The Most Surprising and Disappointing Cars, Trucks, and SUVs of 2021

The internet has been abuzz since Chevy introduced the all-new 2023 Colorado just a few short weeks ago. With that pickup joining a new Ford Ranger (and likely a new Toyota Tacoma) next year, the midsize segment is heating up. And surprise, surprise, with a new Colorado in the offing, it was only going to be a matter of time before GMC's turn came to pull back the sheets that pickup's mechanically related, brother-from-another-mother: The 2023 GMC Canyon.Billed by GMC as the "official vehicle of nowhere," though it is definitely a machine that at any given time will be somewhere, the 2023 Canyon boasts a fully redesigned exterior with a lineup-wide taller stance and widened track than its Chevy counterpart. Like the Colorado, the Canyon has been reimagined from the ground up with a greater focus on off-road capability and style. The 2023 Canyon also features a new premium suite of advanced technology, an all-new interior design, a new powertrain, and a new top-tier AT4X trim. Simply put… this should be the most advanced and capable Canyon ever.It also is much more differentiated from the Colorado than before, both visually and pricewise. GMC has adopted an even wilder take on the newest Sierra's squinty-eyed, beefy-grille look here, weaving body-color sections throughout the nose to break up the forward lighting and give it a technical, aggressive mein. Compared to the relatively tamely styled Canyon of yore, the 2023 model is altogether hunkier, with deeply chamfered body creases above blistered fenders to go with a more aggro suspension setup. It's a good thing there's so much outward separation between the GMC and its Chevy sibling, too, because the Canyon now starts at about $40,000.Lifted Suspension And Wide Stance… For EveryoneIn a bold move for GM's more upscale truck brand, GMC has decided that all 2023 Canyon models will ride on same lifted, wide stance, suspension that's available only on the off-road-focused versions of the Colorado. GMC says that the Elevation, AT4, and Denali models will receive a 2.0-inch suspension lift while the AT4X will ride on a 3.0-inch lift. With no "base" model Canyon to directly compare to, these figures are in reference to the 78.8-inch maximum height of the entry-level 2023 Colorado Work Truck (WT); on the Colorado, only the Trail Boss (2.0-inch lift) and ZR2 (3.0-inch lift) lineup with those suspension heights. Elevation and AT4 check in at 79.8 inches tall while Denali lands at 80.4 inches and AT4/AT4X hit at 81.7 inches tall.The same rings true for the Canyon's track width. All Canyon models will arrive with a track width of about 66 inches front and rear, with the only variation being due to wheel offset. By comparison, the 2023 Colorado WT, LT, and Z71 will all arrive with a 3.0-inch-narrower 62.8-inch track width; only the Colorado Trail Boss and ZR2 off-road models carry the wider tracks. Generally speaking, we approve of the high and wide approach, however, we find it a touch peculiar that the luxurious, ostensibly street-truck focused Denali trim has followed this same path… but we digress.Extended Cab, Long Bed and Base Model Are DeadFirst went the manual crank windows. Then it was our beloved third pedal and standard cabs. Now, for 2023, GMC is pulling the rug out from under pickup buyers' choices by offering the all-new Canyon in pretty much a single cab and bed configuration. You'll now only be able to purchase a Canyon in four-door crew-cab, short-bed (5-foot 2-inch) configuration. While this eliminates both the stubbier extended cab and long-bed (6-foot 2-inch) options from the order sheet, it aims to simplify the production process for GMC by focusing on the models most buyers want.That same process of elimination ensnared the Canyon's least-expensive trim level, the Elevation Standard. A little bit of history: When GMC launched the previous generation of Canyon in 2015, that truck was available in three trims: Base, SLE, and SLT, with an All-Terrain package available for SLE. By 2020 the lineup had grown to include SL, Canyon, SLE, All-Terrain, SLT, and Denali. In 2021, the lineup changed again, and this time reduced to just four trims: Elevation Standard, Elevation, AT4, and Denali.At launch, the now Elevation-Standard-less 2023 GMC Canyon will be available in the premium AT4 and Denali trims along with the new AT4X. This move doesn't come as a huge surprise given that the AT4 and Denali trims currently make up the vast majority of not only Canyon sales but GMC sales as a whole. While not available right at launch, the (non-Standard) midlevel Elevation trim will be returning later in 2023.A New Interior With Modern TechnologyThe 2023 Canyon's interior comes packed with GM's latest suite of in-car tech, including a high-resolution 11.0-inch infotainment screen and a fully digital driver information display (11.0 inches on Denali and AT4X, 8.0 inches on Elevation and AT4). These new screens enable the truck to provide drivers with up to 10 different camera views, including HD Surround Vision and waterproof underbody cameras with a washing system. Also available is a class-exclusive 6.3-inch head-up display.All 2023 Canyon models will come fitted with automatic emergency braking, front pedestrian braking with cyclist alert, IntelliBeam automatic high beams, following distance indicator, lane keep assist with lane departure warning, and forward collision alert. An available Canyon Safety Plus Package adds rear cross traffic braking and blind zone steering assist. The available Technology Package offers rear pedestrian alert, adaptive cruise control, and HD Surround Vision. GMC's vibrating Safety Alert Seat is standard on Denali and AT4X.Each of the 2023 GMC Canyon's four trims will come fitted with a unique interior identity, each an upgrade over the outgoing truck's inner duds. For example, Denalis get laser-etched wood décor and leather appointments. The flagship, off-road-focused AT4X will arrive with trim-exclusive Ceramic White and Obsidian Rush color treatments, both with vibrant red-colored seat belts. Every Canyon's dashboard, while clearly related to the newest Colorado, does sport GMC-specific touches, including angular outboard air vents instead of round pieces, plus a different primary dashboard design ahead of the passenger.A New Turbocharged 2.7-Liter I-4 EngineAt the height of its popularity, the outgoing GMC Canyon came with the choice of three different engines and transmissions. You could get an entry-level 2.5-liter I-4 with either a six-speed manual or automatic, an optional 2.8-liter Duramax Diesel I-4 with a six-speed automatic, or the standard 3.6-liter V-6 with an eight-speed automatic transmission. For 2023, GMC has tossed all of the former powertrains in favor of a turbocharged 2.7-liter I-4 sourced from the larger full-size Sierra 1500 and new second-generation eight-speed automatic transmission.If you've been paying attention to GM-related truck news, you'll note that the 2023 Chevy Colorado also made the switch to the same 2.7-liter engine. However, in the Chevy, three power levels are available, ranging from 237 hp to 310, and from 259 lb-ft of torque to 430. GMC deploys only the hottest version of the 2.7-liter engine across the Canyon lineup, meaning every 2023 Canyon gets 310 hp and 430 lb-ft of torque. This ties the V-6 in Nissan's Frontier for horsepower and smashes it in torque; GMC (and Chevy) likewise crush all comers in the torque department, out-twisting the 2.3-liter turbo I-4 in Ford's Ranger (which produces 310 lb-ft) by an astonishing amount. Even the Canyon's outgoing 2.8-liter Duramax diesel engine managed to produce "just" 369 lb-ft.While fuel economy is still unknown, and likely will be for some time, GMC officials have been quoted as saying that the new 2.7-liter engine is expected to return figures better than the outgoing 2.5-liter engine. While your mileage will certainly vary, the outgoing base engine was rated as high as 26 mpg highway. And with the 2.7-liter-powered GMC Sierra 1500 sporting a highway rating as high as 22 mpg, we don't think 26 is out of the question.Where capability is concerned, the new 2.7-liter engine has that covered as well. The 2023 GMC Canyon will have a maximum payload rating of 1,640 pounds in the two-wheel drive Elevation version. Selecting an AT4 drops that to 1,550 pounds while the upscale Denali carries a payload rating of 1,360 pounds. AT4X chews through its payload with its off-road extras, limiting its hauling capability to 1,250 pounds; the even more kitted-out AT4X Edition 1 Package drops that figure to 1,010 pounds. To put that last figure into perspective, with all five seats filled with some average joes, you'll be left with just enough payload reserve to toss a cooler in the bed.Trailer towing prowess remains respectable, with Elevation, AT4, and Denali all carrying a 7,700-pound maximum rating. The top towing spec drops to 6,000 pounds for AT4X models and 5,500 pounds for the heavier AT4X Edition 1 Package.Introducing The Rugged AT4XIn really what should come as a surprise to no one, GMC is expanding the popular AT4 trim to include a new, higher-performance AT4X off-road model. Building on the lessons learned from the Chevrolet Colorado ZR2, the new 2023 Canyon AT4X will feature an impressive slate of off-road hardware, starting with the latest generation of Multimatic's Dynamic Spool Valve (DSSV) frequency selective dampers. The truck is also equipped with unique cast iron control arms and 17-inch aluminum wheels with 33-inch Goodyear Wrangler Territory MT tires.Fun fact, the Canyon AT4X's tires are a 285/70R17, which measures a touch taller and a full inch wider than the 265/70R18 Wrangler DuraTrac tires that come on the one-size-up 2022 Sierra 1500 AT4X. The Canyon AT4X also comes fitted with front and rear electronically locking differentials, a modified rear axle for increased durability, and 3.42:1 axle gears. Keeping rock rash at bay are aluminum skid plates below the radiator, engine oil pan, and transfercase. The truck also comes fitted with steel rock rails. No, we can't wait to line this up with Ford's Ranger Raptor, a Colorado ZR2, and a Toyota Tacoma TRD Pro and hit the dirt.Hurry Up, the AT4X Edition 1 Package Is LimitedFor those customers looking for the ultimate midsize off-roader with all the bells and whistles, GMC is going to be offering an extremely limited run of 2023 Canyon AT4X First Edition pickups. In addition to all of the gear that comes standard on the new Canyon AT4X, the First Edition adds 17-inch beadlock capable wheels and a unique off-road bumper to the front of the truck complete with an LED light bar. Most interesting, however is the standard 10,000-pound recovery winch, which comes integrated behind the front bumper. The hardware is being sourced from a relative newcomer to the U.S. market, COMEUP, and is fitted with synthetic rope. The truck will also receive unique First Edition badging.Get Your 2023 Canyon Now!The all-new 2023 GMC Canyon is slated to begin production at GM's Wentzville assembly plant in the spring of 2023 and will kick off with the AT4X model. Starting today, reservations are open for the exclusive 2023 GMC Canyon AT4X Edition 1 package, which comes with a starting MSRP of $63,350, not including destination and delivery. The rest of the Canyon lineup will follow, with the Elevation trim starting at $40,000. Though pricing for the 2023 Colorado is forthcoming, forty grand is big money for the midsize truck segment—the GMC's entry-level MSRP sits in the upper realm of most of its competitors' price ladders. Again, though, given it only comes in high-output, up-market forms, the sub-AT4X GMCs might end up costing only slightly more than equivalent Colorados.2023 GMC Canyon Specifications   BASE PRICE $40,000-$63,350 LAYOUT Front engine, 2WD or 4WD, 5-pass, 4-door truck ENGINE  2.7L/310-hp/430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION  8-speed auto   CURB WEIGHT 4,400-5,200 lbs   WHEELBASE 131.4 in L x W x H 213.2-217.9 x 84.4 x 79.8-81.7 in 0-60 7.0 - 7.5 (MT est) EPA CITY/HWY/COMB FUEL ECON TBD ON SALE Spring 2023 Show All 

You have the right to remain electric. Anything you put in the bed or rear seat can be used against your driving range. You have the right to a charger. If you cannot find one, one may be installed for you. Consider these the new Miranda rights for police forces across America, which soon will have access to Ford's new F-150 Lightning Pro SSV police truck. The new cop pickup is spun off the all-electric Lightning, and while that part is novel, the package is, for the most part, modeled after the regular F-150 Police Responder rig.One thing the Lightning Pro SSV is not is pursuit-rated. This is purely a patrol and response vehicle, even though the standard-range battery version's dual electric motors combine for 452 hp and 775 lb-ft of torque, and the big-battery, long-range model gets 580 hp and the same mighty torque figure. In that latter configuration, Ford claims the Pro SSV (that's Special Service Vehicle) can hit 60 mph in under four seconds, a claim largely backed up by our test figures for the new Lightning. In extended-range battery form, but without the range-topping Platinum trim's bigger wheels and extra equipment, an F-150 Lightning Lariat model scooched to 60 mph in 3.8 seconds.Okay, so "technically" the police Lightning won't be used for chases or other action. For those tamer missions, it's well equipped. Take the "Pro" part of its name. That's a reference to the entry-level Pro trim level on the civilian F-150 Lightning, which already is geared toward work duty with vinyl seats and flooring and a more basic interior layout. Ford swaps in cloth-wrapped front seats for the SSV, which also include steel "anti-intrusion" plates in the seatbacks and slimmer bolsters to make it easier for cops and their nifty tool belts to slide in and out.And then there is the frunk, which offers 14.1 cubic feet of space under the power-opening hood in the truck's nose for storing cop things. There also is a 220-amp DC-DC power source under there, which any number of upfitter attachments can be wired to. Oh, and the top of the dashboard is reinforced so it can withstand use as a mounting point for various add-ons.Ford also will install the requisite red-and-blue or white-and-amber roof lights for departments that request it. And beyond the lighting on the truck itself, Ford points out that the ProPower Onboard power sources in the frunk and bed can be used to power accident-scene lighting, emergency equipment, or mobile doughnut makers just as easily as the welders, fridges, and other stuff ProPower can handle for civilian Lightning customers.So far, the police Lightning's range figures are TBD. Regular Lightnings can travel between 230 and 320 miles on a charge, depending on which batteries they come with. We've found that that range can vary wildly depending on what the truck is being used for (i.e., just noodling around, or towing a heavy trailer). More details will arrive later this summer, both for the Pro SSV and, it seems, the 2023 model-year Lightning generally. That gives you a few more months of police vehicles that can't sneak up on you silently.

kia sorento Full OverviewAs a midsize crossover with three rows of seats, Sorento teeters on the precipice of brilliance and irrelevance. Some may find its in-betweener form factor ideal (it's really more of a full-time two-row with part-time third-row perches); others that something more decided—like Kia's smaller smaller, two-row Sportage or larger, three-row Telluride—would better fit their needs. Over the many months and more than 23,000 miles we spent with the 2021 Kia Sorento SX in our long-term review fleet, we decided that, here, segment-splitting works. Better than simply being functional, the Sorento gives lots more to like than not.Minimal TarnishLet's get the negatives out of the way. First and foremost is the dual-clutch transmission's low speed behavior, a gripe we've had with the Sorento since our first drive. When pulling away or creeping forward, particularly on an incline, it can stutter, leading to hesitant, jerky departures.Despite that evaluation, we'll qualify it as minor annoyance. We call it out mostly for drivers accustomed to traditional automatics. If that's you, you'll notice that the Sorento's dual-clutch doesn't let you depart in a consistent and immediate way. You'll also likely be able to overlook it. And after first gear, shifts are nearly invisible, perceptible audibly more than any other way.Relatedly, turning off the engine start/stop system became routine. It restarts too slowly, which combines with the transmission's fumbles to make smooth getaways impossible. We preferred sacrificing a little bit of fuel (and taking the emissions hit) for the sake of drivability.Fuel Efficiency and MaintenanceRegarding fuel, in 23,033 miles we averaged 22.8 mpg, not quite meeting the EPA's 24 mpg combined economy rating, but not missing it by much either. Regardless, its commendable, given MT drivers' eager right ankles, and that we had a bulky tent fixed to the Sorento's roof rails for well over 4,000 miles. Additionally, we bested the EPA's 425-mile range estimate several times, at one point draining 471 miles out of the tank.Two stops for scheduled service totaled $354.18, making the Sorento more expensive to maintain than similar long-term SUVs we've had in our fleet. And it would have cost even more had we bought the $300 advanced fuel system cleaning service proposed at the second visit. We spent less than $350 each on our 2017 Mazda CX-5 and CX-9, anda different Kia, our 2020 Telluride, was a bargain at $120 spent over a similar number of miles.Nevertheless, the Sorento remained reliable during its stay. The only thing resembling an unexpected issue was a subtle yet persistent creaking noise that began emanating from the headliner as the odometer neared 20,000 miles.A Serious Glow UpOn to the good stuff. We never got over the Sorento's crisp, angular styling. It's incomparably improved over the previous Sorento, and to our eye one of the better-looking vehicles in its segment, especially in our test vehicle's Crystal Beige hue.The cabin also convinced us with its functionality and ease of use. We appreciated Kia's preference—which seems to be changing—for unfussy physical knobs and switches, but the capacitive buttons mixed in worked as intended, too. Settling in was eased by the little bins on the center console, and getting out facilitated by the easy-pull door handles—Kia thought through the details, including those stylish geometric air vents. We have no gripes about our $42,190 SX-trim Sorento's 10.3-inch infotainment touchscreen, although a driver-information display larger than 4.2 inches would've been nice. Maybe it'll arrive in the mid-cycle update.Whether the second and third rows were upright or folded, the Sorento readily adapted to the situation. Its wide-opening rear doors made access a breeze, as did the super-simple folding operation of the second-row captain's chairs. Drivers who plan to frequently pack their SUV to capacity should probably size up, but with ventilation and USB ports the Sorento's far-back seats produced few complaints. Our crossover's enormous panoramic moonroof was a favorite feature for riders-along. Folding the rear seats opened up a great deal of cargo space, making it easy for this writer to toss in his mountain bike.Then there was actually driving the Sorento. During its evaluation at our 2021 SUV of the Year contest one judge called it "the feel-good hit of the competition," a sentiment that held true through our long-term test. With sensitive steering and nimble reflexes, the Sorento had that oft-praised attribute of feeling smaller than it is. Undulating pavement could set the ride afloat slightly, but the Sorento's overall handling verve made it enjoyable to pilot.Despite the aforementioned dual-clutch fumbles, the turbocharged 2.5-liter I-4 always delivered solid acceleration. We evaluated other Sorento powertrain options in parallel with our long-termer, and came away convinced that this turbo mill is the one to get even if it's not supremely refined or efficient. The all-wheel drive system behind it seemed unbothered by the few dirt roads we traversed.Over the many, many highway miles we covered—throughout California, and to Oregon, Utah, Nevada, Colorado, Arizona, and New Mexico—the Sorento's driver aids rarely faltered. The adaptive cruise control was responsive and consistent, aided by solid lane-keep assist which would take the lead in staying centered even in surprisingly tight curves.Good as GoldOn the 2021 Sorento's arrival, we found ourselves thinking about Kia's midsize crossover in an unusual way: Surprised to realize we were giving even a modicum of mental energy to a Sorento in the first place. Prior iterations never warranted much consideration, let alone actual affection. But now that our Sorento is gone, we find our thoughts cast in another unexpected direction—we miss it. Not only did it prove itself as the best Sorento ever, but as a worthy competitor to crossovers bordering it on either side of the size spectrum. It could be a while yet before a similarly multitalented SUV joins our long-term fleet.Looks good! More details?For More on our 2021 Kia Sorento:The Kia Sorento joins our long-term fleetMicrochips aren't the only thing in short supply these daysA trip to the trackWhat we learned over 4,000 miles of camping in our SorentoTech that works, and tech that doesn'tWhich Sorento engine is best?Up the Creek2021 Kia Sorento SX AWD Specifications DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE Turbocharged direct-injected DOHC 24-valve I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 2,497 cc/152.4 cu in COMPRESSION RATIO 10.5:1 POWER (SAE NET) 281 hp @ 5,800 rpm TORQUE (SAE NET) 311 lb-ft @ 1,700 rpm REDLINE 6,500 rpm WEIGHT TO POWER 14.5 lb/hp TRANSMISSION 8-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO N/A SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 13.7:1 TURNS LOCK-TO-LOCK 2.6 BRAKES, F; R 12.8-in vented disc; 12.0-in vented disc WHEELS 8.5 x 20-in cast aluminum TIRES 255/45R20 105V Continental CrossContact LX Sport (M+S) DIMENSIONS WHEELBASE 110.8 in TRACK, F/R 64.5/64.8 in LENGTH x WIDTH x HEIGHT 189.0 x 74.8 x 66.7 in GROUND CLEARANCE 6.9 in APPRCH/DEPART ANGLE 16.8/22.1 deg TURNING CIRCLE 37.9 ft CURB WEIGHT 4,084 lb WEIGHT DIST, F/R 57/43% TOWING CAPACITY 3,500 lb SEATING CAPACITY 6 HEADROOM, F/M/R 40.3/39.1/36.8 in LEGROOM, F/M/R 41.4/41.7/29.6 in SHOULDER ROOM, F/M/R 59.1/58.1/53.0 in CARGO VOLUME, BEH F/M/R 75.5/38.5-45.0/12.6 cu ft ACCELERATION TO MPH 0-30 2.4 sec 0-40 3.6 0-50 4.8 0-60 6.4 0-70 8.1 0-80 10.3 0-90 12.9 0-100 16.0 PASSING, 45-65 MPH 3.1 QUARTER MILE 14.8 sec @ 96.5 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.66 g (avg) TOP-GEAR REVS @ 60 MPH 1,600 rpm CONSUMER INFO BASE PRICE $40,965 PRICE AS TESTED $42,190 AIRBAGS 6: Dual front, front side, f/m/r curtain BASIC WARRANTY 5 yrs/60,000 miles POWERTRAIN WARRANTY 10 yrs/100,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 17.7 gal EPA CITY/HWY/COMB ECON 21/28/24 mpg EPA RANGE, COMB 425 mi RECOMMENDED FUEL Unleaded regular ON SALE Now Our Car SERVICE LIFE 12 mo / 23,033 mi BASE PRICE $40,965 OPTIONS Cross bars ($360); Auto-dimming mirror with HomeLink ($350); Carpeted floor mats ($210); Cargo cover ($190); Carpeted cargo mat ($115) PRICE AS TESTED $42,190 AVG FUEL ECON 22.8 mpg PROBLEM AREAS None TOTAL FUEL COST $4,585 MAINTENANCE COST $354.18 (2- inspection, oil change, tire rotation; in-cabin air filter) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $36,700 (87%) RECALLS Replace high-pressure fuel pipe *IntelliChoice data; assumes 42,000 miles at the end of 3-years Show All