The Ford Bronco is an eminently capable SUV that’s impressive off-road without feeling like a hot mess on the pavement. But there’s always room for a little more — or, in the case of the Bronco Raptor, a lot more.

Three amber lights in the middle of the grille are all you need to see to know the Raptor is no ordinary Bronco. Those lights are required on vehicles of a certain width, and the Bronco Raptor’s body is about 10 inches wider than the standard SUV. It practically blots out the sun as it sails down the road, casting one seriously imposing shadow. Of course, that also means it’s practically the size of a highway lane, and even with standard lane-keep assist, it takes a conscious effort to keep one of those 37-inch BF Goodrich K02 all-terrain tires from dipping over the dashed white lines. Thankfully, when it’s time to park this brute, standard parking sensors and a surround-view camera make it easy to maneuver.

Despite its size, the Bronco Raptor is every bit as easy to drive on-road as its smaller siblings. The off-road-ready Fox shocks offer more than a foot of travel when it’s time to hit a jump or traverse some rocks, but it doesn’t make the Raptor bounce around carelessly on the highway. Even without switching the damping stiffness to Sport, the Raptor is nicely composed in daily driving, transferring only a few jostles from the road to the cabin. The steering weight is also adjustable, and while it’s generally pretty direct, I find it a bit too loosey-goosey in its most-boosted Comfort setting.

The Raptor’s twin-turbocharged 3.0-liter V6 provides a meaty 418 horsepower and 440 pound-feet of torque, and combined with a quick-shifting 10-speed automatic, I’m certainly not lacking for motive force. The Bronco may not have the full-fat output of the 450-hp F-150 Raptor, but the V6 offers more than enough power to blast past traffic and get up to speeds that leave me scrambling to remember what the tires are rated for. The V6 sounds great through a standard multimode exhaust, which I constantly leave in its loudest Baja setting, even though the dashboard screen constantly reminds me that it’s for off-road use only. (I won’t tell anyone if you don’t.)

Besides, a loud exhaust is a great reminder that I am absolutely destroying gasoline in the course of my enjoyment. The EPA rates the Ford Bronco Raptor at 15 mpg city and 16 mpg highway, numbers that I would certainly call possible, but if you’re like me and you enjoy noise and using more than 10% of the throttle, expect something lower.

Inside, the Bronco Raptor provides plenty of livability — and let’s be honest, it needs to, since a hefty chunk of these brutes will more often find themselves traversing asphalt than Appalachians. Ford’s comfortable marine-grade vinyl seats are standard, but my tester picks up $2,495 leather-trimmed replacements. Further zhuzhing up the cabin is a $1,725 carbon fiber trim pack, as well as the $2,695 Lux Package, which adds a heated steering wheel, a 10-speaker audio system, dashboard-mounted USB ports, wireless device charging, adaptive cruise control and embedded navigation.

But even without that upgrade, the Raptor offers plenty of standard equipment, including heated seats, dual-zone automatic climate control, remote start, keyless entry, a surround-view camera system, blind-spot monitoring and automatic emergency braking. That massive 12-inch center display is also standard, running Ford’s Sync 4 system and carrying both wireless Apple CarPlay and Android Auto. If you do need some juice, both rows get a USB-A and USB-C port. There’s no sunroof on offer, but the removable hardtop panels take just a few seconds to detach and stow, and they’re not so heavy that you need a partner to tag-team the job.

In the event you’re one of those cool Bronco Raptor owners who lives to leave the beaten path, rest assured, this rig is mighty capable. That steel bash plate up front gives you a pretty good idea that the Raptor means business, and it also enables an impressive 47.2-degree approach angle (departure is 40.5 degrees, while breakover is 30.8 degrees). In addition to the foot of travel that the live-valve Fox shocks offer at each corner, the Raptor itself rests some 13.1 inches off the ground. Throw in a front sway bar disconnect, front and rear locking differentials and a two-range transfer case with a decent crawl ratio of 67.9:1, and you will have no problem scaling rocky inclines and digging deep into the mud. And, don’t forget, you’re sacrificing no or very little on-road prowess for all this capability.

The Bronco Raptor can also do a little bit of truck stuff if needed. It’ll tow up to 4,500 pounds, which is more than the average Bronco can muster. However, the Raptor’s payload rating of 1,100 pounds is a hair lower than its more pedestrian brethren. That’s fine, though, because if you take the roof panels off, it’s not like you’ll have much extra space in the cargo area anyway.

All this capability and standard equipment comes at a price. The 2022 Ford Bronco Raptor starts at $70,095 including $1,595 for destination. Throw in the aforementioned creature-comfort packages, in addition to $1,075 for a cool Raptor graphic, $1,995 for 17-inch beadlock-capable wheels and $110 for the numerical keypad on the door, and my tester balloons to $80,190. That’s barely touching the starting price of the Jeep Wrangler 392, however, and while the Ford doesn’t have a V8, it drives better than the
Jeep
and it doesn’t look like the same old Wrangler you’ve seen on roads for decades.

If you want to have your dirt cake and eat it, too, there’s no better choice than the 2022 Ford Bronco Raptor. It’s capable of handling the rough stuff, but when it’s time to kick back and live a more suburban lifestyle, it’s not going to disappoint.

The 2022 Chevrolet Silverado Trail Boss is as brash a pickup as its name implies, what with its diesel engine, lifted suspension and meaty mud tires. However, this brawny brute is packed to the brim with brainy tech as well, including a massive infotainment overhaul powered by Google Assistant and Android.

Google Assistant-powered cabin tech

Last year’s 8-inch display and physical gauges have been replaced by the massive 13.4-inch Chevrolet Infotainment 3 system and a 12.3-inch fully digital instrument cluster. The entire dashboard has been reshaped around these larger screens, but the Silverado manages to keep nearly all of its physical controls for climate, volume and various other functions intact.

Chevrolet Infotainment 3 is based on Android Automotive OS and integrates various Google services, such as the Google Play app store and Google Assistant voice commands. Android Automotive OS is different from the more common Android Auto. The latter runs on your phone and is projected to the dashboard’s display; Android Automotive OS is baked into the hardware and uses the vehicle’s onboard OnStar Services connection for data, so it works even if you leave your phone at home. Of course, wired and wireless Android Auto and Apple CarPlay connectivity are still supported, which is great for multiple users who share a vehicle, prefer Apple’s software, or just don’t want to fuss with setting up various user accounts.

Speaking of user accounts, the system works best when you’re logged into Google, which you can do directly on the touch display. The login process is similar to setting up an Android account for the first time and even supports two-factor authentication via SMS, authenticator app, a notification sent to an Android phone or, most surprisingly, even hardware security keys via the Silverado’s USB ports. Once logged in, users can opt to give Google access to your location and data for destination suggestions, personalized reminders and other functions. You can also set a PIN to secure that private information from other drivers.

Logging into the system also grants access to Google Maps, which is the primary onboard navigation app for the Silverado. This syncs recent and saved locations, contacts and more automatically. Map and traffic data are pulled from the cloud, but can be cached offline just like the familiar phone app. The system will automatically download and periodically update map data for areas that you frequently drive, like near your home or office, or you can manually download street data for off-the-grid areas where you plan on driving.

One of the core benefits of baking Android into the dashboard is installing applications from the Play Store. This is a curated version of the Store showcasing vehicle-appropriate media apps, such as music, news and podcast players. Apps can be downloaded and stored onboard, appearing in the list of audio sources alongside satellite radio, terrestrial radio, Bluetooth and USB media for easy access.

In the same way that Google Maps serves as the primary navigation software, Google Assistant handles all of the Silverado’s voice command functions. The software works with or without a data connection — though it’s able to handle much more complex, natural voice commands when connected to the cloud — with either the tap of a steering wheel button, the Google Assistant icon that’s persistent on the left edge of the touchscreen, or by speaking the “Hey, Google” command. Google Assistant can be used to initiate phone calls, send text messages, set destinations for navigation, access Google Home smart devices and control many of the Silverado’s creature comforts. Just say, “Hey, Google, set the temperature to 69 degrees” or “listen to 88.5 FM.”

The Google Assistant integration is so cleverly thought out that, if the cabin fans are blowing at full speed, saying “Hey, Google” will temporarily quiet them so the microphones can more clearly understand your command, resuming the previous speed when you’re finished talking. Neat.

Creature comforts and driver-assistance tech

In the Silverado’s cabin, you’ll find a standard wireless phone charger on the center console and both USB Type-C and Type-A ports on the dashboard. In the bed, there’s a 120-volt AC inverter that can power tools and small appliances. Remote start allows drivers to precondition the cabin on especially hot or cold mornings.

Upgrading to the Trail Boss Premium package ($4,000) adds leather trim, spray-on bed liner, perimeter lighting, a power lift and release tailgate and more. However, my example has the $445 Multiflex tailgate, which requires the removal of the power option. Heated seats are standard and my example should have featured a heated steering wheel, but supply chain shortages meant that it shipped without it. Chevy includes a $25 credit for the trouble with a provision for a retrofit once parts stock returns to normal levels.

The Chevy Safety Assist driver-aid suite is also standard for 2022. That gets you automatic emergency braking with pedestrian detection, lane-keeping assist, automatic high beams and a following distance indicator. However, opting for the aforementioned Premium package steps the game up with a surround-view camera system, rear cross-traffic alert with auto braking and pedestrian alert, and helpful trailering features, including a hitch-view camera, hookups for a dedicated trailer camera and extended blind-spot monitoring that covers the length of a trailer.

Buyers can also spec adaptive cruise control as a $500 a la carte option. It works remarkably well with the lane-keeping system, which is surprising on a vehicle this large with a lifted suspension. Adaptive cruise works in stop-and-go traffic and does an excellent job maintaining a consistent distance at low and moderate speeds. It can even smoothly handle drivers cutting in without jerky braking. Sadly, the Trail Boss is not available with General Motors’ new Super Cruise hands-free highway assist system; that top-spec tech can only be had on the High Country trim.

Duramax 3.0-liter turbodiesel

The Trail Boss comes standard with four-wheel drive but can be optioned with any engine available for the 2022 Silverado — that includes the 5.3-liter or 6.2-liter V8s, and even the 2.7-liter turbo four-cylinder. My example has the 3.0-liter Duramax turbodiesel I6 under the hood mated to a 10-speed automatic transmission. This inline six-cylinder makes 277 horsepower and 460 pound-feet of torque. That’s the lowest horsepower of the available engines, but it ties with the 6.2L V8 for the most torque. That said, the turbodiesel delivers torque much more linearly, peaking at just 1,500 rpm versus the gasoline engine’s 4,100 rpm.

The increased curb weight of the beefier block technically lowers the maximum trailer rating by 100 pounds versus the big V8, but it’s still a respectable 9,000 pounds in total. Payload, on the other hand, is up 200 pounds to 2,385. Cranking out max torque so close to idle, the diesel is still the preferred engine for more relaxed and efficient trailering of heavy loads. Its performance should also give the diesel an advantage for low-ratio rock and trail crawling.

The EPA estimates the diesel’s fuel economy at 21 mpg combined, breaking out to 20 mpg city and 23 mpg highway. I averaged 21.3 mpg during my nearly 250 miles of easy highway testing. That’s a touch short of the Ram 1500 EcoDiesel’s 24 mpg combined, but also better than the gasoline-only Ford F-150 Tremor’s 18 mpg combined figure.

Like a boss

The Trail Boss has a number of enhancements over the Silverado LT, including chassis, suspension and rolling stock upgrades aimed at making it more off-road ready. That starts where the rubber meets the road with standard 18-inch wheels wrapped with LT275/65R18 Goodyear Wrangler Duratrac mud-terrain tires. Optional 20-inch wheels are available, but that feels more like a Trail Middle-Manager than a Boss.

Ground clearance is boosted with a 2-inch lift on Z71 off-road monotube shocks, while the undercarriage receives protection in the form of standard skid plates. The 4×4 system upgrades with an auto-locking rear differential and an electronically controlled two-speed transfer case. Hill-descent control helps keep the shiny side up when coming down from a big climb. The Trail Boss also features a heavy-duty air filter that should last longer in dusty conditions and, of course, bright red recovery hooks.

The Silverado’s solid axle rear suspension is very truck-ish and bouncy over uneven surfaces, but pretty decent steering feel and a surprisingly street-friendly tune on the lifted dampers make for an even and comfortable ride around town and on the highway. Road noise from the knobby rubber is noticeable enough that I probably wouldn’t pick this spec as a dedicated commuter, but not so much that it’d be a deal-breaker for weekend warrior types. Overall, the Trail Boss’ off-road upgrades don’t compromise too much in the way of daily livability.

Pricing and competition

The 2022 Chevrolet Silverado 1500 LT Trail Boss 4WD starts at $53,695 including a $1,695 destination charge. With the diesel engine, premium package and a handful of upgrades, the as-tested price climbs to $63,070. That’s quite a bit more than the cheapest $36,395 regular-cab WT base model, but also a fair bit cheaper than the $72,870 High Country we tested earlier this year.

More importantly, the Silverado is less expensive than a comparably equipped Ram 1500 Rebel with its diesel engine (around $66,030 with options). The Tremor is even more expensive at around $70,005 comparably equipped, and it isn’t available with a diesel. That said, Ford’s 3.5-liter EcoBoost V6 is a peach of a petrol power plant and, for around $1,995 more, the Tremor can also be had with BlueCruise, Ford’s hands-free answer to Super Cruise — a feature even Trail Bosses must live without. 

Even die-hard fans of the Bow Tie badge will want to at least test drive the Ford — but don’t dismiss the Chevy too soon. The updates to the cabin and, more importantly, the Google-powered dashboard tech make the 2022 Chevrolet Silverado 1500 Trail Boss a more competitive pickup than ever before for light off-road and daily driving duties.

Of all the premium luxury SUVs you can buy today, the Cadillac XT6 is definitely one of them. It’s not the best, but you could certainly do worse. For 2023, however, Caddy has a particularly compelling trick up its sleeve that makes the XT6 a more compelling option in this highly competitive class: the addition of Super Cruise hands-free highway assist.

Visually, the XT6 hasn’t changed much since I last found myself behind the wheel of the 2020 model. The SUV is as handsome as ever with the automaker’s angular aesthetic and hallmark vertical LED light signatures at either end. Updates for the 2023 model year include new Latte and Rosewood metallic paint colors, optional 21-inch wheels for the more agile Sport trim level and standard Brembo brakes with red calipers for that same spec. This Premium Luxury model showcases exactly none of those changes, but is noteworthy as the sweet spot in the XT6 lineup.

3.6-liter V6 engine

The entry-level XT6 Luxury is powered by a 2.0-liter, turbocharged inline four-cylinder engine. Its 237 horsepower and 258 pound-feet of torque are adequate, but I’d recommend bypassing this trim entirely in favor of the Premium Luxury model with its torquier V6 engine, as it feels like a better match for this 198.8-inch long, three-row SUV.

Cadillac’s 3.6-liter LGX V6 — shared with other GM SUVs, including the GMC Acadia and Chevrolet Blazer — makes 310 hp in this application as well as 271 lb.-ft. of torque. It’s a solid performer with good passing power and smooth, quiet operation around town and on the highway. There’s nothing to write home about, but the V6 also doesn’t draw attention to itself, which is fine for a comfort-focused SUV such as this. 

Both engines are offered with a standard nine-speed automatic transmission and front-wheel drive, but can be had with optional on-demand all-wheel drive for Luxury and Premium Luxury trims, or torque-vectoring Sport Control AWD for the Sport model. A drive mode selector allows the XT6’s performance to be tuned for different conditions, including Sport, Snow/Ice or, for AWD models, Off-Road mode, but I don’t think most drivers will ever need to switch out of the default Touring setting.

The V6 receives an EPA estimate of 21 mpg combined on regular gas, breaking out to 19 mpg city and 26 mpg highway for front-wheel drive or 18 mpg city and 25 mpg highway for all-wheel drive. The more efficient four-cylinder is estimated at 23 mpg combined — 21 city and 27 highway, 21 city and 26 highway for FWD or AWD, respectively — but sips more expensive premium fuel. That means the I4 is more expensive to operate annually than the V6, according to the EPA’s cost calculation tools.

Cadillac Super Cruise

The 2023 XT6 is now available with Cadillac’s most advanced driver-assistance technology — but with a catch. The new $2,500 Super Cruise system is still only the first generation of the hands-free highway steering assist and not the latest Super Cruise 2.0 tech capable of automatic lane changes or hands-free towing, as seen on the new Escalade and Chevy Silverado. That means that the XT6 also won’t get the recently announced update for use on undivided highways.

That’s a bit of a bummer, but Super Cruise 1.0 is still a very impressive piece of technology. On the over 200,000 miles of North American highways laser-scanned by GM, Super Cruise can be activated to provide automated steering, braking and acceleration to a preset speed, keeping the SUV centered in its lane while the driver relaxes hands-free. The Level 2 driver-aid tech requires the driver’s attention to operate, so an infrared camera on the steering column makes sure their eyes stay on the road. Look away for too long and the XT6 will ask you to pay attention — first by flashing red lights on the steering wheel, then with audible alerts — before eventually handing control back to the human in the hot seat.

Super Cruise works as well here as it did when it debuted back in 2018 on the CT6 sedan, rounding bendy highway segments confidently and reacting predictably to changes in traffic. However, the larger XT6 feels like it crowds the left edge of the lane, which makes it difficult to get truly comfortable in the heavy traffic situations where the tech would be most useful. Admittedly, the lanes around my neck of the woods are a touch narrow, but I’d love it if a future version of Super Cruise allowed me to tweak or trim lane-keeping margins on either side.

A stacked driver-aid suite

Before even getting to Super Cruise, the 2023 XT6 boasts a modern suite of driver-assistance technologies, though many of the best features are bundled into packages at additional cost. The SUV comes standard with forward-collision mitigation with pedestrian detection and a following distance indicator that helps prevent unintentional tailgating. 

Stepping up to the $1,300 Driver Assist package adds more robust forward automatic emergency braking, reverse braking assist and automatic seat belt tightening. Upgrade again to the $2,350 Technology package to add a surround-view camera system with onboard digital video recording, rear pedestrian detection, automated parking assist and a rear camera mirror.

Cadillac User Experience

That Technology package also swaps in an 8-inch digital instrument cluster and adds onboard navigation to the standard 8-inch touchscreen Cadillac User Experience (CUE) infotainment. CUE is essentially a reskin of the excellent GM Infotainment 3 software with a smartphone-like icon-based interface that has an easy, intuitive learning curve. The system makes use of OnStar LTE Services for features like connected destination search, integration with onboard apps like Spotify or Amazon Alexa, and user profile syncing between vehicles, and which works best when the data subscription is maintained beyond the initial trial period.

Android Auto and Apple CarPlay are standard with wireless connectivity for drivers who prefer to stream their apps from a smartphone and a snug wireless phone charger integrated into the center console keeps the handset charged on the road.

An interesting choice

The 2023 Cadillac XT6 starts at $48,790 for the base front-drive Luxury spec, including the $1,195 destination charge. I’d recommend starting at the Premium Luxury trim level with its better V6 engine and optional Super Cruise, starting at $54,190 or $56,190 with all-wheel drive. 

My example has nearly every option listed above and a $5,000 Platinum package upgrade that adds, among other creature comforts, premium leather and an adaptive suspension. (Mine also includes a $50 credit to compensate for the lack of heated rear seats due to supply-chain shortages with a provision for a retrofit once parts stock returns to normal levels.) The bottom line, as tested, sits at $72,790.

The XT6 is a quiet and comfortable cruiser with a solid suite of standard cabin tech and optional driver aid options. But overall, it feels like a middle-of-the-pack player when stacked against the formidable competition in this price range, including the BMW X5, Mercedes-Benz GLE-Class and Acura MDX — any of which would deliver a better overall driving experience. That said, the addition of Super Cruise this year shakes things up significantly. Even without the latest and greatest generation of the tech, the Caddy is now the only vehicle in its class that can go hands-free at high speed. That makes the 2023 Cadillac XT6 at least one of the most interesting vehicles in this class.

Pavement and dirt are two different beasts, so it’s not a stretch to assume that trucks engineered for more extensive off-road use might make some sacrifices to on-road comfort. But the 2022 Toyota Tundra TRD Pro does both with aplomb, shrinking the gap between this oft-overlooked Japanese pickup truck and its egregiously popular American counterparts.

From a distance, though, the Tundra TRD Pro doesn’t exactly scream subtlety. In fact, it screams more like a teenager who’s had one too many cans of birthday-cake-flavored Bang. My tester’s $425 shade of Solar Octane paint ensures you can see this truck from across a dense parking lot, or perhaps even from space. Throw a billion chunky design elements into the mix, along with some slick digital camouflage trim and matte-black 18-inch alloy wheels, and the TRD Pro looks ready to start an argument if you look at it the wrong way. There’s a lot of character here.

Two-c thicc design elements make their way inside, as well. The chunky-funky dashboard looks sufficiently truckish, and many of the controls have a nice, bulky tactility to them. Being the second most expensive trim, the TRD Pro does add leather in a few key spots, but by and large, it’s mostly the same interior you’ll get on other Tundras, as well as its platform-mate, the Sequoia SUV. It’s nice, but it’s hard to gel the TRD Pro’s $67,000 starting price with the quantity of hard, scratchy plastic across many touch points, especially the center armrest’s sliding components.

It should come as no surprise that something this large would carry a good amount of daily-driving practicality. Clutterbugs will love just how many places you can throw junk in the Tundra TRD Pro’s cabin. The front doors have two tiers of pockets, which is good since the cup holders have trouble holding larger Nalgenes. Ahead of the cup holders, there’s a stand for upright wireless device charging (a nice touch), along with a sizable cubby. The center armrest opens traditionally, but there’s also a sliding tray in the middle for quicker access to the cubby below, which is large enough to hold a small animal. (Don’t do that, though.) In the TRD Pro’s sole CrewMax configuration, the back half of the cabin is spacious as all get-out, with ample space to splay out. Put a small mattress on the floor and bam, now it’s an Airbnb.

The Tundra TRD Pro is only available with Toyota’s top-shelf powertrain, comprising a 3.5-liter twin-turbo V6 and a single electric motor between the engine and its 10-speed automatic transmission. Its output of 437 horsepower and 583 pound-feet of torque makes this Tundra ever so spicier than the Ford F-150 Hybrid. The hybrid system isn’t designed for efficiency so much as it is for creating a diesel-like torque curve, and it feels every bit as strong as you’d think when tooling around town. You can keep it in electric-only operation for small bits of time, but most throttle applications from a stop will get the gas engine to kick in pretty quickly. The fake sound piped through the speakers gives it a more V8-like attitude, even if it’s mostly smoke and mirrors.

I had an easier time living with the Tundra TRD Pro than I did the Sequoia, arguably the more family-friendly of the two vehicles that share this frame and powertrain. The shudders from activating and deactivating the gas engine are far less pronounced in the Tundra, which is good. Fuel economy, on the other hand, takes a plunge in the TRD Pro. The EPA rates this four-wheel-drive truck at just 18 mpg city and 20 mpg highway, numbers I find a little difficult to achieve. Stick with a two-wheel-drive hybrid if you’re really trying to stretch out those trips to the gas station. Thankfully, my tester’s 32.2-gallon gas tank helps alleviate some range concerns.

The Tundra TRD Pro also gives me a much better ride quality than the Sequoia did. The TRD Pro rides 1.1 inches higher, and its 2.5-inch Fox internal-bypass coilover shocks with rear remote reservoirs do an impressive job of eating up bad roads and returning little perturbation to the cabin. The 285/65R18 Falken Wildpeak all-terrain tires love dirt, but thankfully, they’re also pretty chill on pavement, with a relatively low amount of tire noise and almost no lateral tracking. Those chunky sidewalls likely bolster the ride quality a bit, too.

The TRD Pro doesn’t give up much, if any of its truck-stuff capability, either. This Tundra variant can tow 11,175 pounds, the most of any 4×4 CrewMax configuration, and it’s bested only by 4×2 CrewMax models. Its 1,600-pound payload capacity is also near the top of the Tundra lineup, again only bested by two-wheel-drive trucks.

Toyota’s infotainment tech used to be hot garbage until the US team wrestled control of the telematics away from the mothership. What started as Lexus Interface has now made its way to Toyota’s vehicles, and the improvement is dramatic. A standard 14-inch touchscreen rises from the dashboard, and it’s so much easier to use than before, with fresher graphics, better response times and Google-based navigation mapping. Wireless Apple CarPlay and Android Auto are included, and the also-standard 12-speaker JBL sound system provides some damned decent bumpage. A 12.3-inch digital gauge cluster keeps the relevant information at the forefront, even if I think the aesthetics are a little dated.

Given the giant Toyota badges everywhere, absolutely nobody should be surprised that the Tundra TRD Pro carries some solid safety systems. Every Tundra, not just this version, comes standard with a suite of active and passive driver aids, which includes automatic emergency braking with pedestrian detection, adaptive cruise control, lane-departure warning, lane-keep assist, automatic high beams and traffic-sign recognition. These hands-on systems are nice and smooth in their operation.

Like every other full-size pickup truck in 2022, the Tundra TRD Pro is not cheap. Available in a single 4×4 CrewMax configuration with a 5.5-foot bed, this hybrid pickup rings in at $69,300, including $1,795 in destination charges. Throw in the paint job and that brings the total to $69,725. It’s not the cheapest hybrid Tundra you can get — that honor goes to the $62,885 Platinum 4×2, about the same as a Ford F-150 King Ranch hybrid — but it occupies a unique spot as the only hybrid pickup truck billed as being off-road-friendly.

It’s nice to see the 2022 Toyota Tundra TRD Pro holding its own against the Americans. The truck’s aesthetics and capability are up there, the pricing is relatively competitive and its on-road demeanor is just as good as its Stateside counterparts. Whether or not the hybrid is what brings you in the door, there’s plenty to like that should keep you there.

The full-electric
BMW
i4 is essentially a 4 Series Gran Coupe four-door liftback sedan without a tailpipe. From the curbside, it is indistinguishable from its combustion-powered siblings. Unlike the iX, which screams “weird electric SUV!” with its avant garde design, the i4 flies under the radar. The 2023 BMW i4 M50 builds on this formula with a more powerful dual-motor electric powertrain and M Sport handling. The M50 may not quite be an electric M car, but with better whisper-silent performance, it’s possibly the best Q car in BMW’s lineup.

Up front, the i4 features a unique grille with the same self-healing tech found on the iX SUV. Small rock chips and scratches disappear from the glossy surface after a few warm days or a few minutes exposed to a hair dryer. Break out the measuring tape and you’ll note that the i4 M50 is 0.2-inch taller than the M440i with a 0.1-inch wider front track — barely any difference at all. That sounds simple enough, but is actually quite remarkable considering BMW has crammed an 83.9-kWh battery into the low-slung, coupe-like silhouette.

The battery lives under the i4’s floor, which costs it a bit of cabin space but, again, not too much. The biggest changes are 0.4-inch less headroom (36.6 inches) and 0.7-inch less legroom (34.2 inches) on the second row and a cut to 10 cubic feet of trunk capacity (down from 16.6 cubes) due a loss of space under the load floor. Space above the floor is nearly identical and the i4 M50 retains its 40/20/40 split-folding rear seat, so most owners probably wouldn’t notice when loading items into the power liftback.

Range and charging

The i4 even uses the same fuel door as the combustion-powered 4 Series — look closely and you can even see the spot where the gas cap goes when filling — but instead of a filler neck, there’s a combined charging system port. Connected to an 11-kilowatt AC charger (Level 2), the 80.7-kWh of usable capacity (the rest is reserved) is restored in around 8.25 hours. At a 200-kW DC fast charger, the battery can be rapidly charged from 10 to 80% full optimally in around 31 minutes.  That charge time syncs nicely with the two years of complimentary 30-min charging sessions with Electrify America that BMW includes for new i4 owners. Of course, there are faster-charging EVs around, but until 200-kW-plus stations are much more common, the BMW’s quick enough.

Sadly, the i4 has no front trunk — usually a nice bonus feature on purpose-built electric vehicles — so you’ll have to store the portable charging cable in the trunk. However, unlike BMW’s iX SUV, the Gran Coupe’s hood can be opened by the owner. Though, there’s not much under there to see besides a gigantic plastic cover hiding the electric hardware and two filler caps for wiper fluid and coolant.

The M50 performance variant of the i4 comes standard with 19-inch double-spoke M wheels, but my example upgrades to 20-inch wheels with staggered high-performance Pirelli P Zero tires — 255/35 R20 in the front with 285/30 R20 rears. This change affects the look of the sedan, its handling and, more importantly, the range. On the standard 19s, owners can expect up to 270 miles of range per charge. With the stickier, heavier 20-inch wheels and tires, that estimate drops to 227 miles. That’s still a comfortable amount of range for commuting and a bit of B-road fun, but frequent road-trippers looking to roam further should consider the less powerful, 282- to 301-mile i4 eDrive40 configuration.

During my week of testing the i4 M50 on the 20-inch wheels, I never charged past 80%, recharged once well before empty to test charging speed, and spent most of my time in Sport mode. After around 175 miles traveled in total, the trip computer reported an average of 2.6 miles per kWh used, slightly better than the EPA’s converted estimate of 2.4 miles per kWh.

xDrive electric all-wheel drive

The i4 M50 upgrades to a dual-motor xDrive electric all-wheel drive setup. Powering the front axle is a 190-kilowatt motor; the rear wheels share a 230-kW unit. Total output climbs to 536 hp, which is a fair bit more than the eDrive40’s 335 hp. The four-door coupe will scramble from 0 to 60 mph in just 3.7 seconds with its Sport Boost mode taking full advantage of the 586 pound-feet of instantaneous torque.

Going from 0 to 60 in 3.7 seconds looks good on paper, but the way the i4 M50 effortlessly surges forward as you roll onto the accelerator has to be experienced to truly be appreciated. It’s a totally different sort of thrill ride than even the M4 Competition xDrive Coupe’s 3.4-second sprint. There’s no drama, no wheelspin or even much sound at all, save for the whoosh of the wind and rumble of the tires — only pure, eye-popping acceleration as the i4 M50 rockets forward like a bullet train.

Silent by default, the M50 features M-specific versions of BMW’s Iconic Sounds — generated sound played through the cabin speakers in concert with acceleration or deceleration. I’m usually not a fan of fake engine noise, but I found the M50’s Sport sound theme to be a pleasant, surprisingly engaging rendition of a futuristic combustion engine. Designed by film composer Hans Zimmer and BMW Creative Sound Director Renzo Vitale, the system makes use of overlapping Shepard tones to create a sense of constantly rising urgency as the i4 builds speed.

In addition to customizing the sound, I was also able to tweak the performance of the i4 M50 via drive and regeneration modes. The EV features Eco Pro, Sport Boost, Comfort and Individual drive modes, which are toggled directly via a dedicated physical buttons. There are also multiple regeneration modes starting with the default Adaptive setting that uses the distance to the car ahead, navigation data and the battery’s state of charge to determine how much regen to apply every time the throttle is lifted. This should net you the most efficient energy recapture, but I found it inconsistent and, at worst,  difficult to predict, not to mention jerky. I prefer to choose one of the static regen modes: low, medium or high. Disable low-speed creep in a menu to enable one-pedal driving where the i4 can slow to a stop without touching the brake pedal — my favorite EV braking method overall.

The i4 M50 also features standard M Sport physical brakes that work well in tandem with the regeneration system during dynamic driving and hard stops. The rest of the handling department is manned by the standard Adaptive M Suspension with electronically controlled dampers and variable sport steering. BMW’s engineers have nailed the M50’s driving dynamics. The EV is about 850 pounds heavier than the M440i xDrive, and that weight makes itself apparent on switchbacks and serpentine mountain roads. Still, the chassis still feels well-balanced; the new 48:52 front-to-rear weight distribution is actually reversed relative to the slightly nose-heavy M440i, which makes the steering feel lighter and more playful, while retaining a nice fingertip feel. (At least, it does in Sport mode; the Comfort steering setting feels a bit numb and overly light for my taste.)

BMW iDrive 8.0

The i4 uses, essentially, the same iDrive 8.0 software and hardware as the iX but tucks that tech into the 4 Series’ more conventional cockpit. That seemingly small difference makes the i4 M50 much easier to live with than its more highly designed, minimalist sibling. For starters, the i4 features many more physical buttons and knobs on its dashboard and center console. The console itself sits closer to the dash and steering wheel for an easier reach when it’s time to, say, pop into Sport mode, and there’s less overall reliance on the touchscreen for simple tasks.

There are still big, bright screens to enjoy. The i4 features the same 12.3-inch digital instrument cluster and curved 14.9-inch central touch display powered by its user-customizable iDrive software. As with the iX, I’m not a fan of the icon-heavy main menu with its grid of well over 30 little icons that can be difficult to navigate, scroll and precisely poke while driving. Thankfully, the icons can be reorganized for faster navigation and there’s also a shortcut menu that can be populated with your eight most commonly used functions, accessible at any time via a swipe from the top of the screen. Alternative control methods — including BMW’s physical iDrive control wheel on the center console, “Hey BMW” hot-word voice input and search and air gestures — give the driver even more flexibility and freedom from reaching over to the screen. Take the time to set it up to your needs and iDrive 8.0 becomes fairly easy to navigate, but that first week’s learning curve is a steep one.

One of iDrive 8.0’s biggest advantages is its always-on
BMW Connected
services and telematics data connection. This enables features like using your phone as a key, remotely monitoring the EV while charging or sending destinations to the car before hitting the road, but these advanced remote features — as well as a number of in-vehicle features like intelligent voice assistant commands — require a BMW User account and an active data subscription. 

Alternatively, users can take advantage of standard Android Auto and Apple CarPlay connectivity to power their maps and media with their phone. Both technologies support wired and wireless connectivity and feature the latest generations of their respective fast pairing tech for more seamless setup. Around the cabin, passengers will find three USB Type-C charging ports (two on the second row and one in the center console), a single USB Type-A data port for media playback or phone connections and an optional wireless phone charger at the base of the dashboard.

Driver-aid tech

BMW’s standard suite of driver aid technologies persists here, inherited from the gasoline 4 Series. There’s standard adaptive cruise control, lane-departure warning, blind-spot monitoring and forward collision warning with automatic city speed braking. Also standard are a rear-view camera and automatic high beams. The electric i4 also adds low-speed pedestrian protection external sound generation to the 4 Series’ bag of tricks.

My example upgrades with a $700 Parking Assistance Package that adds a surround view camera, front and rear parking distance sensors and Parking Assistant Plus hands-free parallel and perpendicular parking assistance. Additionally, the box was checked for the $1,700 Driving Assistance Professional Package, which upgrades to lane-keeping steering assistance, adds a number of evasive and cross-traffic steering aid technologies and includes Traffic Jam Steering Assistant. This feature enables hands-free steering in low-speed (below 40 mph) traffic. It’s a neat party trick, but considering the restrictive speed limitation — which leads to almost constantly handing control back and forth in all but the most gridlocked jams — I don’t think it’s worth the cost of entry.

Pricing and competition

The 2023 BMW i4 M50 starts at $68,295 including the $995 destination charge. That’s $11,400 more than the i4 eDrive40 which many of CNET Cars’ staff think is the sweeter spot in the lineup, with better value, excellent performance and better range, but it’s hard to argue with more power and speed — i4 M50 is a hoot and a half, so go ahead and treat yourself. That said, the BMW is also one of the priciest models in a class that includes the Tesla Model 3 Performance starting around $64,190 and the $58,800 Polestar 2 with Performance Pack, but the slightly larger i4 somewhat justifies its higher price with a higher level of luxury, fit and finish. With options and close to fully loaded, my example arrived wearing an $84,370 price tag.

Unlike the iX, the BMW i4 is not a purpose-built EV, so I expected the i4 to be full of compromises that come with cramming a big battery into an ICE platform. On the road, I was pleasantly surprised by how seamlessly and naturally the 4 Series Gran Coupe has handled the transition to full-electric. The i4 M50 is now my favorite version of this 4 Series chassis and one of the most fun
electric cars
I’ve driven this year.

At $35, the Blink Mini cam is one of the most affordable home security cameras to date. In addition to its reasonable price, this power adapter-tethered indoor cam has decent features and performance, but it’s missing free cloud storage aside from a free 30-day Blink Subscription Plan. 

That makes the Blink Mini a fine choice if you don’t mind paying a few bucks per month for cloud storage. Another initial drawback to the camera was the fixed position view, but full 360 pan and tilt is now available with the addition of a $30 Pan-Tilt Mount. The camera and mount accessory are currently available for $60, a $5 savings versus purchasing them separately.

The Blink Mini has a reliable 1080p HD live video feed, responsive motion alerts and two-way talk that was perfectly clear when my husband and I tested it out on day 3,982 of our home quarantine due to the coronavirus pandemic. 

It also has motion-detection zones that successfully blocked out motion activity in the areas I designated and an extensive settings section in the Blink app with lots of customizability. Some of your options include adjusting the length of the recorded clips, customizing the intensity of the infrared LEDs for night vision — and adjusting the sensitivity of the motion sensor. 

Smart device compatibility, Blink app and video storage

This camera is supposed to work with Alexa-enabled smart speakers and displays, but I didn’t test the display because we don’t have any smart displays. In theory, you should be able to use a smart display to view a Blink Mini’s live feed or saved clips — but we confirmed you can use a smart speaker to arm and disarm the camera for motion detection. The Blink Mini doesn’t support Google Assistant or Siri via Apple HomeKit. 

As you can see in the screen shot, the Blink app allows you to set Activity Zones to monitor, adjust the alert sensitivity and set to automatically switch between day and night views. The app is available on Apple and Android devices.

If you want cloud video storage on your Blink camera, you can opt in for a free, 30-day Blink Subscription. After that, you’ll have to chose between no cloud service and paying for the subscription plan, starting at $3 a month (or $30 a year).

Pan-Tilt Mount accessory now available

The Blink Mini comes with a little stand for placing it atop a shelf or counter, plus a couple screws if you want to mount it a wall or ceiling. Once it’s set in place, you’ll have a fixed view of the direction is facing. You can zoom and set Activity Zones to pay closer attention to specific spots, but there is no pan or tilt functionality. 

If you want to be able to pan or tilt the view on your Blink Mini, the Blink Mini Pan-Tilt Mount will help with that. The new accessory, now on sale for $30, upgrades you camera with full 360 view capabilities. 

It also complements the Blink Mini’s design and — what I consider best of all after testing a series of indoor cameras — there’s no swiping (and swiping and swiping) to move the view. The app features an up/down/left/right pad so you can press the direction you want the camera to move without swiping.

Overall, the Blink Mini is a fine camera that delivers on expectations, especially for its low price. It’d be nice if the camera came with ongoing free cloud storage and pan or tilt functionality, but those drawbacks can be overcome with a Blink Subscription and the new Pan-Tilt Mount. 

Watch this: How to choose the right outdoor security camera for you

01:24

In the last few years LG’s “C” series OLED models have risen to the top of my list as the best high-end TV for the money and C2 is the latest example. The C2 offers image quality that’s a clear step above any non-OLED TV I’ve seen, a bigger range of sizes than ever — including a new 42-inch option — and a price that’s not too steep.

This year, however, the OLED TV competition is tougher than ever. LG’s archrival Samsung has an OLED TV too, promising better color with an all-new QD-OLED panel. Sony offers two different kinds of OLED, including a QD-OLED of its own that looks pretty sweet in person. And in 2022 more TV-makers sell mini-LED models, which promise excellent image quality for much less money than OLED.

And while it’s excellent, the C2 isn’t a huge leap compared to previous models. In my side-by-side comparisons, the C2 and last year’s LG C1 OLED TV looked very similar despite the C2’s new “Evo” panel, one of the 2022 upgrades LG touts.

I haven’t reviewed other 2022 OLED TVs yet but from what I’ve seen so far I’d be surprised if they were significantly better than the C2. The C2 is also cheaper and available in more sizes than models like the LG G2 and those QD-OLED TVs. It also outperforms QLED TVs like the Samsung QN90B and TCL 6-Series. That’s why I consider the LG C2 the best high-end TV for the money of 2022.

LG C2 sizes, series comparison

I performed a hands-on evaluation of the 65-inch OLED C2, but this review also applies to the other screen sizes in the series. All sizes have identical specs and, according to the manufacturer, should provide very similar picture quality. The exceptions are the 42- and 48-inch sizes, which lack the “Evo” panel and might be slightly dimmer than the others as a result (although the difference is minimal, if my comparisons to the non-Evo C1 are any indication). 

The C2 series sits in the middle of LG’s 2022 OLED TV lineup, with the widest range of screen sizes and all the features I expect from a high-end TV. Spending more for the G2 gets you a slightly brighter panel according to LG, as well as the wall-friendly “gallery” design. The less-expensive A2 lacks the HDMI 2.1 gaming features, 120Hz refresh rate and fancier processing found on the other 2022 LG OLEDs. 

Lighter weight, nearly all picture

The C2 is a very nice-looking TV, with a minimalist appearance similar to past LG OLEDs, but the company made some changes for 2022. When a colleague and I set it up, we actually felt the first such change: it’s lighter than the C1 by a noticeable amount, up to 47 percent lighter depending on size. The 65-inch version I reviewed weighs just 41 pounds with its stand, compared to 72 pounds for the 65-inch C1. 

New carbon-fiber materials are responsible for the reduced weight, according to LG, and I noticed it on the TV’s backside. The edges of the panel are slightly more squared-off as well. I also appreciated the narrower bezel, 6mm slimmer than the C1, leading to even more of an all-picture look, although if I didn’t have the two TVs side-by-side I probably wouldn’t have noticed. The stand has a much smaller footprint than last year and raises the panel a bit more over the table, both improvements in my book.

LG kept the same remote, unfortunately. In my old age I’ve grown easily annoyed by too many buttons, and I much prefer the streamlined, simple layout of Samsung and Roku/TCL remotes, for example. As always, you can wave LG’s remote around to move the cursor, or scroll quickly through menus with the built-in wheel.

Smart TV, crowded menu

LG’s WebOS menu system is not my favorite, in part because of the clutter. You’ll see notes and notifications along the top, a box that displays the weather, a prompt to sign in to LG’s system, a seemingly random collection of stuff labeled “Trending Now,” then (finally) the list of apps below. Signing in unlocks a new 2022 feature, customized recommendations and additional user accounts. LG touts the fact that you can set up favorite sports teams, for example, but most people will just go straight to the app and skip the clutter. As usual, I prefer a simpler interface like Roku, and if you like customizations and options Google TV is a better bet. On a TV this expensive you should just attach a good streaming device instead. 

Also new for 2022 is something LG calls “always ready.” Instead of turning the screen off when you press power, the TV displays your choice of art wallpapers, a clock, “sound palette” art or your own custom photos. Designed for people who would rather have something on their big screens rather than a big black rectangle, it’s similar to the ambient mode Samsung TVs have offered for the last few years. Personally I’d rather save the power, so I’d leave this feature (and my TV) turned off.

The elements of the always-ready feature and LG’s screensaver move around so as not to risk burn-in. Here’s where I remind you that, like all OLED TVs, the C2 is more subject to both temporary and permanent image retention, aka burn-in, than LCD TVs. The risk is small, which is why I don’t consider burn-in a reason for most people to avoid buying an OLED TV. Check out our guide to OLED burn-in for more.

LG also added a new multiview feature that puts two sources side by side or picture-in-picture, but unfortunately it’s quite limited. You can’t show two HDMI inputs on-screen and the main thing you can do — share a screen from your phone side-by-side with an input — didn’t work with Apple AirPlay. LIke most TVs, the C2 does support Apple’s phone-mirroring feature, and it also lets you issue Google Assistant or Amazon Alexa voice commands by speaking into the remote or, new for 2022, hands-free when you say the wake word like “Alexa.”

Well-connected, especially for gamers

LG continues to excel at connection options. All of LG’s 2022 OLED models (aside from the A2) include the latest version of the HDMI standard: 2.1. That means their HDMI ports can handle 4K at 120 frames per second and variable refresh rate (including Nvidia G-Sync and AMD FreeSync), as well as enhanced audio return channel and automatic low latency mode (auto game mode). In other words, they can take advantage of the latest graphics features available from PlayStation 5 and Xbox Series X and S consoles as well as high-end graphics cards. The C2 is rare among high-end TVs in that all four of its HDMI ports support 4K/120 — great for hard-core gamers with multiple next-gen devices. 

• Four HDMI inputs with HDMI 2.1, HDCP 2.2
• Three USB 2.0 ports
• Optical digital audio output
• RF (antenna) input
• RS-232 port (minijack, for service only)
• Ethernet (LAN) port

LG OLED C2 picture quality comparisons

My side-by-side comparisons involved the best TVs I had on-hand, but the only other OLED was the LG C1 from last year. Since it’s early in 2022, the C2 was the only current model-year television in the group – I’ll compare it to other 2022 TVs as soon as I get the chance. Here’s the lineup:

TV and movies: The LG C2 has a spectacular picture but watching it next to the C1 from 2021, any improvements were really tough to see. And measurements backed up my initial impressions: Both TVs delivered essentially equal numbers, and both were extremely accurate in their best modes. Both outperformed the TCL TVs in my comparison overall, as expected.

I started my comparison with familiar (to me) high dynamic range material, namely the demo montage from the excellent Spears & Munsil HDR benchmark 4K Blu-ray. Both OLEDs showed equally pleasing images. The perfect black levels and lack of blooming (stray illumination) in areas like the honey dripper and cityscapes created superior punch to the LCD-based TCLs. And while the snowscapes, deserts and other full-screen bright scenes from the TCL TVs outshined the OLEDs, smaller highlights in areas like the ferris wheel at night were actually brighter on the LGs. Spot measurements using a light meter revealed the C2 as being slightly brighter than the C1 on the ferris wheel, but with the naked eye I couldn’t really see the difference. I also saw more saturated, natural color on the LGs, in particular reds like the strawberries and flowers.

Switching to TV content, I put Severance from Apple TV Plus on all four sets and the results were similar. During Helly’s brain surgery in Episode 2 the dark areas looked more true and realistic on the OLEDs, without the blooming — in the letterbox bars near the operating lights, for example — I saw on the TCLs. The brightness advantage of the LCDs in the office training scene later was obvious, but the faces of Mark and Helly looked flatter and less defined. Again, however, the C1 and C2 were very difficult to tell apart.

Gaming: As with nongaming content, the OLEDs looked better than the LCDs in my side-by-side comparisons, although the two LGs again looked very similar. The C1 was my favorite gaming TV last year, and the C2 improves it just a bit. 

LG’s Game Optimizer mode offers myriad adjustments and the updated overlay menu surfaces them in a more logical way, putting VRR next to FPS and offering a few more shortcuts on the bottom, including to the new Dark Room mode. That mode dims the image and is designed to reduce eyestrain, but even though I game in the dark a lot, I don’t have much use for it. Playing Horizon Forbidden West in HDR on PS5, for example, Dark Mode made the moonlit forest less dazzling and the mountain snowscape duller, but if you’re someone who’s bothered by bright sequences in games it might be useful.

A new Sports mode joins the litany of picture modes, but as I found last year, I liked Standard best for most games with its balance of shadow detail and contrast. FPS is best if you want more visibility into shadows, or you can just crank the Black Stabilizer control up (at the expense of a washed-out image). I appreciate the separate adjustments just for gaming, which most other TV makers don’t have.

Buried within Game Optimizer is another setting labeled “Reduce input delay (input lag)” with two options, Standard and Boost. The former, which is the default for any game, serves up an excellent input lag result similar to past LG OLED models: just 13.5ms for both 1080p and 4K HDR sources. Engaging Boost cuts lag even further, to just under 10ms for both. The catch is that Boost is only available for 60Hz sources, so you can’t use it with 120Hz games or VRR. And no, I don’t think many humans would notice the extra 3ms of lag.

Bright lighting: Although LG touts the C2 as 20% brighter than non-Evo OLED TVs like the C1, my measurements didn’t back that claim up. Yes the C2 was a bit brighter, about seven percent on average, but the difference wasn’t visible in just about anything I watched. In my experience those differences are slight enough to vary from sample to sample.

Below are my measurements in nits for select comparison TVs in their brightest and most accurate picture modes, using both standard dynamic range (SDR) and high dynamic range (HDR) test patterns.

The C2 is plenty bright enough for just about any viewing environment, but as usual it’s not nearly as bright as competing LCD-based models. As with most TVs, the brightest mode for HDR and SDR (Vivid on the C2) is horribly inaccurate. For the accurate results listed above on the C2, I used ISF Expert Bright picture mode (Peak Brightness: High) for SDR and Filmmaker mode for HDR. I recommend C2 owners do the same to get good color in bright rooms. Note that with SDR, you’ll need to disable the Auto Energy Saving setting (Support > Energy Saving > Energy Saving Step > Off) to get full brightness.

Like all OLED TVs, the C2 gets quite a bit dimmer than LCDs when showing full-screen white — a snow field, for example — but even in those situations it’s hardly dim. The C2’s screen finish was excellent at preserving black levels, better than the TCLs’ more matte finishes, which beat both LG’s at rejecting reflections. The screen of the C1 seemed slightly more reflective than the C2, but the difference was minimal.

Uniformity and viewing angle: Like all OLEDs I’ve tested the C2 was exemplary in this area compared to LCD-based TVs, with no significant brightness or color variations across the screen and nearly perfect image quality from off-angle. Comparing the C2 and C1 I saw a very slight color shift toward blue and magenta on the C2 that wasn’t visible on the C1, something that could be caused by the new Evo panel structure. It was only visible from very extreme angles, however, and has no real impact.

Picture setting notes

The most accurate settings were Cinema and Filmmaker mode for both HDR and SDR, as well as the two ISF modes available in SDR. For SDR viewing I went with Cinema for dark rooms (because it was closer to my 2.2 gamma target) and ISF Bright for brighter environments, and for HDR I used Filmmaker (which was very slightly brighter than Cinema HDR). Game Optimizer is best for gaming, thanks to its processing, but quite blue; for the best color accuracy for gaming you should adjust the color temperature control all the way toward red (Picture > Advanced Settings > Color > White Balance > Color temperature > Warm50).

Like most TVs the C2 offers settings that engage smoothing, aka the soap opera effect, as I prefer to turn it off for TV shows and movies (and it’s off in Game Optimizer mode because it increases input lag). You can experiment with the settings (Picture > Advanced Settings > Clarity > TruMotion) and it’s off by default in the Cinema and Filmmaker modes.

See How We Test TVs for more details.

Portrait Displays Calman calibration software was used in this review. 

Mere weeks after evaluating the BMW iX xDrive50, the dedicated battery-electric SUV has returned to my driveway and it’s brought more power to the party. The 2023 BMW iX M60 is, for now, the most potent version of the iX hitting the road with up to 610 horsepower and more standard equipment than the base model. However, that straight-line speed comes at a cost — to both wallet and quality of life — that I’m not sure is worth the bragging rights and a shiny “M” badge.

More power

The M60’s electric powertrain is based around the same 111.5-kilowatt-hour (105.2 kWh usable) battery as the xDrive50 spec with the same DC and AC charging speed estimates. The iX M60 can accept up to 195 kilowatts of juice, adding around 90 miles of range in roughly 10 minutes or refilling from 10% to 80% in 40 minutes. BMW includes two years of complimentary 30-minute Electrify America sessions to get drivers acquainted with the network. At an 11-kW home or Level 2 public AC charger, owners can expect to spend up to 11 hours to fill the battery.

The biggest difference between the M60 and xDrive50 variants is the power output of the dual-motor electric powertrain. M60 drivers command up to 610 rear-biased horsepower in Sport mode and, when activating launch control, up to 811 pound-feet of torque with a wiggle of their right foot, a gain of 94 ponies and 247 twist units over the xDrive50. Stomping the accelerator, the M60 makes a case for its nearly $25,000 price premium over xDrive50 with exhilarating acceleration. The extra oomph shaves nearly a second off the SUV’s 0-to-60 time, at just 3.6 seconds versus 4.4. It’s a hoot, to be sure.

Top speed climbs from 124 mph to 155 mph (or 130 mph with all-season tires), although that’s mostly just for bragging rights over xDrive50 owners. Despite the iX M60’s impressive performance upgrades, this is not a track car; most of its miles will be logged on public roads with pesky speed limits.

Firmer ride

The iX M60’s destiny as a hotted-up commuter that will spend its entire life bouncing over highway expansion joints and dodging surface street potholes feels at odds with the SUV’s overly firm suspension tuning. Standard equipment at this trim level includes rear axle steering, an air suspension (both of which are optional on the xDrive50) and M Sport brakes with blue calipers (which aren’t).

However, the M60’s air suspension has been recalibrated and mated with thicker stabilizer bars for more dynamic handling and a firmer ride. Of course, that’ll cost you a bit of comfort, which isn’t so bad when the road is glass-smooth. However, around my neck of the woods, the best driving roads are off the beaten path where the iX M60’s suspension proved more punishing over bumps and imperfections than BMW’s low-slung i4 M50 sedan, limiting my enjoyment and my speed, even in its most compliant Comfort setting.

Less range

Wheels measuring 21 or 22 inches are available. My example is equipped with the former, mated with performance summer tires, though all-seasons are also available as a no-cost option. I’d recommend sticking with the smaller rollers; the iX’s ride is firm enough that you’ll need all of the rubber you can get between your spine and the road. 

The bigger wheels also come with a hit to range, dropping from 288 EPA-estimated miles with the 21s to a 274-mile range on the double-deuces. Of course, iX drivers looking to maximize range between road trip pit stops are probably better off sticking with the xDrive50, which gets between 305 and 324 miles depending on its wheel-and-tire combo.

M Sport design

Visually, the M60 spec differentiates itself with a unique front fascia that’s much more aggressive than the xDrive50. It’s almost too aggro, but in its defense the stronger angles and bold techno-cheekbones are a better balance with BMW’s new vertical kidney grille design. I’m not a fan of the iX’s design, but this is its best, most cohesive look.

Inside, the iX M60’s spacious, minimalist cabin is also largely unchanged compared to the xDrive50. BMW doesn’t outfit its performance variant with sport seats, an omission I don’t really mind for daily driving comfort, but also kind of missed when testing the SUV’s improved cornering capabilities.

My example features $300 blue seat belts and the $3,000 Executive package, which adds glass and open-pore wood controls to the center console. The wood is a nice natural touch in isolation, but there’s no wood anywhere else in the iX’s cabin, and it seems weirdly out of place the more I look at it. The Executive package also adds advanced driver-assistance features like hands-free Traffic Jam Assist, hands-free parking assist, adaptive cruise control, and lane-keep assist plus convenience features like soft-close doors. Overall, it’s an option box worth checking, even if you don’t want the aesthetic “upgrades.”

iDrive 8, Iconic Sounds

Drivers can glide along silently or enable BMW’s Iconic Sounds to fill the cabin with artificial powertrain noise. The M60 features a unique Sport mode tone that’s throatier and louder than the base model’s for a more engaging experience when accelerating. Since my last stint behind the wheel, Relax and Expressive Iconic Sounds themes have been added to the iX’s My Mode menu, allowing me to accelerate and brake to the sound of an angelic chorus or a sci-fi soundtrack. These modes are entertaining and fun to show off to passengers, but ultimately too weird for sustained use.

My thoughts on BMW’s new iDrive 8 multimedia software have mellowed somewhat now that I’ve crested its steep learning curve and embraced its complicated but customizable interface. The system is built around a pair of huge displays that seem to float above the dashboard on struts. The left screen is the 12.3-inch digital instrument cluster while the right is a larger, 14.9-inch main touchscreen. iDrive 8 is a responsive system and, like the rest of the iX’s cabin, the high-resolution screens look fantastic and are customizable with themes featuring nature-inspired imagery.

When you first meet the main menu, it’s an overwhelming mess of almost 30 tiny icons, arranged in no particular order. Fortunately, these icons can be dragged, dropped and organized to your liking, so take a minute to do that before hitting the road. Additionally, eight shortcuts to almost any menu screen or infotainment function can be saved to a favorites menu for quick access by swiping down from the top of any screen; once I’d chosen these, I rarely needed to wade back through the main menu again. I still think the curated organization of iDrive 7 was a better out-of-the-box experience, but I can see how iDrive 8 has the potential to be more flexible over time.

Plus, there’s standard wireless Apple CarPlay and
Android Auto
compatibility, so drivers can simply bypass BMW’s tech and use the navigation and streaming apps on their phone. The iX even supports the latest quick-pairing tech for both ecosystems, so you don’t even need to fiddle with the menus to get paired up and running.

More expensive

The 2023 BMW iX M60 starts at $109,895 including the $995 destination charge — a $24,800 premium over the xDrive50 spec. A more apples-to-apples comparison with an xDrive50 with the Dynamic Handling package upgrades, brings the delta down to a still-considerable $17,700. Add my example’s Executive package and blue belts to bring the as-tested price to $113,195, which feels like an even tougher pill to swallow.

Factor in the comfort compromises and the big hit to range and it feels like you’re paying a lot more for a fair bit less. The iX M60 is undoubtedly faster and more exhilarating. But unlike the BMW i4 eDrive40 and the i4 M50 where the extra performance enhances the sport sedan, here the power comes at too great a cost. Most people shopping for a vehicle in this class will find the BMW iX xDrive50’s 516 hp and 4.4 second 0-to-60 sprint exciting enough and a much better value.

The Epson Home Cinema 5050UB is a serious home theater projector for serious home theater enthusiasts. It features a motorized lens with horizontal and vertical lens shift, plus ample zoom. Its 4K enhancement technology offers lots of detail. Its biggest benefit over less expensive 4K projectors, however, is an excellent contrast ratio for deep, dark shadows and bright, popping highlights.

There are only a few disappointments, and they’re minor. It doesn’t quite have the color or razor-sharp detail of its direct competitor, the LG HU810P. That’s not to say the 5050 isn’t sharp and colorful. It is, just a bit less so — although I liked the Epson’s overall picture quality a lot more than that of the LG. The 5050UB is also an absolute unit, several times larger than most of the projectors I’ve reviewed in the last year (including the LG).

In sum, the Home Cinema 5050UB is an excellent all-around projector that looks fantastic with all content. It offers a significant step up in picture quality over less expensive projectors, like the Optoma UHD35, and costs a lot less than something like the Sony VPL-VW325ES. It even gives its more expensive, laser-powered sibling, the LS11000, a run for its money. More on that below. Overall, the Epson 5050 is my go-to choice for anyone with a dedicated home theater who wants a projector worthy of the space.

Editor’s note, November 2022: For its excellent picture and value, we’re once again giving the 5050 our Editor’s Choice award. While the laser-powered LS11000 offers some additional benefits and performance over the 5050, it’s also a lot more money.

Specs 4(K) days

• Native resolution: 4K enhancement (1,920×1,080 x2)
• HDR-compatible: Yes
• 4K-compatible: Yes
• 3D-compatible: Yes
• Lumens spec: 2,600
• Zoom: Motorized (2.1x)
• Lens shift: Motorized H/V
• Lamp life (Medium mode): 4,000 hours

The 5050UB is a 4K- and HDR-compatible projector. As such, it can accept 4K and HDR signals, though keep in mind that no projector can do HDR very well. 

Like all Epson projectors the 5050UB uses an LCD light engine, not the DLP that’s found in most other projectors. The ones used on the 5050UB are not technically 4K native resolution. Instead, they’re a technology called “4K enhancement” that “shifts each pixel diagonally to double Full HD resolution,” according to Epson. This is done very quickly, so it’s just a higher-resolution image to the eye. Here’s a deeper dive into the technology. The short version: It looked plenty sharp to me, if not quite as razor-like as the DLP-powered LG; see below for details.

One of the 5050’s most notable features that sets it apart from less expensive projectors is a motorized lens. This offers ±96.3% vertical and ±47.1% horizontal movement, which should be enough to let the 5050 fit in just about any home. There’s also a significant motorized zoom of 2.1x. 

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Epson claims the 5050UB can produce 2,600 lumens. I actually measured slightly more than that… in the less accurate Dynamic color mode. In the more accurate Bright Cinema mode I measured roughly 192 nits, or about 1,732 lumens. This puts it among the brightest projectors we’ve ever measured. 

Lamp life is on the low side. Even in the Eco mode, Epson rates it at up to 5,000 hours. Some projectors of similar brightness we’ve reviewed in the last year were capable of upward of 15,000 hours in their most lamp-conserving modes. That said, 5,000 hours is still over three years of use at four hours a night.

Connectivity

• HDMI inputs: two HDMI 2.0
• PC input: Analog RGB
• USB ports: 2
• Audio input and output: No
• Digital audio output: No
• Internet: LAN
• 12v trigger: Yes
• RS-232 remote port: Yes
• Remote: Backlit

Both HDMI inputs are HDMI 2.0 and can accept up to 4K60. As you might expect from its intended use as a projector for a dedicated theater, it lacks an audio out. Epson assumes, rightly in my opinion, that anyone getting a 5050 would have a traditional projector arrangement with either a receiver or at least a soundbar for audio.

Along the same lines, there are lots of control options for home automation systems, including a 12-volt trigger, RS-232 and a LAN port.

The remote is a big boy (just like the projector it controls) and has a pleasant amber backlight. If you have a 2.35:1 screen, as I do, you might reach for this remote for more than just on and off, since you can zoom the projector and fill the screen with 2.35:1 content without getting off the couch. That’s always a bonus.

Picture quality comparisons

LG HU810P

The LG HU810P is the most notable competition for the 5050. They’re the same price but the HU810P uses newer technology, namely two lasers and a phosphor instead of the 5050’s more traditional lamp. I connected both using a Monoprice 1×4 distribution amplifier, and viewed them side-by-side on a 12-foot-wide 1.0-gain screen.

Right off the bat, both are great projectors, but their strengths and weaknesses are almost polar opposites.

As far as light output goes, they’re very similar. In their respective most accurate modes, the LG can do 166.3 nits to the Epson’s 192. Objectively, that’s a fair bit of difference, but subjectively, side-by-side, they both just look bright. So we’ll call that more or less a tie.

Color, though, goes to the LG. The lasers, with help from a phosphor, are absolutely deeper and richer. Throw on some HDR content and the deep crimson reds and vibrant purples are far beyond what the 5050UB can produce. This is sort of like saying a Porsche is slower than a Ferrari, however, since the 5050UB is no slouch in the color department. On its own it looks great, the LG in this regard looks better. 

It’s a similar story with detail. The LG uses a 4K DLP chip to create an image, and detail is that technology’s main strength compared to LCD with pixel shifting, which is what Epson uses. The image just looks a little sharper, especially with motion. However, if you’re not watching them side by side, I’m not sure you’d notice. The 5050UB certainly doesn’t look soft, it’s definitely 4K to my eye. 

The next aspect of picture quality is where the tide turns toward the Epson by a lot. In a word, or technically two: contrast ratio. Even without using its iris, the native contrast of the 5050UB’s three LCD chips is significantly higher than the LG — 10 times higher. So the image has significantly more punch and is less washed out. Even if you dial the LG’s lasers and iris back as much as possible, it only just matches the Epson’s black level while that projector is in its brightest and most color temperature-accurate mode. 

Which is to say, the Epson’s black levels are roughly the same while at the same time (in the same mode) it is capable of having highlights or bright parts of the same image that are seven times brighter than when the LG’s lasers are dialed all the way down and the iris is closed. Flipping that around, if you match their light outputs, the Epson’s black levels in the same mode are nine times darker. 

What does this look like? An easy example is watching any movie with letterbox bars. If I set the projectors to be roughly the same brightness overall, the letterbox bars on the LG are gray. If I match their letterbox bars by reducing the LG’s laser power and closing its iris, it ends up looking dim compared to the Epson.

So when watching any content, the deep blacks of the 5050UB, while maintaining bright highlights, make for an extremely pleasing image. 

Comparison to the Epson Home Cinema LS11000

While reviewing Epson’s own LS11000, I compared it to the 5050. The LS11000 is $1,000 more expensive, and uses a laser instead of the 5050’s UHP lamp. Since there will be no lamp replacements for the life of the projector, the total ownership cost difference between these two projectors is less than it initially appears.

Sharpness is one of the most noticeable differences between these two. The LS11000’s pixel shift quadruples the pixels from its 1080p chips, so it’s 1080pX4 compared to the 5050’s 1080pX2. So between those two projectors the LS11000 is definitely sharper, which makes sense because it has twice the resolution. Both are less detailed than a 4K DLP, but sharpness is that technology’s biggest strength.

Contrast is a different story, and a surprising one. I measured the 5050’s contrast ratio at 5,203:1 vs. the LS11000’s 1,808:1, which is significantly worse. Even the LS11000’s dynamic contrast is lower, where the laser power tracks the brightness of incoming video signal and adjusts accordingly. However, this mode is more useful on the LS11000, since this adjustment happens pretty much instantly, far faster than the mechanical iris on the 5050. So even though the numbers suggest the 5050 blows the LS11000 away, subjectively and side-by-side they’re fairly comparable. That’s impressive, especially since the 5050 is cheaper and far older.

With SDR the LS11000 looks a little better and has more natural color. With HDR the LS11000 does a better job reproducing a wider color gamut. However, the difference isn’t huge in either case.

All told, the LS11000 is a diagonal step from the 5050. Overall it does look better, but not the 25% better implied by its price. However, if you include the “total cost of ownership,” which in this case means $330 lamps every 2.5 years or so with the 5050, the price is eventually roughly the same. So with a bit better performance and that laser keeping the ownership costs in check, the LS11000 is worth considering if you’re looking at the 5050, despite being, on paper, $1,000 more expensive.

For more, read our in-depth Epson Home Cinema LS11000 4K laser projector review.

Charge your friends admission

The Home Cinema 5050UB is an excellent projector. At $3,000 it’s certainly not cheap, but for those looking to buy a PJ for a dedicated home theater or a light-controlled living room that can do its black levels justice, the image quality is definitely a step above less expensive projectors. Is it, say, over twice as good as the $1,300 Optoma UHD35? Perhaps. The Optoma is very good for the price, but that’s certainly the caveat: “for the price.” It holds its own, but it has a way worse contrast ratio and doesn’t handle HDR nearly as well as the Epson. 

I think most people would be perfectly content with the UHD35. But for enthusiasts looking for a more “home cinema” experience the… oh wait, I just said the name of the thing in the thing. Let me try that again. For those looking for a more “home theater” experience, the Epson Home Cinema 5050UB does just about everything right and looks fantastic.

Measurement notes

I found the Bright Cinema color mode offered the best combination of light output and accuracy. In the six-color temperature mode, the 5050UB was pretty spot on D65 across the grayscale range. In addition, all primary and secondary colors were spot on their Rec. 709 targets. This is one of the most accurate projectors we’ve reviewed in the last year. 

The native contrast ratio was excellent for a projector, with an average of 5,203:1 across various modes. For comparison, the second best contrast ratio we’ve measured recently was the BenQ HT2050A with a native contrast ratio of 2,094:1.

With the lamp mode (called Power Consumption) set to High and the iris off, the 5050UB puts out an impressive 192.3 nits, or roughly 1,732 lumens. The Eco mode drops the light output by about 30%. If you turn on the iris, which opens with bright images and closes with dark images, the dynamic contrast ratio rockets up beyond 100,000:1.

While the Bright Cinema mode looked better overall, the Cinema mode offered wider colors for HDR content. However, it was also much dimmer. I didn’t find the ~10% greater color gamut for ~60% less light to be a worthy trade-off, but feel free to check it out. The contrast ratio was about 40% better in this mode as well, which was only slightly noticeable. 

If you need even more light, the Dynamic color mode puts out an impressive 323.6 nits, roughly 2,914 lumens, though the overall image isn’t as good or accurate. 

If you’re shopping for a projector between $500 and $1,000, prepare to face a sea of clones. Sizes, designs and even button layouts are often nearly identical from one brand to the next. But there’s something different about the BenQ HT2050A. Although it has a similar price to the competition, it’s larger and there’s a more aesthetically pleasing, curvy design. It looks less like the repurposed business projector and more like something you’d want in your house. And the difference is more than skin deep: This projector’s performance is a step above as well. 

Better
contrast ratio
and color than its counterparts create some of the best picture quality we’ve seen in this price range. Darker blacks, paired with bright whites, all with accurate color, make for a pleasing image. The cherry on top is a small amount of vertical lens shift, which is rare in this price range and almost nonexistent in single-chip
DLP projectors
. This means more people will be able to fit the projector in their homes. In short the BenQ HT2050A is one of the best projectors you can get for the price. 

Editors’ note November, 2022: Despite being several years old, the HT2050A still offers great picture quality for a great price, and remains one of the best deals going for home projectors. It once again earns our Editors’ Choice award.

BenQ HT2050A basic specs

• Native resolution: 1080p
• HDR-compatible: No
• 4K-compatible: No
• 3D-compatible: Yes
• Lumens spec: 2,200
• Zoom: Manual (1.3)
• Lens shift: Manual
• Lamp life (Normal mode): 3,500 hours

Like the other projectors in this price range, the HT2050A lacks 4K and HDR. It is 3D capable, though the glasses aren’t included.

BenQ claims 2,200 ANSI lumens. I measured approximately 1,591. It’s normal for projectors to measure lower than their claimed specs. This is a bright image, similar to the Epson HC2150 and only slightly less than the newer Epson HC2250.

Lens shift in this price range is rare, and rarer still with DLP projectors, so its inclusion here would be one of the HT2050A’s main selling points even if it didn’t look as good as it does. That said, the lens shift isn’t a lot. BenQ says it adjusts the vertical range by 10%. So depending where you place the projector, you’ll have a few inches of vertical leeway, but that’s it. Still, it definitely helps and is better than the nothing you get with most single-chip DLP projectors.

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The zoom range is only average however, falling behind the Epson. So you won’t be able to place it quite as close, or as far, from the screen. In that way it’s similar to many other DLP projectors in this price range.

Also average is the lamp life, at 3,500 hours in Normal mode. This goes up to 7,000 hours in the SmartEco mode, which maintains the maximum brightness of the Normal mode but drops lamp power during dark scenes for a better black level. Though you can occasionally see this happen, it’s fast enough that it’s fine to leave in this mode (unless you notice and hate it).

Connectivity and convenience

• HDMI
  inputs: 2
• PC input: Analog RGB
• USB port: 1 (1.5A power)
• Audio input and output: Yes
• Digital audio output: No
• LAN port: No
• 12-volt trigger: Yes
• RS-232 remote port: Yes
• MHL: Yes
• Remote: Backlit

Both HDMI inputs have HDCP 1.4, meaning you can send each input any video source you want. This isn’t the case with some competitors, which only have HDCP 1.4 on one of the HDMI inputs. The USB connection has a claimed 1.5 amp output, letting you power a streaming stick directly with no external power adapters. 

The HT2050A has several legacy analog video inputs, which is a rarity these days. Not only do you get component video, but composite as well. So if you want to directly connect something like a Nintendo Wii, or, I don’t know, a LaserDisc player or something, you can do it with no extra adapters. These connections share RCA analog audio inputs.

There are also 3.5mm audio input and outputs, the latter to connect to an external speaker or
soundbar
.

The RS-232 and 12-volt trigger are useful for those with more elaborate home theater systems.

The remote is backlit with a relatively dim orange backlight. This is a good thing: Many of the current crop of projector remotes have a bright blue backlight. Using them can be like forming your own personal B-type star while you’re just trying to change the inputs in the dark.

Picture quality comparisons

I compared the HT2050A to the Epson HC2150 and the Viewsonic PX727HD. The latter, like the BenQ, is DLP. The Epson, like the majority of Epson’s projectors, is LCD. I connected these via a Monoprice 1×4 distribution amplifier and viewed them all on a 102-inch 1.0-gain screen.

Right away the differences were apparent. Firstly, the Viewsonic was far dimmer, and didn’t have the contrast ratio of the other two. This put it at a distant third, so I spent most of my time comparing the Epson and the BenQ.

Both projectors are far brighter than even high-end projectors from a few years ago. What’s more obvious than the numbers would suggest is how much better the black level, and therefore the contrast ratio, is on the BenQ. This is clear when viewing widescreen movies, with the black bars several shades darker on the BenQ. Because their light output is roughly the same, this gives the HT2050A a bit more dimensionality to the image and more apparent depth. 

A good example of this is the contrasty scene in Avengers: Infinity War where Thor and his pet rabbit help Tyrion Lannister forge the Stormbreaker battle axe. Nidavellir’s colorful neutron star and magical effects are brightly offset compared to the darkness of space and the shadows of the forge. These shots don’t look bad on the Epson, but the shadows are far more gray than on the BenQ, giving the latter a more pleasing look overall.

Color is another point in the BenQ’s favor. It’s just a little richer and more realistic. Greens especially look more natural. The grass in the Battle of Wakanda, also in Infinity War, for example, is just a more vibrant and realistic shade of green. The blue of the shield wall is a stronger, more vivid blue, without the sky looking like candy.

Another place where the BenQ wins out over the Epson is with motion resolution. All LCD-based displays have some degree of motion blur. DLP-based projectors don’t, thanks to the way they create an image. This is most obvious in the way the BenQ maintains detail when things move. Take the camera-panning action of Live Die Repeat: Edge of Tomorrow. When there are closeups of Emily Blunt or Tom Cruise’s faces, you can still see fine details throughout.

On the other hand there’s DLP’s long-standing problem: rainbows. These are multicolored trails left by bright objects on screen. You may also notice them if you move your eyes quickly. Most people either don’t see them, or aren’t bothered by them, so they may not be an issue for you. But people who are bothered by them are really bothered by them. In that case, no single-chip DLP projector is likely to work. You’ll have to go with an LCD option like the Epson HC2150, or a higher priced LCOS projector (
Sony
or JVC) or a much more expensive three-chip DLP projector.

With its high light output, great-for-its-price contrast ratio and accurate color, the HT2050A is a great choice for someone looking to replace their TV, or who wants a projector for the occasional movie night. The icing on the cake is the lens shift, which should allow the 2050 to fit in a lot more homes than most projectors in this price range.

Measurement notes and suggested picture settings

Before calibration the 2050A’s most accurate picture setting was Cinema, which was OK. Its grayscale wasn’t too close to D65, especially with brighter images. This was highly adjustable, however, and was easily dialed in to be accurate. Colors were fairly accurate out of the box: They were all close to their targets except for magenta, which was a little off, but not badly. Colors, just like color temperature, were adjustable. And after calibration, they were far closer.

There’s no iris on the 2050A, but it does have a variable lamp. Eco mode is about 33% dimmer than Normal mode. The contrast ratio in the Normal and Eco modes averaged 2,094:1, which is pretty good for a projector in this price range. The DynamicEco mode, which bases the lamp power on the average picture level of the image, creates a dynamic contrast ratio about 50% higher than the other lamp settings, but the contrast ratio within a single image is still 2,094:1.

Best Picture Mode: Cinema

Expert settings (suggested):

• Brightness: 51
• Contrast: 41
• Sharpness
  : 7
• Color: N/A
• Tint (G/R): N/A
• Color Temp: Normal
• Gamma Selection: 2.2
• Brilliant Color: On
• Noise Reduction: 7
• Fast Mode: Off