Automotive

The Honda Ridgeline is hardly the most powerful pickup truck on the market. And you won’t see Honda bragging about its towing capabilities on TV commercials. But what the Ridgeline lacks in those departments it sure makes up for as being one of the most ingenious and innovative vehicles you can buy.

The Ridgeline dates back to 2006 when Honda realized that even Civic and Accord owners had a need for a pickup, and Honda hated seeing those loyal customers walk out of their showrooms and head to the nearest truck dealership. So why not offer those loyal customers a truck of their own? And so the Honda Ridgeline was born.

Today’s Ridgeline has been out since 2017 and for 2021 gets a restyled front bumper and a new rear bumper that now features dual exhaust pipes. Also new is the emergence of Honda Performance Development (HPD) a department within Honda that spices up the Ridgeline by making it look more aggressive with squared-off fenders, unique graphics splashed on the exterior and special wheels. Finally, all 2021 Ridgelines are all-wheel drive.

Since day one, Honda has kept the basic Ridgeline recipe the same – it is built on the Honda Pilot’s unibody platform and shares the Pilot’s drivetrain, including its 3.5-liter V6 engine.

One of the Ridgeline’s main features is its versatile bed. It is made of steel-reinforced composite material – it can’t be dented and will never rust. And because it’s textured, no bed-liner is needed. And just like it did back in 2006, the Ridgeline’s unique tailgate steals the show. It can flip down like you would expect in any other pickup truck, but it can also swing open like a door. And once open, there is access to a lockable, watertight 8.5 cubic foot trunk that hides beneath the bed floor. The trunk can easily swallow a couple of small suitcases and the fact that they can be stored and locked outside of the cab gives the Ridgeline a feature that no one else has.

On the exterior, for those that think the Ridgeline isn’t rugged enough, the new HPD package should help resolve that. But even without the HPD package, today’s second-generation Ridgeline appears more truck-like thanks to a cutline between the cab and the bed – something the first-generation Ridgeline lacked, giving it a unique, but somewhat odd look.

Honda owners will feel right at home in the Ridgeline as the interior is somewhat familiar to the ones found in their cars. A large center console that houses the push-button shifter can also be used for storage. With its low floor, the Ridgeline has plenty of in- cabin storage. If no one is seating in back, it can be folded in a 60/40 split for additional storage – so much so that you can get a bicycle to stand inside the cab. Even when the seats are occupied, there is enough room under them to swallow a golf bag.

Much of that usable cabin space comes from the front-wheel drive car-based platform that the Ridgeline uses. The only engine available is a 3.5-liter V6 engine that makes 280 hp – and sends power to all the wheels, with the now standard all-wheel drive system.

If you do decide you want to use the Ridgeline as a truck, it is capable of towing 5000 pounds and the bed can handle about 1550 pounds.

The Ridgeline that I had an opportunity to spend time with was the base Sport trim level with the new HPD package. While it was the entry-level Ridgeline, it still came nicely equipped with features like push-button ignition, a three-zone climate control system and an 8-inch touchscreen display. It stickers right at $40,860. Move up to the RTL trim, and the Ridgeline is fitted with a sunroof, power-sliding rear window and power and heated front seats and a leather interior. Techies will like the RTL-E, as it includes wireless smartphone charging, a truck bed audio system, and a heated steering wheel. A special Black Edition gives the Ridgeline a stealth look by blacking out the exterior trim, along with being fitted with black wheels.

Each year, Honda sales between 30,000 and 40,000 Ridgelines, hardly enough for Chevy, Ford and Ram to lose sleep over. But it’s still nice to know that loyal Honda owners, and others that don’t need a big work truck, have a vehicle to turn to if they need a light-duty pickup truck with some very cool features.
— Christopher A. Randazzo

By The Numbers:

2021 Honda Ridgeline AWD Sport

Base Price: $36,490.00
Price as Tested: $40,860.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter 24-valve SOHC V6
Transmission: six-speed automatic
Horsepower: 280 hp
Torque: 262 lb-ft
EPA Fuel Economy: 18 city / 24 highway mpg

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Since its return to the U.S. market back in 2000, the Mini has been all about nimble fun in a small package. More than 20 years later, that formula still holds true although there has been some changes along the way.

Now in its third generation and available in many different body configurations, the standard two door version is now referred to as the Mini Hardtop 2 Door. Need four doors? There is the Mini Hardtop 4 Door. And of course, there is the Mini Convertible. The Cooper name now refers to the trim level of the Mini – the base Cooper, the Cooper S, the John Cooper Works(JCW), and the new for 2021, the John Cooper Works GP. There is even an all-electric Mini, the Cooper SE.

The base Mini, the Cooper, is powered by a turbocharged 1.5 liter three-cylinder engine that makes 134 hp and is mated to a seven-speed automatic transmission. But for the true Mini experience, opt for the six-speed manual. The Mini Cooper rolls on small 15-inch alloy wheels and has a 6.5-inch touchscreen.

If you prefer a little more power – and some added fun, the Mini Cooper S injects some high performance into the Mini. It ditches the three-cylinder and uses a 2.0 liter four-cylinder that’s also turbocharged. Power jumps to 189 hp and wheels increase to 16-inch alloys.

For the hot-rodder, there is the John Cooper Works, named after the legendary British race car builder John Cooper. Think of this Mini as being on steroids. It uses a more powerful turbocharged 2.0 liter four-cylinder that sings to the tune of 228 hp The JCW uses a sportier suspension as well as larger 17-inch wheels.

And then there is the ultimate Mini – the John Cooper Works GP. Here, the Mini’s turbocharged 2.0 liter four-cylinder is set to make 301 hp and 331 lb-ft- of torque. With its 18-inch wheels, its suspension is tuned specifically for the track. In fact, the John Cooper Works GP loses its rear seat, making this Mini strictly a two-seater. But as you lose seating capacity, you do get one of the hottest and quickest hatchbacks around.

Recently the folks at Mini sent me their Mini Hardtop 2 Door fitted with the John Cooper Works package. While it’s not the ultra-fast GP – it did have something that the GP doesn’t get – a six-speed manual transmission. Last year this same package was only available with the eight-speed automatic (like what the GP currently gets), but for 2021, the manual transmission returns to the JCW.

The cabin of the Cooper JCW is made up of high-quality materials designed in a very unique way. The infotainment system continues to be in the middle of the dash with a circular frame that illuminates a cheerful mood. The speedometer and tach continue to be mounted atop the steering wheel, and depending on what package, can either be the traditional analog or the new digital type. In the center console is a row of toggle switches, with the engine start/stop right in the middle – typical Mini.

As expected, room is in short supply. Driver and front passenger will be comfortable, but I feel for any adult that has to sit in the backseat. Behind the back seat is 8.7 cubic feet of cargo space, but fold it down and that jumps to 34 cubic feet.

But forget all that. When you’re talking about the Mini Cooper JCW, it’s about the way it drives. With the sweet-shifting six- speed, the JCW is a hoot to be in control of. Step on the go-pedal, let out the clutch, light up the front tires and aim straight ahead. Torque-steer is there, so hang on the steering wheel. Before you know it, well in about 5.9 seconds, you’ll hit 60 mph. But the car’s small size and quick steering makes it feel even faster than that. And when taken into corners, some will say the JCW is one of the best-handling front-wheel drive cars ever. And it’s easy to see why – the steering is sharp, direct, and eagerly obeys to the driver’s commands. It’s like you think it – and it goes there.

The Mini Hardtop 2 Door Cooper John Cooper Works isn’t the most rambunctious Cooper out there – that title goes to the new John Cooper Works GP. But still, has the regular JCW, this cooper is still loaded with tons of personality and character, and still makes for an excellent and practical daily driver. And like every other Mini, it puts a big smile on the driver’s face.
— Christopher A. Randazzo

By The Numbers:

2021 MINI John Cooper Works Hardtop 2 Door

Base Price: $32,900.00
Price as Tested: $40,750.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter turbocharged inline-4 cylinder
Transmission: 6-speed manual
Horsepower: 228 hp
Torque: 236 ft-lbs
EPA Fuel Economy: 22 city / 31 highway mpg

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Mercedes-Benz is a brand synonymous with high-end, expensive luxury vehicles. So, when the German automaker takes on the task of building a small, affordable entry-level sedan, it has to be careful and not dilute the brand’s image. The 2021 Mercedes- Benz A-Class is proof that even though it doesn’t carry a high price tag and lacks some of the luxury features of its more expensive stablemates, it’s still worthy enough to wear that famous three-pointed star.

The Mercedes-Benz A-Class is a compact entry-level luxury car that has been around since the late 1990’s but has only been offered here in the United States since 2018. It shares the same platform with the slightly larger CLA-Class, and like the CLA, the A-Class uses a transverse-mounted engine. In other words, it is front-wheel drive based, or, as in the case of the 4Matic version, it’s all-wheel drive.

The A-Class takes on the role as the baby Benz well. It mimics the look of larger Mercedes-Benz with its bold grill and in your face emblem in a much smaller package – one about the size of a Honda Civic. 17-inch wheels connect the car to the pavement, with 18-inch wheels being an option.

The A-Class comes in two trims levels. As the A220, it is fitted with a turbocharged 2.0 liter four-cylinder engine that makes 188 horsepower. All-wheel drive is optional. The AMG A35 also uses a turbocharged 2.0 liter four-cylinder engine, but is tuned to make 302 horses. 4Matic is standard on the AMG A35. All A-Classes use a seven-speed dual-clutch automatic transmission to handle the changing of gears.

If entry-level means going light on interior luxury, Mercedes-Benz never got the memo. Step inside the A-Class and an interior with a premium look and feel that lives up to Mercedes-Benz standards greets you. Two things immediately stand out when you sit inside – the first is the trio of larger circular air vents in the middle console, and the second is the 10.25 digital instrument cluster and 10.25 media display and touch screen. Together, it looks like one huge displaying, dominating nearly half the dash board. The driver and front passenger sit in some very comfortable seats that shouldn’t wear anyone out, no matter how long the commute. Rear passengers also sit comfortably, but legroom can be tight for larger people. The backseat does fold to a 40/20/40 split to assist in carrying large items. The trunk however, is small – able to hold just 9 cubic feet of stuff.

There are no shortcomings in the way the A-Class drives. The tester, an A220 4Matic delivers a smooth and comfortable ride. Steering is spot-on and the A-Class handles extremely wheel, especially when equipped with Mercedes 4Matic all-wheel drive system. Power is plentiful as the specs indicate the A220 can reach 60 mph in just over 6 seconds. For those that want extra performance, the AMG35 cuts that down by 1.5 seconds.

Pricing for the A-Class starts at just under $34,000. The tester, along with being an 4Matic, is also equipped with options like a special Denim Blue Metallic paint ($720), the 18″ wheels ($700), the Premium Package which includes the larger interior display screens ($1,750) and a few other options, carries an MSRP of $41,150. Still very reasonable.

Just because the A-Class is considered entry-level, that doesn’t mean you have to settle for less. The A-Class is just as refined and upscale as it’s larger Mercedes-Benz siblings, just in a much smaller size.
– Christopher A. Randazzo

By The Numbers:

2021 Mercedes-Benz Sprinter A220 4Matic

Base Price: $35,650.00
Price as Tested: $42,150.00
Layout: front-engine / all-wheel drive
Engine: 2.0 turbocharged 4-cylinder
Transmission: 7-speed automatic
Horsepower: 188 hp
Torque: 221 lb-ft
Fuel Economy: 25 mpg city / 34 mpg highway

[Visit me at www.carsbycar.blogspot or email me at auto_cran@hotmail.com]

Despite being out of production for more than a decade, the Chevrolet TrailBlazer is a name well-known in the SUV market. We last saw the TrailBlazer back in 2009, where it was based off of the Chevy Colorado pickup, and was powered by a 4.2 liter inline 6-cylinder, although a 5.3 V8 could be had it in (as well as a 6.0 V8 in the rare SS models). Today, the TailBlazer is back but in a totally different way.

For 2021 the Trailblazer returns to the Chevrolet lineup as a subcompact crossover SUV. It’s larger than the Chevrolet Trax, yet smaller than the Chevy Equinox. And, in case you haven’t caught it yet, there is a slight name change – with the new one using a lower-case b (in Trailblazer) rather than an uppercase B in the old TrailBlazer.

Like the larger Chevy Blazer, the new Trailblazer takes styling cues from the Chevy Camaro, especially in the front headlight area. While small in size, the new Trailblazer shows off some muscle car attitude – which is a warm welcome in this class.

The edgy Trailblazer is available in five trim levels. Base is the L, which will make for a good rental or loaner vehicle as it comes only in white along with steel wheels. It does, however, come with a Wi-Fi hot spot and 7-inch touch screen. The LS adds some nicer alloy rims, a better audio system and some extra amenities like vanity mirrors and a compass. Things really kick up with the LT, as the Trailblazer is fitted with heated mirrors, roof rails, foglights, keyless entry and ignition as well as remote ignition and heated seats. The Activ trim is tuned for off-road use by adding special off-road tires, revised shock absorbers, and a bit more ground clearance. The Activ also gets roof rails on a two-tone roof. The RS is the sporty Trailblazer of the bunch with its 18-inch alloy wheels and cool red interior accents.

You might be surprised to learn that the new Trailblazer doesn’t come with a four-cylinder engine. Instead, every Trailblazer is powered by a three-cylinder turbocharged engine. The base engine comes in at a small 1.2 liters and makes 137 horsepower. This engine is found on the L, LS and LT trim levels and uses a CVT transmission to send the power to the front wheels. The Activ and RS get a slightly larger engine (1.3 liters) that makes 155 horses and uses a nine-speed automatic transmission. It comes standard with front-wheel drive, with all-wheel drive being an option.

The Trailblazer’s cabin is spacious, functional, and outfitted with plenty of convenience items. Although most of the interior is done in black plastic, everything wears an attractive texture to avoid appearing cheap. The instrument cluster uses a combination of both analog and digital gauges which blends nicely together. The driver and front passenger sits high, in typical SUV fashion. The rear seat can fit two adults comfortably. Behind the rear seat is a generous cargo bay, and the Trailblazer provides not only fold-flat rear seats but also a folding front passenger seat to create space for extra-long items.

The Trailblazer that I was in was an RS model which includes the larger engine (although saying the 1.3-liter three cylinder is the larger engine isn’t something to get too excited about) and all-wheel drive.

On the road, the Trailblazer feels more truck-ish than what I was expecting. The ride can get harsh over road imperfections and the suspension is on the stiff side. The handling is decent – as it flows through curves with no complaints or negative feedback. The power, although there isn’t much of it, feels peppy enough for in-town driving, and can hit 60 mph in a leisurely 9.4 seconds. And that’s the faster of the two. The base engine, I would imagine, would take a second or two longer.

Getting a Trailblazer with the larger engine has two advantages. First is the obvious performance gain, while not much, is better than nothing. Second, is fuel economy. The 1.3 front-wheel drive models achieve 29 mpg city, 33 mpg highway, resulting in a 31 mpg combined. That beats the smaller 1.2-liter engine which gets 28 mpg city, 31 mpg highway, for a 29 mpg combined. My all-wheel drive Trailblazer was rated at 26 mpg city, 30 mpg highway, and 28 mpg combined.

Prices for the new Trailblazer start at $20,200, with my nicely equipped RS carrying an MSRP of $29,580. It competes with the likes of the Mazda CX-30, Hyundai Kona, Kia Soul and Honda HR-V. If you’re in the market for a pint-size SUV, the Trailblazer is defiantly worth checking out.
– Christopher A. Randazzo

By The Numbers:

2021 Chevrolet Trailblazer RS AWD

Base Price: $27,000.00
Price as Tested: $31,225.00
Layout: front-engine / all-wheel drive
Engine: 1.3 liter turbocharged inline 3-cylinder
Transmission: 9-speed automatic
Horsepower: 155 hp
Torque: 174 lb/ft
EPA Fuel Economy: 26 city / 30 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]

With the GMC Yukon and Yukon XL accounting for nearly one-third of General Motor’s large SUV sales, it’s easy to see why they are such important vehicles for one of the world’s largest automakers. So, when the big SUVs undergo a re-design, it’s a very big deal – for both GM and the buying public. For 2021, the Yukon and Yukon XL along with their twin-siblings the Chevrolet Tahoe and Suburban, get their first makeover since 2015 – and recently I found myself behind the wheel of GMC’s flagship model, the Yukon XL Denali.

If any vehicle can make a great big first impression, it’s the 2021 GMC Yukon XL Denali. From the front, its grille gleams with chrome flanked by multi-element headlamps at each side, all leading up to the tall and broad hood. On the side, the new Yukon XL now wears a fender badge and carries on some of the lines from the previous model although some of the angles have gone soft. Compared to the last model, the new Yukon is about an inch long from bumper-to-bumper, with a 4.1 inch increase in wheelbase. If the Yukon XL is just too big, the slightly smaller Yukon is about 15 inches shorter.

More than half of all Yukon XLs sold are Denalis, and for the first time, Denali owners will enjoy a unique interior thanks to a dashboard not shared with the other models. The most obvious difference is the placement of the 10.2-inch infotainment touchscreen – embedded in the dash on the Denali rather than perched atop as it is in the SLE, SLT and the off-road-oriented AT4 Yukons.

And on the topic of screens – they are everywhere in the Denali. Besides the one in the center console, there is an 8-inch one in the instrument cluster, one in the rear-view mirror(making it a rear-view camera), two 12.6-inch headrest screens for the second-row passenger as part of the optional rear-seat entertainment setup, and my favorite, a huge 15.0-inch Heads-Up-Display (HUD) that can be set to display a ton of useful information including the vehicle speed, actual speed and lane keep assist. And for those that recall the two-second rule from driver’s ed, the HUD does this for you by measuring how far away you are in seconds from the vehicle in front of you, and displaying it. No more counting 1-Mississipi, 2 Mississippi…

To be sure that all occupants are always connected, the Yukon XL is equipped with 7 USB ports, 2 HDMI ports, Bluetooth, WI-Fi, a wireless charging pad and 2 120-volt plugs. Road trip, anyone?

And you’ll be able to pack a lot of stuff for that trip. For 2021, the Yukon XL (as well as the smaller Yukon) finally ditches that solid-rear axle, replacing it with an independent rear suspension. That along with the increase in length means there is more room for those seating in the third-row seats as well as more cargo space behind it. The one thing that hasn’t changed, unfortunately, is the tall load-height.

Just like the previous model, the Denali version of the Yukon and Yukon XL are powered by a 6.2-liter V8, making 420 hp and 460 lb-ft of torque. Lesser Yukons continue with the familiar 5.3-liter V8 engine which cranks out 355 hp and 383 lb-ft of torque. But the big news is the debut of a 3.0-liter diesel inline-six cylinder. It’s rated at 270 hp and 460 lb-ft of torque.

When going with the diesel, fuel economy jumps to 20 mpg in the city and 26 mpg on the highway, far better than the 13 mpg city and 19 mpg highway you would get with the 6.2 V8 equipped Yukon XL. Another reason for going diesel is cost. With the Yukon XL Denali, where the 6.2 V8 is standard, opting for the Duramax diesel drops the price by $1500 (non Denali Yukon’s must pay $995 to upgrade from the 5.3-liter V-8). A couple things to consider, though, is that towing capacity does drop slightly with the diesel, and acceleration is slower than both of the gas engines.

As I spent time driving the big Duramax-equipped Yukon XL, the torque and the sound that the diesel engine made perfectly fit the package that it was in. Yes, it’s slower (0-60 mph in about 8.5 seconds vs 6.1 for the big 6.2 V8 and 7.2 for the 5.3 V8), but who really plans on racing around in an SUV of this size? The power and presence of driving the big Yukon XL down the street is amazing.

With the wait of GMC’s all-new full-size SUVs finally over, I can easily say it’s been worth it. If you liked the previous generation, the new one simply picks up on it and improves on it, not to mention the new diesel option. Apparently, a lot of drivers liked the previous Yukon and Yukon XL(and their corporate cousins, the Chevrolet Tahoe and Suburban) – as they have been the best-selling full-size SUVs for years. With what they have done with the all-new Yukon and Yukon XL – that isn’t about to change.

– Christopher A. Randazzo

By The Numbers:

2021 GMC Yukon XL 4WD Denali

Base Price: $74,100.00
Price as Tested: $84,945.00
Layout: front-engine / four-wheel drive
Engine: 3.0 liter Duramax Turbo-Diesel
Transmission: 10-speed automatic
Horsepower: 270 hp
Torque: 460 lb/ft
EPA Fuel Economy: 20 city / 26 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]

It’s been more than three years since Ford redesigned the Expedition, and still today it causes a stir wherever it goes. It’s big, it can carry lots of people, and it can tow quite a bit of cargo, all proving why it continues to be a serious contender in the full-size SUV market.

Not much has changed since the redesign, although 2021 sees a new XL base trim level. It’s perfect for those that want an Expedition but don’t need the third-row seating or the extra length provided by the Expedition Max, both of which are not offered on the XL trim level.

As stated, the Expedition is quite large. Unlike most SUVs these days that use a unibody construction (like most cars), the Expedition remains an old-school body-on-frame SUV. But the sheetmetal, which is now made from aluminum, makes the huge Expedition lighter than the previous, smaller generation.

And if, for some crazy reason, the Expedition still isn’t big enough for you, there is the Expedition Max, which is nearly a foot longer than the regular version, allowing it to compete with Chevrolet and it’s Suburban.

Whichever Expedition you choose, the look is the same – it’s squared-off body conveys a sense of dominance. A massive front grille makes way for C-shaped headlights that wrap around the front fenders to smooth body. Base XLs and XLTs are fitted with 18-inch wheels, while the Limited wears 20-inch wheels. King Ranch and Platinum trim levels get 22-inch wheels.

The tester arrived in the Limited trim level, but with a Texas Edition Package that adds special badging, a tow package and 22-inch wheels for an additional $2,075.

Enter the vast spaciousness of the Expedition and you’ll appreciate why people love these behemoth vehicles. Room is everywhere. As a people mover, the Expedition seats eight – 2 up front, 3 in the second row, and 3 in the third-row seat. If you opt for the captain’s chairs in the middle row, the total count falls by one.

On Max models, those extra 12 inches go a very long way. Passengers benefit most as nine of those inches are in the wheelbase, which translates into more cabin room, slightly larger rear doors and easier access to the third-row seats.

Even though the tester wasn’t the larger Max, I still found the third-row seats in the Expedition to be very comfortable – probably the best in the business (both versions offer the same amount of room for third row passengers). These are vehicles that are made to have people sitting in the third-row, and you can tell that Ford went to great lengths to accommodate them. In fact, one Ford engineer told me that they made it so passengers over six feet tall could sit back there in comfort.

Since 2015, a V8 could no longer be had in the Expedition. Instead, the Expedition and Expedition MAX get by with Ford’s 3.5 EcoBoost V6. I still find it hard to image a vehicle this size being powered by only six cylinders, but the numbers are quite impressive: 375 horsepower and 470 lb. ft of torque. It gets better if you move up to the top of the line Platinum trim levels where the same motor is tuned to 400 hp and 480 lb ft of torque. Every Expedition uses a 10-speed automatic transmission.

As a cargo hauler, the regular Expedition can transport up to 108 cubic feet of cargo. But go with the MAX and that jumps to 131 cubic feet. On top of that, the Expedition is capable of towing up to 9,200 pounds. No doubt, the Expedition is a worker, whether to haul people, cargo or a trailer.

On the road, the turbocharged V6 really makes the Expedition move – far better than any V8 ever did. Just a little tip into the gas pedal causes the big SUV to smoothly lunge forward. The days where it must be a V8 are long gone. If you don’t believe it, just take a drive in an Expedition.

Like all Expeditions before it, the current Expedition feels as big as it looks. Parking it takes careful planning and changing lanes needs to be done well in advance. And for those who plan to park their new 2021 Expedition or especially their Expedition Max in the house garage, a test-fit is highly encouraged.

Most people can get by with an SUV that is smaller than the Expedition. But for those that do need a big vehicle to haul both people and goods, the Expedition continues to be the one for that journey.
— Christopher A. Randazzo

By The Numbers:

2021 Ford Expedition Limited 4 x 4

Base Price: $64,625.00
Price as Tested: $71,515.00
Layout: front-engine / four-wheel drive
Engine: 3.5 liter twin turbo V6 EcoBoost
Transmission: 10 – speed automatic
Horsepower: 375 hp
Torque: 470 ft-lbs
EPA Fuel Economy: 17 city / 22 highway

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Let’s take a brief drive down memory lane for just a moment. It’s 1969, Woodstock was happening, we just landed on the moon, Joe Namath and the Jets won the Super Bowl, and the Ford Mustang Mach 1 was thundering down the streets with its 428 Cobra Jet V8 engine and Magnum 500 wheels. Times were definitely different back then. Today, we have entrepreneurs building their own space ships and flying into space, a 43-year old quarterback leading his team to the Super Bowl and the Mustang, well, it’s still around. In fact, the Mach returned last year, but as an electric vehicle and called the Mustang Mach-E. While impressive, the Mach-E is a far cry from the Mach 1 of 50 years ago. But if you’re one that still has gasoline running through your veins, you’ll be happy to hear that for 2021, Ford has brought back the Mach 1 – and in the form that we originally remembered it.

The 2021 Ford Mustang Mach 1 is Ford’s latest iteration of the current Mustang. Slotted between the Mustang GT and the GT500, the Mach 1, is a limited production car that combines Mustang heritage with current technology.

Fans of the 1969 Mach1 will recognize some familiar traits on this new version. The front air dam extension, the black accent stripes running the length of the car right above the rocker panels, and the wing in the back, all painted a low-gloss black, mimics the original car very well. Even the wheels are reimagined Magnum 500 aluminum wheels.

Just as the 428 Cobra Jet impressed 1969 Mach 1 owners, the new Mach 1 has an equally impressive engine under its hood. The 5.0 (460 hp, 420 lb-ft) Coyote engine borrowed from the Mustang GT is massaged to 480 hp along with the same torque rating and is offered with either a six-speed manual or a ten-speed automatic transmission.

Unfortunately, the shaker hood from the original isn’t on this new Mach 1 but make no mistake about it, this Mustang will still put a smile on your face as you step on the pedal. With 480 hp, the Mach 1 has enough power to hit 60 mph ins just a tick over four seconds. And unlike pony cars of old where manual shifting versions would out run automatics, in today’s world, the automatic equipped Mach 1, like the tester, is quicker than the manual. The fun-factor between the two, though, is still up for debate.

On the road, the Mach 1 displays great manners, thanks to a specially tuned suspension. There is a terrific blend of power, handling, and ride comfort. While I prefer to manually change gears by way of three pedals and a stick, I have to admit the automatic is hardly disappointing. Kept in automatic mode, it knows all the right times to shift. When you want to take control, the paddle shifters lets you go through the ten gears and feel like Marion Andretti. And the exhaust note – it’s deep, throaty, and pure American muscle. Six-piston front Brembo brakes assures the Mach 1 stops just as quickly as it goes.

Inside the Mach 1, with the exception of the instrument cluster, which is all digital, it’s typical Mustang GT, which is a good thing. Everything is easy to use and within fingertips reach. One feature I have always like about the Mustang is the visibility out of it – which is much better than its Camaro and Challenger competitors.

In a time when much of the auto industry is focusing on electric vehicles, such as Fords Mustang Mach E, I applaud Ford for not forgetting their history and heritage. The 2021 Ford Mustang Mach 1 is an excellent example. Here is a car that, more than 50 years ago, made a statement. Today, with modern advancements and technology, the Mach 1 is back in true form – and making it a great way to cruise down memory lane.

– Christopher A. Randazzo

By The Numbers:

2021 Ford Mustang Mach1

Base Price: $51,720.00
Price as Tested: $58,490.00
Layout: front-engine / rear-wheel drive
Engine: 5.0 liter V8
Transmission: 10-speed automatic
Horsepower: 480 hp
Torque: 420 ft-lbs
EPA Fuel Economy: N/A

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The Lexus IS has always been one of my favorite luxury sport sedans ever since it made its debut back in 1999. I’m not sure if it’s because the rear-wheel drive compact sport sedan is so much fun to be in and drive, or because it’s so different when compared to the rest of the cars in the Lexus lineup. Or maybe with its sub-$45,000 starting price it is one of the few Lexus models that can be considered ‘affordable’. As I was handed the keys to a 2021 Lexus IS350 F Sport, those feelings of excitement have returned.

Currently in its third generation, the IS still looks as good now as it did when this generation first appeared in 2013. I recall Lexus referring to the design as “aggressive elegance” – and that still holds true today. There are large air intakes up front, and with the optional F Sport package, there is a more pronounced spindle grille as well as spoilers at both ends of the car. Sporty, yes, but the lines of the car give it a very luxurious presence.

As Lexus is gearing up to rollout an all-new IS for next year, it continues to improve on the current design. The 2021 Lexus IS receives a freshening to its headlights and tailights, a new Dynamic Handling package on F Sport models and a reworked user-interface for the infotainment screen.

Being that the tester is an IS350, it is equipped with 3.5-liter V6 that makes 311 horsepower and 280 lb-ft of torque and is mated to an eight-speed automatic transmission. If horsepower and acceleration isn’t a concern, the IS300 is a nice way to go. Powered by a turbocharged 2.0-liter four-cylinder (241 horsepower, 258 lb-ft of torque) it also uses an eight-speed automatic transmission. An all-wheel drive version of the IS is also available. Called the IS 300 AWD, it uses a less powerful version of the 3.5-liter V6 (260 hp, 236 lb-ft) and sends power to all four wheels by way of a six-speed automatic.

For the driving enthusiast, there is a new optional Dynamic Handling package on the IS350 F-Sport. It includes a Torsen Limited Slip rear differential along with chassis and suspension enhancements to make the IS a real performer. And to make the IS look the part, it is fitted with 19-inch BBS wheels and a carbon fiber rear spoiler.

Inside the IS is a tastefully appointed cabin. Supple leather and wood trim dress up the revised dashboard. The bucket seats are some of the best around with the F Sport receiving special seats that have microfiber inserts and leather side bolsters to keep the driver and passenger better planted during hard cornering. But as nice as the interior is, a common complaint has been the user interface for the infotainment system that relied on a touchpad. Thankfully, for 2021, that issue has been resolved – sort of. The screen, being the standard 8-inch or optional 10.3 inch, has been mounted about 6 inches closer than before and it is now a touchscreen. Meaning the driver doesn’t have to rely on the touchpad to control the various systems. So the annoying touchpad is still there – but the driver no longer has to use it. Also new is the system is now compatible with Android Auto and Apple CarPlay.

Behind the wheel and on the road in an IS350 continues to be a joy. The car feels very refined and the steering and handling are spot on. There is enough power from the V6 to get the IS to 60 mph in about 5.6 seconds and cover the quarter mile in about 14.2 seconds. While it’s far from being the quickest car in its class, the IS is still a fast car.

Downfalls? The list is short, but it does exist. First is one that has plagued this IS since its debut and that is the cramped backseat. It’s tight – especially when it comes to legroom. The other is the power. In a world where turbo four-cylinders or six-cylinders seems to be the norm, the IS seems a step behind.

Still, though, it is quite easy to be impressed with the IS, especially as the IS350 F Sport. It looks great, is luxurious and it’s fast. And that is why the IS remains one of my favorite luxury sport sedans available.
— Christopher A. Randazzo

By The Numbers:

2021 Lexus IS350 FSport

Base Price: $42,900.00
Price as Tested: $54,625.00
Layout: front-engine / rear-wheel drive
Engine: 3.5 liter V6
Transmission: 8-speed automatic
Horsepower: 311 hp
Torque: 280 ft/lb
EPA Fuel Economy: 20 city / 28 highway mpg

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Let’s face it, minivans will probably always be stuck with the stigma that it has suffered for decades. But for the all-new Sienna minivan, Toyota has gone through great lengths to lessen the minivan stigma by the way it looks. On top of that, they have added yet another reason why the Sienna is the ultimate people mover – fuel economy. Let’s welcome in the all-new 2021 Toyota Sienna.

In an attempt to make the all-new Sienna look more aggressive and SUV-like, Toyota has raised the hood and the A-pillars have a sharper angle. At the rear, the roof line slops down some, and around the rear wheels are fender bulges that run along the side of the van. At the end of the day, the Sienna looks better than most minivans on the market, but it still looks like a minivan, albeit, a slightly aggressive one.

The Sienna can seat seven or eight passengers depending on trim level. All come with dual sliding doors with power windows in them, second-row sunshades, triple-zone climate control system and a 9-inch touchscreen. Sienna’s can even be fitted with a small refrigerator in the center console, a built-in vacuum and foot-activated power sliding doors.

Breaking away from Sienna’s of the past that saw them equipped with Toyota’s 3.5-liter V6 engine, this all-new Sienna takes on a new approach – it’s a hybrid. Standard on every Sienna is a hybrid powertrain that uses a 2.5-liter four-cylinder engine and two electric motors that provides 245 horsepower. Front wheel drive is standard while all-wheel drive remains an option.

Last week Toyota had me in a top-of-the-line Platinum with the available all-wheel drive system and I must say, stigma or not, the practicality of this vehicle is amazing. Driver and front passenger sit in comfortably with a floating center console separating the two. The console flows out of the dashboard and leaves a large and practical storage area below. And hats off to Toyota by using a traditional shifter rather than buttons (Honda Odyssey) or a dial (Chrysler Pacifica).

Behind the front seats is an amazing amount of room for the second-row passengers. The seats, which are some of the best found in any vehicle, slide fore and aft and can recline. Unlike the previous Sienna, the second-row seats in the new Sienna do not come out or fold into the floor, making this Sienna more of a people mover rather than a cargo hauler.

On the road, the V6 power from previous Sienna’s is missed, as this new Sienna is down by more than 50 horsepower. Power down low is good, but once at highway speeds or trying to pass slower traffic, the lack of power becomes evident.

But while the new Sienna is less powerful, it’s much more fuel efficient than the previous model. With the V6, the old Sienna brought in 22 mpg combined (19 mpg city / 27 mpg highway). With the new Sienna, it brings in 36 mpg combined (along with 36 mpg in both city and highway). Going with all-wheel drive, those numbers come down to 35 mpg combine (35 mpg city and 36 mpg highway).

The Sienna has always been one of the top picks in today’s minivan market – it and the Honda Odyssey methodically duke it out for top honors, much like two geniuses playing chess. With the all-new 2021 Sienna, Toyota has raised the playing field by making it a hybrid and adding some aggressive styling. Make no mistake, it’s still a minivan, but these changes make it a little easier to accept the stigma.
– Christopher A. Randazzo

By The Numbers:

2021 Toyota Sienna Premium All-Wheel Drive

Base Price: $54,050.00 (est)
Price as Tested: $54,050.00 (est)
Layout: front-engine / all-wheel drive
Engine: hybrid 2.5 liter four-cylinder with dual electric motors
Transmission: CVT
Horsepower: 245 hp
Torque: N/A
EPA Fuel Economy: 35 city / 36 highway mpg

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The recipe for the perfect family-friendly SUV includes starting off with an excellent base platform, delivering a car-like ride, and offering a roomy interior that can hold plenty of people and cargo. Oh, and it must have plenty of convenient features, be attractively styled and get good gas mileage. In other words, the 2021 Toyota Highlander Hybrid.

Currently in its sophomore year, the current Highlander rides on Toyota’s TNGA platform which is the same one used in the RAV4. The Highlander’s exterior styling is bold with many sculpted lines, making it one of the best-looking Highlanders ever. In addition, this fourth generation Highlander is also the largest Highlander ever.

From the outside, the Highlander Hybrid looks nearly identical to its gasoline-only sibling, with the exception of a few badges.

Where the Highlander scores big is on the inside, where it features one of the most attractive cabins in its class. Fit and finish is top notch and the design is clean and tastefully simplistic. Storage areas are everywhere including the built-in shelf on the dashboard.

A 12.3-inch display (standard on the Premium, optional on the Limited) dominates the dash, with easy to use controls under it. The center console houses the shifter, some cupholders as well as some other switch gear. The instrument cluster is a little busy, but the optional heads-up display projects vital information on the windshield in front of you.

With three rows of seating, the Highlander Hybrid has the credentials to be a minivan substitute. I still wouldn’t want to be the one to sit in the third row, but kids shouldn’t mind. Don’t need that third-row? Simply fold it flat into the floor. Although the large battery pack cuts into storage space, the Highlander Hybrid can still accommodate 84 cubic feet of stuff.

Under the hood, the Highlander Hybrid uses a 2.5 liter four-cylinder engine that is paired to an electric motor to make 243 total horsepower. That combination sets up the Highlander Hybrid to get an EPA rating of 35 mpg in the city and 34 mpg on the highway. While the use of a four-cylinder engine over a six-cylinder means less overall power, going with the smaller engine has several advantages, mainly better fuel economy and lower overall vehicle cost throughout the lineup.

About that lineup – there are four trim levels: the base LE, XLE, Limited and the top-of-the-line Platinum. Seating for eight is standard on the base LE model, and optional on all other trim levels except for the Platinum. The other models come standard with second-row captain’s chairs, which reduce total seating to seven. Each trim level is available in FWD and AWD.

The tester was dressed in a beautiful Blizzard Pearl White exterior and a two-tone tan and black interior, it easily qualified as Lexus-Luxury. Some amenities that the Platinum includes are heated and vented front seats, heated second-row seats, panoramic moonroof, 12.3″ touch screen, JBL audio system with 11 speakers, 4 USB ports and Android Auto and Apple CarPlay capabilities. Another feature that I was thrilled to see in the Highlander is a rearview camera mirror. Previously only seen in GM vehicles, this feature gives you the option of changing your rearview mirror into a camera for much better viewing of what’s behind you. This fully loaded Highlander Hybrid carries with it an MSRP of $51,915.00

On the road, the hard working four-cylinder makes the Highlander Hybrid a tad bit nosier than one would expect and it could stand to use a little more power. Still, the step-up in interior quality and materials more than makes up for it. And plus, families that are in the market for three-row hybrid crossovers won’t care about being slightly down on power.

The 2021 Toyota Highlander Hybrid continues to be the have-it-all SUV for mainstream America. Folks gotta have their SUVs. They want lots of room. They want luxury and fancy features. They want good gas-mileage. This version of the Highlander has all those wants – and then some.

— Christopher A. Randazzo

By The Numbers:

2021 Toyota Highlander Hybrid Platinum AWD

Base Price: $50,315.00
Price as Tested: $51,915.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter four-cylinder with electric motor
Transmission: CVT
Horsepower: 243 hp
Torque: 175 ft/lbs
EPA Fuel Economy: 35 city / 34 highway mpg

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The Mazda3, whether it be the hatchback or sedan, has been a fan favorite for years. Fun, fast and practical, it checks all the right boxes for those who want something a little more exciting than your typical runabout. But these days, to the masses, it has to be an SUV or crossover for most buyers to take notice. So last year, Mazda responded by essentially taking a Mazda3 hatchback, raising its height, and calling it the Mazda CX-30.

Mazda slots the CX-30 between the CX-3 subcompact and the CX-5 compact SUV. Looking a lot like the smaller CX-3, the CX-30 is fitted with a little more black-plastic body cladding to make its statement. Underneath its sheetmetal, it is essential a Mazda3. As far as the name goes, I think calling it the CX-4 would have been more appropriate, but apparently Mazda had other things in mind.

In its debut year last year, every CX-30 was fitted with Mazda’s 2.5 liter Skyactive four-cylinder rated at 187 hp and 186 lb-ft of torque. Mated to a six-speed automatic transmission, front wheel drive was standard while all-wheel drive was an available option.

For 2021, the 2.5 continues in the CX-30, but a turbocharged version has been added to the lineup. Making 227 hp and 310 lb-ft of torque or better yet, fill it up with 93-octane gas and those numbers go up to 250 hp and 320 lb-ft of torque, the turbo engine also includes all-wheel drive as a standard feature.

Other changes for 2021 include Apple CarPlay and Android Auto offered as standard equipment on all CX-30s.

Enter the CX-30 and brace yourself for a surprisingly simple yet upscale cabin. No cheap plastics can be found, just lots of soft leather with some chrome accents. Protruding from the leather dash is an 8.8 inch screen that is standard on all models. It’s not a touch screen, instead you use a dial on the center console to control it, just like in other vehicles from Mazda. To the right of the dial is the volume knob, to the left the electronic parking brake.

Interior space of the CX-30 is what you would expect in a vehicle of this size. The front seats are comfortable and should be no issue on long road trips. The belt line is a little high, making you look as if you are lower than you actually are. Rear seating offers more legroom than a CX-3, but don’t go thinking it’s a limo back there. In fact, there is seating for three in the rear, but I sure wouldn’t want to be that third rear passenger.

Just like in other Mazda’s the real joy of the CX-30 happens when you’re behind the wheel. Much like the Mazda3 hatchback, the CX-30 is nimble, athletic, and fun to drive. Its steering is crisp and its moves with such fluid and grace, making it a pleasure to pilot on a twisty roads. When simply cruising, it provides an excellent sense of stability.

The availability of the new turbo engine really adds a new performance dimension to the CX-30. Compared to the base engine that feels a little weak at low rpm, the Turbo’s solid low-end torque makes the CX-30 more exciting to drive. In fact, the CX-30 with the turbo is the quickest vehicle in its class – outrunning the likes of the Hyundai Kona, Kia Soul, and Subaru Crosstrek

Pricing for the CX-30 starts right at $23,425 for the base model, with the top-of-the-line Turbo Premium Plus carries a price tag of $35,640.

With the CX-30 Mazda continues to show that they have the recipe for a vehicle that provides utility, practicality and can still be fun to drive – all at an attractive price point.

— Christopher A. Randazzo

By The Numbers:

2021 Mazda CX-30 Premium AWD

Base Price: $33,900.00
Price as Tested: $35,400.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter Skyactiv Turbocharged inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 lb-ft
EPA Fuel Economy: 22 city / 30 highway mpg

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As sedan sales continue to plummet, it comes as no surprise to see some luxury sedans being discontinued. Gone are the Acura RLX, Lexus GS and the Lincoln Continental. But as we say goodbye to some, we welcome others, like this week’s ride, the all-new 2021 Genesis G80.

We first saw the Genesis back in 2009 when Hyundai launched it as a luxury sedan in their lineup. By 2017, the Genesis brand was spun off, thus marking the first luxury brand from a South Korean automaker. Today, the Genesis brand consists of three luxury sedans and two luxury SUVs. By next year at least one more model will be added.

Slotted between the smaller G70 and the larger G90, the all-new for 2021 G80 is a midsize luxury sedan that takes on the Audi A6, BMW 5-Series and Mercedes-Benz E-Class. Inspired by the brands GV80 SUV (which has become famous for being the vehicle Tiger Woods was driving during his February accident), the G80 is a rolling beauty with unique double headlights, gigantic pentagonal grille, slippery bodywork and a sloping roofline.

Riding on the same platform as the GV80, the G80 also shares the same powertrains. The entry-level Genesis G80 comes with a turbocharged 2.5-liter inline-four-cylinder engine that makes 300 horsepower. For those seeking more power, there is an optional twin-turbo 3.5-liter V-6 that makes 375 horsepower. An eight-speed automatic transmission is used with both engines, and the G80 can be had as either rear-wheel drive or all-wheel drive.

Even if you’re used to being in an Audi, BMW, Lexus or Mercedes-Benz, the cabin of the new G80 will still impress you. The upscale interior is very elegant with the dash, doors and center consoles all made of high-quality materials with no signs of cheapness to be found. Fit and finish is top-notch. The streamlined dashboard features a 14.5-inch display touchscreen display along with a 12.3-inch display gauge cluster.

Compared to the previous G80, the new G80 has more headroom and legroom for everyone onboard. The front seats offer a wide range of seat adjustments, making them very comfortable for the short trip or the long haul. But the rear seats are impressive as well. Nicely bolstered, a fold-down armrest has seat heater controls, cupholders, power ports and storage space. Additionally, there are side-window sun shades along with a rear-window shade. Too often the comfort of rear passengers goes unnoticed, but not in the new G80.

There are some oddities inside the G80 though. Using the rotary shift knob is like handling a glass jewel, which is nice – but it’s not as intuitive to use when in a rush, and at the end of the day, an old fashion shifter works better. Both the flat rotary infotainment controller and the volume control, which is a roller dial, take some getting used to. Finally, the steering wheel has some odd designs to it. These minor things aside, overall, the inside of the G80 looks wonderful and is a great to place to spend time in.

The tester arrived equipped with the optional 3.5 V6 and all-wheel drive. During my time spent with it, I found the G80 to have a nice abundance of power, as Genesis claims a 0-60 mph time in around 5 seconds. It handles well too, and feels nicely balanced. On paper, the G80 comes up a little short in performance when compared to its German rivals, but it’s hardly noticeable on the road. But what is noticeable is the ride – it’s not nearly as smooth and settled as I would like. The optional 19-inch wheels may have a matter in this (18-inch wheels are standard).

The base G80, the 2.5T, starts at just under $49,000, while the top-of-the-line 3.5T Prestige starts just over $66,000. The tester, a 3.5T Prestige with all-wheel drive carries a price tag of $69,075.

The 2021 G80 is an impressive, well-done luxury car by Genesis. Is it the best in its class? It all depends. If you’re looking at performance, it isn’t as its rivals are quicker and handle better. But when you look at it in terms of features-per-dollar, then throw in the fact that it has the best warranty in the business, well then it becomes clearer. To the right buyer, the Genesis G80 may very well be the best.

— Christopher A. Randazzo

By The Numbers:

2021 Genesis G80 AWD 3.5T Prestige

Base Price: $62,250.00
Price as Tested: $69,075.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter turbocharged V6
Transmission: 8-speed automatic
Horsepower: 375 hp
Torque: 391 ft-lbs
EPA Fuel Economy: 18 mpg city / 26 mpg highway

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If I said it once, I’ve said it a thousand times – for a family with children, a minivan just can’t be beat. The time is going to come when a need for a larger vehicle to haul the kiddos and their gear around is going to make itself known. At that point, all sorts of SUVs, crossovers, even larger sedans will be considered – everything but a minivan. Well, I’m here to tell you that you’re missing out as I spend time in the 2021 Honda Odyssey minivan.

As minivans go, the Honda Odyssey has always been one of the best out there, duking it out with its Toyota rival, the Sienna. It’s been around since 1995 and through the years it has had its share of upgrades and enhancements. Now in its fifth-generation, the current Odyssey continues to offer three rows of seating, sliding rear doors and more room for cargo and passengers than just about anything short of a full-size van.

The current Odyssey has been around since 2018, and standing outside looking at it reveals a busy exterior. A couple crease lines break up the side sheetmetal, giving it some style and character. Adding to it is a floating D-pillar that gives the Odyssey a slopping look to its rear roofline. In all, it’s an attempt to give the Odyssey a somewhat sporty image. It’s hard to say if it works or not.

But inside is where you’ll be and that is where the new Odyssey really excels.

The driver is greeted to a simple digital gauge cluster that provides all the information needed in an easy, clear display. An 8″ screen center touch screen (5″ on the base LX model) controls the nav system, radio and other various apps. In a smart move, the climate control system controls are physical buttons placed below the touchscreen – meaning you can access them much easier.

To make life easy on Odyssey passengers, power sliding doors reveal a cabin with a multi-adjustable second-row seat and a very livable third-row. There are even retractable sunshades for both second and third row seats.

Other unique features that the Odyssey includes are a built-in vacuum with a 10-foot hose capable of reaching crumbs in every corner of the cabin. Don’t know who made the mess? With CabinWatch you can now actually see it happen. CabinWatch is a rear-cabin camera that when turned on, displays the back seat passengers in the center screen. And don’t worry about the kids tuning you out when watching videos on the built-in DVD player (on the Elite model) – with CabinTalk, it cuts through the audio system so you can be heard – even if they are wearing the wireless headphone. Cool stuff indeed.

Want to use the Odyssey to haul more cargo that people? The 60/40-split third-row seat folds easily into the floor and creates a 93.1-cubic-foot cargo hold. If more room is needed, the second-row seats can be removed (not so easily) to make full use of the Odyssey’s amazing 155.8 cubic feet of total cargo capacity – converting the Odyssey from a mini-van into a cargo-van.

Because minivan buyers tend to move around children, safety features are a top priority – and the Odyssey has a load of them. There is a standard rearview camera along with a blind-spot warning system. Advanced safety features like optional forward collision alert and a lane-departure warning systems help drivers avoid potential collisions altogether.

Under the hood, the Odyssey continues to draw power from a 3.5-liter V6 engine coupled to a ten-speed automatic transmission. The V6 makes 280 hp along with 262 lb-ft of torque.

On the road, power from the V6 is plentiful and the steering and handling from the all-independent suspension delivers a nice balance of ride comfort and decent handling capabilities. Adding to the comfort level is Hondas use of noise-reducing glass for the front and rear windows (on the Elite model). This makes the Odyssey extremely quiet at just about any speed.

While a minivan may not be on any automotive wish list, there is no denying that it is the most practical vehicle when it comes time to pack up the family and hit the road. Not even a full-size SUV can match the comfort and ease it is to load a minivan. Sure, they are not the most exciting vehicles on the road, but the Odyssey should solve any family’s hauling needs.
– Christopher A. Randazzo

By The Numbers:

2021 Honda Odyssey Elite
Base Price: $47,820.00
Price as Tested: $49,335.00
Layout: front-engine / front-wheel drive
Engine: 3.5 liter VTEC V6
Transmission: 10-speed automatic
Horsepower: 280 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 city / 28 highway mpg

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