Automotive

Eight years ago, Ford pulled the Ranger from the North American market – but kept building and selling them in other parts of the world. During the absence of the Ranger here at home, the midsize pickup truck market changed dramatically. Midsize pickups have grown in size, have seen an increase in technological features, and are much more capable than ever before. Today, the Ranger is back, bigger and better than ever. Recently I had an opportunity to spend some time with one and to see how this new Ranger stacks up in a market it once dominated.

The 2019 Ranger looks nothing like the last Ranger we had back in 2012. Although this Ranger is all-new, the styling was developed by Ford Australia back in 2015. It’s available as either an extended cab (SuperCab) or the larger crew cab (SuperCrew). Smaller cabs get a 6-foot bed while the larger crew cab gets a 5-foot bed. In typical Ford fashion the Ranger is available in base XL, mid-level XLT and top-of-the-line Lariat trim levels.

Powering every new Ranger is a turbocharged 2.3-liter four-cylinder engine that makes 270 hp and 310 pound-feet of torque. It’s paired with a 10-speed automatic transmission. Two-wheel drive is standard with four-wheel drive being available as an option. On top of that there is an FX4 Off-Road Package (available on all three trim levels) that includes off-road tires, upgraded shocks and suspension, an electronically locking rear axle, front tow hooks, underbody skid plates, a terrain management system, and Trail Control – a low-speed crawl control system.

The Ranger that I was in was a decked out in Magnetic (dark gray) and was fitted with the Lariat trim level as well as the FX4 Off-Road Package.

Entering and exiting the Ranger is easily done thanks to a nearly perfect ride height. It’s not too big where you have to climb into it, yet it’s not small where you fall into it. The front seats are supportive and there is plenty of leg and headroom. The backseat also has plenty of headroom and legroom, and most adults will find the Ranger quite spacious.

The rest of the cabin is a mixed bag. All the controls are easy to find and use but all of the trim and dash is decked out in cheap plastic, making the Ranger look dull and uninspired. The 8-inch touchscreen is easy to use and uses Ford’s Sync 4 and Apple CarPlay and Android Auto connectivity. There is no shortage of USB and 12-volt outlets. And there is even an 110V outlet.

Take the Ranger for a spin and you’ll see that Ford got the powertrain right. The Ranger’s four feels plenty powerful, with the 10-speed swapping through ratios quickly and smoothly. Ford states the Ranger can hit 60 mph in under 7 seconds – and that feels about right. Steering, handling and braking all feel more than adequate in the Ranger. The ride does feel a little busy and choppy, but hey this is a truck, right?

When it comes to technology, the Ranger doesn’t fall short. The XLT, what Ford claims will be its volume-seller, and the Lariat come with the latest driver-assistance features including lane-departure warning and assist, blind-spot monitors with trailer coverage, and automated emergency braking. Adaptive cruise control is optional on these two trim levels.

Pricing for the new Ranger starts at $24,300, with my fully loaded Lariat FX4 topping out at just under $46,000.

Since Ford left the midsize market, Toyota and GM filled the void left by the Ranger. Toyota with it’s Tacoma has been the sales leader with the Colorado/Canyon GM twins right on the Tacoma’s heels. Will Ford change that? There is a good possibility, thanks to plenty of loyal Ford owners. With the F-150 continuing to be the sales-leader in trucks, the Ranger could be the one some turn to if they feel the F-150 is too big.

Sales numbers aside, it’s just nice to have the Ranger back.
— Christopher A. Randazzo

By The Numbers:

2019 Ford Ranger Supercrew 4×4 Lariat

Base Price: $38,395.00
Price as Tested: $45,725.00
Layout: front-engine / four-wheel drive
Engine: 2.3 liter turbocharged four-cylinder EcoBoost
Transmission: 10 – speed automatic
Horsepower: 270 hp
Torque: 310 lb-ft
EPA Fuel Economy: 20 city / 24 highway mpg

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By Christopher A. Randazzo

Just like a supercar is basically an ordinary car taken to extreme level, the same can be said about the subject of this review – the 2019 Ford F-150 Raptor. With the Raptor, Ford takes a normal pickup truck, one that just happens to be the best selling vehicle around, and brings it to a level unheard of in the truck world. Or even still, you can think of the Raptor as an off-road supercar as it possesses horsepower and torque figures that exotic cars not to long ago could only dream of. However you look at it, one thing is for certain – the Raptor is extreme.

Some may say that the second generation version of the Raptor is toned down a bit from the original. Gone are the fake mud stains and splashy graphics. Heck, to the causal observer, the Raptor might just blend in. But wait – there is still that giant Ford grille, beefy BFGoodrich tires and those trophy-truck-like box-flared fenders that give the Raptor a stance that makes it look like a Peterbilt when parked next to anything else.

Following in the path of mortal F-150s, the Raptor makes use of high-strength, military grade aluminum, rather than steel, making it lighter than it looks (and nearly 500 pounds lighter than the first generation Raptor). What also maybe surprising to some is a lack of a V8 under the hood of this beast. At one point a huge 6.2 liter V8 did occupy the engine bay, but to Ford, a V8 is so passe, so it opted for something more powerful – Ford’s second generation 3.5 liter twin turbo EcoBoost V6 engine. Making an impressive 450 horsepower and 510 lb-feet of torque, it outperforms the 411 horsepower V8 in every way. Those 450 ponies are sent to all four wheels by way of a 10-speed automatic transmission.

And on the topic of four wheels, the Raptor is equipped with a sophisticated Terrain Management System. This allows the driver to dial-in from six preset modes to optimize driving dynamics to the conditions present. The system can change how the gas pedal responds, when the transmission changes gears, steering resistance and even which drive wheels are active when the differential locks both rear wheels together. The different settings are Normal, Sport, Weather, Mud and Sand, Baja, and Rock Crawl.

Off-roaders will appreciate the impressive list of hardware built into the Raptor. There is a Torque-on-Demand transfer case, FOX Racing Shox, Torsen front differential, skid plates and a suspension that allows for 13 inches of front and 13.9 inches of rear wheel travel.

While the Raptor is easily capable of traveling at triple digits through the desert, what’s equally amazing about this truck is how well it performs on pavement. The Raptor’s on-road behavior is simply amazing. Sure the huge All-Terrain tires hinder the truck’s pavement adhesion limits, but up to that point, it’s startling. In fact, its performance reminds me of my favorite F-150 the 1999 – 2004 Lightning. With the Terrain Management System set to Sport mode, mashing down the gas pedal allows the motor to roar – and it does with the two turbos whistling up to 18psi of boost. It feels crazy to be going this fast in a truck that’s this big.

During my time with this Raptor, I was able to meet up with an old friend in Houston who has a first generation 2011 Raptor. Equipped with the 411 horsepower V8, along with larger tires and enough auxiliary lights to brighten a city block, his Raptor was put to use during Hurricane Harvey to help reach stranded people and pull out disabled vehicles. While there was no shortage of love he had for his Raptor, he was a little reluctant about the new one. But that changed once he drove it. He experienced the extra power and he liked how the truck felt sportier and lighter than his first generation version. Still, after owning his for 8 years and putting over 140 thousand trouble-free miles on it, he doesn’t see it being replaced any time soon.

For sure the Raptor is in a class all by itself. I mean, what other vehicle encourages you to go over 100 mph where there are no roads? And then you factor in Ford’s $55,840 starting price and it’s easy to see that no other auto maker offers as many thrills or fulfills their mission as perfectly as the Raptor. Whether you drive this truck off-road or on pavement, it’s an exhilarating automotive experience.

By The Numbers:

2019 Ford F-150 Raptor 4×4 SuperCrew

Base Price: $55,840.00
Price as Tested: $74,955.00
Layout: front-engine / four-wheel drive
Engine: 3.5 liter twinturbo EcoBoost V6
Transmission: 10 – speed automatic
Horsepower: 450 hp
Torque: 510 lb-ft
EPA Fuel Economy: 15 city / 18 highway mpg

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It’s no secret that the Ford F-150 is the best-selling vehicle around. It has been for the past 42 years, and frankly, I don’t see that changing anytime soon. I recently had an opportunity to use an F-150 for a few days so I could try to understand why this pickup-truck is so loved.

Depending on your needs and wants, there is bound to be an F-150 suited for you. With three cab sizes (Regular, SuperCab and SuperCrew), three bed sizes (5.5 feet, 6.5 feet and 8 ft) and seven different trim levels; the 2019 F-150 is available in more than 40 different configurations. Trim levels include the base XL, XLT, Lariat, King Ranch, Platinum, the luxurious Limited and the off-road hot-rod, Raptor.

One reason why people like these full-size trucks is for the amount of room they offer. As the SuperCrew, the back seat is almost limo-like, with tons of leg room. You’re going to be hard-pressed to find a sedan with as much back seat room as the F-150. And if no one is sitting back there, that room doesn’t have to go to waste – the rears seats lift up to allow extra storage.

Being that the F-150 that I had was the mid-level Lariat model, it didn’t have some of the high-end luxury features that others have, yet it was still quite nice. The leather-trimmed seats are both heated and cooled (in the front) and the steering wheel was also heated – just in time for the cold weather. Housed inside an 8-inch touchscreen is Ford’s latest infotainment system, Sync 3, was easy to use and flawless. It supports Apple CarPlay and Android Auto and there is even a 4F LTE WiFi hotspot that can support up to 10 devices. Scattered throughout the cabin are USB ports as well as a 12-volt outlet.

Along with the comfortable and roomy interior, another draw of the F-150 is its wide array of powertrain options. The base engine is a 3.3-liter V6 engine that makes 290 horsepower and 265 pound-feet of torque. From there the choices are: a turbocharged 2.7-liter V6 (325 hp, 400 lb-ft), followed by a 5.0-liter V8 (395 hp, 400 lb-ft), then a turbocharged 3.5-liter V6 available in two power levels: 375 hp and 470 lb-ft or 450 hp and 510 lb-ft. Finally, there’s a new 3.0-liter turbodiesel-powered V6 (250 hp, 440 lb-ft). All but the base 3.3-liter engine pair with a 10-speed automatic transmission. And, of course, all F-150’s are available in two-wheel drive or four-wheel drive.

For 2019, aside from the turbodiesel V6 being offered, Ford has made the forward collision warning with emergency braking a standard feature on all F-150s.

Along with the Lariat trim level, the tester arrived as a SuperCrew with the popular FX4 Off Road package and the Lariat Sport Appearance package and was powered by the 3.5 turbocharged V6 rated at 375 hp. The high-output V6 (450 hp) is only used in the Limited and the Raptor. The truck also came with a $65,180 price tag.

While the price may seem high, I must say, there is a lot of truck here. The Velocity Blue exterior paint color, with matching color on the grille was quite a head turner, and that’s saying a lot especially when F-150s appear to be everywhere.

In my time spent with the F-150, I easily sensed why they are so popular. Not only is it easy to drive (despite its large footprint), but there is a ton of power that can be used for zooming around town or for towing that boat you dream of getting. And on the way home from the office, if you need to stop by Home Depot to pick up some bags of mulch, well, there is no better vehicle to do it in than an F-150. Heck, there is even a step and a handle on the tailgate that will make loading and unloading a breeze.

On the flip side, there are plenty of amenities and luxuries to use the F-150 for an evening on the town or taking the family on a long road trip.

The F-150 not only represents today’s modern truck, but also the modern all-purpose vehicle. It’s capable, rugged, luxurious and commuter friendly. Which is probably why it’s America’s best-selling truck. I think I get it.

— Christopher A. Randazzo

By The Numbers:

2019 Ford F-150 Lariat SuperCrew

Base Price: $47,900.00
Price as Tested: $65,180.00
Layout: front-engine / rear-wheel drive
Engine: 3.5 liter Twin Turbo V6 EcoBoost
Transmission: 10 – speed automatic
Horsepower: 375 hp
Torque: 470 lb-ft
EPA Fuel Economy: 17 city / 23 highway mpg

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

Every time I step into the Mazda CX-5, I’m reminded why I always proclaim it as being the best compact crossover SUV available. Small and agile, but practical and fun, it seems to check all the right boxes for anyone that enjoys spirited driving but has to keep those responsibilities in check. The current CX-5 has been out since 2017, and on the surface, there doesn’t seem like much has changed for 2019. But dig down, as there are some big changes to be discovered.

Coming in above the pint-size CX-3 yet below the larger CX-9, the CX-5 continues to be a little sport-utility-vehicle with most of its emphasis on sport and less on utility. Mazda even claims that the targeted audience for the CX-5 are young families who would rather have a sports sedan over an SUV but realize that they need some form of utility. Well if that’s the case, the CX-5 is just what they are after.

For 2019, Mazda has added two new trim levels, the Grand Touring Reserve and the Signature. Both come in above the three trim levels that carry on from before (Sport, Touring, Grand Touring).

Up until this year, the sole engine available in the CX-5 has been the 2.5-liter Skyactive four-cylinder, rated at 187 hp and 186 lb-ft of torque. This engine continues to power the Sport, Touring and Grand Touring trim models, but go with the newer Grand Touring Reserve or the Signature and Mazda will treat the CX-5 to a more powerful version of the same engine – a turbocharged 2.5-liter Skyactive that makes 250 hp and 310 lb-ft of torque. If this powerplant sounds familiar, that’s because it’s the same one used in the larger CX-9. A six-speed automatic is the sole transmission available for the CX-5, regardless of engine. EPA rates the turbo CX-5 at 22 mpg in the city and 27 mpg on the highway. The base engine is rated at 24 mpg city and 30 mpg highway.

The Sport may be the base model, but it’s nicely decked out with 17-inch wheels, push-button ignition, 7-inch touchscreen display as well as blind-spot monitoring. Moving up to the Touring adds in keyless entry, power driver’s seat, heated front seats, dual zone climate control, and rear vents. The Grand Touring makes the scene with the addition of 19-inch wheels, LED foglights, leather interior and a power passenger seat. Options on the Grand Touring include a heads-up display, navigation system and heated rear seats

Going with one of the new trim levels not only gets you the more powerful engine, but in the case of the Grand Touring Reserve it adds in all-wheel drive. The top-of-the-line Signature, which is how the test vehicle arrived adds all the above as well as ambient cabin lighting, Nappa leather interior, wood trim accents, a surround-view camera, and front and rear parking sensors. It also has all the options offered on the Grand Touring.

I always felt the 187 hp Skyactive four-cylinder was adequate for the CX-5. But who doesn’t want more power? Now with 250 hp, and more importantly, 310 lb-ft of torque, this little SUV really scoots. It can hit 60 mph in just a tick over 6 seconds – which, when compared to the base engine equipped CX-5, is about 2 seconds quicker.

Even as I welcomed the extra power, the highlight of the CX-5 continues to be in the handling department. Most crossover SUV makers don’t focus much on handling, but Mazda does, and it shows. Equipping the CX-5 with G-Vectoring Control Technology, this system enhances steering response through subtle engine-torque manipulation. Basically, as you steer into a corner, the system automatically reduces torque ever so slightly to induce a small load transfer to the front axle, thus eliminating any compliance in the suspension and allowing very precise driver inputs. Sounds complicated? It is – but it works – the CX-5 stays flat in corners yet still delivers a smooth, convenient ride. Find a long winding road, get up to speed and you’ll discover that the CX-5 is downright fun and confidence-inspiring to drive.

Inside, the cabin of the CX-5 continues to impress. Controls and displays are all easy to see and have a solid feel to them. Nothing cheap in here, in fact it’s quite elegant. Regardless of trim level, the CX-5 has a look and feel that belongs in a more expensive product.

When it comes to utility, the CX-5 fairs well, but doesn’t shine. Behind the rear seats, there is room for 30.9 cubic feet of cargo, which is a little on the small side. The rear seats, which is a 40/20/40 split, fold nearly flat if more room is needed.

Pricing for the CX-5 continues to remain an attractive point. With a base price starting just at $24,350, my fully loaded all-wheel drive Signature model carried with it a $38,360 price tag. While not chump change, you do get a lot with the CX-5, like its good looks, great handling abilities and its decent fuel economy. Throw in the smiles per miles you’ll get as you drive it, and you’ll quickly see why the CX-5 is the zoom-zoom of compact SUVs.
— Christopher A. Randazzo

By The Numbers:

2019 Mazda CX-5 Signature AWD

Base Price: $30,890.00
Price as Tested: $38,360.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter Skyactiv turbocharged inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 250 hp
Torque: 310 lb-ft
EPA Fuel Economy: 22 city / 27 highway mpg

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

Lexus is known for its luxurious cars and SUVs that it builds. So a car like the LC 500 should really come as no surprise. But the LC is so extreme from a brand that has been mostly conservative in the vehicles it produces; it’s considered by many as a halo car for the luxury automaker.

Starting from the LF-LC concept car back in 2012, it took six years for it to reach production as the LC 500 in 2018. Look back at the original concept car and you’ll see the LC retains nearly every styling cue and aspect from them LF-LC – something that rarely happens.

Built on the platform as the LS 500 sedan, the LC 500 is a luxury sport coupe that shares many components from the brands flagship vehicle. But one thing it doesn’t share from the LS is its powertrain. Instead, the LC turns to its high-performance siblings, the RC F and the GS F and utilizes the same 5.0 liter V8 that produces 472 horsepower and 398 pound-feet of torque, all of which is routed through a 10-speed automatic transmission connected to the rear wheels.

Just glance at the LC 500 and you know you’re looking at something special. It’s a very contemporary design with sleek bodywork that includes flush door handles and a floating roofline. Up front is probably the largest iteration of the familiar Lexus spindle grille, while in the rear, the taillights seem to disappear into the trim when they are not on. From just about every angle it’s a gorgeous car – and one that easily gets noticed, just like a supermodel on the red carpet.

Inside, the glamour continues. Door panels are draped in Alcantara and have unique door handles that seem to come out of nowhere. There is ultra soft leather everywhere and all the switches and dials are done in metal – no cheap plastics to be found anywhere. This doesn’t look or feel like a car interior, but more like an art exhibit.

Approach and unlock the LC and the door handles pop out for you to grab. Even before sitting in the extremely comfortable seats, there is no denying this is something special. Fire up the V8 and hear the calm, but slight snarl of the 8 cylinders exploding in front of you. Accelerating through the 10 gears, it’s easy to appreciate the engine. It revs effortlessly and the louder it gets, the more wonderful it sounds. There are no turbos or superchargers to disrupt the flow, just pure naturally aspirated power. It’s almost old-school technology, but in a modern way. Five driving modes let you dial in exactly how you want your journey to be – from Eco to Comfort to S Sport +, the LC 500 will meet all your driving moods.

As impressive as the LC 500 is, it isn’t without its faults. First, controlling the infotainment system with the touchpad by dragging your finger around – is literally a drag. In other Lexus vehicles, using the touchpad could be minimized, as many controls also had a physical button on the dash. With the LC500, nearly everything must be controlled using the touchpad. Second, in my time with the car, I only found one cupholder – and it wasn’t very good.

Obviously, a luxury experience like the LC 500 doesn’t come cheap. But compared to the competition, some would say the LC 500 is a bargain. Staring price is $92,950. The Performance Package ($5,960) includes Alcantera sport seats, carbon fiber roof, active rear steering and a speed activated rear spoiler. Other major options available include the Mark Levinson Sound system ($1,220) as well as 21″ Alloy Wheels ($2,650). The test car was equipped with all these plus a few other options, bringing its MSRP to $106,954.

The LC 500 is a marriage of amazing performance, a luxurious cabin and stunning styling. Whether you’re driving it, riding in it, or just looking at it – it’s one of those rare cars that brings a smile to just about any face. It’s that good.
— Christopher A. Randazzo

By The Numbers:

2020 Lexus LC 500

Base Price: $92,500.00
Price as Tested: $106,954.00
Layout: front-engine / rear-wheel drive
Engine: 5.0 liter V8
Transmission: 10-speed automatic
Horsepower: 472 hp
Torque: 398 ft/lb
EPA Fuel Economy: 16 city / 25 highway mpg

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

By Christopher A. Randazzo

Lexus is known for the wide variety of luxury sedans and SUVs it offers. But this Lexus is vastly different from what we have come to expect from the Japanese auto maker. This is the Lexus RC F.

The Lexus RC, which mean ‘Radical Coupe’, is really a two-door derived from two different Lexus sedans, the IS and the GS. The three different engines available for the RC make up its name. The RC 300 uses a 2.0 liter turbocharged four-cylinder, the RC 350 uses a 3.5 V6, and the RC F – uses a potent V8 – more on that in a moment.

Just as BMW has its M division and Mercedes-Benz has AMG, Lexus has its F division which signifies vehicles produced by the Lexus Vehicle Performance Development department. In F form the RC coupe transforms from being a street-friendly automobile into a near track-ready race car. In fact a Track Edition is now being offered for the 2020 model year.

The RC F that I recently spent time with wasn’t the Track Edition, but it still looked ready to tackle the race way with it’s Flare Yellow paint scheme, black carbon fiber roof, 19″ hand-polished BBS wheels, orange Brembo brakes and a carbon-fiber aero-dynamic kit that included a front spoiler, rocker-panel splitters, diffuser and speed-activated rear spoiler. If all this sounds expensive, it is. MSRP for the test car was $89,305.

Since the LC F first came out back in 2015, it has been powered by a 5.0 liter, normally aspirated V8 engine mated to an eight-speed automatic transmission, as it sends the power to the rear wheels. Originally rated at 467 hp and 389 lb-ft of torque, power has increased slightly for 2020, where the V8 now makes 472 hp and 395 lb-ft of torque. Lexus has also shedded 55 pounds from the RC F, making the car now weigh in at a still heavy 3,902 pounds.

The styling of the RC 300 / 350 is already aggressive. But as the RC F, it’s taken to an extreme. There is a domed hood, deeper grille, flared fenders, cooling ducts and unique fascias. All the go-fast goodies are there to serve a purpose – as they are all functional.

Matching the exterior, the interior of the RC is equally impressive. The seats look awesome and are insanely comfortable. There is a back seat set up for two, but I feel for those who have to use them. In typical Lexus fashion, the cabin features impeccable craftsmanship with a contemporary and attractive design. Every surface, button and knob is finished with high-quality materials making the car feel worthy of its high price tag. Up for debate continues to be the touch-pad controller. The pad is a square grid that you move your finger around on, pushing it to select a function. It works fine at a standstill, but on the move it can be tricky.

As expected, driving the RC F is quite an experience. Action from the steering wheel mounted paddle shifters is very quick and responsive, despite the RC F using a conventional automatic transmission rather than a dual clutch system. Below 3000 RPMs the power doesn’t feel like anything special. But go beyond that, and things start happening – quickly. Occupants will feel a push in their chests and pulse rates will soar. At 50 mph, the rear spoiler deploys and after just 4.3 seconds, you’ll be traveling 60 mph. When it’s time to slow things down a bit, the huge Brembo brakes will gladly oblige. As the car slows to 25 mph, the rear spoiler innocently retracts to its hiding place.

The suspension is tightly sprung, making the RC F handle well and stick to the road like glue. But there is a price to pay – the RC F’s ride is firm and can be jarring, a reminder that this Lexus is more sport than luxury – something that we don’t typically expect from Lexus.

Overall, the RC F isn’t quite as hardcore as the German competition. It performs well, but others perform better. But the RC F is a very well rounded machine. Want to go fast? It can do that. Want to just cruise, no problem there. And when you get tired of hearing the wonderful sounds emitting from the quad stacked tailpipes, then you can listen to music from the amazing 17-speaker 835 watt Mark Levinson Audio system. A good way to look at the RC-F is like an American pony car – Japanese style. Luxurious, fast and expensive.

By The Numbers:

2020 Lexus RC-F

Base Price: $64,780.00
Price as Tested: $89,305.00
Layout: front-engine / rear-wheel drive
Engine: 5.0 liter V8
Transmission: 8-speed automatic
Horsepower: 472 hp
Torque: 395 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]

By Christopher A. Randazzo

As the compact luxury SUV market gains in popularity, so too has the Lexus NX. First out in 2015 as the NX200t (and later changed to the NX300 in 2018) and its hybrid version, the NX300h, Lexus is proving you can get luxury and style on a budget.

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, the NX is easily identified by the brand’s signature huge spindle 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. It’s cozy and comfortable and as you would expect in a Lexus, 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 – five if you must. 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 aren’t a lot of thrills behind the wheel of the NX. Remember – the task at hand in the 300h is to sip fuel. 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.

For 2020, the NX, both the NX300h and the NX300 benefit from a new Lexus Safety System+ 2.0. Also, the Mark Levinson premium sound system is now offered – and sounds amazing.

The NX300 starts at just $36,720, while the NX300h starts at $39,070, which is in the low end of the luxury SUV market and is not too far off from what the average new car costs. 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.

By The Numbers:

2020 Lexus NX300h

Base Price: $ 39,070.00
Price as Tested: $ 50,822.00
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]

By Christopher A. Randazzo

Longer, lower, wider, quieter – and with more power and better fuel economy. Toss in more luxurious and better looking and that pretty much sums up the all-new seventh-generation 2019 Lexus ES sedan.

I have to admit, this new ES is one of the best looking in the car’s history – which happens to coincide with the launching of the brand back in 1989. I thought the ES of the ’90’s model were very attractive, but after the 2001 model, things got a little too bubbly and rounded for my taste. Now they are taking on a sleek look, making it the most aggressive looking ES ever.

The ES continues to come in two variations – the regular ES350 and the hybrid version, the ES300h. Both share the same appearance, unless if you opt for the F Sport package on the ES350 (this being the first time ever offered on the ES) which adds a black mesh grill and trucklid spoiler.

As before, going with the ES350 gets you a 3.5-liter V6 engine under the hood, but there is a nice bump in horsepower from lasts years 268 hp to 302 hp this year. Torque is rated at 267 lb-ft. A new eight-speed automatic transmission replaces the previous six-speed unit. These changes help make the ES350 be a little quicker than before. The F Sport package adds in 19-inch wheels, and exclusive to the F Sport is an adaptive variable suspension which includes extra drive modes that Lexus refers to as Sport, Sport+, and Custom.

The ES350 that Lexus had me in recently did include the F Sport package, as well as an adaptive vehicle suspension and navigation package, bringing the total MSRP just shy of $53,000. Starting price for the all-new ES350 is $39,750.

Driving the new ES350 in regular mode feels much like the previous generation, but with a little more power. But switch to the Sport+ mode and you’ll feel the steering wheel tighten up, the ride getting firmer and the exhaust note get a little more aggressive. The adaptive dampers in the suspension take over allowing for quicker (and more level) handling around corners along with an overall athletic feel – something I have never experienced before in previous ESs. While there are no horsepower gains with the F Sport package, the package transforms the ES from a mere luxury sedan to sports sedan.

Along with the performance, another big surprise that I found in the new ES was it’s interior. In the past, the ES has always been the “entry-level” luxury car in the Lexus brand. Well there is no entry-level in this interior. Open the ES and the door panels and center console are all wrapped in indulgent and cushiony leather that look so soft you just have to touch it to believe it. And if it’s not covered in leather, it’s probably set in wood (or both like the steering wheel). A huge 12.3-inch screen dominates the top of the dash, with the signature Lexus analog clock to its left. Like in the past, a touchpad-controller is used to navigate through the infotainment system – an either you love-it or hate-it system. There is even a heads-up display (HUD) so you can monitor your speed without your eyes ever leaving the road. And being that the new ES sits on a new platform, it’s longer and wider than its predecessor, which translates into more interior room, meaning there’s not a bad seat in the house.

The ES sure has come a long way from its start back in 1989. Back then it was a rebadged Camry that was even available with a manual transmission. Over the years, it has grown, matured and gained a strong fan base. Today, the all-new 2019 Lexus ES350 is better than ever – showing that it can be luxurious and sporty – without compromise.

By The Numbers:

2019 Lexus ES350 F Sport

Base Price: $ 44,035.00
Price as Tested: $ 52,904.00
Layout: front-engine / front-wheel drive
Engine: 3.5 liter V6
Transmission: 8-speed automatic
Horsepower (total): 302 hp
Torque: 267 lb-ft
EPA Fuel Economy: 22 city / 31 highway mpg

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

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 line by adding a sporty hatchback. For 2020 though, Toyota has redesigned the Corolla sedan – by 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.

The all-new Corolla is basically the same size as the outgoing model, but rides on an all-new platform that Toyota claims increases rigidity. The new platform also implements a more sophisticated multilink rear suspension – doing away with its old torsion-beam arrangement. To the causal observer, the new Corolla looks handsome and sharp and from some angles like a smaller version of the current Camry, which is also a good-looking car.

The Corolla is available in five different trim levels: L, LE, SE, XLE and XSE. 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 top-of-the-line XSE get a 2.0-liter engine (169 hp, 151 lb-ft) along with the CVT automatic – but paddle shifters are placed behind the steering wheel. A six-speed manual transmission is an option on the SE. As has been the case since the 1980’s, all Corollas continue to be front-wheel drive cars. The test car that Toyota had me in recently was a dark blue (Toyota calls it BluePrint) XSE.

Inside the new Corolla, it’s easy to see the improvements. Gone is the cheap plastic interior and in its place are better materials and a fresh, straightforward design. All Corollas get a 7-inch (or 8-inch depending on trim level) touchscreen along with a USB port and Apple CarPlay (sorry no Android Auto support). The SE and XSE 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 new Corolla feel very nice inside.

The driving experience of the new 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 still 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.

Joining the Corolla sedan in the lineup is a Corolla Hybrid as well as a sporty Corolla Hatchback, giving loyal Corolla buyers plenty to choose from.

As it is, the new 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:

2020 Toyota Corolla XSE

Base Price: $25,450.00
Price as Tested: $26,794.00
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

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

By Christopher A. Randazzo

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 the subject of this week’s review – 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 vibe.

Like all Miata’s, the RF uses a 2.0 liter four-cylinder engine that sends power to the rear wheels. Big news for the 2019 model year is that all Miata’s get a boost in engine output from 155 to 181 horsepower. That’s a nice amount of power in a car that that tips the scale just under 2500 pounds. 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.

The increase in horsepower makes the Miata RF hit 60 mph in about 6 seconds when equipped with the manual transmission. You can expect the automatic version to be about a half-second slower.

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 arm space on the center console. I tossed them 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.

While I think it’s sacrilegious to own a car like a Miata with an automatic transmission, I had no say in how the test car was equipped, and sure enough, it came with the 6-speed slushbox. After driving it for a week and traveling more than 300 miles in it, I have to say, my attitude towards an automatic-equipped Miata has changed.

Don’t get me wrong, I still prefer three-pedals and a stick to navigate through the gear box but going with an automatic Miata doesn’t necessarily turn the car into mere transportation. Mazda’s automatic isn’t bad at all. Unlike most automatics that try to get to the highest gear as quickly as possible, in the Miata, it holds the gears a little longer, which makes things a little more exciting, especially through corners. Flip the center console mounted switch to Sport and the longer shifts are amplified. Shift paddles are provided, and their response time was quick. But I’m still convinced paddle shifters are best used with dual-clutch transmission which the Miata would greatly benefit from.

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 and raise back while the rear glass and two roof panels fold up into a little compartment behind the seats. The sail panels then return into place and you’re left with a roofless Miata. It’s quite an event to witness.

While the RF is all about smiles per mile, it does give up some things. First, there are some serious blind spots 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 a lot of turbulence in the cabin. Minor items considering the fun the RF delivers.

In the end, at the top of my Miata wish-list would be a soft top that requires me to do my own shifting. But the RF provides a different look to the Miata as well as coupe-like conveniences. And going with the automatic transmission surely doesn’t mean you’re leaving the fun behind. No matter how you pick it, you can’t go wrong with any 2019 Miata.

By The Numbers:

2019 Mazda MX-5 Miata RF Grand Touring

Base Price: $34,410.00
Price as Tested: $37,900.00
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 / 35 mpg highway

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

By Christopher A. Randazzo

The Honda Passport is back. Trivia buffs may remember the first Honda Passport being nothing more than a rebadged Isuzu Rodeo SUV. That was back in the 1990’s when Honda didn’t have an SUV of their own. Now they have four SUV’s in their lineup, the latest addition being the all-new Passport.

The 2019 Honda Passport is a slightly shorter version of the three-row Honda Pilot. Slotted above the CR-V and below the Pilot, the Passport lacks a third row. It competes against other two row SUVs like the new Chevrolet Blazer, Ford Edge, Hyundai Santa Fe and Nissan Murano.

When it comes to appearance, the Passport can easily be mistaken for a Pilot. But look closely and you’ll notice not only is the Passport slightly shorter than the Pilot, it’s also taller – and has better ground clearance. Honda has made the Passport a little more off-road capable with the higher stance, shorter approach and departure angles and more use of plastic on the body for taking on the outdoors.

Under the hood, the Passport uses the same 3.5-liter V6 that is found in the Pilot. Making 280 horses and 262 lb-ft of torque, the Passport feels much livelier than the Pilot, most likely due to the Passport being a slightly lighter. The Passport is front-wheel driven, but Honda’s all-wheel-drive system, dubbed i-VTM4 (Intelligent Variable Torque Management), is optional, and features drive settings for Normal, Sand, Snow, and Mud. A nine-speed automatic is the sole transmission. The Passport has a towing capacity of 5,000 pounds – which is 1,500 more than the larger Pilot is rated at.

The Passport is offered in four trim levels: Sport, EX-L, Touring and Elite. The test vehicle that I was recently in was a top-of-the line Elite with a gray interior.

All Passports benefit from a modern, refined cabin. Entering and exiting the Passport is easy, and once in, all the passengers benefit from an abundance of room, bins and of course cupholders. Due to the lack of a third-row seat, more interior space is dedicated for its second-row passengers. And on Elite models, those backseat passengers will appreciate the pull-down window sunshades. Except for the base Sport model, every Passport uses an 8-inch touchscreen interface to control most features and controls. While it’s still not as easy and intuitive to use as some others, it’s an improvement from other Hondas.

On the road, the Passport delivers excellent road manners. The nine-speed transmission, criticized in the past for not being the smoothest at shifting, has been improved upon and now delivers seamless shifts. The driving experience is very tight and solid with power from the V6 being quite impressive (0-60 mph in 6 seconds). The gauge cluster is a mix of analog gauges for the engine temperature and fuel gauge and digital for the speedometer and tachometer. A bar at the top of the cluster indicates how environmentally friendly you are driving. Go easy on the gas pedal and the bar lights up in a happy green. Smash the pedal down, and well, the bar simply goes away.

The 2019 Honda Passport starts at $31,990 for the front-wheel drive Sport model while the Elite, which comes standard with all-wheel drive starts at $43,680.

For Honda lovers that think the CR-V is just a little too small yet the Pilot is a bit too big, the Passport is their ticket. It’s easy to think of the Passport as a quicker, smaller and more enjoyable Pilot. However you look at it, it’s good to have the Passport back.

By The Numbers:

2019 Honda Passport AWD Elite

Base Price: $43,680.00
Price as Tested: $44,725.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter VTEC V6
Transmission: 9-speed automatic
Horsepower: 280 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 city / 24 highway mpg

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

By Rick Minter / Andrews McMeel Syndication

When NASCAR’s playoffs start, the sport’s top teams tend to rise to the occasion, and Sunday’s playoff opener at Las Vegas Motor Speedway continued the trend, as Martin Truex Jr. took the win in the South Point 400 at Las Vegas Motor Speedway and playoff drivers filled the top 10.

The bottom 10 also included a couple of playoff drivers, as Kurt Busch crashed and finished 39th, while Erik Jones was 36th after spending 15 laps in the garage to repair the transmission of his No. 20 Toyota.

Truex’s win was his fifth of the season, which tops all other drivers, and it was the third time in the past four years that he’s won the playoff opener.

Kevin Harvick took the runner-up spot over Brad Keselowski, Chase Elliott and Ryan Blaney.
Truex said the win, the 24th of his career, came at an opportune time.

“It’s huge … for a lot of reasons,” he said. “When we can get things to roll our way, not make any mistakes, this is what we can do. Great time with the playoffs starting to be able to do it.”

Kyle Busch had an uncharacteristically bad race. He entered the playoff opener as the points leader and fell two laps down at one point, after brushing the wall early in the race, but he took the wave-around on two occasions to get back on the lead lap and wound up 19th after another incident late in the race.

He blamed inexperienced drivers at the back of the pack.
“We’ve got guys that have never won Late Model races running out here,” he said of drivers Joey Gase and Garrett Smithley. “It’s pathetic.”

The two took issue with Busch on Twitter, saying if they had better equipment, they’d finish better.
Several playoff drivers, and others too, had to deal with tires cut due to contact with other drivers, especially on restarts.
Truex said he wasn’t surprised at the aggression on Sunday.

“I feel like, as you go through the race, every restart gets a little more crazy because everybody’s cars are getting a little more better dialed in, everybody is getting more confidence,” he said. “Usually the track, especially at a place like [Las Vegas] where it’s cooling down, the track is getting faster, you can be more aggressive.”

PHOTO CAPTION: Martin Truex Jr. (right) and his crew chief Cole Pearn are all smiles after coming from back in the pack to win the Cup circuit’s playoff opener at Las Vegas Motor Speedway Sunday night. Chris Graythen/Getty Images for NASCAR

By Rick Minter/ Andrews McMeel Syndication

Sunday’s Big Machine Vodka 400 at the Brickyard delivered a string of storylines, from Kevin Harvick’s victorious run to Jimmie Johnson’s crash that ended his career-long playoff streak to two drivers earning playoff berths to Bubba Wallace’s impressive third-place finish to a number of violent crashes that took out several top drivers.
Harvick’s dominating win in the Cup circuit’s regular-season finale, in which he led 118 of 160 laps, including the final 30, was the 48th of his career, his third of the season and his second at the Brickyard.

His three wins this year have all come in the past seven races, and that recent surge has established him as one of the drivers who are likely to take the championship battle to the four Joe Gibbs Racing drivers — Kyle Busch, Denny Hamlin, Martin Truex Jr. and Erik Jones — who combined to win half the regular season races.
But in his post-race interviews, Harvick wouldn’t go so far as to say he has gained an advantage on the Gibbs drivers.
“I think we’ve definitely made some strides in getting … closer to where we want to be,” he said. “I think we still have some things that we have to work on at certain styles of racetracks.

“But this [playoff format] is survive and advance, and you don’t necessarily have to have the fastest car. We had the fastest car [at Indy], maybe not the best handling car, but we survived, and really, a day like [Sunday] is a lot like how you’re going to have to approach every race in the playoffs.”
He said his Stewart-Haas team is still developing its cars to maximize their performance under the new lower horsepower/higher downforce handling package that is being used this year.
“I still feel like we’re learning a lot about this particular rules package at certain types of racetracks,” he said. “We’ve been changing things and working on things, and there’s a lot of little things that you put together to start the playoffs that you put through the manufacturing side and the engine side and the 100 other things that you put together, and you just have to execute at this point.”

Harvick said that as he heads to Las Vegas Motor Speedway for the playoff opener, the technical details about the cars aren’t as important to him as the personnel factors.
“The most important thing is that … we have a lot of confidence in each other and the things that we’re doing right now, and sometimes that’s more important than fast cars,” he said.
Another driver talking about his crew was Ryan Newman, whose determined drive to an eighth-place finish allowed him to take the No. 6 team at Roush Fenway Racing to the playoffs for the first time since 2006.

Newman took the 16th and final berth by finishing three spots ahead of his closest challenger, Daniel Suarez, while Clint Bowyer, with a fifth-place finish, also secured a playoff spot.
Newman, in his first year in the No. 6, said he was proud of his team’s turnaround.
“It’s been a year of progress, a year of learning, a year of a lot of things,” he said. “I’m more rookie this year than I’ve ever been, but an ice-cold Coke never tasted so good after these first 26 races.”

He acknowledged that it’ll take more improvement to stay in the playoffs for multiple rounds.
“What happened [at Indy] could happen in three more races, so we’ve got to put our nose to the grindstone,” he said. “I think we have a lot of work to do. …
“We’ve showed that we can progress throughout the race, but we’ve got to start qualifying in the top 10 to be able to finish in the top five, and then we’ll prove that we’re made of more than what we’re showing.”

For Johnson, the grinding crash on Lap 104 symbolized his season to date. He’s been fast at times, but had misfortunes arise that negated his efforts.
He was philosophical in his post-race comments to the media.
“Unfortunately, we had a bad 25 races that led to the position we’re in here, and we needed a stellar day,” he said. “I think we were having a strong day. I’m really proud of my team with what’s been going on. The No. 1 car [Kurt Busch] had a little trouble on the restart. I’m on the inside going into the corner and it was just super tight. It’s unfortunate that happened.”
Johnson also said he’s not conceding the remainder of the season even though he won’t be running for the championship.

“We have that to be proud of,” he said. “Sure we wanted [the 15-year playoff streak] to continue on, but the goal is to win a race. This team is getting stronger each and every week and [crew chief] Cliff Daniels is doing an amazing job of leading this group … and we’re ready to roll. We’ll dust ourselves off and go to Vegas and try to get a trophy.”
Suarez also was looking ahead after coming up short in his bid for a playoff spot.

“We just didn’t have the straightaway speed this weekend for whatever reason,” he said. “We have to keep working on it and try to keep getting better.”
Kyle Busch, who had already clinched the regular-season championship and the 15 bonus points that come with it, heads into the playoffs as the points leader despite falling out of the Brickyard 400 with a blown engine.

“I didn’t think we had a chance to win,” he said of his prospects at Indianapolis. “We were just way too tight, we were off a little bit today. Thought we were going to have a solid third-to-fifth-place car anyways and come out of here with a solid effort and have some momentum rolling into the next week.
“Unfortunately, we blew up.”

Several drivers besides Johnson were sidelined by crashes, among them Erik Jones, Landon Cassill, Brad Keselowski and Kyle Larson.
Keselowski hit a stack of tires and said the Indianapolis track, which was the first to install SAFER barriers, needs to address vulnerable places like the one he hit.
“This track really was part of the safety revolution about 15, 20 years ago, and I think it is time for another,” he said. “I think there probably should not be weird angles like that to wreck on.”

PHOTO CAPTION: Big Machine Vodka 400 at the Brickyard winner Kevin Harvick has the straightaway to himself as he takes the checkered flag Sunday in Indianapolis. Chris Graythen/Getty Images for NASCAR