When the Lexus brand was born in 1989, two models were introduced – the flagship LS
sedan and the entry-level ES sedan. Since then, we have seen models come and go from
the luxurious automaker, but both the LS and the ES have stood the test of time. This
week we look at the 2022 Lexus ES.

Today’s ES comes in two variations – the regular ES350 and the hybrid version, the
ES300h. Both share the same appearance, unless you opt for the F Sport package which
adds a black mesh grill and trucklid spoiler. The ES, which once looked like nothing
more than a rebadged Toyota Camry, now carries on more of the traditional Lexus lines –
and even resembles the larger LS from certain angles.

Going with the ES350 gets you a 3.5-liter V6 engine under the hood and done the old-
fashion way – naturally-aspirated with no turbochargers. It makes a healthy 302 hp and
267 lb-ft of torque while an eight-speed automatic transmission sends that power to the
front wheels. While the F Sport package doesn’t add any additional power, it does include
19-inch wheels, an adaptive variable suspension and various driving modes.

The ES350 that Lexus has me driving this week does include the F Sport package, as well
as the Navigation and Mark Levinson Audio Package, bringing the total MSRP to
$53,510. Starting price for the ES350 is $42,025.

From my previous experiences with the ES, I’ve always determined it to be a nice,
smooth luxury vehicle but lacking in terms of sportiness, so I was anxious to see how the
F Sport package changes the ES’s demeanor. On my initial drive, switching to Sport+
mode, I could easily feel the steering wheel tighten up and the ride getting firmer. The
exhaust note also becomes more aggressive. The tighter suspension makes the ES carve
through corners with more confidence and adds some entertainment to what is typically a
ho-hum driving experience. A little extra power would be a nice welcome, but as-is the
ES350 can dart to 60 mph in about six seconds, so it isn’t slow by any means. Besides the
Sport + mode, drivers can select from Sport, Normal, Eco and Custom driving modes. In
all, the F-Sport package certainly makes the ES sportier but doesn’t necessarily transform
it into a sports sedan.

But the ES has always been known for its appealing interior and this current one doesn’t
disappoint. And while the ES may be considered the “entry-level” luxury car in the Lexus
brand, there is nothing entry-level about today’s ES. Open the ES and the door panels and
center console are all wrapped in indulgent and cushiony leather that looks so soft you
just have to touch it to believe it. And if it’s not covered in leather, it’s probably set in
wood (or both like the steering wheel). New for 2022 is the infotainment screen – which
is now an actual touchscreen. Prior to this year, the screen had to be used with a
touchpad-controller, which many drivers didn’t like. The touchpad-controller remains for
the few that liked it, but I’m sure most will simply touch the screen. To the left of the
touchscreen is the signature Lexus analog clock.

The gauge cluster is nicely done and changes with each drive mode. A round tachometer
and digital speedometer sit in the middle and at the push of a button on the steering wheel
slides the center display to the right to reveal even more, less important information. The
Mark Levinson sound system is made up of 17 speakers and 1800 watts.

The back seat is very roomy and passengers seated there get air-conditioning vents, a
power outlet, two USB ports, and a fold down armrest with a pass through to the trunk.
The one drawback to the ES is that the back seat does not fold down to increase trunk
storage. The trunk is capable of holding up to 17 cubic feet of cargo.

The current ES has been around since 2019 and for 2022, along with the new
touchscreen, it receives a new grill and LED headlights.

The ES sure has come a long way from its start back in 1989. Back then it was a
rebadged Camry that was even available with a manual transmission. Today, the 2022
ES350 has grown, matured, and gained a strong fan base. Yes, the ES has changed quite a
bit over the years, but one thing that wonít change is its appeal to buyers who want the
very best in the entry-level luxury car market.
– Christopher A. Randazzo
By The Numbers:

2022 Lexus ES350 F Sport

Base Price: $ 45,450.00
Price as Tested: $ 53,510.00
Layout: front-engine / front-wheel drive
Engine: 3.5 liter V6
Transmission: 8-speed automatic
Horsepower: 302 hp
Torque: 267 lb-ft
EPA Fuel Economy: 22 city / 31 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 Kia Stinger, it’s the brand’s third sedan model, following its larger siblings, the G80 and G90. In its debut year, it was named 2019 North American Car of the Year, so no doubt the G70 got off to a good start.

For 2022, it benefits from a revised front end, including a larger grille and rear fascias to enhance its look even further and bring the car visually in line with the G80 and G90.

The entry-level G70, called the 2.0T, comes with a turbocharged 2.0-liter four-cylinder engine that makes 252 horsepower and 260 lb-ft of torque, and offers a nice blend of performance and efficiency at an affordable price, which starts at $39,000. Enhanced performance can be found in the 3.3T and 3.3T Launch Editions, where power comes from a turbocharged 3.3-liter V6 engine, producing 365 hp and 376 lb-ft of torque. Last year, the four-cylinder could be had with a six-speed manual transmission – but that has been dropped for 2022, meaning both engines make do with an eight-speed automatic transmission. Rear-wheel drive is standard, but all-wheel drive can be added to any G70.

The tester was a 3.3T with rear-wheel drive and was fitted with the Sport Prestige package that includes a microfiber headliner, heated rear seats and a heads-up display. It carried an MSRP of $51,445.

The cabin of the G70 is quite impressive thanks to an updated dashboard design and larger infotainment screen. The upscale interior is very attractive with the dash, doors and center consoles all made of high-quality materials with no signs of cheapness to be found. Replacing last year’s 8-inch touchscreen display is a newer 10.25-inch display.

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.

With the turbocharged V6, the G70 is a fast, fun car. Change the drive mode to Sport and feel the seat bolsters tighten up and the exhaust change to a more aggressive note and enjoy the drive. The 365 horses under the hood make the G70 capable of hitting 60 mph in less than 5 seconds and it does it with ease thanks to the 376 lb-ft of torque that is on tap. It takes corners and turns with little body roll and has a balanced ride and good handling characteristics. Its suspension smoothes out most uneven surfaces and remains composed in most road conditions.

When it comes to practicality, 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 nice 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:

2022 Genesis G70 RWD 3.3T Sport Prestige

Base Price: $42,100.00
Price as Tested: $51,445.00
Layout: front-engine / rear-wheel drive
Engine: 3.3 liter 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]

It has been nearly a decade since we have seen an all-new full-size pickup truck from
Toyota – an eternity in this market. But the wait appears to have been worth it, as the all-new 2022 Toyota Tundra is here, and it is making a bold statement.

The new, from the ground-up, Toyota Tundra screams ìone big tough truckî ñ and it is.
Built in Texas and named after a freezing arctic region, Toyota has gone all out by giving
the Tundra a new frame, a new rear suspension, new powertrains, and a more modern
interior.

Like Tundras before it, the new Tundra is a four-door pickup truck offered in extended-
cab (Double Cab) and crew-cab (CrewMax) along with three bed sizes coming in at 5.5
feet, 6.5 feet, and 8.1 feet. And with its seven trim levels, it covers the needs of worksite, business, off-road, and high-class suburbia.

Compared to the old model, the new Tundra has a more modern, cleaner look. The
massive grille is a standout feature – and varies for each trim level. Other innovative
design elements include black hood vents, sharp character lines, and a high beltline. At
the rear, the tailgate is unique, featuring an inward slant at the top. As for size, while the new Tundra shares the same wheelbase as the outgoing model, the length of the 2022
Tundra is 4.7 inches greater. It is also slightly wider and taller than that of the 2021
Tundra.

Under the hood, the changes continue. The new Tundra is powered exclusively by a twin-
turbocharged V-6 engine, thus making it the only full-size pickup in the half-ton segment
without a V-8 engine option. Three flavors of the engine are offered – the base version of
the engine comes with either 348 or 389 horsepower, depending upon the model, while a
more powerful hybrid-version, using a battery located under the rear seats to power an
electric motor produces 437 horsepower with 583 pound-feet of torque. All Tundraís
utilize a 10-speed automatic transmission and either rear-wheel drive or four-wheel drive.

Inside, the Tundra’s straightforward interior layout and overall ease of use will leave an
impression. The standout feature is the new multimedia system, which is five times faster
than the one in the 2021 Tundra. Shared with the one Lexus is now using, this
infotainment system is offered with either a standard 8-inch or available 14-inch
touchscreen, and has many useful features, such as Apple CarPlay and Android Auto
smartphone integration. The materials used on the center console, dash, and doors are
much nicer than what was used in the previous generation. Although the size of the cabin
is about the same as the previous model, the new Tundra feels more spacious. One thing
missing is an option for a front bench seat – the new Tundra comes only with front bucket
seats, so maximum seating decreases to five.

With seven trim levels, there is a Tundra to fit every need. The base is the SR which gets
18-inch steel wheels along with the engine rated at 348 hp. Nothing fancy but makes for a
good solid work truck. Going with the SR5, the engine power is increased to 389 hp and
adds in alloy wheels and comes with interior creature comforts like a rear center armrest
and cupholders. The Limited brings with it 20-inch wheels, simulated leather interior,
heated and vented seats, dual climate control and the larger 14-inch center touchscreen.
The Platinum gets genuine leather, digital instrumentation, JBL audio system and rear
door sunshades. The 1794 Edition is the same as the Platinum, but with special badges
and accents that pay tribute to the famous ranch where the Tundra is built. The TRD Pro
is decked out like the Limited, but with a focus on off-road use. It gets TRD 18-inch
wheels (on 33-inch tires), a 1-inch suspension lift, skid plates, Foxdampers, a rear locking
differential and crawl control. For those wanting the nicest Tundra available, the
Capstone is the way to go. It gets power-deploying running boards, a heads-up display,
and Capstone-exclusive exterior and interior trim pieces. The more powerful hybrid
engine is available on the Limited, Platinum and 1794 Editions, and standard on the TRD
Pro and Capstone trim levels.

The tester provided for this review was a TRD Pro dressed in a very look-at-me Solar
Octane (bright orange) exterior. It carried an MSRP of $69,315.

While the lack of a V8 may be bothersome, the turbocharged 3.5-liter V6 turned out to be
more than a suitable replacement. The non-hybrid 389 hp version of the V6 makes 8
more hp and 78 more pound-feet of torque (as well as better fuel economy) over last
yearís 5.7-liter V8 – and takes just 6 seconds to hit 60 mph, about a half-second quicker
than its predecessor. And with the hybrid engine, the new Tundra is even quicker still,
able to achieve that feat in just five and a half seconds. The EPA rates the TRD Pro at 18
mpg city and
20 mpg highway.

Another key change Toyota made to the Tundra is its rear suspension to improve on-road
performance. Rather than use the traditional leaf-spring rear suspension that is used in
most full-size trucks, the Tundra now joins the Ram 1500 as the only trucks in this class
to use rear coils. This smoothes out the ride without compromising the Tundra’s tow
capacity which comes in right at 12,000 pounds, an improvement over the previous
model’s 10,200-pound towing capacity. For payload, the 2022 Tundra can haul up to
1,940 pounds, while the 2021 Tundra had a capacity of up to 1,730 pounds.

As you can see, the new Toyota Tundra is a much better, more capable truck than the
model it replaces. With its more modern design, a powerful new hybrid powertrain,
higher towing and payload capacities and an all-new interior, the 2022 Tundra has much
to offer for full-size pickup truck buyers. It is doubtful Chevy, Ford and Ram owners
would ever consider the Tundra, as the full-size truck market is very loyal, but for Toyota
owners, the Tundra will most likely be their truck of choice.

– Christopher A. Randazzo

By The Numbers:

2022 Toyota Tundra TRD Pro 4X4

Base Price: $66,805.00
Price as Tested: $69,315.00
Layout: front-engine / four-wheel drive
Engine: 3.5 liter Twin Turbo V6 w/ electric motor
Transmission: 10-speed automatic
Horsepower: 437 horsepower
Torque: 583 ft/lbs
EPA Fuel Economy: 18 city / 20 highway mpg

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

It isn’t often Lexus completely redesigns their flagship SUV, the LX. In fact, the last time it happened, some guy by the name of George W. Bush was living in the White House. That was back in 2007. Well finally, after 15 years, there is a brand-new Lexus LX upon us, this one called the LX600.

First, some background on the LX. It made its debut back in 1995 as the LX450 and was Lexus’ first entry in the SUV market. It was based heavily on the Toyota Land Cruiser with its inline six-cylinder engine and full-time four-wheel drive system. A V8 soon found its way into the engine bay, along with many luxurious amenities. Last year Toyota announced that the Land Cruiser would no longer be sold in the U.S. although an all-new Lexus version would arrive for 2022.

The 2022 Lexus LX600 continues to use an old-school body-on-frame construction – riding on the same platform as the new Toyota Tundra full-size pickup truck. Lexus says the frame is 20% stiffer than the one used in the previous LX yet the entire vehicle is nearly 400 pounds lighter. In terms of size, the new LX and the previous one are nearly identical, although the new one is about an inch taller. And, the LX takes on a new name. No longer referred to as the LX570 (last year’s model), the new LX is the LX600.

There is no mistaking the appearance of the big LX. Up front, the love-it or hate-it spindle grille is larger than ever. And depending on the trim level, the grille is either black or chrome, and set in either mesh or horizontal bars. Across the back, large letters now spell out “LEXUS” – replacing the old logo.

Lexus offers the LX600 in five different trim levels. The base is the LX, which seats five via two-rows and rides on 20-inch wheels. The Premium adds a third-row of seating along with an adaptive suspension, hands-free liftgate and a heads-up display. The F-Sport is the performance-oriented LX, with 22-inch wheels, aerodynamic body kit and a sport tuned suspension. The Luxury spices things up with soft-close doors, power-folding second-row seats, rear sunshades and refrigerator in the center console. The Ultra Luxury transforms the LX600 into a luxury suite on wheels. The middle seat in the second row is removed along with the entire third row (making it strictly a four-seater) and gets a height-adjustable suspension, power adjustable second-row seats with massagers in them and a rear-seat entertainment system.

Powering every LX600 is a turbocharged 3.5liter V6 that makes 409 horsepower and 479 lb-ft of torque. Both those figures beat out the V8 that was in last year’s LX570 (383 hp and 403 lb-ft) and fuel-economy is up in the new LX as well. A ten-speed automatic transmission and four-wheel drive is standard on every LX.

The cabin of the LX600 features a new setup that just about any Lexus owner will appreciate. Gone is the touchpad that everyone loved to hate, and in its place is not one but two touchscreen displays. The 12.3-inch upper screen is used for audio or navigation, while a 7-inch lower screen is used for secondary HVAC and off-road controls. Often used climate-control switches are physical buttons on the center console. The console itself is quite large with a phone charging pad located where the touchpad on previous models was once located.

As can be said for most Lexus vehicles, everyone in the LX600 sits in comfort. Front seats are like armchairs – very supportive and comfortable. The middle row is comfortable as well and are split 60/40. They flip up and tumble forward for access to the third row. The third-row seats are a huge improvement over the previous model – they now fold into the floor rather than fold to the side.

The drive of the LX600 is quite different from other LXs. The first thing that is noticeable is that the steering feels less trucklike. Using a new steering system, it isn’t nearly as heavy and makes for parking and other maneuvers much easier. And the LX600 feels a lot less top-heavy than the previous model. Now it’s still a 6,000-pound SUV, so there is no denying that it is big and heavy – but it seems much more refined than previous generations. And let’s not forget that the off-road capabilities of the LX600 are undeniably impressive.

While the idea of losing another V8 to a turbocharged V6 still stings, one drive is all it takes to forget about those 2 missing cylinders. With 26 more hp and 76 more lb-ft of torque, the twin-turbo 3.4-liter V6 pulls hard – and is smooth doing it. Zero to 60 mph takes about 6 seconds and with the new engine, the LX is able to achieve an EPA rating of 19 mpg (17 city / 22 highway).

With the Land Cruiser gone, those wanting the ultimate Toyota off-roader will now have to look at the Lexus LX600. The LX600 is an improvement over the previous LX570 model, but still retains the traits and characteristics that have made the LX (and the Land Cruiser) a cult favorite.
— Christopher A. Randazzo

By The Numbers:

2022 Lexus LX600 F-Sport

Base Price: $101,000.00
Price as Tested: $106,305.00
Layout: front-engine / full-time four-wheel drive
Engine: 3.5 liter twin-turbo V6
Transmission: 10 – speed automatic
Horsepower: 409 hp
Torque: 479 lb-ft
EPA Fuel Economy: 17 city / 22 highway mpg

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

The Ram 1500 may not be the top selling pickup in the country, but it sure is a leader. Back in 1994 (when it was known as the Dodge Ram), it changed the whole pickup truck industry by appearing with its big-rig looks and bold styling. Soon after, others (coincidentally the number 1 and number 2 pickup truck sales leaders) followed. Then in the mid-2000’s Ram was offered in a luxurious trim, and guess-who were there following? Ram was also the first to offer a diesel engine in a light-duty pickup. The Ram proves that you don’t have to be the top seller to be a leader.

Out since 2019, the current 5th generation continues with its bold, in-your-face styling. This is not the truck you want to see coming up fast in your rear-view mirror. Despite its larger-than-life looks, today’s Ram is both lighter and stronger than ever before. For 2022, the Ram 1500 is available as a Quad Cab or the larger Crew Cab, and bed lengths come in either 5-foot-7 or 6-foot-4.

The inside of the Ram continues to be the trucks main highlight. Soft leather, metal accents and high-quality plastics make the Ram’s cabin a hard place to leave once you reach your destination. If you treat yourself to the Limited edition, like the tester was, then you’ll be spoiled with the premium leather seats and lots of real wood surfaces. For 2022, the Ram benefits from an all-new infotainment system. Called the U Connect 5, it is powered by Android and contains a built-in virtual assistant. This year also sees a new Limited 10th Anniversary Edition package (more on that below).

The Ram 1500 is available in seven different trim levels ranging from work to high-end luxury. The base Tradesman is your typical work truck that comes with the basics (A/C, power accessories, cruise control) and not much else. Both the seats and floor are done in vinyl and it rolls on steel wheels. The Big Horn (called the Lone Star here in Texas), steps up the Ram with nicer aluminum wheels, cloth seats, larger touchscreen, chrome trim and added interior storage. The Rebel is the Ram to get if off-roading is your thing. It’s fitted with an electronic locking rear differential, 33-inch tires, tow hooks, skid plates and a power sliding rear window. With the Laramie, the Ram starts taking on a luxury feel. It gets a leather interior, remote engine start, dual zone climate control, heated and vented seats along with a few other amenities. The Longhorn gets even nicer with an exclusive interior that features a full-grain 100-percent natural leather seats, 20-inch wheels, side steps and front and rear parking sensors. The Limited is the most luxuriest Ram available, with its air suspension, power deployable running boards, premium seating, wireless charging pad and a huge 12-inch touchscreen. The TRX is the bad-boy Ram. It’s more capable off-roading than the Rebel, has a lifted suspension and uses its own unique engine.

Celebrating a decade of Ram luxury, there is now a Limited 10th Anniversary package. Available on the Ram Limited, this package includes quilted leather seats, a jeweled rotary shifter, suede headliner, vented rear seats and the multi-function tailgate. It adds an additional $2,145 to the price of the truck.

The standard engine on most Rams is a 3.6-liter V6 engine (305 horsepower, 269 lb-ft). It comes with Ram’s eTorque system, which is a mild hybrid system that slightly improves fuel economy, power and smoothness. For more power, the popular 5.7-liter HEMI V8 (395 hp, 410 lb-ft) with or without eTorque is available. It is an option on all trim levels except the Limited where it is standard and the TRX. Also available as an option is a Diesel-powered turbocharged 3.0-liter V6 (260 hp, 480 lb-ft). The TRX gets its own engine – a supercharged 6.2-liter V8 (702 hp, 650 lb-ft). Every Ram uses an eight-speed automatic transmission and is available with four-wheel-drive (except the TRX, where it is standard).

This week’s ride is a Ram 1500 Limited with four-wheel drive and the Limited 10th Anniversary package. It carries an MSRP of $72,420.

After recently being in a Chevrolet Silverado and Ford F-150, I find the interior of the Ram being the nicest of the trio. The materials used in the cabin feel better and the seats (including those in the back) are simply more comfortable. And with all the storage compartments, there seems to be place for everything in the Ram.

On the road, the Ram’s shine continues. The HEMI feels right at home in the Ram and provides the grunt (and sound) that is expected of a pickup truck. It’s not the quickest truck around (0-60 mph in about 6.8 seconds), but it has plenty of power to get by. Around corners, the Ram feels, well, like what a big truck feels like going around corners – slow and cumbersome, reminding the driver that they are driving a pickup not a car. Ride quality, though is very good in the Ram making it a great vehicle to cruise in. This is in part to the Ram being the sole truck maker that uses coil springs in the rear suspension rather than leaf springs.

Of course, being a truck, it’s meant to work. The Ram 1500 is capable of towing 12,000 pounds and has a payload capacity of up to 2,300 pounds.

When you step back and look at the Ram, it’s not hard to see that it has a lot to offer. With plenty of trim levels to choose from, it can be set up strictly for work or as a luxury vehicle, or even both. And with 2 gas engines and a diesel engine available, one can really make the Ram their own. Throw in the excellent cabin and smooth driving manners and the Ram really makes the case for being the half-ton pickup of choice.

– Christopher A. Randazzo

By The Numbers:

2022 Ram 1500 Limited Crew Cab 4×4

Base Price: $62,460.00
Price as Tested: $72,420.00
Layout: front-engine / four-wheel drive
Engine: 5.7 liter V8 Hemi
Transmission: 8-speed automatic
Horsepower: 395 horsepower
Torque: 410 ft/lbs
EPA Fuel Economy: 18 city / 22 highway mpg

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

Ever since the Chevrolet Bolt debuted in 2016, it has proven to be an intriguing little electric vehicle – and is one of the least expensive EVs sold in the U.S. A few weeks ago, I had the opportunity to drive the Bolt and experience Chevrolet’s entry in the EV market.

The Bolt is a front-motor, five-door all-electric subcompact hatchback built by Chevrolet in partnership with LG Corporation. In that debut year, the Bolt won all kinds of awards including being named the 2017 Motor Trend Car of the Year, the 2017 North American Car of the Year, and an Automobile Magazine 2017 All Star.

Over the following years, Chevy has increased the Bolts range to 259 miles (up from 238 miles). And for 2022, the Bolt gets a mid-cycle refresh along with an upgraded cabin and newer technology. It also adds standard DC fast charging to make this electric hatchback more appealing. Base price starts at just under $32,000. As an added incentive, Chevrolet will cover standard installation of a Level 2 charging outlet for eligible customers who purchase or lease a 2022 Bolt.

For 2022 Chevrolet also adds a slightly larger version of the Bolt to the lineup – the Bolt EUV – a small SUV based on the Bolt EV hatchback. It will be covered in a future review.

Chevy offers the Bolt in two trim levels – the base 1LT and the higher-end 2LT. Both models use the same 65-kWh lithium-ion battery pack that sends power to a single electric motor (200 hp, 266 lb-ft) by way of a single-speed transmission. There is no difference in range either – both can travel up to 259 miles on a single charge.

The 1LT is nicely equipped with standard features like a 10.2-inch color touchscreen with Apple CarPlay and Android Auto compatibility, keyless start and ambient interior lighting. An optional Comfort and Convenience package brings heated front seats and a heated leather-wrapped steering wheel into the fold. Move up to the 2LT and you get the above mentioned Comfort and Convenience package along with a surround-view parking camera system and leather seats. The tester, a 2LT carried a price tag of just $36,165.

The Bolt EV is a fun car to drive. Like all electric cars, it delivers instant torque and power, and it also handles well. With its 200 horses, it’s able to hit 60 mph in the mid-6-second range, which is quite quick, EV or not. Drivers can choose to drive via a single-pedal mode which let’s you slow down the vehicle using only the accelerator pedal.

With its small footprint, the Volt feels nimble and sure-footed, making it an easy car to drive, especially in tight places. However, the ride can get a bit stiff and choppy due to the vehicles short wheelbase.

Inside, the Bolt has a well set-up cabin. The infotainment center is plenty big and the digital instrument panel is very bright and keeps you informed with all the important information that you need like how far your range is on the current battery charge. Most controls and switches are easy to get to – although the volume button feels a little too far to the left, almost behind the steering wheel.

To charge the Bolt, it can be plugged into a DC Fast Charger (Level 3 charging) and can replenish about 90 miles of battery life in 30 minutes, making out-of-town trips doable if well-planned. A Level 2 charger takes about 10 hours to completely charge a depleted battery. For those with no access to a charger at home, like me, you can expect a charge of about 4 miles per hour with the Bolt plugged into a regular 120V outlet.

Today, it seems like the most popular EV vehicles on the road are from Ford, Tesla, Hyundai and Kia while the little Chevrolet Bolt gets overlooked. With the updates for 2022 along with a free Level 2 charging station, the Bolt should no longer be overlooked – and be considered as a great way to enter the EV market.
– Christopher A. Randazzo
By The Numbers:

2022 Chevrolet Bolt EV 2LT

Base Price: $34,200.00
Price as Tested: $36,165.00
Layout: front-engine / front-wheel drive
Engine: single electric motor lithium ion battery pack
Transmission: single speed electric drive unit
Horsepower: 200 hp
Torque: 266 lb-ft
EPA Fuel Economy: Range of 259 miles equivalent to 120 MPGe

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

Today’s light duty pickup-trucks are big, comfortable and quite capable vehicles. But what it you need a little more payload and towing capacity than they can offer, but don’t want to lose the conveniences that they have? The Ram 2500 Heavy Duty makes the case for a slightly larger pickup truck with increased capacities yet retaining its creature comforts and not being a total brute of a truck like the Ram 3500 Heavy Duty.

The Ram 2500 is quite a machine. It has amazing towing capabilities yet still delivers a refined ride and can be had with a choice of upscale interiors.

As the 2500, the Ram can take on a payload of up to 4,010 pounds and offers 20,000 pounds of trailer towing capacity. If you need those same abilities but with some enhances off-road modifications, Ram offers it in the Ram 2500 Power Wagon.

There are two engines available for the 2500. Standard is 6.4-liter gas V8 that makes 410 hp and 429 pound-feet of torque. While quite capable, most 2500 buyers go for the optional 6.7-liter Cummins turbo-diesel engine. Costing $9,400, it makes 370 hp and a whopping 850 pound-feet of torque. The gas engine uses an eight-speed automatic transmission while the diesel makes do with a six-speed automatic.

The Ram 2500 can be had in three different cab styles (regular, crew and an extended crew cab called Mega Cab). Along with the cab styles, there are six different trim levels. The base is the Tradesman. Here, the 2500 is basically a work truck with 17-inch steel wheels, vinyl upholstery and a bench seat. Step up to the Big Horn (called the Lone Star here in Texas) and the Ram benefits from 18-inch chrome wheels, cloth interior and a larger touchscreen. It is still a work truck, but easier to live with. With the Laramie trim level, the Ram 2500 starts becoming more luxurious with a power sliding rear window, dual zone climate control, leather seats, power adjustable and heated front seats and front and rear parking sensors. The Limited Longhorn adds rain-sensing wipers, LED bed lighting, ventilated front seats and heated rear seats. The top-of-the-line Ram 2500 is the Limited which gets 20-inch wheels, deployable running boards, upgraded interior and a large 12-touchscreen infotainment system. The Power Wagon includes some features from the Big Horn and the Laramie wrapped up in a Ram that is dedicated to off-roading. It includes an electric winch, underbody protective skid plates and an off-road suspension package.

For 2022, the Ram 2500 gets the next-generation infotainment system (called Uconnect 5) that is said to respond quicker than the one before it. There is also a new Silver Edition package for Big Horn/Lone Star trims that add chrome exterior pieces and black interior accents to the Ram.

Recently I was in a Ram 2500 Heavy Duty Lone Star edition equipped with the proven Cummins turbo-diesel engine and the new Silver Edition package. The base price was $47,800 but with options it had an MSRP of $75,840.

Step inside the Ram 2500 (it’s a high step up – thankfully the tester is fitted with fixed side steps) and you’re greeted to an appealing interior. The buttons and interior controls are laid out in a logical and easy-to-use manner, and there’s enough space in every seating position for adults. The cabin’s design features functional controls and a ton of interior storage including a center console that can accommodate a laptop and much more.

If you are into high-tech, the Ram 250 should fill your needs. The Ram offers a giant 12.0-inch reconfigurable touchscreen, which is the largest in this class and gives the truck’s interior a high-tech look and feel. The system also features a navigation system as well as Wi-Fi hotspot, Apple CarPlay and Android Auto. There are five USB ports and up to three 115-volt outlets that can handle up to 400 watts – ideal for running or charging work tools.

The Ram 2500 is a big rig, and it doesn’t let you forget it. As the driver, you sit high up and overlook a huge hood. It accelerates, handles and stops reasonably well. It takes corners good – as long as you plan for them. The 850 pound-feet of torque from the diesel engine is impressive and you feel it every time you step on the gas pedal. The chatter of the diesel engine can be heard, but Ram has done an incredible job at refining it and keeping it to a minimum.

The Ram 2500 has plenty of features, stout towing capabilities, and one of the nicest interiors on the market for a heavy-duty truck. Whether it be just a work truck like the Tradesman, an off-roader like the Power Wagon, or a luxury worker like the Limited – there is plenty to like about the Ram 2500.
– Christopher A. Randazzo

By The Numbers:

2022 Ram 2500 Lone Star Crew Cab 4×4

Base Price: $47,800.00
Price as Tested: $75,840.00
Layout: front-engine / four-wheel drive
Engine: 6.7 liter I6 Cummins Turbo Diesel
Transmission: 8-speed automatic
Horsepower: 370 horsepower
Torque: 850 ft/lbs
EPA Fuel Economy: N/A

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

After a somewhat disappointing 2021, I think it can be said that the Chevrolet Silverado is having a better 2022. Last year, the Silverado, which is typically the second-best selling vehicle sold, behind the Ford F-150, was beaten out of second place by the Ram 1500. But as of July 2022, the Silverado has managed to regain its second place position. One reason for the increase in sales could be the changes and improvements the Silverado gets for 2022.

The current Chevrolet Silverado 1500 has been around since 2019 and has seen some minor changes and upgrades to make up for its initial shortcomings. That continues for 2022, but this year it gets the most significant changes yet. On the outside, the front end has been redesigned with a slightly more aggressive look to it. Inside, there is a new interior that uses better cabin materials and larger screens (a 12.3-inch digital gauge cluster and a 13.4-inch touchscreen infotainment screen). For the adventure there is a new ZR2 model that can focus on off-road capabilities, while those that like to ride in luxury, like in the High Country trim level, can now have it fitted with GM’s Super Cruise highway driving system. Finally, the V6 engine is no more – the base engine now being the 2.7-liter turbocharged four-cylinder engine, which happens to gets an increase in torque.

Enter the Silverado’s new cabin and you’ll notice a much nicer and fancier environment. The dashboard looks flashy with its huge screens, and when fitted in the High Country trim level as is the tester, the open-por wood trim and top-notch leather interior looks amazing. The center console contains physical knobs and buttons make interacting with the various systems painless. The Silverado’s infotainment system supports Apple CarPlay, Android Auto, and has a mobile hotspot.

With the V6 engine gone, the base engine is now the 2.7-liter turbocharged four-cylinder engine. For 2022, it gets a 20% increase in torque which brings it to 430 lb-ft, up from 348 lb-ft (horsepower remains the same at 310). This engine is found standard in the WT, Custom, Custom Trail Boss, LT trim levels. Optional on the Custom Trail Boss and LT is Chevy’s popular 5.3-liter V8 that still makes 355 hp and 383 lb-ft of torque and well as the Duramax 3.0L Turbo-Diesel inline six-cylinder that 277 hp and 460 lb-ft of torque. The Silverado RST come standard with the 5.3 V8, but can be had with the diesel engine or GM’s monster 6.2-liter V8 that makes 420 hp and 460 lb-ft of torque. The LT Trail Boss can be had with any engine. The LTZ and the High Country – come standard with the 5.3 V8 but can be had with either the diesel or the 6.2 V8. It’s this larger V8 that is under the hood of the tester.

Silverado’s equipped with either the turbocharged four-cylinder or 5.3 V8 use an 8-speed automatic transmission while those with the 6.2 V8 and the diesel use a 10-speed automatic.

The new off-road-focused ZR2 trim comes standard with four-wheel drive and the 6.2-liter V8 engine. It is equipped with 33-inch all-terrain tires, skid plates, electronic locking front and rear differentials and a full-size spare tire.

Just spend a few moments in the Silverado and it’s easy to see why drivers are choosing them over cars. There is tons of room for all passengers, especially those seated in back. And we haven’t even mentioned the truck bed that can carry a payload of more than 2000 pound and can haul over 13,000 pounds. Try doing that with a sedan.

With the new interior and new front end, the 2022 Silverado has taken over second place in the race amongst the best-selling vehicles. Regardless of where it finishes at the end of the year, one thing is for certain, big trucks continue to be popular and the Silverado is keeping pace with its rivals.
— Christopher A. Randazzo

By The Numbers:

2022 Chevrolet Silverado Crew High Country 4WD

Base Price: $60,300.00
Price as Tested: $68,850.00
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 city / 20 highway mpg

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

One Jeep owners are a very loyal crowd. And when it comes time to transition from the rugged Jeep Wrangler to a more family-friendly vehicle, Jeep owners tend to gravitate to the still off-road capable Jeep Grand Cherokee SUV. Last year, Jeep redesigned the Grand Cherokee and at the same time debuted a spin-off version of the popular SUV, the Grand Cherokee L – a longer version of the regular Grand Cherokee that uses the extra length to make room for a third row.

The Grand Cherokee L benefits from a 7-inch longer wheelbase and is 15.1 inches longer than the standard Grand Cherokee. Of course, this extra room allows for the L to have a third-row seat which provides the Grand Cherokee L seating for six or seven, depending on configuration (a second-row bench that seats 3 is standard while 2 captain’s chairs are optional). With this additional seating, this Grand Cherokee now competes with the Kia Telluride, Hyundai Palisade, Toyota Highlander, Toyota 4Runner and Honda Pilot.

Like the standard Grand Cherokee, the Grand Cherokee L is available with either Chrysler’s 290 hp Pentastar 3.6-liter V6 or the optional 357 hp 5.7-liter HEMI V8 and are either rear or four-wheel drive. An eight-speed automatic is the sole transmission used.

Of course, being a Jeep, the Grand Cherokee L is offered with a variety of 4WD systems. Quadra-Trac I is a 4WD system with a single speed transfer case (there is no low-range gearing). Quadra-Trac II is a two-speed system that provides low-range gearing and enhanced traction for low-speed off-road conditions. Finally, there is Quadra-Drive II, which is the same as the Quadra-Trac II system but includes a fully automatic high-range all-wheel drive system.

The base Grand Cherokee L is the Laredo, which comes with 18-inch wheels and a tri-zone climate control system. Move up to the Altitude and the L is fitted with 20-inch wheels, a power liftgate, heated leather seats and remote start. The Limited gets a premium audio system and heated steering wheel. All three are available with the Jeeps Quadra-Trac I 4×4 system.

The Grand Cherokee L gets more luxurious with the Overland trim as it adds in ambient cabin lighting, full leather interior, power folding third row and dual-pane panoramic roof. It is available with the Quadra-Trac II 4×4 system. The Summit adds in a larger 10.1-inch touchscreen, four-zone climate control, automatic parking system and a selectable ride-height system. The ultimate L is the Summit Reserve, which gets a 19-speaker McIntosh audio system, special 21-inch wheels and an upgraded leather interior. The Quadra-Drive II 4WD system is available on the Summit and standard on the Summit Reserve.

Inside, the well-tailored cabin offers plenty of room and comfort for all on board. The second row can slide around 7 inches to make room for third-row passengers and the rear seating is pretty roomy by midsize SUV standards. Along with the interior roominess, the Grand Cherokee L has a lot of technology going on inside with many display screens dotting the interior along with an array of buttons, switches and knobs.

The tester, a top-of-the-line Summit Reserve had the base V6 powering it. After spending some time in it, I found the interior to be a comfortable and inviting place to be, especially with the Summit Reserve’s quilted leather. We even took it down to the beaches of south Texas. On the 300 mile road trip, the big Jeep was flawless and the extra room proved beneficially for luggage and beach equipment. Once on the beach, it felt right at home cruising in the soft sand. While we witnessed others getting stuck, the Grand Cherokee did what it did best and handled every off-road situation we threw at it.

There is room for improvement though. Some interior controls could be better placed and the glossy black trim that surrounded the interior controls left a trail of fingerprints and smudge behind. On the road, the V6 is a likable engine, but at times it feels overworked in a vehicle the size of the Grand Cherokee L. Tests indicate the V6 powered Grand Cherokee L needs about 8 seconds to hit 60 mph while V8s need a little over 6 seconds to reach the same speed. If I were purchasing an L, I’d look past the V6 and select the V8. But even with the V6 the L drove fine and delivered a comfortable and relaxing driving experience.

Pricing for the Jeep Grand Cherokee L starts at $42,120. The tester has an MSRP of $67,090.

In the past, Jeep, surprisingly, hasn’t been super competitive in three-row SUV market. But at the same time, the Grand Cherokee is one of the best-selling SUVs around. Making the Grand Cherokee available as a 3-row SUV makes perfect sense and really gives the L plenty of ammunition to do well in the market, while giving Jeep owners another reason to stay loyal to the brand.
— Christopher A. Randazzo

By The Numbers:

Jeep Grand Cherokee L Summit Reserve 4×4

Base Price: $59,660.00 (2021 price)
Price as Tested: $67,090.00 (2021 price)
Layout: front-engine / four-wheel drive
Engine: 3.6 liter V6
Transmission: 8 – speed automatic
Horsepower: 290 hp
Torque: 257 ft/lb
EPA Fuel Economy: 18 city / 25 highway mpg

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

Recently we took a look at one of the nicest luxury SUVs around – the Cadillac Escalade. But while the trend of luxury vehicles are moving to SUVs (and trucks), let’s not forget the form in which the luxury vehicle first emerged – as a sedan. And one sedan has proven to be the benchmark to beat: the Mercedes-Benz S-Class.

Introduced in 1972, the S-Class is the top-of-the-line Mercedes-Benz model and is the flagship vehicle for the brand. It has been ranked as the world’s best-selling luxury sedan and is recognized and known all over the globe.

Now in its seventh generation, let’s take a look at the latest S-Class: the S580.

New just last year, the current S-Class continues the role of being the signature vehicle for the ultra-wealthy. It looks the part perfectly with its elegance and class. And not only is it made with the finest materials, but it is practically a rolling showcase of the company’s latest in technology and innovation.

The 2022 S-Class is available in two main models: the S500 and the S580. There is a third model, the ultra-luxurious Mercedes-Maybach S680, but that can be considered a different vehicle.

The main distinction between the two models is the engine used. The S500 is fitted with a 3.0-liter turbocharged inline-six coupled with a mild hybrid system. It makes a total of 429hp and 384lb-ft of torque. The S580 uses a 4.0-liter twin-turbo V-8 (as well as a hybrid system) that develops 496hp and 516lb-ft of torque. Every S-Class is equipped with a nine-speed automatic transmission and all-wheel drive.

As good as the S-Class looks on the outside, the inside is far better. The interior is more premium and better appointed than ever before. Wood and leather is everywhere along with huge OLED screens on the dashboard and as well as in the instrument cluster. Front seats have massage functions and extensive heating elements. The rear is almost limo-like and can also be had with power-adjustable reclining seats and similar massage functions as the front. Back seat passengers also get their own power sunroof as well as power side and rear window shades. There is an optional rear-seat entertainment system that adds two 11.6-inch screens on the front seatbacks as well as the interactive LED interior lighting.

The tester arrived with a beautiful Diamond White exterior along with a Grey Nappa leather interior with Burl Walnut Trim. It carried an MSRP of $122,140.00.

A few minutes spent behind the wheel is all that’s needed to realize that driving the S-Class is about refinement, not excitement. Close the vault-like doors and there is a feeling of isolation and relaxation. Once you get moving, the S-Class delivers it’s best asset – it’s silky smooth and whisper quiet ride. Its debatable which seat is the best in the house. The rear has the most room and comfort, but the front has the inflatable side-bolsters that inflate/deflate depending on whether the car is in a turn or not.

But the S580 does drive well. The nearly 500hp means power is always on tap. And despite its size, the S-Class feels and handles like a much smaller sedan. By all means it’s not a sport sedan (look for an AMG variant for that), but there is really nothing to complain about with how it drives.

For decades, the S-Class has competed against the likes of the Audi A8, BMW 7 Series and Lexus LS along with recent newcomers like the Genesis G90 and the Tesla Model S. But in this full-size luxury sedan market, the gold standard has always been the S-Class. That doesn’t appear to be changing anytime soon.
– Christopher A. Randazzo

By The Numbers:

2022 Mercedes-Benz S580 Sedan 4Matic

Base Price: $117,700.00
Price as Tested: $122,140.00
Layout: front-engine / all-wheel drive
Engine: 4.0 liter twin turbocharged V8
Transmission: 9-speed automatic
Horsepower: 496 hp
Torque: 516 lb-ft
Fuel Economy: 16 mpg city / 25 mpg highway

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

Electric vehicles are all the rage right now, as there are some really good ones out there. Seems like Tesla has set the standards, but there are also some impressive EVs from Ford with their Mustang Mach-E (and their new Lightning pickup) as well Porsche and Mercedes-Benz. And making an impressive showing is Hyundai’s Ioniq5. Now Kia is entering the market and proving that not only can they hang with the best, but they may well be one of the best.

The Kia EV6 is the first vehicle in the Kia lineup to be built from the ground up as an electric vehicle. Unlike the Kia Niro EV which is an all-electric version of the Niro Hybrid, there is no hybrid or gas version of the EV6. The advantage of this is that Kia was able to design the EV6 from the get-go without a traditional gas engine to worry about, letting them focus more on the EV drivetrain and styling. The results are impressive.

The EV6 is a small crossover/hatchback that shares much of its EV tech with the Hyundai Ioniq 5. The EV6 looks great with muscular and performance styling, but done in a very contemporary way. Range, the big thing with EVs is estimated to be up to 310 miles.

Step inside the EV6 and a traditional cabin awaits its occupants. It’s not as daring as its exterior, but the EV6 still features plenty of high-tech content such as a digitized dashboard, a floating center console with lots of storage space and a large bin underneath it. The dedicated EV platform creates a nice, spacious interior despite its relatively compact exterior dimensions.

When it comes to utility, the EV6 will meet most expectations. There is 28 cubic feet of cargo space behind the back seat and that increases to 54 when the rear seatbacks are folded flat. There’s a little more storage space in the frunk (front trunk) – another advantage of not having a gas engine.

The EV6 can be configured with rear or all-wheel drive. In rear-wheel drive, there is a single electric motor mounted on the rear axle. All-wheel drive EV6s use an electric motor on both the front and rear axles. The base EV6 trim level is called the Light and comes in rear-drive only and makes 167 horsepower. It has a range of 232 miles. Move up to the Wind or the GT-Line and the EV6 is fitted with a larger battery allowing rear-wheel drive models to make 225 hp and all-wheel drive models make 320 hp. Range is 310 miles for the rear-wheel drive and 274 for the all-wheel drive. Later in the year (or possibly in 2023), a GT model will be available that will make an impressive 576 hp.

The EPA rates the single-motor EV6 at 117 MPGe while the dual-motor version is rated at 105 MPGe. In MPGe, 33.7 kilowatt-hours (kWh) is comparable to a gallon of fuel. So, if an EV uses 33.7 kWh of electricity to travel 100 miles, it is said to get 100 MPGe.

The exciting exterior and fancy interior coincides nicely to a vehicle that is impressive to drive. The tester, an EV6 GT-Line with rear-wheel drive was very quick, being able to get to 60 mph in just 4.5 seconds (Kia says the upcoming GT will do it in under 3.5 seconds). Not only is the EV6 quick, but it just feels good driving it – the steering is well-weighted and accurate, and the suspension tuning is spot-on.

Pricing for the Kia EV6 starts at $42,195. The tester carried an MSRP of $53,405.

There’s a lot to like about the EV6. From the way it looks to how it feels to be in and drive as well as its practicality, the EV6 has a lot going for it. And while it’s Kia’s first EV, they are showing that if you are looking at possibly purchasing a highly rated EV like the Tesla Model 3 (or Model Y) or a Mustang Mach-E, the Kia EV6 should be right there among them.
— Christopher A. Randazzo

By The Numbers:

2022 Kia EV6 GT-Line RWD

Base Price: $52,995.00
Price as Tested: $53,405.00
Layout: single-engine / rear-wheel drive
Engine: single electric motor
Transmission: direct drive
Horsepower: 225 hp
EPA Fuel Economy: 117 MPGe

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

When it comes to luxury SUV’s it’s hard to look past the Cadillac Escalade. For the past
two decades, Cadillac’s flagship vehicle has been a modern-day icon known for its size,
power and luxury. Last year the Escalade was redesigned, and recently I was privileged
to be in one to see just how grand this SUV really is.

If you thought the last generation Escalade was big, wait until you see this current one.
Being larger than its predecessor, this fifth generation Escalade boasts even more
passenger room in its second and third row seats. Its exterior design continues at what the
Escalade has done so well at – provide a brash, in-your-face excess statement. There is no
subtlety here, just a huge grille with plenty of sheet metal behind it. Like Escalades
before it, the current one is clean, simple, huge and easily recognizable for what it is.

Inside, Cadillac has addressed what has been considered a weak point in previous
Escalades – the quality of its interior materials. Now for the first time ever, an Escalade
interior can back up its six-figure price tag. Supple leather, lacquered wood and
aluminum brightwork cover every surface. The dash now uses the latest in screen
technology: OLED (Organic Light Emitting Diode) which provides for a sharper and
more colorful image over the popular LCD screens.

When it comes to interior room, the Escalade can’t be beat. All three rows are large
enough for adults and the wide doors, accessible grab handles and power running boards
make getting in and out of the large SUV simple.

Carrying over from the previous generation is the powertrain, and for good reason. It’s
hard to find fault with the mighty 6.2-liter V-8. Mated to a 10-speed automatic
transmission, it makes a healthy 420 hp and 460 lb-ft of torque and sounds great doing it.
As in the past, the Escalade is offered in rear or four-wheel-drive models.

Underneath all that sheetmetal is an all-new chassis and an independent rear suspension.
While the Escalade continues to be a body-on-frame vehicle, it no longer uses a pickup
truck live axle. Instead, it uses a more compact multilink design. Options are air springs
and adaptive magnetic dampers.

When behind the wheel of the big Cadillac, you never forget how big it is. Thankfully,
the big V8 provides plenty of power to easily get the Escalade up to speed. The ride won’t
disappoint either as it’s soft and smooth. The Escalade doesn’t toss easily into corners due
to its size, but glides into them and the large 22-inch wheels and new suspension makes
for a confident driving experience.

The amount of high-tech that Cadillac has injected into the Escalade is impressive. The
digital instrument cluster and large infotainment screen that uses the above-mentioned
OLED screens are stunning. Then there is the sound system. In the Escalade, Cadillac has
ditched the Bose system, replacing it with an optional 36-speaker AKG Studio Reference
stereo that makes it feel and sound as if the band is in the third-row seat playing live.

Another impressive piece of technology is Cadillacís Super Cruise. This system is the
first true hands-free driving-assistance technology available for select American
highways. With Super Cruise, you set the cruise control as normal, then engage Super
Cruise and let the Escalade do the rest. You can take your hands off the wheel and the
Super Cruise will handle all the turns and curves it comes across. It can even change
lanes for you if you desire (by turning on your blinker). All that is required by you is that
you continue to look down the road. While this isn’t a full autonomous system, it is close
to it, and should free the driver from a lot of stress on long road trips as he no longer has
to continuously steer the vehicle.

As expected, the Escalade doesn’t come cheap. Base price is just under $88,000, but tack
on all the good stuff like the sounds system, Super Cruise, the nice suspension, and you’re
looking at over $100,000, or in the case of the tester, $105,915.00.

After more than 20 years, the Cadillac Escalade has earned in place in the automotive
market. It’s not without its faults, but being big and bold aren’t any of them. Throw in all
the creature comforts and luxury features, and it’s easy to see why the Cadillac Escalade
is one of the best luxury SUVs in the world.
— Christopher A. Randazzo
By The Numbers:

2022 Cadillac Escalade 4WD Premium Luxury

Base Price: $67,895.00
Price as Tested: $105,915.00
Layout: front-engine / four-wheel drive
Engine: 6.2-liter V8
Transmission: 10 ñ speed automatic
Horsepower: 420 hp
Torque: 460 ft-lbs
EPA Fuel Economy: 14 city / 19 highway mpg

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

We already know that the movie “Top Gun Maverick” is a hit. But there is another Maverick that is also a big hit, and rather than flying through the skies at insane speeds, this Maverick rolls through the streets at a leisurely pace. Let’s take a look at Ford’s newest pickup truck, the Ford Maverick.

If the Ford Maverick name sounds familiar, that’s because it existed back in the 1970’s as a compact car. While this new pickup truck from Ford shares no resemblance to that car, one thing it does have in common is that it is a compact vehicle. The 2022 Maverick comes in below the Ford Ranger and of course, Ford’s shining star, the F-150. Not only is the Maverick smaller than the two other trucks from Ford, it’s vastly different from the others as it uses a unibody construction rather than a body-on-frame that the F-150 and Ranger use (as well as most other pickups on the market). In fact the Maverick is based off of the Ford Escape and Bronco Sport SUVs.

The Ford Maverick sports a four-door crew cab with a 4.5 foot bed. Oddly enough, the standard powertrain is a hybrid system, with a turbocharged (non-hybrid) gas engine available as an option. The Maverick competes against the recently revealed Hyundai Santa Cruz and can even make a case against the Honda Ridgeline, although the Ridgeline is slightly larger.

The Maverick comes standard as a hybrid, using a 2.5-liter four-cylinder engine paired with an electric motor. It makes a combined 191 horsepower and brings in an EPA estimated 37 mpg combined (42 city/33 highway). For a more truck-like feel, there is an optional turbocharged 2.0-liter four-cylinder engine that makes 250 hp.

There are 3 trim levels available for the Maverick. Base is the XL which is pretty simple with its steel wheels and cloth interior. It does come with an 8-inch touchscreen and Apple CarPlay and Android Auto, so if those are the only necessities needed, the XL is good choice, especially with it’s under $21,500 price tag. If you want a little nicer Maverick, opt for the XLT which adds alloy wheels, an upgraded interior and a power locking tailgate. The top-of-the-line Lariat equips the Maverick with keyless entry and pushbutton start, dual zone climate control, leather-like upholstery, a power driver’s seat and a power rear window. The Maverick comes standard as a front-wheel drive vehicle, but all-wheel drive is available. There is even an FX4 Off-road package that adds in all-terrain tires, hill descent control and skid plates.

The tester was a base XL and while it did look pretty cheap, I kept reminding myself of its $21,490, which in today’s car market is a steal.

The Mavericks small size and specifications makes it sound like an ideal city runabout. It is, but with the no-frills interior and the way it drives, the Maverick feels surprisingly very truckish. The ride is stiff, the steering is vague and there is a fair amount of body roll when going into turns. These are not necessarily faults, just the typical characteristics of a pickup truck. Power from the hybrid powerplant is ideal, needing just under 8 seconds to reach 60 mph. The turbocharged four-cylinder is said to drop 2 seconds off that mark.

While the cabin on the tester is far from plush, it does offer standard necessities such as a tilt-and-telescoping steering wheel with audio controls, remote keyless entry, and adjustable lumbar support for the front seats. The front seats are comfortable and the dash layout is simple and easy to get acclimated with. Visibility outside is really good thanks to the Maverick’s large windows and boxy cab design. Seating in the rear is decent although legroom is limited. Storage in the cabin is plentiful – with water bottle holders in the doors, a larger center console to hold items as well as a large underseat storage area.

Being a unibody (car-based) vehicle, the Maverick isn’t the truck of choice for big jobs. Nonetheless, it still can do its share of work. Maximum towing capacity is 4,000 pounds while the payload can carry 1,500 pounds. An integrated trailer brake controller is even available.

In a world where today’s midsize trucks are as big as yesterday’s full-size trucks, the Ford Maverick is certainly a nice welcome. It’s perfect for those people who just want a small truck that can haul cargo while still being maneuverable enough to tackle crowded city streets. Keeping that in mind, the Maverick, just like the move, it’s bound to be a hit.

– Christopher A. Randazzo

By The Numbers:

2022 Ford Maverick XL FWD

Base Price: $19,995.00
Price as Tested: $21,490.00
Layout: front-engine / front-wheel drive
Engine: 2.5 liter four-cylinder with Hybrid electric motor
Transmission: CVT automatic
Horsepower: 191 hp
EPA Fuel Economy: 42 mpg city / 33 mpg highway

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