Automotive

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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Sometimes we just have to grow up. You know, get mature – with a family to care for and a job to do. Sometimes doing that involves the unthinkable: get rid of his/her treasured vehicle for something ‘more practical’. Nightmares of minivans could easily wake one up in the middle of the night in a cold sweat. Well if you are one of those that are attempting to delay the inevitable, maybe there is hope: the Mazda CX-9 – a family hauler that has an attitude of a sports car.

The CX-9 is a large, seven passenger crossover sport-utility-vehicle with most of its emphasis placed on sport rather than utility. Designed with sports-car like cues, the CX-9 features aggressive front styling, 18” wheels (huge 20” wheels come on the Grand Touring and Signature models) and bold front fenders. The styling really works for the CX-9 in a number of ways. First, it is very unique and it stands out in the vast world of SUVs. And second, the styling screams ‘sporty’ and the CX-9 delivers very well in that department.

While the exterior is nice to look at, the interior is near luxurious. The driver-oriented instrument cluster along with the metallic accents give the CX-9 a sporty theme to match its outer clothes. And surprisingly, the third row seat in the CX-9 is one of the better ones I have attempted to sit in – although leg room is still lacking. Access to it is easy, thanks to the large rear doors (which requires extra caution in tight parking lots). And when you don’t need the third row, it conveniently folds flat into the floor. When stored, there is around 38 cubic feet of cargo room. Need more room? Fold the second row and cargo capacity grows to 71 cubic feet.

The Mazda CX-9 is powered by a 2.5 liter turbocharged four-cylinder engine that is good for 227 horsepower and 310 lb ft of torque. This engine, along with a six-speed automatic transmission is the only drivetrain available in the CX-9, although buyers can choose from front-wheel drive or all-wheel drive. The CX-9 is capable of towing up to 3,500 pounds.

The 2021 Mazda CX-9 that I recently drove was the top-of-the-line Signature model which includes the above mentioned 20″ wheels, along with exterior LED accent lighting and a premium leather interior. The $48,100 price tag includes the optional Snowflake White Pearl exterior paint.

Included in the Signature model as well as the Grand Touring model is Mazda’s Active Driving Display. This heads-up display shows speed, navigation instructions and alerts from various safety features such as Lane Departure Warning as well as Blind Spot Monitoring.

For 2021 the CX-9 receives a larger infotainment display (now 10.3 inches, up from 7 inches), along with a slightly different interface.

Saying that the CX-9 has the soul of a sports car really isn’t far fetched, and power from the small but able turbocharged engine will back that up. Going down a straight-a-way will allow you to hit 60 mph in a tick over 7 seconds, which is pretty quick, but it is when the road takes a turn that makes this Mazda really shine. The suspension makes the CX-9 act and feel as if it were a GT car and lets you quickly forget you are in an SUV of this size. Part of this is due to Mazda’s G-Vectoring Control, which is much too complicated to explain, but basically helps shifting vehicle weight and adjusting power deliver as you make turns. With fast and decisive steering, excellent brakes, and eager throttle response, you’ll be reminded of Mazda’s “zoom-zoom” jingle they used to have.

The CX-9, with its attractive styling and great road manners, is still one of the more entertaining SUVs to be in and drive. No, the Mazda CX-9 will not make you forget about having to get rid of that treasured car, but with attractive styling and great road manners, it will sure ease the pain a bit. Oh yeah, and with the CX-9, you can haul the family around, too!
– Christopher A. Randazzo

By The Numbers:

2021 Mazda CX-9 Signature AWD

Base Price: $46,605.00
Price as Tested: $48,100.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter turbocharged four-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 lb-ft
EPA Fuel Economy: 20 city / 26 highway mpg

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

If you have to make an exit, might as well make it a wild one. That’s what Lexus is doing with the GS. It is sad to hear, but after the 2020 model year, the Lexus GS will be no more.

The GS line of luxury sedans have always been the step-child in the Lexus lineup – just daring to be different from the other cars that the Japanese luxury automaker produces. A few years ago when Lexus redesigned the GS, it set out to make it more athletic in its ongoing attempt to chase down that passionate pursuit of perfection. The idea worked. The GS is a mid-size, sporty sedan, but is still a Lexus at heart – which means it’s still a luxury car.

But the GS that was sent to me to review is a little different. This is the GS F, which means sport takes center stage over luxury, and in this case we are talking about a high-revving V-8, big brakes, and a sport-tuned suspension.

While the regular GS, the GS350, gets by with a 3.5 liter V6 engine and makes 311 horsepower, the GS F gets a naturally aspirated 5.0 liter V-8, good for 467 horsepower and 389 lb-ft of torque mated to an eight-speed automatic transmission that sends its power to the rear wheels.

Inside, the GS F isn’t the most luxurious car around, but it’s hardly cheap, either. The dashboard and center console feature inlaid carbon fiber, and most other surfaces are covered with either leather or faux suede. The bolstered leather seats, which look like they were yanked out of a race car, are supportive and comfortable, great whether you’re carving corners or crawling along in traffic.

Fire up the engine of the GS F and there is a nice rumble of the V8, routed through stacked quad exhaust outlets. As you drive, the rumble grows slightly louder, but once the engine hits around 3500 RPMs, a sweet spot is hit and the driving characteristics change. The exhaust note changes from a rumble to a roar as the tach approaches it’s redline, and you quickly learn what the GS F is all about. It can hit 60 mph in about 4.4 seconds and charge through the quarter mile in about 12.9 seconds. By those numbers, you can tell this is no ordinary Lexus sedan.

But because it’s a Lexus, you’ll be draped in comfort and treated with fancy features There is an impressive 17-speaker Mark Levinson sound system, a color heads up display and Alcatera trim just about everywhere.

The Lexus GS lineup has come a long way since its introduction in 1993. From being outclassed and nearly dropped from the lineup, to returning in a big way in 1998, the GS was a vital car for Lexus.

But times have changed and the demand for cars like the GS just isnt’ there like it once was. Sales of the GS have dwindled, due in large part to the mighty SUV. Like an aging star, the GS has finally lost its appeal in the public eye. And as much as I hate to see it go, it probably makes sense. It’s been a fun ride. The Lexus GS will be missed.

— Christopher A. Randazzo

By The Numbers:

2020 Lexus GS F

Base Price: $85,010.00
Price as Tested: $89,510.00
Layout: front-engine / rear-wheel drive
Engine: 5.0 liter V8
Transmission: 8 – speed automatic
Horsepower: 467 hp
Torque: 389 ft/lb
EPA Fuel Economy: 16 city / 24 highway mpg

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

Small is the name of the game when referring to the Buick Encore GX. Shoe-horned into the gap between the really small Buick Encore and the Buick Envision, the Encore GX, which came out last year, is just 8 inches longer than the regular Encore. And when you factor in the Encore GX is just 10 inches shorter than the Envision, well, you have to start to wonder the point in the Encore GX. Nonetheless, the keys to a Chile Red Metallic Encore GX were handed to me to see what this subcompact crossover SUV is all about.

Handsome, yet cute, the Encore GX looks much like the original Encore, and really shouldn’t rub anyone the wrong way. Pronounced wheel arches and heavy on the chrome, there is no doubt this is a Buick. And when you look at the entire Buick SUV lineup, the Encore GX fits in nicely.

Step inside and a nice, albeit small, cabin greats you. The interior looks quite impressive even though most of the materials are hard plastics. The large, slightly above-average infotainment screen is standard, with the display being canted up at an angle making it nice, but using it is a little awkward at first.

As you might expect, the small quarters make the seating arrangement a little tight. The front seats are a somewhat narrow and the driving position is a little more upright than I’m used to. The backseat, surprisingly is decent for two people. The Encore GX is listed as a five-seater, but I would suggest keeping the maximum occupancy to four.

Being that this Buick is so small, it doesn’t need a big powerplant to move it around. The base engine is a 1.2-liter turbocharged three-cylinder engine rated at 137 horsepower and 162 lb-ft of torque. It’s paired to a continuously variable automatic transmission (CVT). Standard on all-wheel-drive models and optional for front-wheel-drive models with the Select or Essence trim level, is a slightly larger 1.3-liter turbocharged three-cylinder (155 hp, 174 lb-ft). This engine is paired to a CVT on front-drive models, while AWD versions get a nine-speed automatic transmission.

The Encore GX is available in three trim levels, with the Preferred being the base model. It comes with heated mirrors, keyless entry and ignition and cloth/imitation leather seats. The 8-inch touchscreen, forward collision mitigation and lane departure mitigation systems are all standard. Move up to the Select and the Encore GX is fitted with remote engine start, power-adjustable driver’s seat, heated front seats, blind spot monitors and dual zone automatic climate control. At the top is the Essence, which is how the front-wheel drive tester arrived. It benefits from LED headlights, heated steering wheel, leather seating, and a power passenger seat. Also on the tester is the optional engine, an advanced technology package that consists of a high definition surround camera, a heads-up display and adaptive cruise control. MSRP on the tester is a $33,465.

Driving the Encore GX is somewhat entertaining. Its small footprint makes it a breeze to handle in heavy traffic. On the open road, the Encore delivers a nice quiet ride. I need to stress quiet because Buick put a lot of effort into making the Encore GX quiet by keeping outside noises from entering the cabin – and it works. For road trips, the Encore GX is sure to win a lot of praise as it practically glides serenely down the highway.

Despite making less than 160 horses, the Encore’s engine feels gutsy and livelier than the numbers suggest. And the CVT transmission, which I’m, still not a fan of, does its job perfectly in the little Buick. At the pump, front-wheel drive Encore GX fares well, getting 30 mpg in the city and 32 mpg on the highway.

After spending some time with the Encore GX, I found it to be a very nice little SUV. That’s a big emphasis on little because it is. Why someone would chose it over the slightly smaller Encore or slightly larger Envision – is a mystery to me. But if they do, they are getting a nice little Buick.
— Christopher A. Randazzo

By The Numbers:

2020 Buick Encore GX Essence FWD

Base Price: $28,500.00
Price as Tested: $33,465.00
Layout: front-engine / front-wheel drive
Engine: 1.3 liter turbocharged three-cylinder
Transmission: CVT automatic
Horsepower: 155 hp
Torque: 174 lb/ft
EPA Fuel Economy: 30 city / 32 highway mpg

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

As much as Ram insists its ultra-4×4 pickup, the Rebel, isn’t a direct competitor to the Ford Raptor, it’s hard to think otherwise. Both have huge off-road egos and both look like they have just rolled out of a 4×4 high-performance shop. Sure, the Rebels shares its drivetrain with other Rams – but it’s still the way to go if you’re looking for the ultimate off-road Ram truck.

A few years ago we saw the debut of the 5th generation Ram, and found it to be a standout truck. Offered in an assortment of trim levels, there is a Ram for just about every need. And if one of those needs happens to be off-roading, the Rebel is the Ram to go with.

The Rebel is the ultimate off-road capable light-duty Ram available. Consider it as the little brother to the heavy-duty Power Wagon off-roader.

The Rebel takes its own path when it comes to styling. It features a vented, power-domed hood and blackened fender flares. All the badges are blacked out and it features its own take on the interlocking RAM grille.

Looks and badging aside, the Rebel is decked out with some serious off-road hardware. Below the grille is a powder-coated steel brush guard and skid plate – along with skid plates to protect the oil pan, transfer case and fuel tank. The suspension is fitted with specially tuned Bilstein shocks that give the Rebel a one-inch height advantage over regular Rams, and the optional air-suspension provides an additional inch of maximum lift. All this rides on huge 18-inch wheels on 33-inch diameter all-terrain tires. This is stuff that off-roaders love to hear.

The standard engine for the Rebel is Chrysler’s 3.6-liter Pentastar V-6, good for 305 hp and 269 lb-ft of torque. Most though, will opt for the 5.7 liter Hemi V8 that makes 395 hp and 410 lb-ft of torque. For 2020, the Rebel is now available with the EcoDiesel – a 3.0 liter diesel V6 that makes 260 hp and 480 lb-ft of torque. All engines are matched to a smooth-shifting 8-speed automatic transmission.

Then there are the Ram goodies that are available on the Rebel, and were fitted on the test vehicle. The 60-40 multifunction tailgate is quite impressive. In addition to a normal drop-down tailgate, it also opens barn-door style allowing you to swing open one or both sides of the tailgate. This side-hinge operation makes loading the bed much easier.

The Rebel was also equipped with the RamBox – two lockable, weatherproof storage bins that run the length of the bed. There is a total of 8.6 cubic feet of space, and both bins contain lights and drain plugs – perfect for camping or storing tools.

As I first entered my EcoDiesel powered Rebel – this week’s ride – I was reminded of how spacious and accommodating the Ram’s interior is. The dial gear shifter, which I’m still not a fan of, does free up tons of room for a center console that can hold just about anything. Then there are the little things that make the Ram’s interior special. One is the way you can stand a cell phone up in the center console, and another is the 12V power outlet on top of the dash – perfect for those electronics that need to be mounted to the windshield.

On the road, the huge tires are hardly as noisy as you would think. The EcoDiesel, though, sounds perfect and ever-so-fitting in the Rebel. With 480 lb-ft of torque, the Rebel just feels as if it can go through anything, and for the most part it can.

But the Rebel isn’t cheap. It starts at $48,240, but add in the diesel engine and a bunch of other goodies that the tester was equipped with, and you’ll find yourself staring at an MSRP of $70,880. But for off-road Ram fans that want more than just your standard Ram 1500, this Rebel is your cause.

– Christopher A. Randazzo

By The Numbers:

2020 Ram 1500 Rebel Crew Cab 4×4

Base Price: $47,990.00
Price as Tested: $70,880.00
Layout: front-engine / four-wheel drive
Engine: 3.0 liter V6 Turbo Diesel
Transmission: 8-speed automatic
Horsepower: 260 horsepower
Torque: 480 ft/lbs
EPA Fuel Economy: 21 city / 29 highway mpg

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

In case you hadn’t noticed, Cadillac is on a roll. And not just with a hot new line of SUVs. There is a new sedan lineup, and just like the SUVs, they carry on a new naming scheme. The small ATS is gone, replaced by the CT4. And the larger CT5 steps in for the discontinued CTS. Both cars ride on the second-gen GM Alpha platform and are RWD-based but offer AWD on all trims.

And like before, Cadillac is offering a V-Series of both the CT4 and CT5, injecting some extra performance in these luxury-sport sedans.

Last week I found myself in a CT5-V, to experience what these new cars from GM’s luxury division are all about.

As seen in their new line of SUVs like the XT4 and XT5, the new Cadillac CT5 embodies the new design language that Cadillac has expanded across its new vehicles. The front end is elegant, original, and distinctive – making the CT5 look extremely attractive. But walk towards the back, and the picture changes thanks to the way the trunk and C-pillar come together. The trim gets weird and lines get clunky. It’s not all that bad, just makes you wonder what Cadillac designers had in mind.

Inside the CT5 is a cabin that is slightly larger than the outgoing CTS (the CT5 has a 1.4 inch longer wheelbase). Rear-seat legroom is increased and every seat is easier to get in and out off thanks to larger doors and windows. The CUE infotainment system can still be found on the center console, but now there are also physical buttons for those that appreciate them – including two volume knobs. The interior design is nice, but some may expect more, after all this IS a Cadillac.

Under the hood, the Cadillac CT5 comes standard with a turbocharged 2.0-liter four-cylinder engine that makes 237 hp and 258 lb-ft of torque. Optional is a 3.0-liter twin turbo V6 (335 hp, 400 lb-ft of torque). The CT5-V gets the same turbo V6 – but power is upped to 360 horses with 405 lb-ft of torque. A 10-speed automatic is used in all CT5s.

Some may be disappointed in the power output of the CT5-V, especially if you recall the CTS-V of 10 years ago. Powered by a Corvette engine making 550 plus horsepower and able to hit 60 seconds in less than 4 seconds, those days are sadly gone. But not all is lost – the CT5-V is still plenty quick, being able to reach 60 mph in 4.8 seconds. And it makes great sounds doing it, although some of those sounds are enhanced engine music piped through the audio system’s speakers. There’s even a little pop on high RPM upshifts.

The CT5-V is a really a fun car to drive. The new platform it rides on makes it feel smooth and stable, yet very spirited and athletic. The steering is spot-on precise and delivers one of the best feels I have ever felt in a GM car. The CT5-V is one of the cars that will have you taking the long route to your destination.

For those that feel the need for more power, a CT5-V Blackwing should be arriving soon, and rumors have it that may have horsepower figures similar to the CTS-V of the past.

Until the, the CT5-V will do just fine, thank you. And really, there may be no need to wait for the Blackwing as the CT5-V is an impressive performance sports sedan. If you had your doubts about sporty Cadillacs, the CT5-V will change them.

— Christopher A. Randazzo

By The Numbers:

2020 Cadillac CT5 V-Series

Base Price: $47,695.00
Price as Tested: $56,305.00
Layout: front-engine / rear-wheel drive
Engine: 3.0 liter Twin Turbocharged V6
Transmission: 10 – speed automatic
Horsepower: 360 hp
Torque: 405 ft-lbs
EPA Fuel Economy: 18 city / 26 highway mpg

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

Trucks are the in-thing these days, there’s no doubt about it. And with the truck market being so big, it is starting to spawn off little markets in itself. One of those being the rugged off-road market. We’re not just taking about trucks that can go off-road, we’re talking about trucks that offer the ultimate in off-road capability, like the Ford Raptor, Chevrolet Colorado ZR2 and Toyota Tacoma TRD Pro. But now, if we take a step back and ask – who makes one of the best off-road vehicles, well that’s a no-brainer, it’s Jeep with it’s Wrangler. So it would seem fitting for Jeep to add its two-cents into this new ultimate off-road truck market. And it has, in the way of the Gladiator.

One can best think of the new 2020 Jeep Gladiator as a Jeep Wrangler with a 5-foot cargo bed in place of its normal rear cargo area. To be more specific, the Gladiator is a four-door Wrangler Unlimited with a longer wheelbase. This isn’t the first time Jeep has built some sort of Jeep-truck. Flashback nearly 30 years and you might recall the Scrambler.

Jeep will offer this all-new model in five different trim levels. The base Sport is bare bones with steel wheels, 5-inch central display and crank windows. Post-Millennials probably have never seen crank windows, so they may want to look at the Sport S which adds power windows and door locks along with 17-inch alloy wheels. The Overland model dresses the Gladiator up in 18-inch wheels, LED lighting and a 7-inch infotainment system. Serious about off-roading? The Rubicon trim provides the Gladiator with many off-road goodies such as locking front and rear differentials, an electronically disconnectable front stabilizer bar, Fox shock absorbers, and body-protecting rock rails and skid plates. Finally, there is the Mojave. It’s also meant for off-roading, but takes aim at desert-running. It gives up the Rubicon’s locking front differential and disconnecting sway bar, but gains a transfer case that allows for low-range use at higher speeds. The suspension and frame has also been modified and becomes the first Jeep to wear a Desert Rated badge.

And just like the Wrangler, the Gladiator comes with a soft top that can be removed for open-air driving, with a hard top available as an option. And yes – the doors can be removed.

Currently the only engine available in the Gladiator is the 3.6 liter V6 making 285 horsepower and 260 lb-ft of torque routed through a standard six-speed manual transmission or an optional eight-speed automatic. Jeep will eventually offer a diesel 3.0-liter V-6 that develops 260 horses and an impressive 442 lb-ft of torque, but we will have to wait until 2021. Like the Wrangler, every Gladiator is four-wheel drive.

The Gladiator that Jeep had me in recently was a Firecracker Red Mojave model. Decked out with plenty of features including the larger infotainment center screen, the 3-piece hardtop, adaptive cruise control, and a roll up toneau cover, it came with a $58,860 MSRP. The Mojave, starts at $43,875. If you just want to get into a base Gladiator, prices start at just under $33,600.

Those familiar with the Wrangler’s interior will feel right at home in the Gladiator. The upright dashboard, window controls in the center and padded roll over bars are all present in the Gladiator. Being it’s a Jeep, the controls are easy to use and within reach. The cloth seats in the test vehicle are fitting for this type of vehicle, but leather seating surfaces are available.

Of course, the main thing about the Gladiator is that it’s got a decent size bed that allows you to toss things into. But the Gladiator can also tow. When equipped with the Max Tow Package (which includes a 4.10 Axle Ratio with the automatic transmission), the Gladiator can tow up to 7650 pounds. That’s a good size boat.

In my time with the Gladiator Mojave, I had an opportunity to experience it in different environments. On the interstate, it was noisy – although not as bad as some Jeeps of past. In town drive, it’s easy to maneuver and park. Not surprisingly, where the Gladiator felt most at home was at the beach. Sand dunes, mud pits, trenches, you name the Gladiator went through it like a knife to butter. An added bonus was the fun it was to drive in those environments.

For the off-road pick-up truck junkie, the Gladiator seems to check all the boxes. Capable off-road? Check. Good size pickup bed? Check. Able to tow? Check. Throw in the feature that you can drop its top, and not only does the Gladiator sound good – it stands apart from the rest.
— Christopher A. Randazzo

By The Numbers:

2020 Jeep Gladiator Mojave 4×4

Base Price: $43,875.00
Price as Tested: $58,860.00
Layout: front-engine / four-wheel drive
Engine: 3.6 liter V6
Transmission: 8 – speed automatic
Horsepower: 360 hp
Torque: 390 ft/lb
EPA Fuel Economy: 17 city / 22 highway mpg

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

When most people think of a big, three-row SUV, the Cadillac Escalade comes to mind. And with good reason – they are everywhere. They are all over the roads and they can even be spotted on TV when we see movie stars or politicians getting in or out of a vehicle – that vehicle is usually an Escalade.

But as of this year, the Escalade isn’t Cadillac’s only three-row SUV. Enter the 2020 Cadillac XT6.

New to the Cadillac lineup, the 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.

Walk to the rear of the XT6 and you may notice a “400” badge. A few years ago, the number on the back of a vehicle would indicate a model or an engine size, but in this case, it’s neither. Instead, 400 is the amount of torque the engine makes. 400 lb-ft of torque? Um, well no. The engine makes 271 lb-ft of torque, but in newton meters, that number rounds out to 400, thus the badge we see. This is a new trend for Cadillac for all 2020 and newer models, so get used to seeing torque figures shown in metric on rear ends of all new Cadillacs. A strange move if you ask me.

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 a new electronic shifter – no Escalade column shifter here!

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 was able to sit back there without having to see my chiropractor afterwards. In fact, Escalade owners may be jealous – the XT6 has more third-row room than the bigger Escalade. The larger Escalade ESV still takes the honors for the most spacious third-row, though.

Cadillac offers the XT6 in two trim levels – Premium Luxury and Sport. The Premium Luxury, which is what I happen to drive, 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 hands-free liftgate, heated front seats, and a heated steering wheel are among just a few of the amenities it has. The Sport gets standard all-wheel drive, quicker steering and an active suspension along with black exterior accents.

Both models are powered by Cadillac’s 3.6-liter V6 engine mated to a nine-speed automatic transmission. It makes 310 horsepower and 271 lb-ft of torque. In my tester, which happened to be an all-wheel drive model, the powerplant provided plenty of power – and has an excellent exhaust note at full throttle. The gas pedal is a little jumpy and takes some getting used to, and passengers may question your driving intentions.

Super Cruise, Cadillac’s first true hands-free driving feature won’t be available on 2020 XT6s, but we should see it as an option next year. 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.

With vehicles like this new XT6, and the new Escalades arriving soon, there is no question that Cadillac is making its way back to the top of the luxury vehicle market. And with the looks it, plan to be there for a while.

— Christopher A. Randazzo

By The Numbers:

2020 Cadillac XT6 Premium Luxury AWD

Base Price: $54,695.00
Price as Tested: $71,585.00
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: 17 city / 24 highway mpg

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Those that know trucks know that the ultimate off-road pickup from Ford is the Raptor. Based off of an F-150, the Raptor gets a modified body, high-output engine and some intense off-road hardware. But what if you want that similar off-road capabilities from the Raptor, but in a heavy duty truck? Well, Ford has that covered as they unleash the Tremor.

The Tremor is a package available on Ford’s Super Duty range of heavy-duty trucks that adds off-road equipment such as meaty tires, a lifted suspension, and other rugged bits. It’s available only on crew-cab models and only with either of the available upgrade engines.

As-is, the current Ford Super Duties are quite intimating. Now with the Tremor package, they just look flat out mean. First off, a lift kit raises the front suspension by two inches, making the Tremor stand tall. Underneath, there is a front axle with a limited-slip differential while the rear gets a locking differential. At each corner are 35-inch Goodyear Wrangler Duratrac off-road tires wrapped around 18-inch matte black wheels. The Tremor also has different shocks than those on a standard Super Duty. The front air dam is five inches higher than normal, which helps the truck’s approach angle, and Ford says that the Tremor model can cross water up to 33 inches deep. A new rock-crawl mode operates in low range, and Ford also has a Trail Control system that operates like a sort of off-road cruise control.

Under the hood, the Tremor can be fitted with either of the Super Duties optional engines. The first is the all-new 7.3-liter gasoline V8 that makes 430 hp and 475 lb-ft of torque. The other is the 6.7-liter turbocharged diesel V8 that makes 475 hp and an amazing 1,050 lb-ft of torque. Regardless of engine choice, a 10-speed automatic transmission is used.

The Tremor that Ford allowed me to use is an F-350 decked out in Agent Black with a black interior. Now much meaner can a truck get? Driving down my neighborhood the other day, one would thing that the Tremor caused the tress to fall – not the powerful storm that blew through the night before.

Climbing inside the cabin of the Tremor, using the side step and the grab handle is a necessity – this truck is high. Once in, a familiar ambiance awaits the occupants. The interior carries a blocky industrial theme that provides for big and easy-to-use controls and buttons. Conveniences are found everywhere – from heated and vented seats to an 8-inch touch screen A helping had is the multicamera that gives a 360 degree view around the truck – practically a necessity when parking this big machine.

While the Tremor is big and can be a bit intimidating to look at, I found driving it to be surprisingly easy. While you do feel its heft, it’s quite manageable. The ride is a somewhat jittery, but that’s too be expected for a big truck with no load. While I would have opted for the diesel engine, not because I need it, but rather to know that I have over 1,000 lb-ft of torque under my foot, the tester is fitted with Ford’s new gas engine. And it’s no slouch, with its 475 lb-ft of torque, there’s a reason why it’s called “Godzilla”. It’s the most powerful gas engine in its class.

The Ford F-Series Super Duty has always been known for its amazing towing capabilities, including being able to tow up to 37,000 pounds using a gooseneck trailer. Now add in the Tremor package – and you are talking about the most capable off-road Super Duty ever.
— Christopher A. Randazzo

By The Numbers:

2020 Ford Super Duty F-350 SuperCrew Tremor

Base Price: $49,260.00 (estimated)
Price as Tested: $61,345.00 (estimated)
Layout: front-engine / four-wheel drive
Engine: 7.3 liter V8
Transmission: 10 – speed automatic
Horsepower: 430 hp
Torque: 475 lb-ft

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As of July 31, 2020, Ford no longer builds a sedan for the American market. That day saw the final Ford Fusion leave the assembly line, as Ford puts all its eggs in the truck/SUV/CUV basket. This now puts pressure on those vehicles to pull their sales weight. One such vehicle, the Ford Edge, should have no trouble doing just that.

Out since 2006 and redesigned in 2015, the Edge is slotted between the smaller Escape and the larger Explorer and is the oldest current design in the Ford SUV/CUV lineup. But it still fits in well with an attractive exterior, solid engine choices, a spacious interior and a suite of safety and driver-assistance features.

Thanks to its four different trim levels, the Edge can be fitted to be near-luxury or set up for all-out performance. The SE is your basic Edge, but it’s hardly void of features. It comes standard with 18-inch wheels, rearview camera, a Wi-Fi hotspot, a six-speaker sound system, and Sync 3 infotainment with an 8-inch touchscreen display and dual USB ports. Safety concerns are met with standard features like a blind-spot monitoring, rear cross-traffic alert, lane keeping assist, forward collision warning and automatic braking.

Move up to the SEL and a few premiums items get added to the mix such as simulated leather as well as power and heated front seats. I would imagine most Edges that leave dealerships are fitted in the SEL trim.

The Titanium, which is how the tester arrived, is for those that want some luxury in their utility vehicle. On the outside, there are larger 19-inch wheels and just enough chrome to give this Edge that extra bling. Inside, it’s quieter thanks to noise-reducing front windows. There is also real leather, ambient cabin lighting and a 12-speaker Bang & Olufsen sound system.

And if you’re into performance, the new for 2020 Edge ST is the one to get into. It gets a turbocharged V6 engine (more on that later), a sport-tuned suspension along with steering that is sharper. On the outside, it looks more aggressive with it’s blacked out trim and 20-inch wheels. Inside, it gets sports seats along with slightly different trim. Enthusiasts can opt for the ST Performance brake package, which includes 21-inch wheels, larger front brakes and performance tires.

With the exception of the ST, every Edge is powered by a healthy 2.0 turbocharged engine that makes 250 horsepower and 275 lb-ft of torque. The ST model gets its own hotter engine – Ford’s Ecoboost twin-turbocharged 2.7-liter V6 rated at 335 horsepower and 380 lb-ft of torque. Both engines use an 8-speed automatic transmission. The high-performance STs are equipped with all-wheel drive whereas other Edge models are front-wheel drive, with all-wheel drive offered as an option.

Besides the new ST trim level, the 2020 Edge benefits from dual-zone automatic climate control on every trim level. Also, the CD player has been eliminated.

My Edge Titanium came to me in a Star White exterior with an Ebony interior, making it look very elegant. On the road in the Edge delivers an impressive and smooth ride, and for a vehicle weighing in at at well over 2 tons, it is quite nimble. Power from the turbo-four is plenty, and driving it in Sport mode gives it some extra attitude.

The Edge is one of those vehicles that don’t have one trait that stands out; instead, it does well on all fronts. It looks good, is spacious, and drives well. As we see the end of the Ford sedan, I see the Edge as a great alternative to the now extinct Fusion.
— Christopher A. Randazzo

By The Numbers:

2020 Ford Edge Titanium FWD

Base Price: $38,100.00
Price as Tested: $45,685.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter turbocharged four-cylinder
Transmission: 8 – speed automatic
Horsepower: 250 hp
Torque: 275 ft-lbs
EPA Fuel Economy: 21 city / 29 highway

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

Not much had changed since the redesign, but for 2020 the King Ranch edition, missing from the Expedition lineup, returns. Named after the famous Texas ranch, the King Ranch edition ads an exclusive touch to the Expedition, expressed with its iconic running “W” logo.

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

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

Whichever Expedition you choose, the look is the same – it’s squared-off body conveys a sense of dominance. A massive front grille makes way for C-shaped headlights that wrap around the front fenders to smooth body. Going with the King Ranch, the Expedition is fitted with unique 22-inch wheels and power-retractable running boards.

Enter the vast spaciousness of the Expedition and you’ll appreciate why people love these behemoth vehicles. Room is everywhere. As a people mover, the Expedition seats eight – 2 up front, 3 in the second row, and 3 in the third-row seat. If you opt for the captain’s chairs in the middle row, the total count falls by one. As the King Ranch, the Expedition is fitted with Del Rio leather upholstery and real wood trim – all reminding you that you are in something very special.

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

I found the third-row seats in the Expeditions very comfortable – probably the best in the business (both versions offer the same amount of room for third row passengers). These are vehicles that are made to have people sitting in the third-row, and you can tell that Ford went to great lengths to accommodate them. In fact, one Ford engineer told me that they made it so passengers over six feet tall could sit back there in comfort.

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

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

On the road, the turbocharged V6 really makes the Expedition move – far better than any V8 ever did. Just a little tip into the gas pedal causes the big SUV to smoothly lunge forward. You’ll have to pop open the hood and count spark plugs to confirm that there are only six cylinders powering this enormous vehicle.

Like all Expeditions before it, the current Expedition feels as big as it looks. Parking it takes careful planning and changing lanes needs to be done well in advance. But for those that need a big vehicle to haul both people and goods, the Expedition continues to be the one for that journey, and when decked out in the new King Ranch trim, it proves it is in fact king of the ranch.
— Christopher A. Randazzo

By The Numbers:

2020 Ford Expedition King Ranch 4 x 2

Base Price: $72,895.00
Price as Tested: $74,885.00
Layout: front-engine / rear-wheel drive
Engine: 3.5 liter twin turbo V6 EcoBoost
Transmission: 10 – speed automatic
Horsepower: 375 hp
Torque: 470 ft-lbs
EPA Fuel Economy: 17 city / 23 highway

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For decades, the Toyota Corolla has been the go-to car for those needing a simple, reliable and affordable small sedan. Nothing exciting and nothing fancy. It’s like the vanilla ice-cream of cars. Plain and simple.

Last year we saw Toyota spice up the Corolla with its all-new 12th generation of the popular sedan, even adding a sporty hatchback to the lineup. With this current Corolla, Toyota has injecting some frills and thrills to the car in an attempt to bring new buyers to the Corolla while maintaining those that continue to want a simple car.

To the causal observer, the Corolla looks handsome and sharp and from some angles like a smaller version of the current Camry, which is also a good looking car. Underneath that sheetmetal, the Corolla rides on a sophisticated platform that is very strong and implements a multilink rear suspension. For the occupants, all this translates into a smoother ride and a better handling car.

Assuring that there is a Corolla for everyone, Toyota offers it in seven different trim levels, including a new for 2021 Apex Edition. The base L, along with the LE and XLE use a 1.8-liter four-cylinder engine (139 horsepower, 126 lb-ft of torque) that is paired with a CVT automatic transmission. The sporty SE and the SE Nightshade, an SE with blacked out exterior trim as well as the luxurious XSE benefits from a 2.0-liter engine (169 hp, 151 lb-ft) and along with the CVT automatic – but paddle shifters are placed behind the steering wheel. The new Apex Edition combines the sportiness of the SE and the luxury of the XSE along with suspension upgrades, lowered right height and summer performance tires.

A six-speed manual transmission is an option on the SE – making it one of the few four-door sedans still available with a stick shift. As has been the case since the 1980’s, all Corollas continue to be front-wheel drive cars. The test car that Toyota provided for this review was a Celestite Gray XSE.

Inside the new Corolla is a fresh, straightforward design made of high quality materials. No cheap plastics here. All Corollas get a 7-inch (or 8-inch depending on trim level) touchscreen along with a USB port, Apple CarPlay, and now for 2021, Android Auto. The SE, XSE and Apex get front sports seats that I must say, are impressive. The bolsters are big enough to hold you in place, but not too big where you feel confined in your seat. Along with the content inside, Toyota has gone the extra mile by paying attention to small details which can be found by the blue stitching that goes the length of the dash. A little thing, but that combined with everything else inside makes the Corolla feel very nice inside.

The driving experience of the Corolla is easily more enjoyable than Corollas of past with a much better steering system that actually makes driving it a pleasure, as opposed to a task that must be done. Power is sill in short supply, but a Sport mode gives it a little extra kick as well as a cool change in speedometer color and design. The paddle shifters add a level of enjoyment to the driving experience. Remember, this is a CVT transmission, so there are no actual gears to change, but using the paddle shifters makes it emulate an 8-speed transmission, and the shifts “feel” instantaneous as you slap the paddle. It’s fun to do a few times, but the engine simply lacks the punch to make things exciting.

As it is, the 2021 Corolla doesn’t stray far from what we know a Corolla to be. It’s still a fairly inexpensive, practical, and economical car. But now Toyota has added a layer to it which happens to include some attractive styling as well as some enjoyment behind the wheel. You can still think of the Toyota Corolla as vanilla ice cream – but it now has some chocolate syrup and sprinkles added to it.

— Christopher A. Randazzo

By The Numbers:

2021 Toyota Corolla XSE

Base Price: $25,725.00
Price as Tested: $28,845.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter DOHC 4-cylinder
Transmission: CVT automatic
Horsepower: 169 horsepower
Torque: 151 ft/lbs
EPA Fuel Economy: 31 city / 38 highway mpg

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For years, one of my favorite cars to drive has been the Mazda3 hatchback. Fun, fast and practical makes it check all the right boxes for me. But these days, it has to be an SUV or crossover for most buyers to take notice. So for Mazda’s newest small crossover, they essential took a Mazda3 hatchback, raised it a bit, and gave it a name that falls outside the brands typical naming scheme. Meet the Mazda CX-30.

The 2020 Mazda CX-30 is slotted between the CX-3 subcompact and the CX-5 compact SUV. Looking a lot like the smaller CX-3, the CX-30 is fitted with a little more black-plastic body cladding to make its statement. Underneath it’s sheetmetal, it is essential a Mazda3. As far as the name goes, I think calling it the CX-4 would have been more appropriate, but apparently Mazda had other things in mind.

Like the Mazda3, the CX-30 comes with a 2.5 liter Skyactive four-cylinder, rated at 187 hp and 186 lb-ft of torque. This engine is mated to a six-speed automatic transmission. Front wheel drive is standard while all-wheel drive is available.

Enter the CX-30 and brace yourself for a surprisingly simple yet upscale cabin. The test vehicle is fitted in a dark brown and black leather interior – and it looks fantastic. No cheap plastics can be found, just lots of soft leather with some chrome accents.

Protruding from the leather dash is an 8.8 inch screen that is standard on all models. It’s not a touchscreen, instead you use a dial on the center console to control it, just like in other vehicles from Mazda. To the right of the dial is the volume knob, to the left the electronic parking brake.

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

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

The 2.5 liter four isn’t the most powerful (last week’s Hyundai Kona felt stronger), but it gets the job done and as Mazda always proves, you don’t need tons of power to have fun. According to the EPA, the CX-90 should get 25 mpg in the city and 32 mpg on the highway.

Pricing for the CX-30 starts right at $22,000 for the base model, with my full loaded Premium trim level carrying a price of $31,570.

With the CX-30 Mazda shows once again that they have the recipe for a vehicle that provides utility, practicality and a ton of fun at an attractive price point.

— Christopher A. Randazzo

By The Numbers:

2020 Mazda CX-30 Premium AWD

Base Price: $29,600.00
Price as Tested: $31,570.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter Skyactiv inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 185 hp
Torque: 186 lb-ft
EPA Fuel Economy: 25 city / 32 highway mpg

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