2017 Buick Envision
Premium and luxury marks like all brands have seen sedan sales fall as crossovers and SUV’s gobble up more and more market share. What to do? Well, by all means, give the people what they want. Thus, one century old car brand has added yet another crossover to their line-up. Only this one comes with a trans-pacific twist.
The 2017 Buick Envision adds a 3rd arrow to Buick’s crossover quiver, fitting neatly between the much smaller Encore and the much larger Enclave. This middle-child takes aim at the likes of Acura RDX and Lincoln MKC, with plenty of room for adults in all five seating positions.
Addressing the “Made in China” elephant in the room, we saw nothing to give consumers concern. If you’re a rival brand however, you might be a little worried with what Buick has been able to pull off. Is quality on par with Lexus? Well not quite, but darn close, and all design and development work took place here in the U.S.
On the road it feels competent enough, better than expected really; and while there aren’t any actual bells or whistles inside, there are more than enough up-to-date features.
Feel and placement of controls is more Euro-inspired than domestic, there’s a very comprehensive instrument panel with configurable TFT screen, and full connectivity from Buick’s IntelliLink.
The dash is dressed in lots of faux-wood, but it looks good and is well-integrated. Certainly better than some of the bland treatments we’ve seen lately.
Available safety features include GM’s Safety Alert Seat, Surround Vision, and Front Automatic Braking which we found to work perfectly every time, always braking late and hard just shy of our barrier.
Even lesser trims are very well equipped with 8.0-inch touchscreen, heated seats, and a programmable-height power lift gate.
While smooth, ride quality is more Chevrolet-firm than Lexus-plush; and the seats are a little harder than we’d like, but are adequate for the long haul.
As for hauling, rear seats fold almost fully flat with just the pull of the cargo area-mounted levers. Everything seemed a little stiff in operation, but we weren’t sure if that was a build quality issue, or things just needing to get broken in a little.
Max cargo is 57.3 cubic-ft.; and there’s a very good 26.9 with the rear seats up.
The only noise and vibration issue we’ll note is that this particular Envision allowed a little more noise and wind rustle into the cabin than others we’ve driven.
Standard engine is a 197-horsepower naturally aspirated 2.5-liter I4 in front-wheel-drive models. The upgrade is a 2.0-liter turbo I4 that makes 252-horsepower and 260 lb-ft. of torque and comes with all-wheel-drive. Both work through a 6-speed automatic.
Both engines also offer adequate power and operate quietly; but the 2.0-liter is especially peppy, and was our choice for track work.
There, it felt very strong off the line, feeling like all torque is available right from the get-go. A slight bit of tire chirp and we were off to a quick 0-60 of 7.0-seconds flat.
Progressing down the track, automatic shifts were very smooth, but also slow; making our ¼-mile time 15.3-seconds at 92 miles-per-hour.
We battled typical understeer through our cone course; and when pushed too hard, onboard computers launched a fun-killing jab of the brakes to reel you in.
Kept just shy of its limits however, the Envision feels very composed and easy to place where you want it. Steering was actually heavier than expected, with better feel than most in this class. Body roll was present, but far from excessive.
Braking was quite good too. 110-feet was our short stopping distance from 60, with above average stability, and an easy to modulate pedal.
Exterior design is frankly rather beautiful, with a smooth shape and hefty proportions; while body lines are very pronounced. Standard wheels are 18s, though most trims ride on 19s.
Government Fuel Economy Ratings are 20-City, 26-Highway, and 22-Combined. For an Energy Impact Score of 15.0-barrels on yearly oil consumption with 6.6-tons of CO2 emissions.
Base, Preferred, and Essence trims come with the 2.5-liter, starting at $34,990, to which you can add all-wheel-drive. Premium trims, with the 2.0-liter are all-wheel-drive only, and start at $43,245.
While we were clearly impressed with the Envision, it’s actually hard to imagine any luxurious crossover not being a hit at this point and time. And, Buick has already been successful with the Encore and Enclave crossovers. So, we think the 2017 Buick Envision will be as well. After all, it is the very definition of giving the people exactly what they want.
Specifications
- Engine: 2.0 liter turbo I4
- Horsepower: 252
- Torque: 260 lb-ft.
- 0-60 mph: 7.0 seconds
- 1/4 mile: 15.3 seconds @ 92 mph
- EPA: 20 mpg city / 26 mpg highway,
- Energy Impact: 15.0 barrels of oil/yr
- CO2 Emissions: 6.6 tons/yr
2025 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
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.
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.
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
More Fun, More Refinement, More Civic
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.
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.
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