Automotive

Small is big – at least in the SUV world. For a long time, Hyundai’s Tucson was the brand’s smallest SUV, but a couple of years ago they came out with an even smaller SUV – the Kona. Now for 2020, Hyundai has out did themselves again. Meet the newest, smallest SUV in the brand’s lineup – the Hyundai Venue.

The Hyundai Venue has a lot going for it. First and foremost, it carries a very cheap price tag with the base SE model starting at $18,550 – making it one of the least expensive new cars on sale today. Read on, as that price can get even lower. The tester, with the mid-grade SEL trim along with a few packages had an MSRP of just $23,405.

The Venue’s small size gives it a cute appearance. It’s five inches shorter than the already small Kona sibling, yet it still is capable of seating five passengers.

Of those five passengers, the driver and front passenger have it best with plenty of leg and head room. Backseat passengers may wish for more legroom, as it’s in short supply due to the Venue’s short wheelbase. But really, when you have a vehicle the size of the Venue, how many times are you going to have full grown adults in the back?

The rest of the interior is nicely done with a great infotainment system atop the dash, and controls and buttons that Hyundai is famous for. Look closely and you can see where corners were cut – lack of padded areas (like on the center console and door arm rests) and the use of cheap plastics. These things don’t stand out, but they do exist.

Hyundai offers the Venue in three trim levels: SE, SEL, and Denim. The Denim model is interesting in that it a features a two-tone roof option paired to a sleek-looking denim-colored cloth and faux leather interior.

When it comes to the powertrain, all Venue’s are fitted with a 1.6 liter four-cylinder that makes a measly 121 hp. It’s teamed up with a CVT automatic transmission that sends the power to the front wheels. All-wheel drive is not an option. But what is an option, at least on the base SE model, is a six-speed manual transmission. Going that route saves $1200 on the MSRP, bringing it down to just $17,350. This is when it pays to know how to drive a stick.

On the road, the Venue doesn’t stir up much in the way of driving excitement. The deficiency in power is felt, even when in Sport mode, and worse, the engine sounds coarse and strained when it’s pressed upon. But there are still rewards to be had – the Venue is rated at 30 mpg in town and 34 mpg on the highway. In my nearly all city driving, I averaged over 32 mpg.

One thing Hyundai is consistent with is packing low-price vehicles with features, and the Venue is no exception. Every Venue comes with an 8-inch color touchscreen — the largest in the segment — both Android Auto and Apple CarPlay, and advanced safety aids such as frontal collision avoidance with pedestrian detection, lane keeping assist and driver attention monitoring. Blind-spot monitoring and rear cross-traffic alert systems are optional.

It seems as if the small crossover market is growing by the day, giving buyers many vehicles to choose from. The Venue is yet another one of those choices. It may not be best crossover, but it sure is priced right. And to many, that’s all that matters.

— Christopher A. Randazzo

By The Numbers:

2020 Hyundai Venue SEL

Base Price: $19,250.00
Price as Tested: $23,405.00
Layout: front-engine / front-wheel drive
Engine: 1.6 liter four-cylinder
Transmission: CVT automatic
Horsepower: 121 hp
Torque: 113 ft-lbs
EPA Fuel Economy: 30 mpg city / 34 mpg highway

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Twenty years is a long time to have to wait. But for those of us that were big fans of the stout fourth generation Toyota Supra, that’s how long we have been waiting for its successor. The last Supra we saw came out in 1993 but slow sales and a hefty price tag saw it being dropped from the U.S. market in 1998, and it ceased production in 2002. But now, after a long wait, the Supra returns in an impressive, but unlikely form.

The 2020 GR Supra (that’s the official name, with GR meaning Gazoo Racing, Toyota’s performance partner) is collaboration between Toyota and BMW and is based on the BMW Z4. Yes – you read that right. This Supra shares the same engine, transmission and much if it’s interior with a German roadster.

Thankfully the Supra has a look all of its own, and it sure is sweet. While the new Supra retains the long hood from the previous model, that is about the only styling feature it has in common. The new car is about 5 inches shorter, sports a double-bubble roof and has lots of curves. It’s an attractive and handsome car, and definitely stands out.

Enter the new Supra and the German traits start to make their presence. First, though, watch your head as entering the Supra is no easy feat thanks to a slopping roofline and wide sills. The center console, shifter and infotainment center are all BMW which really isn’t a bad thing. One big surprise worth noting is that there are only two seats – a Supra first.

Staying with Supra tradition, under the hood resides a straight six-cylinder engine. Referred to by BMW as the B58, this turbocharged 3.0 liter six makes 335 horsepower and 365 lb-ft of torque. It is paired with an eight-speed automatic – the only transmission offered, and that power is sent to the rear wheels.

Part BMW, no manual transmission? Say it ain’t so! Well it is, but one drive in the new Supra and any negative thoughts you had about it simply becomes dust in the wind.

This new Supra is a performer and probably the best driving Supra ever. Not only is it quick (0-60 mph in 3.8 seconds and the quarter mile in 12.3 seconds at 113 mph), but it’s the way it’s quick that is most impressive. There is tons of torque, and it peaks real low (around 1600 RPM). Get on the go pedal in Sport mode (one of 2 modes – Normal and Sport) and the tach quickly revs up to nearly 7000RPM before its lightning quick shift occurs and repeats the process. On top of the tremendous velocity, the snarl from the exhaust makes it the perfect soundtrack.

Along with being fast, the new Supra is a handler as well. The incredibly stiff chassis makes the car feel solid and the suspension is dialed in to achieve over 1.0 Gs on the skidpad.

While this is the fastest Supra Toyota has every made, it may not be the easiest to live with. The interior is tight and there is little storage. In fact, the Toyota 86, a smaller car, feels roomier. When driving, lane changes must done with caution as rear visibility is almost nonexistent.

These are small sacrifices one has to pay when driving a Supra. And about paying, expect to shell out less than $60,000 for a new Supra. The tester, a Premium model, had a sticker price of $56,280. Base models start right at $50,000.

With the return of the Supra, Toyota has demonstrated that they have not left styling and performance behind. A drive in the new Supra is proof of that.

– Christopher A. Randazzo

By The Numbers:

2020 Toyota GR Supra 3.0 Premium

Base Price: $53,990.00
Price as Tested: $56,280.00
Layout: front-engine / rear-wheel drive
Engine: 3.0 liter turbocharged straight 6-cylinder
Transmission: 8-speed automatic
Horsepower: 335 horsepower
Torque: 365 ft/lbs
EPA Fuel Economy: 24 city / 31 highway mpg

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SUVs are everywhere. And plugging in vehicles are starting to become more common. Last week, I found myself sampling a vehicle that brings the two together – the 2020 Mitsubishi Outlander PHEV. While the Outlander still looks dated (after all, it’s been around in this form since 2012), this version of the Outlander benefits from some of the latest in technology. Referred to as the PHEV (for Plug-In Hybrid Electric Vehicle), this electrically powered Outlander is the only plug-in SUV from a non-luxury brand that has all-wheel drive. It also sports the longest electric range of any SUV and the only plug-in-hybrid to offer Level 3 fast charging.

The Outlander PHEV, like the regular Outlander, is a small crossover SUV built on the Mitsubishi Lancer platform. While it’s basic clothing may be dated, year after year Mitsubishi touches up areas here and there in attempts to keep it stylish.

Rather than using a gas engine to power it, the Outlander PHEV uses two 80 hp electric motors – one at the front wheels and the other at the rear to provide the groundwork for the standard all-wheel-drive system. Along with the electric motors, there is a 2.0 liter four-cylinder gas engine that makes 117 hp. The system works much like the Chevrolet Volt, where the gas engine is mainly used as a generator with the electric motors providing most of the propulsion.

To charge, buyers can simply plug the cord into a standard 120-volt outlet where it takes 8 hours to fully charge. A Level 2 charger, installed at home or can be found at some shopping centers, takes 3.5 hours to reach a full charge. If you can find a Level 3 fast-charging station, you should be able to get an 80-percent charge in less than half-an-hour.

So now we know how the Outlander PHEV works, the important question is how does it perform? In EV mode (Electric Vehicle), the Outlander can travel up to 22 miles solely on an electric charge. After that, it goes into hybrid mode, where it achieves a combined city/highway mpg of 25 mpg. So for small in-town commutes, the electric Outlander sounds great. For longer drives, it sounds like an SUV with decent fuel economy.

The Outlander PHEV arrived in this county a few years ago all-the-while being available in Europe and selling quite well. For 2019, the Outlander gets air vents and a USB port for rear passengers, newly styled wheels and another new front bumper design.

Every time I get into an Outlander, I’m reminded of how straight-forward it is. The styling of the interior is somewhat contemporary, yet overall it’s simple, with easy to use controls and very supportive front seats. The second-row seats are 60/40 split style. As the PHEV, the Outlander loses its third-row seat. Mitsubishi says the space is needed for the rear motor and charging system.

On the road, drivers can choose between one of three driving modes. EV mode is all electric, allowing you to go 22 miles without using a drop of gasoline. Switch over to Series Hybrid mode and the gas engine will power the electric motor for more power while the batteries charge. Then there is Parallel Hybrid mode which allows the gas engine to directly send power to the wheels, along with the electric motors. This mode provides the maximum performance.

The Mercury Gray Metallic Outlander PHEV that I was assigned came fitted with the GT trim level, which means it had LED headlights and foglights, a sunroof, a heated steering wheel and a multiview camera. On top of that, it’s fitted with the new GT Premium Interior package that adds in leather appointed seating surfaces with a diamond quilted pattern and black accent panels. This fully loaded Outlander PHEV carries a price tag of $43,205. The base SEL starts at $36,295.

Driving excitement has never been an Outlander quality and that continues to hold true in PHEV form. The electric Outlander is slightly quicker than four-cylinder equipped Outlanders, but about a second slower to 60 mph when compared to V6 equipped Outlanders. But the PHEV’s powertrain is silky smooth and fairly quiet. Transition from gas to electric power is seamless.

There are not a lot of electric SUVs out there, and of the ones available, the Outlander PHEV is the most affordable. For long drives and trips with the family, a common occurrence for most SUVs, the Outlander PHEV doesn’t really fit the bill. But for an in-town family mover, there is a case for the Outlander PHEV that does make sense.

Maybe that’s why Mitsubishi has sold more than 100,000 Outlander PHEVs in Europe and is the best-selling plug-in hybrid in that market.

– Christopher A. Randazzo

By The Numbers:

2020 Mitsubishi Outlander PHEV GT S-AWC

Base Price: $41,495.00
Price as Tested:$43,205.00
Layout: front-engine / all-wheel drive
Engine: 2.0 liter DOHC inline-4 and 2 electric motors
Transmission: 1 speed direct drive
Horsepower: 197 hp
Torque: N/A
EPA Fuel Economy: 74 mpg electricity and gas / 25 mpg gas only

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

When it comes to the ultimate people mover, the Chrysler Pacifica is hard to beat. Yes, it’s a minivan, I know, but it’s one of the best minivans out there, placing it right up there with the Honda Odyssey and Toyota Sienna. In fact, there is a version of the Pacifica that easily makes it top both of its Japanese competitors: the Pacifica Hybrid.

The Pacifica Hybrid carries nearly every feature that you would find in a normal Pacifica, but benefits from being incredibly fuel-efficient thanks to its hybrid technology. Even more, it’s a Plug-In Hybrid Electric Vehicle (PHEV), meaning it can travel as much as 33 miles without using a drop of gasoline. If and when you exceed that range of 33 miles, the Pacifica Hybrid takes on the role of a regular hybrid – automatically switching from its electric motors (there are two of them) to a special version of the popular 3.6liter Pentastar V6 engine.

Charging time for a dead battery to reach a 100% charge level takes about 13 1/2 hours on a standard 110-volt outlet. If you’re lucky to be able to plug the Pacifica Hybrid into a 220-volt power source, charging time takes right under 2 hours.

But let’s not forget that the main purpose of a minivan is to haul families and all their belongings around that is where the Pacifica shines. Standard on every Pacifica is a three-zone climate control system so the front and middle rows can each control the temperature. And there are lots of USB and auxiliary ports scattered throughout the cabin to keep every electronic gadget charged. Higher end models include features such as Blu-ray players and a tri-pane panoramic sunroof.

In fact, everything that makes the regular Pacifica so appealing can be found on the Pacifica Hybrid – with two exceptions. First, the second-row Stow ‘n Go seating, where seats can be stowed into the floor – is not available on the Pacifica Hybrid due to the hybrid’s massive battery pack. In a smart move, Chrysler opted to place the batteries below the second-row floor (and give up the Stow ‘n Go option) rather than place them in the back and have them eat up valuable cargo space. Second, the optional vacuum cleaner is not available in the hybrid model, so you’ll have to find another way to clean up those Goldfish crackers.

Those are 2 small prices to pay for a minivan that is rated at 82 mpg.

The behind the wheel driving experience of the Pacifica Hybrid, as expected, is hardly exciting. But it does drive nice, visibility is excellent, and the ride is comforting. There is plenty of power from the hybrid powerplant and that power is quite smooth.

An added perk I discovered during my time with the plug-in Pacifica Hybrid is the ability to park it in an electric vehicle parking space, which usually happens to be close to the entrance of the establishment you’re visiting. And if you’re lucky, they will offer free charging. Shopping and getting free electric miles for your vehicle is a win-win in my book.

Finally, I understand the minivan stigma is still strong out there – regardless how good you make it, some people just won’t be caught driving one. But no matter how you look at it, there is really no denying that it is the most practical vehicle when it comes time to pack up the family and hit the road. Not even a full-size SUV can match the comfort and ease it is to load a minivan. And as good as the Chrysler Pacifica is, (and it’s pretty good), the Chrysler Pacifica Hybrid just makes it that much better by saving on fuel costs. Maybe that’s why Car and Driver has named the Pacifica to their 10Best Trucks and SUVs list multiple times.
— Christopher A. Randazzo

By The Numbers:

2020 Chrysler Pacifica Hybrid Limited

Base Price: $45,845.00
Price as Tested: $50,230.00
Layout: front-engine / front-wheel drive
Engine: 3.6 liter V6 eHybrid
Transmission: 9 – speed automatic
Horsepower: 260 hp
Torque: N/A
EPA Fuel Economy: 82 MPGe

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

When drivers think of mid-size sedans, typically the Honda Accord, Toyota Camry, Ford Fusion and Nissan Altima rush to mind. Few think of the Subaru Legacy. What a shame. The Subaru Legacy is a stylish mid-size family sedan that may not have the sales number as the others but does have a strong following in the snow belt states thanks to its excellent all-weather capability.

For 2020, Subaru has redesigned the Legacy. It’s still recognizable as a Subaru, although it takes on a bit of an athletic physique with its new flared fenders. And an all-new interior, dominated by a huge, optional 11.6-inch touchscreen is sure to attract some attention.

As it has been since 1993, every Legacy is equipped with a symmetrical all-wheel drive system as a standard feature. And that’s really where the Subaru differentiates itself from other cars in this class. The all-wheel drive system allows for excellent in-climate weather traction all the time – there are no buttons to push or levers to pull. Drivers can rest assured that the Legacy will respond automatically to the road’s surface, no matter what it may be. It just can’t get any easier than this.

Most Legacys will continue to be powered by a 2.5-liter flat-four engine that is good for 182 horsepower and 176 lb-ft of torque. The two XT models get a new engine – a turbocharged 2.4-liter four-cylinder engine that makes 260 horsepower and 277 lb-ft of torque. The new engine outperforms the engine it replaced – last year’s 3.6-liter flat-six that made 256 hp and 246 lb-ft of torque. A continuously variable automatic transmission is standard with both engines.

The tester I am in this week is a well-equipped Legacy Premium with the base 2.5 four-cylinder. The Premium sits above the Base model in the lineup, and comes with alloy wheels, dual-zone climate control, the 11.6-inch touchscreen (the Base uses a smaller 7-inch) and heated front seats (with the driver’s seat also being powered). Move up to the Sport and the Legacy is fitted with different exterior styling enhancements and red stitching. The Limited adds on LED headlights, leather interior, rear air vents and rear heated seats and a 12-speaker Harmon-Kardon sound system. The Limited XT is the same, but with the new turbocharged engine. If you want the ultimate Legacy, it comes in the way of the Touring XT, which receives ventilated front seats and upgraded leather throughout the cabin.

Along with all-wheel drive, every Legacy is fitted with Subaru’s EyeSight, a combination of driver aids that includes adaptive cruise control, lane centering, automatic emergency braking and lane departure warning. EyeSight warnings are projected on a heads-up display projected on the windshield.

Driving the Legacy isn’t very exciting, but that’s all-right as the Legacy continues to be a fine driver as is. Power from the flat-four cylinder is adequate – until you step on it and nothing happens. Most drivers will be OK with this, but if you like a little action when you step on the go pedal, opt for the turbocharged engine.

The interior is a no-nonsense design – it’s simple and straight-forward, but not cheap for a moment. Every control, button and switch is well-placed and within five minutes of entering the Legacy, it feels like home. It’s not fancy, but at the same time, it doesn’t try to be. Simplistic is the name of the game here.

One can get into a 2020 Legacy for as little as $23,000 for the Base while the Touring XT tops out right around the $36,000 mark. Along with the Premium trim, the tester had a $2,600 package that included blind spot detection, keyless access and push-button start, LED foglights, a moonroof and a navigation system, bringing the total price to $28,490. No matter how you look at it, the Legacy delivers the best bang for your buck in the new car market.

Subaru knows the Legacy will never be a real threat to Accord and Camry buyers. And that’s fine. Because the Legacy shines in its own little niche of being the mid-size go-to sedan that can tackle any road condition that enters its path.

– Christopher A. Randazzo
By The Numbers:

2020 Subaru Legacy Premium

Base Price: $24,995.00
Price as Tested: $28,490.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 182 hp
Torque: 176 ft-lbs torque
EPA Fuel Economy: 27 city / 35 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

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

A couple of years ago, I tested Kia’s newest hybrid, the Niro, and applauded them for making a Prius-like vehicle that didn’t look like the eco-friendly, tree-hugging, fuel-saving car that it is. With a price starting under $23,000 and able to achieve up to 49 mpg, how can such a fuel-efficient car get any better?

Well it did the following year when it came out with a plug-in version of the Niro, called the Niro PHEV (Plug-In Hybrid Electric Vehicle) – making the Niro able to travel 26 miles in full electric vehicle mode before transforming back into the Niro Hybrid, where is still can achieve about 46 mpg. Fully charged and with a full tank of gas, the Niro PHEV had a range of well over 500 miles.

Now, Kia is still at it – with the Niro EV – an all-new entry-level electric car.

With electric cars, the first question is always the same: What’s it’s range? With the Niro EV, you can travel an estimated 239 miles before you’ll need to recharge. That’s beats out the BMW i3 and within striking distance of the Tesla Model 3. More importantly, it’s more than enough for most daily commutes (if it’s not, you should think about moving) and weekend getaways. When it’s time to recharge, plugging the Niro into a public fast charger will add about 100 miles worth of driving range in about 30 minutes. At home, if you’re plugged into a 220-volt wall socket, the Niro’s onboard charger can fill up the battery in about 9.5 hours. Plugging it into a regular 120-volt outlet takes about 60 hours to charge from empty.

All that charging is to power the Niro EV’s electric motor that produces 201 horsepower and 291 lb.-ft of torque. Like most other electrics and hybrids, the Niro EV uses regenerative braking to recover some energy – and the amount of regenerative braking can even be adjusted by the driver.

The cabin of the Niro EV is much like other Niros – except around the center console. The traditional shifter gives way to a rotary dial that you turn to the desired selection. The rest of the cabin is quite stylish and offers plenty of room for both front and back passengers. The Niro EV EX Premium that I recently drove had some nice amenities like an automatic climate control system, Harmon-Kardon Premium Sound System, heated steering wheel, heated and vented front seats and many safety features including blind-spot detection and a forward collision warning system. The MSRP on this loaded all-electric Niro was $47,155.

On the outside, the Niro EV loses its grille, but otherwise looks much like its hybrid counterpart, and resembles a small SUV – even though it’s not available in all-wheel drive. As for utility, there is about 18.5 cubic feet of room behind the rear seats. If more room is needed, folding down the seatbacks brings that up to 53 cubic feet of available storage space.

Going all electric doesn’t mean you have to give up on performance, and the Nero EV is proof of that. It handles nicely and stays well planted on the road (although its tires are hardly set up for aggressive driving). And it’s quick too – 0 to 60 mph comes in about 6.5 seconds.

While the Niro EV is an interesting vehicle, it’s not for everyone. And Kia knows that – which may be why it’s limiting sales of the Niro EV to just 12 states, Texas being one of them.

But for those that want an electric vehicle that is full of features, offers a long driving range and doesn’t look out of place, the Kia Niro EV is an option. An option that Popular Mechanics named Car of the Year in 2019.
— Christopher A. Randazzo

By The Numbers:

Kia Niro PHEV EX Premium (data is from a 2019 model)

Base Price: $44,000.00
Price as Tested: $47,155.00
Layout: front-engine / front-wheel drive
Engine: AC Synchronous Electric Motor
Transmission: 1-speed direct drive
Horsepower: 201 hp
Torque: 291 lb.-ft
EPA Fuel Economy: (in MPGe) 123 city/ 102 highway

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

Just by looking at the 2020 Subaru Outback, most people wouldn’t know that it has been redesigned. Yet as it enters it’s sixth iteration, the question remains the same – is the Subaru Outback an SUV or a wagon?

Throughout its history, the Subaru Outback has always been hard to pinpoint what it is. It takes on the duties of a crossover-utility vehicle, but in reality, it’s a Subaru Legacy wagon, and in some countries, it’s even badged as one. But regardless of what it’s called and what it is, one thing is for certain – it’s quite an impressive vehicle.

Walk up to the five-passenger Outback and you’ll immediately recognize it as a Subaru. But only keen eyes will spot it being all-new, with its main hint being the placement of the Outback logo, which has been moved from next to the front wheel, to the bottom of the passenger door. This new Outback is an inch longer and inch wider than the model it replaces. It continues to have an aggressive, bold stance, thanks to its attractive body side cladding. The overall result is a large, functional vehicle that doesn’t stray away from the Subaru formula.

Part of that formula is a ground clearance of 8.7 inches, which is better than most SUVs. It’s great for off-road capabilities but so not so high that makes entry/egress difficult. The key element to this Subaru and every Subaru (sans the BRZ sports car), is their Symmetrical All-Wheel Drive System. This system consists of full-time All-Wheel Drive (AWD), a horizontally opposed boxer engine, and a four-wheel independent suspension. All three pieces working together provide a confident feeling behind the wheel of the Outback, no matter what the road conditions are. A nice thing about the All-Wheel Drive system is that because it is working all the time, so you never have to worry about it. Drivers can rest assured that the Outback will respond automatically to the road’s surface.

Under the Outback’s hood, two engines remain available. The standard engine is an updated version of last year’s 2.5 liter four-cylinder. Power has increased from 175 hp and 174 lb-ft of torque to 182 hp and 176 lb-ft of torque. This engine comes in the base model, Premium, Limited and Touring models. Opting for the Onyx Edition XT, Limited XT or Touring XT gets the new 2.4 liter turbocharged four-cylinder. Replacing last years 6-cylinder, this engine makes 260 hp and 277 lb-ft of torque compared to 256 hp and 247 lb-ft of torque from the outgoing 6. Both engines are mated to a Lineratronic CVT transmission.

The cabin of the Outback is nicely done, with Subaru aiming more towards function and simplicity as opposed to trying to impress. It works, as the interior is straight-forward, yet comfortable. The dash is dominated by a huge 11.6-inch infotainment screen that looks much like the one found in the Tesla.

Room is in abundance including those in the backseat where there is plenty of legroom and with seat backs that recline – features that families will enjoy. Lowering those seats, the Outback earns its utility nature by providing an impressive 75.7 cubic feet of cargo capacity. With the rear seats in place, cargo room is still plentiful at 32.5 cubic feet. Both figures are improvements over last year’s model.

The Outback has always done well in the safety department, and for 2020, that trend continues. Every Outback is fitted with EyeSight Assist Monitor – a heads-up display projected on the windshield for EyeSight warnings and status information. Optional is a new DriverFocus Distraction Migration System that can identify signs of driver fatigue or distraction using facial recognition. To achieve this, driver must set up a profile in the multifunction display. Up to 5 different drivers are allowed.

As I drove the test vehicle, a Crimson Red Outback Limited, the one thing that stood out was just how refined it felt. The new chassis that the Outback rides on soaks up bumps and broken pavement with ease. The base 2.5-liter naturally aspirated four-cylinder base engine is adequate for daily duties (although at times it does feel strained). I’m sure the new turbocharged engine resolves this issue and may be a wise choice.

The 2020 Subaru Outback starts at just $26,646 while my nicely equipped Outback Limited came with a $36,500 price tag – a fantastic deal.

Whether you’re looking for an SUV, SUV alternative, or a wagon, the all-new 2020 Subaru Outback should meet your needs nicely and will gladly accept any adventure you may encounter. It offers an abundance of rugged versatility as well as a level of comfort and refinement perfect for long drives – regardless if those long drives are on the highway or on some dirt trail.

Subaru has gone from a cult-favorite to a mainstream player in the SUV / wagon market, and vehicles like Outback is proving why Subaru should be taken seriously. They are simply that good.
– Christopher A. Randazzo

By The Numbers:

2020 Subaru Outback Limited

Base Price: $33,445.00
Price as Tested: $36,500.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 182 hp
Torque: 176 ft-lbs torque

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Since the 1990’s, GMC has used the Denali nameplate to signify its highest trim level. In fact, before Cadillac’s luxury SUV, the Escalade, made the scene, GM’s most luxurious SUV was a Denali – the GMC Yukon Denali. These days, the Denali trim level can be had on nearly every GMC vehicle, and while some may think the Denali name has been watered down, I recently had an opportunity to spend some time with the Denali version of the GMC Acadia – and still found it impressive.

The GMC Acadia of today has been around since 2017, when it had its first redesign since it debuted in 2008. That first-generation Acadia shared the same platform as the Buick Enclave and the Chevrolet Traverse – but in the redesign, the Acadia was reduced in size thus making it smaller than the other two.

The Acadia still features three-row seating although a Third Row Seat Delete option is available on some trim levels. There are three engines available – a base 2.5 liter four-cylinder (193 horsepower, 188 lb-ft of torque), a new 2.0 liter turbocharged four-cylinder (230 hp, 258 lb-ft of torque), and a 3.6-liter V6 (310 hp, 271 lb-ft). Front wheel is standard while all-wheel drive remains and option. Finally, all use a new-for-2020 nine-speed automatic transmission.

Other changes for 2020 include a face lift, with a new, more aggressive front grille. Inside, there is an 8.0-inch infotainment system and below it, a new push button electronic gear selector.

Also new for 2020 is an AT4 trim level. Riding on all-terrain tires and including some extra off-road aids, this is the Acadia for those that like to tackle off-road adventures.

The Acadia Denali that is the subject of this review wore Satin Steel Metallic paint with a two-tone interior. Equipped with the 3.6-liter V6 and all-wheel drive, it carried an MSRP of $52,425.

Visually, the Denali version of the Acadia doesn’t stand out much from the other trim levels (SL, SLE, SLT and AT4), aside from special wheels and flashes of bling here and there.

Inside, though it’s a different story. The interior design is nicely arranged and pleasing to the eye. The leather-wrapped steering wheel with aluminum trim and the premium leather looks ever-so inviting. And it functions well, too. Gauges are easy to read, and they can be reconfigured to your liking. First time Acadia drivers may wonder where the gear selector is, as it blends into the climate control buttons, but it’s a neat idea and definitely frees up space in the center console. The one downside it that some of the interior materials feel cheap and build quality could be a little better.

Features included with the Denali trim level include a Bose audio system, heated and vented front seats and heated second-row seats, and a rear camera mirror.

One area that the Acadia has consistently scored high in, and this 2020 model continues that trend, is safety. The National Highway Traffic Safety Agency gave it five stars while it scored very high with the Insurance Institute for Highway Safety.

Getting behind the wheel of the Acadia, things seem to come together nicely. This is an SUV that isn’t too big, or too small. It’s sized right, comfortable, and not too techy. The V6 engine offers a good supply of power and driving modes can be selected (Sport, Comfort, Economy). The new transmission seems like it wants to show off all of its nine gears, as it tends to shift often, but overall, the entire drivetrain emits a good vibe. EPA rates the All-wheel drive V6 Acadia at 18 mpg in the city and 25 mpg on the highway.

For those that think today’s SUVs are getting too fancy or are over top, the GMC Acadia is like a breath of fresh air. Sure, it’s nice, but it’s not overly done. It’s roomy and comfortable, but not too big. It’s simple and straightforward. Almost like a throwback to how most things once were. And going with the Denali, well it’s like going á-la-mode.

– Christopher A. Randazzo

By the Numbers:

2020 GMC Acadia AWD Denali

Base Price: $48,300.00
Price as Tested: $52,435.00
Layout: front-engine / all-wheel drive
Engine: 3.6-liter V6
Transmission: 9-speed automatic
Horsepower: 310 hp
Torque: 271 lb/ft
EPA Fuel Economy: 18 city / 25 highway mpg

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For those of you that liked Hyundai’s largest SUV, the three-row Santa Fe (called the Santa Fe XL last year, and just the Santa Fe before that) – some sad news: it’s no longer in the 2020 Hyundai lineup. But don’t despair, for it has been replaced by an all-new SUV – the 2020 Hyundai Palisade.

The Palisade, Hyundai’s largest vehicle to date, is a three-row, seven passenger (eight with the second-row bench seat) mid-size SUV that makes for an excellent family hauler. Like most Hyundai’s, the Palisade is loaded with value. The test vehicle that Hyundai recently had me, a Palisade Limited AWD, had every gadget, bell and whistle known to SUVs, and carried an MSRP of $47,605. Go to your local BMW, Lexus or Mercedes-Benz dealer for a similarly equipped SUV, and their bottom-line figure is sure to be at least $25,000 more.

The exterior of the Palisade is attractive, bold and stylish. The front end is up for discussion, with its over-the-top grille and unique headlights, but as the new flagship SUV for Hyundai, it definitely looks the part.

Hyundai offers the Palisade in three trim levels, all of which have Apple CarPlay and Android Auto. The base SE is nicely set up with remote keyless entry, push-button ignition, full-range adaptive cruise control, second-row air-conditioning controls, power-folding second-row bench seats, and an 8-inch touchscreen. Move to the mid-level SEL and added to the SE list is a remote ignition, heated front seats, second-row captain’s chairs (a bench seat is available as a no-cost option), a leather-wrapped steering wheel, dual-zone automatic climate control, power-adjustable driver’s seat and a blind-spot monitor with rear cross-traffic alert.

On the SEL, there are three optional packages available. The Convenience package adds in second row sunshades, additional USB ports and a power liftgate. The Premium package equips the Palisade with leather interior, LED lighting, power third-row seats and a heated steering wheel. Finally, the Drive Guidance package provides a larger 10.25 touchscreen, driver-assist features and a navigation system.

Indulging in the Limited gets everything mentioned above, as well as a dual sunroof, automatic wipers, premium leather upholstery, ventilated front and second-row seats, a head-up display, a digital gauge cluster, a surround-view camera system, a blind-spot camera, interior ambient lighting and a 12-speaker Harman Kardon premium surround-sound system.

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

Enter the Palisade and you’ll notice there isn’t a bad seat in the house. Driver and front passenger seats are form fitting and offer a wide range of adjustability. Passengers in the second-row captain’s chairs can manually slide fore and aft and recline, giving them a fair amount of head and legroom. Third row passengers can also recline, but they get the bonus of having power adjustments. I suppose that’s the reward third-row passengers get over second row passengers. Every seat has access to their own USB port (there are seven total).

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

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

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

If interior room, luxury and technology tops your want list in a mid-size SUV, the Hyundai Palisade is worth considering. While $48,000 is a lot of money, I have to say that for that amount, buyers will get a heck of a lot of vehicle.

— Christopher A. Randazzo

By The Numbers:

2020 Hyundai Palisade Limited AWD

Base Price: $46,400.00
Price as Tested:$47,605.00
Layout: front-engine / all-wheel drive
Engine: 3.8-liter V6
Transmission: 8 – speed automatic
Horsepower: 291 hp
Torque: 262 ft-lbs
EPA Fuel Economy:19 mpg city / 24 mpg highway

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It seems like the current generation of the Lexus flagship SUV, the LX, has been out forever. To be exact, it was 2007 when Toyota’s luxury division, unveiled the third-generation LX, the LX570, and while it has gone through some slight changes over the years, today’s LX570 is basically the same vehicle that debuted 13 years ago.

For those unfamiliar with the LX570, it’s mechanically very much related to the almighty Toyota Land Cruiser – but with some added sophisticated technology and extra creature comfort features – making it one of the most luxurious vehicles ever made to be taken where roads don’t exist.

In an attempt to add some spice to the LX570, for 2020 Lexus is offering a new trim package called simply the Sport Package. Not to be confused with an F Sport model that Lexus uses on other vehicles, the Sport Packages adds a revised front fascia by implementing a new take on its massive spindle grille that looks just about as bold as grilles get. Other changes include a different lower rear valence and chrome accents added to the body-colored side mirrors. Rounding out the package are unique 21-inch wheels featuring a 10-spoke design. One look at the 2020 LX570 with the Sport Package reveals that Lexus set out what it meant to – make the LX look sportier.

Inside, occupants will know they are in the Sport Package with the special semi-aniline, leather-trimmed seats and a black headliner.

Checking the Sport Package option box means also getting the Luxury Package, which adds heated/ventilated front/rear seats, four-zone climate control, a Mark Levinson 19-speaker surround sound audio system, heated linear espresso wood steering wheel, head up display and a wireless charging pad. While the LX570 is available in both 2-row or 3-row configurations, the Sport Package is only available in the 3-row model.

As the name implies, the LX570 is powered by a 5.7-liter V8 engine – the same one found in the Toyota Land Cruiser and Toyota Tundra – an engine that journalists and Toyota lovers have been ranting and raving about for years. It cranks out an impressive 383 horsepower and over 400 ft-lbs of torque – all going through an eight-speed transmission and a four-wheel drive system.

With all the luxury amenities in this large Lexus, it’s really hard to grasp the idea that the LX570 is really meant to be driven off-road and is fitted with enough gadgets and aids to make Land Rover and Jeep raise an eyebrow or two. This off-road Lexus sports skid plates, tow hooks, a full-time transfer case and a lockable Torsen limited-slip center differential. To set off-road settings, there is a Mult-Terrain Selector. Then there is CRAWL control, or as I like to put it, off-road cruise control. With CRAWL engaged, the Lexus will maintain a fixed ultra-slow speed on off-road terrain without any driver input except steering. Stay off the gas and brake and just point and steer.

The 2020 LX570 that I was recently in was dressed in beautiful Nebula Gray Pearl with a two-tone interior. While I didn’t take it off-road, I did take this luxury liner on a long road trip. When the weather turned nasty, I sure was glad I was in a vehicle that I knew could handle almost anything thrown our way. The cold rain and little snow was no match for the LX – it just marched right on. On the open clear road, the big Lexus cruised along confidently at 75 mph will achieving just under the 16 mpg the EPA rates it at.

Over the recent years, the price of the LX has entered the if-you-have-to-ask-you-probably-can’t-afford-it category. But for us curious folks, the 2020 LX570 starts at $86,380 for the 2-row model, followed by the 3-row model at $91,380. The 3-row-only Sport Package raises it to $99,300. The test vehicle has a total MSRP of $103,330.

Which always gets me thinking – at this price point, I would be afraid to take this machine off-road. Not because I would be worried about getting it stuck (because I know I wouldn’t), but because I would be afraid to scratch the paint on a vehicle with such a hefty price tag. Maybe that’s why Lexus only plans to sell about 5,000 LX570s a year. And I wonder, of those buyers, how many will actually take it off road. Very few, I suppose – but it’s the idea knowing that they can that is reassuring to those lucky few.

— Christopher A. Randazzo

By The Numbers:

2020 Lexus LX570

Base Price: $91,380.00
Price as Tested: $103,330.00
Layout: front-engine / full-time four-wheel drive
Engine: 5.7-liter V8
Transmission: 8 – speed automatic
Horsepower: 383 hp
Torque: 403 lb-ft
EPA Fuel Economy: 12 city / 16 highway mpg

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It’s been 25 years since Toyota first introduced the Avalon – a true American car built in the United States at Toyota’s manufacturing plant in Georgetown, Kentucky. That first Avalon was merely a Toyota Camry with a slightly longer wheelbase and optional seating for six. A car perfect for the grandparents. Not a bad idea, just nothing to get too excited about. After a few redesigns, the Avalon was creating its own identity but still wasn’t a car to raise a lot of hoopla about.

But boy has that changed for the 2020 model year.

First, let’s backtrack a few years to 2018, when the fifth-generation Avalon debuted. No longer Camry based, this new Avalon now shared the same platform as the Lexus ES and was easily the most aggressively designed Avalon ever. Fitted with an optional adaptive suspension, it was also the sportiest Avalon to drive.

Now, for 2020, Toyota has let their performance division, TRD (Toyota Racing Development) play with the Avalon and the results is the subject of this review – the 2020 Toyota Avalon TRD.

The sporty new TRD trim level dresses the Avalon with a black-painted body kit with red pinstriping, a rear spoiler, a rear diffuser and blacked-out exterior trim. Yes, you read that right, this Avalon sports a rear diffuser. Bet you never saw that coming. Lightweight 19-inch wheels round out the package.

Inside, it’s just as wild. Red seatbelts along with red accents and stitching can be found throughout the cabin, along with TRD logos on the seatbelts and floor mats.

TRD didn’t forget the mechanics, as this Avalon gets a half-inch lower ride height, stiffer springs and anti-roll bars, thicker under-body braces and larger front brakes. Engine mods? Sadly no, unless you count a slightly different exhaust note. The 3.5 V6 found in the Avalon TRD is still rated at 301 hp -the same as all 2020 Avalons and uses an eight-speed automatic transmission to route the power to the front wheels.

While the TRD enhancements come up a little short in the performance department (I would have preferred a bump in power), they are, nonetheless, present. Road grip and handling seem better, and a snarl can be heard when you step the go pedal. The ride, while a little stiffer, still provides a nice cushion when going over road imperfections, thanks in part to the Avalon’s long wheelbase.

TRD stuff aside, the Avalon remains a very likable sedan. The interior is huge, which lends itself well on roadtrips. The 9-inch infotainment system flows nicely into the center console giving the entire dash area a smooth look and feel. And the build quality and interior amenities are top-notch – almost Lexus-like.

Pricing for the Avalon TRD starts at $42,300, with the tester carrying a price tag of $45,394. Going with a regular, non TRD model, means the Avalon starts at $35,800 for the base XLE and goes up from there with the XSE ($38,300), the Limited ($42,100), and the top-of-the-line Touring, which comes in above the TRD with a price tag of $42,500.

No doubt, the Avalon TRD really adds some spice to the Avalon lineup. Just who will be craving an Avalon that has been lowered, has a rear spoiler and a diffuser? I’m not real sure, but the grandparents should still like it and at the same time maybe bring in a more youthful buyer to the Avalon.
– Christopher A. Randazzo

By The Numbers:

2020 Toyota Avalon TRD

Base Price: $42,300.00
Price as Tested: $45,394.00
Layout: front-engine / front-wheel drive
Engine: 3.5 liter DOHC 24-valve V6
Transmission: eight-speed automatic
Horsepower: 301 hp
Torque: 267 lb-ft
EPA Fuel Economy: 22 city / 31 highway mpg

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The Toyota Tundra Crew Max screams “one big tough truck” – and it is. Built in Texas and named after a freezing arctic region, the Tundra has proven it has what it takes to stand up to the full-size trucks America has to offer.

Just as Ford has the F-150 Limited, Chevy has the Silverado High Country and Ram has their Limited edition, Toyota is showing its luxurious abilities with the 1794 Edition Tundra. Named after the ranch in San Antonio, Texas where the Tundra’s assembly plant is located on, the Tundra has bragging rights on being the first and only pickup truck built in Texas.

A fully loaded Tundra has always been nice, but the 1794 Edition elevates the Tundra to a new level. The interior is exceptional with its western styling and use of premium materials along with its numerous attentions to details such as the “1794” floor mats, emblems and special leather and suede.

On the outside, the 1794 is typical Tundra, which means it’s big. The Tundra’s styling, while some say looks a bit exaggerated and puffy, makes the Tundra appear fresh and willing to take on any task thrown at it. Unique 20-inch chrome wheels and special badges separate the 1794 from lesser Tundras.

The 1794 comes only as the CrewMax – an extra-long crew cab, which translates into tons of interior room. Driver and all passengers are well-taken-of in the 1794s luxurious cabin which is very Lexus-like with plenty of amenities and features. Standard equipment on the 1794 are heated and cooled front seats, dual-zone climate control and a JBL audio system.

Offering one of the roomiest rear seats of any pickup truck, this Tundra is limo-like with its 44.5 inches of legroom. Along with generous room, the bench seat is made comfortable by being able to recline. A/C ducts can also be found in the rear of the CrewMax.

For 2020, the only change that the Tundra 1794 receives is that it is now Apple CarPlay and Android Auto compatible. For the rest of the Tundra lineup, the base 4.6 liter V8 has been dropped, meaning every 2020 Tundra, from the base SR to the 1794 will be powered by the 5.7 liter V8.

About that V8 – referred to as the 5.7L i-FORCE, it’s capable of making 381 horsepower and 401 foot-pounds of torque through a six-speed automatic transmission, so power is plentiful. Toyota’s part-time electronically controlled four-wheel drive system is optional on all Tundra models.

On the road, the Tundra delivers a smooth and quiet ride. Steering is very Toyota-like, meaning it is light and sensitive. This turns out to be a big asset for the Tundra, making it easy to maneuver in tight situations.

I’m not sure who is going to put a truck like the Tundra 1794 to work, but if they do, they will be pleased to know that it can tow up to 10,200 pounds and it has a payload capacity of over 1730 pounds. The frame used on the Tundra is a steel ladder structure with fully boxed rails, making it extremely durable.

Pricing for the 2020 Tundra starts at $33,435 for a base double cab, while the Tundra Crew Max 1794 starts at $48,625. The Tundra Toyota provided for this review, a 4×4 1794 with the TRD Off-Road Package and other goodies like a TRD Performance Air Filter and dual exhaust, had a price tag of $57,222. When compared to the other manufactures and their top-of-the-line trucks, the Tundra comes in with the cheapest price.

With the Toyota Tundra 1794, it’s ready to handle anything you throw at it. From working on the jobsite, to taking the family on a vacation to going out on a dinner date, the Tundra 1794 takes the “Work hard, play hard” mantra to heart.

– Christopher A. Randazzo

By The Numbers:

2020 Toyota Tundra 1794 CrewMax 4×4

Base Price: $51,675.00
Price as Tested: $57,222.00
Layout: front-engine / rear-wheel drive
Engine: 5.7 liter 4-valve V8
Transmission: 6-speed automatic
Horsepower: 381 horsepower
Torque: 401 ft/lbs
EPA Fuel Economy: 13 city / 17 highway mpg

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