Automotive

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]

Back in 2019, we saw the reintroduction of the Ford Ranger, after an eight-year absence in the midsize pickup truck market. Now, five years later, the Ranger is all-new with changes and updates that significantly improve it. This week let’s look at the 2024 Ford Ranger.

Unlike last year’s Ranger, which was offered in two distinct body styles, the new one is only available as a crew cab with four full-size doors. The exterior of the new Ranger follows a design inspired by the F-150, with a similar grille, a twin-dome hood, bigger shoulder lines, and distinct “C-clamp” headlights for a modern look. Moving to the bed, the Ranger gets a step on each side between the bed corner and the wheel well, each step able to fit two work boots and let you reach most of the bed without climbing in it.

The 2024 Ranger benefits from a nicer-looking cabin that’s fitted with a lot of Ford’s latest technology and driver assistance features. In the front, there’s plenty of room and is very comfortable. The steering wheel offers plenty of adjustment range, as does the driver’s seat, so it’s easy to find a comfortable driving position. In back, the Ranger has given up some legroom but it’s good enough for kids or occasionally taking along adults. All the commonly used controls are placed within easy reach of the driver, as is the center touchscreen.

Under the hood of the Ranger is the same 270 horsepower, 310 lb-ft 2.3-liter turbocharged inline-four that we’ve seen in the old Ranger since 2019. It’s mated to the same 10-speed automatic transmission and is offered in two-wheel drive or four-wheel drive. A more powerful turbocharged 2.7L V6 (315 hp, 400 lb-ft of torque) will soon be offered.

Ford offers the Ranger in four trim levels: XL, XLT, Lariat and Raptor. The base XL is basic, but still gets a digital instrument display and 10-inch infotainment touchscreen. The XLT is how the tester arrived and is what is expected to be the most popular trim. It gets convenient and technology features such as a manual sliding rear window, wireless phone charging pad, remote start, blind-spot warning, lane keeping assist and rear parking sensors. If you want leather, a power sliding rear window, heated steering wheel and upgraded digital instrument cluster, the Lariat is the way to go. The Raptor really transforms the Ranger into a different beast. It gets the more powerful V6 engine and a host of off-road goodies like a Fox suspension and all-terrain tires.

Pricing for the new Ranger starts at $34,265 for the base XL, with the tester, an XLT with a few options, came with an MSRP of $43,339.

Take the Ranger for a spin and you’ll see why Ford kept the same powertrain. The Ranger’s boosted four-cylinder feels plenty powerful, with the 10-speed swapping through ratios quickly and smoothly. Ford states the Ranger can hit 60 mph in under 7 seconds – and that feels about right. Although with the base engine it is plenty powerful, I’ll be very curious to see how the Ranger drives with the extra 45 hp from the optional engine.

The steering has just the right amount of heft and assist to it, making it easy to keep straight on the highway as well as maneuver in parking lots. The new Ranger benefits from a number of suspension improvements including rear control arms now made of aluminum rather than steel and rear shocks have been moved outboard of the leaf springs. This along with taller tires equate to better overall braking, handling and ride comfort from the previous Ranger. I’ll be very curious to see how the Ranger drives with the extra 45 hp from the optional engine.

I was surprised to see an all-new Ranger after just a few years, especially given that the current Ranger was pretty good truck. But with competition in the form of the Chevrolet Colorado, the GMC Canyon, and the Toyota Tacoma, all of which are coming off recent redesigns, Ford knew they had to step things up. And with the new Ranger, they did just that.
— Christopher A. Randazzo
By The Numbers:

2024 Ford Ranger XLT 4×2

Base Price: $36,210.00
Price as Tested: $43,339.00
Layout: front-engine / rear-wheel drive
Engine: 2.3 liter turbocharged four-cylinder EcoBoost
Transmission: 10 – speed automatic
Horsepower: 270 hp
Torque: 310 lb-ft
EPA Fuel Economy: 19 city / 19 highway mpg

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

In the luxury SUV market, most people equate price with the level of luxury – the higher the price of the vehicle, the more luxurious it is. But that formula just doesn’t hold water when it comes to the Genesis GV70. Here is a compact SUV that is priced lower than its competitors, mainly the Audi Q5, BMW X3, and Mercedes-Benz GLC, yet is more luxurious and even delivers the same, if not better road manners.

Out since 2022, the Genesis GV70 is a small crossover luxury SUV that has become a favorite in its class. The GV70 is quite stylish with its two-bar headlights, Bentley-esque grille and elegant body lines. At the rear is a unique floating triangular quarter window that really blends in nicely with the lines of the rest of the vehicle. And just like nearly all vehicles from Genesis, the GV70 looks like no other SUV in its class.

The GV70 shares the same powertrains as the larger GV80. The base model, the GV70 2.5T, comes with a turbocharged 2.5-liter four-cylinder making 300 horsepower and 311 lb-ft of torque. The optional 3.5T uses a twin-turbocharged 3.5-liter V6 good for 375 hp and 391 lb-ft. Every GV70 has an eight-speed automatic transmission and all-wheel drive is standard.

Inside, Genesis knocked the ball out of the park by making the GV70’s cabin both daring and luxurious at the same time. Atop the smooth dash is a wide-format 14.5-inch display for the easy-to-read infotainment system. The top part of the dash is a dark color while the lower section is available in a variety of different colors giving the cabin a two-tone look. The fit and finish is excellent; in fact, it may even be better than what I have recently seen in some vehicles mentioned above. Like in the GV80, a knurled rotary wheel is used for the gear selector, but other than that, the two interiors are very different. The cabin of the GV70 is far more striking and elegant. Genesis took a risk with the interior design of the GV70 and it looks to have paid off.

The GV70 seats five people in two rows. The front seats are a little firmer than one might initially expect in a luxury SUV, but with many power adjustments, along with heating, ventilation, and a massaging feature, they are comfortable. Backseat room is adequate (more than in the G70 sedan), but legroom is still in short supply.

Driving the GV70 turns out to be a lot of fun. With five different drive modes, the GV70 allows you to pick how you want to drive. Driving enthusiasts will enjoy the Sport+ which amps up the dynamics and performance of the GV70 as well as enables launch control which maximizes initial starting performance. Switching to Sport+ mode also inflates the driver and passenger seat side bolsters to hold you in the seat better. All other modes do this when you reach 80 mph.

The tester is a 3.5T, so it has the turbocharged V6 under its hood. And boy will it scoot. There is an ever-so-slight lag from the turbos, but once they kick in, the GV70 can hit 60 mph in under 5 seconds. The torque comes on early and the transmission shifts at the right times, although paddle shifters are there if you so choose to use them.

Thanks to its small footprint, the handling and steering are both very good in the GV70. With all-wheel drive and a limited-slip differential, the GV70 feels well planted and is very controlled as it goes through the corners. In normal driving, the suspension does a good job at absorbing bumps and road imperfections. Wind noise is kept to a minimum at highway speeds, but on rough, coarse surfaces, road noise can get a little loud.

As with other Genesis models, the GV70 comes with a lot of available features, some not even offered on other makes. These features include a color heads-up display, a fingerprint recognition that can be used to customize the settings of the car for different drivers and remote smart parking assist that allows you to be able to pull the GV70 into or out of a parking spot remotely.

The 2024 Genesis GV70 starts at just over $46,500. The tester, a fully loaded 3.5T Sport Prestige carries an MSRP of $68,870.

It’s hard to find fault with the GV70. It looks great, has a stunning interior and can be driven like a sports car if one wants to. And with prices coming in well under its rivals, then throw in one of the best warranties in the business (10-year, 100,000-mile warranty that includes 3 years complimentary maintenance), it just keeps getting better. Really, the only area where its rivals have the Genesis beat is when it comes to name recognition. Or as some see it, the Genesis GV70 is simply the best kept secret around and they like to keep it that way.
— Christopher A. Randazzo
By The Numbers:

2024 Genesis GV70 AWD 3.5T Sport Prestige

Base Price: $57,500.00
Price as Tested: $68,670.00
Layout: front-engine / all-wheel drive
Engine: 3.5-liter turbocharged V6
Transmission: 8-speed automatic
Horsepower: 375 horsepower
Torque: 391 lb-ft
EPA Fuel Economy: 18 city / 24 highway mpg

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

Redesigned for 2022, the full-size 2024 Toyota Tundra pickup takes on the long-time segment leaders such as Chevrolet, Ford and Ram. And if off-roading is your thing, each offer models that will not disappoint. Chevy has their ZR2, Ford has the Raptor and Ram has the TRX. Not to be out done, Toyota offers the Tundra in TRD Pro form. While not as radical as the others, the TRD Pro is the ultimate Tundra for off-road capability.

The TRD Pro sits just under the Capstone in the Tundra lineup. As the Capstone model focuses more on luxury, the TRD Pro is optimized for off-roading and comes with a standard V-6 hybrid powertrain, electronic locking rear differential, beefier underpinnings, composite bed, and the lineup’s huge infotainment screen.

Regular Tundras are already aggressive looking, but the TRD Pro just enhances it. The truck sits extremely high, and the ground clearance screams “take me off-roading.” Adding to the extra aggression is the all blacked out exterior trim, black wheels, black trim and hood vents, albeit fake.

Powering the TRD Pro is the Tundra’s most potent engine – the i-Force Max 3.4-liter V6 twin-turbo hybrid engine, which delivers 437 horsepower at 5,200 RPM, and 583 LB-FT of torque at just 2,400 RPM. That exceeds what the truck’s last V-8 made, and it offers more torque than the turbo V-6 found in the Ford F-150 Raptor. It is paired up with a 10-speed automatic transmission.

But what really makes the TRD Pro are the improvements to its off-road capabilities. Every Tundra TRD Pro receives an electronically locking rear differential, more off-road modes, a special off-road suspension with 1.1-inch front lift, Fox coilovers and rear shocks, and a TRD Pro front stabilizer bar. Look under the truck you’ll spot aluminum TRD front skid plates as well as engine, fuel tank, and transfer case undercovers.

And it doesn’t end there. All TRD Pros wear 18-inch forged BBS wheels fitted with 33-inch all-terrain Falken tires. An LED lightbar mounted to the grille, smoked headlights, and front and rear mudguards are also included. And, in case this special Tundra still doesn’t catch your eye, the TRD Pro badges and logos that are sprinkled around the exterior most certainly will.

Climb inside, and the Tundra cabin is a comfortable place for all passengers. The materials used are of good quality and they feel solid – nothing cheap. It is busy and rugged looking though – nicely fitting the TRD Pro persona. Being a TRD, there are some unique features found in the cabin, like the red stripe on the bottom of the steering wheel, the red start button, and the red stripe on the shifter. All the higher end Tundras (including the TRD Pro) get a large 14.0-inch infotainment touchscreen that looks and functions great.

There are many high-tech features that come in the TRD Pro, including auto-leveling LED headlights, the 120-volt power outlet (great for off-roading or at a work site) as well as the automatic folding mirrors. Then there is the multi-terrain monitor. It shows the very edge of your tires as well as a front-view with steering input guidelines that eliminates the need for a spotter when the going gets tough. For those with safety concerns, they can rest at ease knowing the Tundra TRD Pro has just about every safety and driver assist feature you can get, like the standard blind-spot monitor, pre-collision sensor, auto braking, and trailer merge warning.

The Tundra TRD Pro that Toyota sent to me was wearing the Terra paint color (like an orange-brown) which complements the black accents very well. Along with it is an MSRP of $74,270.

As mentioned above, the TRD Pro has a hybrid engine. Let’s be clear about something – this hybrid technology used in this Tundra has nothing to do with fuel efficiency. It’s about torque – and you feel it the instant you step on the go-pedal. The electric motor (which provides about 48 instant horses) is the reason the Tundra is able to provide massive torque at such a low RPM. And not only does the TRD Pro feel powerful, but it also moves with a roar. In fact, I recently spent time in a Silverado with the 6.2 liter V8 – and I was quite surprised that, the Tundra, even at idle, has a far meaner growl than the GM’s big V8. And it has the power to back the rumble – able to blast to 60 mph in about 5.7 seconds.

No surprises with the braking and handling, as both feel solid and confident The steering in the TRD Pro (and in other Tundras as well) is on the light side, making it very easy to guide the truck down any type of road, and really making it feel smaller than it really is.

When put to work, this Tundra can tow up to 12,000 pounds and carry 1,940 pounds of payload.

Today’s Tundra has been a sales success ever since it came out as a 2022 model. For those seeking an alternative to the F-150s, Rams and Silverados that are out there – the Tundra is a perfect choice. And if you want some extra adventure in your life, opt for the TRD Pro model.
– Christopher A. Randazzo

By The Numbers:

2024Toyota Tundra TRD Pro 4X4

Base Price: $72,130.00
Price as Tested: $74,270.00
Layout: front-engine / four-wheel drive
Engine: 3.5 liter Twin Turbo V6 w/ electric motor
Transmission: 10-speed automatic
Horsepower: 437 horsepower
Torque: 583 ft/lbs
EPA Fuel Economy: 18 city / 20 highway mpg

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

If there ever was a brand to suffer from an identity problem, it is Buick. Long considered a premium brand for General Motors – nicer than a Chevrolet but not as luxurious as a Cadillac, the past few decades have been troublesome for Buick, especially here in the U.S. Most analysist believe that the brand’s popularity in China is what has kept Buick off the chopping block.

Now, in an attempt to lure a younger generation of buyers to their brand, Buick has come out with a new entry-level small SUV. Coming in under the also small Encore GX, the Envista is a coupe-like SUV that really showcases the latest Buick design language. Best of all, with a starting price just under $24,000 it looks far more expensive than the number on the window sticker.

Sharing many parts with the Chevrolet Trax and competing with the Mazda CX-30, and the Volkswagen Taos, the Envista is slightly larger than the Buick Encore GX, yet it undercuts the Encore by several thousand dollars, making it the cheapest Buick you can buy.

And while it wears the cheapest price tag in the Buick lineup, the Envista is by far the most stylish of all of them. With its fast roofline and windowless rear roof pillars, it has the same silhouette as the Audi Q3, BMW X4, or Mercedes GLC. Designing an SUV coupe can be challenging, but Buick nailed it with the Envista and proof of it can be found in its appearance – it is genuinely appealing from every angle.

So, a low-price good-looking SUV, what’s the catch? None, really, if you don’t mind the sole powertrain that is available – a turbocharged three-cylinder that makes 136 horsepower and powers the front wheels. If you want more power or need all-wheel drive, then the Envista isn’t for you. Otherwise, read on.

The Envista is offered in three trim levels. Base is the Preferred which comes nicely loaded with 17-inch wheels, LED lighting an 8-inch digital gauge cluster and an 11-inch infotainment touchscreen. For a slightly sportier look, there is the Sport Touring, which dresses the Envista with black mirror housings, black body trim and black synthetic leather seats. The Sport Touring also gets 18-inch black wheels. Like with other Buicks, the Avenir is the top trim level and gets a better suspension, power liftgate, keyless entry, remote start and keyless entry. The Preferred and Sport Touring are available with packages to add features like remote start, keyless entry, power liftgate and many other options, giving the buyer the option to pick and choose options they prefer.

The tester, an Envista Sport Touring, arrived with Convenience Package 1 ($1,195) that includes a heated steering wheel, heated driver and passenger seats, keyless entry and remote start, Convenience Package 2 ($595) that includes a power rear liftgate and wireless charger, the Advance Safety Package ($995) that includes adaptive cruise control, lane change alert and rear cross traffic alert, a power moonroof ($995), and a special Ocean Blue exterior paint. The MSRP total comes to $29,215.

Enter the Envista and you’ll find a cabin that can seat five but is roomy for four. Headroom is surprisingly good despite the coupe-like roofline. Interior materials are not exactly luxury grade, but at the same time they don’t look cheap. The 8-inch digital gauge panel and the 11-inch touchscreen infotainment system are both nicely done and gloss-black plastic trim and accents resembling polished aluminum decorate the cabin. GMs traditional automatic climate-control knobs and buttons can be found on the dashboard along with the volume knob, while the stereo volume and radio tuning buttons can also be accessed from the back of the steering wheel.

The turbocharged 1.2-liter three-cylinder with its 136 horses makes for decent acceleration for casual driving, but when called upon to go above-and-beyond, well, it needs some coercing. Tests show that the Envista needs more than 9 seconds to reach 60 mph. Though not fast, the power going to the front wheels by way of a six-speed automatic transmission is smooth.

While the Envista is cheap to buy, it is also cheap to own, as the EPA gives it a combined rating of 30mpg (28 mpg in town 32 mph on the highway). It’s also useful too, able to hold about 20.7 cubic feet of cargo in the hatch area. Fold down the back seat and that grows to 42 cubic feet.

The Envsta may be just what Buick needs to attract that young generation. It looks great inside and out and offers plenty of passenger and cargo room. Okay – so the driving dynamics may not be the greatest, they are not bad – and most buyers won’t care, as long they can hook up their smart phone to it and look cool. They can as the Envista has both Apple CarPlay and Android Auto. While the Envista may not appeal to the older crowd, for the case of this Buick, that just might be a good thing.
— Christopher A. Randazzo
By The Numbers:

2024 Buick Envista Sport Touring

Base Price: $24,100.00
Price as Tested: $29,215.00
Layout: front-engine / front-wheel drive
Engine: 1.2 liter turbocharged three-cylinder
Transmission: six-speed automatic
Horsepower: 136 hp
EPA Fuel Economy: 28 city / 32 highway mpg

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

As manufactures expand to the new world of electric vehicles, the trend of EVs has been sedans, pickups, and small SUVs. Look for one with a third-row seat, and the task becomes more difficult. Then finding one that is affordable, well that is practically impossible, as the only ones that fit the bill are made by Mercedes-Benz, Rivian and Tesla. That changes for 2024 as Kia has unleased the EV9 – a three row SUV that is truly family-friendly. And one that is affordable.

The EV9 is a three-row SUV that is about the same size as Kia’s popular Telluride. It will also be like Hyundai’s new Ioniq 7 EV that will soon be hitting the streets. The EV9 is a spacious SUV, and following the Kia game-plan, it competes with the high-end luxury brands, but out does them by loading their vehicles up with a ton of features.

While the EV9 is affordable, it’s hardly cheap. Prices start at $56,400, about $9,000 more than the average new car price in 2024. From there, prices go all the way to nearly $79,000 for the top-of-the line GT-Line.

Walk up to the EV9 and the first thing you notice is just how big it is. Everything on it is huge – from the Kia badge to the double stacked headlights to the entire front end. Being 197 inches long, it comes in about an inch longer than the Telluride. When it comes to style, the EV9 shares some of the Tellurides cues, but blends in the kicktail at the rear, similar to the smaller EV6.

The EV9 comes in rear- or all-wheel drive, with the latter featuring a 379-hp dual-motor powertrain. The standard rear-wheel-drive EV9 has an EPA-estimated 230 miles of range. Both the all-wheel-drive and rear-drive Long Range models have larger batteries that have an EPA estimated range of 304 miles.

The EV9 is available in five trim levels starting with the rear-wheel-drive Light trim, which features a single rear-mounted electric motor that makes 215 horsepower. Move up to the Light Long Range which is also rear-drive but has a range of 304 miles (although power drops to 201). The Wind adds a second motor to the front wheels, making it all-wheel drive and power increases to 379 with a range of 280 miles. The Land uses the same powertrain as the Wind, but adds in features like 20-inch wheels, ambient lighting, heated and vent rear seats, and rear window shades. The EV9 lineup tops out with the GT-Line which uses the dual motor setup making 379 horsepower and a 270 mile range, 21-inch wheels, self-leveling suspension and a heads-up display. This is how the tester arrived, along with an MSRP of $78,430.

Inside, the EV9 offers plenty of room for adults in all three rows. On my GT-Line, the front seats have powerful heating and ventilation functions as well as massagers. It is also set up with second-row captain’s chairs that are adjustable and have nearly the same comfort and amenities as the front seats. The third-row seats, while less plush, still do their job and provide more room than most other SUVs of this size.

Driver and passengers will get a kick out of the many advanced tech features that the EV9 is equipped with. The premium Meridian audio system will satisfy those that appreciate music and the EV9 is setup for both wireless use of Apple CarPlay and Android Auto. Drivers will appreciate the adaptive cruise control system along with the lane keeping system, which does an excellent job of keeping the car centered in its lane. Other features, such as a driver attention monitor as well as a system that can prevent rear occupants from opening the doors into traffic, are particularly useful for families.

The dash of the EV9 is interesting as it uses a pair of 12.3-inch screens—one for the gauge cluster and one for the infotainment system – with a dedicated HVAC readout between them. The EV9 lacks physical knobs, and its buttons are built into the dashboard itself, in a rather unique way. The gear selector, which is mounted low and to the right of the steering column, is a little odd to use at first, but quickly becomes second nature. First timers looking for the on/off button will eventually find it on the gear selector stalk.

With 379 horses, as expected, the EV9 has plenty of power. Tests show the EV9 GT-Line can accelerate from 0 to 60 mph in just 4.7 seconds. For any vehicle, that is fast, and for a large SUV – it’s very impressive. Even in turns, the EV9 feels secure and stable. As with most EVs, the EV9 is very quiet, accelerates smooth, and overall is a very easy vehicle to drive.

When it comes time to put the EV9 to work, it is able to tow 5,000 pounds and has a cargo capacity similar to that of the Telluride – about 20 cubic feet behind the third-row seat, 43 cubic feet behind the second-row seat, and with both rows down, almost 82 cubic feet storage.

From the perspective of the average family that wants an EV, the EV9 is a game changer. In a market where there are few three-row EVs with a sub-$60k starting price, not only does the EV9 meet that criteria, but scores big doing so. It has a usable third-row, decent driving range and a stellar warranty. The EV9 may just be the best bang-for-your-buck seven-passenger electric SUV
— Christopher A. Randazzo
By The Numbers:

2024 Kia EV9 GT-Line AWD

Base Price: $73,900.00
Price as Tested: $78,430.00
Layout: dual-motor / all-wheel drive
Transmission: direct drive
Horsepower: 379 hp
EPA Fuel Economy: 80 MPGe

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After The Chevrolet Silverado 1500 is a light-duty pickup truck – but don’t let that fool you. Light is anything but with this truck, especially in it’s most luxurious form, the High Country. This is one big truck, with a big engine and a big price tag to boot. Let’s take a look at it.

Today’s Chevrolet Silverado 1500 has been around since 2019 and has seen some minor changes and upgrades to become the pickup that it is today. It is a big, aggressive looking truck that is home to an equally large interior. And with nine (yes, 9!) different trim levels, there is a Silverado to fit every need and want.

Recently I spent time in a beautiful 2024 Silverado High Country – the top-spot in the Silverado lineup, with just about every option selected. Crew cab – check. Leather interior – check. Four-wheel drive – check. Optional engine – check. Optional suspension – check. Hands-free driving – check. And there is more. Without a doubt, in High Country form, the Silverado stands as a unique fusion of luxury and performance.

The High Country comes standard with the 5.3-litre V8 (355 horsepower and 383 lb-ft of torque), but a Duramax 3.0 liter turbo-diesel (305 hp and 495 lb-ft of torque) is a $2,390 option, as is the 6.2-liter V8 (420 hp and 460 lb-ft of torque). The tester was fitted with the latter.

Entering the Silverado High Country, you’ll be greeted by a meticulously designed dashboard that revolves around a 13.4-inch diagonal touch screen, along with a 12.3-inch driver information center (that replaces the traditional gauge cluster on lesser Silverados). There is even a 15-inch heads-up display. The information center elevates the experience for the driver by showing off fancy graphics and images when you turn on and off the vehicle as well as allow the driver to configure the display to their liking. It is impressive, I admit, but at the same time, I still miss the traditional gauges found in lesser Silverados.

As you settle into the driver’s seat of the Silverado High Country, the true essence of a full-size pickup envelops you. The well-bolstered and supportive seats strike a balance between practicality and indulgence. The open-por wood trim and top-notch leather interior looks amazing. The center console contains physical knobs and buttons make interacting with the various systems painless. The Silverado’s infotainment system supports Apple CarPlay, Android Auto, along with built in Google integration and a mobile hotspot.

While the interior may be luxurious, that doesn’t mean the Silverado High Country has gone soft when it comes time to work. It has impressive capabilities that are right in line with the competition, sporting a maximum payload capacity of 2,080 pounds and able to tow up to 11,000 pounds. This blend of luxury, comfort, hauling and towing positions the Silverado High Country as an enticing option for those seeking both versatility and capability.

The Silverado drives as big as it looks. Power from the 6.2 liter V8, which happens to be the largest-displacement, most powerful naturally aspirated V-8 in the segment, is quite stout and you won’t regret having it. Zero to 60 mph happens in just 6 seconds – which makes it the quickest naturally aspirated V-8 around. Daily driving the Silverado around town is easy enough thanks in part to its light steering and secure handling. The ride is good, although midcorner bumps easily upset the Silverado.

With all the cool things the High Country has to offer, Super Cruise has to be my favorite. GM’s semi-autonomous hands-free-driving system, when engaged, it can take over steering, acceleration and braking duties on supported highways and interstates under the driver’s supervision. While not a fully autonomous system, it does allow the driver to remove their hands from the steering wheel during extended periods of highway driving – perfect for playing air guitar or air drums as music is belted out of the Bose audio system.

Pricing for the High Country, is, well, high. The tester has an MSRP of $78,000. And to think, the High Country, while the most luxurious Silverado, is not the most expensive Silverado. That honor goes to the off-road ZX2 model. On a lighter note, base Silverados start at $44,500.

As the High Country, Chevrolet shows off what the Silverado has to offer. And I must say, it is an impressive package. With it’s big engine, luxurious interior and the modern technology it possess, like Super Cruise, the Silverado 1500 High Country is a winning combination.
— Christopher A. Randazzo

By The Numbers:

2024 Chevrolet Silverado Crew High Country 4WD

Base Price: $66,200.00
Price as Tested: $78,000.00
Layout: front-engine / four-wheel drive
Engine: 6.2 liter V8
Transmission: 10-speed automatic
Horsepower: 420 hp
Torque: 460 ft-lbs
EPA Fuel Economy: 15 city / 20 highway mpg

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For those wanting a three-row SUV from Lexus, or any other luxurious brand for that matter, things couldn’t have gotten any better. For 2024, Lexus has released an all-new SUV, based off the new Toyota Grand Highlander. Called the TX, this new luxury three-row SUV offers more room than the other three-row SUVs in the Lexus lineup (the GX and LX) – and it’s less expensive. On top of that, it’s easier to drive and even offers some hybrid powertrain options.

The idea to bring out the Lexus TX is a smart one by Lexus. Its objective was to replace the previous generation three-row version of the popular Lexus RX, called the RX-L. While the third row in the RX-L wasn’t very roomy, the new TX resolves that by offering a third row that can easily accommodate adults – comfortably. Add in Lexus build-quality and a plethora of luxury features, and the TX is ripe to be a big hit.

The TX is available in three different trim levels with the powertrain being the main difference among them. The base model is the TX350 which uses a turbocharged 2.4-liter four-cylinder engine that makes 275 horsepower and 317 lb-ft of torque) and is connected to an eight-speed automatic transmission. Power is delivered to the front wheels, or optionally to all wheels. It comes fitted with 20-inch wheels, a second-row bench seat and a 14-inch touchscreen infotainment system.

The TX 500h F Sport Performance Premium is a hybrid version of the TX that pairs the same 2.4-liter turbocharged four-cylinder with two electric motors. Called Direct4, this new system by Lexus places one electric motor at the front and one at the back to power the rear wheels. In total, the hybrid powertrain generates 366 horsepower and 406 lb-ft of torque and sends that power to all wheels by way of a six-speed automatic transmission. The 500h F Sport runs on 22-inch wheels and features an F Sport adaptive suspension tuning and rear-wheel steering. On this trim, the bench seat is swapped out for captain’s chairs. This is how the tester came.

At the top of the TX chain is the TX 550h+ Luxury. This plug-in hybrid (PHEV) uses a 3.5-liter V6 engine, a continuously variable transmission (CVT) and a Direct4 all-wheel-drive system to make a combined 404 horsepower. This TX can travel Lexus around 33 miles as an electric vehicle (EV) before switching to traditional gas-electric hybrid operation. The 550h+ Luxury runs on 22-inch wheels.

Regardless of trim, the interior of the TX is nicely done with the typical family in mind. Storage bins are everywhere as well as plenty of charging ports. The big 14.0-inch infotainment display, standard on every TX, runs Lexus’s latest infotainment interface. The base TX350 uses a 7-inch digital gauge display while the other trim levels get a 12.3-inch digital gauge display that can be reconfigured to show a variety of information to the driver. If you need yet another display, there is a head-up display that is available. Wireless Apple CarPlay and Android Auto are standard.

All the seats are exceptionally comfortable, even the third-row seat is one that I wouldn’t mind spending time in. If you don’t need the third row, folding it down will allow you 57 cubic feet of storage. Fold down the second row of seats and the TX turns into a mini cargo van with an impressive 97 cubic feet of storage. Keep the third-row seat up, and you still have 20 cubic feet of storage room.

Unlike the truck-based Lexus GX and LX models that are great off-road but suffer from relatively cumbersome dynamics on-road, the TX delivers a smooth, comfortable ride in town. Power is excellent from the hybrid setup, with 0-60 mph times in the low 6-second range. Around corners, the steering is precise enough as is the suspension. The tester, with the F Sport Performance package, adds an adaptive suspension and rear-wheel steering that is said to significantly improve handling by reducing body roll and increasing agility around tighter corners. I didn’t feel it. But then again, I didn’t get on the TX like a sports car. For school drop-offs, running errands around town, or for date night, the TX is perfect.

The Lexus TX competes with the Acura MDX, Audi Q7 and the Infiniti QX60. With pricing starting at $55,050 (the tester carries a price tag of $78,660), it seems to be right in the middle of them. The TX 500h F Sport Performance Premium has an EPA rating of 27 mpg in the city and 28 mpg on the highway.

As the saying goes, everything is bigger in Texas, is it no surprise that the roomiest and largest vehicle from Lexus is called the TX? With a usable third-row seat, plenty of luxury amenities and available hybrid powertrains, the new TX is more of what we’ve come to expect from Lexus.

— Christopher A. Randazzo
By The Numbers:

2024 Lexus TX500h F Sport

Base Price: $71,300.00
Price as Tested: $78,660.00
Layout: front-engine / all-wheel drive
Engine: 2.4 liter turbo 4-cylinder & dual motor hybrid system
Transmission: 6 – speed automatic
Horsepower: 366 hp
Torque: 406 lb-ft
EPA Fuel Economy: 27 city / 28 highway

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The Buick Encore GX is one of two entry-level crossover SUVs from Buick – the other being the all-new Envista. Going with the Encore GX, you get the smallest SUV in the Buick lineup but get more powertrain options than the Envista. This week, Buick has me in their Encore GX to see what this subcompact crossover SUV is all about.

Handsome, yet cute, the Encore GX gets a revised look for 2024. Taking the styling cues from the other Buicks in the lineup, the GX gets a new grille and slim LED headlights, giving it fresh new styling. Outlined wheel arches and heavy on the chrome, there is no doubt this is a Buick.

Interior changes include a new 19-inch digital dashboard comprising of an 11.0-inch infotainment touchscreen and an 8.0-inch gauge display. Wireless Apple CarPlay and Android Auto are included, and a wireless smartphone charging pad is available as an option.

As you might expect, the small quarters make the seating arrangement a little tight. The front seats are somewhat narrow and the driving position is a little more upright than I’m used to. The backseat, surprisingly is decent for two people. The Encore GX is listed as a five-seater, but I would suggest keeping the maximum occupancy to four.

Being that this Buick is so small, it doesn’t need a big powerplant to move it around. The base engine is a 1.2-liter turbocharged three-cylinder engine rated at 137 horsepower and 162 lb-ft of torque. It’s paired to a continuously variable automatic transmission (CVT). On higher trim levels, a slightly larger 1.3-liter turbocharged three-cylinder (155 hp, 174 lb-ft) is used. This engine is paired to a CVT on front-drive models, while AWD versions get a nine-speed automatic transmission.

Standard on all-wheel-drive models and optional for front-wheel-drive models with the Select or Essence trim level, is a slightly larger 1.3-liter turbocharged three-cylinder (155 hp, 174 lb-ft). This engine is paired to a CVT on front-drive models, while AWD versions get a nine-speed automatic transmission.

The Encore GX is available in three trim levels, with the Preferred being the base model. It comes with heated mirrors, keyless entry and ignition and cloth/imitation leather seats. The 11-inch touchscreen, forward collision mitigation and lane departure mitigation systems are all standard. Move up to the Sport Touring and the Encore GX gets the larger engine along with having most of its chrome trim swapped out for black trim and black wheels to give it a more athletic look. At the top is the Avenir, which replaces last years Essence trim. It benefits from LED headlights, heated steering wheel, leather seating, heated and power front seats and a dual climate control system

The tester arrived as an Encore GX Avenir with front-wheel drive. The MSRP was $35,885.

The Encore GX is a nice driver. Now, if performance is your thing, well the Encore is not for you, as back road thrills is not part of the Buick agenda. But the Encore’s small footprint makes it a breeze to handle in heavy traffic. On the open road, the Encore delivers a subtle, quiet ride. I need to stress quiet because Buick put a lot of effort into making the Encore GX quiet by keeping outside noises from entering the cabin – and it works. For road trips, the Encore GX is sure to win a lot of praise as it practically glides serenely down the highway.

Despite making less than 160 horses, the Encore’s engine feels gutsy and livelier than the numbers suggest. And the CVT transmission, which I’m, still not a fan of (but am getting used to as they are being used more often), does its job perfectly in the little Buick. At the pump, front-wheel drive Encore GX fares well, getting 29 mpg in the city and 31 mpg on the highway.

The Buick Encore GX does excatly what Buick intended it to do – offer a pint-size SUV that has few more premium features than most other mainstream models without getting into luxury-brand pricing. One thing that is for sure – the Encore definitely isn’t your father’s Buick.
— Christopher A. Randazzo
By The Numbers:

2024 Buick Encore GX Avenir FWD

Base Price: $31,900.00
Price as Tested: $35,885.00
Layout: front-engine / front-wheel drive
Engine: 1.3 liter turbocharged three-cylinder
Transmission: CVT automatic
Horsepower: 155 hp
Torque: 174 lb/ft
EPA Fuel Economy: 29 city / 31 highway mpg

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The more time I spend with EV vehicles and having to deal with charging them and determining how far I can go on the current charge, the more I realize how much better and convenient hybrids are. Hybrids are still part EV, as they have a battery and an electric motor, but thankfully they don’t rely on the battery 100 percent, since they also have a conventional gas-powered internal combustion engine. And probably the best hybrid on the road today is the one that made hybrid a household name – the Toyota Prius.

When the Toyota Prius hybrid first made the scene nearly 25 years ago, it was a breakthrough for fuel economy and the auto industry as a whole. Since then, the Prius has been the benchmark when it comes to hybrid vehicles.

Now in its fifth generation, the 2024 Prius continues to be the poster child for modern car efficiency. And going with the Prius Prime, which is a Plug-in Hybrid, or a PHV, it allows you to be one step closer to being a full EV, yet still be a hybrid vehicle. You can consider the Prius Prime as being the middle ground between a standard Prius and an all-out EV.

A PHV has the advantage over a regular hybrid in that it allows the car to be driven solely on electricity, also known as EV (Electric Vehicle) mode. Once the battery is depleted, the vehicle returns to hybrid mode. Sounds like a win-win situation. And it is – with the only drawback being the range in EV mode tends to be rather short. The first-generation Prius PHV had a range of just 14 miles before it went to hybrid mode. Today, the Prius Prime can travel between 29 and 44 miles on electricity before it switches over to hybrid mode.

While the main emphasis of the Prius is obviously fuel-efficiency and being friendly to the environment, the Prius Prime happens to be a technologically advanced automobile. On the exterior, it uses ultra-efficient LED lighting for the headlamps, turn signals, and taillights along with a solar-paneled roof. These features, combined with a sleek, futuristic design makes the Prius Prime a real head turner. Hard to believe since the Prius was usually considered an awkward car.

Then there is the interior. The cabin features a wraparound dash a sizable center-mounted infotainment screen (8-inch for the SE, 12.3-inch for the XSE and XSE Premium). Another screen is mounted in front of the driver for the gauges and driving information. One big change is the shifter – it is no longer in the dash and is now in a more conventional location on the center console.

Powering the Prius Prime is a 160-hp 2.0-liter gas engine that pairs with two electric motors. The result is a combined 220 horsepower being sent to the front wheels (all-wheel drive is not offered). The hybrid system uses a 13.6-kWh battery pack.

On the road, the Prius Prime gets the nod for being the quickest Prius ever – able to hit 60 mph in just under 7 seconds. And not only is it quick, but there is also some spring to the way the Prime moves. The Prius has never been a very exciting car to drive – and rightfully so, it’s not meant to be. The name of the game for the Prius has always been about fuel efficiency. But in the Prime, Toyota has been able to make this version of the Prius a fun driving experience yet take nothing away from the fact that it is still fuel efficient.

When it comes to range, going with the base SE model, you can expect about 44 miles of all-electric use before the hybrid system kicks in. The XSE and XSE Premium have a slightly lower range at 39 miles. The XSE Premium I am in is rated at 48 mpg in combined city and highway use.

The fully loaded Prius Prime XSE Premium (which has an MSRP of $43,089) was delivered to me with its battery at about 82% full. My initial trip had me going 23 miles – all of which was purely on electricity. When I reached my destination, it said I had a range of 11 miles of electrical power left. Now it was up to me if I wanted to plug it in overnight and charge it to get my full range, or leave it as-is. It’s good to have choices.

As Van Halen once sang about wanting the best of both worlds (although not about cars), the Prius Prime is just that. If you have considered an EV car but have fears of range anxiety and being attached to a cord, well the hybrid system in the Prime can rest those fears. And yet if you like the idea of an EV, but still want to take a road trip (and not have to deal with having to find a place to recharge) – again the Prime solves that with its gas engine. Combine that in a vehicle that looks good and is fun to drive, and you may start to see that Toyota has really turned the Prius into a real engineering marvel.

— Christopher A. Randazzo
By The Numbers:

2024 Toyota Prius Prime XSE Premium

Base Price: $39,370
Price as Tested: $43,089
Layout: front-engine / front-wheel drive
Engine: 2.0 liter 16-valve 4-cylinder and electric motor
Transmission: continuously variable transmission (CVT)
Horsepower: 220 hp
Torque: N/A
EPA Fuel Economy: 48 mpg (44 mile range in EV mode)

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It’s hard not to like the Subaru Ascent. It boasts standard all-wheel drive, space for up to eight passengers, and an abundance of standard safety and driver assistance features such as automated emergency braking and adaptive cruise control as well as a 260-horsepower engine. But the Ascent is in a tough market, facing top selling entries like the Ford Explorer, Hyundai Palisade, Kia Telluride and the Toyota Highlander. Does it have what it takes to compete? Let’s look at the 2024 Subaru Ascent.

The Ascent is the largest vehicle Subaru makes. Out since 2019, it is built in America and is sold solely for the American market, just like its predecessor, the Tribeca was. Last year saw the Ascent receive a refresh with a revised front end. For 2024, the Ascent continues unchanged.

Climb inside the Ascent and a very accommodating cabin greets its passengers. Like most of the competitors, Subaru gives buyers a choice of a second row 60/40 split bench seat to sit 3 passengers, or a pair of captain’s chairs. Both styles can slide fore and aft to
allow for greater comfort. Pull a lever and the middle seat folds and slides out of the way to allow access for the third row. Third row comfort is surprisingly well – although legroom is dependent on how nice the occupants in the second-row seats are and how far they have their seat pushed back. Overall, the cabin of the Ascent is spacious and very useful with storage cubbies and cupholders abound.

The dash and center console are typical Subaru: simple and easy to use, but hardly cheap. Every Ascent uses an 11.6-inch infotainment touchscreen system that is straightforward in design and ease-of-use and offers Apple CarPlay and Android Auto smartphone compatibility.

The Ascent is available in six different trim levels. The base gets 18-inch wheels, a three-zone climate control system and seating for eight. Move up to the Premium and seven seating becomes available along with a power driver’s seat and heated front seats. The Onyx Edition gets some exterior enhancements with a black grille and other blacked out trim along with 20-inch wheels and a power liftgate. The Onyx Edition also gets an upgraded all-wheel drive system. The Onyx Edition Limited builds on that by adding driver’s seat memory, power passenger seat, a better sounds system by way of Harmon Kardon and a 360-degree surround view camera. If you want leather in your Ascent, the Limited is the way to go. At the top of the chain is the Touring, which gets ambient interior lighting, power folding mirrors and automatic wipers.

Pop the hood of any Ascent and you will find a typical Subaru powerplant – a turbocharged flat 2.4 liter four-cylinder that generates 260 horsepower and 277 ft-lbs of torque. The transmission is the CVT type, so no gears, and like all other Subarus (sans the BRZ), every Ascent is all-wheel drive. And the all-wheel drive system goes unnoticed in daily driving, yet delivers year-round confidence – so when the driving weather conditions take a turn for the worse, it will always be there for you.

The base Ascent starts right under $36,000 with the top-of-the-line Touring model tips out right over the $50,000. The tester was an Onyx Edition Limited and carries with it a price tag of $48,031.

Power from the engine is adequate – but it can be tricky to manage at first. The throttle is very sensitive, so even the slightest press on the gas makes the Ascent leap forward, making smooth take-offs a bit challenging. The steering also feels oversensitive. After the initial few miles go by, both become non-issues. In normal driving, the Ascent feels fine, but have it do something out of the norm, like passing vehicles on the freeway or take a turn quickly, and the Ascent makes it known that it is out of its comfort zone.

When put up against the competition, the Ascent holds its own, although there is no standout feature that puts it over the top of the others. One advantage that the Ascent does have is its standard all-wheel drive feature. With the others you’ll have to decide if you want/need all-wheel drive – with the Ascent, that decision is made for you – you will get it.

The Ascent doesn’t sell in big numbers like the Forester and Outback. But Subaru owners here in the U.S. love their vehicles – they are one of the most loyal groups out there. And when the time comes for them to move into something larger – something with a third-row seat, they no longer need to look outside the Subaru family – instead the Ascent will be there.

– Christopher A. Randazzo

By The Numbers:

2024 Subaru Ascent Onyx Edition Limited

Base Price: $46,595.00
Price as Tested: $48,031.00
Layout: front-engine / all-wheel drive
Engine: 2.4 liter turbocharged horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 260 hp
Torque: 277 ft-lbs torque
EPA Fuel Economy: 19 city / 25 highway mpg (estimated)

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It’s been five years since the Hyundai Palisade first made the scene (in 2019 as a 2020 model) and yet despite few changes, it continues to top the list of being one of the best mid-size SUVs around (an honor also shared with its cousin the Kia Telluride). Seems like Hyundai hit the ball out of the park with the Palisade, loading it up with plenty of high-tech features, making it luxurious, and pricing it fair. All this leads to the Palisade being one of the hardest vehicles to buy – as they don’t sit on dealer lots very long. This week, I’m reminded of why the Palisade is so popular.

Just a refresher – the Palisade is a three-row, seven passenger (eight with the second-row bench seat) mid-size SUV that makes for an excellent family hauler. Like most Hyundai’s, the Palisade, which is the brand’s flagship SUV, is loaded with value, with a starting price of $38,045.

The Palisade remains basically the same vehicle as it was when it came out in 2019. New options and trim levels have been added and last year it received a revision to the front-end that ties the Palisade more closely with the look of other Hyundai vehicles. For 2024, the trend continues with only subtle changes to the Palisade, such as a blackout trim feature now included in the top-of-the-line Calligraphy trim package.

The Palisade that I was in a few weeks ago was the XRT model – which was added to the lineup last year. More like a sport appearance package, this mid-level trim comes in above the SEL and below the Limited and gives the Palisade a darker grille and lower door trims, dark 20-inch wheels, a black roof rack and black faux leather seats inside. If you want your Palisade to have that outdoor, adventure look, the XRT is the way to go. For 2024, the XRT gets rear-side window sunshades.

Under the hood, the familiar 3.8-liter V-6 engine continues in every Palisade. With 291 horsepower and 262 lb-ft of torque, it provides plenty of power to move the mid-size SUV. That power is sent to an eight-speed automatic transmission. All-wheel drive is optional, otherwise the Palisade drives the front wheels.

As I approached and enter the 2024 Palisade XRT, I was reminded just how nice the Palisade is and why it is so popular. The cabin is clean, purposeful, and easy on the eyes. Driver and front passenger seats are form fitting and offer a wide range of adjustability. Passengers in the second-row captain’s chairs can manually slide fore and aft and recline, giving them a fair amount of head and legroom. Third row passengers can also recline.

When it comes to cargo space, the Palisade makes itself very useful. With all rows in use, there is 18.0 cubic feet of space behind the third row, which includes hidden storage under the deck floor – perfect for loose items. Drop the third row, and storage space jumps to 45.8 cubic feet, which then increases to an impressive 86.4 cubic feet when both second and third rows are folded flat. Need to tow? The Palisade has a towing capacity of 5,000 pounds.

The Palisade XRT tester has a price tag of $45,100 – and with its blacked-out treatment, is, in my opinion, the best-looking Palisade in the brand’s lineup. While good looking, it does come with some minor setbacks. First the XRT’s digital instrument panel is set up showing digital numbers only – no analog dials are shown. Not a showstopper, but I do wish it was at least configurable to choose how the driver wants the see the display. And second, there are a lot of features that are not available on the XRT trim (yet are available on the lesser SEL trim level) like ventilated front row and heated second- and third-row seats. Seems like if there are some specific options you want, you may have to step down to the SEL, where you have at least the option to choose some extra features, or simply step up to the Limited or Calligraphy trim levels, where most features come standard.

Minor grips aside, the Palisade is an impressive mid-size SUVs that should not be overlooked. In today’s automotive market, where vehicle prices are reaching astronomical highs, the Palisade remains one of the few vehicles around where you can honestly say you get a lot of bang for your buck.

Back in 2019, the Hyundai Palisade made an immediate impression in the mid-size SUV segment by delivering a three-row SUV with style and practicality – at a reasonable price. Over the years, the Palisade has received some upscale trim levels and features to keep up with the status quo. But most importantly, the Palisade has remained affordable and big on value – and that is what continues to make it an excellent vehicle of choice for families with big needs on not-so-big budgets.
— Christopher A. Randazzo
By The Numbers:

2024 Hyundai Palisade XRT AWD

Base Price: $43,550.00
Price as Tested: $45,100.00
Layout: front-engine / all-wheel drive
Engine: 3.8 liter V6
Transmission: 8 – speed automatic
Horsepower: 291 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 mpg city / 24 mpg highway

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