Automotive

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

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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]

There was a time when shoppers of compact sedans had to consider boring, generic and plain as built-in features of the cars they were buying. Thankfully, those days are long gone. Case in point – the Hyundai Elantra. Fifteen years ago, the Elantra was a simple car, with its main goal being to get you from point A to point B. Over the years, the Elantra has grown and received some nice features and has even added some performance. For 2021, the Elantra is new from the ground up – and it has stepped up its game.

The 2021 Hyundai Elantra is slightly longer and wider than before and has a sleeker roofline. Angular with pointed-like styling lines along its sides make it stand out in its class which is dominated by Honda Civics and Toyota Corollas.

Also new for 2021 is the fact that Hyundai is offering four different models of the Elantra, some taking aim at particular markets. For those into fuel economy, the Elantra Hybrid, a first for the Elantra, should prove interesting as Hyundai says it should get a combined EPA rating of 50 mpg. Those who like to live a little wilder and are into performance sedans, the Elantra N Line with its turbocharged 1.6 liter four that makes 201 horsepower should go toe-to-toe with the likes of the Civic Si and Jetta GLI. And then there is the over-the-top Elantra, the Elantra N that features a turbocharged 2.0 liter four making 276 horsepower. Paired with either a six-speed manual transmission or a seven-speed dual-clutch automatic transmission, this Elantra should prove that Hyundai can and will produce fast fun cars.

But the basis of this review will be the Elantra that Hyundai will sell the most of – the regular Elantra with its 2.0-liter four cylinder that makes 147 horsepower and uses a CVT transmission to send the power to its front wheels. It is available as the base SE, the mid-level SEL and the top-of-the-line Limited.

MSRP for the SE is right under $21,000 – and for that you get a lot. An 8-inch touchscreen, Apple CarPlay and Android Auto wireless smartphone ready, and dual USB ports kick things off. And no need to worry about which safety features to pick – Hyundai includes them all in every Elantra, like forward collision mitigation, blind-spot assist, rear cross-traffic assist, lane keeping assist and even driver attention warning that issues alerts if it feels the driver is becoming fatigued.

Want a few more features? The mid-range SEL is the way to go and is how the test car arrived. It adds to the above SE 16-inch alloy wheels, keyless entry with push-button start and dual-zone automatic climate control. Adaptive cruise control, heated front seats, a full 10.25-inch digital gauge cluster display, 17-inch wheels and Hyundai’s Digital Key which allows smartphones as a key) are available – and are all included on the test car. It has an MSRP of $25,100.

The Limited includes everything that has been mentioned along with leather seating, a larger touchscreen (10.25 inches) and an enhanced automatic braking system.

There is a lot to take in when first entering the new Elantra. The 10.3-inch touchscreen flows into a 10.3-inch digital instrument cluster, both of which should satisfy those into the latest technology. Passenger room has grown slightly, particularly in the rear seat. Unfortunately, the rear seat area is quite bare – no vents and no USB ports (although there are 2 USB ports up front).

Behind the wheel, the Elantra drives well – it’s smooth, quiet and has enough power to get by. Change it into Sport mode and the digital gauges come alive as they change to red, but to be honest, not much more excitement comes from under the hood. But that’s ok – that’s why Hyundai has those different models – which should fill the void that the regular Elantra leaves.

Existing Elantra owners will most likely embrace the new Elantra – as it picks up where the old one left off. And with its unique and handsome styling, I can see others not used to looking at the Elantra, giving it a second chance.

Years ago, for those in the market for a compact sedan, being boring was part of the package. Thanks to cars like the Elantra – that is no longer the case. Thank goodness!

— Christopher A. Randazzo

By The Numbers:

2021 Hyundai Elantra SEL

Base Price: $20,900.00
Price as Tested: $25,100.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter inline 4-cylinder
Transmission: CVT automatic
Horsepower: 147 hp
Torque: 132 ft-lbs
EPA Fuel Economy: 31 city / 41 highway mpg

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

To just about anyone that loves driving, the Mazda MX-5 Miata roadster is a favorite. It’s small, light, affordable, cute, and most importantly, fun to drive. The Miata first came out in 1989, and since then has gone through many revisions. But that simple recipe of being fun first has always remained.

The fourth and current generation Miata is available in two forms, the typical roadster, and as this weeks test car, the coupe-like RF.

RF stands for “Retractable Fastback” as the roof panel is retractable and the RF gives the Miata the look of a fastback coupe. If you like the styling of the current Miata soft-top, the RF shouldn’t rub you wrong. On the other hand, those that have never been a fan of the little pop-top Mazda, may have a liking for the RF, as it really gives the Miata a different look.

Like all Miata’s, the RF uses a 2.0 liter four-cylinder engine that sends power to the rear wheels. Last year, we saw all Miata’s get a healthy boost of power, from 155 hp to 181 hp, which in a car that tips the scale just under 2500 pounds, is significant. In case you’re curious, the RF weights 113 pounds more than a similarly equipped Miata. And if you’re into tracking the car, that extra weight is situated aft of the driver, moving the Miata more towards a 50/50 front/rear weight distribution.

Inside the RF it’s typical Miata with a snug and cozy cabin that is really quite comfortable. The main gauges are the conventional analog style and are easy to read. The control layout is similar to that found in other Mazdas and works well. Cupholders continue to be the install-them-yourself type – and they take up precious arm space on the center console. They are better left in the trunk. Speaking of the trunk – the RF’s is .1 cubic smaller than the regular Miata, but the opening hasn’t changed. Past experiences have taught me that there is room for a few bags of groceries or a tote bag or two – just not both at the same time. The thing to remember is that the Miata is a car to have fun in, not one to tackle a days full of errands in.

Just like with the soft-top, it’s super easy to transform the RF from coupe to an open-roof car. Push and hold the console-mounted roof button and watch as the sail panels lift up and back while the rear glass and two roof panels fold up into a little compartment behind the seats. The sail panels then go back into place and you’re left with a roofless Miata. It’s quite an event to witness.

The test car came equipped just the way I would want a Miata – with a manual transmission, and it hasn’t disappointed me in the entertainment department one bit. Driving down the road, the RF is nothing but fun to drive. When the subject of the demise of the manual transmission arises, one just needs to drive the Miata with its 6-speed manual gearbox and ask how can they think of getting rid of something as fun as this? The action from the stubby gear shifter is excellent, making zipping through the gears a delight. Even the exhaust note, with its raspy tune, is fun to hear. And with those 181 horses on tap, the Miata is fairly quick.

While the RF is all about smiles per mile, it does give up some things. First, there are some serious blindspots thanks to the RFs fastback design. And while the car is tighter and quieter than its soft-top counterpart, with the top retracted, there is quite a bit of turbulence in the cabin. Minor items considering the fun the RF delivers.

Pricing for the RF starts at just over $33,000 or about $6,500 over the starting price of the regular MX-5 Miata. A bargain – no matter how you look at it.

— Christopher A. Randazzo

By The Numbers:

2020 Mazda MX-5 Miata RF Grand Touring

Base Price: $34,425.00
Price as Tested: $35,965.00
Layout: front-engine / rear-wheel drive
Engine: 2.0 liter 16-valve DOHC 4-cylinder
Transmission: 6 – speed manual
Horsepower: 181 hp
Torque: 151 ft-lbs
EPA Fuel Economy: 26 mpg city / 34 mpg highway

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

As the compact luxury SUV market continues to gain in popularity, so too has the Lexus NX. First out in 2015 and called the NX200t (which was changed to the NX300 in 2018) and its hybrid version, the NX300h, Lexus is proving you can get luxury and style on a budget. Reach out for the F-Sport version and Lexus will even add a dose of sportiness to the mix, making it hard to find a reason to pass up on the NX.

For 2021, Lexus enhances the NX experience by adding the F Sport Black Line trim level to the fuel-stingy NX300h model.

The NX shares its platform with the popular Toyota RAV4, yet looks nothing like it. Instead, the bold exterior of the NX is highly sculpted with sharp creases and sinister-looking headlights. As with all Lexus vehicles these days, the NX is easily identified by the brand’s signature spindle grille. Go with the new F Sport Black Line and the NX is fitted with an even more aggressive grille.

Differentiating the NX300h from a regular NX300 is a 2.5 liter four-cylinder engine along with a pair of electric motors that charge via the gas engine and regenerative braking. Combined, the powerplant makes 194 horsepower and 152 lb-ft of torque. Every NX300h is all-wheel drive and uses a CVT automatic transmission. This setup gives the NX300h a rating of 33 mpg city and 30 mpg highway. In contrast, an all-wheel drive NX300, with its turbocharged 2.0 liter four-cylinder engine (making 235 hp) gets 22 mpg city and 28 mpg highway.

Inside, the NX300h emits a modern vibe with an expensive look and feel. The F Sport Black Line adds blue interior stitching and some stylish and extra-fitting sport front seats. In typical Lexus fashion, build-quality is top-notch and all the materials feel rich and with substance. The seats are comfortable and there is easily enough room for four adults. For cargo space, there is 53.7 cubic feet available if you fold the back seats down (unfortunately, they don’t fold flat). With the seats up, you’re looking at almost 17 cubic feet of room to play with.

The NX’s center console and upper dash can be controversial. First, it’s huge – acting as a divider between driver and passenger. Second, it’s loaded with buttons, knobs and switches – and, as can be found in other Lexus vehicles, a touch-pad controller. The pad is a square grid that you move your finger around on (as you watch the cursor move on the 10.3 inch display), pushing it to select a function. Oh – and don’t forget, you’re doing that while you’re driving. Thankfully, most of the functions can be achieved by using the old-fashion physical buttons that are scattered on the center console.

As with most hybrids, there isn’t a lot of thrills behind the wheel of the NX. The powertrain is quiet, though, and if the boredom really gets to you, you can turn a knob to engage sport mode to inject a little life into the drive. But even with the F Sport Black Line’s sport-tuned suspension, the 300h is far from being a sport-SUV.

The NX300h starts at $40,060, or about $3500 more than a regular NX300. Decked out with the F Sport Black Line package like the tester, and you’re looking at a sticker price of $49,040. With the NX300h, you get an attractive small luxury SUV that just so happens to get excellent fuel economy. No, it’s not exciting to drive, but it makes up for it in other ways.

– Christopher A. Randazzo

By The Numbers:

2021 Lexus NX300h F Sport

Base Price: $ 46,810.00
Price as Tested: $ 49,040.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter inline 4- cylinder with electric motor
Transmission: CVT automatic
Horsepower (total): 194 hp
Torque: 152 lb-ft
EPA Fuel Economy: 33 city / 30 highway mpg

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

It’s been more than 25 years since Toyota first introduced the Avalon – a true American car built in the United States at Toyota’s manufacturing plant in Georgetown, Kentucky. That first Avalon was merely a Toyota Camry with a slightly longer wheelbase and optional seating for six. A car perfect for the grandparents. Not a bad idea, just nothing to get too excited about. After a few redesigns, the Avalon was creating its own identity, making it the car that it is today – Toyota’s flagship sedan and its largest front-wheel drive car it has ever made.

This week, I’m sampling a unique Avalon. It is a hybrid, but before you can mutter “boring”, I must add that it is decked out in the sporty XSE trim level.

The current Avalon dates back to 2018, when the fifth-generation Avalon debuted. No longer Camry-based, today’s Avalon now shares the same platform as the Lexus ES and is easily the most aggressively designed Avalon ever.

As a hybrid, the Avalon trades in its standard 3.5-liter V6 for a 2.5-liter four-cylinder engine combined with two electric motors. Total output is 215 horsepower that goes through a continuously variable (CVT) automatic transmission to drive the front wheels. It’s available in three different trim levels: the base XLE, the luxurious Limited, and the sporty XSE.

The interior of the Avalon, like most Toyotas, is a nice place to spend time. The front seats are some of the best in the business that are soft and comfortable – perfect for long trips. Cabin materials are done well – using high quality materials, along with a 9-inch touchscreen that provides excellent graphics and is simple to use. Overall, the cabin is very Lexus-like, and some may even like it better than its luxurious cousin as it doesn’t use the controversial touchpad to navigate the infotainment screen.

As expected, the Avalon Hybrid’s quiet ride and smoothness make it a nice drive. But what wasn’t expected is that it’s actually quite fun to drive. The steering is nicely weighted, so there is a good feel of the road. And while the XSE’s Sport-Tuned Suspension doesn’t convert the Avalon Hybrid into a sports sedan, it does add to the enjoyment of the drive. There is a loss in performance when compared to the V6 powered Avalon, but that is made up at the fuel pump where the Avalon Hybrid gets an EPA rated 43 mpg in both city and highway driving.

For 2021, the Avalon Hybrid switches to a lithium-ion battery pack, from its previous nickel-metal hydride pack. Also, it now makes external sounds at low speeds to alert pedestrians that it is in motion. All Avalons now have Android Auto smartphone compatibility, along with Apple CarPlay.

The Avalon Hybrid is, for the most part, in a class of its own. There are few full-size sedans made today, and add in the hybrid feature, and the Avalon’s closest competitor is literally right in the family – the Lexus ES300h. Going with the Lexus, you get the fancier badge, but get a worse entertainment system along with a higher price tag. All of which makes the Avalon Hybrid a smarter choice.
– Christopher A. Randazzo

By The Numbers:

2021 Toyota Avalon Hybrid XSE

Base Price: $39,500.00
Price as Tested: $43,278.00
Layout: front-engine / front-wheel drive
Engine: 2.5 liter four-cylinder and 2 electric motors
Transmission: CVT automatic
Horsepower: 215 hp
Torque: 185 lb-ft
EPA Fuel Economy: 43 city / 43 highway mpg

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

For moms and dads that need a minivan but just can’t pull that trigger, the three-row crossover SUV has been their saving grace. Just like a minivan, these SUVs are roomy and are packed with features and loaded with gadgets to keep the kids happy and distracted.

But much like minivans, most of these three-row SUVs are about as exciting as a typical household appliance. Oh – they do their job just fine, just with no entertainment value – just like a refrigerator. Well, the SRT versions of the popular Dodge Durango breaks that mold by allowing you to pack all the kids and still feel like you’re behind the wheel of a muscle car.

And in the case of the 2021 Dodge Durango SRT Hellcat – you are.

If there ever was a vehicle that was to give the bird to the typical minivan, this Durango is it. With the Hellcat, we are not just talking about Dodge stuffing a big V8 in the Durango – heck, we already have that in the Durango SRT 392, with its 6.4-liter V8 and 475 hp and 470 lb-ft of torque. No; with the Hellcat, we are talking serious power here – 710 hp and 645 of lb-ft of torque from its 6.2-liter supercharged V8. That power is sent to all four wheels by way of an eight-speed automatic transmission. And yes, there are still three rows of seats to get the kids to the soccer game.

In Hellcat form, the Durango is really all about the driving experience – and that begins the moment you press the dash-mounted Start button. The 6.2-liter supercharged HEMI V8 snarls to life, reminding you of what you’re about to get yourself into. Put the palm-style shifter into drive and step on the gas and the power pours on. Step harder into the pedal and the Durango starts pulling hard – really hard. Just when you think how crazy fast you are going, it gets crazier as the whine from the supercharger overtakes the exhaust – and you get pushed further back into your seat. If you have a drag strip at your disposal, you’ll discover the Hellcat will hit 60 mph in about 3.5 seconds, race through the 1/4 mile in 11.5 seconds and reach a top speed near the 180-mph mark. By the way, these times can all be calculated from within the car – the Performance Pages feature records these times along with lap times, reaction times and g-forces.

To slow things down, the Durango Hellcat has 15.8-inch vented brake rotors fitted with six-piston Brembo calipers up front and 13.8-inch rotors with four-piston calipers in the rear. Mounted to those are 20-inch wheels.

Even though the Durango Hellcat is all about performance, it does make for a good daily driver. Sharing the same platform with the current Jeep Grand Cherokee, the Durango is a very spacious, comfortable vehicle. The seating is high – perfect for those that like to overlook the other vehicles on the road. The second-row captain’s chairs provide comfortable seating, while those in the third-row, while a little cramped, are suitable for the young ones. If you need to haul things, the available tow package allows the Durango Hellcat to tow up to 8,700 pounds.

The Durango Hellcat isn’t for everyone. In fact, it’s for very few. Starting price is just over $82,000 and keeping it on the road will cost a gallon of gas for every 13 miles traveled. And obtaining one could be tricky, as the folks at Dodge claim only about 2,000 will be made for 2021 and then it’s done. But if you want the most powerful SUV ever, then this is it. One thing is for certain; when soccer practice is over, all the kids are gonna want to go home in the Durango Hellcat.

— Christopher A. Randazzo

By The Numbers:

2021 Dodge Durango Hellcat

Base Price: $82,490.00 (est.)
Price as Tested: $82,490.00 (est.)
Layout: front-engine / all-wheel drive
Engine: 6.2 liter Supercharged Hemi V8
Transmission: eight-speed automatic
Horsepower: 710 hp
Torque: 645 ft-lbs.
EPA Fuel Economy: 13 mpg

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

The Kia made a great impression last year when they debuted their largest SUV in the midsize Telluride. Not only did they prove that they can compete with the likes of the Honda Pilot, Toyota Highlander and others, but they also showed that they can deliver an upscale experience at a bargain price. Now in its sophomore year, I recently had an opportunity to experience firsthand what all the talk is about with this SUV.

The Kia Telluride is a three-row, seven passenger (eight with the second-row bench seat) mid-size SUV that could be mistaken for a Range Rover or a Volvo SUV, with its tasteful styling and athletic stance. But the Telluride is all Kia when it comes to price, where it starts at just under $32,000.

Kia offers the Telluride in four trim levels. The LX is considered the base level, but it’s nicely loaded with 18-inch wheels, rear A/C and heat controls, simulated leather interior, an 8-inch touchscreen and is set up for both Apple CarPlay and Android Auto. It’s also comes standard with, as all Tellurides do, adaptive cruise control, blind-spot detection, forward collision mitigation, lane keep assist and rear cross-traffic alert.

Move up to the S and the Telluride is fitted with 20-inch wheels, a sunroof, power driver’s seat, heated front seats and the captain’s chairs replace the LX’s middle row bench seat. Next up is the EX, which goes back to 18-inch wheels (and the bench second row), but gets more luxury features like leather seating, vented front seats, a larger 10.25-inch touchscreen, power passenger seat and sunshades for the second-row. The optional EX Premium package adds in the 20-inch wheels and captain’s chairs.

The top-of-the-line SX is fitted with everything above and adds in dual sunroofs, a 10-speaker Harmon Kardon audio system and memory seating. Options on the SX include automatic windshield wipers, Nappa leather, heated and cooled second-row seats and a heads-up display.

Every Telluride is powered by a 3.8 liter V6 engine that makes 291 horsepower and 262 lb-ft of torqueIt’s paired to an eight-speed automatic transmission. Front-wheel drive is standard, and all-wheel drive is an option.

The test vehicle was a Telluride SX AWD dressed in a Snow White Pearl exterior with a gray interior. With every box on the option sheet checked, the MSRP came out to under $50,000. To be exact, it is $49,215. If this isn’t a deal, I don’t know what is.

I always say the cabin is the most important part of a vehicle since that’s where we spend much of our time. And the cabin of the Telluride is quite impressive with a combination of top-notch materials, an attractive design and a functional, intuitive layout of controls – both physical and on the touch screen.

Seating in the Telluride is nearly perfect. Driver and front passenger seats are form fitting and offer a wide range of adjustability. Passengers in the second-row captain’s chairs can manually slide fore and aft and recline, giving them a decent amount of head and legroom. The third row can actually accommodate real-size adults comfortable – something that can’t be said for other third-row SUVs. A nice feature is that every seat in the Telluride has access to their own USB port (there are seven total).

Into gadgets? Well, the Telluride is full of them. A heads-up display (HUD) projects the speed on the windshield. Blind spot indicators, located in the side view mirrors, also appear in the HUD. Along with that, there is a live video feed of both blind spots in the digital gauge cluster that are activated when you use the turn signals. There is also a 360-degree camera that lets you view around the car with the touch of a button.

When it comes to utility, the Telluride is among the class leaders in terms of cargo space. There is 87 cubic feet of space available with both the second- and third-row seats folded down. With the second row in use, cargo space drops to 46 cubic feet; put the third-row seats up and you still can handle 21 cubic feet of cargo. Towing capacity is listed at 5,000 pounds.

On the road, the big Kia makes it known that this isn’t a sports sedan, so the driving experience isn’t the most thrilling. But it makes up for it by providing a smooth quiet ride and with the latest technology assisting you, it feels nice and rewarding to be piloting the Telluride.

After a few days with the Telluride, I’m starting to get it. It’s really a terrific vehicle. It looks great, has tons of features, gives off a luxurious vibe – and best of all, it comes in at a bargain price. On top of that, it comes with Kia’s impressive warranty – one of the best in the business.

The Kia Telluride. Voted as one of the top SUVs in 2020. I get it now.

— Christopher A. Randazzo

By The Numbers:

2021 Kia Telluride SX V6 AWD

Base Price: $44,090.00
Price as Tested: $49,215.00
Layout: front-engine / all-wheel drive
Engine: 3.8 liter V6
Transmission: 8 – speed automatic
Horsepower: 291 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 city / 24 highway mpg

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Last year we saw the all-new 2020 GMC Sierra Heavy Duty hit the streets, bigger and bolder than ever before. Now in its second year, GMC is keeping the momentum going by offering a handful of updates and changes to the Sierra 2500HD.

First, an overview of the Sierra HD. The first thing people notice about it is that it’s huge and there’s certainly no mistaking it for anything other than a heavy-duty pickup. Every element of Sierra HD’s exterior – the sculpted headlamps, the prominent hood with large air intake, the distinctive grille, was carefully designed to represent the tremendous potential this truck is capable of.

And as the Sierra Denali Heavy Duty, an extra touch of luxury is applied with unique exterior accents, including a distinctive Denali-exclusive grille, chrome trim, and special 20-inch wheels – turning this working beast into a thing of beauty.

The large exterior equates to a roomy interior. As the Denali, the Sierra HD gets exclusive materials, including premium leather-appointed seating with contrasting stitching, authentic open-pore wood trim, and dark-finish aluminum décor, providing luxury conditions for its occupants.

Under that huge hood, the 6.6 liter gasoline engine remains the standard motor. It’s mated to the GM six-speed automatic transmission. Maximum output is rated at 401 horsepower and 464 pound-feet of torque. Optional is the he 6.6L V8 turbo-diesel Duramax engine. It’s mated to the Allison 10-speed automatic transmission. Output is rated at 445 horsepower and an amazing 910 pound-feet of torque.

Also worth mentioning is GMC’s “MultiPro Tailgate” a split-folding tailgate that has six possible configurations including being setup as a work table, used as a step or used for seating purposes. Last year, the MultiPro Tailgate was standard on all trim levels starting with the SLT. For 2021, now the lower SLE gets the cool tailgate, leaving just the base model with the regular tailgate. For those who prefer the more traditional tailgate can still opt for it instead of the MultiPro Tailgate on all models.

Other changes for 2021 include a change in colors available (Dark Sky Metallic and Red Quartz are out while Ebony Twilight Metallic, Cayenne Red and Hunter Metallic are in), and power-retractable assist steps with LED lighting is an option on Denali models.

While the vehicle that I was in was a Denali, it wasn’t the new-for-2021 Denali Black Diamond Edition. This package, only available on four-wheel drive models, includes features like an auxiliary trailer camera, front and rear floor liners, power-retractable assist steps with LED lighting and 20-inch high gloss Black painted aluminum wheels. Also included is the MultiPro Audio System by Kicker. This allows the MultiPro Tailgate to play music – perfect for that outdoor concert.

Driving the Sierra HD, size must be taken into account, making you always think one step ahead. Lane changes need to be well planned and driving in neighborhoods can be quite the chore when passing parked cars or oncoming drivers. Even parking can be tricky as the HD seems to swallow up parking spaces. Steering, while a little vague, is nicely weighted, so the big Sierra does go around corners nicely.

While the inside of the Denali is quiet and plush, the ride is anything but smooth. Drive over breaks in the pavement and you’ll know it as the rear end bucks a little and tries to break loose. This is, after all, a heavy-duty truck, and it is made to work, not delivery a smooth ride. You want a smooth ride, get a Cadillac. You want to pull up to 35,500 pounds and be able to carry a payload of up to 3,900 pounds – then the Sierra HD is your thing.

The GMC Sierra Denali really is the best of both worlds. Need a truck to handle those extreme jobs? Want a vehicle that’s big enough to take the family on a road trip in and still be luxurious enough to take on a night on the town? The Sierra Denali HD covers it all.
— Christopher A. Randazzo

By The Numbers:

2021 GMC Sierra Denali 2500 4WD Crew Cab

Base Price: $64,900.00
Price as Tested: $69,005.00
Layout: front-engine / four-wheel drive
Engine: 6.6 liter V8
Transmission: 10-speed automatic
Horsepower: 401 hp
Torque: 464 ft-lbs
EPA Fuel Economy: N/A

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

If any vehicle can make a great first impression, it’s the 2021 GMC Yukon Denali. From the front, its grille gleams with chrome flanked by multi-element headlamps at each side, all leading up to the tall and broad hood. On the side, the new Yukon carries on some of the lines from the previous model, but the new one now wears a fender badge and some of the angles from the previous generation have gone soft. Compared to the last model, the new Yukon is 6 inches longer from bumper-to-bumper, with a 5-inch increase in wheelbase. Overall, this new Yukon is big and bold yet very handsome.

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

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

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

And you’ll be able to pack a lot of stuff for that trip. For 2021, the Yukon finally ditches that solid-rear axle, replacing it for an independent rear suspension. That along with the increase in length means there is more than 10 inches of additional third-row seat legroom and 66 percent more cargo space behind it. The one thing that hasn’t changed, unfortunately, is the tall load-height.

Just like the previous model, the Yukon Denali is powered by a 6.2-liter V8, making 420 hp and 460 lb-ft of torque. Lesser Yukons continue with the familiar 5.3-liter V8 engine. A 3.0-liter diesel inline-six cylinder will be offered in the upcoming months.

One of my favorite features of past Yukons is that they don’t drive big – and this new one continues that trend. While the Yukon is big, I feel very comfortable and confident driving it, whether it be in tight traffic or on the open road. I’m only reminded of just how large it is when I walk away from it.

Power from the big V8 engine, while not overwhelming, still makes its presences when you hit the go-pedal. There is plenty of power on tap, all the time. And that’s good to know in case you use the Yukon to pull (it can tow up to 7,700 pounds) or have it loaded with passengers and their luggage. Those passengers will be impressed with the smooth, luxurious ride the Yukon Denali delivers. GM has definitely hit the bull’s-eye in terms of ride quality.

With the wait of the all-new Yukon and Tahoe finally over, I can easily say it’s been worth it. If you liked the previous generation, the new one simply picks up on it and improves on it. And apparently a lot of drivers liked the previous Yukon (and Tahoe) – as they have been the best-selling full-size SUVs for years. With what they have done with the all-new Yukon – that isn’t about to change.
– Christopher A. Randazzo

By The Numbers:

2021 GMC Yukon 4wd Denali

Base Price: $71,400.00
Price as Tested: $84,395.00
Layout: front-engine / four-wheel drive
Engine: 6.2 liter V8
Transmission: 10-speed automatic
Horsepower: 420 hp
Torque: 460 lb/ft
EPA Fuel Economy: 14 city / 19 highway mpg

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One can make the case that the small subcompact crossover SUV is merely just a slightly taller hatchback. But here in the U.S., hatchbacks don’t sell but SUVs do, so this class, which is led by the Hyundai Kona, Kia Soul, Honda HR-V – the one that is least like a hatchback and more like a real SUV, happens to be the Subaru Crosstrek.

The Crosstrek offers high ground clearance and good off-road abilities when compared to the others. Out since 2013 and currently in its 2nd generation, the 2021 Subaru Crosstrek is the ride of the week.

Based off of the Impreza hatchback, the Outback features some aggressive styling, especially when compared to the others in its class. And like all Subies (except the sporty BRZ) every Crosstrek has all-wheel drive and uses a boxer style engine.

If there was something you could knock the Crosstrek for was its lack of performance from its weak engine. Acceleration from its 2.0-liter four-cylinder engine seemed to be tortoise-like, with the engine making just 152 horsepower. That changes for the 2021 Crosstrek.

For 2021, the Crosstrek gets a more powerful engine option. The new 2.5-liter flat-four, used in the mid-size Legacy sedan and Outback station wagon is now available under the hood of the Crosstrek Sport and Limited models; the 2.0-liter engine is still in the mix, but only for the base and Premium models only.

Also new is the above-mentioned Sport trim. Going this route not only equips the Crosstrek with the larger engine, but it adds in unique 17-inch wheels, yellow-stitched upholstery, carbon-fiber trim, advanced driving modes and various settings for the standard all-wheel-drive system.

With the new engine, the Crosstrek delivers 182 horsepower and 176 pound-feet of torque – a healthy increase from the base engine. One advantage that the base engine continues to have is the availability of a six-speed manual transmission as the optional engine only comes with the CVT automatic.

As much as I prefer to shift gears myself, in the case of the Crosstrek, going with the new engine is really the way to go. The Crosstreck Sport that I am in feels spirited and lively, leaving the memories of being “a nice little SUV, but underpowered” in the past. When it comes to freeway driving, passing and merging can easily be done without begging and pleading. The added horsepower and torque in the Crosstrek really gives it a huge boost in confidence driving.

The Crosstrek’s interior continues to be simple and clean with easy-to-use controls on the center stack and dash. The cabin is spacious with plenty of room for both passengers and cargo. There is 22.3 cubic feet of cargo space, but when the rear seats are folded flat into the floor, cargo space jumps to a very useful 51.9.

With its all-wheel drive system, raised suspension and 8.7 inches of ground clearance the Crosstrek is capable of tackling off-road trails or plowing through deep snow, which makes it, along with other Subarus, a hit in the Northeast, Northwest and Rocky Mountain States.

Over the week, I drove the Crosstrek through none of that – just plenty of Texas sunshine with no real-life all-wheel drive experiences expected I did discovere it makes for a great commuter car. The extra height means the Crosstrek is easy to get in and out of – you don’t have to step up like in an SUV nor do you fall into the driver’s seat like you would in a low-riding car.

Whether you’re looking for a hatchback, small crossover SUV or just a small car, the 2021 Subaru Crosstrek Sport should meet your needs nicely and will gladly accept any adventure you may encounter. It offers an abundance of rugged versatility as well as a level of comfort and refinement perfect for long drives – regardless if those long drives are on the highway or on some dirt trail.

It seems like just a few short years ago no one seemed to take Subaru seriously. But lately, Subaru has gone from a cult-favorite to a mainstream player in the SUV / wagon market, and vehicles like Crosstrek is proving why Subaru should be taken seriously. They are simply that good.
– Christopher A. Randazzo

By The Numbers:

2021 Subaru Crosstrek Sport

Base Price: $26,495.00
Price as Tested: $29,145.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 182 hp
Torque: 176 ft-lbs torque

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If you were like me and thought that Hyundai’s newest and largest SUV, the Palisade, was nice – wait until you take a look at the 2021 Palisade.

As you may already know, the Palisade is a three-row, seven passenger (eight with the second-row bench seat) mid-size SUV that makes for an excellent family hauler. Like most Hyundai’s, the Palisade, which is the brand’s flagship SUV, is loaded with value, with a starting price of $32,525. Packed with tons of standard features and with plenty of high-tech options offered, the comfortable and luxurious Palisade is hard to beat.

And for the 2021 it gets better with the addition of the Calligraphy trim level.

Sitting above last year’s range-topping Limited trim level, the Calligraphy adds more exterior bling to the Palisade, while inside, occupants are greeted to an even higher level of luxury. If you were unsure if the Palisade competed with the likes of Audi, Lexus, BMW and Mercedes-Benz, the Palisade Calligraphy should remove any doubt.

On the outside, the Calligraphy adds unique 20-inch alloy wheels and an exclusive triangle-pattern grille as well as different front and rear fascias. The Palisade continues to be an attractive and bold SUV, but with the new trim level, it’s even more so.
Step inside the Calligraphy and the already nice Palisade cabin is enhanced with quilted-leather door panels, a suede headliner and a perforated leather steering wheel. All this blends nicely with the Nappa leather upholstery carried over from the Limited trim level.

Under the hood there are no changes, as the familiar 3.8-liter V-6 with 291 horsepower and 262 lb-ft of torque continues on. Unlike other trims, though, the Calligraphy comes standard with all-wheel drive.

As I entered the 2021 Hyundai Palisade Calligraphy, I was reminded just how nice the Palisade is. Driver and front passenger seats are form fitting and offer a wide range of adjustability. Passengers in the second-row captain’s chairs can manually slide fore and aft and recline, giving them a fair amount of head and legroom. Third row passengers can also recline, but they get the bonus of having power adjustments. I suppose that’s the reward third-row passengers get over second row passengers. Every seat has access to their own USB port (there are seven total) and second row passengers get window shades. There are two sunroofs – one for the driver and front passenger and another for the second and third row passengers.

Storage space, especially in the center console, is plentiful – thanks to the lack of a gear shifter. Hyundai went with push buttons to switch from Park to Drive/Reverse/Neutral – and the result pays out with lots of space for phones, glasses, coffee mugs, etc.

When it comes to gadgets, this Palisade is full of them. A heads-up display (HUD) projects the speed on the windshield. Blind spot indicators, located in the side view mirrors, also appear in the HUD. On top of that, there is a live video feed of both blind spots in the digital gauge cluster that are activated when you use the turn signals. Turn on the left signal and the middle of the speedometer display changes to a video camera showing your left blind spot; likewise turn on the right signal and the middle of the tachometer changes to show you your right blind spot. There is also a 360-degree camera that lets you view around the car with the touch of a button.

As for utility, the Palisade is quite generous when it comes to cargo space. There is 87 cubic feet of space available with both the second- and third-row seats folded down. With the second row in use, cargo space drops to 46 cubic feet; put the third-row seats up and you still can handle 18 cubic feet of cargo. Towing capacity is listed at 5,000 pounds.

Spending time with the Palisade should be a nice affair. In my initial drive, the V6 was very quiet and had no trouble moving the large SUV around. Put it in Sport mode and the Palisade gets a little more athletic, but it’s hardly a sport SUV.

But if interior room, luxury and technology tops your wants in a mid-size SUV, the Hyundai Palisade Calligraphy needs to be on your list of luxury SUVs to check out. While $49,070, which happens to be the price tag of the test vehicle carries, is a lot of money, I have to say that for that money, buyers will get a heck of a lot of vehicle.

— Christopher A. Randazzo

By The Numbers:

2021 Hyundai Palisade Calligraphy

Base Price: $47,750.00
Price as Tested: $49,070.00
Layout: front-engine / all-wheel drive
Engine: 3.8 liter V6
Transmission: 8 – speed automatic
Horsepower: 291 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 mpg city / 24 mpg highway

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Last year we witnessed the rebirth of a Japanese sports car icon – the Toyota Supra. While in some areas it redefined what the Supra is, as it’s now a two-seater and is fitted only with an automatic transmission, it sure hasn’t lost its purpose – and that is being an impressive GT sports car.

So one would think in its sophomore year, Toyota would ease up a bit and let the Supra simmer for a while. Well think again.

First off, for 2021, Toyota is offering a base model Supra to the menu, called the Supra 2.0, that is powered by a 2.0 liter four-cylinder engine. Going with the four-cylinder, the Supra makes 255 horsepower, but more importantly, it lowers the price by $8,000, making the Supra more affordable and making it a nice bridge between the Toyota 86 and the Supra 3.0.

But that’s not all that’s in store for the Supra for 2021. If you’re dead-set that the Supra must have six-cylinders, then you’ll be pleased to know that the 2021 Supra 3.0 gets a 47 hp increase in power, making it put out 382 horses.

A few weeks ago, I spent time with the new 2.0 model. And while I missed that awesome power from the boosted six, I found it to be a great affordable way to get into a Supra.

But now it’s time for the Supra 3.0.

As mentioned, the 2021 Toyota Supra 3.0 gets a healthy boost in power. But that’s not the only change the car receives. The chassis has been re-tuned along with enhancements made to the electric power steering, adaptive variable suspension, electronic stability control, and active differential programming. And if that’s not enough, there are new front and rear bumpstops and aluminum braces that increase lateral rigidity. From a race-car standpoint – these changes are huge. From a street-driven standpoint, it makes an already good handling car, handle even better.

In my time with the improved Supra, I have to admit, I didn’t notice the extra power. I thought the 2020 Supra was impressively fast – and my feelings for this 2021 model is the same. It is still crazy fast and there is way more power than most drivers will ever need. I’m sure drag-strip times will prove the presence of the extra ponies packed under the hood.

But throw the car into some corners, and the suspension changes make themselves known. It feels like a planted, composed race car. And the steering – it’s just so accurate and precise; it feels as if your thoughts are controlling the front wheels. Best of all, the go-kart handling hardly takes a toll on the ride – while hardly luxury car-like, the ride is not brutal at all.

The rest of the Supra continues as before. The unchanged body looks like something Batman would show up to fight crime in. The interior is small but cozy and the Toyota – BMW relationship shows in the center console, shifter and infotainment center, as most are BMW parts (remember, the Supra is a joint venture between Toyota and BMW).

Pricing for the Supra 3.0 starts at $50,990. If that is a bit much, the 2.0, which gives you the same Supra look but less power, starts at $42,990.

If you liked the Supra when it came out last year, but held-off on buying one, your patience has paid off. This is the one to get.
– Christopher A. Randazzo

By The Numbers:

2021 Toyota GR Supra 3.0 Premium

Base Price: $54,490.00
Price as Tested: $59,205
Layout: front-engine / rear-wheel drive
Engine: 3.0 liter turbocharged inline 6-cylinder
Transmission: 8-speed automatic
Horsepower: 382 horsepower
Torque: 368 ft/lbs
EPA Fuel Economy: 22 city / 30 highway

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