Automotive

The Ram 1500 may not be the top selling pickup in the country, but it sure is a leader. Back in 1994, when it was known as the Dodge Ram, it changed the whole pickup truck industry by appearing with its big-rig looks and bold styling. Soon after, others (coincidentally the number 1 and number 2 pickup truck sales leaders) followed. Then in the mid-2000’s Ram was offered in a luxurious trim, and guess-who were there following? Time and time again, the Ram has proven that you don’t have to be the top seller to be a leader.

Out since 2019, the current 5th generation continues with its bold, in-your-face styling. This is not the truck you want to see coming up fast in your rear-view mirror. Despite its larger-than-life looks, today’s Ram is both lighter and stronger than ever before. 2025 marks a big year for the Ram 1500. While it does get some minor styling changes and a new trim level, the bigger news for the Ram is what is no longer available.

First and foremost, the 5.7-liter Hemi engine is no more. In fact, no V8 engine is available for the Ram 1500, meaning all the 2025 Ram 1500’s engine options max out at six cylinders. As a result, the supercharged 6.2-liter V8 engine is also gone, meaning the off-road focused Ram TRX has been discontinued. Ram is showing that a V8 engine is no longer needed in the lineup to compete.

While some diehard V8 lovers may miss the Hemi, it is not the power that they will miss. Its replacement, a new engine called the Hurricane, is a 3.0-liter twin-turbocharged inline-six cylinder that is available in two outputs, a standard version producing 420 horsepower and 469 lb-ft of torque and a High Output version making 540 horsepower and 521 lb-ft of torque. Considering that the old Hemi V8 made 395 horsepower and 410 lb-ft of torque, the Hurricane, even in standard form, outpowers the V8. The base engine continues to be a 3.6-liter V6 with a mild hybrid system (305 horsepower, 271 lb-ft). An eight-speed automatic transmission is used on all Ram 1500s.

On the outside, the truck’s exterior styling has been tweaked to include a more modern look. This includes new lighting and new wheel designs, all of which continue to make the Ram look as handsome and tough as ever. And while some may debate between the Ram, the F-150 and the Silverado, over which has the best interior, the Ram’s new range-topping Tungsten model ups the ante with a quilted-leather interior, massaging seats, and a 23-speaker Klipsch stereo.

Typically, when I review a vehicle, the manufacturer usually sends the newest, or highest trim level in an attempt to ooh and aah us. This time around though, Ram did the opposite – as they sent me a Ram 1500 Crewcab in the base Tradesman trim level. Pricing for the Ram 1500 Tradesman starts just above $43,000, but this one was fitted with four-wheel drive and the 3.0-liter Hurricane engine (in standard output). Other options include a trailer tow package, an interior package and a tonneau cover. The MSRP was $57,530.

While the Tradesman is the base trim level, it does come with the essentials like power windows, door locks and air conditioning, but it also comes with remote keyless entry, cruise control, tilt and telescoping steering wheel and a 5-inch touchscreen infotainment system. Floors and seats are vinyl, however, this does get upgraded if you opt for the interior package. With the package, the Tradesman is fitted with a 40/20/40 front cloth bench seat and a 60/40 cloth rear seat along with a rear power sliding window. Nothing fancy, and, as the name implies, it is meant to be a work truck.

Driving the Ram 1500 with the new Hurricane engine will easily make one forget the old V8. The new engine gives the Ram a big boost in power and performance. Tests show that the Ram 1500 with the standard Hurricane engine can reach 60 mph in just 5.2 seconds, while the high-output version needs just 4.7 seconds to achieve that same feat. One area where the Hurricane equipped Ram does fall short is in towing. With the Hemi, the Ram could tow up to 12,750 pounds. A Ram with the Hurricane can tow a maximum of 11,570 pounds.

The ride quality of the Ram continues to be one of the best around thanks to its coiled spring rear suspension. You can still tell you’re driving a big truck as there is some body roll, but road imperfections are easily swallowed up and the occupants remain comfortable, even when not equipped with the fancy air-suspension that is offered on the higher up models.

Obviously, the Ram 1500 Tradesman is not for everyone. It’s a work truck, so if you prefer leather interior with heated seats and a fancy infotainment screen, a higher trim level is better suited. But for those that need a truck for work, the Tradesman, especially one equipped with the new Hurricane engine would be a wise choice. And as the Ram becomes another major full-size truck to do away with a V8 engine (the Toyota Tundra also does not offer a V8) we are seeing things shift in the full-size truck industry – where at one time a V8 was practically a requirement to compete, it is now becoming a thing of the past.
– Christopher A. Randazzo

By The Numbers:

2025 Ram 1500 Crew Cab Tradesman 4×4

Base Price: $50,015.00
Price as Tested: $57,530.00
Layout: front-engine / four-wheel drive
Engine: 3.0 liter turbocharged straight-six cylinder
Transmission: 8-speed automatic
Horsepower: 420 horsepower
Torque: 469 ft/lbs
EPA Fuel Economy: N/A

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

It may have taken awhile for Subaru to get into the electric vehicle market, but with the help of Toyota, last year Subaru was able to deliver the Solterra – its first EV. Recently, I was in the Solterra to see what the first electric Subaru is all about.

Based off the Toyota bZ4X EV, the Solterra shares some visual styling from its Toyota twin, yet still has the look of a Subaru. It is about the size of a RAV4 and can seat four adults along with a good amount of cargo.

The Solterra is offered in three trim levels. The base Premium, the mid-level Limited and the top-of-the-line Touring. The Premium is nicely equipped with heated front seats, heated steering wheel and an 8-inch touchscreen. The Limited gets larger wheels (20s), a larger touchscreen (12.3 inches) and heated rear seats. The Touring adds a panoramic sunroof, vented front seats and ambient lighting. The starting price for the Soleterra is $46,220. The tester arrived as a Touring and has an estimated price of $53,340.

Inside, much of the interior is borrowed from Toyota, but blends nicely in the Solterra. There is a high-mounted digital gauge cluster, a big touchscreen for the infotainment system, and a raised center console that houses the rotary shift knob. The steep windshield and large side glass give the cabin an airy feel and with various storage areas and up to 30 cubic feet of cargo space, there is lots of room in the Solterra.

Of course, the hot-topic with the Solterra and all EVs is the powertrain and range. The Solterra uses a dual-motor powertrain that makes 215 horsepower and 249 lb.-feet of torque. And keeping with Subaru tradition, every Solterra is all-wheel drive, so that power goes to all wheels giving it the ability to tackle some light off-roading.

When it comes to range, the Solterra, in Premium trim, can go 227 miles on a full charge. The other trims have a slightly lower range (222 miles) due to their larger wheels. When it’s time to charge, a full slow charge at 6.6 kW takes about nine hours. A DC fast charge should take about 30 minutes to restore the battery pack to 80 percent state of charge at a maximum of 150 kW.

There isn’t a whole lot of excitement when it comes to driving the Solterra, but it is very capable. Acceleration is plenty quick for a crossover SUV, just don’t compare it to the power of a Tesla. The 215 horses get deployed differently depending on which of the four driving modes (Eco, Normal, Power, and X-mode) the Solterra is in. For example, X-mode, which is intended to help in slippery conditions or on uneven terrain will independently modulate the power distributed to each wheel. When taken off-road, the Solterra’s 8.3 inches of ground clearance is a helpful advantage.

As with other Subarus, the Solterra comes standard with a host of driver-assistance features including front collision mitigation, lane-keeping assist, adaptive cruise control, blind-spot monitoring, automatic reverse braking, and front cross-traffic alert.

There is no doubt that the field of electric hatchback-SUVs is getting crowded, and the Solterra is a little late to the game. Along with that, most others offer a longer range than the Solterra. But the Solterra is a Subaru, and with that comes its own advantages that others don’t have, like better ground clearance, standard all-wheel drive and decent off-road capabilities. Add in the loyalty that surrounds Subarus and it becomes clear that the Solterra seems like a nice fit in the brands line up.
– Christopher A. Randazzo

By The Numbers:

2024 Subaru Solterra Touring

Base Price: $51,995.00
Price as Tested: $54,558.00
Layout: front-engine / all-wheel drive
Engine: dual electric motors
Horsepower: 215 hp
Torque: 249 ft-lbs torque

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

Last year, parent company Stellantis launched the Dodge Hornet – the brand’s first all-new vehicle since the now deceased Dodge Dart, and it comes as a small crossover SUV, and, in most cases, is the opposite of all the current Dodges. The Hornet shares little family resemblance to the other Dodge vehicles, and you won’t find a V8 or even a six-cylinder under its hood. What you will find in the Dodge Hornet is a vehicle that is based off the Alfa Romeo Tonale SUV. Both Dodge and Alfa Romeo (along with Chrysler, Dodge, Fiat, Jeep, and others) are all brands under Stellantis.

The Dodge Hornet sits below the mid-size Durango in the Dodge lineup and competes against the likes of the Hyundai Tucson, Kia Sportage, Mazda CX-50 and Volkswagen Tiguan. The Hornet offers the most high-tech equipment of any Dodge, with standard features that include a digital gauge display, Uconnect 5 infotainment software, and plenty of safety features including emergency braking.

Two powertrains are available in the Hornet. Standard is a turbocharged 2.0-liter four-cylinder good for an impressive 268 horsepower and 295 lb-ft of torque. It is mated to a nine-speed automatic and sends power to all four wheels (all-wheel drive is standard across the Hornet line). For even more performance, there is an optional turbocharged 1.3-liter four-cylinder that has assistance from an electric motor. This hybrid combination is good for 288 hp and a whopping 383 lb-ft of torque. The transmission uses 3 less gears, being a six-speed automatic and continues to use all-wheel drive.

The Dodge Hornet comes in four trim levels based primarily on the powertrain. The GT and GT Plus use the standard turbocharged four-cylinder while the R/T and R/T Plus use the more powerful hybrid powertrain. The tester was a GT Plus done up in Acapulco Gold with black Alcantera seats and red accents. The MSRP is $44,825.

Step inside the Hornet and you’re greeted with a European-inspired interior much like that found in the Tonale. While many of the round shapes used in the Alfa Romeo are replaced by square ones in the Dodge, the family resemblance is obvious. The primary controls and infotainment system are canted slightly toward the driver and a tall shift lever for the automatic transmission is positioned on the center console. In front of the driver is a 12.3-inch digital instrument panel and in the center console is a 10.25-inch touchscreen.

It’s easy to get comfortable in the Hornet, especially with the Alcentera seats. In the backseat there is plenty of legroom, even for tall passengers, although the seat does feel a little flat. Behind the back is about 27 cubic feet of storage space on GT models. There is slightly less storage room in the R/T because of its hybrid powertrain.

For those that want a quick little SUV, you won’t be disappointed with the R/T Plus. It can hit 60 mph in under 6 seconds and race to the quarter mile in just 14.5 seconds. Now, the engine isn’t the smoothest around, but at the same time, it’s not a nuisance. I’m glad to see Dodge using a nine-speed transmission rather than a CVT that most of the Hornets competitors are using.

The Hornet’s handling is precise and firm, and the ride is pleasant, with the only time things get a little uncomfortable is when traveling on pot-hole littered roads. Throw the Hornet into some sharp turns and the all-wheel drive system makes itself known by cutting down on understeer. Overall, the Hornet is sure-footed and surpassingly fun when the roads go for a turn.

Being only its second model year on the market, the Hornet receives no significant changes for 2024.

As we start to say good-bye to the big-engine Dodges that we have come to love over the past few decades, we need to say hello to new vehicles like the Dodge Hornet. And while the Hornet doesn’t have a fire-breathing V8 under its hood, the new turbocharged engine and along with the optional hybrid powerplant may just be what Dodge needs to get back in the small SUV game.

— Christopher A. Randazzo
By The Numbers:

2024 Dodge Hornet GT Plus-AWD

Base Price: $36,400.00
Price as Tested: $44,825.00
Layout: front-engine / all-wheel drive
Engine: 2.0 liter 4-cylinder
Transmission: nine-speed automatic
Horsepower: 268 hp
Torque: 295 ft-lbs.
EPA Fuel Economy: 21 mpg city / 29 mpg highway

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

Talk about changing things up. For 2024, Hyundai has redesigned their Santa Fe SUV, and with the looks of it, it is clear that Hyundai designers didn’t look at the previous model for inspiration. As a result, the new Santa Fe is wildly different from the old model.

The all-new fifth-generation Santa Fe looks nothing like the model it replaces. It features a distinctive squared-off, rectilinear body that really makes a fresh statement. It has a longer wheelbase than the 2023 model and now has three rows of seating.

Inside, the all-new interior stays in tune with the boxy exterior – with the only thing round within it is the steering wheel and a few knobs.

Under the hood of every new Santa Fe is a turbocharged 2.5-liter four-cylinder engine (basically the optional engine in last year’s model). In the 2024 Santa Fe, it makes 277 horsepower and 311 lb-ft of torque with that power being sent to either the front wheels, or all-wheels if equipped with all-wheel drive. An eight-speed dual-clutch automatic transmission is standard.

Hyundai spared no options in Santa Fe that they sent to me – an all-wheel drive version of the Santa Fe in their plush Calligraphy trim. The MSRP that came with it showed a price tag of a very reasonable $50,905. Pricing for the 2024 Santa Fe starts at $35,365.

For those that don’t need or want all the fixins, the Santa Fe continues to be available in four other trim levels. The base is the SE which comes with 18-inch wheels, cloth interior, 12.3-inch infotainment and a power liftgate. Step up to the SEL and the cloth interior gets swapped for synthetic leather along with heated seats, a panoramic curved display that integrates the digital cluster with the infotainment system and a power driver’s seat. The XRT contains most of the SELs features but does so in a more rugged off-road theme. It dresses the anta Fe up in dark exterior trim and unique 18-inch wheels on all-terrain tires. If you prefer luxury, the Limited fits the Santa Fe with a panoramic sunroof, real leather interior, heated and vented front seats along with heated rear seats and heated steering wheel and ambient lighting. Then for the ultimate Santa Fe, there is the Calligraphy. This trim level, just as it’s found in the Hyundais, really takes the Santa Fe’s interior up a notch with premium leather seating with quilted stitching, suede headliner, digital rearview camera, a heads-up display and more.

Enter the new Santa Fe and you will encounter an interior that is spacious, comfortable – and beautifully finished. The vast display that is in front of the driver and spans to the middle of the dash is impressive. There are numerous buttons and controls, but for the most part everything is straight-forward and simple. Best of all, the buttons, along with the other items you touch, like the like door handles and dash vents, have a solid, positive feel, giving you the feel and impression that you are in a much more expensive vehicle. There are even features that the new Santa Fe has that I’ve never seen in any vehicle regardless of price, such as the built in UV sterilizer. With this, pop open what looks to be a small glove box on the passenger side, place whatever items you want to sterilze in there, such as a phone or pair of gloves, close the door, then press the UV-C button. Within 10 minutes, the items are sterilized.

The second-row seats are comfortable and offer more room than the previous Santa Fe thanks to the longer wheelbase. And while there is a third-row seat, it is best used for children as there is not a lot of space and getting back there can be a challenge on the body. Luckily both the second row and third row fold flat for extra cargo room.

On the road, the Santa Fe with its turbo engine, offers good acceleration – being able to leap to 60 mph in just over 6 seconds. Fuel economy isn’t bad either, with the tester rated at 20 mpg city, 28 mpg highway and 23 mpg combined.

As good as the Santa Fe drives, it also offers plenty of advanced driver aids. Along with automatic emergency braking, lane-keeping assist and a driver attention monitor, there is also blind-spot monitoring and rear cross-traffic alert. On the Limited and Calligraphy models additional goodies like Remote Parking Assist, lane centering and adaptive cruise control are available. The Remote Parking Assist has to be the best show-off feature as it allows drivers to navigate their vehicle into tight parking spaces from outside the vehicle.

Like most Hyundais before it, the all-new Santa Fe brings a lot of value for the money. Not only is it cheaper than the competition, it offers more features and has the best warranty in the business. Now, with its cool, unique styling, it is sure to attract the attention of many buyers who are tired of similarly styled crossover SUVs. The new Santa Fe looks to be an attractive option for families looking for something fresh.
— Christopher A. Randazzo

By The Numbers:

2024 Hyundai Santa Fe Calligraphy 2.5T AWD

Base Price: $48,300.00
Price as Tested: $50,905.00
Layout: front-engine/ all-wheel drive
Engine: 2.5 liter turbocharged four-cylinder
Transmission: eight-speed dual clutch automatic
Horsepower: 277 hp
Torque: 311 ft-lbs
EPA Fuel Economy: 20 / 28 (city, highway mpg)

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

When it comes to a premium midsize luxury sedan, the Mercedes-Benz E-Class has always been an excellent example and a vital part of the automaker’s lineup. Not quite as big and over the top as the brand’s flagship car, the S-Class, yet larger and offering more features than the smaller C-Class, the E-Class has been the best-selling model in the company’s history. For 2024, the E-Class has been redesigned from the ground up.

Sticking to a script that has been tried-and-true, the new E-Class brings S-Class-inspired styling, improved passenger comfort, and a standard mild-hybrid powertrain along with all-wheel drive. Two models are currently available, the E 350 4Matic and E 450 4Matic sedan models, and a wagon version will be available by the end of the year. An AMG model is said to join the lineup by next year. Pricing for the new E-Class starts at $62,300.

Aside from the similar S-Class styling, the new E-Class now sports flush door handles that reach out to greet you when you approach, similar to those found on many EV models. Compared to the previous model, the new E Class has a slightly longer wheelbase along with an increase in driver’s headroom and legroom. Once inside the new E-Class, get ready for a world of gadgets and technology. Most of the controls found throughout the cabin are touch-sensing and respond to pressure, be it the seat controls or the volume for the radio. While the controls are cool, they can be somewhat challenging to fine-tune and adjust.
The new E-Class comes standard with the next generation version of the MBUX (Mercedes Benz User Experience) infotainment system. The MBUX system includes a 12.3-inch digital instrumentation display, a 14.4-inch center touchscreen infotainment display, and an optional ($1,500) 12.3-inch touchscreen display on the right side of the dashboard for the passenger to use. This Superscreen option also includes a camera mounted on top of the dashboard that can be used for video conferencing. This year’s improvements include faster response to spoken commands and the ability to program repetitive routines or actions. It also has some AI, where over time it can learn and improve its performance. Yes – AI is making its way into our vehicles.

Two drivetrains options are available for the new E-Class. Powering the E 350 is a turbocharged 2.0-liter four-cylinder paired with a 23-horsepower electric motor that provides a total of 255 horsepower. If you want more power, opt for the E 450 which gets you a turbocharged 3.0-liter inline-six along with the same electric motor, for a total of 375 hp. Both drivetrains are mated to a nine-speed automatic transmission that powers all four wheels through the 4Matic all-wheel-drive system.

The tester arrived as an E 350 with the optional Superscreen package along with an optional beautiful Tonka Brown Nappa Leather interior ($2,990), AMG 21″ wheels ($3,050), the Airmatic Package, which adds in an adaptive air suspension and rear-wheel steering ($3,200) and a few other options. MSRP is $82,450.

This new E-Class nails the most important aspects of a luxury car: comfort, quietness and refinement. The seats are very comfortable and offer plenty of support and adjustment. The ride is smooth and isolating, but the driver still feels engaged, striking a nice balance. And the E Class is very quiet with little road or wind noise.

Power from the turbocharged four is plentiful and the car feels quick enough to satisfy the needs of most buyers. Even when pushed, it never gets buzzy, and with a 0-60 time in the high 5-second range, it’s quick on its feet. Still for those that want more power, the E 450 should satisfy that need, being able to hit 60 mph in just 4.4 seconds.

The overall drive of the E 350 is very sublime. In Comfort mode, it glides around town and down the freeway, isolating road imperfections and erasing unwanted body motion. I’m not sure if I can actually feel the air suspension performing its miracles, as its work is usually invisible to the driver. Feeling more lively? Switch to Sport mode and the E Class feels as though it has downed a double espresso. The powertrain is more alert to inputs from your right foot, and the ride firms up. And regardless of what drive mode you are in, you’re always in a comfortable and luxurious setting.

With the past few years bringing in a cascade of electric cars and SUVs, it’s quite pleasing to see a redesigned traditional sedan. Granted the extensive redesign of this next-generation E-Class is anything but conventional, it is an exceptional car. And while it is expensive (what car isn’t these days?), being in and driving the new E Class feels like it’s worth every penny.
– Christopher A. Randazzo

By The Numbers:

2024 Mercedes-Benz E 350 4Matic

Base Price: $62,300.00
Price as Tested: $82,450.00
Layout: front-engine / all-wheel drive
Engine: 2.0 turbocharged inline 4-cylinder
Transmission: 9-speed automatic
Horsepower: 255 hp
Torque: 295 lb-ft
Fuel Economy: 24 city / 33 highway

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

When we waved good-bye to the Toyota Land Cruiser back in 2021, we had no idea if, or when, it would be back. Slow sales and a high price tag just didn’t make it feasible to keep the Land Cruiser around. As it turned out, we didn’t have to wait long – as for 2024, the Land Cruiser is back.

The all-new Toyota Land Cruiser is quite a bit different from the previous one. While the previous-generation Land Cruiser was a full-size SUV, this time around it’s been shrunk down to a mid-size SUV, to go toe-to-toe with other mainstream off-roaders such as the Ford Bronco and the Jeep Wrangler. And instead of being powered by an old-fashion V8 engine, the new Land Cruiser makes its power the more modern way – with a turbocharged four-cylinder hybrid powertrain. In the Toyota truck-based SUV lineup, the five-seater Land Cruiser now sits between the 4Runner and larger three-row Sequoia.

As the new Land Cruiser has come down in size, it has also come down in price. The 2024 Toyota Land Cruiser starts at $57,345. In comparison, in 2021, the Land Cruiser started at $85,665. I last reviewed the Land Cruiser in 2020, and that one had an MSRP of $89,239. The 2024 tester has an MSRP of $76,825.

Sharing the same platform as the Tundra, Tacoma, Sequoia and new 4Runner, the all-new Land Cruiser takes on a much boxier body style with edgy looks. The front end looks great with square LED headlights and running lights, and square fog lights down low. A flashback to the past is the heritage TOYOTA name emblazoned on the grill. Looking at the side, the Land Cruiser has an attractive and unique look that keeps reminding me of a previous Toyota off-roader – the FJ Cruiser.

Inside, the Land Cruiser isn’t as plush as it once was, but it’s still awfully nice. Most importantly, all of the controls, including climate controls, are placed in a logical fashion and easy to reach from the driver’s seat. For backseat passengers, there is plenty of headroom, but legroom is in short supply. As mentioned, the new Land Cruiser only seats five – so there is no third-row seating.

As we are witnessing throughout the Toyota lineup, the V8 with its five-speed automatic transmission is nowhere to be found in the new Land Cruiser. The turbo four-cylinder, which is also available in the Toyota Tacoma, makes 326 horsepower and 465 lb-ft of torque. An electric motor complements the engine by providing immediate torque right from a stop, making the entire powertrain feel responsive, even down low in the rev range. It’s also much more refined while vastly improving fuel economy, going from the V8’s EPA-estimated 14 mpg in combined driving all the way up to 23 mpg for 2024 model.

Continuing with its heritage and reputation, when it’s time to hit the trail, the Land Cruiser has the equipment to tackle the rough stuff. Like before, all Land Cruisers are equipped with a full-time four-wheel drive system with low-range gearing and locking differentials. There is also a crawl control system, and hill descent control.

The new Land Cruiser is available in three trim levels. Base is the 1958, named for the year the Land Cruiser was first imported to the U.S. The 1958 is easily spotted by its round headlights rather than the rectangular lamps, and throwback grille. It gets smaller screens, manually adjustable cloth seats, and no fancy electronic off-road assists. Even the tires are meant for street instead of off-road use. But it does come with the essentials like wireless Apple CarPlay and Android Auto, heated front seats, three-zone automatic climate control, a half-dozen USB-C ports, and a 2,400-watt AC inverter and three-prong power outlet.

The Land Cruiser trim level is the mid-level model and gets a different grille, synthetic leather interior, power driver’s seat, full digital instrument panel and a 12.3-inch infotainment screen. The First Edition, which is how the tester arrived, adds to the Land Cruiser rock panels, upgraded skid plates and a roof rack.

Driving the new Land Cruiser, it still has that truck “feel” to it thanks to is body-on-frame construction. The ride is nice and the truck feels sturdy enough you could go barreling down a dirt road or driving through downtown Dallas. Weighing 800 pounds less than the previous Land Cruiser and blessed with that on-demand torque, the new Land Cruiser feels considerably quicker.

The new Land Cruiser has some good utility in that there is 37.5 cubic feet of room behind the back seat, although the high cargo floor makes loading it up a little tricky. One interesting thing I noticed when I was checking out the cargo area – there are cupholders, air vents, even USB ports back there. Further research discovered that this new version of the Land Cruiser is available in other countries with a third-row seat. So, it could be possible that we eventually see a third-row version available. For towing, the new Land Cruiser is able to tow 6,000 pounds.

Longtime Land Cruiser fans who have been priced out of the market should feel happy about this new Land Cruiser, even if it’s technically a different vehicle. The new Land Cruiser is still expensive, but not as much as before – and you are getting a much more modern vehicle. It should be interesting to see how Toyota sells two legendary SUVs (the Land Cruiser and the 4Runner) that share the same platform and are very similar in size. Nonetheless, the Land Cruise has always been a Toyota icon and we are so glad it is back – and hasn’t lost any of its mojo.
— Christopher A. Randazzo

By The Numbers:

2024 Toyota Land Cruiser First Edition

Base Price: $74,950.00
Price as Tested: $75,825.00
Layout: front-engine / full-time four-wheel drive
Engine: 2.4 liter four-cylinder turbo
Transmission: 6-speed automatic
Horsepower: 326 hp
Torque: 465 ft-lbs
EPA Fuel Economy: 22 city / 25 highway mpg

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

The Subaru Forester is like the weird middle child in the Subaru lineup. Sandwiched in between the more popular Outback and Impreza, the Forester has always had a solid following and those loyal to the Subaru brand continue to find it appealing. For the 2025 model year, Subaru had redesigned the Forester and I have been given an opportunity to check it out.

The Subaru Forester has been around since 1997 and since then has gone through six generations. For 2025, the Forester has been redesigned but continues with the same original recipe in that it is a five-passenger, 2-row compact SUV.

According to Subaru, every exterior body panel on the 2025 Forester is new. Yet oddly enough, the new Forester looks much like the old one, with its continued generic styling and tall, upright greenhouse. In fact, even the dimensions haven’t changed. The most obvious change that I have seen is with the front end where slimmer headlights and a larger grille give the Forester a more modern look. I suppose if you like how the previous Forester looked, you’ll be happy with the new one. However, if you were looking for the new Forester to take on a new appearance, well you’ll be disappointed.

Inside, changes are more noticeable with a new dash that uses more soft-touch plastics and has incorporated some fun Easter eggs like paw prints embossed on the interior door panels and a small bird printed on the windshield. There is a large 11.6-inch tablet-style touchscreen (standard on all Foresters except for the base model, which gets a pair of 7-inch screens) that has large, legible touch-sensitive selections. For those of us that prefer physical buttons, there are redundant toggles for the radio, temperature and HVAC controls.

Under the hood is an updated version of last year’s 2.5-liter flat four-cylinder engine. For 2025, it produces 180 horsepower and 178 lb-ft of torque, which is essentially the same as before – but according to Subaru, the engine makes more of its power at lower rpms, so it feels punchier off the line. It is mated to a continuously variable automatic transmission (CVT) and sends power to all four wheels. Subaru says a hybrid version of the Forester will be coming out soon, but other than that, no information has been provided.

I recall the last time I was in a Forester was back in 2022 and I found its only flaw was its acceleration, or rather lack of it. So far, in my initial drive of the new Forester, I find it still lacks power, but it is not as apparent as it once was. On the flip side, what does stand out is just how quiet the new Forester is. Subaru says they enhanced the body structure quite a bit along with improving the sound-deadening material in the floor, roof, fenders, and firewall. While I initially waved it off when I heard about this, one drive makes you realize these improvements did indeed improve the ride and drive of the new Forester.

Of course, a key element to owning a Subaru is its ability to take you just about anywhere. And with the Forester’s Symmetrical All-Wheel Drive System, it can. This system consists of three components: full-time All-Wheel Drive (AWD), a horizontally opposed boxer engine, and a four-wheel independent suspension. All three pieces working together provide a confident feeling behind the wheel of the Forester, regardless of if you are on a road or not. And if you’re off-road, it’s nice to know that you’ll have 8.7 inches of ground clearance. A nice thing about Subaru’s All-Wheel Drive system is that because it is working all the time, there are no buttons to push or levers to pull, unless you find yourself in extreme conditions, in which case you can enable X-Mode. X-Mode controls the engine throttle, keeps the transmission in gear longer and maximizes traction to all wheels.

And while the Forester can go just about anywhere, it can do so with a lot of cargo in it. Cargo capacity remains generous at 28 cubic feet with the back seats up and 69 cubic feet when they are lowered. And loading is super-easy with the large liftgate.
So overall, the new Forester is a similar version of the outgoing model but improved. It has a great ride, is comfortable, has plenty of cargo room and features great visibility. The Forester delivers the versatility and confidence drivers need, and as long as you don’t expect WRX-type performance, the 2025 Subaru Forester owner will be very happy.
– Christopher A. Randazzo

By The Numbers:

2025 Subaru Forester Premium

Base Price: $31,995.00
Price as Tested: $34,590.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 180 hp
Torque: 178 ft-lbs torque

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Back in 1979, Toyota came out with a special version of their popular Celica GT sports car. This version of the Celica had a slightly longer nose to accommodate a larger, smoother, more powerful engine, this one being an inline six-cylinder – replacing the Celica’s four-cylinder. And thus, the Celica Supra was born.

In 1982, the entire Celica lineup was completely remodeled, which included the Celica Supra. Then, in the middle of 1986, big changes happened – the Celica and Celica Supra parted ways -the Celica became a front-wheel driver, while the Supra (now no longer being associated with the Celica) became its own model. From 1986.5 to 1993 a turbo version of the Supra became available. By 1994, the fourth generation of the Supra arrived, making it a serious performance vehicle – with its 320 horsepower twin turbo six-cylinder engine. But with it came a hefty price tag, surpassing $40,000, which caused sales to dwindle, and by 1998, the Supra was gone. But in 2020, with the help of BMW, the Supra was resurrected with a new lease on life – and a new name – the GR Supra after Toyota’s Gazoo Racing division.

Now, 45 years after that first Celica Supra was offered, Toyota is celebrating by offering a very special version of the Supra.

The 2024 Toyota GR Supra 45th Anniversary comes in either white or Mikan Blast orange paint along with a manually adjustable rear wing that can switch between different angles. Matte-black 19-inch wheels, a black graphic on the side, orange strut tower braces, and GR logos on the brake calipers round out the visual changes. The 45th Anniversary is only available with the turbocharged 3.0-liter inline-six, but buyers can choose between the eight-speed automatic transmission or the no-cost six-speed manual.

The rest of the Supra continues as before. The unchanged body looks like something Batman would show up to fight crime in, although with the huge wing, the car has clearly been inspired from The Fast and the Furious movies. The interior is small but cozy and the Toyota – BMW relationship shows in the center console, shifter and infotainment center, as most are BMW parts (remember, the Supra is a joint venture between Toyota and BMW). Just remember to lower your head upon entering or exiting the Supra – as you are almost guaranteed to hit your head on the roof edge if you don’t.

The same goes for under the hood where the Supra is powered by the same turbocharged 3.0-liter inline six-cylinder engine that makes a healthy 382 horsepower and 368 lb-ft of torque. A 2.0 liter turbocharged 2.0-liter four-cylinder engine (255 horsepower and 295 lb-ft of torque) is still available, but not with the 45th Anniversary package.

With other cars easily making over 400 and 500 horsepower, the Supra’s 382 may not sound very impressive. But don’t let it fool you – the Supra can hit 60 mph in just 3.7 seconds and slam through the quarter mile in just 12.2 seconds.

I still feel the Supra’s best asset is how it handles. Throw the car into some corners and the car feels like a planted, composed race car. And the steering – it’s just so accurate and precise; it feels as if your thoughts are controlling the front wheels. Best of all, the go-kart handling doesn’t take a toll on the ride – while hardly luxury car-like, the ride is not brutal at all.

Prices for the 2024 Toyota Supra 45th Anniversary will start at $65,470. which is about $7,000 more than the top-of-the-line Premium trim level. Only 900 45th Anniversary Supras will be available.

The past 45 years have not been easy for the Supra. In fact, for nearly 20 of those years, the Supra didn’t even exist. But the Supra is here today, and for a few lucky ones, they can celebrate its existence with the Anniversary model.
– Christopher A. Randazzo

By The Numbers:

2024 Toyota GR Supra 3.0 45th Anniversary

Base Price: $65,275.00
Price as Tested: $66,370.00
Layout: front-engine / rear-wheel drive
Engine: 3.0 liter turbocharged inline 6-cylinder
Transmission: 8-speed automatic
Horsepower: 382 horsepower
Torque: 368 ft/lbs
EPA Fuel Economy: 23 mpg city / 31 mpg highway

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There are a lot of good, small SUVs out there to choose from. But if you are wanting a good, small SUV that is also fun to drive, well, that is a different story. But Mazda has your back, because the Mazda CX-30 is a small SUV that is surprisingly fun to drive. While others may offer more features or more cargo room, the CX-30 is very well-rounded little SUV.

The CX-30 is Mazda’s smallest SUV and fits right below the CX-5 and CX-50 SUVs. In many ways, it looks like a taller, more rugged version of the Mazda 3 hatchback, which is understandable, for underneath it’s sheetmetal, it is essential a Mazda 3.

Enter the CX-30 and you’ll discover an interior that looks and feels more on the upscale side rather than on the budget side. It comes standard with nearly the same number of technology features and advanced driver aids that you would find on Mazda’s larger and more expensive CX-5. Most of the interior is draped in soft leather and much of the hardware on the dash and center console is done in chrome. Protruding from the dash is an 8.8-inch screen that is standard on all models. It’s not a touch screen, instead you use a dial on the center console to control it, just like in other vehicles from Mazda. To the right of the dial is the volume knob, to the left the electronic parking brake. If you know Mazdas, you’ll feel right at home in the CX-30.

Interior space of the CX-30 is what you would expect in a vehicle of this size – small yet cozy and comfortable. The front seats have a great feel and form to them and should be no issue on long road trips. The belt line is a little high, making you look as if you are lower than you are. The rear seats are nicely padded and offer a good seating position that’s not too upright. Vents in the rear ensure backseat passengers get their share of the climate control system. Total accommodations in the CX-30 is five, but fitting 3 average-size adults in the back seat may be stretching it – two adults in the back seat is more
feasible.

Cargo space in the CX-30 is decent. Behind the backseat there is 20.2 cubic feet of space. If more is needed, the second row can be folded to get 45.2 cubic feet of space. Unfortunately, the backseat doesn’t lie flush with the cargo floor when folded, making it a little difficult when it comes to sliding things in and out.

Last year, the CX-30 received a boost in horsepower and fuel efficiency on models with the base 2.5-liter four-cylinder engine. For 2024, changes are even fewer – there is a new trim level, the Carbon Turbo, and last year Sport trim is now called the Select Sport.

Continuing along as an option to the base 2.5 liter four-cylinder, is a turbocharged 2.5 liter four-cylinder that makes 227 hp and 310 lb-ft of torque. And as before every CX-30 uses a six-speed automatic transmission and comes with all-wheel drive.

Just like other Mazda’s, the real joy of the CX-30 happens when you’re behind the wheel. Much like the Mazda 3 hatchback, the CX-30 is nimble, athletic, and fun to drive. Its steering is crisp, and it moves with such fluid and grace, making it a pleasure to pilot on twisty roads. When simply cruising, it provides an excellent sense of stability. The turbocharged engine, which is how the tester came, is plenty powerful, and, along with its excellent handling dynamics, really makes for a fun driving little SUV. With an abundance of low-end torque, the CX-30 with the turbo engine is the quickest vehicle in its class, achieving sub-6 second 0-60 mph times and outrunning the likes of the Hyundai Kona, Kia Soul, and Subaru Crosstrek.

The fact the CX-30 feels truly alive isn’t by accident either. Mazda feels that a car and driver should have a relationship similar to that of a horse and its rider, a philosophy called Jinba-ittai. They focus on giving their vehicles a feel that is refined elegant, and upscale. This idea, Mazda states, was applied in the design process of the CX-30.

Choosing a CX-30 can be challenging as there are no fewer than eight trim levels to pick from. The 2.5 S, Select Sport, Preferred, Carbon Edition, and Premium all come with normally aspirated 2.5-liter engine. The Carbon Turbo, 2.5 Turbo Premium and the 2.5 Turbo Premium Plus use the boosted engine. As mentioned, all-wheel is standard across the lineup.

Pricing for the 2024 Mazda CX-30 starts right at $26,4155 for the base model 2.5 S, with the top-of-the-line Turbo Premium Plus carries a price tag of $38,220.

As stated above, there are a lot of good subcompact SUVs to choose from. And it’s hard to go wrong with any of them if you are looking for good, reliable transportation. But if you want a subcompact SUV that is not only good, but is also a little bit luxurious, athletic, engaging, and just plain fun to drive, the choice is a lot easier – the Mazda CX-30.
— Christopher A. Randazzo

By The Numbers:

2024 Mazda CX-30 Turbo Premium Plus AWD

Base Price: $36,800.00
Price as Tested: $38,310.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter Skyactiv Turbocharged inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 lb-ft
EPA Fuel Economy: 22 city / 30 highway mpg

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Let’s face it – minivans will probably always be stuck with the stigma that they have suffered for decades. But for the fourth-generation Sienna minivan, Toyota has gone through great lengths to lessen the minivan stigma by improving its looks and style. On top of that, they have added yet another reason why the Sienna is the ultimate people mover – fuel economy.

The current Sienna, which has been out since 2022, continues to be one of the best vehicles when it comes to convenience, practicality and utility. Recently, I was in a Sienna, and with out-of-town family coming in, I couldn’t ask for a better vehicle to show them around town.

In today’s auto-world where SUVs rule and sedans are dying, Toyota has tried to make the Sienna more appealing. To make it appear more like an SUV, it has raised the hood and the A-pillars have a sharper angle. At the rear, the roof line slopes down and around the rear wheels are fender bulges that run along the side of the van. At the end of the day, I don’t think anyone will confuse the Sienna for an SUV, but the Sienna is, in my opinion, the best-looking minivan on the market.

The Sienna can seat seven or eight passengers depending on trim level. All come with dual sliding doors with power windows in them, second-row sunshades, triple-zone climate control system and a 9-inch touchscreen. Sienna’s can even be fitted with a small refrigerator in the center console, a built-in vacuum and foot-activated power sliding doors.

Breaking away from Sienna’s of the past that saw them equipped with Toyota’s 3.5-liter V6 engine, today’s Sienna takes on a different approach – it’s a hybrid. Standard on every Sienna is a hybrid powertrain that uses a 2.5-liter four-cylinder engine and two electric motors that provides 245 horsepower. Front wheel drive is standard while all-wheel drive remains an option.

The Sienna that I was in was an XSE model, which gives the Sienna a sporty appearance package. With the XSE, the Sienna’s exterior gets black trim and a mesh grille. Inside, the seats have a special stitch pattern. Other models include the base LE, the mid-level XLE, the adventurous Woodland Edition, the luxurious Limited and the high-end Platinum.

Anti-minivaners just need to look inside the Sienna to see that the practicality of this vehicle is amazing. Driver and front passenger sit in comfort with a floating center console separating the two. The console flows out of the dashboard and leaves a large and spacious storage area below. And while others are doing away with traditional shifters, I’m glad to see Toyota hasn’t joined them – as the Sienna still uses a lever protruding out of the center console.

Behind the front seats is a large amount of room for the second-row passengers. The seats, which are some of the best found in any vehicle, slide fore and aft and can also recline. Unlike previous Siennas, the second-row seats in this fourth-generation Sienna do not come out or fold into the floor, making this Sienna more of a people mover rather than a cargo hauler.

On the road, the V6 power from previous Sienna’s is missed, as today’s Sienna is down by more than 50 horsepower. Power from a stand still is decent, but once at highway speeds or trying to pass slower traffic, the lack of power becomes evident. But on the flip side, today’s Sienna is very fuel efficient, especially for a vehicle this size. EPA rates it at 35 mpg combined city and highway (with 35 mpg in the city, 36 mpg on the highway). Going with all-wheel drive, those numbers come down a little, but still, getting 35 mpg for a seven or eight seat all-wheel drive vehicle is nothing to scoff at. Good luck trying to find a 3-row SUV that will get more than 30 mpg.

Pricing for the 2024 Sienna starts at just under $40,000 for the base LE which seats 8. The XSE starts at $45,635, but the tester is loaded with options like a rear entertainment system and a premium package that includes smartphone charging, JBL audio system memory seats and other features, bringing its MSRP to $53,414. If you go all out for the Platinum, expect to be in the $55,000 price range.

The Sienna has always been one of the top picks in today’s minivan market – it and the Honda Odyssey methodically duke it out for top honors, much like two geniuses playing chess. With the current Sienna, Toyota has raised the playing field by making it a hybrid and adding some aggressive styling. Make no mistake, it’s still a minivan, but these changes make it a little easier to accept the stigma.
– Christopher A. Randazzo

By The Numbers:

2024 Toyota Sienna XSE

Base Price: $45,635.00
Price as Tested: $53,414.00
Layout: front-engine / all-wheel drive
Engine: hybrid 2.5 liter four-cylinder with dual electric motors
Transmission: CVT
Horsepower: 245 hp
Torque: N/A
EPA Fuel Economy: 35 city / 36 highway mpg

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

Competing in the entry-level luxury-sport sedan segment is no easy matter, especially when you are up against class leaders such as the BMW 3-Series, Lexus IS, and the Mercedes-Benz C-Class. But newcomer Genesis is proving that they can be credible in this market, and they are showing just that with this week’s ride – the Genesis G70.

Out since 2018, the G70 is Genesis’ small luxury sport sedan. Using the underpinnings of the now defunct Kia Stinger, it’s the brand’s smallest sedan, following its larger siblings, the G80 and G90. In its debut year, it was named 2019 North American Car of the Year, so no doubt the G70 got off to a good start.

For 2024, Genesis upgrades the previous standard 252-hp turbocharged 2.0-liter four-cylinder for a more powerful turbocharged 2.5-liter engine that makes 300-hp. Also, Brembo brakes are now standard equipment on every G70. Minor changes inside include a redesigned climate-control system and a frameless rearview mirror.

The entry-level G70, now called the 2.5T, comes with the new engine (along with 311 lb-ft of torque), and offers a nice blend of performance and efficiency at an affordable price, which starts at $42,800. Enhanced performance can be found in the 3.3T, where power comes from a turbocharged 3.3-liter V6 engine, producing 365 hp and 376 lb-ft of torque. Both engines make do with an eight-speed automatic transmission. Rear-wheel drive is standard, but all-wheel drive can be added to any G70.

The cabin of the G70 is quite impressive thanks to the inviting materials used, decorative stitching, solid switchgear, and excellent build quality. The G70 is no doubt a luxurious car, it does, however, cater to the driving enthusiast with its driver-centric ergonomics and clear, intuitive controls. And the G70 doesn’t try to be something it is not – there is no fake carbon-fiber bits or racing-styled, flat-bottom steering wheel – just a straight-forward setup, but one that is done to near perfection.

Looking nice and being comfortable are two different things. Thankfully, the G70 is both. The front seats offer great support with a wide range of seat adjustments, making them very comfortable for the short trip or the long haul. The back seats are not bad, but room, especially leg room, is in short supply, making it a tight squeeze for adults.

Regardless of which engine is in the G70, it’s still a fun, quick car. For outright thrills and the best performance, obviously the twin-turbo V-6 model is the way to go, with 0-60mph times in the mid 4 second range. But the new four-cylinder turbo, which is how the tester arrived, is still plenty quick, able to sprint to 60 mph in just under 6 seconds. And the new motor injects a liveliness and athleticism into the G70 that the old motor tried to, but never quite delivered.

When it comes to practicality, the G70 lags behind when compared to others in this class. Trunk space is limited to just 10.5 cubic feet, although more room can be had by folding down the rear seats. At least the trunk opening is large, making it easy to load. Back in the cabin, there is nice cubby storage compartment in the center console – perfect for cell phone storage and charging.

Genesis knows to be successful in the luxury car market, they must have a good entry point to their product line. The G70 sedan is just that, as it shows it is a great way to enter the luxury car market as well as get acquainted with the brand. And when put up against its rivals, the G70 easily holds its own – and might even surpass a few of them.

— Christopher A. Randazzo

By The Numbers:

2024 Genesis G70 RWD 2.5T Sport Prestige

Base Price: $42,750.00
Price as Tested: $42,750.00 (est)
Layout: front-engine / rear-wheel drive
Engine: 2.5 liter turbocharged inline four-cylinder
Transmission: 8-speed automatic
Horsepower: 300 hp
Torque: 311 ft-lbs
EPA Fuel Economy: 21 mpg city / 29 mpg highway

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If there is any car that has been through it all, it’s the Hyundai Sonata. First out in the late 1980’s it wasn’t a particularly 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 its styling was addressed. By the time the sixth generation rolled around in 2009, it 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. That has been the trend ever since. For 2024, we get an all-new Sonata and this week I’m running around in one – this one being the hybrid version.

The Sonata has undergone a comprehensive redesign for 2024. Still considered part of the car’s 7th generation (which came out in 2020), the exterior now incorporates the brand’s Sensuous Sportiness design language, with the model adopting a full-width LED light bar at the front. The main headlights are hidden above the air intakes and joined by a wider grille and sharper lines. At the rear, there is an aggressive integrated black spoiler, adding a hint of sportiness to the car.

Inside, there is a new ‘floating’ theme for the layout that creates a high-tech mood, especially with the effect of the ambient lighting. But it’s the new infotainment system that will receive the most attention from behind the wheel. Grown from last year’s 10.25 inches, the 2024 Sonata Hybrid gets a larger 12.3-inch touchscreen interface that curves into a 12.3-inch digital driver’s display.

While the exterior and the interior of the 2024 Sonata Hybrid is quite different from last year’s model, under the hood Hyundai has left the Sonata Hybrid’s powertrain as is. The 2.0-liter four-cylinder engine makes 150 horsepower and 139 lb-ft of torque, but combined with the electric motor the total combined output is bumped to 192 hp. A six-speed automatic and front-wheel drive are standard, with no all-wheel-drive option being offered.

Going with a hybrid usually means fuel economy is a top concern, and the 2024 Sonata Hybrid delivers. The EPA rates it at 44 mpg in the city and 51 mpg on the highway, with a combined rating of 47 mpg. With a 13.2-gallon gas tank, a range of just over 600 miles can be expected.

The Sonata Hybrid is available in two trim levels – the SEL and the Limited. The SEL is set up with 17-inch wheels, remote keyless entry and push button start, power driver and passenger seat and wireless phone charging. Move up to the Limited and the Sonata gets a nav system, Bose audio system, heated steering wheel, a heads-up display, vented front seats and a sunroof. Also standard on the Sonata Hybrid Limited is Smart Park. This allows you to automatically pull the car into or out of parking spaces without anyone behind the wheel. And it’s quite simple to use – just line up the Sonata in front of the spot, hit the auto park button on the center console, and then get out and close the door. Then, press and hold the appropriate button on the key fob (forward arrow to go forward, back arrow to go backwards) and the car will move in that direction. The moment you stop pressing the button, the Sonata stops. This is perfect for getting in or out of tight stops that would possibly result in door dings.

Out on the road, the Sonata feels very satisfying. There’s a good amount of punch from the hybrid powertrain, and its nicely weighted steering provides a connected feel. It’s generally quiet and smooth – making it a comfortable cruiser. Add in its excellent fuel economy, and the Sonata Hybrid’s appeal is clear.

As other makes have exited the midsize sedan market, Hyundai is showing that they are staying for the long haul, and the Sonata Hybrid is their proof. This midsize sedan has sharp looks and delivers very impressive fuel economy and holds its passengers in total comfort. For the few that are not interested in an SUV, the Sonata Hybrid is the ideal alternative.
— Christopher A. Randazzo

By The Numbers:

2024 Hyundai Sonata Hybrid Limited

Base Price: $37, 200 (est)
Price as Tested: $37,200 (est)
Layout: front-engine / front-wheel drive
Engine: 2.0 liter inline 4-cylinder with electric motor
Transmission: 6 – speed automatic
Horsepower: 192 hp
EPA Fuel Economy: 44 city / 51 highway mpg

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The Lexus brand is centered on comfort, and the compact luxury NX plays perfectly into that culture. Currently in its second generation since 2022, the NX has been out since 2014 and has been at the top of the Lexus sales chart ever since. Most NX models come handsomely appointed with high-quality materials and tons of features. And there is an abundance of powertrain options available, including a hybrid and plug-in hybrid. This week we look at the range-topping NX450h+.

The Lexus NX is a five-seat luxury compact SUV. Being just a few years since its makeover, it still looks fresh with its double-angled grille and high-mounted running lights. Models range from the base NX250, which starts at just under $41,000, to the NX350, NX350h and the NX450h+. The tester, an NX450h+ with the F Sport package has an MSRP of $66,800.

Shared with the Toyota RAV4 Prime, the NX 450h+ has a plug-in hybrid powertrain that makes 304 hp and provides an EPA-estimated electric driving range of 37 miles.

The cabin of the NX continues to impress me with its typical Lexus look and feel. All interior touchpoints, starting with the leather-wrapped steering-wheel, have a quality feel. Along with the modern looks and classy materials, the NX offers one of the more spacious cabins in the luxury subcompact crossover segment, with slightly more passenger room in the rear seat and more cargo space with the rear seats folded than most of its rivals (Audi Q3, BMW X1, Mercedes-Benz GLA). A favorite feature of mine are the door handles which are electronic, popping open with a gentle press. Some of the optional features include a panoramic sunroof, heated rear seats, and an ambient interior lighting system with 64 different color choices. A large 14.0-inch touchscreen is standard on all but the base mode (which gets a 9.8-inch display) and Apple CarPlay and Android Auto are both standard and work by way of a wireless connection.

For the 450h+ though, it’s all about the hybrid drivetrain and nobody knows them better than Toyota and Lexus. The NX450h+ uses the same 2.5-liter naturally aspirated four as in the base NX250 and the standard hybrid, the NX350h (the nonhybrid NX350 has a turbocharged 2.4-liter four.) Electric motors assist the gasoline engine and are the sole motive source for the rear wheels, providing all-wheel-drive capability and 304 total horsepower. Along with that power, the battery pack can afford 37 miles of EV range. After that, the NX450h+ gets a combined 36 mpg as a hybrid.

And that power is easily felt. The NX450h+ can hit 60 mph in 5.6 seconds, which is quite impressive considering how fuel efficient the NX is. The F Sport trim, which includes an adaptive suspension system, firms up the ride and delivers a bit more poise but doesn’t really turn the NX into a true sport SUV. It does enhance the looks of the NX with its own grille and bumpers, along with special seats, pedals and other trim pieces, and that alone is worthy of its $1300 price.

As expected in electric mode the NX 450h+ is extremely quiet, with the motors providing enough power to get you off the line and accelerate with plenty of pace without the gas engine needing to assist. The CVT transmission does send the revs soaring on occasion, however, the transition from electric to gas is so smooth it can hardly be detected.

When in EV mode, the NX450h+ can travel 37 miles (or 33 miles on the highway). Full recharge time is about 2.5 hours using a 240-volt power source. But the best part is that this is all totally optional. If you decide you want to plug it in and travel 37 miles gas-free, then do so. Otherwise, you can settle for a still economical 36 mpg.

For 2024, the only changes to the NX450h+ is that it is now available with either a regular sunroof or a panoramic sunroof and a remote parking feature is available.

The NX has never been a flashy SUV, even as the NX450h+ wearing the F Sport trim, it still won’t stand out in a crowd. But it covers all bases when it comes to comfort, luxury, technology, and efficiency. For buyers that want Lexus luxury yet don’t want to sacrifice fuel economy or utility, the NX450h+ certainly hits on all those points.

– Christopher A. Randazzo
By The Numbers:

2024 Lexus NX450h+ F Sport

Base Price: $ 60,005.00
Price as Tested: $ 66,800.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter inline 4- cylinder with electric motor
Transmission: CVT automatic
Horsepower (total): 304 hp
EPA Fuel Economy: 84 MPGe / 36 mpg

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