No major changes for the 2022 Nissan Leaf, but it does get a price cut to make it more enticing to those seeking an affordable EV. (Images: Nissan)
This is, for the moment, the least expensive new EV you can buy in the U.S.
While the 2021 models started over $30,000 — before any applicable tax incentives — the 2022 Nissan Leaf is getting a major price drop to keep it competitive. Nissan still touts their early arrival in the segment, with their stake as the “first automaker with a globally-available mass-market electric vehicle”, but they’re hardly alone in the segment these days. They maintained a value proposition against the more premium Tesla, but now mainstream automakers like Hyundai and Kia are joining the fight. General Motors, for their part, is investing billions into R&D and promising an onslaught of all-electric models in the coming years. Even right now, their updated Chevy Bolt ever so slightly undercut the aging Leaf.
The base 2022 Nissan Leaf S kicks off at $28,375 (including $995 destination). That’s a substantial $4,245 off last year’s price, and that’s before you get into available incentives. The $7,500 federal tax credit is still available, and some state tax credits may bring the effective price (after you receive those credits, that is) under $20,000.
We’re not getting any major changes here, apart from the price cut. CHAdeMO DC fast charging is now available across the entire range, while the SV Plus trim gets features from the prior Technology Package as standard equipment. That includes a power-adjustable driver’s seat, ProPilot Assist and an Intelligent Around View 360-degree camera. As before, the 2022 Nissan Leaf comes in a 40-kWh version and 62-kWh “Plus” model, with 149 and 226 miles of range respectively.
2022 Nissan Leaf trim walk
The Leaf S Plus, Nissan’s long-range version of its long-running EV, starts at $33,375. You get an even larger drop of $5,845 off the 2021 version. Even at the top end, the fully-loaded Leaf SL Plus tops out at just $38,375.
Here’s how the new price structure looks across the whole range:
Trim
Standard Range (149-mile range)
Plus (215 to 226-mile range)
S
$28,375
$33,375 (226 miles)
SV
$29,775
$36,375 (215 miles)
SL
— (Not available)
$38,375 (215 miles)
Thanks to the new price cuts, the 2022 Mini Cooper SE, at $29,900, is now the second cheapest EV you can currently buy. We did just buy one of those, which you can check out below:
It may not be as flashy as some other supercars out there, but this generation Acura NSX has always had its own approach. (Images: Acura)
The Acura NSX will soon be no more.
On Monday, the automaker shared a quick look at the limited-production NSXType S supercar that’s in the pipeline. It’s only going to 350 lucky buyers worldwide, but there’s more to the story than that. Acura is closing a chapter on the current generation NSX — the hybrid supercar it’s built since 2016. To send it out, this version promises more power, quicker acceleration, improved handling and “a more emotional driving experience”.
Over the past five years, Acura shifted more than 2,500 current NSXs worldwide. Sales are slowing, though, and now seems as good a time as any to send the five-year-old flagship out in a blaze of glory. To that end, the company says it will open up orders to interested customers on the Type S as of August 12. 300 of the limited run will go to the United States, with just 50 units divvied up throughout the rest of the world. This is also the first time Acura’s sold a Type S model outside Japan.
Full specs are not out just yet, but even through that relatively vague statement, we know what to expect. An improvement on the twin-turbo V-6 hybrid system’s 573 horsepower, as well as a 0-60 time even closer to 2.5 seconds than some folks can already manage. Expanding beyond the NSX’s fate, Acura says it “will continue to pursue sports cars in the electrified era.” As quick as this car is, it seems like the brand may have one hell of a replacement up its sleeve after this model rolls into the history books later this year.
It’s good to keep an optimistic eye to the future, but I’m still going to pour one out for the fantastic NSX.
Building on the updated Santa Fe’s new styling, the XRT appearance package goes a step further with a matte black grille, more robust-looking cladding, new 18-inch wheels, and bespoke side steps. You also get dark silver front and rear “skid plates” — and we’ll cover why I have that in quotes in a moment. Finally, black mirror covers, side and cross rails round off the rest of the XRT package.
Under the hood, the Santa Fe XRT brings the entry-level 2.5-liter Smartstream four-cylinder engine to the table. You get a reasonably punchy 191 horsepower, mated up to an 8-speed automatic transmission with either front- or all-wheel drive.
Inside, the Santa Fe XRT brings the same sort of kit as the SEL trim with the Convenience package added on. That means you get Hyundai’s smartphone-tied Digital Key functionality, an smart liftgate, power-folding rear seats and a 12.3-inch digital instrument cluster.
Pricing and availability
What you won’t get as part of this package is major off-road capability, as you probably already worked out. This is an appearance package at its core, though Hyundai’s HTRAC all-wheel drive system has proven capable in light off-roading situations. That said, Hyundai isn’t charging an arm and a leg for this package over the normal SEL with Convenience, either. Front-wheel drive models start at $33,485, while the all-wheel drive version comes in at $35,185 — a $600 premium.
The 2022 Hyundai Santa Fe XRT is hitting dealers now, so you should be able to check one out in the near future, if you’re so inclined. Check out the video below to get a better sense of how the current (pre-facelift) model copes in the dirt:
The first shot of our 2022 Mini Cooper SE — it’s a fun little EV, but can this car hack it on an actual road trip? (Image: TFLcar)
Can the latest 2022 Mini Cooper SE handle a decently long road trip?
Here in the TFL office, we’ve ran the gamut of Tesla’s current lineup, through the Model 3 to the Model X, then the Model Y. After a year-long stint, it’s time to say goodbye to Tesla for now — but that doesn’t mean we’re giving up on EVs. In fact, Roman and Tommy decided to pick up the least expensive EV you can currently buy (at $30,750 to start including destination): the Mini Cooper SE.
Now, spec up the all-electric Mini hardtop through the Signature or Iconic trims then fiddle with the available options, and it’s easy to push this small car up into a higher price point. That said, the base model is comparably priced to the standard Nissan Leaf, not to mention having a more playful disposition. Trouble is, with just an EPA-rated 110-mile range, the Mini Cooper SE may struggle on a longer road trip. Or will it? To find out, the guys take our new electric Mini on a nearly 500-mile excursion from Sandia Mini in Albuquerque, New Mexico back to our HQ in Boulder, Colorado.
Our Mini, by the numbers
Fortunately, the Mini Cooper SE does support DC fast charging up to 50 kW. Not the fastest by a long shot, but some form of rapid charging does at least beat waiting ages to top up the battery on a 7.2-kW Level 2 AC charger. Mind you, fast-charging any EV is always quickest between about 10 percent and 80 percent State-of-Charge (SoC). Outside that range, the charging time will increase dramatically as it ramps up then comes back down when the battery is near 100%. With 181 horsepower on tap, Mini says the electric model should run from 0-60 in 6.9 seconds.
All in, our $37,500 Mini Cooper SE (before manufacturer incentives and tax rebates) did eventually make it back to our base, as you’d expect. Along the way, Roman and Tommy had to drive to conserve energy between Electrify America charging stations — and experienced one error when they arrived in Colorado Springs, Colorado. Some stations actually had “slow as hell” written on sticky notes, as posted by other users. For their part, Electrify America did comment on that issue in some areas, saying they are “working on enhancements”.
While they did manage to make it back to Boulder, it did take quite awhile longer than a conventional internal combustion car or even a longer-range EV. So, it’s something to keep in mind if you’re shopping a Mini Cooper SE, but it’s still a smile-inducing city car nonetheless. Overall, the guys went 484.1 miles, and spent $21.69 on electricity.
Toyota Corolla Cross pickup rendering via: KDesign AG / Behance.net
In this week’s Ask Nathan:
This Toyota Corolla Cross pickup can’t be real – is it?
JLR blundered the Land Rover Defender – as you found out.
Your Nissan Pathfinder got crunched!
The first question comes from a fan who caught an image (rendering) of a Toyota Corolla Cross pickup.
Q: (Via: NathanAdlen@Twitter) Saw this image of a Toyota Corolla Cross pickup and lost my mind!
There’s no way this can be real. Am I right? Maybe it is with the Maverick and Santa Cruz now living in our market. Hard to say.
— Teddy K.C
Toyota Corolla Cross pickup rendering via: KDesign AG / Behance.net
A: It appear to be a rendering only, but a Toyota Corolla Cross pickup would be pretty sweet!
You’re right about the fact that we now have a growing selection of crossover (car-based) pickups in the United States. In terms of Honda and Hyundai, the Ridgeline and Santa Cruz are their only pickup option available here. Ford’s Maverick is different as it gives buyers a starting point among many pickup choices.
Image: Hyundai
I like all of them to be honest. They address different needs and, in some cases, are potential bargains.
The idea of an even smaller pickup, which is what the Toyota Corolla Cross pickup would be (if it were built), may not be realistic here. Currently, the Corolla Cross has a 103.9 wheelbase with an overall length of 175.6 inches. Even by stretching the platform, it would most likely be smaller than the Maverick and Santa Cruz. That might mean between 36 and 42-inchs in length, which is the same as the Subaru Baja. Simply put – that would be tiny.
2006 Subaru Baja (Image: Subaru)
Still, the idea of having a smaller, less expensive option among Toyota’s pickups is appealing. Ford is doing that with their Maverick, and it appears to tick the right boxes for many consumers. We’ve seen an outpouring of interest for the Maverick from the public thus far, and rightfully so.
Image: Ford
Could Toyota benefit from doing something similar? I think so, but my gut tells me it would have to be a bit larger than the upcoming Corolla Cross. Maybe a RAV4 pickup??
By the way, we’ll be posting several hands-on reviews of the 2022 Toyota Corolla Cross in the upcoming weeks. Stay tuned!
— N
The next question/statement comes from our recent YouTube video which featured (among others) our 2021 Land Rover Defender… on 20-inch wheels.
Q: (Via YouTube) Good work guys! But we all knew that would happen.
There were consultants that pleaded with Land Rover Jaguar during its development (I have inside information) to permit smaller rims. But they didn’t listen. Their priority was to build a tourer that could also go off-road. Not the other way round – exactly like almost all the cars they already make.
Go figure.
— 4xoverland
A: It boggles the mind Andrew.
Most of the comments about the tire debacle have been rather unfavorable. All of us at TFL Studios were scratching our heads too. I know we’ve shown early examples of the new Defender to be unreliable, but this one was damn good. We did some serious off-roading on other types of terrain, and its performance was outstanding.
We all knew that this tire and wheel combination would become an issue at some point. As you have seen in this video – our luck ran out… big time.
I truly love this new Defender, it has so much going for it; which is why I am struggling with JLR’s decision to not allow for a better off-road wheel and tire combination on our model. Yes, other variations can get a better setup (honestly, it’s not that much better), but why not give us something even more capable?
Believe me, it got worse. (Image: TFLcar)
Note: currently, all 110’s with the 3.0L P400 i6 MHEV get 20-inch wheels standard. The 2.0L P300 i4 can get the 18″ Style 5093, Gloss White Steel. We don’t know why.
Fanboys argue that no one would ever take their pricey Land Rover Defender off-road like we did. I call BS on that sentiment. People do, or (at the very least) they want to. Look, the automaker DID build a capable vehicle that CAN seriously off-road. Unfortunately, somebody opted to hamstring the vehicle by not providing a proper wheel/tire combo.
The outcome is not a good one for JLR, which is a shame. Had they given consumers something less street-chic and more off-road savvy, it would look better for everyone.
Watch the video and you’ll see what I mean.
The last question comes from a fan who saw my Twitter post about my old friend (2008 Nissan Pathfinder) getting crunched.
Image: TFLcar
Q: (via Twitter@NathanAdlen) Just saw your Tweet about your awesome R51 Nissan Pathfinder getting rear-ended.
The photo looks like it was hit by a tall truck like a Semi! BAM! Is everyone ok?
As you can see in the photo, it was hit by something tall. Well, that vehicle was a lifted Jeep Cherokee XJ with a heavy-duty steel bumper. It was just high enough to snag the upper part of the rear bumper and plow into the hatch.
Fortunately, all of the occupants were A-OK. Even with the Pathfinder being perfectly drivable, the expense of the repair looks daunting. It may have to go away.
Audi’s new performance e-tron EV comes in both standard GT and hotter “RS” flavors. (Images: Audi)
Roman goes hands-on with two 2022 Audi e-tron GT models and takes a deeper dive into what makes them tike.
The time has finally arrived as we get to look at Audi’s performance EV up close, and Roman take us through two of them. Why? Because one of the two e-tron GT models is ridiculously fast, and the other one is even faster! Based on the same platform as the Porsche Taycan, these two Audis are base priced at $99,900 (GT) and just under $140,000 (RS).
We get a look and the 2022 e-tron GT and the RS e-tron GT, and they’re both epic — at least on paper. Here’s the quick and dirty on each vehicle.
2022 Audi e-tron GT
The standard GT model has an EPA-estimated maximum range of 238 miles. You get dual motors producing total of 469 horsepower, or up to 522 hp in overboost (with launch control). It makes 464 lb-ft of torque normally, and 472 lb-ft with overboost. According to Audi, this version goes from0-60 mph in 3.9 seconds, and has a top speed of 152 mph.
2022 Audi RS e-tron GT
The 2022 Audi RS e-tron GT has an EPA-estimated maximum range of 232 miles, which is a bit less than the GT – but it has a lot more power. Audi says the RS variant makes 590 horsepower and up to 637 horsepower with overboost. With 612 lb-ft of torque, the RS can accelerate from 0-60 mph in 3.1 seconds and has a 155 mph top speed.
There is an option for rear wheel steering which allows the rear wheels to turn maximum of 2.8 degrees. The rear wheels turn in the opposite direction from the front wheels at speeds up to about 30 mph. Above 30 mph, they turn in the same direction.
Whichever Audi e-tron GT model you choose, you’ll have the opportunity to use DC fast charging up to 270 kW. That provides 180 miles of range in about 22 minutes, according to the manufacturer’s specs. On that front, Audi says the e-tron GT has the quickest charging times from 5% to 80% state of charge than any other electric car on sale right now.
Check out the video below to see a longer tour of both the 2022 Audi e-tron GT and RS e-tron GT.
The V8 COPO Camaro is back, and it’s bringing a huge engine to boot.
If you’re looking into the COPO Camaro drag racer, then you’re already familiar with the supercharged 350-cubic-inch and the naturally aspirated 427-cubic-inch V8. Those make their return for the 2022 COPO Camaro, with pricing at $130,000 and $117,500 respectively. What’s new for this year as a less expensive option is an even larger V8 engine kicking off the lineup.
At the lower end of the power spectrum, the $105,000 entry-level option brings in a massive 572-cubic-inch V8. In a grand nod to the “no substitute for cubes” way of life, that’s a whopping 9.4 liters of big-block muscle. It uses a cast-iron block with forged steel connecting rods and forged aluminum pistons. Despite being the largest engine, it’s actually the least powerful, putting out 430 horsepower. By contrast, the mid-range 427 chucks out 470 horsepower, and the supercharged 350 manages 580 horsepower. Still, I’m sure some folks will gladly welcome the opportunity to boast about having that much displacement.
Whichever version you pick, all COPO Camaros use an ATI Racing Products TH400 three-speed automatic transmission.
Since it’s built for drag racers, the COPO Camaro is obviously not street legal. It’s sold as a Chevrolet Performance part, and therefore has no VIN. Still, at least you can get options like a trunk-mounted weight box and a parachute. The COPO Camaro comes standard with a carbon fiber hood and wheelie bars.
Editor’s Note: In some contrast to the family who just bought into the Subaru Outback ecosystem, TFL reader Chris M. just sold his Outback after a cross-country trip.Here’s his story.
Chris’ 2021 Subaru Outback adventure
“I bought a new 2021 Outback thinking it could be a perfect family hauler, a somewhat off road oriented all purpose vehicle, and a great car for road trips.Testing that idea, last month we headed out on a 6,300-mile, 24-day trip across Texas, New Mexico, Colorado, Utah, and Wyoming. The primary focus of the trip was to visit the National Parks, but also to explore some off-pavement trails along the way.
I have been to Ouray and Moab a couple times, but only in my Jeep Cherokee. We wanted to explore some of the milder trails in those areas with the Outback. Before the trip, we used the trailsoffroad.com site for difficulty ratings and uploaded to a tablet running GaiaGPS. We stayed well clear of anything marked a 2+ or more difficulty rating. Off road, we found out quickly the Outback was capable, but only to a point.
With limited approach and departure angles, and more importantly without a low range gearbox, even the 2-rated trails outmatched us. All Terrain tires and skid plates don’t help much when the car approaches an obstacle and refuses to go anywhere. No mashing of ESC Off or toggling X-mode helped. On one trail, we found out the hard way that hill descent control works in reverse. (We tried to get to the first parking area of Yankee Boy Basin and did not make it).
My takeaway from that experience is flooring the car and using momentum to clear obstacles is the worst thing you can do when the trail gets tricky. The experience was not all negative however. The Outback did great on anything that resembled a dirt road or easy path. Some trails we were able to complete include:
We averaged 29 mpg over the journey and probably drove a couple hundred miles of Forest Service Roads, and trails thrown in. The car was great on the highway, and the EyeSight adaptive cruise control with lane centering made the journey stress free. Every vehicle has trade offs.
My decision to purchase the Outback was a desire for an all purpose mild off-roader with good gas mileage. Unfortunately my expectations of the Outbacks off road and trail capabilities were not met. I may have got too caught up in the fan base forums and online reviews. It is a capable car to a point, but leaves a lot to be desired for actual off-road trails.
With the chip shortage and inflated used car values right now, I sold the Outback this week to Carvana. What to choose next? For now, I’m driving my 2001 Jeep Cherokee XJ, but it is a little long in the tooth and lacking creature comforts. At the end of the day, I know there is no perfect vehicle but my next vehicle will be something more capable off-road and will have a low-range transfer case.”
The 2026 Kia K4 hatchback gives interested buyers another option in a time where hatches have been losing ground to crossovers. Here are all the details!
