EV Rider reviewer Dan Scanlan takes a test drive in the first-generation of a Kia SUV named after a Colorado mining town.
The Telluride X-Pro is a stylish box endowed with three rows of leather-clad seats – heating and cooling for the front and second rows. And adults can live in the way-back, with room for stuff behind them.
Up front, there’s a 291-hp V-6 driving all four wheels of our test model, good for more than 5,000 of towing. And with a slight (.4-inch) increase in ground clearance, plus all-wheel-drive, locking center differential, knobby 18-inch tires and hill-descent control, it can do some off-roading with the family – so it’s not for the birds.
So read lot’s more about this, and see more interior and exterior images by EV Rider reviewer Dan Scanlan – 2025 Kia Telluride: Comfortable, Capable Family Hauler. And check out lots more views of EV, PHEV and ICE vehicles at EV Rider.
EV Rider reviewer Dan Scanlan hits the road – and off-road – in Land Rover’s flagship SUV – the 78-year-old descendant of the original 1947 “Land Rover” Series 1 – officially called the Defender 130.
.
That matte paint job is well matched with a gloss black hood, with 8.6 inches of ground clearance, air-shock adjustable to as tall as 11.5. Inside, three rows, including mid-row captains chairs and adult-usable ones in back. Under that bonnet, a supercharged V-8 with 493 hp and 450 lb. ft. of torque headed to all-wheel-drive with twin-speed transfer cases and an 8-speed automatic – and 16 mpg.
.
So read lot’s more about this, and see more interior and exterior images by EV Rider reviewer Dan Scanlan – Land Rover Defender 130 Hops Off Road With Ease. And check out lots more views of EV, PHEV and ICE vehicles at EV Rider.
EV Rider reviewer Dan Scanlan has the new Cadillac Vistiq Sport to test this week – with an EV River video review too.
Sharing its GM platform with the Chevrolet Blazer EV, Acura ZDX and Honda Prologue, it is a 3-row, 7-seat EV crossover with some serious LED accents, plus tech, power and shape. And along with 300-plus miles of estimated range, it’s very quick
EV Rider reviewer Dan Scanlan has the new version of a potent BMW sports sedan to test – that means a 2025 M5 with a twin-turbo V-8, and a plug-in hybrid EV system to bring power and poise to its 7th generation.
That equates to 577 gasoline horsepower in a 4.4-liter V-8, plus 347 volts/194 EV horsepower, funneling through all-wheel-drive. And that means this carbon-fiber-roofed sedan funnels all that power through an 8-speed M Steptronic transmission to hit 60 mph in 3 seconds, or enjoys an EPA-rated 25 miles of EV cruising.
Read lot’s more about this PHEV BMW, see more interior and exterior images by EV Rider reviewer Dan Scanlan – 2025 BMW M5: Twin-Turbo V8 With EV Motor Blasts Off– there’s a video review as well. And check out lots more views of EV, PHEV and ICE vehicles at EV Rider.
EV Rider reviewer Dan Scanlan has the new compact truck to test, and the 2025 Nissan Frontier been freshened as well as given a taste of its 1980’s self, when it was known as the Hardbody.
This generation Frontier is three years old, and gets a bolder face with some Hardbody cue, plus a neatly revamped interior look with more tech, yet the same utility we like in a Frontier – like a 6,700-lb. tow rating and as high as 22 mpg.
Read lot’s more about this truck, and see more interior and exterior images by EV Rider reviewer Dan Scanlan – Nissan Frontier Gets Upgrades For 2025 – right here. And check out lots more views of EV, PHEV and ICE vehicles at EV Rider.
EV Rider reviewer Dan Scanlan has the new 2025 Kia K4 GT-Line to review- and it may look like a hatchback sedan…..
…but it’s not.
Kia’s Global Design Center gave it a fresh take on its classic grill; some cool LED front and rear lighting; and a “looks-like-a-hatchback” fastback. It has a new name.
And under the hood, a grand touring kind of powerplant – a turbocharged aluminum 1.6-liter four that makes it swift enough for a commuting course.
Read lot’s more about this Kia, and see more interior and exterior images by EV Rider reviewer Dan Scanlan – 2025 Kia K4 GT-Line Turbo: Stylish & Comfy – right here. And check out lots more views of EV, PHEV and ICE vehicles at EV Rider.
EV Rider reviewer Dan Scanlan has the new 2025 Chevrolet Colorado ZR2 Bison to play with on – and off road.
Thanks to a collaboration with American Expedition Vehicles (AEV), it’s got stronger bumpers, boron-steel skidplates, Multimatic shocks, special wider wheels – and even more off-road specific gear. There’s room for four – and a spare that’s handy, mounted in the bed.
EV Rider reviewer Dan Scanlan has a family wagon review this week – the 2025 Chevrolet Suburban.
Literally the world’s first SUV when it premiered 80-plus years ago, Dan’s review of the latest generation High Country spec Suburban dives deep into its shape, refreshed for 2025, as well as its family-friendly interior that one friend said “goes on and on.” And the Silverado not only handles up to seven friends and family; its 6.2-liter/420-hp V-8 lets it tow 8,000-plus pounds on a trailer.
And you know what – it may be big, but Dan says it does have some good on-road manners.
There’s a stick in the middle of this blue Nissan Z’s cockpit – a stick shift, that is, meaning a 6-speed manual transmission with auto-revs on downshifts if you want. And that makes this seventh-generation Z – done in a new-for-2025 Bayside Blue seen on GT-Rs – a rare beast for that and other reasons.
First, only about 1% of vehicles sold new in the U.S. have stick shifts, vs. 35% back in 1980. And even though this Z generation’s been out for a few years, it’s rare – about 3,100 sold nationwide in 2024, up from just under 1,800 in 2023, and just 262 in 2022, when it was introduced to replace the 370Z.
But like they say, it may be an oldie, but it’s still pretty much a goodie in a world lacking in relatively affordable sports coupes.
Hanging out at some recent cruise-ins with the true-blue Z, we easily noticed lots of styling cues from past Z’s also on show there, as this iconic Japanese sports car hits its 55th anniversary of when Yutaka Katayama brought out that first 240Z in 1970. Let’s forget that there were no Zs between 1997 and 2002, OK?
The overall silhouette of the 2025 Z – just Z – is so similar as we parked next to a pair of pristine first-gens, with long noses and fastback rears. The long hood’s power bulge is pure homage to the first Z, as is the “Z” badge on the fastback’s sides.
Defined upper design lines run off LED headlights with almond-shaped DRLs, flowing over flared front fenders. The raked windshield flows over a sloping roofline that also echoes Zs of old, while side window shape taper to the rear just like a 370Z – folks loved the roof’s subtle silver side accents that mimic traditional Japanese katana sword blades.
The streamlined scalloped door handles front wide rounded rear fender hips, also like the 370Z’s taper, this latest generation ending in a lip spoiler over black-framed red LED taillights that echo 300Zs. There’s a black lower fascia with aero fins framing big stainless steel exhaust pipes.
The Z rides on black 10-spoke RAYS alloy wheels wearing staggered 19-inch Bridgestone Potenza rubber, red NISSAN-badged calipers clamping big discs, visible between the spokes. And the new 167.2-inch-long Z rides on basically the same 100.4-inch wheelbase as the 370Z, but is 5 inches longer die to that sharper nose that really carries 240Z in the large, rectangular grill design with 24 rounded silver slots that match taillights . And it’s fairly low 52.2-inch height is about waist-high for me.
It’s rare – I only saw one other on the road – but it drew folks to gander at cruise-ins, and older Z owners nodded in approval.
Those same folks loved the gray-over blue interior, with synthetic suede and leather seats and their serious side bolsters, the blue wrapping the lower dash and console. There’s more retro, like jet exhaust-style inside door handle/air vents that look like the last-gen 370Z, which was around for nine years. Top-center dash, a trio of slightly recessed gauges like the 350Z – turbo boost, turbocharger speed and electrical. And those seats – power slide and seatback tilt, with manual height –firm and very supportive. The padded suede-accented doors were also appreciated.
The stitched leather-clad steering wheel has thin spokes with controls for audio, smart cruise and the digital gauge under a hard plastic cowl, capable of three formats – Refined (simple digital), normal (180-mph speedo and 8,000-rpm tach with center info screen), and Sport (big center 8,000-rpm tach, engine gauges and configurable screen that offers turbo boost, G-force and other info). Sport also gives green/amber/red rev limit tally lights over the tach, which has a 7,000 rpm redline.
There’s a big center touchscreen with navigation, phone, weather, traffic and gas info, plus main menu buttons lining the base and a real volume and tuning knob. Classic, big a/c knobs are below. Dual USB ports live lower with a rubberized slot for a cellphone – no inductive charging, and no wireless Apple Car Play or Android Auto. The screen and voice command functions also take up to a minute to spool up.
Stitched padded blue leatherette borders a cup holder with stubby gearshift near seat heat and electronic parking brake buttons. The low center armrest hides slim storage, and slides aft to reveal a second cup holder and 12-volt outlet. There’s decent carpeted space behind both seatbacks for a briefcase or more. But the high beltline make for a cozy cockpit, with some neck craning to see what’s coming up he sides – there’s blind spot warning.
Just like the 350Z and 370Z, there’s an alloy crossbar at the front of the shallow trunk under that sleek fastback for body stiffening, room for soft bags here and that’s it, always visible – a cargo net is in a bag Velcro ’ed to the carpet.
Here’s the facts –our 3,602-lb. Z has a twin-turbocharged 3-liter V-6 with 400 hp at 6,400 rpm, and 350 lb-ft of torque from 1,600 to 5,200 rpm, a 6-speed manual transmission handling the gears. It’s covered by a plastic panel, a strut brace over it to stiffen up the works.
Even in Standard mode, our 3,000-mile-old Z launched quickly off the line, V-6 sweetly snarling to 60 mph in 4.7 seconds with a hint of wheelspin at launch and the 1-2 shift. In Sport mode, we had more aggressive engine action to hit 60 mph in 4.5 seconds, a hint more wheelspin in the shift before the rubber grabbed.
The clutch bit quick and smooth, shifter throws light and precise but a bit notchy – auto-rev matching for downshifts is appreciated, with a nice throttle blip.
The G-force meter shows the Z pulls a solid .8Gs on launch as traction control neatly reins in most wheelspin. The engine snarl is a delight without being too annoying, but could be a bit sharper. Those rev lights across the gauge display are cool, but not used much in practice. And tall cups in the cupholders get tapped by the right elbow on shifts.
It averaged just under 20 mpg in spirited driving, mostly in Standard mode, where the V-6 didn’t lug in sixth even when as low as 1,000 rpm. There’s power across the band, passing neatly at highway speed in top gear – a 2-second hill holder is appreciated on starts.
All recent Zs I’ve tested have serious playfulness in curves, but were comfy as grand tourers – the latest is the same. There’s a familiar double-wishbone front suspension with diecast aluminum subframes, and an independent multi-link rear suspension with monotube shock absorbers all-round.
The result is a taut and tightly-controlled, yet supple with potholes handled quickly, a nicely buffered rebound on compression over even some nasty speed bumps. Sharper-edged bumps got a tighter response, but it still isn’t choppy – they are mostly smothered.
Weighing in at 3,536 lbs., didn’t feel as crisp as some lighter sports coupes I’ve tested. But it could be coaxed into a bit of tail-out in corners, easily catchable via throttle as traction control smoothly assisted. On our skidpad, it pulled a steady 1.1 Gs, and even felt fairly flat and very grippy on sharp corners, where it was happy and controlled. The electric-assist power steering had a firm, linear and direct feel, loading up nicely in feel. And those vented disc brakes with 14-inch front/12.1 rear rotors – some joked almost as big as the wheels – had a precise bite high up and great control, no fade and minimal nose dive. And hard stops also garnered a respectable 1.1Gs – that’s serious hang-in-your belt territory.
Call the Z a very nice long distance touring car with all the sport you might need, yet quiet enough, composed and perfectly fine with a commute, or fast corner.
The new Z – just Z – starts at $52,970 for the Z Performance, with standard 5-way mechanical limited-slip differential, RAYS forged alloy wheels, 4-piston front calipers with 14″ rotors and Bose Premium Audio. With $450 paint,$415 premium mats and a few other small options, the final price is $55,985 – which surprised some folks.
Comparisons include the Subaru BRZ/Toyota GR86 brothers as well as the Toyota Supra and Mazda MX-5 Miata RF hardtop convertible. The Supra has 382 hp and 368 lb-ft of torque from a 3-liter twin-turbo six-cylinder. The BRZ/GR86s get a 228-hp four, and is a bit less yen. The Miata gets a 181-hp four, and is also cheaper – and 1,000 pounds lighter. All of them are a bit sharper in handling, the BEZ/GR86 twins really great to play hard with without any vices, the Supra sexiest in looks, the Miata just plain fun – your decision.
Bottom line — Looks that will kill, a hint of enjoyable analog with digital – speed and handling as well as real presence, power and ability.
We’ve had a soft spot for two door BMW coupes since we first stumbled upon a neighbor’s 1988 M3 in middle school. The boxy flared fenders and one short step off the race track look sent our hearts racing and imaginations wandering.
Photos courtesy of BMW
Over the years BMW’s 3 series has evolved, even added a digit and morphed into a 3 and 4 series, all while keeping much of the magic that made us giddy pre-teens. BMW’s latest 4 series offering has a fresh face, one that seems to have polarized much of the automotive world. Whether it’s the fact that it is new or that it just doesn’t work is yet to be seen. To be fair, we’ve taken issue with previous BMW styling statements only to warm up to them over time.
The 2021 BMW M440i is second only to the top tier model M4 in the newly launched second generation 4 series coupe. The new 4 series line up features more power, torque and performance than the previous generation across the board. Our review vehicle, the M440i, may not be the 4 series king, but it is incredibly powerful, features commendable handling and is quite luxurious.
Mild Hybrid, Wild Performance
BMW’s M440i xDrive is powered by a turbocharged inline-6-cylinder engine complemented by a 48-volt “mild-hybrid” system. BMW’s hybrid generator/motor adds to the cars performance by filling in the gaps across the traditional turbocharged powerband. That results in a bit more punch, but also a smoother spirited ride. Power is almost always there when you call for it. The electric motor also works as the engine’s starter.
All in, the system is rated at 382 horsepower and 369 lb-ft of torque. Eleven of those ponies are produced by the mild-hybrid system’s electric motor. That’s not a huge number, but it does make a tangible difference. Gear changes come by way of an 8-speed automatic transmission. Our XDrive-equipped car also features all-wheel-drive.
It wasn’t too many years ago that almost 400 horsepower was considered a wild number. Yes, today’s top trim sport coupes can have 500 plus horses under the hood, but there isn’t much driving fun that can’t be had with the M440i’s capable engine and transmission.
Decades of Development = Benchmark Interior
If you’ve owned a 3 or 4 series BMW in the past 30 plus years you will find the interior of the M440i quite familiar, albeit the product of thoughtful evolution. BMW may not have invented the term “driver-centric interior” but they certainly have created the benchmark. New front power sport seats provide a position of authority for the driver. The center console marks space between front seat passengers, giving the co-pilot a nice piece of real estate as well.
Our M440i features additional soft knee padding on the sides of the console and an M-inspired steering wheel and door sill plates. We call it “M-Lite.” Whatever term you use, the nice little touches add to the overall sporty feel of the coupe.
Rear seat passengers will be pleasantly surprised. Where most BMW coupes would be more aptly described as 2+2 vehicles, the new 4 series has a decent size back seat. Cargo space is also improved over the previous model with 12 cubic feet now available.
Technology that Works
Now in it’s seventh iteration, BMW’s iDrive infotainment is highly functional and intuitive. Granted we’ve literally grown up with the iDrive system, the latest version is the best yet and has the easiest learning curve to date.
The highly-configurable system features an 8.8-inch center touchscreen display and a 5.1-inch color display between the instrument gauges. The “Live Cockpit Professional” option moves up to a 10.25 inch center touchscreen control display and a fully digital 12.3 inch instrument display. Navigation is standard, as is wireless Apple CarPlay and Android Auto.
Safety technology features include lane departure warning with steering correction, frontal collision, pedestrian warning with braking function, blind spot detection, rear cross traffic alert, rear collision preparation, automatic high beams and speed limit information.
Pricing
BMW’s new 4 series starts at $45,600 for the 430i Coupe, $47,600 for the 430i xDrive Coupe and $58,500 for the M440i xDrive Coupe. Pricing does not include $995 Destination.
