Rivals include the Honda CR-V and the Toyota RAV-4, which are all roughly the same price. The CR-V does have one of our favorite features, a nice side-view camera.

    • Dull, in a way that nearly-perfect cars can be.
    • It’s the Toyota Camry of small crossovers. There’s nothing to complain about. It does everything well, but there’s absolutely nothing exciting about this car. It’s a transportation appliance. But an excellent transportation appliance.

    2015 Ford F-150 XLT Supercab

    • Impressive 2.7 liter V6, twin turbo engine.  This is designed to replace the V8 as the primary engine for the F-150.  And it’s more than good enough to do that.  It’s got all the power you’ll ever need-- 325 horsepower-- delivered smoothly with a six-speed automatic transmission.  A Toyota Tundra owner was admiring the F-150, and asked about the engine.  “TWO point seven??” he asked, as if we had misspoken.  “My truck needs a FOUR point seven.”  
    • With the smaller, lighter engine, and the lighter weight aluminum intensive body, we got a little over 18 mpg overall, which is not bad for a full sized truck, and slightly better than its competitors.
    • Automatic engine stop/start system helps improve mileage. It’s noticeable, but works well.
    • Huge, spacious interior. Large, airy. People who live in NYC studio apartments will be jealous. Great storage space between the seats. A ginormous, covered bin, two big cupholders, and several other large bins.
    • You can crap up this truck just like your basement.  
    • As silent as the dinner table after Grandma mentions her sex life. It’s luxury car quiet, even at highway speed.  
    • Large, easy to use controls for heat, AC, volume and tuning. A small video screen handles radio, media, and bluetooth connections.  
    • Thoughtful amenities, like lights on the side view mirrors to illuminate the ground outside the truck, and lights in the bed to light up the cargo area when necessary.  
    • Good, fast to appear backup camera, with useful guidance lines.
    • Nicely shaped front doors, with the forward half of the door cut lower than the back half of the door, allowing for greater visibility to the front and sides.  
    • Cornering, at least at modest speeds, is surprisingly flat for a large vehicle.
    • Aluminum construction is innovative and courageous.  It saved nearly 700 pounds of weight, which is a tremendous amount of weight on a vehicle.

    • Ride is jittery at times, except on the smoothest of roads. Loaded with weight in the back, its a little better.
    • Huge, and hard to maneuver and park in tight spaces. Full size pickup truck owners already know this.  But drivers of other vehicles thinking of stepping up to an F-150 as a daily ride should think hard about how often they need to use parking garages, park between two Honda Civics in town, or make U-turns.  
    • Ford Sync system is still not 100% easy and reliable. Phone worked fine with Bluetooth, but wouldn’t work when plugged into the USB port.  
    • Expensive. Our mid level XLT test truck ran $43,660. That doesn’t include leather seats or automatic climate control.

    2015 Land Rover Discovery Sport HRE

    • The next-step-up from entry-level luxury Evoque SUV, the Discovery Sport is designed to compete with the likes of Audi’s Q5 and the Lexus RX350. It’s nicely designed and looks good, both inside and out.
    • The ride is nicely balanced. The Discovery Sport holds the road well. It feels well planted to the ground, and corners well for an SUV. The ride is on the firm side, but at the same time, it was reasonably comfortable on the highway. It handled rough sections of road pretty well, with an occasional shudder on some bumps.
    • The 9-speed transmission is smooth and quiet.
    • The steering feels excellent. Very well weighted—not to light, not too heavy.
    • The interior is upscale and classy. It’s clean-looking, with good quality materials, and with looks appropriate to a luxury car.
    • There are knobs and buttons on the dash for the most frequently-used settings, including the ventilation and entertainment options. We did miss a radio tuning knob, though. Maybe we’re holdouts.
    • There’s a video screen that’s large enough to view easily, with a pretty straightforward touch-screen interface that defaults to a “home” with four squares—media, phone, navigation, and climate. We found it clear, if a little slow.
    • The excellent backup camera is quick to activate, with plenty of useful information.
    • There’s room in the back seat for passengers to travel comfortably, and a modest amount of cargo room in the back, too.
    • Automatic stop-start was very smooth.
    • There’s a large shade covering a moonroof that, when slid back, brings in plenty of natural light.
    • Who would want a Discovery Sport? Someone who would like a Q5 or RX-300, but wants something none of his neighbors have. Someone who wants to say “I’m outdoorsy, but I shower very frequently.”

    • Our major dislike for this car is with the Landrover Discovery Sport’s 2-liter, turbo-charged, 4-cylinder engine. There’s an old-style turbo-lag-like hesitation in acceleration, which makes it hard to drive smoothly. You step on the gas, and get modest power, and then the turbo kicks in and the Discovery Sport takes off on you, and you have to back off the gas.
    • Your passengers will notice your less-than-smooth driving. As will you when they start turning green.
    • Jaguar Land Rover is coming out with a new engine in late 2016, which we hope will alleviate this problem.
    • Some of us found the seats uncomfortable on long drives, though around town we found them to be perfectly adequate. The seats are bolstered on the side, which makes for a sporty look, but bothered the larger-of-ass tester in our group, whose name we won’t mention, even though it’s Ray.
    • The ride is on the stiff side, which won’t suit all luxury car buyers.
    • The Discovery Sport has what must be the slowest power windows on the planet.
    • While we appreciated not having to dig down into multiple menus to operate the basic controls, the Land Rover alternative is lots of buttons on the dashboard, which can be confusing.
    • Expect the usual Rover reliability. Meaning…. not great. To add insult to injury, expect parts to be expensive. This would be a great vehicle to lease.


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