Automotive

Most pickup truck buyers recognize that choosing between the GMC Sierra 1500 pickup and its mechanical twin, the Chevrolet Silverado, it comes down almost entirely to styling preference and trim levels. Looking at the basics like bed size, engine lineup and towing capacity, both full-size pickups have similar offerings, and both can be had in endless combinations. And while both are offered in luxurious trim levels, if you want the most luxurious truck from GM, well, look no further than the Sierra.

The 2025 GMC Sierra 1500 is a full-size pickup that offers excellent working capabilities alongside a spacious interior for passengers. Four different engines are available – from a turbocharged four-cylinder to a six-cylinder turbodiesel, and two V8 offerings – a 5.3-liter V8 and a 6.2 liter V8. The Sierra 1500 is available as a single cab, double cab, or four-door crew cab with bed lengths ranging from 5.8 to 8.2 feet. Of course, four-wheel drive is available on all body styles. It’s offered in many trim levels, from the base Pro, to the off-road focused AT4X, to the luxurious Denali – and many in between. But the focus this week is ultimate luxury, in this case the Denali Ultimate.

The Denali trim level has been synonymous with luxury in the GMC brand lineup for some time now. With the Sierra, the Denali gets tech features like a bed-view camera, power sliding rear window and power retractable side steps. The Denali Ultimate adds to that a carbon-fiber composite bed, 22-inch wheels, and a heads-up display.

Last year, the Sierra received an exterior freshening, and with it, advanced LED headlights and foglamps. The Denali Ultimate stands out among other Sierras with its use of smoked out black chrome for a unique premium look. The Denali Ultimate also has some special exterior functionality, like a backwards moving power running board for side access. And if you are into tailgating, you will appreciate the Kicker audio system built into the tailgate. And on the subject of tailgates, the Denali Ultimate comes standard with the Multi-Flex six-mode tailgate.

Luxury really hits you though, when you open the door and enter the Sierra Denali Ultimate. The cabin is draped in Alpine Umber leather along with open pore wood trim. Once seated in the seats, where both front seats are heated and ventilated, and have 16 power adjustments as well as massaging abilities, looking up reveals a suede headliner. Other unique details include Denali Ultimate badging and a topographical map of Mt. Denali.

The luxurious cabin leads to plenty of fancy features. There is a 12.3-inch digital cluster along with a 15-inch heads-up display and 13.4-inch infotainment display. Then there is a heated leather wrapped steering wheel and power adjustable pedals. The Denali Ultimate also features a 12 speaker Bose audio system.

As luxurious as this Sierra is, let us not forget that it is a truck at heart and can tow up to 13,000 pounds and carry a payload of 2530 pounds.

Under the hood, the Denali Ultimate comes standard with the big 6.2-liter V8, making 420 hp and 460 lb-ft of torque. One of the options is the turbocharged 3.0-liter inline-six diesel engine, which makes 305 hp and 495 lb-ft of torque. Both use a 10-speed automatic transmission.

On the road, the Denali Ultimate has a fantastic ride, thanks in part to the adaptive dampers. This does a great job of smoothing out most road imperfections. The tester is equipped with the V8 and there is never a shortage of power. The tester is also equipped with Super Cruise, GM’s hands-free driving system. This system allows you to drive on the interstate or highway without your hands on the wheel. It will turn for you and even change lanes. Yes, it works – and it works very well.

All this luxury and technology does come at a price. The Denali Ultimate starts at $84,200, with tester coming in with an MSRP of $86,805.

I’m not sure how trucks get better than this. The GMC Sierra 1500 Denali Ultimate covers it all. It gets the job done, and it does so by looking and keeping everyone comfortable and in total luxury. If GM’s Cadillac division were to have a pickup truck, the Sierra 1500 Denali Ultimate would be that truck.
— Christopher A. Randazzo

By The Numbers:

2025 GMC Sierra 1500 Denali Ultimate

Base Price: $84,200.00
Price as Tested: $86,805.00
Layout: front-engine / four-wheel drive
Engine: 6.2 liter V8
Transmission: 10-speed automatic
Horsepower: 420 hp
Torque: 460 ft-lbs
EPA Fuel Economy: 15 mpg city/ 19 mpg highway

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

When it comes to the ultimate people mover, the Chrysler Pacifica is hard to beat. Yes, it’s a minivan, I know, but it’s one of the best minivans out there, placing it right up there with the Honda Odyssey and Toyota Sienna. And like the Sienna, which is a hybrid, the Pacifica is the only minivan that is available as a plug-in hybrid electric vehicle (PHEV).

The Pacifica Hybrid carries nearly every feature that you would find in a normal Pacifica, but benefits from being incredibly fuel-efficient thanks to its hybrid technology. Being available as a PHEV means it can travel as much as 32 miles without using a drop of gasoline. When you exceed that range, the Pacifica Hybrid takes on the role of a regular hybrid – automatically switching from its electric motors (there are two of them) to a special version of the popular 3.6-liter Pentastar V6 engine, where it manages to get around 30 mpg.

Charging time for a dead battery to reach a 100% charge level takes about 13 1/2 hours on a standard 110-volt outlet. If you’re lucky to be able to plug the Pacifica Hybrid into a 220-volt power source, charging time takes right under 2 hours.

But let’s not forget that the main purpose of a minivan is to haul families and all their belongings around – and that is where the Pacifica really shines. Standard on every Pacifica is a three-zone climate control system so the front and middle rows can each control the temperature. And there are lots of USB and auxiliary ports scattered throughout the cabin to keep every electronic gadget charged. Higher end models include features such as Blu-ray players and a tri-pane panoramic sunroof.

In fact, everything that makes the regular Pacifica so appealing can be found on the Pacifica Hybrid – with one exception – the second-row Stow ‘n Go seating, where seats can be stowed into the floor – is not available on the Pacifica Hybrid due to the hybrid’s massive battery pack. In a smart move, Chrysler opted to place the batteries below the second row floor (and give up the Stow ‘n Go option) rather than place them in the back and have them eat up valuable cargo space.

That is a small price to pay for a minivan that is rated at 82 MPGe

If you prefer not to go the hybrid route, you have 4 trim levels to choose from: the Touring, Touring L, Limited and Pinnacle. Those going the Pacifica Hybrid route, there is the Select and Pinnacle trim levels.

All-wheel drive is also available on the Pacifica, but only on non-hybrid models.

The tester arrived as a top-of-the-line Pacifica Hybrid Pinnacle. Decked out in probably the most leather I have ever seen in a vehicle (we are talking about three rows of quilted premium leather here), suede headliner, second-row lumbar pillows, a 20-speaker Harmon Kardon sound system and hands-free power sliding doors, the Pinnacle is like road-traveling first-class. But as we know, first-class isn’t cheap, with my Pacifica Hybrid Pinnacle carrying a $61,685 price tag. Pricing for the Pacifica starts at $41,095 for the Touring, while the Pacifica Hybrid Select starts at $52,460.

The behind the wheel driving experience of the Pacifica Hybrid, as expected, is hardly exciting. But it does drive nicely, visibility is excellent, and the ride is comforting. There is plenty of power from the hybrid powerplant and that power is quite smooth. The Pacifica, as nice as it is, doesn’t break any new ground in the mini-van driving experience, but that’s ok, because I hardly think anyone would buy a minivan for the driving experience.

Finally, I understand the minivan stigma is still strong out there – regardless how good you make it, some people just won’t be caught driving one. But no matter how you look at it, there is really 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. And as good as the Chrysler Pacifica is, (and it’s pretty good), the Chrysler Pacifica Hybrid just makes it that much better by saving on fuel costs. Maybe that’s why Car and Driver has named the Pacifica to their 10Best Trucks and SUVs list multiple times.
— Christopher A. Randazzo

By The Numbers:

2024 Chrysler Pacifica Pinnacle PHEV

Base Price: $59,495.00
Price as Tested: $61,685.00
Layout: front-engine / front-wheel drive
Engine: 3.6 liter V6 eHybrid
Transmission: 9 – speed automatic
Horsepower: 260 hp
Torque: N/A
EPA Fuel Economy: 82 MPGe

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

Good things come in time, and the Chevrolet Traverse is proof of that. When the Traverse first hit the streets nearly 20 years ago, it caused some confusion due to its minivan appearance. The second-generation Traverse, out in 2018, cleared that up as it showed that it was an SUV through and through. Now for 2024, the Traverse is all-new yet again – and now it’s grown and takes styling cues from other Chevys. This week let’s look at the all-new 2024 Chevrolet Traverse.

Slotted between the Blazer and the Tahoe, the all-new Traverse is slightly larger than the model it replaces, although it retains the same wheelbase. With its blunt new front end and squared-off shoulders, it not only looks more like a rugged SUV, but it has become more Tahoe-like and the family resemblance among other Chevys is shown.

The new Traverse is available in four different trim levels (LS, LT, Z71 and RS), with the LS being the base model, the LT adding some luxury features like power seats and a wireless phone charger, the Z71 being the off-road version coming standard with all-wheel drive and all-terrain tires and the top-trim RS being the sporty model. Word has it that for 2025, the base LS trim level will be dropped, and the upmarket High Country will be added.

The tester was a top-of-the line RS done in a beautiful Lakeshore Blue exterior with a Jet Black interior. It has an MSRP of $57,495. Along with being all-wheel drive, it was equipped with SuperCruise – GM’s hands-free driving system – a first in the Traverse.

As the size of the Traverse has grown, engine size has dropped. The 3.6-liter V6 that was found in the previous model is gone, replaced by a new turbocharged 2.5 liter inline four-cylinder. Like the 2.7-liter turbo four found in GM’s pickup trucks, this engine puts up big numbers — 328 horsepower and 326 pound-feet of torque, which beats the old V6 by 18 hp and 60 lb-ft of torque. This turbo four-cylinder along with an 8-speed automatic transmission is used on every 2024 Chevy Traverse

Enter the Traverse and you’ll see that it’s all about space, functionality and versatility. There is quite a lot of cargo room, even behind the third row. If you don’t need the third row, it can fold flat to open to even more cargo space. All three rows of seats offer good space for their occupants, making the Traverse great for people-hauling duty.

Up front, there is an 11.0-inch digital gauge cluster and a 17.7-inch central touchscreen. The infotainment system is easy to use and thankfully the climate controls are physical buttons under the touchscreen. The cabin is set up nicely – with my only complaint being that there is no longer a shifter in the middle console – it is now a little stalk coming off the steering column.

On the road, the Traverse feels and drives every bit as big as it looks – a characteristic found in most GM vehicles. It corners well enough, and has good body control, but the steering is slow, making you feel its heft. Power from the turbo four doesn’t feel quite as strong as its numbers suggest, but it still has plenty of get-up-and-go, being able to hit 60 mph in about 7.0 seconds, making it slightly slower than the old V6 model. But the new Traverse does get the nod when it comes to fuel economy as the EPA estimates the front-wheel-drive model at 23 mpg (up from 21 mpg for the old model) and the all-wheel-drive model now gets 21 mpg combined, an increase of 1 mpg.

The 2024 Traverse lineup now includes a Z71 off-road trim for the first time. Standard equipment on the Z71 includes all-terrain tires, ZF frequency-based adaptive dampers, a twin-clutch all-wheel-drive system, underbody skid plates, and a 1.2-inch suspension lift for extra ground clearance. It also has off-road-specific drive modes, and while not meant to be a rock-crawler, it should be able to tackle most of the terrain its driver may encounter.

The new Traverse is ideal for those that like the styling and room of the Tahoe, but don’t want the Tahoe’s grand size and feel. With the Traverse’s unibody construction, it is more maneuverable thanks to its carlike manners. The boosted four-cylinder isn’t as smooth as the old V6, but its more fuel efficient. Overall, the all-new Traverse continues in the right direction for Chevy’s midsize SUV. Pricing for the Traverse starts at $38,9995.

— Christopher A. Randazzo

By The Numbers:

2024 Chevrolet Traverse RS AWD

Base Price: $56,200.00
Price as Tested: $57,495.00
Layout: front-engine / all-wheel drive
Engine: 2.l liter turbocharged inline 4-cylinder
Transmission: 8-speed automatic
Horsepower: 328 hp
Torque: 326 lb/ft
EPA Fuel Economy: 19 city / 24 highway mpg

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

When the Fiat 500 was released to the public in 2006, it was a hit. Like the Mini Cooper, the 500 had a distinctive retro style that many loved. The subcompact coupe was fun to drive and cute to look at. A convertible soon followed, then even a mini-SUV version, the 500X, was introduced. Fiat even toyed with an electric version of the 500 in California and Oregon from 2013 to 2019. But as time went by, sales of the little 500 fell sharply and Fiat dropped some models. The original coupe was last available in 2019, leaving only the 500X in the lineup. Now, Fiat is back at it again, this time bringing back the coupe version of the 500 as an all-electric vehicle.

The 2024 Fiat 500e is an all-new version of the original electric 500e. It is slightly larger than its predecessor and will be available throughout the US. With a range of 149 miles, it’s not meant for the long haul, but rather for a few days of around-town driving.

The exterior of the 500e looks much like the 500 from 2006. It did pick up some modern touches like LED lighting at both front and rear and some flush electronic door handles, which is like a prerequisite for EVSs.

Inside though, there is a mix of tech and throwbacks. The dashboard trim, rounded gauge cluster, and two-spoke steering wheel are meant to evoke the original 1957 Fiat 500. More modern features include digital instruments, a 10.25-inch touchscreen and wireless smartphone integration. And keeping things simple, physical climate controls are used.

Powering the 500e is a single permanent-magnet electric motor that powers the front axle and produces 117 horsepower and 162 lb-ft of torque. Obviously, that is not a lot of power, as 500e buyers won’t be chasing modern sports cars. With a curb weight of just under 3000 pounds, Fiat claims the 500e can reach 60 mph in just over 8 seconds before topping out at 94 mph. Not very fast, but I’m sure a lot faster than the original 1957 Fiat 500.

As stated, the 500e has a range of around 149 miles, meaning long-distance travel is not this car’s strong suit. But Fiat states the battery will charge from empty to 100 percent in six hours on a Level 2 charger with a 11.0-kW connection, and at its max DC fast-charge rate of 85 kilowatts, it will charge to 80 percent in 35 minutes. Even better, Fiat is including a Level 2 home charging station with the purchase of the 500e. You will still have to pony up the bucks for installation, but including the charging station with the car is a huge plus.

The 2024 Fiat 500e is available in three trim levels, all with strange names. The base 500 is the Inspi(Red). Starting at $32,500 it comes with 17-inch alloy wheels, a navigation system, wireless charging pad and red interior and exterior accents. Move up to the Inspired by Beauty, and the 500e gains heated front seats and a rose-colored exterior. The Inspired by Music is the top 500e and is dressed in black exterior with a cream interior and gets a JBL audio system. All come with the same motor and single speed transmission.

The tester was an Inspired by Beauty and carried with it a price tag of $37,595.

The 500e delivers a smooth ride and is relatively peppy. Sure, it isn’t as quick as other EVs, but overall acceleration is about average when compared to other cars. The brakes feel good and the 500e allows for one-pedal driving, with the regenerative braking system slowing the car down when you back off the accelerator. With the battery mounted below the cabin, the center of gravity is low thus reducing body roll and making the 500e handle well. There isn’t a lot of feedback from the steering, but it is quick and light, and along with its small footprint, makes parking a breeze.

For such a little car, the 500e is packaged well, albeit on the small side. While the driver and passenger are seated close together, there is plenty of room so you don’t feel truly cramped. The back seat is small – probably best used for utility or a single passenger on a short trip (then again, there are no long trips in the 500e). Cargo space can swallow about eight cubic feet of stuff – just right for a few backpacks or several bags of groceries – just not both at the same time.

When it comes to EVs, the Fiat 500e certainly is in a class all of its own. It has a short range and it isn’t very practical. But it has cute retro styling with a modern flair, it is fairly inexpensive (for an EV) and it comes with its own home charging station. And for an EV, it is fun to drive. The 500e is a car that doesn’t make much sense if it is someone’s sole means of transportation, but makes for a great second car, especially if that first car is a big SUV.
— Christopher A. Randazzo

By The Numbers:

2024 Fiat 500e

Base Price: $32,500.00
Price as Tested: $37,565.00
Engine: single permanent-magnet electric motor
Transmission: 1 – speed gearbox
Horsepower: 117 hp
Torque: 162 ft-lbs

[Visit me at www.carsbycar.blogspot.com or email me at autocran@gmail.com]

When Ford resurrected the Bronco in 2021, it made big news as this all-new Bronco, touting its impressive off-road capabilities, went toe-to-toe with the Jeep Wrangler. But along with the Bronco, Ford also gave us the Bronco Sport – a slightly smaller version of the Bronco. The Bronco Sport is a Bronco in name only – as under the retro body work the Sport is more closely related to the Ford Escape rather than a regular Bronco. Recently I was in a Bronco Sport – and one decked out in the new special Free Wheeling trim level.

The 2024 Bronco Sport is more than just a Ford Escape playing dress-up. Available exclusively with all-wheel drive, the Bronco Sport may not be able to go places the bigger Bronco can, but the baby version still boasts some genuine off-road tech making it one of the most capable compact SUVs when the pavement ends.

The Bronco Sport competes with other small SUVs like the Honda CR-V, Hyundai Tucson, Jeep Cherokee, Kia Sportage, Mazda CX-5 and Toyota RAV4. This is a tough market to compete it, but the Sport holds the advantage as having the most off-road features.

Under the hood of the Sport is a 1.5 liter turbocharged three-cylinder that makes 181 horsepower and 190 lb-ft of torque. This engine comes in four of the five trim levels the Bronco Sport is offered in – the Big Bend, the Heritage, the Free Wheeling and the Outer Banks. The Badlands trim swaps out the three-cylinder for a 2.0 liter four-cylinder that makes 250 hp and 277 lb-ft of torque. All use an eight-speed transmission, and as noted earlier, all come with all-wheel drive.

Every Bronco Sport is equipped with Ford’s Terrain Management System that it calls G.O.A.T. Not to be confused with the greatest of all time, in the Sport it stands for Goes Over Any type of Terrain. Each mode, (Normal, Eco, Sport, Slippery and Sand) is a different combination of calibrations for throttle response, transmission shift points, the all-wheel-drive system, traction/stability control, and the antilock braking system intended to make the most of available traction. It’s the sort of thing that makes no difference most of the time but makes all the difference when it really matters.

Starting under $32,000, the Big Bend is the entry level Bronco Sport and rides on 17-inch wheels, has an 8-inch touchscreen and cloth interior. The Heritage builds off the Big Bend but adds a retro theme with white-painted wheels, and white roof. The new-for-2024 Free Wheeling is 1970s and 1980s inspired with 17-inch wheels with red accents, a silver-painted grille, and bright red, orange and yellow graphics on the sides and hood, all making for a very colorful appearance package. The wild color schemes even flows inside. The Outer Banks is the way to go if you prefer on-road comfort over off-road capability. It gets larger 18-inch wheels, leather interior, heated power front seats and a digital instrument panel. The most capable Bronco Sport is the Badlands. Along with the larger engine, it is fitted with all-terrain tires, and off-road-optimized suspension, underbody skid plates, two additional G.O.A.T. modes (Mud/Ruts and Crawl) and a forward, 180 degree camera system.

Inside, the Bronco Sport boasts an attractive design along with many popular features and several neat innovations. Up front, the baby Bronco has an upright, yet comfortable seating position while there is a decent amount of rear-seat legroom. Its roofline rises in the rear, providing additional headroom and enough cargo volume to fit a couple bicycles. The cargo area can also be fitted with a slide-out table that doubles as a workspace, a 400-watt power inverter, and LED lights built into the inside of the rear gate that provides overhead lighting. There is even a built-in bottle opener on the rear gate.

On the road, the three-cylinder (it is still hard to believe they are putting three-cylinders in SUVs these days) is surprising in that it had no issues moving the almost 3,500-pound SUV. Now, it won’t win any racing awards, but at the same time, no one will ever know it is one cylinder short of the norm. On the upside, that small engine is efficient enough to be able to go 26 miles on a gallon of gas.

The vibrant color scheme of the Free Wheeling makes the Bronco Sport an attention-getter, so if you are of the quiet type, it may not be your thing. But overall, the Bronco Sport has surprised me. It makes for a good driver and it can tackle most of the terrain you throw at it. And being packed with technology as well as usable space and features, all make for the Bronco Sport being a worthy little crossover SUV.

— Christopher A. Randazzo

By The Numbers:

2024 Ford Bronco Sport Free Wheeling 4 x 4

Base Price: $33,730.00
Price as Tested: $37,695.00
Layout: front-engine / four-wheel drive
Engine: 1.5 liter turbocharged inline three-cylinder
Transmission: 8 – speed automatic
Horsepower: 181 hp
Torque: 190 lb-ft
EPA Fuel Economy: 25 mpg city / 29 mpg highway

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

The Hyundai Tucson is one of the best small crossovers available today. Practical, affordable, along with a spacious cabin all contribute to being one of the top SUVs you can buy. Hyundai takes the Tucson one step better by offering it as a hybrid – which adds even more charm to this loveable SUV.

Today’s Tucson is part of the fourth generation that came out in 2022. Sandwiched between the smaller Hyundai Kona and larger Hyundai Santa Fe, the Tucson is a 5-passenger compact crossover that takes aim directly at the likes of the Honda CR-V, Mazda CX-5 and Toyota RAV4. And it does so with an attractive design that features squared wheel arches and bold creases that make their presence in the body. Tucson’s of long ago used to be described as cute, but today’s is bolder and athletic.

The Tucson is available with a conventional gas engine or, as mentioned, as a hybrid. All gas-engine powered Tucson’s use a 2.5 liter four-cylinder that makes 187 horsepower. But the way to go is the hybrid route, as it’s not only more economical, but it’s also more powerful. Hybrid Tucsons use a turbocharged 1.6 liter four-cylinder and an electric motor that makes 231 hp (up from last year’s 226 hp). Going with the plug-in hybrid gets you even more power at 261 hp. Hybrids use a six-speed automatic transmission and come standard with all-wheel drive while the gas engine uses an eight-speed automatic with front-wheel drive (with all-wheel drive being an option).

For 2025, the Tucson receives many updates. Outside, there is a new grille along with wider bumpers and streamlined lighting elements front and back. New wheel designs add some freshness. Inside, the Tucson follows other Hyundai models by including a pair of optional 12.3-inch displays and bringing back several physical buttons for the HVAC and audio functions, making them easier and less distracting to use. A new dashboard parcel shelf and a center console with a cubby and an optional wireless charging pad complete the makeover.

The tester arrived as a Tucson Hybrid Limited with all-wheel drive. Starting price for the base Tucson is $30,000, with the Hybrid version starting at $34,760. The tester had an MSRP of $43,020.

Inside, Hyundai continues their pattern of providing excellent ergonomics and an abundance of interior space despite the Tucson’s small footprint. The cabin is very pleasant with front seats that offer ample room while rear passengers are able to stretch their legs and even recline their seat. The new cockpit works well, and, like other Hyundais, being in the Tucson certainly makes you feel like you are in a much more expensive vehicle.

I recall the last Tucson I drove (last year, a gas version Limited), that despite how good it was, was rather slow. The hybrid version resolves that issue. With 231 horses, the Tucson Hybrid won’t pin your back to the seat, but it is the kind of power you’ll be glad to have when entering a highway on-ramp or trying to pass. Add in the Tucson’s the solid steering, comfortable ride, and confident handling, the Tucson Hybrid really turns out to be great driving vehicle.

And not only is the Tucson Hybrid quicker than its all-gas counterpart, it consumes far less fuel. The EPA rates the tester at 35 mpg (both in town and on the highway) – far better than the 23 mpg city / 29 mpg highway you would expect from the non-hybrid version.

When put to work, the Tucson can carry 38.7 cubic feet of cargo behind the rear seats – which puts it among the best in its class. Fold the rear seats down, and that space increases to nearly 78 cubic feet. Along with that, a low liftover and nice flat floor makes it easy to load and unload.

Tech gurus will be happy to hear that all Tucsons are Apple CarPlay and Android Auto compatible and display nicely on the touchscreen. There is also a voice activation system that recognizes commands well and is easy to use. And the Tucson is fitted with many driver’s aids like a blind-spot warning system, adaptive cruise control and front and rear parking sensors.

The Tucson Hybrid is better than the standard Tucson in just about every way – and there is only a small premium to be paid for the extra power, better fuel economy, and just overall charm that the Tucson Hybrid carries. In today’s market, where buyers are starting to question electric vehicles, a vehicle like the Hyundai Tucson Hybrid makes the most sense.
— Christopher A. Randazzo

By The Numbers:

2025 Hyundai Tucson Hybrid Limited AWD

Layout: front-engine / all-wheel drive
Engine: 1.6 liter turbocharged four-cylinder w/ electric motor
Transmission: six-speed automatic
Horsepower: 231 hp
Torque: N/A
EPA Fuel Economy: 35 mpg city / 35 mph highway

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

Ever since the Lincoln Corsair SUV came out in 2019 as a 2020 model, it has been the brand’s best-selling vehicle. But most often when most people think of a Lincoln SUV, the full-sized Navigator comes to mind, overlooking the Corsair. This week, Lincoln has me in their popular SUV that seems to be living under the shadows of the Navigator.

The Corsair is Lincoln’s smallest SUV sitting not just below the popular Navigator but also under the Aviator and the midsize Nautilus. The name Corsair isn’t new to the Ford Motor Company (which Lincoln is a part of), as the name was used in other products like the Edsel Corsair.

The Corsair is a handsome small SUV that seats five. It rides on a platform like that of the Ford Escape and Ford Bronco Sport. Last year, the Corsair received an exterior face-lift that included a waterfall grille and wing-shaped daytime running lights along with a larger instrument and infotainment screens and the availability of ActiveGlide – Lincolns hands-free driving system. Due to those numerous changes, the Corsair goes unchanged for 2024.

The Corsair is available in three different trim levels. The base Premiere (which was called the Standard last year) and Reserve trim levels are powered by a 250-horsepower turbocharged 2.0-liter four-cylinder engine mated to an eight-speed automatic transmission, while the Grand Touring model comes exclusively as a plug-in hybrid.

The Premiere Corsair may fit the needs of most buyers. It’s front wheel driven (although all-wheel drive is optional) and is fitted with 18-inch wheels, a power liftgate, dual zone climate control, faux leather, power seats with heaters, remote start and a 13.2-inch infotainment touchscreen as well as digital instrument panel.

Moving up to the Reserve, the Corsair gets real leather along with larger 19-inch wheels and interior ambient lighting. The top-of-the-line Grand Touring uses a plug-in powertrain that features all-wheel drive, has a panoramic sunroof as well as an adaptive suspension.

The tester arrived as Corsair Reserve but was fitted with the Collection III package. This package adds adaptive headlights, Lincoln’s ActiveGlide hands-free system, heated rear seats and a heads-up display. The MSRP is $61,395.

The Corsair boasts a handsome cabin that’s like those in other Lincoln SUVs. Adjustable ambient lighting, 24-way power-adjustable seats, a heads-up display, and an app that allows users to unlock, lock, and start the vehicle with their smartphone are all available. Also available are two special interior themes. A Smoked Truffle adds a series of warmly toned trims and upholsteries to the Corsair’s cabin while the Eternal Red provides a throwback look with deep, red-colored leather and bright aluminum trim. The Corsair’s cargo bay is generously sized – allowing for 27.6 cubic feet with the rear seats up and the seats slid back and 57.6 cubes with them folded.

On the road, the Corsair is a surprise. I was expecting a nice, comfortable, but uneventful driving experience. The first two attributes were there, but instead of a boring drive, I found the Corsair to be surprisingly engaging and entertaining to drive, especially when the drive mode is set to the Excite setting. The steering is well weighted and responsive and body roll is controlled with the adaptive dampers. The turbocharged 2.0-liter can propel the Corsair to 60 mph in just 6.7 seconds. The Corsair isn’t crazy fast, but it is fast enough to be quite enjoyable.

Although the Corsair is a small SUV, Lincoln doesn’t skimp on interior features. And the Corsair offers something no other vehicle in its class has – a hands-free driving system. Competing with the likes of the Acura RDX, Cadillac XT4, Genesis GV70, and Lexus NX, the Corsair is worth a look if you’re in the market for an upscale small crossover.
– Christopher A. Randazzo

By The Numbers:

2024 Lincoln Corsair AWD Reserve

Base Price: $45,415.00
Price as Tested: $61,395.00
Layout: front-engine / four-wheel drive
Engine: 2.0 liter turbocharged four-cylinder
Transmission: 8-speed automatic
Horsepower: 250 hp
Torque: 275 ft-lbs
EPA Fuel Economy: 21 city / 28 highway

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

There is no question that the Toyota Crown is something different. Out since 2023 as a replacement for the Avalon, the Crown is larger than the typical sedan and has a sporty SUV-like profile, similar to that of the Subaru Outback. But inside, the Crown leans more to the luxury side, with a Lexus-like cabin. As most see the sedan as a dying breed, Toyota looks to inject new life in the sedan market with the Crown.

With its slightly elevated right height, the Crown walks a fine line between car and SUV, perhaps with the intent to lure in SUV buyers into thinking that a vehicle like the Crown will satisfy their SUV needs. And it just might. The Crown features a sloping roof and a conventional trunk opening, just like a sedan, but out of the pages of an SUV, it features all-wheel drive and sits tall. For those that think the typical sedan is boring, the Crown will have you think otherwise.

The Crown’s drivetrain is another interesting feature. Rather than using Toyota’s ever-so-popular 3.5-liter V6 engine, the Crown is offered with a pair of conventional hybrid powertrains. The entry-level Crown, the XLE, the new-for-2025 Nightshade trim and the Limited use a 2.5-liter four-cylinder with three electric motors and a continuously variable automatic transmission (CVT) that produces 236 horsepower. The top-of-the-line Platinum model gets an exclusive Hybrid Max powertrain that has a turbocharged 2.4-liter four-cylinder and an electric motor on the rear axle for a combined 340 horsepower. The Platinum also benefits from a six-speed automatic transmission and is available with an optional two-tone exterior paint scheme.

The Crown’s distinctive look is complemented by a spacious cabin outfitted with premium features. Toyota is equipping all Crown models with a generous amount of standard driver-assistance systems and infotainment tech. All models come standard with heated, power front seats, dual-zone automatic climate control, and ambient interior lighting. Two 12.3-inch displays are also included in the Crown – one being for the infotainment touchscreen which runs both Apple CarPlay and Android Auto software and connect to smartphones via a wireless connection, the other is a digital display for the driver. The Limited adds a panoramic sunroof, leather upholstery, and ventilated front seats, while the Platinum gets those extras plus the more powerful drivetrain.

For 2025, there is a new trim level, Nightshade, which swaps the car’s usual chrome exterior trim bits for black accents.

Pricing for the Crown starts $42,535 for the XLE. The tester arrived as a Crown Platinum decked out in the two-tone paint. It carries an MSRP of $58,169.

With the more powerful drivetrain, the EPA rates the Crown at 30 mpg combined (29 mpg city and 32 mpg highway) – not bad at all for a vehicle this size. The base drivetrain is even better – with a city rating of 42 mpg and highway rating of 41 mpg.

Driving the Crown, the driving position feels more like one out of an SUV. Power from the hybrid powerplant is plentiful and smooth, as it makes its way through the gears then to each wheel. The Crown’s steering is responsive, and the chassis stays mostly composed around turns, but the ride is more focused on comfort. The all-wheel drive system helps the Crown maintain grip, giving the driving confidence when the roads go bad.

One thing I noticed as I drove the Crown was that there are a lot of driving assisted features that some may like, while others may not. One is the automatically braking if it senses a vehicle ahead and when you ease off the gas pedal in traffic. Another is when going into curves, it brakes and adds a little steering input. All these are part of the Toyota Safety Package and can be disabled if the driver finds them a bit obtrusive.

Featured as the flagship of the Toyota brand, the Crown stands out among other sedans, thanks to its unique design. With its powerful drivetrain, hybrid efficiency, balanced ride and an abundance of technology, it has a lot to offer for the car buyer who isn’t entirely ready to leave the sedan market.
– Christopher A. Randazzo

By The Numbers:

2025 Toyota Crown Platinum

Base Price: $54,990.00
Price as Tested: $58,169.00
Layout: front-engine / all-wheel drive
Engine: 2.4 liter turbocharged 4-cylinder and electric motor
Transmission: 6-speed automatic
Horsepower: 340 hp combined
Torque: N/A
EPA Fuel Economy: 29 city / 32 highway mpg

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

The Ford Mustang has been around for nearly 60 years now, and big changes to it don’t come often. In fact, in those 60 years, it’s only been redesigned five times. For 2024, the Mustang is all-new – for only its sixth time.

First and foremost – if you’re wondering if the new Mustang has metamorphosed into some sort of EV – thankfully, it has not (but if that is what you were hoping for, you can always look at the Mustang Mach-E). The all-new 2024 Mustang retains its traditional layout – a front engine, rear-wheel drive, two-door coupe with a good-ole fashion internal combustion engine. The new platform it rides on is the S650 – an updated version of the previous Mustangs S550 platform.

The exterior carries the same theme as the previous Mustang, but is more angular, especially around the edges. The taillights, which continue as three vertical lights on each side (as has always been the tradition for the pony car), and the trunklid form a sharp concave V, giving the new Mustang a somewhat exotic look from the rear. The overall effect is a car that still retains its classic long hood and short deck shape, making it easily recognizable as a Mustang, but with a fresh, modern, aggressive look.

Inside, it’s a mixed bag. If you’re a purist and like Mustang tradition, you’ll be disappointed to see that the double-brow dash is gone. Instead, the new Mustang incorporates modern technology with a new dash that houses a 13.2-inch infotainment touchscreen that blends into a 12.4-inch digital instrument cluster. The instrument cluster is customizable, allowing you to choose different modes – one of those modes being a Fox-body inspired look for the gauges that will bring back memories from the ’80s.

As before, the powerplant under the hood is determined by the trim level. Base models get the EcoBoost turbo 2.3-liter four, cranking out 315 horsepower and 350 lb-ft of torque while the GT gets the Coyote 5.0-liter V-8 GT that delivers 480 hp and 415 lb-ft of torque. Both use a 10-speed automatic, but the GT allows for the option of a six-speed manual. The tester arrived as a GT model decked out with a Rapid Red exterior and the manual transmission.

A V8 in a Mustang is tradition, so it’s nice to see the Coyote engine continue. And not only that, but the double-overhead-cam, 32-valve V-8 gets enhanced by the addition of a second throttle body, resulting in 480 horsepower. Add the optional performance exhaust, and the GT’s output rises to 486 horses. In comparison, the prior Mustang GT made 450 hp.

Behind the wheel, the new Ford Mustang GT is great to drive. It’s fast, the exhaust sounds amazing, and it handles well. And most important – it’s fun to drive, thanks in part to the six-speed manual gearbox. Rowing your own gears not only allows you to better control the Coyote’s broad power band, but also how the Mustang sounds. At low-end, there is that deep burble, rev up to the engine’s midrange and it starts to get barky while going all-out to the engines 7500 redline and the exhaust just gets nasty and raspy. While all these sounds are being emitted from the cars exhaust, the Mustang is sprinting to 60 mph in just 4.2 seconds and clipping the quarter-mile at 12.5 seconds.

Adding to the driving experience are front seats that are comfortable (although the optional Recaro seats are hard to get in and out of), an easy-to-use infotainment system and a usable trunk. The backseats, on the other hand, are useful only for short trips or for small children – as has been the case for most previous Mustangs.

Pricing for the Mustang starts at $32,515 for the base model with the EcoBoost engine. The GT starts at $43,555 but can quickly escalate. No price was included with the tester, but I estimate the price of it being just over $60,000.

With the Camaro gone, the Challenger s future unknown and the Charger, well, nothing like it once was, we are lucky to have today’s Mustang. And one that has three pedals, a V-8 and rear wheel drive, the all-new Mustang GT is a treat we will take any time.

– Christopher A. Randazzo

By The Numbers:

2024 Ford Mustang GT

Base Price: $49,075.00 (est)
Price as Tested: N/A
Layout: front-engine / rear-wheel drive
Engine: 5.0 liter V8
Transmission: 6-speed manual
Horsepower: 480 hp
Torque: 415 ft-lbs
EPA Fuel Economy: N/A

[Visit me at www.carsbycar.blogspot.com or email me at autocran@gmail.com]

If you’re the kind of driver that wants a vehicle to do as much of the driving for you as possible, well, the Toyota GR86 isn’t for you. However, if you’re an enthusiast who enjoys being totally involved in every aspect of the driving experience, read on.

In an automotive age where autonomous and electric vehicles are all the range in the industry, small, sporty, rear-wheel drive coupes built with driving entertainment as its main priority just seems out of place. But that is just what the GR86 is all about. Back in 2012, Toyota teamed up with Subaru to create a small, affordable 2+2 sports coupe. The result was the Scion (a division of Toyota) FR-S and the Subaru BRZ. Both cars were nearly identical, sharing the same Subaru naturally aspirated boxer flat four-cylinder engine. When the Scion brand was cancelled in 2017, the FR-S was rebranded as the Toyota 86.

2022 saw the second generation 86 appear, and along with it a slight change in name, to the GR86 in reference to Toyota’s Gazoo Racing team. But the simplistic recipe of the 86 remains – a front-engine, rear-wheel drive fun-to-drive coupe.

The GR86 uses a horizontally opposed four-cylinder engine up front to power its rear wheels. Displacement is 2.4 liters, and it makes 228 hp and 157 lb-ft of torque. As before, the GR86 can be had with either a six-speed manual transmission or a six-speed automatic.

Inside, the GR86 features a simple, no-frills interior, which seems like a total contrast to most cars today. The cabin feels as if it is there to serve a purpose – nothing more, nothing less. The deeply sculpted seats are firm and heavily bolstered yet are quite comfortable. The dash sports all the vital gauges in a simple digital display, and the center stack houses the touchscreen and climate control systems. The GR86 is listed as a 2+2 meaning there is a back seat, but it is more ornamental than functional. I know I wouldn’t want to spend any time back there.

But behind the small steering wheel, it’s a different story. The driving position and the view out over the flared fenders is artfully attractive. Start the car, rev the flat four, put the shifter into gear and you’ll swear the GR86 is as athletic and poised as Josh Allen is in the pocket. The steering is race-car tight, and the body control is spot on. Its tight chassis and low, evenly distributed weight give the car amazing dynamics and superb reflexes. But the excellent steering and tight suspension does come at a small price – the ride is stiff, and road noise is high.

While 228 horses doesn’t sound like a lot of power on paper, it does just fine in a car that weighs in at 2850 pounds. That enables the GR86 to hit 60 mph in just a few ticks under six seconds for the manual-equipped cars. Automatics can do the same sprint in about 6-seconds. And getting to speed is so much fun as the engine is eager to hit its 7500-rpm redline. The sounds emitted through its exhaust are great too, minimizing the need of an audio system.

For 2024, the GR86 receives a new limited-run Trueno Edition trim level. Only Toyota nerds will recall the Trueno name from the mid 1980’s AE86 as a racing version of the Toyota Corolla that inspired today’s GR86. To celebrate 40 years since the launch of the AE86, Toyota is building 860 GR86 Trueno Editions. Simply an appearance package, the Trueno edition is available in either red or white and includes a two-tone black hood, black side panel graphics and unique wheels, along with special badging.

2024 also sees the introduction of the GR86 Performance Package, available on all models and standard on the Trueno Edition. This $1,500 kit adds Brembo brakes and special dampers onto Premium trim levels and throws in larger 18-inch wheels on the Base GR86s.

The GR86 is available in three trim levels. The Base, which starts at $30,395, comes with 17″ wheels, dual-zone climate control and an 8 touchscreen infotainment system. Move up to the Premium and the GR86 is fitted with 18″ wheels (along with performance tires), heated seats, aluminum pedals and a blind spot monitor system. At the top is the Trueno Edition, which is how the tester arrived. It carries with it an MSRP of $37,610.

The GR86 is a plain and simple back-to-basics sport coupe. Since day one it has always been a small, inexpensive, lightweight, fun-to-drive car, and it continues to this day. In a time when manufacturers are focusing on automatically doing this and that, it’s rewarding to be able to find a vehicle that focuses on making the most out of a driving experience. The Toyota GR86 is everything you could ask for in an entry-level sports car.
– Christopher A. Randazzo

By The Numbers:

2024 Toyota GR86 Trueno Edition

Base Price: $34,720.00
Price as Tested: $37,610.00
Layout: front-engine / rear-wheel drive
Engine: 2.4 liter flat (Boxer) four- cylinder
Transmission: 6-speed automatic
Horsepower: 228 horsepower
Torque: 185 ft/lbs
EPA Fuel Economy: 20 city / 26 highway

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

These days, pickup-trucks and SUVs, especially crossovers, are hot. In 2022, South Korean automaker Hyundai merged the two by releasing the Santa Cruz – a vehicle that combines the comfort and ease of a crossover but throws in a truck bed for increased utility. Now after four years, Hyundai has given the Santa Cruz a minor styling refresh to make it look a little more rugged.

The Santa Cruz shares its basic platform and unibody construction with the Hyundai Tucson crossover SUV and is available only as a four-door crew cab with a cargo bed. Its bed is shorter than a mid-size trucks, but at about four feet long it’s still handy and versatile, with a lockable tonneau cover and a useful in-bed trunk that’s similar to what is found in the Honda Ridgeline.

For 2025, the Santa Cruz benefits from a new grille, front fascia, daytime running lights and fresh wheel designs. The XRT trim level gets some upgrades of its own, like a unique grille, bumpers, and distinct 18-inch wheels wrapped in all-terrain tires. The XRT (as well as the Limited) also gets a new towing drive mode.

The Santa Cruz is available in five different trim levels and two different engines. The base SE and SEL use a 2.5-liter four-cylinder engine that is good for 191 horsepower and 181 lb-ft of torque. For better performance, opt for the turbocharged 2.5-liter four-cylinder engine that bumps up power to 281 hp and 311 lb-ft of torque. This engine can be found in the Night trim level, which features dark front and rear fascias as well as other blacked out accents, the XRT, which is the all-terrain version of the Santa Cruz, and the Limited – which is the top-of-the-line trim level.

Inside, the Santa Cruz has a very nice interior with the use of attractive materials and plenty of modern features that would be found in more expensive vehicles. The fully digital gauge cluster works great, and the large touchscreen is easy to use. There is a new layout for the HVAC and radio controls that now use knobs rather than buttons, making using them so much easier. Also simple to use is the traditional shifter that can be found on the center console – no dial to turn or buttons to press, just a good ole fashion gear shifter.

When it comes to comfort, front seat driver and passenger have plenty of room and get the luxury of heated and vented seats on the upper trim levels. The backseat, however, is set upright and isn’t nearly as comfortable. On the plus side, it does fold down in a 60/40 split to reveal extra storage bins. Cupholders are plenty as are USB ports, including two in the backseat.

With the turbocharged engine, the Santa Cruz has plenty of punch, although there is a hint of turbo lag upon initial acceleration. The turbo engine uses an eight-speed automatic dual-clutch transmission, so it shifts quickly and smoothly. The base engine uses a traditional automatic transmission. Maneuverability around town is very car-like, and likewise, the Santa Cruz is simple to park. Spirited drivers will appreciate that the Santa Cruz is quite agile and remains relatively flat through the corners.

For those that need to tow small boats or trailers, the Santa Cruz with the turbo engine and AWD has a maximum towing capacity of 5,000 pounds.

Pricing for the Santa Cruz starts at a very reasonable $29,895. The Santa Cruz that Hyundai has me in this week is the XRT trim level with all-wheel drive. With its bright red tow hooks and more pronounced body cladding, it gives the Santa Cruz that off-road aggressive look. It carries a price tag of $41,605.

It is easy to like the Santa Cruz – it has the looks and style and it’s a good driver. The new curved display used for the gauges and infotainment center is impressive and the surround view camera is one of the best I have seen. I do wish it had the side opening tailgate like the one found on the Honda Ridgeline. Lacking this feature isn’t a show-stopper, as it still has some cool storage under the cargo bed, but it’s a stretch to reach that cargo as you have to lean over the lowered tailgate. Not only that, the tonneau cover, which is very handy, is yet another far reach to get when wanting to pull it closed.

The Santa Cruz’s main rival is the Ford Maverick, which offers outstanding value and an available hybrid powertrain. But the Maverick isn’t quite as upscale as the Santa Cruz, so the playing field becomes a bit more level.

The Hyundai Santa Cruz is a great alternative for those that want a little more utility than your typical SUV can offer, but don’t need something as big as a Ford F-150 or Chevy Colorado – yet want something with more features than the Ford Maverick. Hyundai’s first attempt in the truck market, while interesting, is also quite good.
— Christopher A. Randazzo

By The Numbers:

2025 Hyundai Santa Cruz XRT AWD

Base Price: $40,000.00
Price as Tested: $41,605.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter turbocharged four-cylinder
Transmission: 8 – speed dual-clutch automatic
Horsepower: 281 hp
Torque: 311 ft-lbs
EPA Fuel Economy: 18 mpg city / 26 mpg highway

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

LX, LX, TX, GX, RX, NX and UX. All are SUVs or crossovers, and all wear that widely admired Lexus emblem proudly. The Lexus LX, known as the LX600, is the flagship SUV, with prices starting at just over $90,000. At the other end of the spectrum is the UX300h, the smallest crossover from the Japanese luxury brand. And with a price tag starting at $36,340, it’s also the least expensive way to get a new Lexus in your driveway.

Slotted below the NX, the UX, named for “Urban Explorer”, is small, low – and maybe more hatchback than crossover. But the UX does feature some nice styling and when parked next to the larger NX and RX, the UX easily fits in the Lexus family.

Today’s UX has been around since its introduction in 2019 and since 2023, has only been offered as a hybrid – the UX250h. For the 2025 model year, the 250h becomes the 300h, and along with the name change is a new hybrid powertrain and more power without reducing fuel economy.

The cabin of the UX is nice and very modern, with excellent material quality and craftsmanship – ensuring that passengers know this is a luxury vehicle. A large screen (12.3 inches) sits on top of the dashboard and a real shifter lets you select your gear choice. As one would expect in a Lexus, the UX has many standard features including dual-zone climate control and power-adjustable front seats. Options include heated and ventilated front seats and a head-ups display. The back seat, while far from being spacious, is roomier than it looks.
The powertrain of the UX300h consists of a 2.0-liter inline-four cylinder gasoline engine and two electric motors that combine for 196 horsepower – up from 181 hp. That extra power, combined with a more responsive transmission, provides quicker and smoother acceleration than the previous UX250h. If you opt for all-wheel drive, there’s an additional electric motor that powers the rear wheels. A CVT (continuously variable automatic transmission) is standard on all UX300hs.

Along with more power comes better fuel economy. The EPA rated the 2025 UX300h at 45 mpg city and 41 mpg highway (take off 1 mpg on both numbers for all-wheel drive models). Those numbers are about 2 mpg better than the old 250h.

The tester arrived as an UX300h F Sport with the Handling trim package. The F Sport gives the UX a more aggressive look with unique 18-inch F Sport wheels. The Handling trim package adds adaptive dampers that offer a range of adjustments to either soften or firm up the suspension depending on what kind of driving you’re doing.

On the road, the UX profits from a solid platform, and driving it, the well-sorted suspension gives it a somewhat athletic feel. That along with quick and precise steering helps the front-wheel-drive UX turn into corners with minimal lean and reasonably good grip. It feels surprisingly confident. And the extra power is welcome – as todays UX is able to hit 60 mph in just under 8 seconds – which is about a second quicker than the old UX250h.

With the UX300h, Lexus has a bold subcompact with urban drivers in mind. It’s luxurious, stylish and trendy and has plenty of technology to attract young buyers. In fact, the UX is a nice premium alternative to a hybrid hatchback like the Toyota Prius – and a perfect way to get introduced into the Lexus family.
– Christopher A. Randazzo

By The Numbers:

2025 Lexus UX300h F Sport H

Base Price: $ 44,805.00
Price as Tested: $ 48,200.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter inline 4- cylinder with electric motor
Transmission: CVT automatic
Horsepower: 196 hp
EPA Fuel Economy: 45 city / 41 highway mpg

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

Competing in the entry-level luxury-sport sedan segment is no easy matter, especially when you are up against class leaders such as the BMW 3-Series, Lexus IS, and the Mercedes-Benz C-Class. But newcomer Genesis is proving that they can be credible in this market, and they are showing just that with this week’s ride – the Genesis G70.

Out since 2018, the G70 is Genesis’ small luxury sport sedan. Using the underpinnings of the now defunct Kia Stinger, it’s the brand’s smallest sedan, following its larger siblings, the G80 and G90. In its debut year, it was named 2019 North American Car of the Year, so right out the gates, the G70 was off to a good start.

For 2024, Genesis upgrades the previous standard 252-hp turbocharged 2.0-liter four-cylinder for a more powerful turbocharged 2.5-liter engine that makes 300-hp. Also, Brembo brakes are now standard equipment on every G70. Minor changes inside include a redesigned climate-control system and a frameless rearview mirror.

The entry-level G70, now called the 2.5T, comes with the new engine (along with 311 lb-ft of torque), and offers a nice blend of performance and efficiency at an affordable price, which starts at $42,800. Enhanced performance can be found in the 3.3T, where power comes from a turbocharged 3.3-liter V6 engine, producing 365 hp and 376 lb-ft of torque. Both engines make do with an eight-speed automatic transmission. Rear-wheel drive is standard, but all-wheel drive can be had on any G70.

The cabin of the G70 is quite impressive thanks to the inviting materials used, decorative stitching, solid switchgear, and excellent build quality. The G70 is no doubt a luxurious car, it does, however, cater to the driving enthusiast with its driver-centric ergonomics and clear, intuitive controls. And the G70 doesn’t try to be something it is not – there is no fake carbon-fiber bits or racing-styled, flat-bottom steering wheel – just a straight-forward setup, but one that is done to near perfection.

Looking nice and being comfortable are two different things. Thankfully, the G70 is both. The front seats offer great support with a wide range of seat adjustments, making them very comfortable for the short trip or the long haul. The back seats are not bad, but room, especially leg room, is in short supply, making it a tight squeeze for adults.

Regardless of which engine is in the G70, it is a fun, quick car. For outright thrills and the best performance, obviously the twin-turbo V-6 model is the way to go, with 0-60 mph times in the mid 4 second range. But the new four-cylinder turbo, which I reviewed a few months ago, is still plenty quick, able to sprint to 60 mph in just under 6 seconds. And the new motor injects a liveliness and athleticism into the G70 that the old motor tried to, but never quite delivered.

The test vehicle, a G70 3.3T with rear-wheel drive is the ideal setup for the driving purists. Opt for the Sport Prestige package and things get even better with an electronically controlled suspension and a limited-slip differential. With this setup, the tester has a estimated MSRP of $56,250.

Out on the road, it’s easy to see that Genesis had BMW in its sights when building the G70. The G70 has expertly balanced ride-and-handling characteristics. Its suspension smooths out uneven surfaces and remains composed during spirited cornering sessions. With the controlled suspension, you can firm up the ride if necessary. Its steering feedback is precise and pleasant, with adjustable effort available by switching among the multiple drive modes. I doubt anyone will find any faults in the way the G70 performs.

When it comes to practicality, however, the G70 lags behind when compared to others in this class. Trunk space is limited to just 10.5 cubic feet, although more room can be had by folding down the rear seats. At least the trunk opening is large, making it easy to load. Back in the cabin, there is a cubby storage compartment in the center console – perfect for cell phone storage and charging.

Genesis knows to be successful in the luxury car market, they must have a good entry point to their product line. The G70 sedan is just that, as it shows it is a great way to enter the luxury car market as well as get acquainted with the brand. And when put up against its rivals, the G70 easily holds its own – and might even surpass a few of them.

— Christopher A. Randazzo

By The Numbers:

2024 Genesis G70 RWD 3.3T Sport Prestige

Base Price: $49,950.00
Price as Tested: $56,250.00 (est)
Layout: front-engine / rear-wheel drive
Engine: 3.3 liter twin turbocharged V6
Transmission: 8-speed automatic
Horsepower: 365 hp
Torque: 376 ft-lbs
EPA Fuel Economy: 18 mpg city / 27 mpg highway

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