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Test Drive: 2021 Acura TLX

2021 Acura TLX SH-AWD Advance in Fathom Blue Pearl

2021 Acura TLX AWD with Advance Package

Miles driven: 180

Fuel used: 8.9 gallons

CG Report Card


Room and Comfort	B+
Power and Performance	B
Fit and Finish	A
Fuel Economy	B-
Value	A-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B
Tall Guy	B

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	272-hp 2.0L
Engine Type	Turbo 4-cyl
Transmission	10-speed automatic
Drive Wheels	All-wheel drive

Real-world fuel economy: 20.2 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 21/29/24 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $48,300 (not including $1025 destination charge)

Options on test vehicle: None

Price as tested: $49,325

More Acura price and availability information

Quick Hits

The great: Classy, distinctive interior trimmings; nicely balanced ride and handling; generous list of comfort and technology features

The good: Respectable power from turbo 4-cylinder engine; smooth 10-speed transmission

The not so good: Rear-seat space is just OK; not as customizable as most class rivals

John Biel:

The Acura TLX is all new for 2021 and it is, Acura will have you know, its own car. No slicked-up treatment of a concurrent Honda, the premium midsize sedan is built on a body-and-chassis architecture that is exclusive to the brand. It does borrow a powerteam from the RDX premium compact SUV, but that represents a complete change from what powered the previous-generation TLX.

The sporty, sophisticated dashboard design is a TLX strong point. Sleek wood accents, satin-finish metal trim elements, and classy ambient nighttime lighting help provide a convincingly high-end ambiance.

TLXs come in four states of trim: base, with Technology Package, A-Spec, and with Advance Package. All are available with a choice of front-wheel drive or Acura’s “Super Handling All-Wheel Drive” (SH-AWD), the latter at a $2000 premium. A higher-performance all-wheel-only Type S was slated for a spring ’21 launch. Consumer Guide editors sampled an Advance with SH-AWD, a car that starts at $49,325 with delivery.

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The TLX’s front row is spacious, and the seats are comfortable and supportive. The True Touchpad infotainment interface benefits from an ergonomically placed wrist-rest pad, but using the system requires acclimation and practice–and we’d also recommend getting a quick tutorial from your Acura dealer.

Wider by 2.2 inches and lower by 0.5 inch than its predecessor, the TLX is restyled with a longer dash-to-axle span to conjure up the look of a rear-drive sport sedan in what’s fundamentally a transverse-engine front-drive car. It is fronted by a wider interpretation of Acura’s “Diamond Pentagon” grille and “JewelEye” LED headlights. The hood, front fenders, and front bumper are part of the new model’s extensive complement of aluminum parts.

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The front seats are adjusted all the way back in this photo, but even with them set further forward, the TLX’s rear seat is a bit cramped for tall passengers.

Underneath the skin is a body structure that has been made 50 percent more rigid overall and benefits from front and rear underfloor braces. The front suspension changes to double wishbones from MacPherson struts. In the latest version of SH-AWD, torque makes a speedier front-to-rear transfer when necessary, with up to 70 percent of all available twist available to the rear axle. The TLX Advance features standard adaptive damping in which a continuously adjustable valve in each damper raises or lowers fluid pressure based on sensor data, altering fluid flow rates within the tubes and softening or stiffening damping force as road conditions change.

An “Integrated Dynamics System”—Acura’s term for “Comfort, “Normal,” “Sport,” and new configurable “Individual” drive modes—influences things like throttle response, shift points, steering resistance, and damping. There’s subtle difference in driving feel between Comfort and Normal modes, but Sport brings out a clearer change in steering and suspension characteristics—though we wouldn’t go as far as calling the limit of the adaptive damping “race car-stiff” as Acura claims. The car rides quite well, even in Sport, and there’s enough steering feedback for drivers to feel sufficiently in touch with the road below. Handling is good, even in quick corners.

The 2.0-liter turbo 4-cylinder engine generates 272 horsepower at 6500 rpm and 280 lb-ft of torque at 1600-4500 rpm. That’s a little less horsepower than was available from the 3.5-liter V6 in the 2020 TLX Advance, but almost 5 percent more faster-acting torque. The engine is satisfyingly powerful for the vast majority of driving needs with the able assistance of the utterly smooth 10-speed automatic transmission. Sport brings out a clear change in shift points, delaying them to squeeze extra power from each range. The exhaust report can be a little bratty under acceleration, and in those moments undercuts the Acura premium-brand image. TLXs with SH-AWD are rated by the EPA at 21 mpg in the city, 29 mpg on the highway, and 24 combined. When this driver topped off after 64.6 miles, with 48 percent city-style operation, he saw 21.9 mpg.

Naturally, as the king of the pricing hill (at least until the Type S arrives), the Advance has the best of the standard equipment offered in the vehicle line. That includes things like a power moonroof, heated and ventilated front seats, wireless charging, 17-speaker Acura/ELS premium audio, satellite radio, navigation, dual-zone climate control, Wi-Fi hotspot, Apple CarPlay/Android Auto smartphone compatibility, AcuraLink connected services, 7-inch information display in the instrument cluster, collision mitigation and pedestrian detection with emergency braking, adaptive cruise control, lane-departure warning and lane-keeping assist, and blind-spot and rear cross-traffic monitors. Traffic-sign recognition and traffic-jam assist are newly standard for TLXs, too.

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The TLX’s trunk space–13.5 cubic feet–is on par with most class rivals.

Beyond that, the Advance stands out from other models with the adaptive dampers, Pewter Gray Metallic machine finish for its 19-inch alloy wheels, LED puddle lights, power-folding exterior mirrors, rain-sensing windshield wipers, and windshield-wiper deicer. Inside are sport seats with perforated Milano premium leather; 16-way power front seats with power adjustments for lumbar support, thigh extension, and side bolsters; heated steering wheel and rear seats; open-pore wood trim on the console and door panels; head-up warning; surround-view camera system; and a 10.5-Inch head-up instrument display.

An airy, open-feeling cabin provides great driver vision. Attractive and plush front seats are decidedly comfortable. There’s plenty of head- and legroom in front; rear legroom is good but not outstanding, and headroom isn’t as good for tall folks. The big driveline hump rules out a third adult passenger in back. Door tops are thinly padded, but there’s lots of soft-surface material in other places.

I didn’t lose my mind trying to figure out how to input radio presets with the help of the “True Touchpad Interface.” This device is a bit more accurate than something like the late Lexus system—there’s no dragging a fingertip or manipulating a mouse across the active control area while trying to drive—but I still found myself sometimes wondering why a spot on the 10.2-inch display screen was not activating in response to where I thought I was touching the console pad. A padded handrest does a good job of keeping errant mitts from contacting the touchpad and unintentionally changing stations or screen views.

Meet the 2021 Consumer Guide Best Buys

The TLX’s turbocharged 2.0-liter 4-cylinder puts out a healthy 272 horsepower. A high-performance Type S model is set to join the TLX lineup in spring 2021; it will be powered by a 355-hp turbocharged 3.0-liter V6. TLXs with all-wheel drive and the Advance Package come standard with 19-inch alloy wheels on Michelin Primacy all-season tires.

Cabin storage options are varied and usefully sized. Trunk capacity of 13.5 cubic feet is a slight decrease from before. The flat floor narrows quite a bit between the wheel houses. Rear 60/40 seats fold flat, with a smooth transition from trunk floor to retracted seats, but a bulkhead at the threshold constricts the opening somewhat. There’s some hidden storage in a foam organizer under the floor.

The TLX has a record of being Acura’s best-selling sedan. By being its own car for 2021, it should remain a car lots of people will want to own.

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The redesigned-for-2021 TLX wears familiar Acura styling themes, but applies them to striking new long-hood/short-deck body proportions. In addition to its distinctive design, the new TLX offers athletic driving manners, a very nicely finished cabin, and a generous list of tech-forward features–it continues as a Consumer Guide Best Buy this year.

(Click below for enlarged images)

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Acura TLX Gallery

2021 Acura TLX

Written by: The Daily Drive staff on December 11, 2020.

Test Drive: 2020 Chevrolet Traverse High Country

2020 Chevrolet Traverse High Country AWD in Black Cherry Metallic

2020 Chevrolet Traverse High Country AWD

Class: Midsize Crossover SUV

Miles driven: 161

Fuel used: 9.7 gallons

CG Report Card


Room and Comfort	A
Power and Performance	B+
Fit and Finish	B
Fuel Economy	B-
Value	B

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	310-hp 3.6L
Engine Type	V6
Transmission	9-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 18.5 mpg

Driving mix: 45% city, 55% highway

EPA-estimated fuel economy: 17/25/20 (city, highway, combined)

Base price: $53,200 (not including $1195 destination charge)

Options on test vehicle: none

Price as tested: $54,395

Quick Hits

The great: Ample passenger and cargo room; nicely sorted road manners for a vehicle this large

The good: Standard 3.6 V6 supplies smooth, satisfying power

The not so good: Cabin materials aren’t as nice as they should be on a $50K-plus top-line model; some desirable safety features are restricted to high-end trim levels

More Traverse price and availability information

John Biel

Chevrolet builds a roomy and convenient midsize crossover SUV in the 3-row Traverse. It appeared in its present form starting with the 2018 model year, and has been “massaged” since with some changes in model offerings and equipment.

At 204.3 inches long overall and 78.6 inches wide, the Chevrolet Traverse is one of the largest three-row SUVs in the midsize segment. Black Cherry Metallic is a new-for-2020 color.

For 2020, a new infotainment system finds its way into all models. With the deletion of the turbocharged 2.0-liter 4-cylinder engine formerly reserved for the front-wheel-drive Traverse RS, there is just one engine/transmission combination for the entire model line. Meanwhile, the top-line High Country now comes two ways, with a front-wheel-drive version added as a companion to the existing all-wheel-drive job.

Consumer Guide editors tested a ’20 Traverse High Country, albeit an AWD-equipped example. With no options added to it, the test vehicle stickered for the base price of $54,395, including delivery. That is $2300 more than the front-driver costs.

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Some of the Traverse High Country’s interior materials are a bit disappointing for a top-line trim level, but at least a full compliment of comfort and convenience features–including a wireless cellphone charger, heated and ventilated seats, heated steering wheel, navigation system, and adaptive cruise control– comes standard.

High Country is the only Traverse trim level that starts above $50,000. Its version of the easy-to-use new Chevrolet Infotainment 3 system includes an 8-inch touchscreen (some lesser models have a 7-inch screen) navigation, voice recognition, Bluetooth audio streaming, and Apple CarPlay/Android Auto smartphone compatibility. Other tech features include adaptive cruise control, keyless entry and starting, remote starting, wireless device charging, WiFi hotspot, satellite radio, and a 10-speaker Bose sound system. A thorough complement of driver-assistance and safety monitors counts rear parking assist, rear-camera mirror, rear cross-traffic alert, blind-spot alert, forward-collision alert, enhanced automatic emergency braking (with front pedestrian detection), lane-keep assist, a surround-view camera, and teen-driver monitoring among its members.

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There’s ample passenger space in the Traverse’s second-row seats. The third row is best suited for kids, but a couple of sub-6-foot adults can fit back there in decent comfort–especially if the sliding second-row seats are set forward a bit.

Exterior details are 20-inch polished-aluminum wheels, dual-pane sunroof, heated power and self-dimming external mirrors, fog lamps, LED headlights and taillights, hands-free power liftgate, roof rails, and trailering equipment that helps make the High Country the conventional-towing champ among Traverses at a rated 5000 pounds. The 7-passenger interior sports leather on the seats and the heated steering wheel. Both front seats are power adjustable—8 ways with memory for the driver—and have power lumbar control. They’re heated and ventilated, too, while second-row captain’s chairs are heated. A power tilt and telescoping steering column, tri-zone automatic climate control, and a universal home remote are included as well.

Audio and climate controls are intuitive and handy. The latter uses temperature-setting dials on either side of a cluster of clearly marked buttons for other functions. The tri-zone unit gives second-row occupants access to controls on the back of the console. However, cabin materials are not so grand for a high-zoot model. The tops of the doors are attractively textured, but they’re plastic with no underlying give. The console is plastic city.

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Cargo volume is a Traverse strong point. There’s 23 cubic feet of space behind the third-row seats, which opens up to 57.8 cubic feet with the third row folded and a capacious 98.2 cubic feet with both the second and third rows down.

It’s hard to complain about passenger space, however. There is excellent headroom in the first two rows, and even a passable level for adults in the third row—for those who can fit there. The same is true for legroom. The individual seats in the middle row are separated by a convenient channel to the third row, but the right-side seat (Chevy calls it “Smart Slide”) tracks forward to ease more-direct entry. Third-row legroom isn’t optimal, but even with the adjustable middle seats all the way back, a couple sub-6-foot adults or three kids will fit back there, and seat cushions are just high enough to keep grown-ups from needing to sit knees-up—and start forming dark thoughts about everybody else in the truck.

The personal effects passengers inevitably will drag along with them have been anticipated. There is a large glove box, a substantial covered console box, pouches on the backs of the front seats, and small bins in the door panels. Cup holders are found in the console, rear doors, and in the sidewalls next to the third row. There are also pockets in all four doors, though they are smaller in the front doors than in the rear ones.

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The Traverse’s turbocharged 4-cylinder engine is dropped for 2020, leaving the 310-hp 3.6-liter V6 as the lone powerplant. High Country models come standard with 20-inch polished aluminum wheels.

Considering the overall size of the vehicle, the 23-cubic-foot cargo space behind the third-row seat looks somewhat limited—but that’s just on the bumper-height load floor. Underneath is a substantial molded-plastic storage bin. However, lower the power-folding 60/40-split rearmost seats and 57.8 cubic feet are at your disposal—and that grows to a maximum 98.2 cubes with the captains’ chairs retracted (though that leaves a significant gap in the load floor between the middle seats).

There’s been no change to the Traverse’s surviving 3.6-liter V6 or 9-speed automatic transmission since CGers last drove one in 2018. Engine output still is 310 horsepower at 6800 rpm and 266 lb-ft of torque at 2800 revs. It makes for pleasing acceleration with minimal noise under load, and it is ably accompanied by the smooth automatic that never seems to be playing the wrong note, something not every gearbox with lots of ranges can claim.

AWD Traverses are rated a mile or two a gallon thirstier than front-drivers, according to the EPA. Estimates for those like our test vehicle are 17 mpg in the city, 25 mpg in highway driving, and 20 mpg in combined use. This driver averaged 18.5 mpg from a trip of 71.9 miles with 45 percent of that run in city-like conditions.

While logging those miles, the Traverse is an unperturbed highway cruiser. Ride is cushy without going mushy. It steers easily and handles pretty well in changes of direction, but its size can make close-quarters maneuverability a little more challenging. A twin-clutch automatic-locking rear differential is standard to maximize traction when the situation calls for a little help.

A few of the more-advanced safety-tech items require stepping up to higher-priced models like the High Country. However, the room and power benefits of the Traverse are available throughout the lineup, and they are the kinds of benefits lots of crossover shoppers are seeking.

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If you need a lot of passenger and cargo room and don’t want to step up to a full-size SUV like a Chevrolet Tahoe/Suburban or Ford Expedition, the Chevrolet Traverse is a worthwhile choice.

Check out the Consumer Guide Car Stuff Podcast

2020 Chevrolet Traverse High Country Gallery

2020 Chevrolet Traverse High Country

Written by: The Daily Drive staff on August 20, 2020.

Test Drive: 2020 Fiat 500X Sport

2020 Fiat 500X Sport AWD in Grigio Moda (Graphite Gray Metallic)

2020 Fiat 500X Sport AWD

Miles driven: 228

Fuel used: 10.2 gallons

Real-world fuel economy: 23.2 mpg

Driving mix: 55% city, 45% highway

CG Report Card


Room and Comfort	B
Power and Performance	C+
Fit and Finish	C+
Fuel Economy	B-
Value	C

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B+
Tall Guy	B+

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	177-hp 1.3-liter
Engine Type	4-cylinder
Transmission	9-speed automatic
Drive Wheels	AWD

EPA-estimated fuel economy: 24/30/26 (mpg city/highway/combined)

Fuel type: Premium gas recommended

Base price: $26,895 (not including $1495 destination charge)

Options on test vehicle: sport leather-trimmed bucket seats ($995), Premium Grooup ($1695), Cold Weather Group ($295), Comfort Group ($795), Advanced Driver Assistance Group ($1395), Driver Assistance Group ($895), black-painted accent roof ($445), compact spare tire ($295), Uconnect 4 navigation system with 7-inch display ($695)

Price as tested: $35,895

Quick Hits

The great: All-wheel drive comes standard; one-of-a-kind Eurocentric styling inside and out

The good: Decent passenger room for the class; outward visibility

The not so good: Firm ride; so-so observed fuel economy, and premium gas is recommended; driver-assistance warning chimes are unpleasantly loud; occasionally balky behavior from 9-speed transmission

More Fiat 500X price and availability information

John Biel

With the 500X, Fiat’s subcompact crossover since 2016, models tend to come and go. (Lounge, we hardly knew ye.) There’s a new one in the shuffled 2020 deck. They call it Sport, and Consumer Guide got to sample one that was optioned up to $35,895 from a starting price of $28,390 with delivery.

A new model for 2020, the Sport gets unique front and rear fasciae, dark-finish exterior trim, and body-color side moldings. A black-painted roof ($445) is a new option for 2020.

Sport is more a state of mind than a state of being with the 500X. Powertrain and suspension are the same in all four models. (Sport moves in at second from the top, between the Trekking and Trekking Plus versions.) The newcomer’s external standard-equipment distinctions include a specific lower front fascia in body color, dark-gray exterior accents, and dual bright exhaust tips. Inside are a steering wheel with beefier handgrips, paddle shifters, bright-trimmed pedals, a light-gray dashboard face, matte-black dash and steering-wheel trim, Sport floor mats, and dark headliner and pillar trim. On the test vehicle, the standard cloth seats with a model-specific surface pattern and 18-inch alloy wheels with 215/55R18 all-season performance tires were replaced by optional leather upholstery and 19-inch wheels in 225/45R19 rubber.

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The Sport model’s interior gets a new “techno-leather” steering wheel with Alcantera inserts and paddle shifters, among other unique trim items. Simple dial climate controls are located just above dual USB charging ports and buttons for the heated front seats (included in the $295 Cold Weather Group, along with a windshield wiper de-icer).

All of that comes in addition to things like a Uconnect 4 infotainment system with 7-inch touchscreen, satellite radio, Apple CarPlay/Android Auto smartphone compatibility, tilt/telescoping steering column, leather-wrapped shifter knob, fog and cornering lamps, and keyless entry and starting. Options—either in groups or singly—added things like an upgraded Beats audio system, navigation, dual-pane sunroof, heated front seats, dual-zone automatic climate control, adaptive cruise control, full-speed forward-collision warning, blind-spot and rear cross-traffic detection, lane-departure warning, LED headlights, and front and rear parking sensors. Sports are restricted to a choice of five exterior hues, all considered standard colors. However, CG’s Grigio Moda (dark gray metallic) test vehicle was topped by black roof paint that costs $445 to apply.

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There’s decent-for-the-class space in both the front and rear seats. Sports get exclusive sport front seats, and our tester was equipped with a $995 option that added leather upholstery, vinyl door trim, and a driver seat back pocket.

The 500X is powered by a 1.3-liter turbocharged “MultiAir” 4-cylinder engine that puts out 177 horsepower at 5500 rpm and 210 lb-ft of torque at 2200 rpm. It’s just enough power for alert acceleration with acceptable quiet. The only problem is that this powerplant is hitched to a 9-speed automatic that often behaves as if it’s in the wrong place at the wrong time. Launches from a stop often come with a forceful kick in the backside; kickdown for passing can be a little slow to kick in.

A fairly unobtrusive stop/start feature is included (but can be switched off). EPA fuel-economy estimates are 24 mpg in city driving, 30 mpg in highway operation, and 26 in mixed use. However, this reviewer clocked just 20.1 mpg after a stint of 86 miles that featured 55 percent city-style driving. Oh, and premium-grade gasoline is “recommended,” the manufacturer says.

Test Drive: 2020 Hyundai Kona Ultimate

The 500X’s cargo area is on the smaller side of the subcompact crossover class. There’s 14.1 cubic feet of space behind the rear seats, which grows to 39.8 cubic feet with the rear seats folded down to create a flat load floor.

As the “X” in the name implies, this Cinquecento has all-wheel drive. Suspension is independent strut (MacPherson in front, Chapman in back) with coil springs and adjustable KONI “Frequency Selective Damping.” A menu of traction modes that can be selected via a console dial include default “Auto,” “Sport,” and “Traction+” for slippery surfaces. In any setting, ride is decidedly firm, maybe even a little brittle. Clicking into Sport firms up steering resistance to a nice extra degree.

The 500X delivers pretty good small-vehicle head- and legroom in front, but headroom is less generous in back under the sunroof. Two average-sized adults will be able to fit in back. The rear cargo area isn’t overly big—just 14.1 cubic feet behind the second-row seats—but this is a subcompact. It will carry groceries for two or maybe two or three overnight bags with ease. Rear 60/40-split seats fold flat and flush with the cargo floor; when they do, 39.8 cubic feet of space are at your disposal.

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The 500X’s sole powertrain is a 177-hp turbocharged 1.3-liter 4-cylinder that is paired with a 9-speed automatic transmission. The 19-inch aluminum wheels 0n our test vehicle replace the standard 18s; they’re included in the $1695 Premium Group, which also adds a Beats audio system and a dual-pane power sunroof.

There’s an undeniable European stylishness to the exterior, but the vita doesn’t come across as so dolce inside. Spongy material is extant on much of the dash around the glossy fascia panel, but the tops of all doors are plastic with no underlying give—though the grain visually complements the dash appearance. Door centers and armrests are covered in soft surfaces, though the vinyl door centers are an element of the leather-seat package. Bright-metal accents (around air vents, on the steering wheel, etc.) found on other 500Xs are sacrificed for the blackout trim peculiar to the Sport.

Cabin storage is modest. There are upper and lower glove boxes, but the bottom one rests very low in the dash. The console box under a sliding-top armrest is very small. The only reason there were net pouches behind both front seats is because the optional leather buckets add one to the driver’s seat. Pockets in all doors include bottle holders, but there are no cup holders for rear occupants.

Settings for the audio system are easy to program and use. The dual-zone climate system that was in CG’s tester has three big, convenient dials for temperature and fan-speed settings. Various safety and parking minders included in option packages brought a lot of beeping and chiming to the driving experience, but man, are those driver-assistance warning tones ever loud!

The 500X delivers a nice dollop of driving character, and at not too bad a starting price for the Sport that was tested. It is a little bothersome, though, that any and all mainstream electronic safety features like blind-spot and cross-traffic detection cost extra.

Will the Sport stick as a 500X? We’ll let you know next year.

Test Drive: 2020 Mitsubishi Outlander Sport

The new-for-2020 Sport model’s unique trim elements give the Fiat 500X a sportier attitude inside and out. The starting price of around $27K isn’t bad, but the long options list on our test vehicle helped bump up the bottom line to almost $36,000… not a compelling value against most subcompact SUV class rivals.

Check out the Consumer Guide Car Stuff Podcast

2020 Fiat 500X Sport Gallery

2020 Fiat 500X Sport

Written by: The Daily Drive staff on August 11, 2020.

Test Drive: 2020 Chevrolet Silverado 2500 LTZ Duramax

2020 Chevrolet Silverado 2500 4WD LTZ Crew Cab in Northsky Blue Metallic

2020 Chevrolet Silverado 2500 4WD LTZ Crew

Class: Large Pickup

Miles driven: 202

Fuel used: 13.1 gallons

CG Report Card


Room and Comfort	A
Power and Performance	B+
Fit and Finish	B
Fuel Economy	C-
Value	C+

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	445-hp 6.6-liter
Engine Type	Turbodiesel V8
Transmission	10-speed automatic
Drive Wheels	4WD

Real-world fuel economy: 15.4 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: NA

Fuel type: Diesel

Base price: $53,300 (not including $1595 destination charge)

Options on test vehicle: Duramax 6.6-liter V8 turbodiesel ($9890), LTZ Premium Package ($7805), Gooseneck/5th-Wheel Package ($1090), power sunroof ($995), chrome assist steps ($795), Z71 Off-Road Package ($175), Snow Plow Prep Package ($150), trailer tire pressure monitor ($50), LTZ Premium Package Discount (-$1000)

Price as tested: $74,845

Quick Hits

The great: Spacious cabin, power of turbodiesel 6.6-liter V8 engine

The good: Long list of available comfort, safety, and technology features

The not so good: Diesel engine is a bit noisy, options drive up bottom-line price, extra-large dimensions make parking a challenge

More Silverado news and reviews

John Biel

Ordinarily, you don’t expect discussions of heavy-duty full-sized pickups to start with fuel economy. However, the opportunity to compare a 2020 Chevrolet Silverado 2500 with the optional 6.6-liter Duramax turbodiesel V8 and Allison 10-speed automatic transmission to one with the new standard 6.6-liter gasoline mill and 6-speed auto is hard to miss—or pass up.

Test Drive: 2020 Chevrolet Silverado 2500 LTZ Duramax

The Silverado’s LTZ trim level is one step below the top-line High Country models. Our test vehicle was equipped with a 6.75-foot bed–the shorter of the Crew Cab body style’s available bed lengths. An 8-foot bed is also available.

Consumer Guide’s first turn in the current Silverado HD 2500, which is fully redone for ’20, was in a 4-wheel-drive crew cab with the 401-horsepower gas engine. Our second taste of the ¾-ton 2500 came in another 4×4 crew cab, but this with the 445-horse Duramax. With 40 percent of total test miles run in city-style driving, CG editors collectively averaged almost 15.5 mpg with the diesel. (With 35 percent city driving in his stint, this reviewer got 16.8 mpg after going 67 miles.) That’s a solid improvement over the 11.1 mpg they booked in the naturally aspirated gas-fueled 6.6, albeit with a greater proportion of city-style operation. By the way, both tests were conducted free of towed or carried loads.

Quick Spin: 2020 GMC Sierra 2500 AT4

LTZs come standard with a heated leather-wrapped steering wheel, heated 10-way power front seats, and dual-zone climate control. The LTZ Premium Package adds a host of features, including a head-up display, rear camera mirror, wireless charging pad, Bose premium sound system, and upgraded infotainment system with navigation.

What, then, is the discussion-starter for HD trucks? Often, it is torque. The horsepower spread between the two 6.6-liter Chevy V8s seems downright negligible viewed against their torque differences. The gas job develops 464 lb-ft of torque at 4000 rpm; when the Duramax does the twist, it is to the tune of 910 lb-ft at 1600 rpm. A standard 3.73:1 axle ratio is used in the gas-fueled model to improve its accelerative capability. With all the low-rpm grunt baked into the turbodiesel V8, Silverado 2500s equipped with it can get by with “relaxed” 3.42:1 cogs that may play a part in that better fuel economy.

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The Silverado 2500’s cabin is cavernous in both the front and back seats, with ample headroom and legroom. LTZ models come standard with a handy storage bin underneath the flip-up rear seat bottoms.

Neither engine makes for a quicksilver Silverado. Sustained strength, not fast-twitch muscle, is what’s important here. The 2500 with Duramax rolls into its considerable power, but once there keeps going strongly. It’s not afraid of highway speeds, and the decagear transmission responds well to the call for a downshift under hard throttle. The test truck did seem to raise an inordinate amount of intake noise in surface-street driving, and unlike the inline diesel six available in lighter-duty Silverado 1500s, the V8 more obviously sounds like an “oil-burner” at idle or under load. Maximum towing capacity with the turbodiesel is 18,500 pounds. To assist in that work, the transmission is outfitted with a “Tow/Haul” mode to reduce shifts (delaying upshifts under acceleration and downshifting under deceleration) and Auto Grade Braking that automatically downshifts to enable engine braking on downhill grades. The engine incorporates an exhaust brake to help slow the truck without as much reliance on the service brakes.

Duramax might comes at a commensurately stout price. The turbodiesel V8 and 10-speed autobox added $9890 to the Silverado LTZ test truck that topped out at $74,845. (Way back before the options started piling up base price—with delivery—was $54,895.) What the buyer doesn’t need to dig deeper for are an automatic locking rear differential, trailer-sway and trailer-brake controls, and a trailer-hitch package with hitch guidance that shows on the in-dash display screen. Four-wheelers come with a 2-speed transfer case with electronic push-button controls.

Test Drive: 2020 Chevrolet Silverado 2500

Side bed steps and a cornerstep rear bumper make bed access easier. The Gooseneck/5th Wheel Package consists of stamped bed holes with caps (for a 5th-wheel trailer mount), a 7-pin trailer harness, and Chevytec spray-on bedliner.

The Silverado HD suspension layout—independent in front with a solid axle suspended by leaf springs in back—isn’t up to the comfort level of its half-ton 1500 relatives. A bump or dip in the road surface can rock truck and passengers, and even coax a hop out of the unoccupied back end. That said, the test truck might have been a little more prone to this: It was outfitted with optional 20-inch alloy wheels and 275/65R20 all-terrain tires (part of the LTZ Premium Package option), extra-cost Z-71 off-road suspension, and the Snow Plow Prep Package that includes stiffer front springs.

All of the freshly styled Silverado HDs come with larger cab and cargo-bed dimensions than their predecessors. Two bed lengths are offered. The test truck had the shorter of them, but both include steps in the bumper corners and ahead of the rear wheel wells for handier working conditions. The LTZ is the second from the top in Silverado HD’s 5-layer salad. In addition to the chrome grille bar and bumper picked up from the LT, its appearance distinctions are chrome-accented grille inserts and chrome mirror caps, door handles, and lower air-intake finisher. LED lighting is used around the truck.

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The 6.6-liter Duramax turbodiesel V8 was the priciest item on the options list of our test vehicle, followed by the LTZ Premium Package, which adds a long list of features–including 20-inch polished alloy wheels.

All but one of the paint colors available for the LTZ can be paired with a choice of interiors: solid Jet Black or two-tone Gideon/Very Dark Atmosphere. The latter, which sounds like it could be a hipster’s new favorite craft beer, features lighter neutral Gideon on the seats and door armrests. It made an attractive complement to our Northsky Blue Metallic truck. Front seats are covered in perforated leather and heated. The extensive LTZ Premium Package added ventilated front buckets and heated outboard rear seats, as well as a center console with wireless charging bay. Dual-zone climate control, keyless entry and starting, satellite radio, 10-way power seats (with driver’s-seat memory), heated leather-wrapped steering wheel, and front tow hooks are other standard items.

Even at the higher trim levels, Silverados lack state-of-the-art plushness. However, there’s no fault with the passenger space in crew cab models. Cushions in the 3-wide rear seat easily fold up in a 60/40 split, exposing a standard storage tray in the LTZ. Accessory side steps are virtually a must for easy entry and exit. Unfortunately, fairly wide pillars at the front and sides reduce driver vision. A full array of legible virtual gauges confronts the driver, and the Infotainment 3 unit with Apple CarPlay/Android Auto smartphone compatibility is easy to program and use. Personal-item storage is handled by upper and lower glove boxes, a big console box, compartments in the rear seat backs, and large map pockets with cup holders in all doors.

Ultimate power is the raison d’etre for the Silverado 2500 with Duramax. That’s just what you’ll get—but at what might seem a price to match in an LTZ.

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You’ll pay plenty for the Duramax diesel engine and the full complement of features, but the Chevrolet Silverado 2500 offers heavy-hauling capabilities with a decent level of comfort.

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Written by: The Daily Drive staff on July 21, 2020.