Automotive

It’s hard to believe, but the Toyota Camry, once considered as nothing more than a bland and generic means of transportation, is now looked upon as one of the most striking and exciting cars in its class, which consists of the likes of the Honda Accord and Nissan Altima. Recently I was reminded of this as I found myself getting reacquainted with the Camry – this one being a 2021 model.

The current Camry is part of the eighth generation that was introduced back in 2018. It is still classified as a midsize sedan, but it is the largest Camry ever – and the best looking, due in part to its low roof, beltline and hood. Bland, dull and boring are no longer words to describe the Camry’s exterior style. Dare I say it looks quite sporty and elegant?

The 2021 Camry is available in six different trim levels – LE, SE, SE Nightshade, XSE, XLE and TRD. Last year’s base L is gone for 2021. Every Camry except the TRD comes standard with a 2.5-liter four-cylinder engine that generates 203 hp and 184 pound-feet of torque. With this four-cylinder, all-wheel drive is also available. Optional on the XSE and XLE (and standard in the TRD) is Toyota’s 3.5-liter V6 (301 hp, 267 lb-ft). Unlike most other manufactures that have started replacing the optional V6 with a turbocharged four-
cylinder, Toyota is sticking to their guns (at least for now) with the more traditional V6. Every Camry comes with an eight-speed automatic transmission.

The Camry that Toyota had me in was the SE Nightshade edition dressed in Midnight Black. It has a stealthy look with its distinctive 18-inch wheels, black exterior trim and trunk mounted spoiler. While it doesn’t have the V6 engine, it does have all-wheel drive, which is somewhat rare in this class.

Inside, Camry occupants are rewarded with an interior that looks like it belongs in a Lexus, especially on the higher end XSE and XLE models. The instrument panel is nicely done and it flows into an asymmetrical console, with trim available in wood, mesh, or textured metal. And in typical Toyota fashion, attention has been applied to every detail, giving the Camry a luxury car-like feel.

And there’s more. Now you can get a Camry fitted with luxuries like a color heads-up display (HUD), a bird’s-eye view camera and a panoramic glass roof.

In the tester, power from the base four-cylinder is ideal, and more than adequate for cruising. While the optional more powerful engine would be welcomed, in the Camry, it’s not a must-have, like it is in other cars. The real advantage to the four-cylinder is with fuel economy, where it can travel 28 miles on a single gallon of gas in the city and 39 miles on the highway. Those numbers drop a few mpg when going with the all-wheel
drive setup. V6 equipped Camrys are rated at 22 mpg city and 32 mpg highway.

As I took the Camry out on its maiden drive, I was surprised to find out how much I was enjoying the way it drove. The SE with its sport-tuned suspension and all-wheel drive just made the drive more engaging than prior Camrys. And with its sporty looks and generous passenger accommodations, I had to keep reminding myself that this was once a car I thought was as exciting as a refrigerator.

With the wide variety of trim levels, there is now a Camry to suit just about everyone. Those who still seek basic transportation and not much else have the LE; those who want a little more, but are still on a budget, have the SE. The XLE will satisfy most luxury buyer’s needs, while the XSE combines luxury and sport. And for those who want a sport sedan, the TRD is the most athletic Camry of the bunch.

Just like every Camry before it, this current one still sets the benchmark for quality, reliability and value. And now, you may have to toss in styling. It’s no wonder why the Camry continues to steal the hearts of so many American drivers.

– Christopher A. Randazzo

By The Numbers:

2021 Toyota Camry SE Nightshade AWD

Base Price: $28,585.00
Price as Tested: $29,580.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter 4-cylinder
Transmission: eight-speed automatic
Horsepower: 202 hp
Torque: 182 lb-ft
EPA Fuel Economy: 25 city / 34 highway mpg

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

Ever since it came out in 2003, the Mazda 3 has always been on my favorite list. Sporty-looking, practical, fun-to-drive and inexpensive, the Mazda 3 hits all the high notes for what is needed to be a great car. A few years ago, we saw the fourth generation Mazda 3 makes its debut, and found that it still hit all those notes. For 2021, the Mazda 3 gets a new engine, making the 3 even better – and bringing back memories of the much-loved hot-rod version of the 3 – the MazdaSpeed3.

As it has always been, the Mazda 3 is available in both sedan and hatchback body styles, the latter being what was recently assigned to me. The one advantage the hatchback holds is that it is the only body style that can still be had with a six-speed manual gearbox. Sedans come only with the six-speed automatic, and to be honest, most hatchbacks will end up having an automatic in them as well. But it’s nice to know Mazda still offers the six-speed in the hatchback.

The base Mazda 3 hatchback continues to uses a 2.5 liter Skyactiv four-cylinder – which is a carryover from last year. Power is rated at 186 hp and 186 lb-ft of torque. It comes with a six-speed automatic transmission, but if you choose the Premium package, the manual transmission becomes an option. The sedan’s base engine is an all new 2.0 liter four-cylinder engine that makes 155 horsepower and 150 lb-ft of torque).

The exciting news though is the availability of the 2.5 turbocharged four-cylinder. Borrowed from the Mazda CX-5 and CX-9 SUVs, this engine delivers 227 hp and a healthy 310 lb-ft of torque (both those numbers go up to 250 and 320 respectively when using 93 octane gasoline). As a bonus, all-wheel drive is standard. The 2013 MazdaSpeed 3 (it’s final year), made 263 horsepower going through a 6-speed manual
transmission and then to its front wheels. All-wheel drive was never offered on the MazdaSpeed 3.

Engines aside, the Mazda 3 continues as it did last year. Its interior uses an intuitive, driver-oriented dashboard and console that not only makes the 3 feel very sporty, but places all the controls within easy reach and are simple to use. And it’s all done in a clean, uncluttered fashion, which adds a sense of elegance to the cabin. My tester was equipped with Mazda’s Commander dial-button control interface. While at first it may look like a version of BMW’s iDrive, it’s far easier to use.

But my favorite feature of the Mazda 3 has always been how enjoyable it is to drive – and the new engine just adds to it. The Mazda3 has always been a good handling car – with precise steering and a firm – but not jarring – suspension, it’s a real joy to take into turns. And now with all-wheel drive and more power from the turbocharged engine, it’s even better. The power is great (it’s very linear, without the surge that might be expected in a turbocharged car) and the engine note has a little snarl to it, something I’ve always found Mazda’s to lack. The automatic can be a little slow to shift at times, but shift paddles do help solve that. While it doesn’t feel as quick and aggressive as the MaszdaSpeed3 did, it feels much more refined.

The 3 with its base engine continues to compete with the likes of the Honda Civic, Toyota Corolla and Ford Focus. But with the addition of the new engine, the Mazda 3 gets some zoom-zoom injected into it – and now finds itself competing with the likes of the Civic Type R and Hyundai’s Veloster N. Looks like the hot-rod hatchback market is alive and well.
— Christopher A. Randazzo

By The Numbers:

2021 Mazda 3 2.5 Turbo Premium Plus AWD Hatchback

Base Price: $33,750.00
Price as Tested: $35,415.00
Layout: front-engine / all-wheel drive
Engine: Skyactiv 2.5 liter turbocharged 4-cylinder
Transmission: 6-speed automatic
Horsepower: 250 hp
Torque: 320 ft/lb
EPA Fuel Economy: 23 city / 31 highway mpg

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

If there is any car that has seen it all, it’s the Hyundai Sonata. First out in the late 1980’s it wasn’t a particular good car, following in the footsteps of the Hyundai Excel. But as each new generation of the Sonata appeared, it improved. First, it became more reliable. Then its styling was addressed. By 2009, the sixth generation Hyundai Sonata was making a serious statement – it looked just as good as any Accord or Camry, was just as dependable, was packed with features, and came with a lower price tag.

Last year marked the debut of an all-new Sonata – the 7th in the car’s history. For 2021, Hyundai has added a new model to Sonata lineup – the N Line, which places its emphasis on performance.

The current Sonata is a strikingly good-looking car. Prior to 2009, Sonatas were as exciting to look at as a blank piece of paper. But once that sixth-generation appeared, everything changed – the Sonata became one of the best-looking mid-size sedans on the road. Last year’s redesign continued that trend with an attractive grille and headlights that make for a pretty face, sleek, smooth body and nicely tapered backside.

The 2021 Sonata is available in five trims: SE, SEL, SEL Plus, Limited and the new N Line. The base SE and SEL use a 2.5-liter four-cylinder engine (191 horsepower, 181 lb-ft of torque) while the SEL Plus and Limited get a turbocharged 1.6-liter four-cylinder engine (180 horsepower, 195 lb-ft of torque). The new N Line uses an all-new turbocharged 2.5-liter four-cylinder engine that cranks out 290 horsepower and 311 lb-ft of torque. Every Sonata uses an eight-speed automatic transmission, but the N Line is dual-clutch transmission that provides quicker shifts for added performance. Hyundai also offers a hybrid version of the Sonata.

Techno-geeks will get a kick out of the features found on the Sonata Limited. Cameras are everywhere – including surround-view cameras and cameras that show a rear-side view in the gauge cluster when the turn signals are activated. It has the typical blind-spot monitors, but the indicators are also displayed in the colored heads-up display. There are plenty of charging and storage options for smartphones and you’ll be happy to know that both Android Auto and Apple CarPlay connectivity are supported, although Hyundai’s digital key option is only compatible with Android phones.

The Sonata’s best gadget though, has to be the Smart Park feature. Only available on Limited models, it can automatically pull the car into or out of parking spaces without anyone behind the wheel. And it’s quite simple to use – just line up the Sonata in front of the spot, hit the auto park button on the center console, and then get out and close the door. Then, press and hold the appropriate button on the key fob (forward arrow to go forward, back arrow to go backwards) and the car will move in that direction. The moment you stop pressing the button, the Sonata stops. This is perfect for getting the Sonata in or out of tight stops that would possibly result in door dings.

Cruising around in the Sonata Limited, it easily achieves its goals – to provide good fuel economy and to do it in comfort. A 10.25-inch infotainment touchscreen provides the vehicles infotainment, while a 12.3-inch color LCD screen cluster provides the driver with all of the vehicle’s information.

Driving the Sonata is a smooth and quiet experience. The turbo four delivers adequate power and still manages to get 27 mpg in town and 37 mpg on the highway. A Sport mode adds a little excitement to the Sonta’s drive, but for those who really want more performance should probably look more at the N Line.

The 2021 Hyundai Sonata starts at $25,184 for the SE, while the Limited that I was in carries a price tag of $34,980. That’s a heck of a lot of car for the money. Included with that is Hyundai’s impressive ten-year warranty.

Thirty years ago, the Sonata was a car that wouldn’t be given a second look, and comparing it to a Honda or Toyota was ludicrous. But oh, how things have changed. Both Hyundai and the Sonata have recently won a slew of awards and accolades for their achievements – and the 2021 Sonata is proof on just how far Hyundai as come.

— Christopher A. Randazzo

By The Numbers:

2021 Hyundai Sonata Limited

Base Price: $33,850.00
Price as Tested: $34,980.00
Layout: front-engine / front-wheel drive
Engine: 1.6 liter turbocharged inline 4-cylinder
Transmission: 6 – speed automatic
Horsepower: 180 hp
Torque: 195 lb-ft
EPA Fuel Economy: 27 city / 37 highway mpg

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

The Lexus ES has been around since the inception of the brand, which dates back to 1989. And while the ES has gone through many changes throughout the years, it has always remained a front-wheel drive sedan powered by a V6 engine. But for 2021, Lexus will now offer an ES that is different on two fronts: first, in that it is available with all-wheel drive (AWD), and second, those AWD models will be powered by a four-cylinder engine.

First, I want to make it clear, the ES is still available as the ever-so-popular ES350, which is the V6 powered front-wheel drive luxury sedan we have known for years. But now for the first time in seven generations, an AWD version is available – and when you opt for AWD, the ES gets a 2.5 liter four-cylinder engine – and a new name: the ES250.

As with the ES350, the ES250 is a luxury car through and through. Open the door to the ES250 and you’ll see how the door panels and center console are all wrapped in indulgent and cushiony leather that look 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). A huge 12.3-inch screen dominates the top of the dash, with the signature Lexus analog clock to its left. Like in the past, a touchpad-controller is used to navigate through the infotainment system – an either you love-it or hate-it system.

And not only is there plenty of room for the driver and all passengers, they all sit in luxury. Long ago, the ES was considered small, but when this current generation ES came out and Lexus adopted the larger Toyota Avalon platform over the previous Camry platform, the ES benefited with a much more spacious cabin regardless if sitting in the front or rear. The ES is often considered an entry-level sedan, but spend some time in the cabin and you will think it’s anything but entry-level.

When it comes to luxury, nothing is lost in the ES250. But when it comes to driveability, there is difference between the ES250 and the ES350. With only 203 ponies under the hood, the ES250 doesn’t have a lot of power. While it’s adequate in most situations, the engine does feel strained at times; making you wish it had a turbocharger for some extra help. Like in other ES models, the ES250 has a Drive Mode knob that can be switched from Eco to Normal to Sport. Sport enhances the drive experience a little, but still, it doesn’t make up for the fact that the ES is low on power.

But what the ES250 lacks in the power department it makes up for when it comes to all-weather driving. With AWD, the ES250 becomes ideal when weather conditions get bad or roads become sloppy. When the front wheels slip, the rear wheels receive as much as 50 percent of the engine’s torque, improving vehicle traction. I didn’t get an opportunity to test it, but just knowing it was there was an added sense of confidence.

The ES250 brings a tremendous value to the Lexus vehicle lineup. Now for under $50K, one can have a luxury sedan with a plush cabin and lots of room – and with all-wheel drive. While performance may not be in the picture, the ES250 should appeal to those where all-wheel drive is needed, thus expanding on the audience that the ES caters to.

– Christopher A. Randazzo

By The Numbers:

2021 Lexus ES250 AWD Ultra Luxury

Base Price: $48,900
Price as Tested: $54,325
Layout: front-engine / all-wheel drive
Engine: 2.5 liter inline 4- cylinder
Transmission: 8-speed automatic
Horsepower (total): 203 hp
Torque: 184 lb-ft
EPA Fuel Economy: 25 city / 34 highway mpg

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

If ever there was a car to raise a controversy as it’s making its debut, it’s the Ford Mustang Mach-E. First and foremost, it’s the first Ford to be designed specifically as an electric vehicle, and second, despite looking like a crossover SUV (it’s a five-door hatchback) it’s a Mustang. Questions arise regarding Ford’s first attempt at an all-electric vehicle as well as is it worthy of wearing the iconic Mustang emblem? Let’s find out.

Looking like a cross between an SUV and a wagon, the 2021 Mustang Mach-E is an all-electric crossover about the same size as the Ford Escape. And it’s a very important vehicle for Ford as it’s a test-bed for the brand’s latest technology. For instant, your phone is the car’s key, although there is a key fob and B-pillar keypad for backup. The Mach-E is even capable of receiving over-the-air software updates and providing real-time data on the availability of more than 13,500 third-party stations in Ford’s charging network. And of course, simply being all-electric with no internal combustion engine is a big step for the blue oval.

The Mustang Mach-E is available in either rear-wheel drive(RWD) or all-wheel drive(AWD), and the various levels of battery and electric motor configurations make up the five different trim levels. These five levels are the Select, California Route 1, Premium, GT and First Edition. Distance ranges vary from 211 miles for the Select AWD to 300 miles for the California Route 1 and Premium trim levels. Power output is from 266 horsepower and 317 lb-ft of torque for the Select all the way up to the 480 hp and 634 lb-for the GT Performance Edition. The GT model, which is capable of hitting 60 mph in just 3.5 seconds, will become available this summer. Pricing for the Mach-E starts at $47,000.

As an electric car, the Mustang Mach-E seems to have the goods. But is it really a Mustang?

The answer to that really depends on how you define the Mustang. If a Mustang is quick, sporty and attractive, then you can make the case that the Mach-E is a Mustang. But if a Mustang has to have a nice rumble, and feel at home on curvy roads or a race track, well, the Mach-E just isn’t that.

Badges aside, no one will confuse the Mach-E for the pony car that we all know. The Mach-E has four doors and stands tall. But look close and Mustang cues can be found all over. The hood has bulges in them similar to those on the Mustang, and the headlights and taillights both look to have been designed with the pony car in mind.

And it’s quick too. The tester, a Premium RWD has a range of 230 miles and uses the least powerful motor (with 266 horsepower and 317 lb-ft of torque) and is able to hit 60 mph in the mid 5-second range – so it’s definitely quick enough to carry the Mustang name.

You enter the Mustang Mach-E by opening the button-actuated doors. Once in, a very unique, albeit simple and plan interior awaits. A massive 15.5-inch vertically oriented infotainment touchscreen controls just about everything – it’s fairly simple and intuitive. Build quality is very good, although it’s not really luxurious. An interesting feature it a fabric-trimmed strip bar that runs across the dash, giving the interior a very modern feel. Cargo space is plenty – with 29 cubic feet of space behind the rear seats, and up to 60 cubic feet with the back seats folded. The front trunk (frunk) is made of durable plastic that can be rinsed and then drained- perfect for ice.

On my initial drive in the Mustang Mach-E, I found it delivered a super-smooth ride and an amazingly quiet experience, although I did discover you can opt for it to make a propulsion sound. And while the Mach-E is quick off the line, it’s not nearly as engaging to drive as the traditional Mustang.

So, is the Mach-E worthy of being called a Mustang? It’s really hard to say. It doesn’t drive or feel like a Mustang, but it does make for an interesting name for a very good Electric Vehicle.
– Christopher A. Randazzo

By The Numbers:

2021 Ford Mustang Mach-E Premium RWD

Base Price: $47,000.00
Price as Tested: $48,670.00
Layout: electric powered / rear-wheel drive
Engine: 88KWH Usable EXT battery
Transmission: single speed
Horsepower: 266 hp
Torque: 317 lb-ft
EPA Fuel Economy: 230 mile range on full charge

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

When the most popular vehicle sold in the country gets a redesign, it’s big news. That’s the case of this weeks ride – the all-new 2021 Ford F-150. The outgoing model came out in 2014 as a 2015 model, and it was revolutionary in the truck world as Ford began using aluminum body panels on the F-150. This approach reduced its weight by nearly 750 pounds, but its footprint, power and towing capabilities increased. The all-new 2021 F-150 isn’t as historic, but Ford has added plenty of enhancements that many new truck buyers will appreciate.

Even though the 2021 Ford F-150 shares a strong resemblance to previous F-150, 92% of its parts have been redesigned. What has remained the same are most of the truck’s physical dimensions and its size. To easily spot the new F-150 on the road, focus on the front fenders and the new vent there.

One of appealing features of the F-150 has always been its seemingly endless range of configurations, and that carries on with the new model. There are six trim levels: XL, XLT, Lariat, King Ranch, Platinum and Limited, three cab styles — regular, SuperCab (extended) and SuperCrew (crew cab) and three bed lengths, depending on cab style. The five powertrains carry over from last year: a 290-hp 3.3-liter V-6; a 400-hp 5.0-liter V-8; a 325-hp twin-turbocharged 2.7-liter V-6; a 400-hp twin-turbocharged 3.5-liter V-6;
and a 250-hp 3.0-liter diesel V-6. Arriving soon will be a hybrid motor called PowerBoost All use a ten-speed automatic – the six-speed automatic has been dropped. And of course, four-wheel drive is available.

The tester arrived in the Platinum trim level with four-wheel drive and the 5.0 liter V8 engine.

While exterior changes to the F-150 are subtle, that is not the case with the interior. Ford upgraded the cabin a notch (probably to better compete with the Ram) and it certainly shows. Along with premium materials used, there is larger 12-inch infotainment display available (an 8-inch display is standard). Behind the steering wheel is a 12.4 inch digital gauge cluster that incorporates high-resolution graphics and a bold interface that sets it apart from other pickups. The gauges are very easy to read, but I must say, the speedometer and tachometer numbers are so big, they are almost cartoonish.

But probably the most interesting part of the new F-150s interior are the convenience features it now offers. For example, at the touch of a button, the gear shift lever can be folded flat into the center console to create a large flat workspace- almost like having your own desk at your side. Or if you find yourself working too hard and need to take a nap, the new F-150 can be ordered with fold-flat front seats to be used for sleeping.

Those conveniences are not just in the cabin, either. In the bed, there is an optional onboard generator that provides up to 7.2-kW of power to support electricity needs at the job site – or for tailgate parties. And that tailgate – power opening and closing of it is now available.

As I drove the 2021 F-150, I noticed a smooth and compliant ride and agreeable handling. The Platinum, along with other high-spec models such as the King Ranch and Limited, come with a variable-assist steering system that sharpens responses at low speeds for a more agile feeling. I also forgot just how smooth the power delivery is of the 5.0 liter V8. The 5.0 V8 isn’t new to the F-150, but this year it receives a new cylinder deactivation system, called Variable Displacement Engine (VDE).

Prices for the new F-150 start at around $30,000 for the base XL and can easily top $80,000 for the Limited.

Just as every new F-150 has done in the past, this new model picks up where the last one left of. By adding more features it should make new F-150 owners work lives a little easier. One thing that is almost nearly certain – with this new F-150, Ford will retain its title as being the bestselling vehicle in the country.

– Christopher A. Randazzo

By The Numbers:

2021 Ford F-150 4×4 Platinum SuperCrew

Base Price: $62,835.00 (est)
Price as Tested: $68,830.00 (est)
Layout: front-engine / four-wheel drive
Engine: 5.0 liter V8
Transmission: 10 – speed automatic
Horsepower: 400 hp
Torque: 410 lb-ft
EPA Fuel Economy: N/A

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

As Ram Rebel, move over. Ford Raptor – meet your match. The Ram TRX is here and it is the ultimate bad-ass truck. Period. It’s absurdly big, it’s crazy powerful, it’s insanely expensive and it drinks fuel like there is no tomorrow. But it is the fastest truck ever made, proving that sometimes the best things in life are illogical.

Actually, the TRX should come as no surprise. Dodge already has the most powerful sedan in the Charger Hellcat Redeye and the most powerful SUV in the Durango Hellcat. So why not apply that same formula to the Ram?

The Ram TRX is basically a Hellcat-powered half-ton Ram 1500. But it doesn’t end there. The TRX also gets wide-body fenders, making it 8-inches wider than a regular Ram 1500, 35-inch tires, a specialized suspension, a reinforced frame and a 2-inch suspension lift, all for enhanced off-road high-speed performance. Also installed on this powerful Ram are upgraded brakes, a Dana 60 solid rear axle, an electronic locking differential and underbody skid plates. All TRXs are four-wheel drive and all use an eight-speed automatic transmission.

For the most part, the TRX looks like a Ram 1500 – just bigger. The hood is unique featuring a functional scoop and dual heat extracting vents. What is even more interesting about the hood is when it’s open and the airbox lid is removed, there is an engraving of a T. rex with a Raptor in its mouth – a subtle but clear shot at the TRX’s competition: the Ford F-150 Raptor.

First and foremost are the numbers, and they are impressive. The Hellcat V8 engine makes 702 horsepower and 650 pound-feet of torque from its supercharged 6.2 liters. The folks at Ram say that’s good enough to move the TRX from 0 to 60 miles per hour in 4.5 seconds – nearly a second quicker than the Raptor. Others that have tested it say the TRX is even quicker, achieving 0-60 times of under 4 seconds. It cuts through the quarter mile in just 12.7 seconds at 106.3 mph and reaches a top-speed of 118 mph. The top speed is limited due to the off-road tires that the TRX wears. They are not high speed rated and are only rated for speeds up to 118 mph. The performance of the TRX not only beats the Raptor, but also it’s predecessor and previous record-holder of the quickest full-size pickup, the 2004 Viper-powered Dodge Ram SRT-10.

As expected, the TRX is incredibly fast to drive, but it’s also a good driving truck. My experience with the TRX has been on road, and I was surprised at how much the TRX feels like a GT car. The steering is accurate and has a solid feel and the suspension eliminates most of the trucks body roll and brake dive. Even the TRX’s ride is comfortable without being harsh.

When it’s time to have some fun, is when the TRX really shows its stuff. There are eight on- and off-road drive modes( Auto, Sport, Tow, Snow, Custom, Mud/Sand, Rock, and Baja). In Auto mode, the TRX drives much like a normal Ram 1500, albeit one with a lot more power. But switch to Sport and the TRX really comes alive and the whole demeanor of the truck changes. Sport mode shuts off the traction control and unleashes all 702 horses – making acceleration a scary adventure. Stepping deep into the gas pedal in Sport mode means getting shoved back in the TRX’s big seats, while the whine of the supercharger and the deep exhaust can be heard by all those that are in eyesight of the big TRX.

Inside, the TRX benefits from the same cabin we have come to love in other Rams, although there are some small changes. The look and feel is high-quality with tons of storage space and a huge iPad size 12-inch touchscreen display, making it hard to leave once you’ve reached your destination. Unique to the TRX is a flat-bottom steering wheel with paddle shifters and surfaces that are covered in leather and microsuede along with carbon-fiber accents. Options a head-up display and heated and ventilated front seats.

As you might have already guessed, the TRX doesn’t come cheap. Prices start at $69,995 but toss in some options like the tester has, and you’ll be looking at an MSRP of $88,265 – and with a few more options, you can hit the $100,000.00 mark. And once you purchase it, the TRX continues to be expensive as it chugs gasoline at the rate of a gallon every 10 miles in town (that increases to 14 miles per gallon on the open road).

To the common person, the TRX makes no sense. It expensive, way too big and its loud. But it’s also stupid fast and carries the honor of being the world’s fastest pickup truck. And to some, that’s all that matters. In a truck world where Raptors once ruled, the TRX is here – and it’s proven it’s the new king.
– Christopher A. Randazzo

By The Numbers:

2021 Ram 1500 TRX Crew Cab 4×4

Base Price: $69,995.00
Price as Tested: $88,265.00
Layout: front-engine / four-wheel drive
Engine: 6.2 liter Supercharged V8
Transmission: 8-speed automatic
Horsepower: 702 horsepower
Torque: 650 ft/lbs
EPA Fuel Economy: 10 city / 14 highway mpg

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

As the average consumer knows, there are a lot of SUVs out there to choose from. Some are huge, tackling the duties of transporting large families and their luggage, off-roading, or to tow a boat or a trailer. While other SUVs tend to be more tame – being smaller and easier to live with and drive. The 2021 Jeep Cherokee definitely falls into the latter group.

But it wasn’t always that way. The initial Cherokee was a large body-on-frame vehicle made from 1974 through 1983 and known to purest as the SJ and its excellent off-road capabilities. In 1984, the Cherokee was downsized some, and moved to a unibody platform, but still sticking to its roots. Known as the XJ, it lasted through 2001. From that point, the Cherokee was replaced by the Liberty. The Liberty was a good seller for Jeep but was noticeably softer than any Cherokee before it. In 2014, the Cherokee returned, staying simple and appearing to be made more for the streets rather than the trails, one can think of it as the urban Jeep.

Today’s Cherokee, aside from a receiving a new front end a few years ago, continues on in the same form as when it arrived seven years ago. Like all Jeeps, the Cherokee front end has the traditional seven-slat grill.

Built on the front-wheel drive now defunct Dodge Dart platform, the Cherokee appears surprisingly small. But step inside and you’ll find plenty of room for front and rear passengers. The cabin is nicely done and caters more towards style and function than rough and rugged. Every seat provides plenty of room for its occupant with the back seats having the ability to slide fore and aft up to six inches. Take note though, the smallness of the Cherokee catches up to it when you look at cargo room – there really isn’t much of it.

All Cherokees are fitted with one of three engines, depending on trim level. The base Latitude gets a 2.4 liter four-cylinder (180 hp / 171 lb-ft of torque) along with 17-inch wheels and Android Auto and Apple CarPlay smartphone integration. The Latitude Plus uses the same engine, but adds foglights, keyless entry and push-button start along with heated front seats and remote start. The Latitude Lux, which is new for 2021, gets 3.2-liter V6 (271 hp and 239 lb-ft of torque) along with leather interior. A turbocharged 2.0 liter four-cylinder (270 hp and 295 lb-ft of torque) is an option on the Lux. An off-road oriented version of the Cherokee, called the Trailhawk, gets the V6 engine, all-terrain tires and Jeep Active Drive Lock with rock mode and locking rear axle. Finally, the Limited, comes standard with the V6 but the turbo engine is optional, 18-wheels, power liftgate and a dual-zone automatic climate control system. All Cherokees use a nine-speed automatic transmission.

The Cherokee that I was in was the new Latitude Lux with Jeep’s light-duty 4WD system which they call Active Drive I. Basically an all-wheel drive system, it is ideal for providing traction when the weather takes a turn for the worst. For those that plan to take the Cherokee off-road, the Active Drive II adds low-range gearing.

On my initial drive in the Cherokee, I felt it delivered a nice, soft ride with more than adequate power from the V6 engine and nine gears. The Jeep does feel a little heavy and soft when taking it into corners. The layout of the controls are nicely done and the cabin quickly becomes a nice inviting place. If you are familiar with Jeeps most famous vehicle, the Wrangler, the Cherokee may just catch you by surprise.

The Jeep Cherokee is a great alternative for those wanting a small, comfortable crossover SUV. Basically, you can be like everyone else and drive a Honda CR-V to Toyota RAV-4 – or you can be in a Jeep. Prices for the Jeep Cherokee start at $26,290.

— Christopher A. Randazzo

By The Numbers:

2021 Jeep Cherokee Latitude Lux 4×4

Base Price: $31,625.00
Price as Tested: $36,334.00
Layout: front-engine / four-wheel drive
Engine: 3.2 liter V6
Transmission: 9 – speed automatic
Horsepower: 271 hp
Torque: 239 ft/lb
EPA Fuel Economy: 19 city / 27 highway mpg

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

In the past, choosing a three-row Cadillac SUV was simple. There was the Cadillac Escalade and if you wanted to go even bigger, there was the Escalade ESV. But recently Cadillac added another three-row SUV to its lineup – the XT6 – and its opening new doors for the American luxury automaker.

Out last year, the Cadillac XT6 is a car-based three-row luxury SUV slotted right below the Escalade and above the smaller XT5. Its exterior design is pure Cadillac – with its wide grille and slim LED headlights to its boxy profile, the XT6 is well-proportioned and very handsome. There should be little doubt to those that see the XT6 that it is indeed a Cadillac.

Enter the cabin of the XT6 and you’re greeted to an impressive setting. Up front, drivers and passengers are treated to a revised version of Cadillac’s CUE infotainment touchscreen system which includes a new secondary dial controller on the center console for those who prefer not to reach out to the screen. Next to dial controller is a volume knob, which is a nice addition. Both are positioned next to an electronic shifter all of which appears very tidy and works very well.

Moving on to the second row, a three-person bench seat is standard, but I’m sure most buyers will shell out the extra $800 for a pair of captain’s chairs. The third-row is for two, and it’s actually quite spacious. At 5-foot 9-inches, I’m able to sit back there without having to see my chiropractor afterwards. Third-row passengers get their own cupholders, climate control vents and USB ports.

Cadillac offers the XT6 in three trim levels – Luxury, Premium Luxury and Sport. Luxury, which is new for 2021, would be considered the entry-level model, but it’s hardly that. Offered with front-wheel drive or all-wheel drive, it’s loaded. Features like a huge sunroof, a power liftgate, heated front seats, 18-inch wheels and a tri-zone automatic climate control system are all included. The Premium Luxury adds to the Luxury 20-inch wheels, a hands-free liftgate, heated steering wheel, power folding mirrors and rain-sensing wipers. The Sport gets standard all-wheel drive, quicker steering and an active suspension along with black exterior accents.

The new Luxury trim level also gets its own engine – a turbocharged 2.0-liter four-cylinder rated at 237 horsepower and 258 lb-ft of torque). Both the Premium Luxury and Sport models continue to use Cadillac’s 3.6-liter V6 engine that makes 310 horsepower and 271 lb-ft of torque. All XT6s use a nine-speed automatic transmission.

The tester, a Premium Luxury with all-wheel drive sure delivers a comfortable ride. Its suspension handily soaked up road imperfections and practically glided over bumps but at the same time had nice stable handling characteristics that give the driver confidence in controlling the vehicle. The V6 powerplant provided plenty of power, and when put into Sport mode, delivers a nice exhaust note at full throttle. The gas pedal is a little jumpy and takes some getting used to, making your passengers question your intentions.

Super Cruise, Cadillac’s first true hands-free driving feature is still absent on the XT6. Possibly that will change for the 2022 model. Night Vision, on the other hand, is available for an additional $2000. It uses infrared to detect pedestrians or large animals beyond the reach of the headlights.

Recently, the all-new Escalades have started to hit the streets, and boy, are they nice. But it’s also bigger than ever. So, if the Escalade is just too much vehicle, but you still need a third-row seat, the XT6 is a great way to go. Pricing for the 2021 Cadillac XT6 starts at $47,995.

— Christopher A. Randazzo

By The Numbers:

2021 Cadillac XT6 Premium Luxury AWD

Base Price: $54,795.00
Price as Tested: $70,465.00
Layout: front-engine / all-wheel drive
Engine: 3.6-liter Direct Injection V6
Transmission: 9 – speed automatic
Horsepower: 310 hp
Torque: 271 ft-lbs
EPA Fuel Economy: 18 city / 25 highway mpg

[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 a decade ago, it caused some confusion. Billed as an eight (or optional seven) passenger mid-size crossover SUV, the Traverse looked more like a minivan instead of the SUV that it was. Sure it had regular doors instead of mini-van like sliding doors, but still, when a vehicle looks like a minivan, it’s hard to convince people it isn’t – especially those that don’t want a minivan.

Well Chevrolet saw that, and the second-generation Traverse, which made its debut for the 2018 model year, cleared the air. This Traverse is an SUV through and through.

Slotted between the new Chevrolet Blazer and the Tahoe, the current Traverse no longer has the egg-shape that cursed the first generation. Instead there is a more bold, truck-like grille up front and styling cues borrowed from other Chevy’s. Those that have nightmares of driving minivans need not worry anymore – no one will confuse today’s Traverse with a minivan.

Today’s 2021 Traverse is available in seven different trim levels (L, LS, LT Cloth, LT Leather, RS, Premier, and High Country), with the L being the base model, the RS being the sporty one of the bunch and the High Country being the range-topping model with all the goodies. This week, Chevrolet has me in a beautiful Black Cherry Metallic Traverse High Country with a black and brown interior.

The cabin of the Traverse is a nice blend of functionality and luxury. There is no shortage of room no matter where you sit. The styling of the interior is very appealing with an attractive two-tone black and brown theme. Seats are super comfortable and the center dash flows nicely down to the center console.

Buyers can choose between seven- and eight- passenger seating by opting for captain’s chairs in the middle row, or a bench seat. The third row, which can fold flat into the floor, is easily accessible thanks to the wide doors Chevy has built into the Traverse. And once back there, it’s quite comfortable – even for adults. What’s surprising is that even with the third row seat up, the Traverse still has 23 cubic feet of cargo room.

Being the High Country, the tester is loaded with features. There is an 8-inch touchscreen, Apple Carplay and Android Auto, Bose sound system, adaptive cruise control, heated and vented seats and dual sunroofs. A feature that is finding its home in some high-end GM vehicles including the Traverse High Country is the rear camera mirror which replaces the traditional rear-view mirror with a high-resolution video camera. It literally expands what can be seen behind the vehicle. The Traverse is also equipped with Teen Driver Technology, a built-in system that helps coach new drivers when you’re not there. For example, with the system you can tell it not to allow music to be played until all passengers have their seat belts fastened. Also, you can set a speed alert, a volume limit and more. Then, you can review their performance and driving activity by the in-vehicle report card. One item on the report card even indicates how many wide-open throttles (WOT) were performed.

Under the hood of every Traverse is a 310-horsepower 3.6L V6 engine that sends power to the front wheels or all-wheels by way of a nine-speed automatic transmission.

While I liked how the Traverse looked and how comfortable the interior was, I was equally impressed with how it drove. For a large eight-passenger vehicle – and don’t kid yourself, the Traverse is large – it drove and felt small. From behind the wheel, it doesn’t feel nearly as big as it looks. The power from the direct-injection V6 shows that GM can get close to V8 power from a V6 yet still maintain V6 fuel economy – my all-wheel drive Traverse was rated at 17 mpg city 25 mpg highway.

It’s really hard to find fault with the Traverse– its one of those vehicles that the more time you spend in it, the more you find to like about it. It looks great, has more than enough passenger room, drives well, is very safe, and is decent when it comes to fuel economy. Maybe the Traverse is the reason why GM got out of the mini-van business.

— Christopher A. Randazzo

By The Numbers:

2021 Chevrolet Traverse AWD High Country

Base Price: $53,100.00
Price as Tested: $55,295.00
Layout: front-engine / all-wheel drive
Engine: 3.6 liter V6
Transmission: nine-speed automatic
Horsepower: 310 hp
Torque: 266 lb/ft
EPA Fuel Economy: 17 city / 25 highway mpg

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

According to Dodge, if you want the world’s most powerful and fastest mass-produced sedan, then you need to look no further than this week’s ride – the 2021 Dodge Charger SRT Hellcat Redeye. This is the sedan for those that think fast just isn’t fast enough.

This isn’t new to Dodge. Last year, the Charger Hellcat was already the fastest and most powerful production sedan on the market, with its Widebody and 6.2-liter supercharged V8 making 717 hp and 650 lb-ft of torque. Top speed was 196 mph and it could hit 60 mph from a standstill in under 4 seconds. To cement the title, for 2021 Dodge has upped the ante for the Charger Hellcat Redeye by adding another 80 horsepower and 57 lb-ft of torque. So now, this 797 hp four-door sedan can reach a new top speed of 203 miles per hour. Getting there, you’ll hit 60mph in 3.6 seconds and the quarter-mile in just 10.6 seconds.

So how do you get a fast car to go faster? Well first, replace the supercharger with a larger one. For the Redeye, the Hellcats 2.4-liter supercharger is swapped out with one that is 2.7 liters. A larger supercharger also means more boost is possible, so Dodge ups the boost from 11.6 psi to 14.5 psi. Some engine internals are changed as well to handle the extra boost and then the redline is increased from 6,200 RPM to 6,500 RPMS.

To get the power to the ground, last year’s optional Widebody upgrade for the Hellcat is standard on the Hellcat Redeye. Adding 3.5 inches of width to the Charger, it includes flared wheel arches, wider wheels and tires, and adaptive suspension dampers.

Spotting a Hellcat Redeye may be a little tricky. Along with the Widebody kit, every Hellcat Redeye will have a newly designed performance hood scoop for better air intake. Finally, if you look closely at the Hellcat emblems on the front fenders, you’ll spot the red eye. Front and rear badges remain the same as the regular Hellcat.

Inside, the only indication that you are in a 200+ mph car is, well, the new 220-mph red speedometer. Upon startup, the splash screen shows the SRT Hellcat Redeye logo reminding you of the beast you are in.

The Hellcat Redeye experience begins the moment you press the dash-mounted Start button. The 6.2 liter supercharged V8 snarls to life, like Godzilla waking up from a bad dream. Put the palm-style shifter into drive and step on the gas and the power simply pours on. Step harder into the pedal and the Charger starts pulling hard – really hard as the whine from the supercharger overtakes the exhaust – and you get pushed further back into your seat. It’s an amazing rush of adrenaline and excitement, to say the least. Like with other SRT cars, the Hellcat Redeye can record lap times, quarter-mile times, reaction times and g-forces.

While the Hellcat Redeye is all about going incredibly fast, it’s still a Charger, which means it makes for a great regular driver with plenty of amenities, including heated and vented front seats and even a heated steering wheel. Five sit comfortably and luggage room is more than adequate. About the only impractical part about the Charger Hellcat Redeye is its fuel economy – a dismal 12 mpg in town if you’re easy on the pedal (yeah, right) and a not-so-bad 21 mpg on the highway. Because of the low fuel-economy numbers, the Hellcat Redeye is slapped with a $2100 gas-guzzler tax. And in case you’re wondering, to get into a Hellcat Redeye, prices start at around $85,500, with the tester carrying a price of $88,065.

As the sportier Dodge Challenger Hellcat Redeye (and Demon) gets most of the media coverage, it’s the Charger version of the Hellcat Redeye that I think is more deserving. It’s far more practical, carries more people in better comfort and is just as fast. Best of all, it carries bragging rights of being the most powerful and fastest mass-produced sedan in the world.
— Christopher A. Randazzo

By The Numbers:

2021 Dodge Charger SRT Hellcat Redeye Widebody

Base Price: $85,475.00
Price as Tested: $88,065.00
Layout: front-engine / rear-wheel drive
Engine: 6.2 liter V8 Supercharged
Transmission: eight-speed automatic
Horsepower: 797 hp
Torque: 707 ft-lbs.
EPA Fuel Economy: 12 city / 21 highway mpg

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

Witnessing the redesign of an American icon like the Chevrolet Corvette is a rare event – it has only happened a handful of times in the car’s 68-year history. Last year was one of those times. 2020 saw the eighth generation of the Corvette hit the streets – but this wasn’t a typical redesign of the car like we have seen in the past. This time around, Chevrolet took the Corvette to an all-new level by moving the engine from the front of the car, where it has been since day one, to the middle of the car, transforming it into an exotic mid-engine car.

Of course, exotic and mid-engine never sounds inexpensive, and that’s where this all-new Corvette really shines. Prices for the all-new Corvette start right at $60,000 – which is just a few thousand dollars more than the starting price of the previous generation.

The days of looking out the windshield and seeing the ‘Vette’s long nose are gone as the new C8 Corvette looks more like a Ferrari than of any Corvette in the past. It has the typical mid-engine car proportions with its cab-forward design and high-dollar exotic look. The short, pointed nose flows into long doors that incorporate huge side air vents (and hide the door handles). In the back, the car squares out as it houses the engine with a transparent engine cover. All the lines are nicely done and serve a purpose. Chevrolet has done a great job in coming up with a unique design that attracts attention wherever it goes.

The new Corvette’s interior continues to be a two-seater lined in materials such as leather, real metal, and imitation suede and even has a stitched headliner. The driver sits behind a squared-off steering wheel and a 12.0-inch reconfigurable gauge display; a large infotainment touchscreen is angled toward the driver for ease of use. Bisecting the cockpit is a center console that house a bank of switches for the car’s climate-control system. For the driver, it’s quite impressive. For the passenger, well there just isn’t much.

Like Corvettes in the past, all C8s have a removable roof panel that can be stowed away in the truck at the rear of the car. In the nose is another truck, referred to as “frunk”. Convertible C8s, which is how the test car arrived as, is the first power-operated hardtop convertible in the car’s history. The convertible resembles the coupe but offers more wind-in-your-hair fun. The two-piece hardtop can be raised and lowered at speeds up to 30 mph, and retracts in only 16 seconds. The tonneau which covers the engine bay and has a vent to keep it cool also has a rear power-adjustable window that works as an air deflector. Unfortunately, the convertible does away with the cool transparent engine cover and easy access to the engine bay.

Under that engine cover, in keeping with Corvette tradition, is a small-block V8. Coming in at 6.2-liters, the engine is the same size as the previous Corvette, but makes 490 horsepower and 470 lb-ft of torque (an increase of 35 hp and 10 lb-ft of torque). Check the box for the Z51 Performance Package and that jumps to 495 horsepower by way of a dual-mode performance exhaust system. A Corvette first is the eight-speed dual-clutch automatic transmission. It is controlled either by a push-button gear selector on the center console or by the steering-wheel-mounted shift paddles. This is the only transmission offered – a manual transmission is not available on the C8 Corvette.

As with any Corvette, performance is the name of the game – and with the C8, the Corvette is at its best. With more than 60% of its mass over the rear tires the C8 is ferocious off the line. Zero to 60 mph comes in under 3 seconds and it flies through the quarter-mile in just 11.2 seconds. Stay into it and you’ll reach a top speed of 194 mph. These are numbers that the previous generation Corvette in ZR1 form needed more than 750 hp to achieve, showing that the mid-engine configuration is paying off.

And the sound! Chevy V8s have always sounded good, but the exhaust note of this new Corvette engine is music to the ears. And that’s because it’s right behind the ears! While a shifter and clutch pedal would have been nice, the dual clutch transmission shifts are lightning fast and so smooth, they are hard to feel. One driving note most Corvette purist will appreciate – even though the engine is in a new location, the view out the front windshield still includes the huge front fenders – a Corvette trait that has been around since 1963.

With the production run of the 2020 Corvette being cut short due to Covid-19, Chevrolet hopes to be able to increase production for 2021. Changes for the 2021 model are minor and include wireless compatibility for Apple CarPlay and Android Auto phones and some new color options.

Back in the 1960’s and 1970’s Corvette engineer Zora Arkus-Duntov fought hard for a mid-engine Corvette, knowing the limitations imposed by the Corvette’s front-engine, rear-wheel-drive setup. Chevrolet never let it happen. And even though Arkus-Duntov became known as the godfather of the Corvette, he never saw his dream come to light – he retired in 1975 and passed away in 1996.

But it has happened. Nearly 45 years later, his dreams would become reality. And because of it, we have the best Corvette ever.

— Christopher A. Randazzo

By The Numbers:

2021 Chevrolet Corvette Convertible Z51

Base Price: $66,400.00 (prices are for 2020)
Price as Tested: $84,180.00
Layout: mid-engine / rear-wheel drive
Engine: 6.2 liter V8
Transmission: eight-speed automatic
Horsepower: 495 hp
Torque: 470 lb/ft
EPA Fuel Economy: 15 city / 27 highway mpg

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

Just how good can it get? I wonder about that as I recently spent time with the all-new 2021 Chevrolet Tahoe. The previous Tahoe, which spanned the 2015 to 2020 model years, was a vehicle that was hard to find fault with, and it was extremely popular, being a best-seller for Chevrolet. But this new Tahoe, well, let’s just say it, as it has been said many times before, is the latest and greatest.

The new redesigned fifth-generation Tahoe is bigger both on the outside and inside, where its third row and cargo area have gained room. This is partly due to Chevy finally doing away with the Tahoe’s solid-rear axle, replacing it for an independent rear suspension. And in addition to the two V8 engines, a diesel engine is now available. And of course, there is a truck-load of driver-assisted and infotainment options and features that will continue to please and impress most full-size families.

On the outside, the new Tahoe is easily recognizable. Chevy kept most of the styling features of the previous Tahoe in place, but made the front grill more aggressive and sharpened its body lines. LED headlamps up front and LED taillamps at the rear are standard. Depending on trim level, wheel sizes vary from 18″to 22″.

Like the previous Tahoe, the standard engine in the new Tahoe continues to be the 355-hp 5.3-liter V8. Also carrying over from last year is the optional 420-hp 6.2-liter V8. The big news though is the new optional Duramax turbocharged 3.0-liter inline six-cylinder diesel engine. It makes 277-hp while generating 460 lb-ft of torque – the same as the 6.2-liter V8. Every 2021 Tahoe is equipped with a 10-speed automatic transmission and is rear-wheel drive. Four-wheel drive is optional, as is the off-road Z71 model, which is how the test vehicle arrived.

Inside, the new Tahoe shows off its biggest interior ever. It feels huge compared to the previous Tahoe, and that one was big in itself. Most of the extra room can be found behind the front seats – the second-row seats now slide fore and aft to provide much needed flexibility and the third row adds 10 inches of legroom, making it more suitable for adults. With the second and third row seats folded down, last-years Tahoe could carry almost 95 cubic feet of cargo. With this new Tahoe, that jumps to 123 cubic feet.

Along with additional room, another big change with the new Tahoe is the absence of the old column shifter. Now in its place is a push-button setup. Personally, I would have rather seen Chevy go to a conventional shifter on the center console, but I do admit the push buttons work nice.

Every Tahoe is fitted with a 10.2-inch touchscreen that includes Apple CarPlay, Android Auto, and a Wi-Fi hotspot. There are charging ports scattered throughout the cabin and the Tahoe can be decked out with a Bose audio system as well as a rear-entertainment system that use two 12.6-inch displays mounted behind the front seats.

When it comes to various models of the Tahoe, there is plenty to choose from. The Z71 has a two-speed transfer case that provides traditional four-wheel drive, 20-inch wheels wrapped with all-terrain tires, front skid plate and red tow hooks. The RST (pictured here) is more street inspired with its unique front fascia that includes a black ice finish on the grille and special 22-inch wheels. The Premier has its emphasis on premium equipment and technology. It features Magnetic Ride Control, an 8-inch-diagonal reconfigurable instrument cluster and the latest in safety alerts. Chevy Truck’s top-level model, the High Country now becomes available on the 2021 Tahoe. It’s for those that want the ultimate Tahoe. It includes the 6.2-liter V8, Magnetic Ride Control, 22-inch wheels, a Heads-Up Display among other things.

On the road, the new Tahoe rides a little smoother and less truck like than the vehicle it replaces. This is in part to the new independent rear suspension as well as the longer wheelbase. For those that want their Tahoe to ride and handle even better, an Air Ride Adaptive Suspension system and Magnetic Ride Control are offered. The tester, a Z71 model equipped with the standard 5.3-liter V8, had plenty of power and the ten-speed automatic transmission seems to shift flawlessly.

When it comes to functionality and use, the new Tahoe picks up right where the old one left off. It has more room, it rides better and it has more features. Pricing for the base Tahoe LS start at around $50,500 while going all-out for the High Country will set you back nearly $71,000. Expensive? No doubt. But if you equate dollars spent with size and what you get, the Tahoe has proven in the past and will continue to with this new generation that it is worth every penny.

— Christopher A. Randazzo

By The Numbers:

2021 Chevrolet Tahoe 4wd Z71

Base Price: $59,200.00
Price as Tested: $68,940.00
Layout: front-engine / four-wheel drive
Engine: 5.3 liter V8
Transmission: ten-speed automatic
Horsepower: 355 hp
Torque: 383 lb/ft
EPA Fuel Economy: 16 city / 20 highway mpg

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