2014 Subaru XV Crosstrek Hybrid

2014 Subaru XV Crosstrek Hybrid

Episode 3351
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

It’s only been on the market for about a year, but the Subaru XV Crosstrek is already one of our favorite Subarus. And now there’s a gas-electric hybrid model to help spread the joy even farther on a tank of fuel. So, just how much more fuel efficient is Subaru’s first hybrid anyway? And do we love the XV more or less for it?

The 2014 Subaru XV Crosstrek Hybrid is the brand’s first hybrid. And we think this rugged little compact CUV is a great choice for entry into the gasoline/electric mix, as a big part of the appeal of the Crosstrek is its “just right” size.

If you don’t choose the hybrid-only Plasma Green Pearl paint, due diligence is required to spot the exterior differences, which are limited to just wheels, chrome door handles, LED tail lights, grille with active shutters, and of course Hybrid badging liberally applied.  

Thanks to the battery’s location, there’s no compromise on interior passenger and cargo space. But, there is no spare tire. So, road side let downs are resolved with a fix-a-flat kit and a prayer. But then spare tires are almost a thing of the past anyway.

Complaints we have about the standard Crosstrek carry over. We hate the radio/nav. interface; and the interior, while it does seem durable, is very plain and Spartan giving the XV an economy car feel. But we do like that the hybrid power flow display is mounted up nice and high on the top of the dash instead of in the nav. screen. The gauges also work well, providing a lot of information in a very clear manner.

As for the internal combusting part of the powertrain, it’s the same 2.0-liter Boxer-4 you’ll find in the regular Crosstrek. But, combined with the electric motor, total horsepower and torque rise modestly to 160 and 163 respectively. Add in the typical stop/start system and all of the hybrid bases are covered. 

Now you might not think you would really notice any differences in daily driving, as the slight power gains have potentially been offset by the additional 276-pound weight gain, but the Hybrid has a very different feel. Especially around town at slower speeds, where the engine seems much more responsive.

Off the line, you feel less lag and sense a more immediate uptick. However, the numbers didn’t bear out our feelings as a 0-60 time of 10.4 seconds is about a half second off what we got in the standard XV. The quarter mile speed was actually slightly faster, 80 in 17.9 seconds.

We found the electric boost quite noticeable going from light to heavy throttle, where you get an almost turbo-like quick kick. The Hybrid’s sportier feel is also noticeable through the slalom, as the suspension has been retuned and steering ratio quickened. 

On road, the Crosstrek Hybrid is a solid citizen, with a ride that stiffer than the typical Subaru family truckster, but that plays to the rugged image. Ground clearance remains the same great 8.7-inches. So, combined with the “business as usual” standard all-wheel-drive system, and there’s no questioning the all-weather prowess of the Crosstrek Hybrid. Which we experienced firsthand, during some early drive time in Iceland. 

As for the fuel efficiency, Government Fuel Economy Ratings are up to 29-City, 33-Highway, and 31-Combined…overall a 3 MPG jump over the regular XV. But, unlike most hybrids, we were easily able to beat the ratings without even trying, averaging 35.0 miles-per-gallon of Regular. The Energy Impact Score has also improved, now burning just 10.6-barrels and emitting 4.8-tons of CO2 annually. 

Those gains might not be huge, but every little bit helps. And when you can do it in a vehicle that feels peppier than the original it’s a win-win. 

So while it still might be a tough sell to someone looking for Prius style MPGs; if you’re looking for a small all-wheel-drive wagon that delivers way more than class typical fuel economy and response, you won’t mind paying $26,810 for the Hybrid. That’s a modest $3,000 addition over the more sparsely equipped 2.0i XV Crosstrek Premium.

So, has our adoration of the Subaru XV Crosstrek grown or not? Well, that’s hard to say. But, it certainly hasn’t waned. It’s not a ground breaking hybrid and it doesn’t claim to be. We much prefer the under-promise and over-deliver approach as not only has it gotten more fuel efficient but it’s gotten livelier. And there’s always a market for a product that’s both greener and greater!

Specifications

  • Engine: 2.0-liter
  • Horsepower: 160
  • Torque: 163 lb-ft.
  • 0-60 mph: 10.4 seconds
  • 1/4 mile: 17.9 seconds @ 80 mph
  • EPA: 29 mpg city/ 33 mpg highway
  • Energy Impact: 10.6 barrels of oil/yr
  • CO2 Emissions: 4.8 tons/yr
2025 Infiniti QX80 1

2025 Infiniti QX80

Infiniti’s Flagship SUV Sets A Course For Extravagance

Episode 4437
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.

Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.

You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.

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Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.

And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.

It's an impressive looking utility from any angle.

In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.

It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.

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A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.

Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.

Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.

The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.

Specifications

As Tested

  • Engine: 3.5-liter twin-turbo V6
  • Transmission: 9-speed automatic
  • Horsepower: 450
  • Torque: 516 lb-ft.
  • EPA: 16 City | 19 Highway | 17 Combined
  • 0-60 mph: 6.3 seconds
  • 1/4 Mile: 14.7 seconds at 95 mph
  • Braking, 60-0 (avg.): 115 feet
  • MW Fuel Economy: 18.6 mpg (Premium)
2025 Honda Civic Si & Hybrid 20

2025 Honda Civic Si & Hybrid

More Fun, More Refinement, More Civic

Episode 4436
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

If you’re looking at buying a Honda Civic Si instead of a standard Civic, chances are, you’re the kind of driver that actually enjoys being behind the wheel and wants a fun-to-drive car that injects some pure enjoyment into your daily grind. Well, good news! There’s an updated Civic Si that promises to deliver more fun and refinement than ever!

The 2025 Honda Civic Si spearheads a revised Civic lineup that also sees the return of a Hybrid to the roster, something that’s been missing since 2015. This 11th-gen Civic first arrived for 2021, and gets a slightly more aggressive look for ‘25 with an updated front fascia and grille.

And while it remains available as either a four-door sedan or five-door hatchback, the Si comes only as a sedan with a hex pattern grille, gloss black trim and aero enhancements, both up front and in the back, with a decklid spoiler. Other Si upgrades include larger brakes and 18-inch V-spoke wheels for the optional summer performance tires.

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Honda claims the chassis has been stiffened and the suspension retuned for 2025; and it certainly makes for a fun driving little car, though it’s hard to call this current Civic little anymore, as dimensions and interior space are more midsize these days. Under the Si’s hood is Honda’s tiny but mighty 1.5-liter turbo-four engine, furiously spinning up its 200 horsepower and 192 lb-ft of torque. The Si comes exclusively with a six-speed manual transmission with a miniature shift knob and very light clutch enhancing its definitely playful vibe.

At our test track, once we got some heat in the front tires and figured out the best traction control settings, we were able to rip off consistent 6.9-second runs to 60. Not crazy quick, but the free-revving engine and manual trans made for a totally engaging experience. Our best quarter-mile, 15.1 seconds at 94 mph. But it was in our handling course where the fun really jumped up, slicing through the cones like we were in a video game. Yet it also felt well planted the entire time, grip was plentiful, and body roll minimal. Consistency, too, in braking runs, repeatedly stopping in a mere 92 feet from 60 mph.

Our handling course [is] where the fun really jumped up, slicing through the cones like we were in a video game.

No matter which Civic you choose, you’ll get plenty of standard content, including auto climate controls and illuminated steering wheel controls, plus more color choices for ’25. The funky lattice-style dash trim carries over, the Si getting racy red accents and manually-adjusted cloth seats that definitely are sporty. While over in the Hybrid, things take a classier turn with Sport Touring getting leather-trimmed seats, the 9-inch version of their touchscreen infotainment setup with Google built in, a 10.2 digital instrument cluster, 12-speaker Bose audio, and wireless phone charging.

Following Honda’s current marketing strategy, the returning Hybrid will be available in upper trims only, specifically Sport and Sport Touring. It uses a combination of naturally aspirated 2.0-liter I4 engine and Honda’s Two Motor Hybrid system for a 200-horsepower total. Yes, that’s exactly the same as the Si, and the Hybrid setup out-torques bigtime with 232 lb-ft, 40 more than the Si.

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The hatchback’s Government Fuel Economy Ratings are 50 city, 45 highway, and 48 combined. We only managed to wrangle 43.5 mpg of regular in our wintertime driving loop.

The Sedan’s numbers are a little better than the hatchback’s; and while that additional fuel economy is great, with all of that torque, the new Civic throws it back to the original Accord Hybrid, having a bit of a performance bent to it, including a Sport Drive mode that heightens throttle response and tightens up steering. It also gets a unique gauge display and active sound inside the cabin. There are also four levels of regen braking with shifter-style adjustment paddles on the back of the steering wheel. And unlike the Si, you can get the Hybrid as a five-door hatchback, which most of our staff really enjoy looking at and everyone can appreciate its 24.5 cu.-ft. of cargo space and folding seatback flexibility.

Civic pricing starts at $25,400 for a base LX sedan. Hybrids start with Sport Hybrid at $30,100. The hatchback is a bit more at $31,300. Si comes in at $31,400, just below the range-topping Sport Touring Hybrid at $33,100.

While at times the Civic has been more of a blank canvas that buyers could customize to make it their own, this 11th-gen already offers something for just about everyone, whether you’re a high-revving gear shifting driving enthusiast, a luxury-minded fuel sipper or something in between. The 2025 Honda Civic is the total package. One high quality, not-so-small car that delivers more fun and more refinement than ever.

Specifications

Civic Si

  • Engine: 1.5-liter turbo-four
  • Transmission: 6-speed automatic
  • Horsepower: 200
  • Torque: 192 lb-ft
  • 0-60 mph: 6.9 second
  • 1/4 Mile: 15.1 seconds at 94 mph
  • Braking, 60-0 (avg): 92 feet

Civic Hatchback Hybrid

  • Engine: NA 2.0-liter I4
  • Transmission: eCVT
  • EPA: 50 City | 45 Highway | 48 Combined
  • Horsepower: 200
  • Torque: 232 lb-ft
  • MW Fuel Economy: 43.5 mpg