Automotive

It’s hard to believe that the Toyota 4Runner has been around for forty years now. Back in 1983, Toyota brought to market a revolutionary vehicle based on its rugged four-wheel drive pickup truck. By adding a fiberglass top covering the cargo area (which could be removed for open air driving) and four-wheel drive capability, the 4Runner was born. Now in its fifth generation since 2009, the 4Runner remains one of the best choices for those wanting a genuine SUV.

The 2023 Toyota 4Runner remains true to its roots in that it is a “real” SUV – one that is meant to be put to work, both on road and off. It is not a car-like SUV – you know the ones that look the part, but utilize a car platform underneath. No, the 4Runner is a truck, through-and-through and caters to the true outdoor enthusiast.

And the 4Runner looks as if it means business – decked out with mud guards and skid plates. A few years ago the 4Runner received a face-lift which included a more aggressive front grill and meaner snout which carries on today.

Toyota offers the 4Runner in a number of trim levels. From the base rear-wheel drive SR5, to four-wheel drive TRD models, to the luxury oriented Limited model, if you like the styling of the 4Runner, there is trim level for you.

And to celebrate the 4Runner’s 40th birthday Toyota is offering a retro-themed 40th Anniversary Special Edition. Basically it’s an SR5 Premium (an SR5 with simulated leather interior and heated front seats) but with a special grille, bronze-colored 17-inch wheels, tri-colored exterior stripes and special 40th Anniversary floor mats. It is available in either White, Midnight Black Metallic or Barcelona Red Metallic and all come equipped with four-wheel drive. Only 4,040 40th Anniversary 4Runners will be made.

Under the hood of the 4Runner, things have remained the same for many years now. A 4.0 liter V6 is the sole engine available and it cranks out 270 horsepower and 278 pound-feet of torque. The transmission continues to be a five-speed automatic.

As with all Toyotas, interior trim is top-notch. It’s not really fancy, but it certainly is built to last. Big knobs and controls used throughout the cabin make the 4Runner feel robust on the inside just like it is on the outside. Seating for five passengers is more than adequate. If you need room for two more, a third row seat is offered, but if you really need to move seven people around, you’re better off with a Highlander or better yet, the Sienna minivan.

On the streets, the 4Runner feels just as big as it looks – and it looks big. I’m experiencing a smooth albeit firm ride in my tester, the new 40th Anniversary Edition. It really feels like it wants to go off-road and tackle just about anything you throw at it, and with it’s sophisticated four-wheel drive abilities, it nearly can.

SUVs like the Toyota 4Runner are the last of a dying breed of vehicles. The days when the rough-and-tough body-on-frame trucks seem to be numbered, although we have seen a slight resurgence since Ford has released their new Bronco. But the 4Runner’s main competitor, the Nissan Pathfinder, is no longer a real off-road vehicle and the Xterra is long gone. Could this generation 4Runner be the end of true SUVs as we know it? I sure hope not. But there is no question that this 4Runner is a survivor – maybe even the last of its kind. Happy 40th birthday 4Runner!

– Christopher A. Randazzo

By The Numbers:

2023 Toyota 4Runner 4×4 40th Anniversary Special Edition

Base Price: $46,370.00
Price as Tested: $47,085.00
Layout: front-engine / four-wheel drive
Engine: 4.0 liter DOHC V6
Transmission: 5-speed automatic
Horsepower: 270 hp
Torque: 276 ft-lbs
EPA Fuel Economy: 16 city / 19 highway mpg

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

Sometimes reputation is everything. When it comes to vehicles like the Land Rover Defender, which came out in the 1980’s and has always been known for it’s ruggedness and versatility, making major changes can be tricky – as to not mess up it’s famous reputation. So in 2020 when Land Rover came out with the second generation Defender, it knew a lot was at stake. But after a few years, it looks like today’s Defender is succeeding in following in the original’s footsteps.

Land Rover’s biggest change to the Defender was switching from its original old body-on-frame setup to a more car-like unibody construction. It also replaces the old-school solid axles with a fully independent suspension, both to enhance the Defender’s on road drivability.

But don’t worry – the Defender hasn’t gone soft. Every Defender is equipped with four-wheel drive and locking differentials for navigating treacherous terrains. The Defender has 11.5 inches of ground clearance and can ford through 35 inches of water.

The styling of the Defender is what you would expect from Land Rover. A squared-off design with an upright appearance gives the Defender its trademark look as well as an aggressive stance. While it still looks boxy, bulging fender flares break up the flatness, providing some subtle curves in the overall design. For off-roaders, the short wheelbase and the small front and rear overhangs will be appreciated.

There is never mistaking the interior of a Land Rover, and the Defender is no exception. Much like its exterior, the interior appears to have started out as a box, and then 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.

Today’s Defender is available in three different body styles. The Defender 90 is the shorter two-door model, the Defender 110 has four doors and two rows, while the Defender 130 has a longer wheelbase and accommodates three rows of seating. It was the a 2023 Defender 110 V8 that I recently had the opportunity to spend time with.

As the name of the tester implies, the Defender 110 has a V8 under the hood. With the aid of a supercharger, the eight-cylinder, which has a displacement of 5.0 liters and is referred to as the P525, makes 518 horsepower and 461 lb-ft of torque. It’s routed through an 8-speed automatic transmission. Four-cylinder and six cylinder engines are offered on less-equipped Defenders. All Defenders come with an eight-speed automatic transmission.

Other goodies that the Defender 110 V8 gets are seats trimmed in black leather with extra suede, a full Alcantara steering wheel (which feels amazing) and V8 written on the illuminated sillplates.

The P525 really ignites the Defender, turning it into somewhat of a square rocket. with plenty of low-end torque this off-roader can sprint to 60 mph in just a few ticks past 5 seconds. So if power and speed is what you are after in an SUV, the Defender can sure supply it.

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, short overhangs and powerful drivetrain, and it becomes clear why the Defender is considered a British mountain goat.

The Defender is certainly in a class of its own. Some may consider the Jeep Wrangler a cheaper alternative, but the Defender has it beat when it comes to on-road refinement and available luxury appointments. In fact, there are not many SUVs that are as capable as the Defender, and those that are – typically have a Land Rover badge on them.

— Christopher A. Randazzo

By The Numbers:

2023 Land Rover Defender 110 V8

Base Price: $107,700.00
Price as Tested: $111,020.00
Layout: front-engine / all-wheel drive
Engine: supercharged 5.0 V8
Transmission: eight-speed automatic
Horsepower: 518 hp
Torque: 461 lb-ft
EPA Fuel Economy: 14 mpg city / 19 mpg highway

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

Denali, GMC’s sub-brand, is known for its high level of luxury. In the Yukon, the Yukon Denali is quite impressive. But what if you want to elevate the Yukon to an even higher level? That’s where the Denali Ultimate comes in.

For 2023, GMC introduces the Ultimate package – a trim level that is available on top of the Denali that includes a unique upholstery and interior trim that further sets it apart for its Tahoe cousin, but at the same time pushes it closer to its other cousin, the Cadillac Escalade.

If any vehicle can make a great big first impression, it’s the Yukon Denali. And in Ultimate form, it gets even better. Dark chrome replaces the bright chrome, and the red GMC badges are now done in a monochromatic appearance. Up front, there is that huge grille flanked by multi-element headlamps at each side, all leading up to the tall and broad hood. Along the sides are fender vents with a spoiler and dual exhaust completing the rear.

Step inside the Yukon Denali and the Ultimate package becomes even more evident. The tester’s interior was done in Alpine Umber, and featured full-grain leather seats, arm rests, and center console, capped by elaborate exclusive contrast stitching. The interior trim is a mixture of brushed aluminum and elegant open-pore Paldao woodgrain – which translates into less plastic than ever before. A nice touch is a topographical map of Mount Denali that is laser-etched into the glovebox of the woodgrain dash trim.

Denali Yukons enjoy a unique dashboard not shared with the other models. The most obvious difference is the placement of the 10.2-inch infotainment touchscreen – embedded in the dash on the Denali rather than perched atop as it is in the SLE, SLT and the off-road-oriented AT4 Yukons. Along with that main screen there is an 8-inch one in the instrument cluster, one in the rear-view mirror(making it a rear-view camera), two 12.6-inch headrest screens for the second-row passenger as part of the optional rear-seat entertainment setup, and my favorite, a huge 15.0-inch Heads-Up-Display (HUD) that can be set to display a ton of useful information including the vehicle speed, actual speed and lane keep assist.

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

Powering this ultimate Yukon is the familiar 6.2-liter V8 making 420 hp and 460 lb-ft of torque. Lesser Yukons continue with the familiar 5.3-liter V8 engine which cranks out 355 hp and 383 lb-ft of torque. A 3.0-liter diesel inline-six rated at 270 hp and 460 lb-ft of torque is also available on Yukons, including the Denali. All Yukons use a 10-speed automatic transmission.

The Denali Ultimate, which, like all Denalis, are all-wheel drive, include other hardware goodies like Magnetic Ride Control, Air Ride Adaptive Suspension, Active Response 4WD system with electronic limited-slip differential, and an Auto Track two-speed transfer case. Super Cruise, GM’s driver assistance system, is optional on the Denali Ultimate.

On the road, the Yukon Denali Ultimate feels solid, safe, and smooth. The new independent rear suspension system that GM is using in their full-size SUVs along with GMCs magnetic ride control and adaptive suspension means you get a big SUV with an amazingly smooth and quiet ride. Although it is quite a large SUV, it is much nimble than one would think.

Big, hefty SUVs carry big, heavy price tags, and the GMC Yukon Denali Ultimate is no different. Base price of the Denali Ultimate is $93,255. The tester was fitted with Super Cruise and special exterior paint, bringing the total price to $97,745 – a lot of money for a GM SUV that doesn’t have a Cadillac emblem on it. Still, with the popularity of luxury SUVs and the fact that they can do it all (carry three rows of passengers, haul tons of gear and tow a boat or trailer) – there is little doubt that GMC will have any difficulty selling every Yukon Denali Ultimate it makes.
– Christopher A. Randazzo

By The Numbers:

2023 GMC Yukon 4wd Denali Ultimate

Base Price: $93,255.00
Price as Tested: $97,745.00
Layout: front-engine / four-wheel drive
Engine: 6.2 liter V8
Transmission: 10-speed automatic
Horsepower: 420 hp
Torque: 460 lb/ft
EPA Fuel Economy: 14 city / 18 highway mpg

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

As we saw last week looking at the Jeep Grand Wagoneer L, bigger is better. But while being bigger may be better, being big and fast may be best – and that is exactly what Cadillac is trying to prove with their 2023 Escalade-V.

Today’s Escalade is quite big. Larger than its predecessor, this fifth generation Escalade boasts more passenger room in its second and third row seats than ever before. Its exterior design continues at what the Escalade has done so well at – provide a brash, in-your-face excess statement. There is no subtlety here, just a huge grille with plenty of sheet metal behind it. Like Escalades before it, the current one is clean, simple, enormous and easily recognizable for what it is.

As a V, the Escalade gets slightly different bumpers, special wheels, unique badges, and red-painted brake calipers. Still, the overall look is hardly different from other Escalade models, making the Escalade-V somewhat of a sleeper.

Under the hood, though, things are somewhat different. The Escalades huge 6.2-liter V-8 engine remains, but for the V it receives a Roots-type supercharger that brings up horsepower from an already impressive 420 hp and 460 lb-ft of torque to a monstrous 682 hp and 653 lb-ft of torque. All-wheel drive is standard on the Escalade-V and it continues to use a 10-speed automatic transmission.

Inside the V, the Escalade has all the luxury features found in the Premium Luxury Platinum trim level which includes massaging front seats, a leather wrapped instrument panel and soft-closing doors. The only addition that the V provides are special V emblems and a V specific driving button. With this current generation, the Escalade now has one of the best interiors in the business as well as some of the latest gadgets around. Supple leather, lacquered wood and aluminum brightwork cover every surface. The dash now uses the latest in screen technology: OLED (Organic Light Emitting Diode) which provides for a sharper and more colorful image over the popular LCD screens. Super Cruise, Cadillac’s hands-free driving system and Night Vision, a system that uses an infrared system to help drivers see beyond their headlamps and detect pedestrians and animals are both available on the Escalade-V.

Obviously, what stands the Escalade-V apart from other Escalades is its performance, and it doesn’t disappoint. Hitting the V mode button puts the Escalade in its most powerful mode by engaging its launch-control feature, which holds the engine’s revs at around 1500 rpm when the driver has both the gas and brake pedals mashed to the floor. Release the brake and the Escalade V rockets to 60 mph in just 4.3 seconds, which is absurdly quick for a vehicle of this size.

Having reviewed a few very quick electric vehicles (EVs) recently, the quickness of the Escalade feels very familiar. But there is one big difference. As an EV accelerates quickly in near silence, the Escalade-V does it in an uproar. The initial whine of the Escalade-V’s supercharger is quickly overtaken by the loud exhaust note of the massive American V8 motor and provides us with the thrill and excitement that only an internal combustion engine can make. EVs may be the future but there is no denying that good ole fashion gas engines are way more fun.

Of course, anything associated with a lot of power, usually means there is a lot of money involved, and the Escalade-V is no exception. While the base Escalade starts at $81,090, the Escalade-V is much pricer, carrying a price tag of $148,195. The tester has an MSRP of $150,565.

The V-Series was first introduced as a high-performance division of Cadillac in 2003 when the luxury automaker revealed the CTS-V. Now 20 years later, Cadillac unleashes its first V-Series for the Escalade. Yes – amazing all this time there has never been an Escalade-V until now. Well, that’s all changed – as the 2023 Escalade-V is here and is on a mission full of power and prestige.

— Christopher A. Randazzo
By The Numbers:

2023 Cadillac Escalade 4WD V-Series

Base Price: $148,195.00
Price as Tested: $150,565.00
Layout: front-engine / all-wheel drive
Engine: 6.2-liter Supercharged V8
Transmission: 10 – speed automatic
Horsepower: 682 hp
Torque: 653 ft-lbs
EPA Fuel Economy: 11 city / 16 highway mpg

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

For full-size SUVs, bigger is better – again. Just look at today’s large SUVs like Chevrolet’s Tahoe and Suburban or Ford’s Expedition and Expedition Max. While getting slightly smaller in the early 2000’s, that was short lived and they have been on a growth spurt ever since, with every generation being slightly larger than the previous one.

This year, Jeep entered the full-size SUV market with the Jeep Grand Wagoneer. Now, for 2023, they are taking it a step further and are making an even larger version of the Grand Wagoneer. And they are aiming high – looking past the Suburban and Expedition and instead having their sights on the luxury variants, the Cadillac Escalade ESV and Lincoln Navigator L.

The Grand Wagoneer carries its heritage from the Jeep Wagoneer which made its debut in 1963 and most people remember it for its popular side wood paneling. The Wagoneer was dropped in 1993 but returned last year with the new Grand Wagoneer name.

The 2023 Jeep Grand Wagoneer L is an extended version of the Grand Wagoneer and rides on a wheelbase that is 7 inches longer than the regular version and overall is 12 inches longer, giving it a total length of 226.7 inches. As a comparison, the Cadillac Escalade ESV is 227 inches long while the Lincoln Navigator L is 221.9 inches long. Oddly, enough, Ford’s short-lived Excursion (2000-2005) which was deemed “too big” was 226.7 inches in length – the exact same length as the Grand Wagoneer L.

Based on the Ram 1500, both Grand Wagoneers are built on a solid, proven foundation, although the Grand Wagoneers employ an independent rear suspension rather than the Ram’s solid rear axle. It’s a truck-based three-row SUV, and in L form, offers generous amounts of legroom in both the second-row legroom and third-row seats. Behind that third-row is a massive 44.2 cubic feet of cargo space. With the second- and third-row seats folded, the cargo space expands to a substantial 130.9 cubic feet. Yes – the Grand Wagoneer L is huge.

Unlike the Grand Wagoneer, which comes standard with a 6.4-liter V8 engine (471 horsepower, 455 lb-ft of torque), the Grand Wagoneer L uses a new high-output 3.0-liter twin-turbo inline-6 engine. Called the Hurricane, this engine makes 510 horsepower and 500 lb-ft of torque and sends the power to all wheels via an 8-speed automatic transmission. Maximum towing capacity is 9,450 pounds.

Standard on every Grand Wagoneer L is Jeeps Quadra-Trac II 4-wheel-drive (4WD) system that comes with a 2-speed transfer case with a setting for extreme off-roading. Optional is the Quadra-Drive II system with an electronic rear limited-slip differential. It also detects wheel slip and automatically transfers engine power to the wheels with grip.

With the intent of the big Jeep to compete against Cadillac and Lincoln, the Grand Wagoneer L is quite luxurious. And expensive. The Series I starts at $91,495 and comes with 7-passenger seating with the standard second-row captain’s chairs (8-passenger seating is available), a 12-inch color gauge cluster and a driver information display, 20-way power-adjustable front seats (that have built in massagers) and a 3-panel sunroof. It rides on 20-inch wheels and has Quadra-Lift – a height-adjustable air suspension that adjusts to any of five settings and offers ground clearance ranging from 6.4 to 10 inches.

Expanding on that is the Series II that gets an upgraded Palermo leather seating, passenger-seat memory, a digital rearview camera mirror and traffic-sign recognition. It rides on 22-inch alloy wheels and starts at $98,080.

The Obsidian enhances the look of the L with a blacked-out exterior and interior accents as well as the addition of a 23-speaker McIntosh audio system, a front console cooler, a front-passenger interactive display, and ventilated rear seats. It starts at $103,585.

Rounding out the Grand Wagoneer L is the Series III. For your $110,995, you get night vision which uses thermographic technology and Active Driving Assist – Jeep’s semi-autonomous driver-assistance system.

Not only was this the first time I have been in a Grand Wagoneer, but this is also the first time for me to experience the new Hurricane engine from Stellantis (formerly Fiat Chrysler Automobiles). Sitting high, the cabin feels huge – with the center console dominating the front part of the cabin. Buttons and switches are everywhere, and it takes a moment to take it all in. The driving position is great, and with all the windows, outward visibility is excellent. There isn’t a bad seat in the house – including the third row. If a comfortable third row is a must, the Grand Wagoneer L is the one.

On the road, the well-insulated cabin blocks against all types of noise, and the ride is very smooth and comfortable – that long wheelbase paying dividends. The L’s steering is light and overboosted, with essentially no feeling of connection to the road. This isn’t a Wrangler. And its size really makes itself known as it feels more like you’re navigating a cargo ship than driving an SUV. Lane changes and parking takes some careful planning – agile it is not.

Beating the old Hemi V-8 in both acceleration and fuel economy, the new turbocharged inline-6 is impressive. Tests show it can move this huge SUV to 60 mph from a standstill in under 5 seconds. In fact, the Grand Wagoneer L is both quicker and more efficient than the shorter, lighter regular Grand Wagoneer with the 6.4-liter Hemi V8.

But being more efficient doesn’t mean the Grand Wagoneer is stingy with fuel. It isn’t, as the EPA rates it at 14 mpg city and 19 mph highway.

Jeep is a brand that thrives on its rugged imagery and serious off-road capability, much of that due to the popular Wrangler. But with the Grand Wagoneer L, Jeeps looks to conquer a new frontier – that of the full-size, high-priced, luxury SUV market.

— Christopher A. Randazzo

By The Numbers:

2023 Jeep Grand Wagoneer L Obsidian 4×4

Base Price: $98,090.00
Price as Tested: $109,225.00
Layout: front-engine / four-wheel drive
Engine: Hurricane 3.0 liter inline-6 twin turbo
Transmission: 8 – speed automatic
Horsepower: 510 hp
Torque: 50 ft/lb
EPA Fuel Economy: 14 city / 19 highway mpg

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

Given the enduring popularity of car-based SUVs, automakers seem to be filling every
gap in their lineup with an SUV. Case-in-point – Toyota and their team of SUVs. In their
lineup of vehicles is the famous and legendary Corolla sedan, which everyone knows is a
great car. So Toyota has decided to add a few inches to it, add a liftgate and call it the
Corolla Cross crossover SUV.

The 2022 Toyota Corolla Cross fills the little gap between the subcompact C-HR and the
RAV4. And it appears ready to take on other rivals in the mini-SUV market, such as the
Kia Seltos, Jeep Compass and Nissan Rogue Sport.

Looking nothing like a Corolla, the exterior of the Corolla Cross looks similar to a RAV4
or even like a baby Highlander and is about 3.6 inches longer and 7.7 inches taller than
the Corolla sedan. The interior borrows heavily from the Corolla sedan – and drivers
familiar with the sedan version will instantly know their way around the Corolla Cross’s
cabin.

Under the hood, the Toyota Corolla Cross uses the same 2.0-liter four- cylinder engine
found in other Corollas, It makes the same 169 hp and 151 lb-ft of torque, and it can
mated to either a front- or all-wheel-drive setup. Every Corolla Cross uses a CVT
automatic transmission. Rumor has it, a hybrid powertrain will join the lineup for the
2023 model.

Like other Corollas, the Corolla Cross can be had in 3 different trim levels. The base L
comes nicely equipped with LED headlights, keyless entry, a 7-inch touchscreen and
Apple CarPlay and Android Auto. The only downside is that it has 17-inch steel wheels.
The LE solves that with alloy wheels, push-button start, automatic climate control, a
slightly larger touchscreen, wireless charging pad and a blind spot monitor. The XLE is
the top-of-the-line trim level and it is how the tester was. It gets larger 18-inch alloy
wheels, foglights, simulated leather seating, dual-zone climate control, heated front seats
and a power driver’s seat. Other options include a sunroof, JBL audio system and a
power liftgate.

Inside the Corolla Cross is a fresh, clean, straightforward cabin. The one main difference
from other Corollas is that in the Cross you sit higher up. The seats are comfortable and
there seems to be no shortage of room up front. The back seat, which is a 60/40-split
folding seat is a little tighter, but it’s not unexpected for a vehicle in this class.

On the road, with the exception of its height, the Corolla Cross feels much like your
typical everyday Corolla – which is nothing to get excited about. The sounds from the
engine can get a little buzzy and it sounds like the Cross is struggling when you go heavy
on the gas pedal. Acceleration is lazy – with 0-60 mph times in the 9-second range. The
ride is solid and comfortable, though – and as long as you’re not an enthusiast, Corolla
Cross drivers will be satisfied.

Pricing for the Corolla Cross starts at $23,660 for the L while the mid-level LE comes in
at $26,010. The XLE is $27,790 with the tester carrying an MSRP of $32,693.

The Corolla Cross doesn’t do anything new, interesting or special in when it comes to
subcompact SUVs, but it does present an attractive choice for buyers who like the idea of
the Corolla’s value and reliability but want the utility of a small SUV.

— Christopher A. Randazzo
By The Numbers:

2022 Toyota Corolla Cross XLE AWD

Base Price: $27,625.00
Price as Tested: $32,693.00
Layout: front-engine / all-wheel drive
Engine: 2.0 liter DOHC 4-cylinder
Transmission: CVT automatic
Horsepower: 169 horsepower
Torque: 151 ft/lbs
EPA Fuel Economy: 29 city / 32 highway mpg

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

It’s back – but totally different.

Gearheads may remember the Ford F-150 Lightning as being a performance-oriented truck – one not necessarily meant to haul cargo, but to haul something else. First out in 1993, the Lightning was a product from Ford’s in-house performance team known as SVT (Special Vehicle Team) and it made a bold statement. The first-generation Lighting was powered by a 351 cubic inch V8 making 240 horsepower. But things didn’t really get excising until the second-generation Lightning made the scene in 1999. Based on the then all-new and quite radical 1997 F-150, the 1999 Lighting featured a 5.4L Triton V8 with an Eaton supercharger and produced 360 horsepower and 440 ft·lb of torque. A few years later, it would receive a bump in power to 380 hp – making it capable of achieving 0-60 times in the mid 5 second range. The SVT Lightning would eventually die off in 2004, after seeing 28,124 being built (not including the 11,563 first generation models).

For 2022, the Lightning is back, this time, though as an all-electric truck. The basis of the Lightning is an F-150 SuperCrew with a 5.5-foot bed. But rather than a powerful V8 under the hood like in the Lightnings of the past, this new Lightning is powered by two electric motors and comes with all-wheel drive. And the spec sheet is far more impressive than any other Lightning: up to 580 horsepower and 775 lb-feet of torque. These are numbers that SVT, which is now long gone, could have only dreamed of.

Driving range, a new and very important figure when it comes to EVs, for the Lightning is a decent 230 miles with the base battery and 320 miles with the larger, optional battery.

The F-150 Lightning is available in four different trim levels. The Pro is the base model, meant for work use, and includes 18-inch wheels, vinyl seats and floors, a 12-inch infotainment screen and an electronic-locking rear axle. Step up to the XLT and the Lightning gets cloth seats and floors, power driver’s seat and a 360-degree camera. The Lariat adds in a leather interior, larger, 15.5-inch infotainment screen, power folding side view mirrors as well as power-sliding rear window, and LED cargo bed lighting. Getting it all is the Platinum, with its 22-inch wheels, upgraded leather interior and trim, massaging front seats and an 18-speaker Bang & Olufsen sound system.

The Pro, XLT and Lariat all come with a 98-kWh battery pack that enables the truck to produce 452 horsepower and 775 lb-ft of torque and have an EPA-estimated 230 miles of range. The Platinum, however, comes with a larger 131-kWh extended-range battery pack and bumps power up to 580 hp (with the same amount of torque) as well as increasing the range to 320 miles. This larger extended-range battery pack is optional on the XLT and Lariat trim levels.

With the exception of some badges and unique wheels, the exterior of the Lighting is identical to that of any other 2022 F-150. But under the Lightnings skin reveals one main difference. Up front, where a normal F-150 would have its gas engine, the Lightning has a frunk (front trunk). Capable of storing up to 14 cubic feet of luggage, it also has a drain so it can be used as a giant ice chest.

Inside the Lighting is an interior much like other F-150s and features a very comfortable cabin and intuitive layout. The tester was decked out in the Platinum trim level, so it had the goodies including the huge touchscreen that dominates the dashboard.

Ford offers the Lightning with many of the cool features offered on regular gas-powered F-150s like the Pro Power Onboard feature that consists of household-style electrical plugs that you can use to power tools and other electronic devices, Blue Cruise, Ford’s hands-free driver assist system and the interior work surface that allows the center console become a flat surface to work on.

Driving the Lightning is like no other F-150 yet is similar to other EVs – power from the electric motors is instant and the massive about of torque will slam you into the seat. And it does it with no fuss, commotion or other noise – it’s just quick and quiet. With the extended-range battery pack, the Lightning can hit 60 mph in just 4 seconds.

With a range between 230 and 320 miles (depending on the battery), the Lighting is ideal for daily duty. But towing a trailer, which the Lightning has a maximum towing capacity of 10,000 pounds, can easily deplete the battery and will require frequent stops to charge. This is a known issue for EV trucks as the GMC Hummer EV SUT and the Rivian R1T, the Lightnings main rivals, also experience the thing, proving that there is still work to be done when it comes to EV trucks.

For now, though we have the Lightning, and it’s quite good. As Ford celebrates the F-150 being the best-selling vehicle in the U.S. for the past 45 years, it hasn’t turned its back to the changing market that we are in. Proof of that is the Lightning. Now, thanks to the Ford F-150 Lightning, if you tow infrequently or only for short distances, your workhorse truck can be an EV.
— Christopher A. Randazzo
By The Numbers:

2022 Ford F-150 Lightning

Base Price: $90,874.00
Price as Tested: $94,304.00
Engine & Layout: Dual electric motor and all-wheel drive
Transmission: single speed
Horsepower: 580 hp
Torque: 775 lb-ft
EPA Fuel Economy: N/A

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

In the past, choosing a three-row Cadillac SUV was simple. There was the Cadillac Escalade and if you wanted to go even larger, there was the Escalade ESV. But recently Cadillac added another three-row SUV to its lineup – the XT6 – and its opening new doors for the American luxury automaker.

Out since 2020, the Cadillac 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.

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 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 an electronic shifter all of which appears very tidy and works very well.

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’m able to sit back there without having to see a chiropractor afterwards. Third-row passengers get their own cupholders, climate control vents and USB ports.

Cadillac offers the XT6 in three trim levels – Luxury, Premium Luxury and Sport. Luxury, which is considered the entry-level model, is hardly that. Offered with front-wheel drive or all-wheel drive, it’s loaded. Features like a huge sunroof, a power liftgate, heated front seats, 18-inch wheels and a tri-zone automatic climate control system are all included. The Premium Luxury adds to the Luxury 20-inch wheels, a hands-free liftgate, heated steering wheel, power folding mirrors and rain-sensing wipers. The Sport gets standard all-wheel drive, quicker steering and an active suspension along with black exterior accents.

The Luxury trim level also gets its own engine – a turbocharged 2.0-liter four-cylinder rated at 237 horsepower and 258 lb-ft of torque). Both the Premium Luxury and Sport models continue to use Cadillac’s 3.6-liter V6 engine that makes 310 horsepower and 271 lb-ft of torque. All XT6s use a nine-speed automatic transmission.

The tester, a Sport delivered a comfortable, yet firm ride that shouldn’t upset anyone. Its suspension handily soaks up road imperfections and practically glides over bumps but at the same time has nice stable handling characteristics that give the driver confidence in controlling the vehicle. The V6 powerplant provides plenty of power, and when put into Sport mode, delivers a nice exhaust note at full throttle. The gas pedal is a little jumpy and takes some getting used to, making your passengers question your intentions.

Super Cruise, Cadillac’s first true hands-free driving feature is now available on the XT6. When Super Cruise is engaged, it can take over steering, acceleration and braking duties on supported highways and interstates under the driver’s supervision. While not a fully autonomous system, it does allow the driver to remove their hands from the steering wheel during extended periods of highway driving – perfect for playing air guitar or air drums.

Night Vision, another high-tech feature uses infrared to detect pedestrians or large animals beyond the reach of the headlights.

As you can see, the XT6 is available with a lot of high-end technology, some of which its main competitors, the Acura MDX and Lincoln Aviator, don’t even offer. But the XT6’s best selling point may be its mid-size dimensions that make it far more maneuverable than an Escalade — and more satisfying to drive too. The XT6 is the ideal vehicle for the Cadillac buyer that wants a three-row luxury SUV, but just feels like the Escalade is simply too big. Pricing for the XT6 starts at $50,000.
— Christopher A. Randazzo
By The Numbers:

2023 Cadillac XT6 Sport AWD

Base Price: $60,095.00
Price as Tested: $75,090.00
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: 18 city / 25 highway mpg

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

As we see luxury car makers like Audi, BMW, Lucid Air, Porsche and Tesla compete in the high-end electric vehicle market, Mercedes-Benz has been noticeably absent. That is, up until now. Not only are they making a grand entrance into the world of EVs, but they are doing so with a vehicle that could easily be labeled as the most technologically advanced luxury sedan ever.

Mercedes enters the U.S. EV market with the EQS, and in doing so it launches its new all-electric EQ sub-brand. Prefixed with the ‘EQ’ moniker, within a few years they should have at least five EQ vehicles. This week we look at the EQS – the brands first EV.

The EQS is equivalent to the Mercedes-Benz S-Class sedan, which has set the luxury standard for decades. And like the S-Class, the EQS features all of Mercedes’ latest luxury features, technology, gadgets and driver aids.

Mercedes offers three versions of the EQS. There’s the 450+, which has a single electric motor and is rear-wheel drive. It makes 329 horsepower and 419 lb-ft of torque. Moving up to the 580 4Matic adds an additional motor along with all-wheel drive and makes a combined 516 hp and 631 lb-ft of torque. Topping the lineup is the AMG EQS, which still uses two motors but greatly increases the output from them and can make 649 hp and 700 lb-ft of torque (which can increase to an electrifying 751 hp and 752 lb-ft of torque when the AMG EQS is put into Race mode).

While power is important, the big concern with EVs is range, and in the case of the EQS, it’s excellent. The EPA estimates the 450+ to have 350 miles of range while the 580 4Matic can go 340 miles. The AMG EQS has an estimated range of 277 miles.

With impressive power and range numbers from a brand like Mercedes-Benz, you can expect the EQS to have high price tag, which it does. The EQS 450+ starts at $103,360, with the EQS 580 4Matic coming in at $120,160. The AMG EQS starts at $148,550. The tester, an AMG EQS, carries an MSRP of $156,680.

If the power and range of the EQS hasn’t impressed you yet, the interior sure will. Inside, Mercedes-Benz offers the latest and greatest gadgetry-including a giant Hyperscreen touchscreen, driver profiles based on fingerprint scans, headrest pillows, massage functions and neck-and-shoulder heating.

The driver and passenger are treated best with high-quality, ultra-soft leather front buckets, which contour perfectly to the body. The massive Hyperscreen is the focal point, which houses three individual displays under a single, continuous piece of glass that extends the width of the dash. The entire cabin is done with tons of wood and fancy aluminum all around, touched off with adjustable ambient lighting.

The backseat doesn’t quite have the space you would expect from a regular S-Class, but it’s still impressive. Rear legroom is fine, but headroom could be an issue if you’re over 6 feet tall. Behind the backseats, which folds flat in a 40/20/40-split configuration, there is a large cargo hatch (yes, I suppose you can refer the EQS as hatchback) that has 22 cubic feet of storage. Unlike most other EVs the EQS does not have a frunk (front trunk).

Driving the AMG EQS is an experience. The four-corner air suspension soaks up imperfections in the pavement like a sponge and the cabin is whisper quiet thanks to the lack of an internal combustion engine and the ultra-sleek, air-cheating bodywork (the EQS has a drag coefficient of just 0.20 making it one off the most aerodynamic cars on the road). But change the drive mode from the default Comfort setting to Sport or Sport+ and the EQS wakes up as if it has been by hit by a bolt of lightning. Power is not only endless, but what was once whisper-quiet now sounds like a jet plane racing down a runway by way of sounds being piped into the cabin. Ok – so the sounds may be fake, but the speed is not. The AMG EQS hustles to 60 mph in just 3 seconds flat.

In corners, the big and heavy AMG EQS is stable and planted, with good body control. Although AMG does tweak the suspension and makes the EQS handle well, I wouldn’t call it a sports sedan, but rather a sedan that can go very fast.

We all knew the day that Mercedes-Benz would enter the EV market would come – and it has, with proof being the EQS – a very impressive EV. A bigger question, I think, was the role AMG, the performance division of Mercedes-Benz, would play in the world of EVs. Let’s face it, AMG is known for their engines making gobs of power by way of either displacement, turbos or superchargers – all useless in the world of EVs. But with the AMG EQS, both Mercedes-Benz and AMG are showing that they are able to combine luxury and performance in an all-electric package.
– Christopher A. Randazzo

By The Numbers:

2022 Mercedes-Benz AMG EQS

Base Price: $147,500.00
Price as Tested: $156,680.00
Layout: dual-engine / all-wheel drive
Horsepower: 649 hp
Torque: 700 lb-ft
Fuel Economy: 76 MPGe city / 78 MPGe highway

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

Ever since its debut in 2017 as the replacement for the SRX, the Cadillac XT5 has been a top-selling model for the luxury GM division. In fact, since the XT5 has been out, it had been the brand’s top seller up until the all-new Escalade came out, in which the XT5 moved to second place. The XT5, which gets its name from XT referring to “Crossover Touring” and the number designating where the vehicle is in the brands lineup, is pure Cadillac, sharing the similar edgy design theme found in the brands sedans. And while the Escalade dominates the full-size luxury SUV market, the XT5 is trying to accomplish the same task in the luxury crossover market.

Now in its seventh year, changes to the 2023 XT5 are simply three new exterior paint colors.

Enter the cabin of the XT5 and you’re greeted to an impressive setting. While very comfortable, the interior doesn’t seem overwhelmingly huge. Think of it as a nicely fit custom suit as the seats have excellent bolstering and plenty of adjustment. Real wood and hand stitching makes the cabin look as luxurious as one would expect from a Cadillac.

Every XT5 comes with Cadillac’s User Interface System (CUE) which is very user-friendly, supporting a touchsreen as well as a rotary controller. With its 8-inch color display, the system controls everything from the climate control system to the 14-speaker audio system. For those that don’t care for touch screens, there are also physical buttons for the climate control system. The shifter can be quirky to use and doesn’t give good feedback – when you put the XT5 in gear the shifter always returns to the same position, much like the ones used in its German rivals. Not a deal breaker – but just something that takes some getting used to.

When it comes to utility, there is 30 cubic feet of storage behind the second-row seat – that more than doubles to 63 cubic feet when you fold the second row flat. The XT5 does not have a third-row seat, so if that is a must-have, you may want to look at the larger XT6. Meant more for luxury rather than towing, the XT5 has a maximum towing capacity of 3,500 pounds.

Two engines are available for the XT5. The base Luxury trim and mid-level Premium Luxury use a turbocharged 2.0 liter four-cylinder that develops 235 horsepower and 258 lb-ft of torque. The higher-end Sport model gets a more powerful 3.6-liter V6 that sings to the tune of 310 hp and 271 lb-ft of torque. The V6 is optional on the Premium Luxury. Both engines are mated to a nine-speed automatic transmission. All-wheel drive is optional on the Luxury and Premium Luxury models and is standard on the Sport model.

Pricing for the 2022 Cadillac XT5, which is built in Tennessee, starts at $45,190. The tester arrived in the Premium Luxury trim level wearing a Steller Black Metallic exterior and a striking two-tone interior done in maple sugar with black accents. Mechanically, it is equipped with all-wheel drive and the optional V6 engine. Along with that, it has a Platinum Package ($4,800) which adds in nicer leather materials and a real-time damping performance suspension as well as a Technology Package ($2,275) that provides surround vision, a rear-view camera mirror and a heads-up display. Other options on the tester include 20-inch 6-split spoke alloy wheels ($1,700) and Night Vision ($2,000) – a system that notices variations in temperature and can discern between an animal, person, or object ahead of the vehicle. The MSRP is $68,340.

On the road, the XT5 delivers a very fine ride. The body feels very tight, and the steering is quite responsive and well-weighted, making this crossover fun to drive. But at the same time, no one will complain about the ride, as it’s suspension nicely absorbs bumps and road imperfections. The V6 delivers excellent power that is both quiet and smooth upon delivery.

To save fuel, the V6 employs a stop-start system that turns off the engine at stops and restarts when the vehicle is ready to move as well as cylinder deactivation – allowing the engine to run on four cylinders rather than six. Both work automatically and are really hard to detect by the driver – another sign of just how smooth the drivetrain is. V6 all-wheel drive XT5s are rated at 18-mpg in town and 25-mpg on the highway, with a 21-mpg combined rating. Front-wheel drive models as well as four-cylinder models will fare slightly better.

The XT5 has a lot going for it, including its looks, performance, and level of luxury. And its size is nearly perfect – not too big and not too small. But an update, which is due next year, couldn’t come soon enough. Case in point is the interior’s 8-inch touchscreen – small by today’s standards, especially in a luxury vehicle. Nonetheless, with vehicles like this XT5, the smaller XT4 Crossover SUV, the CT6 and of course the Escalade, there is no question that Cadillac is making its way back to the top of the luxury car market. And as it does, we are enjoying the ride.
— Christopher A. Randazzo

By The Numbers:

2023 Cadillac XT5 Platinum Luxury AWD

Base Price: $51,995.00
Price as Tested: $68,340.00
Layout: front-engine / all-wheel drive
Engine: 3.6 liter Direct Injection V6
Transmission: 8 – speed automatic
Horsepower: 310 hp
Torque: 271 ft-lbs
EPA Fuel Economy: 18 city / 25 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at autocran@gmail.com]

If you are into muscle cars, especially Mopars, well then you owe it to yourself to look at Dodge Challenger SRT Hellcat. This modern-day rendition of an old-school muscle car can be had with at least 717 hp (and that can be pushed up to 807 hp) by way of a monstrous supercharged V8 that produces straight-line-smashing, tire-smoking performance. Sure, it’s not the best handling sports car around, and yes, it guzzles gas like there is no tomorrow all while laughing in the face of climate change. But oh, who cares when you’re having this much fun behind the wheel of this amazing machine?

Today’s Dodge Challenger has been around since 2008, so it’s definitely showing its age, especially when put up against its main competitors, the Chevrolet Camaro and Ford Mustang. But despite its years, the Challenger remains a top-seller in its class, even out-selling the Mustang last year. Part of the reason the Challenger is such a good seller is the diverse selection of engines available. If you’re just after the looks, the base 3.6-liter V6 engine (303 horsepower, 268 lb.-ft of torque) should suffice. But if big smoky burnouts are your thing, the SRT and supercharged Hellcat engines are what you’re after. This week we look at the Challenger SRT Hellcat.

Although the Challenger is a two-door coupe, don’t let that fool you – it’s a big heavy car. But that does have its advantages – it’s roomy enough for four adults, with the back seats being quite roomy for being a two-door, and luggage space is good.

Pop the hood of the SRT Hellcat and it’s nothing but muscle-car power. A 6.2-liter Hemi V8 with a supercharger mounted on top fills the engine bay. In SRT Hellcat form this makes 717 horsepower and 656 lb.-ft of torque. Want more? Opt for the Hellcat Redeye which pushes that power to 797 hp (and 707 lb.-ft of torque). If the main intention of your Challenger is to drag race it, well Dodge has that covered as well with the Super Stock – the ultimate Challenger, bumping the Redeye’s power to 807 horsepower. The Hellcat uses an eight-speed automatic transmission. A six-speed manual is no longer available on the Hellcat (although it is still available on lesser Challengers), but it could return later this year, if not, for 2023.

On top of that, a Widebody version is available for any Hellcat, giving the Challenger an even cooler look with flared fenders that add about 3.5 inches of width to the car along with wider wheels and tires, and adaptive suspension dampers.

The tester was a 2022 Challenger SRT Hellcat Widebody, carrying an MSRP of $88,070. The Challenger starts at $32,025 for the base SXT, while the SRT Hellcat starts at $63,530.

The Hellcat experience begins the moment you press the dash mounted Start button. The 6.2-liter supercharged V8 snarls to life, like Godzilla waking up from a bad dream. Put the palm-style shifter into drive and step on the gas and the power simply pours on. Step harder into the pedal and the Challenger starts pulling hard – really hard. Just when you think you’re going fast, things get even crazier as the whine from the supercharger overtakes the exhaust – and you get pushed further back into your seat. It’s an amazing rush of adrenaline and excitement, to say the least. Like with other SRT cars, the Hellcat can record lap times, quarter-mile times, reaction times and g-forces. From a standstill, 60 mph can be reached in just 3.6 seconds, and the quarter mile comes in just 11.8 seconds. Top speed is an estimated 203 mph.

While the Hellcat is all about going incredibly fast, it’s still a Challenger, which means it makes for a great regular driver with plenty of amenities, including heated and vented front seats and even a heated steering wheel. About the only impractical part about the Challenger Hellcat is its fuel economy – a dismal 13 mpg in town if your easy on the pedal (yeah, right) and a not-so-bad 21 mpg on the highway. Because of the low fuel-economy numbers, the Hellcat is slapped with a $2100 gas-guzzler tax.

For 2022, the top-of-the-line Challenger Hellcat Redeye gets a Jailbreak option which includes unique exterior and interior badging. Sad news comes next year as the 2023 model will be the final year of the Challenger in this form.

If you’re looking for the ultimate muscle-car feeling, you will not be disappointed with the Challenger Hellcat. In a straight line, it’s an absolute monster, with smoky burnouts available on demand. Inside, the Challenger’s large cabin, the accommodating trunk, nice infotainment system, along with other amenities including a surprisingly compliant ride make it an easy car to live with on a daily basis. With the Challenger’s days being numbers, the Hellcat is definitely the last of its breed.
— Christopher A. Randazzo
By The Numbers:

2022 Dodge Challenger SRT Hellcat Widebody

Base Price: $63,530.00
Price as Tested: $88,070.00
Layout: front-engine / rear-wheel drive
Engine: 6.2 liter V8 Supercharged
Transmission: eight-speed automatic
Horsepower: 717 hp
Torque: 656 ft-lbs.
EPA Fuel Economy: 13 city / 21 highway mpg

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

Every time I step into the Mazda CX-5, I’m reminded why I always proclaim it as being one of the best compact crossover SUVs available. Small and agile, but practical and fun, it seems to check all the right boxes for anyone that enjoys spirited driving but must keep those responsibilities in check. And others also agree, as the CX-5 is the brand’s best-selling vehicle in the U.S.

Coming in above the pint-size CX-30 yet below the larger CX-9, the CX-5 continues to be a little sport-utility-vehicle with most of its emphasis on sport and less on utility. In fact, this year, Mazda debuted the CX-50, which is about the same size as the CX-5 but is styled and packaged for a more outdoorsy type of buyer. Mazda claims that the targeted audience for the CX-5 are young families who would rather have a sports sedan over an SUV but realize that they need some form of utility. Well, if that’s the case, the CX-5 is just what they are after.

Mazda offers two powerplants for the CX-5. The base engine is a 2.5-liter four-cylinder the rated at 187 hp and 186 lb-ft of torque. This engine powers the entry-level S, S Select, S Preferred, S Carbon Edition, S Premium and S Premium Plus. Optional is a more powerful version of the same engine – a turbocharged 2.5-liter Skyactive that makes 227 horsepower and 310 lb-ft of torque. The engine comes in the Turbo and Turbo Signature trim levels and is the same powerplant used in the larger CX-9. A six-speed automatic is the sole transmission available for the CX-5, regardless of engine. EPA rates the turbo CX-5 at 22 mpg in the city and 27 mpg on the highway. The base engine is rated slightly better at 24 mpg city and 30 mpg highway.

The S may be the base model, but it’s nicely decked out with 17-inch wheels, push-button ignition, 10.25-inch touchscreen display as well as blind-spot monitoring. Moving up to the S Select adds in keyless entry, power driver’s seat, heated front seats, dual zone climate control, and rear vents. The S Preferred makes the scene with a power liftgate, sunroof and power passenger seat. The S Carbon Edition is an S Preferred but with special paint and 19-inch wheels and either a red or black leather interior. The S Premium also gets 19-inch wheels, as well as adaptive headlights, different driving modes and a Bose audio system. The S Premium Plus gets fancy with a heated steering wheel, heated rear seats, a heads-up display and power folding mirrors.

On to the Turbo, along with the more powerful engine the CX-5 gets black wheels and a wireless charging pad. The Turbo Signature is the top-of-the-line CX-5 and gets LED ambient interior lighting, wood trim, 360-degree camera and parking sensors.

For 2023, the CX-5 becomes available with an all-new Rhodium White exterior premium paint color. The tester arrived as a Turbo Signature model.

For the average driver, the 187 hp Skyactive four-cylinder is adequate for the CX-5. But who doesn’t want more power? With the turbo and its 227 hp, and more importantly, the 319 lb-ft of torque it creates, it really makes this little SUV scoot. It can hit 60 mph in just a tick over 6 seconds – which, when compared to the base engine equipped CX-5, is about 2 seconds quicker.

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

Inside, the cabin of the CX-5 is nice, simple yet impressive. Done in typical Mazda fashion, the controls and displays are all easy to see and have a solid feel to them. Nothing cheap in here. Small, but useful things like a power rear lift gate, rear seats that fold flat (and can recline as well) are a nice welcome.

Pricing for the CX-5 continues to remain an attractive point. With a base price starting just at $27,975, my fully loaded all-wheel drive Turbo Signature model carries with it an MSRP of $41,655. While not chump change, you do get a lot with the CX-5, like its good looks, great handling abilities and its decent fuel economy. Throw in the smiles per miles you’ll get as you drive it, and you’ll quickly see why the CX-5 is the zoom-zoom of compact SUVs.
— Christopher A. Randazzo
By The Numbers:

2023 Mazda CX-5 Turbo Signature AWD

Base Price: $39,650.00
Price as Tested: $41,655.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter turbocharged Skyactiv inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 lb-ft
EPA Fuel Economy: 22 city / 27 highway mpg

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

If you’re the kind of driver that wants a vehicle to do as much of the driving for you as possible, well, the new 2022 Toyota GR86 isn’t for you. However, if you’re an enthusiast who enjoys being totally involved in every aspect of the driving experience, read on.

In an automotive age where autonomous and electric vehicles are all the range in the industry, small, sporty, rear-wheel drive coupes built with entertainment as its main priority just seems out of place. But that is just what the GR86 is all about. Back in 2012, Toyota teamed up with Subaru to create a small affordable 2+2 sports coupe. The result was the Scion (a division of Toyota) FR-S and the Subaru BRZ. Both cars were nearly identical, sharing the same Subaru naturally aspirated boxer (flat) four-cylinder engine. When the Scion brand was cancelled in 2017, the FR-S was rebranded as the Toyota 86.

Now for 2022, the 86 (and its Subaru clone) have been redesigned and have received some major enhancements, including a new name for the Toyota version, which is now called the GR86.

The GR86 (GR is in reference to Toyota’s Gazoo Racing team) style has changed slightly but is still recognizable and continues with its long hood flanked by oversized fender flares. It’s front fender and side sills as well as the rear spoiler appear to mimic that of Toyota’s other sports car, the Supra. Overall, the GR86 is a good-looking, well-proportioned car.

Like its predecessor, the GR86 uses a horizontally opposed four-cylinder engine up front to power its rear wheels. But displacement has grown from 2.0 liters to 2.4 liters, thus increasing horsepower from 205 hp to 228 hp and torque reaching 185 lb-ft, up from 157 lb-ft. While the GR86 still doesn’t produce huge amounts of power, the increase is a nice welcome and is noticeable. As before, the GR86 can be had with either a six-speed manual transmission or a six-speed automatic.

Inside, the GR86 features a simple, no-frills interior, which seems like a total contrast to most cars today. The cabin feels as if it is there to serve a purpose – nothing more, nothing less. The deeply sculpted seats are firm and heavily bolstered yet are quite comfortable. The dash sports all the vital gauges in a simple digital display, and the center stack houses the touchscreen and climate control systems. The GR86 is listed as a 2+2 meaning there is a back seat, but it is more ornamental than functional. I know I wouldn’t want to spend any time back there.

But behind the small steering wheel, it’s a different story. The driving position and the view out over the flared fenders is artfully attractive. Start the car, rev the flat four and put the shifter into gear (the tester is equipped with the automatic transmission) and you’ll swear the GR86 is as athletic and poised as Josh Allen is in the pocket. The steering is race-car tight, and the body control is spot on. Its tight chassis and low, evenly distributed weight give the car amazing dynamics and superb reflexes. But the excellent steering and tight suspension does come at a small price – the ride is stiff and road noise is high.

The added horsepower may not sound like much on paper, but it is a meaningful improvement in a 2850-pound car. The extra power enables the GR86 to hit 60 mph nearly a second quicker, in about 5.5 seconds for the manual-equipped cars. Automatics can do the same sprint in about 6-seconds. Along with the bump in power, the engine is livelier, more responsive, and eager to hit its 7500-rpm redline. The sounds emitted through its exhaust are great too, minimizing the need of an audio system.

The GR86 is available in two trim levels. The Base, which starts at $28,725, comes with 17″ wheels, dual-zone climate control and an 8” touchscreen infotainment system. Move up to the Premium and the GR86 is fitted with 18″ wheels (along with performance tires), heated seats, aluminum pedals and a blind spot monitor system. The tester is the latter and carries an MSRP of $33,220.

The GR86 is a plain and simple back-to-basics sport coupe. Since day-one it has always been a small, inexpensive, lightweight, fun-to-drive car, and this new iteration of it follows that same recipe. In a time when manufactures are focusing on automatically doing this and that, it’s rewarding to be able to find a vehicle that focuses on making the most out of a driving experience. The Toyota GR86 is everything you could ask for in an entry-level sports car.
– Christopher A. Randazzo

By The Numbers:

2022 Toyota GR86 Premium

Base Price: $31,800.00
Price as Tested: $33,220.00
Layout: front-engine / rear-wheel drive
Engine: 2.4 liter flat (Boxer) four- cylinder
Transmission: 6-speed automatic
Horsepower: 228 horsepower
Torque: 185 ft/lbs
EPA Fuel Economy: 21 city / 31 highway

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