The 2021 Lexus RC 350 F Sport Makes Commuting a Relaxing and Thrilling Experience

by Gabrielle DeSantis

If you’re looking for a sports car that’s fun to drive, but won’t punish you for doing so, then the 2021 Lexus RC 350 F Sport is a great choice. There are a few other options on the market, like the Audi A5 and BMW 4 Series, but neither of them has the same softness and comfort that the Lexus has. I found this out after spending a week driving the RC 350 F Sport, which proved to be relaxing and thrilling for every commute.

The Lexus RC 350 is snug but comfortable

2021 Lexus RC 350 F Sport | Joe Santos

RELATED: Is the Lexus RC F Track Edition Worth the Money?

When you’re standing next to a Lexus RX 350 F Sport, it’s hard not to judge a book by its cover. I say that because the car’s two-door silhouette and low-slung stance make it look like a more serious race car. However, that’s not really the case.

Slide into the driver’s seat and you’ll be greeted by supple leather that’s fortified by bolstering on your kidneys and thighs. Whether you’re the driver or the passenger, you’ll be coddled by the race-like seats and sigh in relief as they hold you with some grip. Even the three-spoke steering wheel is comfortable to hold and it’s even heated for those cold winter nights.

It’s also easy to think that driving the RC 350 could be a chore since its coupe body style lends itself to poor visibility. But that’s not the case as the visibility out the front, rear, and side windows are good, but there is a blind spot in the smaller rear-quarter windows. That’s no issue, though, as the car does have blind spot indicators.

I took a two-hour commute in the Lexus RC 350 and ended the trip feeling just how I started it: fresh and relaxed. Fortunately, I didn’t have any rear-seat passengers as that space is really only reserved for small children or adults without legs. If there were anyone back there, then I’m sure my trip would have ended with complaints.

rear three quarter 2021 Lexus RC 350 F Sport shot
2021 Lexus RC 350 F Sport | Joe Santos

RELATED: Hardcore Lexus RC F Is Out for Blood

Power is plentiful and loud

A rear shot of the 2021 Lexus RC 350 F Sport
2021 Lexus RC 350 F Sport | Joe Santos

Although the 2021 RC 350 is very comfortable to drive, it’s still pretty sporty as well. Under the hood is a 3.5-liter V6 engine that pushes out 311 hp and 280 lb-ft of torque mated to a six-speed automatic transmission. That’s a lot of power, but it is lugging around nearly 4,000 pounds of sheet metal and plastic, so the car does feel heavy upon acceleration and through the corners.

I was able to drive spiritedly through some canyon roads and it held the lane just fine and provided a good amount of thrills. However, some of those thrills were attributed to the sporty engine sounds being piped in through the Mark Levinson premium sound system.

The RC 350 is still a quick car, nonetheless. But it’s less of a race car and more of a sports coupe combined with a luxury cruiser.

There are different drive modes as well

a front shot of the 2021 Lexus RC 350 F Sport
2021 Lexus RC 350 F Sport | Joe Santos

In addition to a comfortable ride and a potent engine, the Lexus RC 350 F Sport also has a few different drive modes to select from. There’s an “Eco” mode for when you want to save fuel, a “Sport” and “Sport +” mode for when you’re feeling edgy, and a “normal” mode for when you’re feeling more normal.

I didn’t notice a massive difference between any of the modes, but there’s definitely an auditory difference when you twist the dial to “Sport +.” The throttle also becomes more responsive, the steering a little tighter, and the exhaust has more grunt. But even then, that mode only added a little more to the sporty driving experience. So it’s safe to say, that if you want a comfortable cruiser with a little more “oomph,” then the Lexus RC 350 could work for you.

The post The 2021 Lexus RC 350 F Sport Makes Commuting a Relaxing and Thrilling Experience appeared first on MotorBiscuit.

/by

Can You Tow With an Electric Vehicle?

by Gabrielle DeSantis

One of the most valuable aspects of owning an electric vehicle is the amount of torque that they produce from the moment you step on the throttle. Since an electric motor creates torque instantly – compared to an internal combustion engine that has to spin to a certain RPM first – there is plenty of power on tap from the get-go.

Considering there is so much power on hand, you would think that just about any electric vehicle on the market work well as a tow vehicle. But as it turns out, being able to tow something has more to do than just having ample power.

There are a few factors when it comes to towing with an EV

A Tesla Model 3 Towing | Youtube

RELATED: Mitsubishi’s Cheap Electric Car Was Too Good To Be True

If you look at the current landscape of available electric vehicles in the market today, you’ll notice that only a select few are rated for towing. According to Autocar, there are a number of reasons for this, and it’s not because you can’t hook up a tow bar to any EVs.

One of the main drawbacks to any EV is mass. Since battery packs are heavy, many EVs tend to weigh more than their internal combustion counterparts. This means that if you add more weight to an already heavy vehicle that’s not really meant for towing, there could be a lot of stress on the EV drivetrain and electric components.

Additionally, Autocar reports that any EVs regenerative braking system could be a “limiting factor.” When you hit the brakes in an electric vehicle, the electric motors put energy back into the battery. This regenerative braking effect is specifically tuned to the vehicle’s curb weight, so adding more weight with a heavy trailer could add too much kinetic energy pouring into the system. You can disconnect the regenerative braking system, but the weight could still be too much for the EV’s friction braking system.

Towing can decrease range as well

A white Tesla Model X
Tesla Model X | VCG/VCG via Getty Images

RELATED: The Tesla Model S’ Greatest Competitor Starts At $69,900

The other elephant in the room when it comes to an electric vehicle towing a trailer is the notion of electric range. While vehicles like the Nissan Leaf or any Tesla can pride themselves on having the best range possible, you can expect that range to be cut in half when towing, according to Shop All Cars. Additionally, you’ll have to drive much slower when towing with an EV, so you can forget about using “Ludicrous mode” in your Model X.

Which electric vehicles can tow?

A blue 2021 Audi e-tron on the street
2021 Audi e-tron | Audi

RELATED: Can the All-Electric BMW iX Dethrone the Tesla Model X?

If you’re really itching to tow a trailer without using a drop of gasoline, then you might have to wait for the Tesla Cybertruck or Hummer EV to make its way onto the scene. But if you can wait any longer, then the following EVs can get the job done:

  • Tesla Model X: Up to 5,000 pounds
  • Audi E-Tron: Up to 4,000 pounds
  • Tesla Model Y: Up to 3,500 pounds
  • Volvo XC40 Recharge: Up to 3,300 pounds  

There have been other EV owners that have successfully hooked up tow equipment and trailers to smaller cars – like the Tesla Model 3 in the video below. However, we would suggest doing so with caution. Again, just because EVs put out a lot of torque, it doesn’t mean that they can tow like a Ford F-250. But there will be viable tow-ready options in the market soon enough.

The post Can You Tow With an Electric Vehicle? appeared first on MotorBiscuit.

/by

The Most Popular 2021 Subaru Forester Trim Isn’t Necessarily the Best

by Gabrielle DeSantis

The 2021 Subaru Forester continues to live up to Subaru’s reputation of making good, high-quality cars, and as a result, Subaru has sold quite a few Foresters already. That being said, not all Forester trims are created equal, and some are just better than others. Here’s a look at why the most popular 2021 Subaru Forester trim probably isn’t the best.

The 2021 Subaru Forester, according to Edmunds, has four trim options, and the most popular trim also happens to be one of the most expensive. The Limited trim, which starts at about $35,000 MSRP, is the second most expensive Forester trim. For comparison, a regular Forester starts at about $27,000 MSRP, and the most expensive trim, the Touring trim, starts at about $37,000 MSRP.

Like most expensive trims, the Limited trim builds on the other trims. For example, the Limited trim gets the other trim’s standard features, which include things like 18-inch alloy wheels, blind-spot monitoring, and a panoramic sunroof, just to name a few.

On top of that, the Limited trim also gets leather upholstery, an 8-inch touchscreen display, dual-zone automatic climate control, and a powered liftgate.

While those features as well as all the other features that come with the Limited trim make it a worthy purchase, it may not actually be the best trim. That honor would have to go to the Premium trim.

Why the 2021 Subaru Forester Premium is great

The 2021 Subaru Forester | Zhe Ji/Getty Images

RELATED: The 2021 Subaru Forester Is Far From the Best in This Area

The Premium trim, which starts at about $30,000 MSRP, is the most affordable trim option for the Subaru Forester. As such, the Premium trim strikes a great balance between value and features, according to Car and Driver. 

This is largely because the standard Forester isn’t a bad car by itself, and the Premium trim, for a low premium of about $3,000, pushes the Forester into new heights. For example, Car and Driver said that the exterior upgrades, which include 17-inch alloy wheels, a rear spoiler, and new side-view mirrors, all make the Forester look far better overall.

Furthermore, the interior upgrades are notable, too. The Premium trim gives the Forester tech upgrades by providing it with keyless entry, push-button start, and a Wi-Fi hotspot as standard. The Premium trim also gives the Forester comfort upgrades, as it comes with a panoramic sunroof, heated front-row seats, and a heated steering wheel, among many other things.

How the Premium trim compares to the Limited trim

Since the Premium trim of the Subaru Forester is supposed to strike a balance between value and features, it naturally doesn’t have as many features as the more expensive trims.

Indeed, the Limited trim has all the features that the Premium trim has, and then some, as the Limited trim also has features from the Sport trim. But of course, for those features, customers are paying a much higher price than they would if they had picked the Premium trim instead.

There’s a $5,000 difference between the Premium and Limited trims, and ultimately, it’s up to customers to decide whether that’s a fair price to pay for the additional features that the Limited trim offers.

But as Edmunds wrote, customers are ultimately deciding that the $5,000 premium is worth it, as the Limited trim is more popular than the Premium trim is. 

This may simply come down to the fact that the Forester is a very affordable SUV, no matter what. While the $35,000 MSRP price tag of the Limited trim isn’t cheap by any means, it’s also not a ridiculous amount of money.

As such, many Subaru fans probably think that the extra cost is worth it since they are buying an SUV that they know they’ll love.

The post The Most Popular 2021 Subaru Forester Trim Isn’t Necessarily the Best appeared first on MotorBiscuit.

/by

Why Did This 1987 Buick GNX Just Sell for $205,000?

by Gabrielle DeSantis

In the late ‘70s and early ‘80s, it seemed the days of muscle cars were truly over. However, a handful of models, like the GMC Syclone and the ‘90s Chevy Impala SS, showed American performance wasn’t quite dead yet. And preceding both was the Buick GNX, the faster and more extreme version of the already rapid Grand National. But as iconic as the GNX is, does its status and history deserve a $205,000 price tag?

The Buick Grand National shook off the doldrums with turbocharged grunt

1986 Buick Grand National | Bring a Trailer

Today, Buick focuses purely on luxury vehicles. But back in the ‘60s and ‘70s, it, Oldsmobile, and Mercury had significant performance credentials, Hagerty explains. However, as the ‘80s rolled in, in the eyes of enthusiasts, Buick had lost its edge, Car and Driver reports.

So, it decided to stir things up by entering NASCAR, where it won the manufacturer’s trophy in 1981 and 1982, Hagerty reports. And it celebrated by releasing the 1982 Regal Grand National. But that was just the beginning of the Buick Grand National’s story.

The 1982 Buick Grand National has naturally-aspirated V6s. And the following year, Buick gave the Regal a turbocharged powertrain, creating the Regal Turbo-T, Hagerty reports. But the Grand National most remember arrived in 1984 with an all-black paint job and even more performance. Performance that only grew over the years.

Each 1984-and-later Buick Grand National has a 3.8-liter turbocharged V6 with a four-speed automatic, MotorTrend reports. At first, the V6 made 200 hp and 300 lb-ft. But in 1986, thanks to a new air-to-air intercooler and several internal tweaks, output jumped to 235 hp, The Drive explains.

And by the end of production in 1987, the Grand National offered 245 hp and 355 lb-ft, Automobile reports. By that point, it went 0-60 mph in 6.1 seconds and could out-run a C4 Corvette in the ¼-mile, MT and The Drive report.

And the Buick GNX was a luxury muscle car that could out-run supercars

A black 1987 Buick GNX drives at high speeds down a road
1987 Buick GNX side | GM

But Buick saved the best for last and gave the Grand National one last hurrah: the 1987 GNX. And performance-wise, the wait was worth it.

ASC and McLaren’s engineering division further tweaked the 3.8-liter V6, giving it upgraded internals, a new turbocharger, a retuned ECU and fuel-injection system, and a sportier exhaust. ASC also stiffened the chassis, strengthened the rear suspension, and upgraded the transmission, Car and Driver reports. And the Buick GNX also gained new aluminum wheels, a transmission oil cooler, and fender flares with functional cooling louvers.

RELATED: Jay Leno’s 2002 Pontiac Firebird Trans Am WS6 Still Makes Him Smile

As a result, the 1987 Buick GNX has 276 hp and 360 lb-ft and goes 0-60 mph in 4.7 seconds, The Drive reports. That’s faster than a Lamborghini Countach. And a ¼-mile time of 13.1 seconds put it in ‘80s supercar territory. Even by modern muscle car standards, the GNX is impressively quick.

The $205,000 1987 Buick GNX is the most expensive Grand National ever sold on Bring a Trailer

The front 3/4 view of a 262-mile black 1987 Buick GNX in a tree-lined parking lot
1987 Buick GNX front 3/4 | Bring a Trailer

In short, the Buick GNX has a secure spot in performance-car history, especially after it was nicknamed ‘Darth Vader’s car.’ Still, the idea of paying $205,000 for one might strike some as odd or excessive. Nevertheless, that’s exactly what one Bring a Trailer bidder recently did.

On May 14th, 2021, one BaT bidder paid $205,000 for a 1987 Buick GNX. That’s not quite a record-breaking amount for a Grand National, but it’s close. The last GNX ever made sold for $220,000 in a 2017 Mecum auction, Hagerty reports. However, this GNX is the most expensive one sold on BaT; the previous record-holder ‘only’ sold for $200,000 in 2019.

The gray-and-black front interior of a 1987 Buick GNX with the factory plastic seat wrapping
1987 Buick GNX front interior | Bring a Trailer

RELATED: This Oldsmobile Cutlass Could Hang With the Honda Civic Si

But what exactly prompted such a high auction price? For one, it’s an iconic 1980s performance car, making it Radwood royalty. And because the classic car market is currently dictated by those with an appreciation for the ‘80s and ‘90s, cars from this era are rising in value.

Secondly, the Buick GNX is a rare car. Production was originally limited to 500 examples but later increased to 547. Plus, it’s a one-year-only model that’s demonstrably improved over the already fast Grand National.

The 3.8-liter turbocharged V6 in the engine bay of a black 1987 Buick GNX
1987 Buick GNX engine bay | Bring a Trailer

RELATED: A Pristine 1985 Honda CRX Si Explains Why Radwood-Era Car Values Are Up

Thirdly, this 1987 Buick GNX only has 262 miles on the clock. It still has the factory plastic wrap on the seats. True, ultra-low-mileage cars can sometimes be headaches. But in terms of market value, low mileage usually means more money. Though interestingly, the previous record-holder only had eight miles on its odometer.

Was it worth it?

In terms of average market price, this $205,000 1987 Buick GNX is a notable outlier. Other GNXs have sold for less than half that price on BaT. And a pristine 1987 Grand National typically sells for less than $60K, Hagerty reports.

RELATED: Cars and Bids Bargain of the Week: 1995 W124 Mercedes-Benz E320

With classic cars, the ‘worth it?’ question is as much emotional and financial. Seeing as the previous record-holder had even fewer miles, in raw monetary terms, this one was arguably a bit overpriced. But the GNX is likely the winning bidder’s dream car. Since they could afford the best, they bought the best.

Follow more updates from MotorBiscuit on our Facebook page.

The post Why Did This 1987 Buick GNX Just Sell for $205,000? appeared first on MotorBiscuit.

/by