Hyundai Tucson vs. Santa Fe Pros and Cons: Two Spacious SUVs Face Off

lincoln corsair Full OverviewThe 2021 Lincoln Corsair Grand Touring sounds like a losing proposition. Why pay Nautilus midsize SUV money for a compact SUV? Well, the Corsair's design for starters. The 2021 Lincoln Corsair's attractive curves gracefully slice through the luxury SUV noise—look elsewhere for angular or sporty styling. Now consider the Grand Touring model's plug-in hybrid powertrain, and the Corsair begins to make sense. This intriguing Lincoln is one refresh away from true excellence, but the Corsair Grand Touring already offers enough to steer open-minded shoppers away from Audi, Volvo, and Lexus dealerships.A Shrinking SegmentWith plug-in hybrid versions of the Mercedes-Benz GLC and BMW X3 discontinued for the U.S. market, only four players remain. Lexus burst onto the scene with the new NX450h+, Volvo has the long-running XC60 T8, Audi offers the Q5 TFSI e, and Lincoln sells the Corsair Grand Touring. All four deliver on the promise of plug-in hybrids—great efficiency like a hybrid, but with miles of electric-only range. Recharge them by plugging in at night, then set out the next day on EV-only propulsion once again. When it's time for a road trip, the SUV turns into a conventional hybrid; the gas-fueled engine takes you wherever you want to go. That's what makes plug-in hybrids so appealing. Despite their greater powertrain complexity, they can serve as an introduction to electric cars.If you aren't ready to try fully electric models, the Lexus NX350h also exists in this space. A standard non-PHEV hybrid, the NX350h undercuts the Lincoln and its direct competitors in price but can't match the flexibility a plug-in provides.Grand Touring = Best Performing Lincoln Corsair?Comfort and smoothness are higher priorities for Lincoln than sportiness, but who says you can't enjoy those qualities swiftly? The 2021 Lincoln Corsair Grand Touring (and essentially the unchanged 2022 model, which starts at $51,525 and would cost $62,125 similarly equipped) enter the plug-in compact luxury SUV segment with 266 hp from an Atkinson-cycle 2.5-liter I-4 and its electric motors. Acceleration to 60 mph takes 6.3 seconds, quicker than the base 250-hp Corsair 2.0 (7.3 seconds) and two tenths of a second ahead of the 295-hp Corsair 2.3. The Corsair Grand Touring's 6.3-second performance comes in hybrid mode; travel in EV-only mode, and responses are more leisurely unless you press the throttle all the way down—the Lincoln will then get the message and turn on the gas engine again.The 2021 Lincoln Corsair Grand Touring faces quicker competition outside of the Lincoln dealership. The last Volvo XC60 T8 Recharge we tested hit 60 in just 5.0 seconds. An updated model offered alongside the standard T8 Recharge version is said to shave a half second from that time, which would match a 2021 Audi Q5 plug-in hybrid we tested. The Audi hybrid reached 60 in only 4.5 seconds. As for the new NX450h+, a 5.5-second time means Lexus is still certifiably quick unless your other car is a Corvette or Tesla.What the Lincoln Corsair Grand Touring numbers don't tell you is how the engine sounds. For a luxury SUV, it's simply too loud. If you never drove the competition, you might never know to expect better, but of course we have—and we do. The Audi, for one, is quieter for around-town driving when the engine is on.Otherwise, the Corsair Grand Touring delivers on the unofficial Lincoln promise of quiet and comfortable cruising. An adaptive suspension is standard on the plug-in, and the ride quality is good, even on our test SUV's gorgeous 20-inch wheels. You'll experience slightly more body motions from the Lincoln than you might from the Audi, and the steering lacks feel. The Lincoln's planetary continuously variable transmission is smoother in everyday driving, however, and the brakes feel fine until the very end of their travel, when they pull back more than you'd expect. Drivers can get used to this Grand Touring quirk without much trouble, and no SUV in this four-vehicle segment has perfect brake feel. There's room for improvement, but Lincoln did a good job here.In 60-0-mph panic braking, the 2021 Lincoln Corsair Grand Touring comes to a stop in 115 feet, which compares to 131 feet for the 2022 Lexus NX450h+, 116 feet for the 2021 Audi Q5 plug-in, and 114 feet for the Volvo XC60 T8 Recharge. One note from our test team about the Lincoln: The brakes began to smell during this part of its time at the track, which involves four consecutive stops from 60 mph. In figure-eight testing, which evaluates braking, acceleration, handling, and the transitions in between, the Corsair fared surprisingly well for a luxury-first SUV. The Lincoln completed the MotorTrend course in 26.9 seconds at 0.64 g (average), far better than the 2022 Lexus NX450h (28.4 seconds at 0.57 g) and not much different from a 2020 Lincoln Corsair 2.3 (27.3 seconds at 0.67 g)On the road, the Corsair lacks the light and entertaining feel that defines the Ford Escape, one SUV the Lincoln shares its platform with. With Lincoln's focus on luxury, however, that's not a huge loss. Drive the Corsair Grand Touring sensibly, and the Lincoln remains in its element.Lincoln Range and Efficiency vs. Lexus, Audi, and VolvoRange is hugely important in a plug-in hybrid; models with greater range allow you more time to luxuriously glide along under electric power. The Lincoln has a 14.4-kWh lithium-ion battery pack and manages the second-best EPA-rated PHEV efficiency rating, behind only the Lexus. Electric-only range comes in at 28 miles, again second best to the class-leading Lexus. Volvo trails the pack in efficiency and EV range but is preparing another T8 Recharge model with a claimed 32 miles of EV range.Vehicle EV Range PHEV Efficiency, EPA Combined Efficiency as a Hybrid, EPA Comb. 2022 Lincoln Corsair Grand Touring 28 miles 78 mpg-e 33 mpg 2022 Lexus NX450h+ 37 miles 84 mpg-e 36 mpg 2022 Audi Q5 TFSI e 23 miles 61 mpg-e 26 mpg 2022 Volvo XC60 T8 Recharge 19 miles 57 mpg-e 25 mpg Show AllAfter your electric miles are up, the Lincoln's four-cylinder engine takes over seamlessly, and the luxury SUV operates as a hybrid. As with the competition, drive modes allow you to save your EV juice for later if you want. Put it all together, and the Lincoln can travel farther in EV or normal hybrid modes than the Audi and Volvo models presently rated by the EPA, but not as far as the Lexus.We just wish the Lincoln Corsair didn't have a worst-in-class 11.1-gallon gas tank. The tiny tank means you'll stop sooner on long highway road trips. But for day-to-day driving, the average luxury SUV customer will likely want the Lincoln's extra EPA-rated range over the electrifying speed of the Audi and Volvo. Once the updated XC60 T8 Recharge arrives in the U.S., the extra EV range may make it more of a player. The Corsair Grand Touring, however, undercuts that Volvo and others by thousands with its low-$50,000 base price. Our optioned-up test SUV carried an MSRP in the low-$60,000 range, like the Lexus and Audi but still below the Volvo.With the Lincoln, expect charging to take around 3.5 hours on a Level-2 240-volt charger, or 11 hours with a standard 110-volt outlet. As this is written, the Lincoln qualifies for a $6,843 tax credit. That's less than the $7,500 you can get for the Lexus and the 2022-model-year Audi but more than the Volvo's $5,419. (The new longer-range XC60 qualifies for the full $7,500.)Lincoln Luxury Inside Is a Mixed BagInside, the 2021 Lincoln Corsair's interior mostly justifies its $61,035 price, depending on what you seek from a luxury SUV. We still appreciate the Detroit Symphony Orchestra-sourced entry chimes and the soft material on the inside of the door pulls—the latter is a detail Lincoln and Lexus regularly get right. The center stack of controls might look intimidating at first, but over the course of our time with the SUV, we found them easy to use without even looking down. The Audi has a higher standard of interior quality, but more of the Lincoln's interior controls can be operated quickly, from volume and tuning to temperature and fan speed. That's thanks to the angle of the center stack—it's not completely vertical like so many other cars—and because of its mix of tabs and physical knobs.The biggest drawback inside isn't materials or the large Ford-sourced key fob. Rather, it's the tech. The Corsair's 8.0-inch screen isn't angled toward the driver the way the screens in the Audi and Lexus are, nor is it big enough to meet today's standards. No, bigger isn't always better, but in this case the size is a downer, whether you're using the split-screen display within Apple CarPlay or using the 360-degree camera system.Lincoln's 12.3-inch digital instrument cluster has style but could also use some updating. The configurable system's pared-back aesthetic looks premium, and there are even a couple plug-in hybrid-specific displays. Even so, we hope future Corsairs will display more characters in the audio display; with so much available screen space, the song title shouldn't cut off as often as it does. Elsewhere in this segment, we're not fans of the XC60's narrow, vertical infotainment touchscreen, but the 10.1-inch touchscreen in the Q5 and 14.0-inch touchscreen in the NX work well.In the Lincoln, you can sooth any tech frustrations with the available massaging seats. Thanks to the Corsair's lower base price, adding options still allows you—in terms of bang for your buck—to add even more options. That means it's easy to check the box for the massaging front seats and the superb 14-speaker Revel sound system. Also, despite the Corsair's smaller overall length compared to the others, it offers a good-sized 26.9 cubic feet of cargo space.The VerdictTry the Lincoln Corsair if you're comfortable driving a luxury vehicle that's no Lexus or Audi in terms of brand cachet. Where the Lincoln charts its own course in this segment is its clear focus on luxury, not sportiness—that's going to be a good thing for the right buyer. Although the Corsair Grand Touring lacks standout appeal in this foursome of SUVs, the Lincoln compensates for it with generally good scores almost everywhere else.Say it with us: There's no such thing as a perfect car. But if you can handle a small touchscreen and above-average engine noise, the Lincoln Corsair Grand Touring is worth considering, even against rivals from Audi, Volvo, and Lexus. We just can't wait for the refresh.Looks good! More details? 2021 Lincoln Corsair (Grand Touring AWD) SPECIFICATIONS BASE PRICE $51,485 PRICE AS TESTED $61,035 VEHICLE LAYOUT Front-engine, front/rear motor, AWD, 5-pass, 4-door SUV ENGINE 2.5L port-injected Atkinson-cycle DOHC 16-valve I-4 plus permanent-magnet elec motors POWER (SAE NET) 163 hp @ 6,250 rpm (gas), 67+48 hp (elec); 266 hp (comb) TORQUE (SAE NET) 155 lb-ft @ 4,500 rpm (gas), 173+111 hp (elec) TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 4,573 lb (54/46%) WHEELBASE 106.7 in LENGTH x WIDTH x HEIGHT 180.6 x 74.3 x 63.8 in 0-60 MPH 6.3 sec QUARTER MILE 14.8 sec @ 95.1 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 34/32/33 mpg (gas), 83/72/78* mpg EPA RANGE, COMB 430* mi ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All

UPDATE 3/4/22: "The Batman" is now in theaters, racking up a respectable 85 percent fresh rating on Rotten Tomatoes and appearing to be on a trajectory to cash in at the box office. But, for our purposes, the star of the movie isn't Robert Pattinson—its the muscular Batmobile, with its mid-mounted engine and an overall vibe that wouldn't be too out of place in a Mad Max film. And, like any good Batmobile, it seems to be a central part of the film, speeding through a Gotham City that's as dark and moody as ever, launching baddies' vehicles into the air to land with an explosive thud. Whet your appetite with a longer, more recent trailer below. "The Batman" opens today in theaters, and will hit the HBO Max streaming service in mid-April. The Batman director Matt Reeves just revealed the new Batmobile on Twitter, and it's a definite departure from past movie cars. The movie press had earlier heard rumors that the new Batmobile would be more of a muscle car than the military-inspired Tumbler that appeared in Christopher Nolan's Dark Knight film trilogy. That is exactly what we have here, although the mid-mounted engine is a bit of a surprise.What we can see resembles a lot of different classic muscle cars, and that's probably intentional. The deeply recessed front headlamps have a generic late 1960s look to them: a bit of Mopar, a bit of Mustang, maybe even a hint of De Tomaso Mangusta. Extremely swoopy rear fenders with pointed trailing ends that hang over three-element taillights are the closest thing we get to a traditional Batmobile motif. The rear tubes of a roll cage poke through the C-pillars and trailing edges of the roof. It is likely completely custom bodywork over a tube frame or donor chassis, so there's probably not a single recognizable base underpinning this creation.The longitudinally-mounted engine aft of the cabin is an enigma, but an awesome one. It appears to be a V-10—an OHV unit—with a couple of immense turbochargers that dump straight into the atmosphere behind the roof. If the movie magic gods are kind, it'll spit two tongues of delicious fire with every throttle blip. This Batmobile will be neither inconspicuous or quiet. There's obviously some extraneous fantasy bits tacked on to make it look more futuristic, but it seems like a real motor under there.Remember, there are usually several movie cars built for various purposes: stunt cars that can take a jump without disintegrating, "hero" cars that look good in close-ups, a rig that makes it look like our new Batman (Robert Pattinson—yes, that guy, from the sparkly vampire movies) is actually driving it even though it's grafted to the front of some other vehicle. This is probably a "hero" car, so the wild-looking engine might not be what motivates the running/driving ones.Even so, the Mad Max meets Fast and Furious vibe this new Batmobile gives off is a solid hint that this will be a movie that appeals to car enthusiasts on a deeper level. This reboot, the umpteenth since the 1989 Tim Burton movie, focuses on a more youthful Bruce Wayne/Batman with a greater focus on his detective work. There's surely going to be a lot of fighting, and given the unique direction that this Batmobile's design takes, we hope that there will be a lot of driving, too.Update: This post, which originally published on March 4, 2020, has been updated with the latest trailer for "The Batman".

In the world of Honda building, the Civic and Integra chassis reign supreme in terms of popularity and aftermarket support. But even within the ranks of multiple generations and trim levels, some models just don't get as much attention as others. The second-generation Integra, for example, was a hit with both the mainstream and enthusiast groups when it debuted over 30 years ago. Aspirational for the Civic and CRX crowd, it served as a step up with its 1.8-liter DOHC engine and refined interior chock full of additional amenities and modified versions could be found virtually everywhere. As the third-generation Integra was introduced, the DA chassis took a backseat as parts development and popularity surrounded the newer model and the number of 1990-93 Integra builds dropped considerably.Reliving the Glory YearsThat was then, and lately, early 190s Honda nostalgia is at an all-time high. With those old school vibes comes a renaissance of sorts for the DA chassis. Along with those that have always owned and modified these cars, there is a wave of new and return owners that appreciate the sleek styling and charm of Acura's early '90s, entry-level offering. And for any Honda enthusiast looking for a '90s-era chassis to start on, the "mechanic's special" that Enrique Guerra found on Craigslist four years ago is the stuff of dreams. A 1992 LS model with faded paint and an undiagnosed engine issue that resulted in an asking price of just $500—something Guerra jumped on immediately.Like any older Honda chassis, finding aftermarket support can be tough, while sourcing OEM replacement parts is almost impossible. He adds, "It's been a stressful couple of years sourcing new parts and buying products that will work with the DA chassis, but with the help of social media, close friends, and networking, finding parts became a lot easier."As with most DA chassis owners, the initial plan called for a deep clean and some very basic updates to freshen the car up while maintaining its '90s-era feel. "In the Bay (Area) we have a very diverse car community with a little of everything which influenced the Integra to go through a couple of phases—I eventually ended up going as far as restoring the car completely."JDM x USDMThe restoration portion of the build included a Captiva Blue Pearl respray that covered the entire car, including a set of classic Wings West side skirts and matching rear bumper cap. Every DA build needs JDM one-piece headlights to consider it complete, which Guerra sourced, along with a set of thin side moldings from the Japanese DA model that match the bumper moldings much better with their flatter appearance. Other less obvious parts from overseas included the front fenders and bumper. From there, carbon fiber replacement parts became Guerra's main focus with the build.The requisite carbon fiber Seibon hood and VIS hatch were in order, and matched to a slew of other carbon parts, including a JDP Engineering front lip and rear spoiler, Tracklife Composites bumper ducts, I-Sport side and rear window visors, a custom windshield cowl, and a set of Cactus Composites mirror bases to anchor Imagine Racing side mirrors. Adding even more contrast against the uncommon factory body color are gloss black 16x8 TE37 wheels highlighted by bright orange front and rear Wilwood brake calipers.Modern ReliabilityHaving a personal connection to the 1990-93 Integra chassis, one thing I've noticed time and time again is that many nice-looking DA builds ignore under-hood enhancement - but that's not the case here. The original engine issues that came with the car are ancient history with a B18C1 swap now powering Guerra's LS. Avoiding shaved sheet metal or a tucked wiring loom, the appearance is clean and tidy with an OEM-plus aura. The A/C, power steering, and cruise control are all still intact and operational, while the B-series' weak link ignition system is modernized by way of Hondata's coil-on-plug conversion with a Rywire coil plate and engine harness included. The high-quality wiring is a welcome addition as Guerra notes that the car included some frustrating wiring issues provided by its previous owners, but he was fortunately able to work them out.The OEM-style intake is based on a Comptech Ice Box with a velocity stack that routes outside air to an Integra Type R factory intake tube before feeding a Skunk2 throttle body and Ultra Street intake manifold. Exhaust is routed through a PLM header and Thermal cat-back system and a Vibrant Ultra Quiet resonator was added to control drone. It's not pushing big peak power or running on the ragged edge, but instead offers a huge improvement over the Integra's original output while remaining entirely reliable and doesn't force Guerra to give up any of those create comforts that come in handy on his lengthy drives up and down the California coast.More modern touches were applied to the interior, starting with an S2000 gauge cluster swap and a flocked dash. Just in front of the updated cluster is a Renown Champion HP steering wheel that Guerra fitted with a custom mount for the cruise control buttons. The original seats were pulled for a pair of Corbeau buckets with upholstery that matches perfectly to the suede pillars and headliner.The Parts HunterDuring the build process, Guerra was a regular at local junk yards in search of replacement parts for his Integra as well as offering to help his fellow enthusiast outside of the state or country that might be in search of something he had access to. In addition, he spends his free time coming up with his version of some much-needed Integra replacement parts which he offers through his Ninety93 website with the promise to add more as development continues.Getting his hands on a starter chassis for such a cheap price came with its fair share of issues, as he states, "It needed a lot of attention, but it was definitely fun to build, nonetheless. It pushed me to learn how to do things on my own such as powdercoat and understand what parts work and don't work with the DA chassis, and even quickly trouble shoot anything wrong with the car. The idea behind the build was to have something modern and aggressive with some old school appeal while also steering away from the rest of the other Integra builds you usually see."The tale of the $500 mechanic's special isn't over just yet. "The car still has a long way to go as 2022 rolls in and I have big plans to change the look of the exterior very soon, along with other small things here and there."Car: 1992 Acura Integra LSOwner: Enrique GuerraInstagram: @pincheenriqueEngine GS-R swap; Hasport engine mounts; PLM header; Skunk2 intake manifold, throttle body; ITR intake arm; Comptech Ice Box intake; Thermal R&D cat-back exhaust; Vibrant ultra-quiet resonator; ATI crankshaft pulley; RC 440cc injectors; MPC Motorsports fuel rail; Grams 255lph fuel pump; custom catch can; Rywire Motorsports Electronics engine harness, coil-on-plug plate; Mishimoto aluminum radiator, slim fans, silicone hoses w/heat shrink clamps; G Development titanium hardware; Hondata S300 V3 management, coil-on-plug conversion kitDrivetrain B16 transmission; OEM LSD; Innovative DC2 shift linkage, half shaft, axlesSuspension Megan Racing coilovers; Skunk2 front/rear camber kits; Buddy Club extended ball joints; K-Tuned traction bar; Password:JDM 3-pt. shock tower bar; Hardrace front control arm bushings; ASR rear LCA w/spherical ends, subframe, 24mm sway bar w/spherical end links, trailing arm bushings; G Development titanium hardwareBraking Wilwood DynaPro 6-piston front calipers, rear calipers, 12.9 front/rear rotors, parking brake cables, stainless linesWheels & Tires 16x8 Volk Racing TE37; 225/45 Toyo Proxes R1R; Rays Engineering lug nutsExterior JDP Engineering carbon fiber lip, trunk spoiler; Seibon carbon fiber hood; VIS carbon fiber hatch; Tracklife Composites carbon fiber brake caliper ducts; Cactus Composites side mirror plates; Imagine Racing carbon fiber mirrors; I-Sport carbon fiber window visors, hatch visor; custom carbon fiber wiper cowl; JDM 1-piece headlights, fenders, front bumper, bumper support, thin moldings; Wings West side skirts, rear bumper cover; OEM optional sunroof visorInterior Corbeau seats; flocked dash; S2000 gauge cluster; Renown Champion HP steering wheel w/custom-mounted cruise control; NEXT Miracle X-bar roll bar; Phase2Motoring floor mats; ZOOM Engineering carbon fiber rear view mirror; Cactus Composites carbon shift plate, S2000 cluster bezel; Mugen sport pedals; JDM manual seatbelt conversion, armrest w/cupholder, Gathers optional rear speaker covers; suede headliner, pillars; Optima battery relocated to trunk; custom subwoofer enclosure, Pioneer double-din head unitThank You I just want to thank my old friends who got me into Hondas 10 years ago and to all of the friends I made along the way. Also a huge thanks to Patrick for all of these amazing shots and also all of the big to small companies that support making replacement and performance parts for these very old cars