Automotive

A few months ago, I sampled the Dodge Hornet – an all-new vehicle from Dodge – which is available as a plug-in hybrid when you opt for the R/T trim level. Being the first electrified vehicle from Dodge, the Hornet appears to be a nice addition to the Dodge family. Recently I spent time in another Hornet – this one being the regular, non-hybrid version.

For 2023, parent company Stellantis has launched the Dodge Hornet – the brands 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 V6 under its hood. What you will find in the Dodge Hornet is a vehicle 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 2023 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 $41,810.

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, that uses the Uconnect5 user interface.

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.

While not as lively as the R/T Plus I was in a few months ago, the GT Plus is still plenty quick. Zero-to-sixty times are in the mid-six second range – about a second slower than R/T Plus. 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 Hornet’s 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.

The Hornet isn’t the most fuel-efficient vehicle in its class – rated at 21 mpg city and 29 mpg on the highway. If those numbers are concerning, the R/T (which EPA numbers are not out yet) does benefit from being able to go up to 32 miles as an electric vehicle before switching over to a hybrid mode.

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 hybrid powerplant may just be what Dodge needs to get back in the small SUV game.

— Christopher A. Randazzo
By The Numbers:

2023 Dodge Hornet GT Plus

Base Price: $34,995.00
Price as Tested: $41,810.00
Layout: front-engine / all-wheel drive
Engine: 2.0 liter 4-cylinder
Transmission: nine-speed automatic
Horsepower: 288 hp
Torque: 295 ft-lbs.
EPA Fuel Economy: 21 mpg city / 29 mpg highway

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For those that are caught in the middle of the “should I get an electric vehicle or not”
dilemma, the Hyundai Tucson Hybrid PHEV may be the answer. While it’s not quite
fully an electric vehicle, it will give its owners a taste of what owning an EV is all about. And while it is not completely dependent on gasoline, you’ll find yourself making less trips to the pump.

The 2023 Hyundai Tucson Hybrid PHEV (Plug in Hybrid Electric Vehicle) is an SUV
that delivers an electric vehicle experience without the stress of when and where to
charge as well as running out of electricity (also known as range anxiety). The Tucson
PHEV can offer up to 33 miles of EV range on a single charge. Once you have traveled
33 miles and/or the battery is depleted, the hybrid system, consisting of a gas engine and
an electric motor, takes over, providing 35 mpg in combined city and highway driving.
The two systems effectively eliminates range anxiety all while decreasing the use of
gasoline.

The Tucson debuted back in 2004 where it was the smallest SUV in the Hyundai lineup.
Today, the Tucson Hybrid PHEV is part of the fourth generation Tucson that came out in
2022. No longer the smallest SUV for Hyundai, it is slotted between the smaller Hyundai
Kona and larger Hyundai Santa Fe. Its main competitors are the Honda CR-V, Mazda
CX-5 and Toyota RAV4.

The exterior of the Tucson features a chiseled body with many creases. Where Tucsons
of the past used to be described as being cute, today’s Tucson looks bolder and athletic.

Inside, Hyundai continues their pattern of providing excellent ergonomics and an
abundance of interior space despite the Tucson’s small footprint. The cabin is a very
pleasant place to be with front seats that offer plenty of room and rear passengers able to
stretch their legs and even recline their seat. The dash arrangement is good, especially if
you like high-tech as nearly every feature is controlled through the touchscreen or flat
buttons alongside it.

Under the hood, a turbocharged 1.6-liter inline-four cylinder engine and an electric motor
give the Tucson PHEV its go power. Combined horsepower is rated at 261-hp, making it
the most powerful Tucson you can get today. The regular gas version makes 187 hp while
the hybrid version makes 226 hp. All Tucson PHEVs get all-wheel drive as standard
equipment and use a six-speed automatic transmission.

The PHEV version of the Tucson is available in only two trim levels ñ the base SEL and
Limited. The SEL gets many nice features including a power driver’s seat, heated front
seats, dual zone climate control with rear vents and an 8-inch infotainment screen. But
the Limited adds a substantial amount of extra equipment like leather interior (rather than
the SELs cloth), a panoramic sunroof, digital instrument panel, ventilated front seats,
power passenger seat, heated rear seats, a Bose sound system, a larger 10.25 infotainment
screen and a surround view camera.

The tester, a Tucson PHEV Limited, carries a price tag of $46,105. Base models Tucson
PHEVs starts at $39,000.

I recall a year ago when I drove a regular gas-powered Tucson, that it felt somewhat
underpowered. That issue is resolved with the PHEV model. It’s able to hit 60 mph in just
7 seconds, almost 2 seconds quicker than its gas counterpart. While still not as quick as
the Toyota RAV4 PHEV, the Tucson feels plenty quick and is never short on power.
Around corners and curves, the Tucson easily holds its own and feels nicely planted,
although itís not very entertaining due to the lack of feedback from the steering wheel.

Going with the PHEV does mean giving up some utility space. There’s 31.9 cubic feet
available behind the rear seats compared to 38.7 cubic feet in the regular Tucson models.
When the 60/40-split rear seats are folded down, cargo room expands to 66.3 cubic feet,
down from 74 cubic feet.

Like the regular Tucson, the Tucson PHEV has a has a lot going for it. An attractive
exterior with a high-tech interior as well as providing excellent utility. On top of that, it
addresses the regular Tucsonís performance shortcoming. And for those that are not sure
about whether to go all electric or not, the Tucson PHEV should help there as well.

— Christopher A. Randazzo

By The Numbers:

2023 Hyundai PHEV Tucson Limited AWD

Base Price: $44,560.00
Price as Tested: $46,105.00
Layout: front-engine / all-wheel drive
Engine: 1.6 liter turbocharged four-cylinder & electric motor
Transmission: eight-speed automatic
Horsepower: 261 hp
Torque: N/A
EPA Fuel Economy: 35 mpg

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As today’s pickup trucks continue to get bigger, burlier, and taller, some truck buyers are looking for something not so monstrous. Once considered small pickups, “little” trucks have now grown into mid-size trucks – making them the right size for many. One example is the 2023 GMC Canyon.

The GMC Canyon and its twin, the Chevrolet Colorado are all-new for 2023. It sports a squared-off grille and bulging fenders that emit a mean, tough, “high and wide” look, but not at the cost of being the size of a Peterbilt. Being that the crew-cab / short-bed configuration is the most popular way people like their trucks, that is the only way GMC offers the Canyon.

For those that want to take their Canyon off-road, they need to look no further than to the new AT4X model. It shares its hardware with its corporate cousin, the Chevrolet Colorado ZR2, but wrapped in more upscale styling. Highlights of the Canyon AT4X include 33-inch mud-terrain tires, an exclusive Baja driving mode, electronic locking front and rear differentials and improved ground clearance and approach angles compared to other Canyons.

But if you’re into near-luxury, there is nothing like the Denali trim level, which is how my Canyon arrived.

Other trim levels include the base Elevation, which includes 18-inch off-road wheels and tires, and off-road tuned suspension, keyless entry with push-button start, an 8-inch digital instrument cluster along with a 11.3-inch touchscreen infotainment center. The AT4 comes standard with four-wheel drive and a two-speed transfer case as well as hill-descent control. Building on the AT4 is the AT4X as mentioned above. The AT4X also gets additional skid plates, rock rails and a heads-up display.

As the Denali, the Canyon gets more exterior bling in the way of extra exterior chrome and unique 20-inch wheels. Inside, the interior is dressed up in exclusive Jet Black featuring genuine open-pore wood accents complete with laser-etched Denali map coordinates. The perforated leather-appointed seating surfaces include a diamond-quilted pattern with gray accents and stitching while the lower dash pad, door panels, and console receive a soft-touch wrap. Front seats are both heated and ventilated.

Regardless of trim level, every Canyon is powered by a turbocharged 2.7-liter inline-four that makes 310 horsepower along with 430 lb-ft of torque and is paired with an eight-speed automatic transmission. Unfortunately, the optional diesel powertrain from the previous generation is no longer offered.

Step inside the new Canyon and it doesn’t take long to notice the changes GMC has injected into the redesigned cabin. Technology is everywhere with the addition of various cameras including a 360-degree camera, and a heads-up display. A new digital gauge cluster sits behind a new steering wheel, and on the center console is the drive-mode selection knob, with the shifter now being closer to the passenger side of the cab. The big 11.3-inch touchscreen that comes with every Canyon is Wi-Fi hotspot capable and wireless Android Auto and Apply CarPlay compatible.

With 310 horses, the Canyon comes out the power winner when put up against its closest rivals, the Ford Ranger, Nissan Frontier and the Toyota Tacoma. On the road, that power translates into hitting 60 mph in about 6.8 seconds and the quarter mile in 15.1 seconds. But the real important number here is the torque and with 430 lb-ft of torque of it, the Canyon has a towing capacity of 7700 pounds.

The GMC Canyon has always been a durable, good truck. But with the new redesign, it’s even better, thanks to a nicer more spacious interior and more powerful engine. And the size is right, especially for those that need a pickup truck but feel today’s full-size models are simply too big. The Canyon Denali, however, raises the bar for those wanting a cut above the rest – and don’t mind paying for it. With that in mind, $53,990 – the test vehicles MSRP – is still a lot for a mid-size pickup. But the Denali’s interior does help in justifying its price premium – making this Canyon feel as if its worth every penny.

– Christopher A. Randazzo

By The Numbers:

2023 GMC Canyon 4WD Denali Crew

Base Price: $51,000.00
Price as Tested: $53,990.00
Layout: front-engine / four-wheel drive
Engine: 2.7 liter turbocharged four-cylinder
Transmission: 8-speed automatic
Horsepower: 310 hp
Torque: 430 lb/ft
EPA Fuel Economy: 17 city / 21 highway mpg

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If 20 years ago I could image what the car of the future, particularly sedans, would be like, an image of the 2023 Hyundai Ioniq 6 might just come to mind. Its exterior is futuristic, with its statement-making design, it has a dashboard that is all digital, and of course, it is purely electric. And it’s here now.

The Ioniq 6 is the latest EV model from Hyundai and takes direct aim at the Tesla Model 3. This four-door sedan fits into the company’s Ioniq sub-brand made up of electric vehicles and shares components with the taller and boxier Ioniq 5 crossover.

Slotted between the Ioniq 5 and the upcoming Ioniq 7, the Ioniq 6 is a low-slung profile sedan that has a striking design that tends to give off a love it or hate it vibe. The dipping front and rear ends are connected by the long arc of the roofline, that seems to be the “in” thing for today’s EVs, it just appears more dramatic with the Ioniq 6. However you see it, there is no denying that it is one of the most aerodynamic and efficiently designed vehicles ever made. And that design, along with its powertrain, proves to be beneficial by providing an impressive EPA estimate 361 miles of range on a single charge.

The Ioniq 6 uses a similar powertrain to that of the Ioniq 5. The SE Standard Range model comes with a 53-kWh battery pack that powers a single electric motor (149 horsepower, 258 lb-ft of torque) that drives the rear wheels. The EPA estimates its range to be 240 miles. All other Ioniq 6 models use a larger 77.4-kWh battery. In SE trim, it receives a more powerful motor (225 hp, 258 lb-ft) and range increases to 361 miles. All-wheel drive is an option and adds a second motor to drive the front wheels, increasing combined power output (320 hp, 446 lb-ft), although range drops to a still-impressive 316 miles.

And like the Ioniq 5, the Ioniq 6 possess some impressive charging times – on a fast charger, it can allegedly be charged from 10 to 80 percent in approximately 20 minutes. A typical at home Level 2 charger will provide the Ioniq 6 a full charge in just over seven hours.

Inside the Ioniq 6 is a modern yet minimalist cabin. Being a conventional four-door sedan, it offers space for five by way of two rows of seating. With the help of a flat floor, the feeling inside the Ioniq 6 is one that is very open and spacious. A nice convenience is the rear seats being able to fold flat, expanding into the trunk area. It’s not as spacious as a crossover SUV or hatchback, but it does make the Ioniq more practical.

Up front, there is more than 24 inches of screen – a 12.3-inch digital gauge cluster and a 12.3-inch infotainment screen. The Ioniq 6 uses the same software as other Hyundai models, which incorporate BlueLink for connectivity functions and can link with smartphones using either Apple CarPlay or Android Auto, although they are not wireless (they must be plugged in). In a flash back to cars from the ’80s, most of the controls that you’d traditionally find in the doors (windows, door locks) are located on the center console.

The futuristic exterior and modest interior coincides nicely to a vehicle that is impressive to drive. The tester, an Ioniq 6 Limited with Long Range (361 miles) and with all-wheel drive and 20-inch wheels, carries a price tag of $58,425.00. It feels extremely quick, able to hit 60 mph in 4.6 seconds. Acceleration is quiet, smooth and progressive – and its cabin is well-isolated. If all that quietness bothers you, there are settings that can be changed that will pipe in some noise according to throttle inputs.

Surprisingly, the Ioniq 6 handling is very engaging. Its low center of gravity gives it a planted, grippy feel in corners and around turns, making twisty roads quite enjoyable.

With looks and styling like nothing else out there, the Hyundai Ioniq 6 is a real eye-catcher. But it’s also functional, with its aerodynamic body and efficient powertrain, it can easily go over 300 miles – reducing driving range anxiety. And with pricing starting under $43,000, it undercuts its main competitor, the Tesla Model 3.

Last year, Hyundai made a big splash in the EV market when it introduced a cool, retro-styled, compact all-electric SUV called the Ioniq 5. Now, just a year later, Hyundai has followed it up with the Ioniq 6. And soon to be released will be the Ioniq 7 – a three-row, Palisade-size EV. There is no doubt that Hyundai, with its line of Ioniq vehicles, is dedicated to EVs.
— Christopher A. Randazzo

By The Numbers:

2023 Hyundai Ioniq 6 Limited Long Range AWD

Base Price: $54,100.00
Price as Tested: $58,425.00
Layout: rear-engine / all-wheel drive
Engine: permanent-magnet AC electric motor
Transmission: direct drive
Horsepower: 225 hp
Torque: 258 lb/ft
EPA Fuel Economy: 103 MPGe (111 city / 94 highway mpg)

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Italian automobiles are typically known for being exotic, fast, expensive, and impractical. Being such, many car buyers see them as unobtainable. But a small new crossover SUV from Alfa Romero is changing that. It’s somewhat exotic, it’s fast, and it doesn’t carry a price tag that requires you to see your accountant. And it’s an SUV, so it is quite practical. I’m referring to the 2024 Alfa Romeo Tonale.

The Alfa Romeo Tonale is the newest vehicle from the Italian automaker. It’s a small crossover SUV that comes in under the brand’s other SUV, the Stelvio. Alfa Romeo states that every new vehicle they make after 2025 will be some form of EV – and the Tonale, which is a plug-in hybrid, signifies the company’s first step into reaching that goal.

The Tonale’s exterior styling isn’t extremely flashy as you might expect for an Italian vehicle, but notice the uniqueness to it, like the rotary-dial inspired wheels and the 3+3 headlight design, and you’ll realize the Tonale is striking, but in a subtle way.

The interior of the Tonale follows the same agenda. At first, it doesn’t instantly grab your attention, but soon, the details emerge. There is the perfectly sized steering wheel with the start button mounted on it and large aluminum shift paddles as well as huge round air vents. Adding a splash of spark are the multicolor patterns found on the inner part of the seats. Top-trim levels get a cabin draped in vegan leather (the new way to say synthetic leather or leather-like), Alcantara suede and aluminum accents.

The Tonale seats five, but despite its small footprint, its back seat is quite roomy. And those seated back there get their own air vents and USB ports. Behind the back seat is about 23 cubic feet of cargo room.

The Tonale is offered with one powertrain and all-wheel drive. The plug-in hybrid electric powertrain (PHEV) features a 1.3-liter turbocharged four-cylinder rated at 180 horsepower is supplemented by a 121-hp electric motor on the rear axle to make a combined 285 hp and 347 lb-ft of torque. A six-speed automatic transmission provides the power to the front wheels. A 15.5-kWh battery stores enough energy for approximately 33 miles of electric-only range. Once the battery is depleted and the Tonale switches over to being a hybrid, it achieves a combined 29-mpg EPA rating. Fully charging the battery should take about 2.5 hours using a 240-volt Level 2 charger.

Alfa Romeo offers the Tonale in three trim flavors. The Sprint is the most affordable, starting at $43,000 but comes surprisingly well-equipped with power front seats, dual zone climate control, wireless charging pad and a 12.3-inch digital instrument cluster along with a 10.25-inch infotainment touchscreen. Move up to the Ti trim level and the Tonale is fitted with different wheels, a blacked-out body kit, ambient interior lighting, and a power liftgate. The top-of-the-line Tonale is the Veloce, which it how the tester arrived. It adds on to the Ti by getting dual chrome exhaust tips, red Brembo brake calipers and a dual-mode suspension. Unlike the other trim levels that have a cloth interior, the Veloce uses the vegan leather. The sticker price of the test vehicle was $57,450.

On the road, the Tonale is a mixed bag. The steering is somewhat isolated from the road making for a drive that isn’t as engaging as I was hoping for. But the plug-in hybrid powertrain provides a good amount of around-town punch – able to hit 60 mph in the mid 5-second range, which should be plenty quick for most drivers. And the Tonale is equipped with Alfa’s DNA drive mode system, which stands for Dynamic, Natural and Advanced, allowing you to adapt the steering, throttle, shift-mapping, and fuel efficiency of the Tonale by simply turning a dial – all of which makes drive the Tonale more enjoyable.

Competing with the likes of the Audi Q3 and Q4, BMW X1 and X2, Mercedes-Benz GLA-Class, and Volvo XC40, the Tonale stands apart from them as being the only one in the group offered as a plug-in hybrid. And with the Tonale, Alfa Romo is making that dream of owning a cool Italian vehicle a reality.
— Christopher A. Randazzo

By The Numbers:

2024 Alfa Romeo Tonale Veloce EAWD

Base Price: $47,495.00
Price as Tested: $57,450.00
Layout: front-engine / all-wheel drive
Engine: 1.3 liter turbocharged four-cylinder with PHEV
Transmission: six-speed automatic
Horsepower: 285 hp
Torque: 347 lb-ft
EPA Fuel Economy: 29 mpg (est)

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When it comes to the ultimate people mover, the Chrysler Pacifica is hard to beat. Yes, it’s a minivan, I know, but it’s one of the best minivans out there, placing it right up there with the Honda Odyssey and Toyota Sienna. And like the Sienna, which is a hybrid, the Pacifica is the only minivan that is available as a plug-in hybrid electric vehicle (PHEV).

The Pacifica Hybrid carries nearly every feature that you would find in a normal Pacifica, but benefits from being incredibly fuel-efficient thanks to its hybrid technology. Being available as a PHEV means it can travel as much as 32 miles without using a drop of gasoline. If and when you exceed that range, the Pacifica Hybrid takes on the role of a regular hybrid – automatically switching from its electric motors (there are two of them) to a special version of the popular 3.6 liter Pentastar V6 engine, where it manages to get around 30 mpg.

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

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

In fact, everything that makes the regular Pacifica so appealing can be found on the Pacifica Hybrid – with one exception – the second-row Stow ‘n Go seating, where seats can be stowed into the floor – is not available on the Pacifica Hybrid due to the hybrid’s massive battery pack. In a smart move, Chrysler opted to place the batteries below the second row floor (and give up the Stow ‘n Go option) rather than place them in the back and have them eat up valuable cargo space.

That’s a small price to pay for a minivan that is rated at 82 mpg.

Trim levels for the Pacifica include the Touring, Touring L, Limited and Pinnacle. With the exception of the base Touring model, all are available as a hybrid.

All-wheel drive is also available on the Pacifica, but only on non-hybrid models.

The tester arrived as a top-of-the-line Pacifica Hybrid Pinnacle. Decked out in probably the most leather I have ever seen in a vehicle (we are talking about three rows of quilted premium leather here), suede headliner, second-row lumbar pillows, a 20-speaker Harmon Kardon sound system and hands-free power sliding doors, the Pinnacle is like road-traveling first-class. But as we know, first-class isn’t cheap, with the Pacifica Hybrid Pinnacle carrying a $62,085 price tag. Pricing for the Pacifica starts at $38,865.

The behind the wheel driving experience of the Pacifica Hybrid, as expected, is hardly exciting. But it does drive nice, visibility is excellent and the ride is comforting. There is plenty of power from the hybrid powerplant and that power is quite smooth. The Pacifica, as nice as it is, doesn’t break any new ground in the mini-van driving experience, but that’s ok, because I hardly think anyone would buy a minivan for the driving experience.

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

By The Numbers:

2023 Chrysler Pacifica Hybrid Pinnacle

Base Price: $59,995.00
Price as Tested: $62,085.00
Layout: front-engine / front-wheel drive
Engine: 3.6 liter V6 eHybrid
Transmission: 9 – speed automatic
Horsepower: 260 hp
Torque: N/A
EPA Fuel Economy: 82 MPGe

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

Just as we were saying good-bye to the Chevrolet Trax last year as it was being discontinued, it’s back again for the 2024 model year. But this time it’s all-new, bigger, better, and believe it or not, even cheaper than the last Trax.

The all-new 2024 Chevrolet Trax is a huge improvement over the first-generation Trax. First, it is significantly bigger than its predecessor in almost every dimension. Length, width and wheelbase are increased from the model it replaces. Only the height has decreased, the result of the new Trax having a slightly lower ride height and more sloped roofline. And while the new Trax is larger – it’s also cheaper, coming in with a base price of $21,495 – which is $1400 less than the base price of the 2022 Trax. This makes the Trax the lowest priced vehicle GM sells in the U.S.

While the new Trax is larger, it remains the smallest SUV in the Chevrolet lineup, coming in right under the Chevrolet Trailblazer (although the two are very similar in size). The Trax competes with the likes of the Honda HR-V, Mazda CX-30, Nissan Kicks, and Hyundai Venue.

Chevrolet did a great job with the exterior styling of the new Trax. It easily fits in the Chevy lineup with its proportioned body and all but the base LS trim gets nicely done wheels that really set the image of the Trax.

Inside, things get even better. The larger exterior translates to a roomy interior. Up front, the wide seats make long distance drives bearable, and in back, there is plenty of legroom. Even the middle rear seat is habitable thanks to a flat floor. Storage space has significantly increased compared to the old Trax. With the new one, there is 25.6 cubic feet of cargo behind the rear seat, which increases to 54.1 cubic feet when the rear seat is folded, an improvement from the old Trax which was 18.7 and 48 respectively.

There is only one powertrain available in the Trax, and it’s a little one. Coming in at 1.2 liters and using just 3 cylinders and a turbocharger, it makes 137 horsepower and 162 lb-ft of torque. The last Trax used a 1.4 turbocharged four-cylinder making the same horsepower but 14 lb-ft less torque. The little engine is paired with a six-speed automatic transmission and powers the front wheels. All-wheel drive is not available.

The new Trax is available in five trim levels. Base is the LS with steel wheels and an 8-inch infotainment system. Both wireless Apple CarPlay and Android Auto are also included, along with a WiFi hotspot. Move up to the 1RS and the Trax is fitted with nicer 18-inch alloy wheels, sportier front and rear facias and a heated flat-bottom steering wheel. The LT gets an automatic climate control system, larger 11-inch infotainment system, digital instrument cluster and push-button start. Two trim levels share the top role – the 2RS and the Activ. The 2RS gets larger 19-inch alloy wheels, while the Activ stays with 18-inch alloy wheels but gets a power driver’s seat. The tester arrived as a Trac Activ and carried a price tag of $26,935.

There is no getting around that the Trax is an economy car – and it drives like one. The suspension is set so that the ride is soft and comfortable, even on rough roads, while the handling is tuned to offer just enough damping to keep body roll in check when pushed. Basically, it handles nicely, just don’t push it. The engine, while small, has plenty of torque that comes on low in the rev range – making the Trax feel plenty powerful. Turbo lag is minimal and the transmission, which thankfully still uses gears and is not a CVT, handles its job effortlessly. Being the economy car that it is, the Trax is rated at 30 mpg in combined driving (28 city / 32 highway).

It’s hard to find fault with the new Trax as it has good looks, a nice interior and decent fuel economy. But it’s best feature may be in terms of value. With today’s new car market having an average price of more than $48,000, the Trax starts at half that – and that low price will most likely be the Trax’s top selling point.
– Christopher A. Randazzo

By The Numbers:

2024 Chevrolet Trax Activ

Base Price: $23,900.00
Price as Tested: $26,935.00
Layout: front-engine / front-wheel drive
Engine: 1.2 liter turbocharged three-cylinder
Transmission: 6-speed automatic
Horsepower: 137 hp
Torque: 162 lb/ft
EPA Fuel Economy: 28 city / 32 highway mpg

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If you’re a fan of Mazda’s large crossover SUV, the CX-9, then you’re going to love the new CX-90 – Mazda’s new flagship vehicle. It’s larger, more powerful and more luxurious than the CX-9 and better competes in the growing three-row SUV market.

The CX-90 is similar in size to the CX-9 although its wheelbase is increased by 7.5 inches, resulting in more passenger and cargo space. The CX-9 will still be available for 2024, but that will most likely be it’s final year as the CX-90 is poised to replace it.

The CX-90 is an attempt for Mazda to move its brand more toward the premium end of the market. In doing so, the CX-90 is the first Mazda to use its new turbocharged 3.3-liter inline-six engine. Depending on trim level, this engine makes from 280 horsepower all the way up to 340 horsepower. Slotted between those two is a PHEV (plug in hybrid electric vehicle) version that makes 323 horsepower. All models come with an eight-speed automatic transmission and, much like the rest of the Mazda SUV lineup, the CX-90 comes standard with all-wheel drive.

The tester arrived as a top-of-the-line Turbo S Premium Plus rated at 340 hp and 369 lb-ft of torque. It carried with it a price tag of $61,920.

Mazda does an excellent job in combining performance and luxury in the CX-90. While performance isn’t generally a priority for most three-row SUV buyers, those that appreciate performance will be quite impressed with the CX-90. It’s quicker, better-handling and more stable than pretty much anything else in its class. With the top-line 340-hp engine, the CX-90 is able to accelerate from 0 to 60 mph in just 6.5 seconds. Not only is it quick off the line, but it has excellent midrange punch, making squirting through traffic easy.

When discussing handling, the CX-90 sounds more like a sports car than an SUV. The steering is nicely weighted, and the CX-90 feels planted and secure around corners. The brakes are also impressive, although they can be touchy at first.

Inside is a stylish cabin design that features room for up to eight passengers. Opt for the second-row captain’s chairs and the total seating drops to seven. High-end models get a fabric dashboard upholstery along with soft Nappa leather seats. Lower trim levels may not be as plush, but are sill handsomely styled.

A large center console houses a number of physical buttons for major functions, and each one is clearly labeled and easy to press with only a glance. All controls are within perfect reach for either the driver or passenger. The front seats offer excellent long-haul comfort, while the second-row captain’s chairs received no complaints on the initial family drive. The third row has more room than the one in the CX-9 but it is still best left for small kids.

If there is any shortcoming to the CX-90, it is with storage room. Behind the third row of seats, there’s only 15.9 cubic feet of room. Fold the third row flat and storage grows to 40.1 cubes, and when all seats are down, there is 75.2 cubic feet of room. All this is an improvement over the CX-9, but still falls short when compared to the likes of the Kia Telluride, Hyundai Palisade, Volkswagen Atlas and Honda Pilot.

The CX-90, much like the CX-9, with its attractive styling and great road manners, is one of the more entertaining SUVs to be in and drive. Mazda is upping their A-game and proof of that can be found in the new 2024 CX-90.
– Christopher A. Randazzo

By The Numbers:

2024 Mazda CX-90 Turbo S Premium Plus

Base Price: $59,950.00
Price as Tested: $61,920.00
Layout: front-engine / all-wheel drive
Engine: 3.3 liter turbocharged inline six-cylinder
Transmission: 8-speed automatic
Horsepower: 340 hp
Torque: 369 lb-ft
EPA Fuel Economy: 23 city / 28 highway mpg

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The Subaru Impreza has been around for more than 30 years now, and in that time, it has proven to be a popular car for those seeking a vehicle well suited for driving in inclement weather, or for those seeking performance, by way of the Impreza WRX. That trend continues as an all-new Impreza enters the model’s sixth generation for the 2024 model year.

To most observers, it will be difficult to spot out the all-new 2024 Impreza from the previous model, but a keen eye will spot out subtle changes here and there. The new Impreza is slightly taller, and the lights, both headlights and taillights, are different as is the front grille. The most notable change, though, is that the new Impreza is offered strictly has a hatchback; there is no longer a sedan version offered.

Another change for the Impreza are the trim level offerings. To simplify things for Impreza buyers, the only trim levels available are Base, Sport and RS, eliminating the Premium and Limited trims.

Engine choices are dependent on the trim level. The Base and Sport get a 2.0 liter four-cylinder making 152 horsepower and 145 lb-ft of torque. Move up to the RS, and the Impreza is fitted with a more powerful 2.5 liter four-cylinder making 182 hp and 178 lb-ft of torque. In another big move for 2024, a manual transmission is no longer offered in the Impreza, leaving all Imprezas coming with a CVT automatic transmission.

And, of course, like every Subaru other than the BRZ sports coupe, every Impreza comes with all-wheel drive.

The tester arrived as an RS, boasting a sticker price of $31,045. Going with the RS trim, the Impreza gets 18-inch dark grey alloy wheels, LED side signal mirrors, body colored side skirts, and of course RS badging. Base Imprezas start at just $24,085.

Inside the new Impreza is a cabin fitted with redesigned, comfortable seats, better noise control thanks to a new HVAC position, and increased storage capacity, including cupholders that Subaru says were designed to hold Hydro Flask or Nalgene water bottles. Dominating the dash is a nicely sized 11.6-inch vertical screen with Apple CarPlay and Android Auto capabilities. Most of the audio and climate controls are also packaged within the screen, though some main analog buttons and knobs are set to the side of the screen. The entire setup is nicely done, but most importantly, is very simple to use.

The 182-hp equipped RS, while not earth-shattering, is a nice welcome increase compared to the 152 hp that came in every 2023 Impreza (and still comes in the 2024 Base and Sport models). The extra power is noticeable and feels more usable throughout the rev range. The CVT transmission that Subaru fits the Impreza with, is one of the best on the market. It simulates an eight-speed gearbox, going through shiftpoints, and making the driver forget it’s a CVT. Overall, the Impreza isn’t all that fast, but I must admit, it is fun – more fun than I was expecting.

Being a hatchback, one can make the case that the Impreza is practical – and it is. The Impreza hatchback’s cargo space measures 20.4 cubic feet with the seats up or 56 cubic feet with the seats down. The seats fold in a 40/60 split, although they don’t quite fold flat. Still, there’s plenty of space and utility. When it comes to fuel economy, the RS is rated at 29 mpg combined city and highway. The Base and Sport are rated at 30 mpg.

Subaru knows its owners well, and that’s part of the reason behind the subtle but effective Impreza redesign, all while addressing the largest complaints of the outgoing model by offering more power and better in-car technology. If you liked the last Impreza, then you will have no trouble liking this all-new Impreza.
– Christopher A. Randazzo

By The Numbers:

2024 Subaru Impreza RS

Base Price: $27,865.00
Price as Tested: $31,045.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 182 hp
Torque: 178 ft-lbs torque
Fuel economy: 26 mpg city / 33 mpg highway

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As much as I was disappointed to hear about Toyota discontinuing the Avalon sedan last year, it wasn’t a big surprise. As shoppers prefer SUVs, these days sedans are becoming a dying breed. Still, though, I always thought the Avalon was a little more unique and had more pizazz (especially in TRD form) than it’s more popular little brother the Camry.

So, with the Avalon gone – what does Toyota do? Well, they replaced it with another sedan. Well, sort-of.

The all-new Toyota Crown takes over the Avalon as the largest sedan in the Toyota lineup. The Crown nameplate has been around since 1955 but was only offered in the U.S. market from 1958 to 1972.

But the new Crown is no traditional sedan. With its slightly elevated right height, the all-new 2023 Crown walks a fine line between car and SUV, perhaps with the intent to lure in SUV buyers into thinking that a vehicle like the Crown will satisfy their SUV needs. And it just might. The Crown features a sloping roof and a conventional trunk opening, just like a sedan, but out of the pages of an SUV, it features all-wheel drive and is tall – coming in at more than 4 inches taller than the Avalon.

The Crown’s drivetrain is another interesting feature. Rather than using Toyota’s ever-so-popular 3.5-liter V6 engine, the Crown is offered with a pair of conventional hybrid powertrains. The entry-level Crown, the XLE, and the Limited use a 2.5-liter four-cylinder with three electric motors and a continuously variable automatic transmission (CVT) that produce 236 horsepower. The top-of-the-line Platinum model gets an exclusive Hybrid Max powertrain that sees a turbocharged 2.4-liter four-cylinder and an electric motor on the rear axle for a combined 340 horsepower. The Platinum also benefits from a six-speed automatic transmission and is available with an optional two-tone exterior paint scheme.

The Crown’s distinctive looks are complemented by a spacious cabin outfitted with premium features. Toyota is equipping all Crown models with a generous amount of standard driver-assistance systems and infotainment tech. All models come standard with heated, power front seats, dual-zone automatic climate control, and ambient interior lighting. Two 12.3-inch displays are also included in the Crown – one being for the infotainment touchscreen which runs both Apple CarPlay and Android Auto software and connect to smartphones via a wireless connection, the other is a digital display for the driver. The Limited adds a panoramic sunroof, leather upholstery, and ventilated front seats, while the Platinum get those extras plus the more powerful drivetrain.

The tester arrived as a Crown Platinum decked out in the two-tone paint. It carried an MSRP of $54,654.

With the more powerful drivetrain, the EPA rates the Crown at 30 mpg combined (29 mpg city and 32 mpg highway) – not bad at all for a vehicle this size. The base drivetrain is even better – with a city rating of 42 mpg and highway rating of 41 mpg.

Driving the Crown, the driving position feels more like one out of an SUV. Power from the hybrid powerplant is plentiful and smooth, as it makes its way through the gears then to each wheel. The Crown’s steering is responsive, and the chassis stays mostly composed around turns, as the ride is more focused on comfort. The all-wheel drive system helps the Crown maintain grip, giving the driving confidence when the roads go bad.

If you are looking forward to autonomous driving cars, the Crown will make you feel one step closer to it, as it has many driving assisted features. One is the automatically braking – if it senses a vehicle ahead and you ease off the gas pedal in traffic, it will apply the brakes. Another is when going into curves, it brakes and adds a little steering input. All these are part of the Toyota Safety Package and are quite impressive, but can be disabled if the driver finds them a bit too obtrusive.

For those that have considered an Avalon in the past, the new 2023 Toyota Crown should easily meet or exceed your expectations. Like the Avalon, it has a premium status compared to other Toyotas. And with its powerful drivetrain, hybrid efficiency, balanced ride and an abundance of technology, it has a lot to offer for the car buyer who isn’t entirely ready to leave the sedan market.
– Christopher A. Randazzo

By The Numbers:

2023 Toyota Crown Platinum

Base Price: $52,350.00
Price as Tested: $54,654.00
Layout: front-engine / all-wheel drive
Engine: 2.4 liter turbocharged4-cylinder and electric motor
Transmission: 6-speed automatic
Horsepower: 340 hp combined
Torque: N/A
EPA Fuel Economy: 29 city / 32 highway mpg

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Now here is something different. We all know that the Jeep Grand Cherokee is the quintessential American midsize SUV – built in Detroit, and legendary for its ability to blend off-roading capability with an upscale design, smooth ride and luxurious accommodations and features. Last year, we saw the rollout of the redesigned fifth-generation Grand Cherokee, and with it came a first – a plug-in hybrid powertrain option.

Called the Jeep Grand Cherokee 4xe (pronounced “four-by-e”), this plug-in hybrid EV (PHEV) Jeep provides 26 miles of electric driving range and 23 mpg in combined city/highway driving as a hybrid. With a fully charged battery and a full tank of gas, the Grand Cherokee 4xe will travel about 440 miles after which, the driver needs to find either an electrical outlet or a gas station.

What is especially nice about the Grand Cherokee 4xe is that you can decide when you what to drive it as an EV or as a hybrid. For instance, if your work commute is less than 26 miles round trip, you can drive entirely on electricity during the week, if you recharge every night. Then come the weekend, head out on an adventurous trip, driving the Jeep as a hybrid and without suffering a moment of range anxiety. With the Grand Cherokee 4xe, you really get the best of both worlds.

You can even get the Jeep Grand Cherokee 4xe in several trim levels, each equipped with standard four-wheel drive. The base model is simply called the 4xe and includes 18-inch wheels, remote engine start, 10.25-inch digital instrument panel along with an 8.4-inch touchscreen infotainment system. Move up to the Trailhawk 4xe and you get many upgraded off-roading capabilities such as all-terrain tires, upgraded four-wheel drive system, an air suspension (that can raise or lower the vehicle ride height), disconnecting front stabilizer bar, skip plates, electronic limited slip rear differential and front and rear tow hooks. The Overland 4xe gives up some of the Trailhawks off-road features in exchange for some luxurious amenities like upgraded leather interior, vented front seats, Alpine sound system, a hands-free liftgate and just overall nicer interior trim pieces. The Summit 4xe is the top-dog, getting unique 20-inch wheels, an upgraded four-wheel drive system, wood and leather trimmed steering wheel, Berber floor mats, four-zone climate control and upgraded front seats that have built in massagers.

Powering every Grand Cherokee 4xe is a 270 horsepower 2.0 liter four-cylinder along with two electric motors that brings the total output to 375 hp and 470 lb-ft of torque. An eight-speed automatic transmission is used to send power to all four wheels.

Spotting a Grand Cherokee 4xe from a regular Grand Cherokee can be difficult as there are only two subtle differences found on the 4xe. One is a pair of Electric Blue tow hooks within the lower front bumper, the other being the blue “4xe” badges on the charging door and rear end.

The tester arrived as a Trailhawk 4xe, decked out with a black hood decal and black roof. It carries an MSRP of $73,125.

Just like the regular Grand Cherokee, the 4xe is a very good driving vehicle. There is plenty of power available, and the power delivery is excellent. Steering is slightly heavy, but quickly eases up. Switching from hybrid to all electric (EV mode) is as simple as pressing a button on the dash and the instrument cluster in front of the driver provides a wealth of information including how many miles that can be traveled on electricity, fuel-economy, and so on.

While I haven’t had a chance to take the 4xe off-road, it is surely quite capable. An advantage of the 4xe off-road is that you can reserve the battery for use when you’re far away from civilization and then tread silently through the backcountry in mostly silence. Being able to explore the great outdoors and fully take in nature without unnecessarily disturbing it with noise I’m sure enhances the natural experience.

It’s hard to find any faults with the Jeep Grand Cherokee 4xe. It retains the same off-road capabilities of the standard Grand Cherokee and has great driving characteristics, whether on road or off road. It even has an impressive 6,000-pound towing capacity. Pricing, however, is debatable. The base 4xe starts at $61,660 – that’s almost $20,000 more than a base Grand Cherokee Laredo. On top of that, in hybrid mode, the 4xe’s 23 mpg is just 1 mpg better than what the Grand Cherokee Laredo will bring in. So, when not an EV, the 4xe isn’t that much more fuel efficient than its all gas counterpart.

Still, if you want to off-road in style, comfort, and possibly without the use of gasoline, the 2023 Jeep Grand Cherokee 4xe might be the best way to do it. This plug-in hybrid offers more than 20 miles of all-electric range, plus gobs of power and good fuel efficiency. It’s an expensive upgrade, but with the 4xe, you can have it all.

— Christopher A. Randazzo

By The Numbers:

2023 Jeep Grand Cherokee Trailhawk 4xe

Base Price: $65,260.00
Price as Tested: $73,125.00
Layout: front-engine / four-wheel drive
Engine: 2.0 liter turbocharged four-cylinder with 2 electric motors
Transmission: 8 – speed automatic
Horsepower: 375 hp
Torque: 470 ft/lb
EPA Fuel Economy: 23 mpg combined city/highway

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One can make the case that the small subcompact crossover SUV is merely just a slightly taller hatchback. But here in the U.S., hatchbacks don’t sell but SUVs do, so in this class, which is led by the Honda HR-V, Hyundai Kona and Mazda CX-30 – the one that is least like a hatchback and more like a real SUV, happens to be the Subaru Crosstrek.

While not a rock-crawling off-roader, the Crosstrek does offer high ground clearance and good off-road abilities when compared to the others. And as Subaru launches its third generation Crosstrek for 2024, those characteristics remain.

The all-new Crosstrek continues to be based off of the Impreza hatchback, and in typical Subaru fashion, the new Crosstrek’s design, both inside and out, evolves from that of its predecessor. In fact, it does not look all that different from the outgoing model. As with all Subarus except the sporty BRZ, every Crosstrek is all-wheel drive and uses a boxer style engine.

Even the engine options carry over unchanged from the previous Crosstrek, with a 152-hp 2.0-liter flat-four serving as the base engine and a 182-hp 2.5-liter flat-four being available as an option.

So, what has changed for the all-new Crosstrek? Well, last year’s manual transmission is no more, and the cabin has been addressed to make it more quiet as well as having redesigned seats. Also, this new Crosstrek is now, for the first time, available in the Subaru’s Wilderness trim level.

The 2024 Crosstrek is available in five trim levels. The Base is nicely equipped with 17-inch alloy wheels, dual climate control and a 7-inch touchscreen infotainment system. A step up is the Premium, which gets a larger 11.6-inch screen, hands free keyless entry and push button start ignition and LED foglights. Both the Base and Premium use the 2.0 liter flat four-cylinder engine.

The Sport gets 18-inch alloy wheels, heated exterior mirrors, windshield and seats, gray cloth upholstery with yellow accents and stitiching and a wireless smartphone charger. The Sport is easily identified with its exclusive yellow accents.

The Limited, which is how the tester arrived, gets upgraded headlights, a heated windshield, leather interior with chrome accents and a power passenger seat. The top-of-the-line Wilderness gets a raised suspension, 17-inch wheels on all-terrain tires, protective body panels and a synthetic leather upholstery. The Sport, Limited and Wilderness use the 2.4 liter flat four-cylinder engine.

The Crosstrek’s interior continues to be simple and clean with easy-to-use controls and an impressive infotainment screen as a center stack. A nice but simple feature is being able to control the vents you want the air flow to go (all vents or just the driver). The cabin is spacious with plenty of room for both passengers and cargo. Cargo space has shrunk a little with the new Crossover, but it is still good. Behind the back seat there is 19.9 cubic feet of space (down from 20.8) and with the backseat folded, there is 54.7 cubic feet space (down from 55.3).

As with the previous Crosstrek, going with the larger engine is a real difference maker. My Crosstrek Limited is easy to drive and feels quite energetic off the line. With its lifted suspension, on the road, the Crosstrek doesn’t feel as nimble as, say a Mazda CX-30 but off-road, the Crosstrek should outperform anyone in this class. With its all-wheel drive system and 8.7 inches of ground clearance (that increases to 9.3 inches on the Wilderness trim level), the Crosstrek can tackle off-road trails or plow through deep snow, which makes it, along with other Subarus, a hit in the Northeast, Northwest and Rocky Mountain States. Overall, though, the Crosstrek does deliver a great balance between dirt roads and paves surfaces.

Whether you’re looking for a hatchback, small crossover SUV or just a small car, the 2024 Subaru Crosstrek should meet your needs nicely and will gladly accept any adventure you may encounter. It offers an abundance of rugged versatility as well as a level of comfort and refinement perfect for long drives – regardless if those long drives are on the highway or on some dirt trail. Pricing for the 2024 Subaru Crosstrek starts at $26,290.
– Christopher A. Randazzo

By The Numbers:

2024 Subaru Crosstrek Limited

Base Price: $30,695.00
Price as Tested: $34,635.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 182 hp
Torque: 176 ft-lbs torque
Fuel economy: 26 mpg city / 33 mpg highway

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Ford’s bread and butter is trucks, particularly the F-150, but the last year’s debut of the little Ford Maverick pickup truck has it fitting right into the Ford mold – as it’s first year has shown that it is an instant hit.

The Ford Maverick comes in below the Ford Ranger and of course, Ford’s shining star, the F-150. And it’s quite different from the Ranger and F-150 in that it uses a unibody construction rather than a body-on-frame that it’s larger siblings use. In fact the Maverick is based off of the Ford Escape and Bronco Sport SUVs.

The Ford Maverick sports a four-door crew cab with a 4.5 foot bed. Oddly enough, the standard powertrain is a hybrid system, with a turbocharged (non-hybrid) gas engine available as an option. The Maverick competes against the recently revealed Hyundai Santa Cruz and can even make a case against the Honda Ridgeline, although the Ridgeline is slightly larger.

The Maverick comes standard as a hybrid, using a 2.5-liter four-cylinder engine paired with an electric motor. It makes a combined 191 horsepower and brings in an EPA estimated 37 mpg combined (42 city/33 highway). For a more truck-like feel, there is an optional turbocharged 2.0-liter four-cylinder engine that makes 250 hp.

There are three main trim levels available for the Maverick. Base is the XL which is pretty simple with its steel wheels and cloth interior. It does come with an 8-inch touchscreen and Apple CarPlay and Android Auto, so if those are the only necessities needed, the XL is good choice, especially with it’s under $24,000 price tag. If you want a little nicer Maverick, opt for the XLT which adds alloy wheels, an upgraded interior and a power locking tailgate. The top-of-the-line Lariat equips the Maverick with keyless entry and pushbutton start, dual zone climate control, leather-like upholstery, a power driver’s seat and a power rear window. The Maverick comes standard as a front-wheel drive vehicle, but all-wheel drive is available. There is even an FX4 Off-road package that adds in all-terrain tires, hill descent control and skid plates.

For 2023, Ford is expanding it’s Tremor trim level (which has popular with its Ranger, F-150, and Super Duty pickups) and is now offering it on the Maverick. The Maverick Tremor builds on the FX4 off-road pack offered on turbo-four AWD Mavericks, adding Tremor orange accents inside and out and 17-inch wheels wrapped in all-terrain tires. There’s also a one-inch lift and a tweaked front bumper that improves approach angle, plus steel skid plates. In all, the Tremor really makes the Maverick look cool and capable.

The tester came as a Lariat with the base hybrid engine. While the MSRP of the tester came in at $32,396, the base XL starts under $24,000, which in today’s car market is a steal.

The Mavericks small size and specifications makes it sound like an ideal city runabout. It is, but with the no-frills interior and the way it drives, the Maverick feels surprisingly very truckish. The ride is stiff, the steering is vague and there is a fair amount of body roll when going into turns. These are not necessarily faults, just the typical characteristics of a pickup truck. Power from the hybrid powerplant is ideal, needing just under 8 seconds to reach 60 mph. The turbocharged four-cylinder shortens that by about two seconds.

While the cabin on the tester is far from plush, it does offer standard necessities such as a tilt-and-telescoping steering wheel with audio controls, remote keyless entry, and adjustable lumbar support for the front seats. The front seats are comfortable and the dash layout is simple and easy to get acclimated with. Visibility outside is really good thanks to the Maverick’s large windows and boxy cab design. Seating in the rear is decent although legroom is limited. Storage in the cabin is plentiful – with water bottle holders in the doors, a larger center console to hold items as well as a large underseat storage area.

Being a unibody (car-based) vehicle, the Maverick isn’t the truck of choice for big jobs. Nonetheless, it still can do its share of work. Maximum towing capacity is 4,000 pounds while the payload can carry 1,500 pounds. An integrated trailer brake controller is even available.

In a world where today’s midsize trucks are as big as yesterday’s full-size trucks, the Ford Maverick is certainly a nice welcome. It’s perfect for those people who just want a small truck that can haul cargo while still being maneuverable enough to tackle crowded city streets.
– Christopher A. Randazzo

By The Numbers:

2023 Ford Maverick Lariat FWD

Base Price: $27,955.00
Price as Tested: $32,395.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter four-cylinder Ecoboost
Transmission: 8-speed automatic
Horsepower: 250 hp
EPA Fuel Economy: 37 mpg

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