Automotive

The LS. The one that started it all for Lexus, the luxury division of Toyota. Lexus and the LS first made the automotive scene back in 1989, and ever since, the LS has been referred to as one of the best automobiles ever made. Since then, we have seen five generations of the LS, each one out-doing the previous one. But as luxury SUVs gain in popularity, full-size luxury sedans are become a rare sight. Nonetheless, a car like the LS is still an important vehicle to the Japanese luxury automaker, and I was thrilled to be in one a few weeks ago.

Today’s Lexus LS500 is part of the fifth generation that was introduced in 2018 and is still the brands flagship vehicle.

Since its debut in the late 1980s, the LS has always been considered conservative when it comes to styling and the same can be said of the current model. But add in the F Sport package and the big LS benefits from larger wheels, a sportier front end and rear diffuser. Today’s LS is also the largest LS ever, measuring in at 206 inches long, it has a wheelbase of 123 inches.

That long wheelbase is evident by the car’s roomy and luxurious interior. The cabin of the LS is graced with the highest levels of detail that I have ever seen in a luxury vehicle. Exterior curves are simulated inside in the door panels. The leather around the gauges is stitched to perfection and the horizontal trim that spans the dash and into the vents looks (and feels) like artwork. And while it’s all magnificent to look at, all the features and functions, for the most part, are simple to use. The Remote Touchpad, a mouse-like pad controller, which is clunky, is used to navigate through the audio, climate, navigation and phone systems- although most systems do have buttons on the dash. And the enormous 12.3-inch high-resolution display makes things appear crystal clear. The audio system – custom tailored by Mark Levinson, has 23 speakers, 2,400 watts and practically transforms the cabin into a symphony hall.

Not enough? The F Sport package adds in 28-way power front seats with enhanced bolsters. Not only are they incredibly comfortable, but they keep you snuggled tightly in your seat if you happen to enjoy some spirited driving.

And spirited driving can be enjoyed (somehwat) thanks to what resides under the hood. I’ll admit, I’m still not used to the fact that the LS no longer has a V8 under the hood. Ever since the current generation came out in 2018, Lexus ditched it, trading it in for a 3.5-liter twin-turbo V-6 mated to a ten-speed automatic transmission. Pumping out 416hp and 442 lb-ft of torque, it is the most powerful engine used in an LS. It’s also fairly efficient, able to bring in 18 mpg city and 27 mpg highway which isn’t too bad considering the cars size.

While the F Sport version may appear to make the LS a sportier car, there is no doubt that big Lexus is mainly a luxury cruiser. The turbocharged engine delivers silky smooth power to its rear wheels (or all wheels on all-wheel drive versions) through its ten-speed automatic transmission. The LS500 is able to hit 60 mph in about 5 seconds, which means it’s no slouch but it’s definitely not the fastest car in its class, which consists of the likes of the Audi A8, BMW 7-Series and Mercedes-Benz S-Class.

Most of my initial hours with the new LS500 have been spent in awe of the vehicle. From its super-luxurious cabin to it’s incredibly smooth and quiet drivetrain, the LS500 is the template of what a full-size luxury automobile should be. It’s looking like I will continue to stand firm on my belief that the LS is probably the best built, best all-around car to ever grace our roads. Strong words, I know. But acquaint yourself with one and you will most-likely agree.
— Christopher A. Randazzo

By The Numbers:

2022 Lexus LS500

Base Price: $79,600.00
Price as Tested: $98,255.00
Layout: front-engine / rear-wheel drive
Engine: 3.5 liter twin-turbo V6
Transmission: 10 – speed automatic
Horsepower: 416 hp
Torque: 442 ft/lb
EPA Fuel Economy: 18 city / 29 highway mpg

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Like nearly all the vehicles Toyota makes, it’s really hard to find fault with their mid-size SUV, the Toyota Highlander. It’s practical, comfortable, and stylish. With three-rows of seats, it has plenty of room for the entire family and it’s offered in a wide array of configurations including front or all-wheel drive and even as a hybrid. And for those that want a little bit of a sporty flair to their family SUV, Toyota offers the Highlander in the XSE, which is what I am driving around in this week.

Currently in its third year in this generation, today’s Highlander rides on Toyota’s TNGA platform which is the same one used in the popular, yet smaller RAV4. The Highlander’s exterior styling is bold with many sculpted lines, making it one of the best-looking Highlanders ever. In addition, this fourth generation Highlander is also the largest Highlander ever.

In XSE form, the Highlander gets a more aggressive look thanks to a unique fascia, grille, lower spoiler and black air intakes. Black accents can be found on the exterior such as on the 20-inch wheels and on the side-view mirror caps. At the rear, there are dual exhaust tips – a first for the Highlander. While the changes are subtle, they add up to make this Highlander appear slightly different from the others.

Inside the XSE changes are more subtle with faux carbon-fiber trim that surrounds the touchscreen and the availability of a red leather interior.

Under the hood, things remain the same for the sportier Highlander, but that’s not necessarily a bad thing. The 3.5-liter V6 that powers this and all other Highlanders makes 295 horsepower and 263 lb-ft of torque, sending that power through an eight-speed transmission to, in the case of the tester, all four wheels. The XSE does benefit from a sportier suspension that includes larger anti-roll bars and stiffening the spring rates.

Besides the XSE trim, the Highlander is available in five other trim levels. Base is the L, which is nicely decked out with 18-inch alloy wheels, power driver’s seat, 3-zone climate control, an 8-inch infotainment system and a second-row bench seat (making it able to carry eight passengers). The LE adds in foglights, leather wrapped steering wheel and shift knob and a blind-spot detection. The XLE really spices things up with a sunroof, wireless phone charging port, heated front seats and leather-like interior. After the XLE is the XSE. From the XSE and up, the second-row seats become captain’s chairs, lowering seating capacity to seven. Step up to the Limited and the Highlander gets a hands-free tailgate, real leather interior, vented front seats and a heated steering wheel. A larger 12.3-inch touchsreen with a 360-degree camera is available. The Platinum is the top-of-the-line Highlander and gets the larger touchscreen, a panoramic sunroof, heads-up display, digital rearview mirror and heated second-row seats.

The tester was equipped with the red leather interior mentioned above and it really makes the cabin pop. The Highlander’s interior has always been one of the most attractive in its class and the red just makes it more so. Fit and finish is top notch and the design is clean and tastefully simplistic. Thankfully a traditional shifter is used and its nicely located on the center console along with some cupholders and some other switch gear. Storage areas are everywhere including the built-in shelf on the dashboard.

Out on the road, it was hard to notice any big differences between this sportier Highlander and the others. Yes, the suspension feels slightly stiffer, but would I have noticed it if I didn’t know it was tweaked for the XSE? Probably not. The V6 engine feels adequate for an SUV of this size – never coming up short on power, but never feeling overpowered either. Shifts from the transmission are smooth and seamless. There is a Sport mode and switching it on makes the Highlander feel a little more energetic, but doesn’t turn it into a sport SUV by any means. Nonetheless, the Highlander XSE is a good driving SUV, just not a sporty one.

With three rows of seating, the Toyota Highlander continues to be the have-it-all SUV for mainstream America. Folks gotta have their SUVs. They want lots of room. And if they like the sporty look but don’t care much about performance, it’s really hard to look past the Highlander XSE.
— Christopher A. Randazzo
By The Numbers:

2022 Toyota Highlander XSE AWD

Base Price: $43,950.00
Price as Tested: $47,163.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter 24-valve V6
Transmission: six-speed automatic
Horsepower: 295 hp
Torque: 263 ft/lbs
EPA Fuel Economy: 20 city / 27 highway mpg

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

A couple of years ago, the current generation Sonata debuted marking it as the 7th in the car’s history. Then last year, Hyundai added a new model to Sonata lineup – the N Line, which places its emphasis on performance. Recently Hyundai sent me a Sonata N Line to drive for a week, so I can experience what a Sonata with some performance injected into it feels like.

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

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

Without question, the N Line is the most exciting Sonata of the bunch. While its appearance is fairly conservative compared to other sports sedans in this market (the Toyota Camry TRD immediately comes to mind), it still follows the sports-sedan dress code with its new, more aggressive front fascia, four pipes out the back and a rear diffuser. There are a few small N Line badges scattered around as well as unique 19-inch wheels.

Inside, other than a nice set of sports seats wrapped in leather and suede, the Sonata N Line hardly differs from less potent Sonatas. Even the push-button shifter from the regular Sonata finds its way into the N Line.

But under the hood, the Sonata N Line stands apart from other Sonatas. Using the same engine found as standard equipment in the Genesis G80 and GV80, as well as the Kia K5 GT, the turbo four turns the Sonata into a real performer. Fitted with launch-control, the Sonata N is capable of hitting 60 mph in just 5.0 seconds and nailing the quarter-mile in 13.6 seconds at 105 mph. Believe it or not, the Sonata N is one of the quickest front-drive family sedans ever made.

Along with the extra power is a retuned chassis with thicker anti-roll bars, firmer dampers and stiffer motor mounts. These changes amount to a Sonata N Line providing excellent steering feel and road manners, without giving up too much in the ride department. Larger brakes all around ensure this performance Sonata can stop as fast as it goes.

The combination of the powerful engine and the dual-clutch eight-speed transmission make the Sonata N Line a real treat to drive. The powerband is impressive, especially in the midrange, and the N Line easily pulls well past 6000 RPMs, never seeming to run out of breath. The shifts from the transmission come quickly and smoothly, although they don’t seem as snappy as other DCTs.

There is a small downside to the N Line’s impressive powertrain, and that’s torque steer. With the Sonata’s lack of all-wheel drive, when you step on the gas, you’re reminded that the Sonata N Line is a front-wheel drive only car.

The 2022 Hyundai Sonata starts at $25,175 for the base SE. Go all the way up to the Sonata N Line and you’re looking at $35,240 – the price tag of the tester. As I have repeated over and over with Hyundai’s – that’s a heck of a lot of car for the money. Included with that is Hyundai’s impressive ten-year warranty.

Thirty years ago, the Sonata was a car that wouldn’t be given a second look, and comparing it to a Honda or Toyota was ludicrous. But oh, how things have changed. Both Hyundai and the Sonata have recently won a slew of awards and accolades for their achievements – and the 2022 Hyundai Sonata N Line is proof on just how far Hyundai as come.
— Christopher A. Randazzo

By The Numbers:

2022 Hyundai Sonata N Line

Base Price: $33,800.00
Price as Tested: $35,240.00
Layout: front-engine / front-wheel drive
Engine: 2.5 liter turbocharged inline 4-cylinder
Transmission: 8 – speed automatic DSG
Horsepower: 290 hp
Torque: 311 lb-ft
EPA Fuel Economy: 22 city / 33 highway mpg

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For the past couple of years now, one of the hottest vehicles on the market has been the Hyundai Palisade. Seems like Hyundai hit the ball out of the park with the Palisade, loading it up with plenty of high-tech features, making it luxurious, and pricing it fair. All this leads to the Palisade being one of the hardest vehicles to buy – as they don’t sit on dealer lots very long. Recently I spent time with a Palisade and I was reminded of why it is so popular.

As you may already know, the Palisade is a three-row, seven passenger (eight with the second-row bench seat) mid-size SUV that makes for an excellent family hauler. Like most Hyundai’s, the Palisade, which is the brand’s flagship SUV, is loaded with value, with a starting price of $34,845.

Last year, things got even better for the Palisade as Hyundai began to offer it in a new trim level called the Calligraphy.

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

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

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

Other than the blind-spot monitoring system becoming standard on all trim models, the Palisade receives no changes for the 2022 model year.

As I approached the 2022 Hyundai Palisade Calligraphy, I was reminded just how nice the Palisade is. Driver and front passenger seats are form fitting and offer a wide range of adjustability. Passengers in the second-row captain’s chairs can manually slide fore and aft and recline, giving them a fair amount of head and legroom. Third row passengers can also recline, but they get the bonus of having power adjustments. I suppose that’s the reward third-row passengers get over second row passengers. Every seat has access to their own USB port (there are seven total) and second row passengers get window shades. There are two sunroofs – one for the driver and front passenger and another for the second and third row passengers.

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

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

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

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

But if interior room, luxury and technology tops your wants in a mid-size SUV, the Hyundai Palisade Calligraphy needs to be on your list of luxury SUVs to check out. While $49,830, which happens to be the price tag of the test vehicle carries, is a lot of money, I have to say that for that money, buyers will get a heck of a lot of vehicle.

— Christopher A. Randazzo
By The Numbers:

2022 Hyundai Palisade Calligraphy AWD

Base Price: $48,390.00
Price as Tested: $49,830.00
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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Honda just recently (2019) brought back the Passport, which some may remember was Honda’s first SUV – and nothing more than a rebadged Isuzu Rodeo SUV. Today’s Passport however is all Honda, although it can be said that it is a shorter version of Honda’s largest SUV, the 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 its larger sibling. 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.

New for 2022 is a TrailSport trim package that will better convey the SUV’s capability off the pavement. Going with the TrailSport means fitting the Passport with all-wheel drive, more aggressive tires and orange-accented TrailSport emblems. For 2022, all Passports get a new hood, revised front and rear bumpers, and a blockier grille to give this Honda SUV a more rugged and updated look.

The Sport and Touring trim levels have been discontinued for 2022, leaving just the EX-L, the new TrailSport and the Elite as the available trim levels.

Entering the Passport TrailSport, one is greeted to a spacious and refined cabin. Due to the lack of a third-row seat, more interior space is dedicated for its second-row passengers. Up front is an 8-inch touchscreen interface to control most features and controls. While it’s not the easiest to use, it’s an improvement from Hondas of past. Backseat passengers will enjoy plenty of room and pull-down window sunshades.

On the road, the Passport delivers excellent road manners. The nine-speed transmission, once criticized 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.

There are no mechanical enhancements for the TrailSport, but Honda’s all-wheel drive system is impressive, featuring a torque-vectoring rear axle, that allows, depending on conditions, the system to be able to direct up to 70 percent of the engine’s torque to the rear end and route it to either rear wheel. It doesn’t turn the TrailSport into a mud-slinging dirt machine, but it along with the meatier tires should make off-roading a bit more entertaining.

The 2022 Honda Passport starts at $37,870 for the front-wheel drive EX-L model while the TrailSport starts at $42,470. The tester, a white TrailSport carries an MSRP of $44,090.

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. And now with the TrailSport model, the midsize Passport can look more in place with the off-road crowd.

– Christopher A. Randazzo

By The Numbers:

2022 Honda Passport AWD Trailsport

Base Price: $42,470.00
Price as Tested: $44,090.00
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]

Ever since it came out in 2003, the Mazda 3 seems to be somewhat of a cult-favorite.
Sporty-looking, practical, fun-to-drive and inexpensive, the Mazda 3 hits all the high
notes for what is needed to be a great car. A few years ago, we saw the fourth generation
Mazda 3 make its debut, and found that it still carries the same tune. Then last year, the
little Mazda received a new engine, making the 3 even better – and bringing back
memories of the much-loved hot-rod version of the 3- the MazdaSpeed3.

2022 is a quiet year for the Mazda 3 as the only change is the addition of a new
appearance trim level called the Carbon Edition.

As it has always been, the Mazda 3 is available in both sedan and hatchback body styles.
Personally, I have a fondness for the hatchback, but this week’s Mazda 3 arrived as the
sedan. The one advantage the hatchback holds is that it is the only body style that can still
be had with a six-speed manual gearbox. With the sedan, the sole transmission offered is
a six-speed automatic. To be fair, even in hatchback form, most 3s will be automatics –
but I think it’s great to know Mazda still offers the six-speed for those that prefer to
change gears on their own.

The base Mazda 3 sedan is powered by a 2.0 liter four-cylinder engine that makes 155
horsepower and 150 lb-ft of torque. A midlevel engine is also available – a 2.5-liter
Skyactiv four-cylinder that makes 186 hp and 186 lb-ft of torque. If you want class-
leading performance, the 3 can be had with a 2.5 liter turbocharged four that makes 227
hp and 310 lb-ft of torque (both those numbers go up to slightly when using 93 octane
gasoline). As a bonus, the Mazda 3 is available with all-wheel drive for those who live in
cold climates – or if you simply want a better handling vehicle.

With the turbocharged engine, the Mazda 3 can turn in some impressive numbers. 0 – 60
mph in just 5.6 seconds and can hit the 1/4 mile is just 14.1 seconds. Yet on top that, it
can still bring in a combined EPA rating of 27 mpg (23 mpg city, 32 highway). Mighty
impressive numbers.

Engines and numbers aside, the Mazda 3 continues as it did last year. Its interior uses an
intuitive, driver-oriented dashboard and console that not only makes the 3 feel sporty and
more expensive than its price tag would lead you to believe, but it’s well thought out –
with every control, switch and dial within easy reach and all are simple to use. And it’s all
done in a clean, uncluttered fashion, which adds a sense of elegance to the cabin. My
tester was equipped with Mazda’s Commander dial-button control interface. While at first
it may look like a version of BMW’s iDrive, it’s far easier to use.

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

The 3 with its base engine continues to compete with the likes of the Honda Civic, the
Toyota Corolla and the Hyundai Elantra. But the injection of the zoom-zoom factor from
the turbocharged engine means the Mazda 3 can compete with the likes of the Civic Si
and the Elantra N.

With the price of everything going up these days, cars included, the MSRP of my fully
loaded Mazda 3 2.5 Turbo with all-wheel drive comes in at $34,710. For a handsome,
athletic, and nicely equipped vehicle, the Mazda 3 sedan gives drivers a lot of car for the
money.
— Christopher A. Randazzo

By The Numbers:

2022 Mazda 3 2.5 Turbo Premium Plus

Base Price: $33,100.00
Price as Tested: $34,710.00
Layout: front-engine / all-wheel drive
Engine: Skyactiv 2.5 liter turbocharged 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 ft/lb
EPA Fuel Economy: 23 city / 32 highway mpg

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

It comes to a point when nice just isn’t nice enough. An excellent example is this week’s
ride – the 2022 Lexus LC 500h, the brands flagship vehicle. The LC 500 is a beautiful
vehicle, combining elegance, luxury and performance all in one package. As the LC
500h, the LC trades in its thirsty V8 for a hybrid drivetrain, so owners can still be spoiled
and be fuel efficient at the same time. Now for 2022, Lexus has added a new “Bespoke
Build” option for the LC 500 – allowing buyers to customize their LC with numerous
options – and in fact, making the car even nicer than how Lexus built it. And as we know,
Lexus builds some nice cars.

As stated, the LC 500h is quite a vehicle. Starting from the LF-LC concept car back in
2012, it took six years for it to reach production as the LC 500 (and LC 500h) back 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 same platform as the LS 500 sedan, the LC 500 is a luxury sport coupe that
shares many components from the sedan. But as the LC 500 uses a 5.0-liter V8, the LC
500h uses a 3.5-liter V6, two motor-generators and a lithium-ion battery pack. Total
power is 354 horsepower which is 117 hp fewer than the V8 makes. But the combination
of the V6 and the electric motors along with a unique transmission that incorporates two
gearboxes (a CVT and a four-speed automatic) into one, allows performance to almost
match that of the V8 powered LC 500. The LC 500h can hit 60 mph in just 4.8 second –
just 0.2 seconds slower than the LC 500. And on top of that, the hybrid powertrain
delivers an EPA-estimated 29 mpg in combined city/highway driving – a vast
improvement over the V8-powered LC 500.

Inside, the LC is equally impressive. There is ultra-soft leather everywhere and all the
switches and dials are done in metal – no cheap plastics to be found anywhere. A 10.3-
inch high-resolution split-screen is used for the navigation system and backup camera. A
unique feature are the inside door handles – they seem to come out of nowhere. The entire
cabin of the LC 500 doesn’t look or feel like a car interior, but more like an art exhibit.

And now with the new Bespoke Build program, it gets even better.

The LC 500h Bespoke Build model is based on the Sport package and is custom-made to
the buyer’s specifications. There are numerous options to choose from, from colors to
wheels to the spoiler, roof and more. And each car receives exclusive badging and a
certificate of authenticity. The special options included on the test vehicle include a
carbon fiber roof and all-new Manhattanhenge color interior. Other stand-alone options
included on the tester was a carbon fiber air wing spoiler and 21-inch forged black alloy
wheels with black finish.

Upon approaching the LC, the door handles pop out for you to grab – giving you a hint of
what’s to come. Even before sitting in the extremely comfortable seats, there is no
denying this is something special. With a two-tone theme done in Manhattenhenge
orange and black, the interior is simply amazing. Nearly everything in the cabin is
impeccably crafted – from the Alcantara draping on the door panels to the hand-stitching
on the leather-wrapped gear knob, no detail is left undone.

Fire up the LC 500h, and rather than a snarl from a V8, there is more of a hum from the
V6 and its pair of motors. The setup, called a Multi-Stage Hybrid, is different from other
Lexus and Toyota hybrids that use the familiar Hybrid Synergy Drive system. With the
unique transmission, the 500h feels as though it goes through gears like a normal
transmission, but smoother and softer – even when driven hard. Even though the 500h is
very quick, it feels heavy, which it is, weighing in at more than 4,500 pounds. But despite
its weight, it handles very well and feels crisp when going into hard turns. After some
wheel-time, I was able to realize that while the 500h is a good driver, it’s favors more of a
luxury-type drive – for those wanting a more spirited driving experience, the V8 powered
LC 500 is the way to go.

Obviously, a luxury experience like the LC 500h doesn’t come cheap. And while a six-
figure price tag used to be a clear sign of exclusivity in the automotive world, as more
and more cars are nearing it, it has eroded the inherent specialness of cars residing around
the $100,000 mark. Still, that doesn’t take away the fact that the LC 500h is expensive.
The base price of the 500h is $99,050. Add in the Bespoke Build Package and a host of
other options and the tester carries an MSRP of $118,630. A lot of money, no matter how
you slice it.

Lexus builds some of the nicest cars around. But the Bespoke Build Package elevates the
brand to a new level. Now there is an option for those wanting an LC500 or LC500h –
and want it nicer than the way Lexus originally makes it. Hard to imagine.

— Christopher A. Randazzo
By The Numbers:

2022 Lexus LC 500h

Base Price: $99,050.00
Price as Tested: $118,630.00
Layout: front-engine / rear-wheel drive
Engine: 3.5 liter V6 and dual electric motors
Transmission: multi-stage automatic
Horsepower: 354 hp
Torque: 369 ft/lb
EPA Fuel Economy: 26 city / 34 highway mpg

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

Gas prices are on the rise. And the cost of a vehicle, whether new or used, is increasing at
an alarming rate. And there is a shortage of vehicles. It almost goes without saying – the
auto-industry is in a crazy and strange time. So, what does a company like Hyundai do at
a time like this? They make a high-performance subcompact crossover SUV that sees all
that is negative in the industry – and looks the other way. Meet the 2022 Hyundai Kona
N.

First, about the Kona. The Kona is Hyundai’s second smallest SUV – being slightly larger
than the little Hyundai Venue. Out since 2018, for the 2022 model year, the Kona
receives its first makeover where it gets a sleeker and sharper body. Inside, changes are
more subtle, but it does get a larger touchscreen and an available digital instrument panel.
But the big talk about the Kona is with the lineup, which includes the N Line trim
package and the N model.

The N Line injects the Kona with sporty characteristics. It gets a more aggressive bumper
and grille, unique 18-inch wheels and a more powerful, 195 hp turbocharged 1.6 liter
four-cylinder engine (up from the base 147 hp 2.0 liter four-cylinder engine). It also
benefits from a seven-speed dual-clutch transmission. The N Line should fit the bill for
those who want a sporty version of the Kona – but if you want even better performance,
the Kona N is the one you want. Fitted with a turbocharged 2.0-liter four-cylinder engine
that cranks out 276 horsepower and 289 lb-ft of torque – it’s the same engine Hyundai
uses for its Veloster N and Elantra N. Along with a sport-tuned suspension and upgraded
brakes, the Kona N is a real performer.

The Kona N certainly looks the part of a performer. It has a blacked-out grille, creased
and hole-punched hood, large air intakes, N badges, an aerodynamic body kit, dual
exhaust, a rear diffuser, and of course a large rear spoiler. Inside, the Kona N’s main
enhancement are the seats which are done in leather but have suede inserts and extra side
bolstering. Other differences include blue accents that are splashed around the cabin and
upgraded interior trim.

But while the Kona N looks cool and is nice to be in, it’s the drivetrain and how well it
drives where this hot-rod Hyundai really struts its stuff. Like the N Line, the Kona N
benefits from a dual-clutch transmission, but this one gets an extra cog as it’s an eight-
speed. No manual transmission is available. Nor is all-wheel drive (which can be had in
other Konas). But that’s ok as the engine alone makes up for it. It sounds fantastic, is
smooth, and loves to rev. The exhaust is full of pops, bangs, and crackles – all
contributing to its wonderful sound.

The exhaust makes for a perfect soundtrack while driving the Kona N. Even with its
electronically controlled limited-slip-differential, with 276 horses, there is still some
torque steer, but it’s not too bad. There is some slight turbo lag below 2500 RPMs, but
don’t worry – hit 3000 RPMs and a surge of power will make you forget any hesitation.
Stay on the go-pedal and you’ll hit 60 mph in under 5 seconds. The quarter-mile will go
by in just 13.5 seconds. This is one quick Hyundai.

And it gets better. Located on the right-side of the steering wheel is a big red button
labeled “NGS”. Hit it and the N will activate it’s overboost function and give you an extra
10 hp for 20 seconds. The NGS feature, which, believe-it-or-not, stands for N Grin Shift
squeezes every last bit of power out of the N. It’s perfect for drag racing or when coming
out of a corner. Get the idea that the N is about performance?

The suspension of the Kona N has been tweaked as well, giving it a stiff ride. But that
stiff ride pays off with the N providing excellent handling capabilities for the small
compact SUV that it is. The steering is quick providing excellent feedback to the driver.
Changing the drive mode to Normal helps bring the ride to acceptable levels.

And while the Kona N is far from your normal Kona, it still is practical as one. The
backseat provides adequate room and when it comes to cargo space there is 19.2 cubic
feet of room behind the rear seats, which expands to 45.8 cubic feet if the rear backseats
are folded down. As little as it may be there is some decent utility room in this little SUV.

The Kona S has everything going for it. It carries the same traits of the regular Kona yet
it adds power and performance to make it a real fun-to-drive machine. On top of that,
with a price tag starting around $35,500, it’s not crazy expensive.

I think most people can see that this is not the best of times for the auto industry. Heck
just owning a car these days is difficult due to the price of gas. But when a car
manufacturer comes out with a car like the Kona N, it’s a clear indication that there is a
light at the end of the tunnel.
— Christopher A. Randazzo

By The Numbers:

2022 Hyundai Kona N

Base Price: $35,445.00 (est)
Price as Tested: $35,445.00 (est)
Layout: front-engine / front-wheel drive
Engine: 2.0 liter turbocharged inline 4-cylinder
Transmission: 8 – speed dual-clutch automatic
Horsepower: 276 hp
Torque: 289 ft-lbs
EPA Fuel Economy: 20 mpg city / 27 mpg highway

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

A few weeks ago, I was driving around in the Land Rover Defender 90 – otherwise known as the British mountain goat. This week I find myself behind the wheel of yet another Land Rover, this one being the Discovery – a Land Rover that offers a unique blend of luxury and off-road capabilities, while still offering an excellent on road driving experience. While the Defender was first and foremost an off-road machine, the Discovery is more of a luxurious SUV.

The Discovery is a midsize three-row SUV that has been around in its current form since 2017, although last year it received a refreshed interior along with new engines. In the Land Rover lineup, the Discovery sits above the more rugged Defender and below the brands flagship vehicle, the ultra-luxurious Range Rover. It’s rivals include the Audi Q7, BMW X5, Genesis GV80, Mercedes-Benz GLE and Volvo XC90.

The Land Rover Discovery is offered in three trim levels: S, S R-Dynamic and HSE R-Dynamic. The base S offers a lot for being the entry level Discovery. It rides on 20-inch wheels, has a panoramic glass roof and keyless entry and ignition. It is powered by a 2.0 liter turbocharged four-cylinder that makes 296 hp. Tons of options can be added to the S like adaptive cruise control, a larger 11.4-inch touchscreen display and a surround-view camera. Move up to the S R-Dynamic and the Discovery gets some styling changes, along with most of the features and options found on the S. The S R-Dynamic is available with a 355-hp turbocharged 3.0 liter inline six-cylinder. The top-of-the-line Discovery is the HSE R-Dynamic. It comes standard with the larger engine as well as 22-inch wheels, upgraded front seats that have heated and vented features, heated rear seats and power-folding third row seats. All Discoverys use an eight-speed automatic transmission.

Enter the Discovery’s spacious cabin and you’ll see plenty of luxurious features. The interior materials are upscale and stylish and set up in a very contemporary way. Unlike the smaller Defender, the Discovery offers plenty of cabin storage including a deep center console bin along with two glove compartments. The 14-way power operated front seats are very comfortable and offer plenty of support. Second-row passengers sit comfortably – as their seats provide fore-and-aft and recline adjustments. The third-row, which is a no-cost option, is tight. The usefulness of the third-row is debatable. While they are small, children or small adults shouldn’t have a problem for short trips. The real issue is accessing them. Those that plan to sit there better be very flexible. If you plan to haul more cargo than passengers, folding both of its rear seats allow the Discovery to swallow an impressive 73 cubic feet of cargo.

The Discovery test vehicle came in the S R-Dynamic trim with the six-cylinder engine and third-row seat. It carries with it a price tag of $73,255. On the road, the Discovery delivers a silky-smooth, comfortable ride. The steering feels weighted and slow, which translates into a less-then-sporty feel for the driver in terms of handling. Power is plentiful though and the Discovery can sprint to 60 mph in 6.6 seconds and through the quarter mile in 15.2 seconds.

Keeping with Land Rover’s legendary go-anywhere reputation, all Discovery models are fitted with plenty of off-road goodies such as an adjustable air suspension and standard all-wheel drive. For maximum off-road freedom, a two-speed transfer case and a locking rear differential is offered. There’s even a Wade mode that’s set up to improve the Discovery’s water-fording capability.

After my time in the Defender which was quite fun and entertaining, I find the Discovery as a much easier vehicle to live with. Yes, it gives up some off-road aptitude to the Defender, but it makes up for that in creature comforts and room. While the Discovery feels less trucklike, it’s still a very capable SUV. As the middle child in the Land Rover lineup, the Discovery fills the role perfectly of combining luxury and off-road abilities in the right size package.
— Christopher A. Randazzo

By The Numbers:

Land Rover Discovery R Dynamic S

Base Price: $61,900.00 (2021)
Price as Tested: $73,255.00 (2021)
Layout: front-engine / all-wheel drive
Engine: turbocharged 3.0 liter inline-6 cylinder
Transmission: eight-speed automatic
Horsepower: 355 hp
Torque: 369 lb-ft
EPA Fuel Economy: 18 mpg city / 24 mpg highway

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

If there are any doubts that the American luxury high-performance sports sedan was
dead, the all-new 2022 Cadillac CT4-V Blackwing will put them to rest. While the CT4
has been around for a few years now, even in its sporty V form as the CT4-V, the new
CT4-V Blackwing is a game changer for both Cadillac and the luxury performance
market.

The CT4-V Blackwing takes the performance-oriented CT4-V and catapults it to a new
level. In Blackwing form, the CT4-V gets a different engine, more aggressive bodywork
and some upgrades in the interior. It makes a good car that the CT4-V is – a better car.

On the outside, Cadillac made every grille and vent functional. There are large black
intakes, rocker extensions and a reshaped rear valance and diffuser. For an even more
aggressive look, there is a carbon fiber package that adds in a larger rear spoiler, giving
the Blackwing it’s name.

Inside, the nice, but not-too-impressive interior of the CT4 gets some improvements in
build quality and sports a new fully digital dash in the Blackwing. Special seats hold you
place better and carbon fiber trim is scattered throughout the cabin.

Under the skin, though, is were the CT4-V Blackwing really makes its statement. In place
of the Vs 2.7 liter turbocharged four-cylinder is a 3.6-liter twin-turbo V-6. Some may
recall this engine in the 2016-2019 Cadillac ATS-V where it made 464 hp and 445 lb-ft
of torque. In the Blackwing, it now makes 472 hp and the same amount of torque. Two
transmissions are offered – a 10-speed automatic or a 6-speed manual. Unlike all other
CT4s, the CT4-V Blackwing is only available with rear-wheel drive – all-wheel drive in
not an option.

Along with the powerful engine, the CT4-V Blackwing benefits from Magnetic Ride
Control suspension, the same one used in the Corvette. With it, electronically controlled
shock absorbers are constantly adjusted to respond to changing road conditions. Since
performance is the name of the game with the Blackwing, it has a performance track
management system that includes launch control and a brake line lock. Those brakes, by
the way, are Brembos, wrapped around in 18-inch alloy wheels.

Performance numbers for the CT4-V Blackwing are impressive. Cadillac claims the
automatic version can accelerate from 0 to 60 mph in 3.9 and can slam through the
quarter mile in 12.4 seconds. The manual version, while being more entertaining to drive,
adds a few tenths of a second to those times. Top speed is a crazy 189 mph.

The CT4-V Blackwing that Cadillac had me in last week was dressed in Satin Steel
Metallic paint and was equipped with the six-speed manual transmission.

Fire up the Blackwing and it purrs and hums, offering a strong indication of whatís to
come. It’s not the angry noises that a V8 makes, but it does roar and make nice sounds.
On the road, the Blackwing is a fantastic driving car – it’s light on it’s feet but still feels
buttoned down to the road. While your hands are connected to the road by way of a
nicely felt steering wheel, it feels more telepathic – it’s that in tuned to the driver. As
expected, power is in abundance and the Blackwing is absurdly fast. The shifter and
clutch feel perfect and the manual transmission really makes the Blackwing a pleasure to
drive. Fun driving features include rev-matching when downshifiting along with hearing
the exhaust pop and backfire when you lift off the gas pedal – features that should appeal
to anyone that has gasoline running through their veins.

The 2022 Cadillac CT4-V Blackwing starts at $59,990 but can easily flirt with the
$90,000 mark. But you do get a lot of car for your money. Shortcomings? A couple. One
happens to be shared with all CT4s and that is the backseat – it is tight, even for a car this
size. The other – well it’s not necessarily about the car itself but the notion that Blackwing
series will not be around for long. With Cadillac slowly transforming into an all-electric
brand, cars like the Cadillac CT4-V Blackwing will soon be extinct.

But for now, we do have the CT4-V Blackwing and for those that like high-performance,
luxury and style, the Blackwing does not disappoint.

— Christopher A. Randazzo
By The Numbers:

2022 Cadillac CT4-V Blackwing

Base Price: $58,995.00
Price as Tested: $77,090.00
Layout: front-engine / rear-wheel drive
Engine: 3.6 liter twin turbocharged 3.6liter V6
Transmission: 6 ñ speed manual
Horsepower: 472 hp
Torque: 445 ft-lbs
EPA Fuel Economy: 15 city / 23 highway mpg

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

When shopping for a new ride, most car and SUV buyers will usually put practicality and convenience ahead of the cool factor. But sometimes a vehicle comes out that is so cool, it simply overlooks everything else. One of those vehicles is the Land Rover Defender 90. The Defender 90 doesn’t really make a whole lot of sense, but it sure is cool to look at, be in and drive.

The Defender 90 is a two-door SUV (two door plus rear hatch) that is known for its supreme off-road capabilities. It’s more practical counterpart, the Defender 110 has four doors and a lot more room, both for passengers and storage, but loses a lot of the wow-factor.

The styling of the Defender 90 is what you would expect from Land Rover. A squared-off design with an upright appearance gives the Defender 90 its trademark look as well as an aggressive stance. Off-roaders will appreciate the short wheelbase (merely 101.9 inches) and the small front and rear overhangs.

There is never mistaking the interior of a Land Rover, and the Defender 90 is no exception. Much like its exterior, the interior gives way to a chiseled dashboard with a shelf that spans across the length of the cabin. Torx-head bolts scattered around the interior provide a technical look. One interesting feature is the center console. As an option, it can be converted into a jump seat, allowing the little Defender to seat six. Without it, the Defender 90 is strictly a five-seater.

Land Rover offers the Defender 90 with two different engines. The base engine, referred to as the P300, is a turbocharged 2.0 liter four-cylinder that makes a decent 296 horsepower and 295 lb-ft of torque. This engine comes on the base, S and X-Dynamic S trim levels. Delivering power to the upper two trim levels (the First Edition and the X) is the P400 – a turbocharged 3.0 liter inline six-cylinder that makes 395 horsepower and 406 lb-ft of torque. All Defender 90s come with an eight-speed automatic transmission and all-wheel drive that includes a two-speed transfer case.

The tester arrived as a Defender 90 First Edition, so it’s equipped with the larger engine and comes with the above mentioned jump seat. Dressed in an interesting Pangea Gree, it has a base price us $64,100, with the total price coming in at $66,465.

The P400 engine, which is also used in the Jaguar F-Pace, turns the Defender 90 into somewhat of a square rocket. with plenty of low-end torque this off-roader can sprint to 60 mph in just 5.7 seconds.

But it’s the Defender’s off-road abilities that give it the reputation of being one of the best off-road vehicles money can buy. It has an adjustable air suspension, adaptive dampers and Configurable Terrain Response – a system that allows you to tailor the vehicle’s behavior to various surfaces, like mud, sand, rocks and more. Combine that along with it’s generous ground clearance and short overhangs, and it becomes clear why the Defender 90 is considered a British mountain goat.

Unfortunately, I never took the Defender 90 off-road. But on road, I can tell you that it drives far better than I was expecting. With the short wheelbase, I was expecting a bobble head-like ride, but that just isn’t the case here. Sure, ride quality isn’t luxury car smooth, but the suspension does an excellent job at absorbing bumps and jolts, so by the time they are felt, they are not jarring. The steering is a little on the heavy side, but the more I drive it, the more I like it that way. And the brakes, well, they are simply amazing.

In today’s automotive market, aside from sports cars, two-door vehicles are rare. And even rarer are two-door SUVs. Land Rover’s last two-door model, the Range Rover Evoque, didn’t last long. But the Defender 90 is different. It’s one of the most capable SUVs you can buy, it looks like a concept vehicle, and drives very well. Practical? No, not really. Cool? You bet.
— Christopher A. Randazzo

By The Numbers:

Land Rover Defender 90 First Edition

Base Price: $64,100.00 (2021)
Price as Tested: $66,475.00 (2021)
Layout: front-engine / all-wheel drive
Engine: turbocharged 3.0 liter inline-6 cylinder
Transmission: eight-speed automatic
Horsepower: 395 hp
Torque: 406 lb-ft
EPA Fuel Economy: 17 mpg city / 22 mpg highway

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When it comes to Buick SUVs, it’s all about size. To some, the Buick Enclave, their flagship vehicle, is very nice and luxurious, but it can be a bit overwhelming with its large footprint. And the subcompact Buick Encore, while cute, being pintsize may be too small for a family’s needs. Slotted right in between the two is the Buick Envision, about the size of a typical Honda CR-V or Toyota RAV4, which seems to be a popular size SUV these days.

Out since 2015 and just redesigned last year, the Envision continues to be built exclusively in China, alongside the Cadillac XT4 with which it shares its platform. The Envision carries an upscale appearance with its nicely tailored sheetmetal, stylish grille and large wheels.

Inside, the five-passenger SUV is a clean simple look. The center dash is canted towards the driver making the infotainment touchscreen an easy reach. Missing is a bulky shifter – instead, a push-button gear selector is used – which really frees up the center console area. Interior space is good for those up front. Backseat passengers, though, if tall, may feel a bit cramped on long trips, so plan accordingly.

Just how fancy the Envision’s cabin is will play in part to the trim level chosen. The base Preferred trim level will have a power driver’s seat, 8-inch touchscreen, keyless entry and ignition and wireless connectivity for both Apple CarPlay and Android Auto. Move up to the Essence and the Envision gets a larger 10.2-inch touchscreen, hands-free liftgate, remote ignition, heated front seats and heated steering wheel. The top-of-the-line Avenir, which is how the tester arrived, dresses up the Envision nicely with a heads-up display, diamond-quilted leather seats, vented seats, heated rear seats, driver’s seat massager and a surround-view camera.

Under the hood of every new Envision is a turbocharged 228-horsepower 2.0-liter four-cylinder engine paired to a nine-speed automatic transmission. Front-wheel drive is standard, and all-wheel drive is optional.

The Envision is a nice driver, with plenty of power from the boosted four-cylinder. The engine is hardly smooth, but it does deliver good power. Handling is what you would expect from an SUV – the Envision feels well planted, but hardly sporty. So if you are looking for a performance SUV, this is not it. But what the Envision does deliver is a very quiet serene ride, even at highway speeds.

When it comes time to put the Envision to work, it should meet most needs. In terms of cargo space, the Envision has 25 cubic feet of storage space behind the back seat. Fold the backseats down, and that increases to more than 52 cubic feet. Both of these numbers are about average for a vehicle in this class.

Buick says the Envision competes against the Acura RDX, the Infiniti QX50, and the Lincoln Corsair and in Avenir trim, it definitely does. The Preferred Envision starts well under $33,000 while treating yourself to the Avenir will mean the Envision will run around $45,000.

The 2022 Buick Envision is one of those vehicles that is hard to find fault with, but at the same time doesn’t really shine in any particular area either. It’s a nice-sized SUV – perfect for the Buicks owner that wants to downsize from an Enclave or move up from an Encore.
— Christopher A. Randazzo
By The Numbers:

2022 Buick Envision Avenir FWD

Base Price: $39,850.00
Price as Tested: $45,010.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter turbocharged four-cylinder
Transmission: nine-speed automatic
Horsepower: 228 hp
Torque: 258 lb/ft
EPA Fuel Economy: 24 city / 31 highway mpg

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Fast, fun and powerful. Words hardly used to describe a Honda – unless that Honda has the Si suffix attached to it. Si model Hondas have been around since the 1980’s and it has been a long-time favorite of mine for decades. So, I was thrilled when Honda sent me a flashy all-new 2022 Civic – this one being a Civic Si.

The Honda Civic is all-new this year, entering its 11th generation, and it’s quite good. So good, in fact, it has been named the 2022 North American Car of the Year. As the Civic Si, it benefits from the same improvements that the regular Civic received – but along with that, it gets a specially tuned chassis and a more powerful engine to give it enough spunk to compete with the likes of the Subaru WRX and Volkswagen GTI.

Being that the Civic is all-new this year, the Civic Si gets the same modern, mature look. It doesn’t get any extreme spoilers or wings (although that may come in the future as the Type-R) and it probably won’t impress your neighbors. But car-people will notice a more aggressive front bumper, exposed exhaust tips and a gloss-black trunk-mounted spoiler. Gloss black trim also covers the mirrors and window surrounds. Finally, the Civic Si is only available in sedan form.

Inside, changes are equally minor, with the biggest difference being with the Si’s seats. They are well-bolstered and offer all-around additional support along with integrated headrests. To brighten up the cabin, red contrasting trim is used everywhere – including the door panels, steering wheel, and shift boot. Even the new honeycomb panel that spans across the dash is outlined in red.

But the heart of the Si is what’s under the hood. Every Civic Si is powered by a 200-hp (192 pound-feet of torque) turbocharged 1.5 liter four-cylinder. While this is the same engine that is optional in lesser Civics, in the Si, power is increased by 20 hp (from 180hp). And that power is sent to the front wheels by way of a six-speed manual gearbox. An automatic is not available on the Si, so you ether know how to drive a manual or you don’t drive an Si. On top of that, the Si benefits from a limited-slip front differential that helps maximize traction during hard acceleration.

Other enhancements include a sport suspension and larger brakes all around.

Get behind the wheel of this hot-rodded Civic and just with other Civic Si cars of the past, you will never want to leave. The steering wheel and the shifter are perfectly placed with the gauges easy to see. And that shifter – using it is like using a ratchet – it just clicks away into the gear you want. For those who have not perfected the heel-and-toe technique, the Si gearbox now has a rev-match feature to handle it for you.

Being that the Si uses a small engine and a small turbo to make big power, there is a little price to pay – turbo lag when the revs are low, meaning power isn’t always available when you want it. But wait a half-second or so and you’ll feel the boost (and torque) kick in, and the Si really opens up. With a fun power-to-weight ratio and eager chassis, the Civic Si is a ton of fun to drive. Steering, shifting and braking are near perfect – you can practically think your actions and the little Civic responds to them. Just how fast is the Civic Si? Reports show it can do 0 -60 mph in just 6.7 seconds. And while it’s a blast to drive, the Si still brings in impressive fuel-economy numbers: 27 mpg in the city and 37 mpg on the highway.

The Civic Si is easily one of the most enjoyable cars to drive, and being a Civic means it’s also easy to live with. Interior ergonomics are excellent, there is plenty of room, it has a large touchscreen, as well as a blind-spot monitoring system and an upgraded audio system. Coming in with a price tag below the $30,000 mark (the tester has an MSRP of $28,910), the Honda Civic Si proves it offers a lot of bang for little buck.
– Christopher A. Randazzo

By The Numbers:

2022 Honda Civic Si Sedan

Base Price: $27,300.00
Price as Tested: $28,710.00
Layout: front-engine / front-wheel drive
Engine: 1.5 liter DOHC turbocharged 4-cylinder
Transmission: 6-speed manual
Horsepower: 200 hp
Torque: 192 ft-lbs
EPA Fuel Economy: 27 city / 37 highway mpg

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