Automotive

The subcompact SUV market is one of the hottest markets out there, and automakers know they must make their vehicles stand out if they want to pick up a big share of that market. Hyundai does just that with their Kona – by offering a vehicle that has a futuristic exterior design and high-tech interior.

The Hyundai Kona is the brand’s second smallest SUV – slotted just above the Hyundai Venue and below the compact Tucson in Hyundai’s SUV lineup. Hyundai rolled out the new second-generation model for 2024, so not much has changed for the 2025 Kona. Still, though, the Kona proves to be a favorite vehicle in a segment that consists of the likes of the Chevrolet Trailblazer, Ford Bronco Sport, Honda HR-V, Subaru Crosstrek, and Toyota Corolla Cross.

Set off by its front fascia’s slim lighting accents, the 2025 Kona has a distinctive and modern appearance that emits a cool and spunky vibe. And that front fascia isn’t just for looks either. It features active grille shutters to help reduce aerodynamic drag when driving on the highway. Angular lines can be seen on the side of the Kona along with black wheel arches. A rear-lip spoiler adds a sporty flair to the Kona.

The Kona is available as either a front-wheel drive vehicle or all-wheel drive vehicle, and is offered with one of two engines, depending on trim. The base SE and SEL will use a 2.0-liter four-cylinder engine paired with a CVT transmission. It’s good for 147 horsepower and 132 lb-ft of torque. The N Line and Limited trims receive a more potent turbocharged 1.6-liter engine mated to an eight-speed automatic transmission making 190 hp and 195 lb-ft. Hyundai also offers an all-electric version of the Kona, but that will be covered in a different review.

Inside the Kona is a sleek, modern interior that features a straightforward but ahead-of-its time design. The gear shifter is on a stalk behind the steering wheel freeing up the center console for plenty of storage which is perfect for that Venti Starbucks and cell phone as well as for handbags, purses, or other large items. For the driver, all the instruments and controls are designed around two 12.3-inch displays on the dashboard. The infotainment system runs an updated version of Hyundai’s user interface and features wireless Apple CarPlay and Android Auto. The dash in front of the passenger is a storage shelf which adds to the Kona’s utility. As Hyundai does so well, they make their vehicles feel more expensive than they are by adding in extra features and the Kona is no exception with ambient lighting strips sprinkled throughout the cabin, heated, and ventilated seats and a heated steering wheel.

Other unique features available on the Kona is a remote parking system which is accessed using the key fob, a blind-spot camera, lane centering assistance, front cross-traffic warning, forward collision warning, adaptive cruise control and a safe-exit alert system. Many of these features, such as the remote parking system, are not even offered on the competitor’s vehicles.

Pricing for the Kona starts at $25,900 for the base SE, while the top-of-the-line Limited comes in at $33,450. The tester, a Kona Limited AWD, dressed in Mirage Green with a gray interior came with an MSRP of $35,005.

On the road, the Kona is a nice driver, with plenty of get-up-and-go with the turbo motor. 0 to 60 mph times are in the mid 7-second range. As with most vehicles in this segment, the small size makes for a busy ride as bumps and road imperfections are felt in the cabin. Visibility out of the Kona is impressive thanks to the low dashboard and narrow windshield pillars. Fuel economy is decent at 24 mpg in the city and 29 mpg on the highway. Those figures increase to 29/34 with the base engine.

Putting the Kona to work means it can take in 25.5 cubic feet of stuff. Lower the back seat and that increases to 63.7 cubic feet – making the Kona one of the roomiest models in its class for cargo.

Since its inception in 2017, the recipe for the Kona has always been to provide a car that is simple, efficient and practical. The 2025 builds on that but now adds a bit of style to the pot, making today’s Kona a spunky, cool looking, nicely packaged runabout vehicle.
— Christopher A. Randazzo

By The Numbers:

2025 Hyundai Kona Limited AWD

Base Price: $33,400.00
Price as Tested: $35,005.00
Layout: front-engine / all-wheel drive
Engine: 1.6 liter turbocharged inline 4-cylinder
Transmission: 8 – speed automatic
Horsepower: 190 hp
Torque: 195 ft-lbs
EPA Fuel Economy: 24 mpg city / 29 mpg highway

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Whoever said that the sedan is dead forgot to tell Toyota. Proof of that can be found in the all-new 2025 Toyota Camry. Not only does the Camry get updated styling inside and out, but there is a big change in the drivetrain, that includes an all-new hybrid engine. Let’s see what the new Camry is all about.

America has always loved the Toyota Camry. We know that just by looking at the sales numbers – the Camry has been at or near the top of America’s best-selling car list for as long as I can remember. And there’s good reason for that – the Camry simply gets the job done by being the best family sedan Americans can buy. It’s roomy, comfortable, safe, and reliable. And with a high resale value, it’s always easy to trade your old one in for a new one.

Now entering its ninth generation, the 2025 Camry looks almost identical to the previous generation. But thinner taillights on the new Camry go a long way into changing the way the car looks – even from a side profile. Up front, though, is where most of the changes are as the new car sports a large, more upscale grille.

Inside, the curves and waves from last year’s car have been straightening to suit the rectilinear gauge cluster and touchscreen displays. Even the steering wheel has squarer spokes and buttons. The center stack is impressive with entry level LE and SE Camry’s getting a 7.0-inch digital gauge cluster and an 8.0-inch touchscreen, while XLE and XSE variants get the larger 12.3-inch version. While most of the cockpit is different, somethings haven’t changed – namely the row of buttons to the left of the steering wheel and around the shift lever.

One thing that has drastically changed, however, is under the hood. The base four-cylinder, optional V6 as well as the optional hybrid powerplant are all long gone for 2025. Instead, there is now a duo of hybrid drivetrain powertrains available on the 2025 Camry – one powering the front wheels and one driving all four. Front-wheel-drive models get a new 2.5-liter four-cylinder and two electric motors that combine for 225 horsepower while all-wheel-drive models add a third motor that drives the rear axle and increases combined output to 232 horses. All Camrys use a CVT automatic transmission.

With a starting price of $29,495, the new Camry is available in four different trim levels – the super fuel-efficient LE, the sporty themed SE, the luxurious XLE, and the XSE – a combination of the SE and XLE. All come standard with front-wheel drive. The EPA rates the LE at 53 mpg city and 50 mpg highway or 51- and 49 mpg with all-wheel drive. The top-trim XSE all-wheel drive Camry is the least efficient version with EPA estimates of 44 city and 43 mpg highway. My tester is an XSE, but with front wheel drive – it is rated at 48 city and 47 highway and has an MSRP of $41,916.

I found the hybrid setup to be responsive around town thanks to the strong support from the electric motors. As I recall the previous generation Camry Hybrid being pleasant and a delight to drive, the same holds true with this new version. And with the new car having almost 20 more horses, it is a little more peppier, with 0-60 mph coming in around 6.8 seconds. Of course, no version of the 2025 Camry will be nearly as quick as the old V-6 model, but few Camry buyers (less than 10%) opted for the V6 anyway, so it will be hardly missed.

With all the talk in the auto industry being focused on EVs and trying to move car buyers in that direction, we shouldn’t forget the hybrid. And Toyota hasn’t. In fact, Toyota is one of the few automakers that haven’t made any silly commitments to EVs in the future. But one thing is for sure – Toyota knows hybrids as they have mastered hybrid technology with the Prius. Now, with the big move to make every new Camry a hybrid, that should be a sign to car buyers and the industry alike – which direction we should be going.
– Christopher A. Randazzo

By The Numbers:

2025 Toyota Camry XSE

Base Price: $34,500.00
Price as Tested: $41,916.00
Layout: front-engine / front-wheel drive
Engine: 2.5 liter 4-cylinder and electric motor
Transmission: CVT automatic
Horsepower: 225 hp combined
Torque: N/A
EPA Fuel Economy: 48 city / 47 highway mpg

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

Although it wasn’t the first SUV when it came out in 1991 as a replacement for the Bronco II, the Ford Explorer was the first mainstream SUV. Once the Explorer hit the streets, everyone had to have an SUV, and all the manufacturers answered by offering their own SUVs similar to the Explorer. Now, almost 35 years later, the Explorer remains one of the best-selling SUVs of all time in the American market.

The 2025 Ford Explorer SUV continues its role as a suburban family shuttle with some minor cosmetic updates, some new tech features and a lineup overhaul.

On the exterior, the 2025 Explorer gets its front fascia mildly reworked with a new grille, headlights, and lower air inlets, while the rear gets new taillights. Other than that, today’s Explorer still looks much like it did when this sixth generation made its debut in 2020.

Under the hood, both Explorer’s powertrains — a turbocharged four-cylinder and a twin-turbo V-6, each with a 10-speed automatic transmission, continue, as does the choice of rear- or all-wheel drive. Unlike the previous generation (the 5th generation, 2011 to 2019) when Ford made the interesting move to put the Explorer on a front-wheel drive platform, today’s Explorer is back on a rear-wheel drive platform – as has been the case for the first four generations.

The Explorer’s strong point is its family-friendly interior and third-row seat capability. While that back row is not as comfortable as some rivals, just knowing that it’s there for when you need it buys some peace of mind. Fold it down, and it reveals a reasonable amount of cargo space.

The base Explorer, now called the Active, is nicely equipped with 18-inch wheels, a power liftgate, keyless entry, heated power seats, digital instrument cluster and a 13.2-inch infotainment touchscreen. It is powered by a turbocharged 2.3-liter four-cylinder that makes 300 horsepower and 311 lb-ft of torque. Move up to the ST-Line, which is how the tester arrived, and the Explorer changes into a sportier outfit by blacking out its grille, emblems and lower body cladding. Wheel size increase to 20-inches and BlueCruise (Ford’s hands-free driving system) is offered. With the ST, things get interesting. Retaining the blacked-out look from the ST-Line, the ST gets a twin turbocharged 3.0-liter V6 that makes 400 horsepower and 415 lb-ft. of torque. It also has 21-inch wheels. For those wanting a more luxurious Explorer, the Platinum is the way to go, with its twin-panel sunroof, leather and suede interior and heated second-row captain’s chairs. The turbocharged four-cylinder is standard on the Platinum, but the V6 is optional.

I recall previous Explorers having an interior design that generally favored function over form. For 2025, that has changed as Ford has focused on comfort and upgraded materials and has incorporated new soft-touch surfaces on the center console and door panels, and new color schemes. A redesigned dashboard is shaped to provide front passengers with more space. Second row seats continue to be roomy and getting into the standard third row is easy thanks to a mechanism that moves the second-row seat out of the way at the touch of a button. Also new is the Ford Digital Experience – a new software system that is designed to easily integrate a user’s favorite apps and provide native streaming and internet browsing.

The main emphasis of the Explorer is to be able to haul passengers and cargo. The first two rows of seats provide great comfort for its occupants. The standard third row seat is a bit tight for me but won’t pose a problem for children. Maximum cargo capacity is about 87 cubic feet, typical for this class.

The ST-Line that I am in is motivated by the turbocharged four-cylinder and provides plenty of get-up-and-go. 0-60 times are shown to take around 6 seconds. With that quickness, the twin-turbo V6 may not be necessary, but I am sure it provides a lot more thrills. I estimate it would knock a second off that 0-60 time. The four-cylinder does have an advantage with an EPA rating of 21 mpg city and 28 mpg highway (1 mpg lower for all-wheel drive models).

The Explorer sure has come a long way since it hit stardom back in the 1990’s. Like many of us, it has gotten bigger as time has gone by. But it has aged well and grown to be more luxurious and comfortable. Pricing for the 2025 Ford Explorer starts at $41,350.

— Christopher A. Randazzo
By The Numbers:

2025 Ford Explorer ST-Line 4WD

Base Price: $46,110 (est)
Price as Tested: $46,110 (est)
Layout: front-engine / four-wheel drive
Engine: 2.3 liter turbocharged four-cylinder
Transmission: 10 – speed automatic
Horsepower: 300 hp
Torque: 311 ft-lbs
EPA Fuel Economy: N/A

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When the Toyota Tacoma was introduced in 1995, it was the replacement for the HiLux or better known here in the US market as just a Toyota Pickup truck. Over the generations, Toyota’s smallest truck has evolved – it’s hardly little anymore, having grown and matured in its years and taking styling cues from its big brother, the Toyota Tundra.

2024 was the year of the all-new Tacoma, replacing the generation that had been around since 2016. This new Tacoma gets an all-new chassis, suspension and drivetrain. In fact, this fourth generation Tacoma is the first ground-up redesign since 2005. Let’s look at the all-new 2024 Toyota Tacoma.

The exterior design of the new Tacoma is chunky and mean looking, but attractive with styling bits and pieces borrowed from the Tundra. It is a little larger than the previous Tacoma, due to wider fender flares and a slightly longer wheelbase and it is available as either an extended cab, which Toyota calls the XtraCab or a crew cab (Double Cab). As before, the Double Cab comes with either a 5- or 6-foot bed.

Under the hood, the old 4.0 V6 is history, replaced by a turbocharged 2.4-liter engine four-banger, which is available in four different configurations, depending on trim level and transmission type. And about those trim levels, well, there are eight of them, and they each really define the characteristics of the Tacoma.

The base Tacoma is the SR. Meant as a simple work truck, it arrives making 228 horsepower and 243 lb-ft of torque and is mated to an eight-speed automatic transmission. Rear-wheel drive is standard but four-wheel drive is optional. The SR5, a nice step up from the SR, the TRD PreRunner, a desert version of the Tacoma, the TRD Sport, the sporty model, the TRD Off-Road and luxurious Limited get a more powerful version of this engine, coming in at 278 hp and 317 lb-ft of torque when paired with the eight-speed automatic. A six-speed manual transmission (yes! one can still be had) is offered with this engine, but power drops to 270 hp and 310 lb-ft of torque. Optional on the TRD Sport, TRD Off-Road and Limited is Toyota’s i-Force Max. Using an electric motor with the turbocharged engine, this hybrid setup makes 326 hp and 465 lb-ft of torque. It is standard on the Tacoma TRD Pro and top-of-the-line Trailhunter.

Pricing for this new Tacoma starts at $35,200 for the SR and can go well past $60,000. The tester, a Trailhunter, has an MSRP of $64,944.

As the Trailhunter, the Tacoma takes on the persona of the ultimate off-roader. Sure, we are all familiar with TRD, Off-Road, and Pro, which add bits and pieces to make the Tacoma a better off-road vehicle. The Trailhunter, on the other hand, looks like a cross between a big toy and an overland vehicle. Compared to other Tacoma’s, the Trailhunter has a high-mount air snorkel intake system running up the passenger-side A-pillar, 18-inch bronze alloy wheels, an ARB modular bed utility rack and lots of auxiliary lights. What you may not see are the skid plates, ARB Old Man Emu suspension dampers, underbody armor, and an off-road exhaust that puts the muffler and tailpipe just ahead of the rear axle, underneath the truck s bed.

The Trailhunter comes only as a double cab, and inside that cab is a 12.3-inch digital gauge cluster (standard on TRD Off-Road models and up – others get a 7.0-inch cluster) and a 14.0-inch center screen. A heads-up display, an upgraded stereo with a removeable JBL FLEX portable Bluetooth speaker and heated and cooled seats round out the notable interior options.

The interior is rugged-looking with big knobs and a thick shifter, all giving in to a big-truck atmosphere. The front seats benefit from a raised seating position compared to the previous generation, and there is also more headroom. The rear seats aren’t especially roomy, but I find that to be the case with all trucks in this segment.

Unfortunately, I couldn t take the Tacoma Trailhunter off-road, but in the concrete jungle, it sure felt as much at home as if it were on an expedition. While no rocket ship, the power and torque the i-Force Max offers is plenty enough, with the ability to hit 60 mph in about 7 seconds. The tricked-out suspension and huge tires have no problem taking on the bumps, ruts and obstacles thrown at it.

If the Trailhunter looks are a bit much for your taste, but you still want some impressive off-road manners, the TRD Off-Road or the TRD Pro may better suit your style.

Toyota trucks have always been known to be tough and reliable. And for a while the Tacoma was the only entry in the mid-size truck market. Today, with the likes of the Chevy Colorado/GMC Canyon twins as well as the Nissan Frontier, there are choices for mid-size truck buyers. But leading the pack continues to be the Toyota Tacoma.
– Christopher A. Randazzo

By The Numbers:

2024 Toyota Tacoma Trailhunter Double Cab 4×4

Base Price: $62,900.00
Price as Tested: $62,944.00
Layout: front-engine / four-wheel drive
Engine: 2.4 liter turbocharged 4-cylinder with hybrid motor
Transmission: 8-speed automatic
Horsepower: 326 hp
Torque: 465 ft/lbs
EPA Fuel Economy: 22 city / 24 highway mpg

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

Despite When I think of the Chevy Blazer, I have flashbacks of the full-size K5 Blazer that was built from 1969 to 1995. That big, full-size Blazer still lives on today, in the way of the Tahoe, and continues to do well. In 2019, the Blazer name returned, but as a totally different vehicle – this time as a mid-size crossover SUV. Then last year, the Blazer became available as an EV, and even went on to win the Motor Trend SUV of the Year award. This week we are looking at the 2025 Chevrolet Blazer EV.

The 2025 Chevrolet Blazer EV has a lot to offer, including good looks, two spacious rows of seats, confident road manners, and good driving range. Depending on trim level, the Blazer can have a range between 279 miles to 324 miles.

The Blazer is offered in two trim levels, each with multiple driving configurations. The entry-level LT is available with either front- or all-wheel drive, while the sporty RS can be had with front-, rear-, or all-wheel drive. Front-wheel drive models come with a single 220-hp electric motor while all-wheel drive models are powered by two electric motors that combine for 300 hp. If speed is your thing, opt for the rear-wheel-drive RS where it gets a more powerful single motor that makes an impressive 365 hp – making it the quickest Blazer EV. Well maybe. Rumor has it that an SS model with 595 hp and all-wheel drive is in the works – but info on that is still sketchy.

SuperCruise, GM’s hands-free driving system, is available on the RS model.

Step aside from the drivetrain and enter the Blazer EV where an appropriately spacious interior awaits. Strictly a two-row affair, the front and rear seats are spacious and comfortable for passengers of all sizes. All models come with a sporty interior design motif that nicely matches the SUV’s aggressive exterior styling. Round air vents flank the dashboard, and in RS trim, receives a two-tone black-and-red color scheme. All models come with a huge 17.7-inch infotainment display that’s canted slightly toward the driver. Nicely added to the left and the bottom of the screen are physical controls for the climate control system, as well as a volume knob. The driver is also treated to an 11.0-inch display with gauges and other driving info.

The tester arrived as a Riptide Blue Metallic Blazer EV RS with its available dual-motor powertrain, SuperCruise and an MSRP of $60,735. Specifications show that it can go from 0 to 60 mph in a fast 6.2 seconds – and it feels every bit as quick. Along with being quick, the Blazer EV is easy to drive, has excellent brake feel and allows for one-pedal driving if you prefer the convenience of not having to press the brakes to come to a stop. The steering, which can be adjusted to provide different levels of hefty sportiness, also gives you a decent amount of feel for the road. One interesting feature that the Blazer EV has, or rather, doesn’t have, is a Start/Stop button. Instead, it is equipped with Hands-Free Start which automatically starts the vehicle when you enter with the remote key, press the brake, or close the door. When you’re done driving, shift the Blazer to Park and the vehicle will turn off when you, the driver, exits the door. Different.

Being a crossover, utility is important. With the Blazer EV, there is about 26 cubic feet of cargo area behind the rear seat. Fold it down (the seats are a 60/40 split) and storage space grows to 60-cubic-foot space with a flat floor.

When considering an EV, not only is range an important factor, but so is charging times. Level 1 charging can be done at home through any 120-volt outlet using the included charging cable. This is good for topping off the battery overnight. Level 2 charging is for faster daily charging and is available at public charging stations. You can also have a 240-volt Level 2 charger installed in your home. The Blazer EV is also capable of charging on a DC fast charger, which Chevrolet says can add about 78 miles of range in just 10 minutes.

With a starting price of about $49,000, the Chevrolet Blazer EV is a good-looking, spacious, and capable electric SUV no matter which of its many drivelines you choose.

– Christopher A. Randazzo

By The Numbers:

2025 Chevrolet Blazer EV RS AWD

Base Price: $52,900.00
Price as Tested: $60,735.00
Layout: front-engine / all-wheel drive
Engine: dual electric motors
Horsepower: 300 hp
Range (estimated): 279 miles

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

As most automakers look towards EVs as the way of the future, two of the most recognized Japanese auto builders, Toyota and Honda, have been cautiously watching from the sidelines. Toyota smartly continues to push hybrids but have gotten their feet wet in the EV game by joining up with Subaru to produce their sole EV – the bZ4X (which Subaru also sells as the Solterra). Likewise, Honda has made a similar move, teaming up with Chevrolet to produce an EV. On the Chevy side, it is the Blazer EV, which I reviewed a few weeks ago. The same basic vehicle is sold as a Honda, called the Prologue, which is what I happen to be in recently.

The Honda Prologue is an all-electric, five-passenger SUV. It fits nicely in the Honda lineup, coming a few inches longer than Honda’s other midsize SUV, the Passport, while sitting about 7 inches shorter in height.

Peel away the skin of the Prologue, and you’ll find its platform, battery, and motors are borrowed from the Chevy Blazer EV. As expected, power and battery range are similar to that of the Blazer EV, with Prologues front-wheel drive models making 212 horsepower while the all-wheel-drive versions make 288 horses. Front-wheel drive models have an estimated range of 296 miles while all-wheel drive models can go an estimated 281 miles, except for the top-of-the-line Elite AWD which has a range of 273 miles.

The Prologue is offered in three trim levels. The entry-level EX and mid-level Touring are available with either front- or all-wheel drive. Front-wheel drive models come with a single electric motor while all-wheel drive models are powered by two electric motors. Key features for the EX are 19-inch wheels, heated front seats, power driver’s seat and a dual-zone climate control system. If you want a Panoramic sunroof, hands-free power liftgate, leather interior and Bose audio system, stepping up to the Touring is the way to go.

The Elite comes standard with all-wheel-drive (and the dual motors) and comes with larger 21-inch wheels, a surround view camera, vented front seats, and a heads-up display.

Pricing for the Prologue starts at $48,795. The tester was a Mercury Silver Prologue Elite AWD. It has an MSRP of $59,295.

While the roots of the Prologue come from the Blazer EV, Honda has made some interior design changes to set it apart from its American sibling. Styling cues from other Hondas can be found in the Prologue, like its clutter-free and simple dash layout. While the Chevy’s buttons, switches, and knobs do carry over, the round vents, brightly colored surfaces, and tilted infotainment display do not. Instead, standing tall and proud in the middle of the Prologue’s dashboard is an 11.3-inch infotainment touchscreen. An 11.0-inch digital gauge display and a wireless smartphone charging pad are also standard features on every Prologue.

A smooth ride and steady handling are the key road characteristics that standout as one drives the Prologue. The adjustable regenerative braking system works well as it can slow the car at varying levels when you lift off the accelerator. It also allows for single-pedal driving and there is even a handy paddle on the steering wheel that increases the level of regen that is to be used to slow the car down further.

One can make the case that the Honda Prologue and the Chevy Blazer EV are basically the same vehicle, but with different badging. That may be true, but there are differences between the two, some of which could make you favor one over the other. First, unlike the Blazer EV, the Prologue has your typical start button. With the Blazer EV, Chevy has done away with the start button altogether – the vehicle comes to life as soon as you close the door and press the brake pedal (with the key in proximity, of course). Another is that the Prologue is both Apple CarPlay and Android Auto compatible, something that’s not available on the Blazer EV. Also, Honda s infotainment screen is smaller than Chevy’s.

When I step back and look at the Prologue, I can’t help but think of the first generation Honda Passport, from 1993 to 2002. Back then, Honda needed an SUV, so they teamed up with Isuzu and rebadged the Isuzu Rodeo and called it the Passport. That was a great move to buy time and decide if they should develop their own SUV, which they obviously have done. Now Honda is at it again, this time teaming up with GM and the result is the Prologue. Another smart move. And if all goes well, we should be seeing more EVs from Honda. But for now, those loyal to the Honda brand and are interested in an EV, your local Honda dealership will gladly show you the Prologue.

– Christopher A. Randazzo

By The Numbers:

2024 Honda Prologue AWD Elite

Base Price: $57,900.00
Price as Tested: $59,295.00
Layout: front engine / all-wheel drive
Engine: dual electric motors
Horsepower: 288 hp
Range (estimated): 273 miles

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

The Genesis brand has been around nearly 10 years now, and if you still have a hard time taking them seriously as a luxury brand, the GV80 will certainly change that. Here is a midsize SUV that doesn’t just match existing luxury brands in feature content – in many cases it surpasses them. In fact, the GV80 makes a compelling argument that a luxury vehicle shouldn’t be determined by how much it costs, but rather how expensive it looks and feels. And with the GV80 looking much like the $200,000 Bentley Bentayga SUV, and an interior that is practically fit for a king, the GV80 hits those points squarely.

The GV80 is a mid-size SUV from Hyundai’s luxury division, Genesis. It typically seats five, but a third-row seat is optional to bring seating capacity to seven passengers. It is meant to take on rivals such as Audi’s Q7, BMW’s X5, and the Mercedes-Benz GLE. I doubt Genesis ever meant to have the GV80 be compared to a $200,000 Bentley, but doing so certainly is welcomed.

Styling of the GV80 is like that of the Genesis’s flagship sedan, the G90 – it wears a big shield-shape grille that is bound by a quad headlight system. The front fenders sport dual vents that flow into an aggressive body and tapered rear end. The athletic look lives up to the brand’s “Athletic Elegance” signature.

And elegance can be used to describe the GV80’s cabin. Designers took a minimalist approach in sculpting the dash, which is highlighted by a huge touchscreen display and the abundance of high-quality materials. Even the clickable knurled rotary wheel used for the gear selector feels like a precious piece of jewelry.

For 2025, the GV80 benefits from new wheel designs, while inside, there is a new, massive 27-inch display that combines the gauge cluster and infotainment screen.

Engine options continue as before. The base engine is a turbocharged 2.5 liter four-cylinder that makes 300 hp and 311 lb-ft of torque. Optional is a turbocharged 3.5-liter V6 that makes 375 hp and 391 lb-ft of torque. All use an eight-speed automatic transmission and all-wheel drive is standard on all GV80s.

There is a lot of technology packed into the GV80. Along with the huge touchscreen display, there is an excellent heads-up display. Safety features include 10 airbags, adaptive cruise control, forward collision mitigation, lane keeping assist and blind-spot monitors – all standard. Every GV80 also comes with wireless charging, a Wi-Fi hotspot that can accept five devices, wired Android Auto and Apple CarPlay, and three years of complimentary Genesis Connected Services.

When it comes to luxury features, it’s hard to beat the GV80. Not only are there heated-and-cooled seats for front and rear passengers, but there are also heated armrests. The second-row seats are also power controlled. The Nappa leather is super soft, and the brushed aluminum trim looks amazing and the headliner is done in microfiber suede. Audio enthusiasts will appreciate the sound coming from the Bang & Olufsen stereo system.

And there is more. A Mood Curator option offers four different modes, all of which offer different settings and distinctive treatments. There are even fragrance options. Once activated, the system lifts the window shades, plays distinctive background music, turns on the LED ambient lighting, and sprays the aroma. It even activates the massage seats and reclines them to simulate the type of treatment available in a lounge. The GV80 will make you feel like royalty.

There are no fewer than seven trim levels available but being that all come with the 27-inch infotainment screen, navigation, wireless phone charging and a power liftgate, much of it comes down to how much power you need (or want) and how many people you want to carry. The 2.5 turbo comes in five trim levels and all seat five by way of two rows of seats. The more powerful engine is in the top two trim levels and gets a third row seat and the ability to carry seven passengers. And while I am a big fan of the extra power provided by the twin-turbo 3.5-liter V-6, there is nothing wrong with going with the smaller 2.5 liter turbo engine.

Like the Genesis G90 sedan, the GV80 has some solid road-going manners. Its emphasis is more on luxury than sport, but still, it’s very entertaining being in the driver’s seat. The ride is comfortable and plush, yet it can feel somewhat athletic when put into sport mode and thrown into corners. And there is plenty of power from the boosted V6, where it can to 60 mph in just a few ticks over 5 seconds. But the GV80s biggest driving asset is just how quiet it is, even at highway speeds.

Pricing for the GV80 starts at $59,550 and can max out just under $83,000. That is several thousand dollars lower than that of any of its key competitors, and the Genesis offers the same, if not more, features. And while someone getting ready to plop down 200,000 big ones for a Bentley SUV probably won’t be considering the GV80, for GV80 buyers, being confused for a Bentley is simply icing on the cake.
— Christopher A. Randazzo
By The Numbers:

2025 Genesis GV80 AWD 3.5T Prestige

Base Price: $79,300.00
Price as Tested: $82,150.00
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: 16 city / 22 highway mpg

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

Driver assistance. High automation. Full autonomous driving. Cars and trucks are literally driving themselves these days. That’s all great if you don’t like to drive or are into the high-tech driving experience. If, however, you are more old-school or are an enthusiast who enjoys being totally involved in every aspect of the driving experience, these self-driving (or near self-driving) vehicles are a letdown. But there are a few vehicles out there that are the exception – and still offer a true, hands-on driving feeling – and the Subaru BRZ is one of them.

The Subaru BRZ continues to be a car that is totally different from anything Subaru has ever made. There is no all-wheel drive system and unlike most Subarus, there is no turbocharger under the hood. And on snow-packed roads, the BRZ is probably the last car you want to be driving.

But put the BRZ on your favorite twisty, empty road and you’ll easily see its reason for its existence. Named for its boxer engine, rear-wheel drive layout and zenith (don’t ask), the BRZ is a sports-car built the way a sports car used to be built. It’s lightweight, looks great and has excellent handling abilities. Throw in the fact that the BRZ is rear-wheel drive and is reasonably priced, and the BRZ looks better by the minute.

About its looks, the handsome BRZ poses a long hood flanked by oversized fender flares. It’s stylish and very well proportioned and sits close to the ground giving it a low center of gravity. Tipping the scales at barely 2,900 pounds, the BRZ is one of the lightest coupes on the market today.

Under that low hood is about the only thing loyal Subaru owners will recognize in the BRZ. A 2.4 liter naturally aspirated boxer (flat) four-cylinder engine makes 228 horsepower and 184 lb-ft of torque. But maybe even more important than the power it makes is the fact that being a boxer-style engine it sits low in the engine bay, contributing to the BRZ’s centralized weight mass. The BRZ can be fitted with either a six-speed manual transmission or a six-speed automatic with manual gear changes by way of the steering-wheel mounted paddles.

For 2024, the BRZ is offered with a new performance package. STi, a division of Subaru that stands for Subaru Tecnica International and is associated with speed, precision engineering, and driving pleasure has added their touch to the BRZ. Called tS, for “tuned by STi”, it consists of better Brembo brakes, more performance-oriented tires, and some minor suspension upgrades. STi badges are sprinkled inside and out of the BRZ.

Inside the BRZ there is a simple, no-frills interior. Like the rest of the car, it looks good but most of all, serves a purpose. The deeply sculpted seats are firm and heavily bolstered yet are very comfortable. The dash sports all the vital gauges you need and the center stack houses the radio and climate control systems. The BRZ is listed as a 2+2 meaning there is a back seat, but it is more ornamental than functional. I know I wouldn’t want to spend any time back there.

But behind the small steering wheel, it’s a different story. The driving position and the view out over the flared fenders is artfully attractive. Start the car, rev the flat four and row the short shifter through its gears and you’ll swear the BRZ is athletic and poised as Tom Brady was in the pocket. The steering is race-car tight, and the body control is spot on. Its tight chassis and low, evenly distributed weight give the car amazing dynamics and superb reflexes. The engine is loud and not particularly powerful, allowing some to make the case that it needs a turbo. Not me. While the BRZ isn’t fast, it’s plenty brisk and it loves to rev all the way up to its redline. The amount of power the boxer engine makes seems to be in perfect tune with the geometry of the car.

Another advantage to the motor is its solid fuel economy – 20 mpg in the city and 27 mpg on the highway.

You can probably tell I am a bit smitten over the Subaru BRZ. Really, it’s a car that proves that you don’t need loads of fancy technology or lots of cylinders to get it right when making a sports car. With the BRZ, Subaru has shown that keeping it simple, lightweight and well-balanced is the real key. And it doesn’t need to have a high price tag, either. The BRZ starts at just $31,500, with the tester, being a BRZ tS coming in at $36,465.

While a lot of people are looking forward to cars driving themselves, there are still others, myself included, that prefer to do the driving, and a car like the BRZ makes that driving experience extremely engaging which in itself is entertaining.
– Christopher A. Randazzo

By The Numbers:

2024 Subaru BRZ tS

Base Price: $35,345.00
Price as Tested: $36,495.00
Layout: front-engine / rear-wheel drive
Engine: 2.4 liter horizontally-opposed 4-cylinder
Transmission: 6-speed manual
Horsepower: 228 hp
Torque: 184 ft-lbs torque
Fuel economy: 20 mpg city / 27 mpg highway

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

Most pickup truck buyers recognize that choosing between the GMC Sierra 1500 pickup and its mechanical twin, the Chevrolet Silverado, it comes down almost entirely to styling preference and trim levels. Looking at the basics like bed size, engine lineup and towing capacity, both full-size pickups have similar offerings, and both can be had in endless combinations. And while both are offered in luxurious trim levels, if you want the most luxurious truck from GM, well, look no further than the Sierra.

The 2025 GMC Sierra 1500 is a full-size pickup that offers excellent working capabilities alongside a spacious interior for passengers. Four different engines are available – from a turbocharged four-cylinder to a six-cylinder turbodiesel, and two V8 offerings – a 5.3-liter V8 and a 6.2 liter V8. The Sierra 1500 is available as a single cab, double cab, or four-door crew cab with bed lengths ranging from 5.8 to 8.2 feet. Of course, four-wheel drive is available on all body styles. It’s offered in many trim levels, from the base Pro, to the off-road focused AT4X, to the luxurious Denali – and many in between. But the focus this week is ultimate luxury, in this case the Denali Ultimate.

The Denali trim level has been synonymous with luxury in the GMC brand lineup for some time now. With the Sierra, the Denali gets tech features like a bed-view camera, power sliding rear window and power retractable side steps. The Denali Ultimate adds to that a carbon-fiber composite bed, 22-inch wheels, and a heads-up display.

Last year, the Sierra received an exterior freshening, and with it, advanced LED headlights and foglamps. The Denali Ultimate stands out among other Sierras with its use of smoked out black chrome for a unique premium look. The Denali Ultimate also has some special exterior functionality, like a backwards moving power running board for side access. And if you are into tailgating, you will appreciate the Kicker audio system built into the tailgate. And on the subject of tailgates, the Denali Ultimate comes standard with the Multi-Flex six-mode tailgate.

Luxury really hits you though, when you open the door and enter the Sierra Denali Ultimate. The cabin is draped in Alpine Umber leather along with open pore wood trim. Once seated in the seats, where both front seats are heated and ventilated, and have 16 power adjustments as well as massaging abilities, looking up reveals a suede headliner. Other unique details include Denali Ultimate badging and a topographical map of Mt. Denali.

The luxurious cabin leads to plenty of fancy features. There is a 12.3-inch digital cluster along with a 15-inch heads-up display and 13.4-inch infotainment display. Then there is a heated leather wrapped steering wheel and power adjustable pedals. The Denali Ultimate also features a 12 speaker Bose audio system.

As luxurious as this Sierra is, let us not forget that it is a truck at heart and can tow up to 13,000 pounds and carry a payload of 2530 pounds.

Under the hood, the Denali Ultimate comes standard with the big 6.2-liter V8, making 420 hp and 460 lb-ft of torque. One of the options is the turbocharged 3.0-liter inline-six diesel engine, which makes 305 hp and 495 lb-ft of torque. Both use a 10-speed automatic transmission.

On the road, the Denali Ultimate has a fantastic ride, thanks in part to the adaptive dampers. This does a great job of smoothing out most road imperfections. The tester is equipped with the V8 and there is never a shortage of power. The tester is also equipped with Super Cruise, GM’s hands-free driving system. This system allows you to drive on the interstate or highway without your hands on the wheel. It will turn for you and even change lanes. Yes, it works – and it works very well.

All this luxury and technology does come at a price. The Denali Ultimate starts at $84,200, with tester coming in with an MSRP of $86,805.

I’m not sure how trucks get better than this. The GMC Sierra 1500 Denali Ultimate covers it all. It gets the job done, and it does so by looking and keeping everyone comfortable and in total luxury. If GM’s Cadillac division were to have a pickup truck, the Sierra 1500 Denali Ultimate would be that truck.
— Christopher A. Randazzo

By The Numbers:

2025 GMC Sierra 1500 Denali Ultimate

Base Price: $84,200.00
Price as Tested: $86,805.00
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 mpg city/ 19 mpg highway

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

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. 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 is a small price to pay for a minivan that is rated at 82 MPGe

If you prefer not to go the hybrid route, you have 4 trim levels to choose from: the Touring, Touring L, Limited and Pinnacle. Those going the Pacifica Hybrid route, there is the Select and Pinnacle trim levels.

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 my Pacifica Hybrid Pinnacle carrying a $61,685 price tag. Pricing for the Pacifica starts at $41,095 for the Touring, while the Pacifica Hybrid Select starts at $52,460.

The behind the wheel driving experience of the Pacifica Hybrid, as expected, is hardly exciting. But it does drive nicely, 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:

2024 Chrysler Pacifica Pinnacle PHEV

Base Price: $59,495.00
Price as Tested: $61,685.00
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]

Good things come in time, and the Chevrolet Traverse is proof of that. When the Traverse first hit the streets nearly 20 years ago, it caused some confusion due to its minivan appearance. The second-generation Traverse, out in 2018, cleared that up as it showed that it was an SUV through and through. Now for 2024, the Traverse is all-new yet again – and now it’s grown and takes styling cues from other Chevys. This week let’s look at the all-new 2024 Chevrolet Traverse.

Slotted between the Blazer and the Tahoe, the all-new Traverse is slightly larger than the model it replaces, although it retains the same wheelbase. With its blunt new front end and squared-off shoulders, it not only looks more like a rugged SUV, but it has become more Tahoe-like and the family resemblance among other Chevys is shown.

The new Traverse is available in four different trim levels (LS, LT, Z71 and RS), with the LS being the base model, the LT adding some luxury features like power seats and a wireless phone charger, the Z71 being the off-road version coming standard with all-wheel drive and all-terrain tires and the top-trim RS being the sporty model. Word has it that for 2025, the base LS trim level will be dropped, and the upmarket High Country will be added.

The tester was a top-of-the line RS done in a beautiful Lakeshore Blue exterior with a Jet Black interior. It has an MSRP of $57,495. Along with being all-wheel drive, it was equipped with SuperCruise – GM’s hands-free driving system – a first in the Traverse.

As the size of the Traverse has grown, engine size has dropped. The 3.6-liter V6 that was found in the previous model is gone, replaced by a new turbocharged 2.5 liter inline four-cylinder. Like the 2.7-liter turbo four found in GM’s pickup trucks, this engine puts up big numbers — 328 horsepower and 326 pound-feet of torque, which beats the old V6 by 18 hp and 60 lb-ft of torque. This turbo four-cylinder along with an 8-speed automatic transmission is used on every 2024 Chevy Traverse

Enter the Traverse and you’ll see that it’s all about space, functionality and versatility. There is quite a lot of cargo room, even behind the third row. If you don’t need the third row, it can fold flat to open to even more cargo space. All three rows of seats offer good space for their occupants, making the Traverse great for people-hauling duty.

Up front, there is an 11.0-inch digital gauge cluster and a 17.7-inch central touchscreen. The infotainment system is easy to use and thankfully the climate controls are physical buttons under the touchscreen. The cabin is set up nicely – with my only complaint being that there is no longer a shifter in the middle console – it is now a little stalk coming off the steering column.

On the road, the Traverse feels and drives every bit as big as it looks – a characteristic found in most GM vehicles. It corners well enough, and has good body control, but the steering is slow, making you feel its heft. Power from the turbo four doesn’t feel quite as strong as its numbers suggest, but it still has plenty of get-up-and-go, being able to hit 60 mph in about 7.0 seconds, making it slightly slower than the old V6 model. But the new Traverse does get the nod when it comes to fuel economy as the EPA estimates the front-wheel-drive model at 23 mpg (up from 21 mpg for the old model) and the all-wheel-drive model now gets 21 mpg combined, an increase of 1 mpg.

The 2024 Traverse lineup now includes a Z71 off-road trim for the first time. Standard equipment on the Z71 includes all-terrain tires, ZF frequency-based adaptive dampers, a twin-clutch all-wheel-drive system, underbody skid plates, and a 1.2-inch suspension lift for extra ground clearance. It also has off-road-specific drive modes, and while not meant to be a rock-crawler, it should be able to tackle most of the terrain its driver may encounter.

The new Traverse is ideal for those that like the styling and room of the Tahoe, but don’t want the Tahoe’s grand size and feel. With the Traverse’s unibody construction, it is more maneuverable thanks to its carlike manners. The boosted four-cylinder isn’t as smooth as the old V6, but its more fuel efficient. Overall, the all-new Traverse continues in the right direction for Chevy’s midsize SUV. Pricing for the Traverse starts at $38,9995.

— Christopher A. Randazzo

By The Numbers:

2024 Chevrolet Traverse RS AWD

Base Price: $56,200.00
Price as Tested: $57,495.00
Layout: front-engine / all-wheel drive
Engine: 2.l liter turbocharged inline 4-cylinder
Transmission: 8-speed automatic
Horsepower: 328 hp
Torque: 326 lb/ft
EPA Fuel Economy: 19 city / 24 highway mpg

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

When the Fiat 500 was released to the public in 2006, it was a hit. Like the Mini Cooper, the 500 had a distinctive retro style that many loved. The subcompact coupe was fun to drive and cute to look at. A convertible soon followed, then even a mini-SUV version, the 500X, was introduced. Fiat even toyed with an electric version of the 500 in California and Oregon from 2013 to 2019. But as time went by, sales of the little 500 fell sharply and Fiat dropped some models. The original coupe was last available in 2019, leaving only the 500X in the lineup. Now, Fiat is back at it again, this time bringing back the coupe version of the 500 as an all-electric vehicle.

The 2024 Fiat 500e is an all-new version of the original electric 500e. It is slightly larger than its predecessor and will be available throughout the US. With a range of 149 miles, it’s not meant for the long haul, but rather for a few days of around-town driving.

The exterior of the 500e looks much like the 500 from 2006. It did pick up some modern touches like LED lighting at both front and rear and some flush electronic door handles, which is like a prerequisite for EVSs.

Inside though, there is a mix of tech and throwbacks. The dashboard trim, rounded gauge cluster, and two-spoke steering wheel are meant to evoke the original 1957 Fiat 500. More modern features include digital instruments, a 10.25-inch touchscreen and wireless smartphone integration. And keeping things simple, physical climate controls are used.

Powering the 500e is a single permanent-magnet electric motor that powers the front axle and produces 117 horsepower and 162 lb-ft of torque. Obviously, that is not a lot of power, as 500e buyers won’t be chasing modern sports cars. With a curb weight of just under 3000 pounds, Fiat claims the 500e can reach 60 mph in just over 8 seconds before topping out at 94 mph. Not very fast, but I’m sure a lot faster than the original 1957 Fiat 500.

As stated, the 500e has a range of around 149 miles, meaning long-distance travel is not this car’s strong suit. But Fiat states the battery will charge from empty to 100 percent in six hours on a Level 2 charger with a 11.0-kW connection, and at its max DC fast-charge rate of 85 kilowatts, it will charge to 80 percent in 35 minutes. Even better, Fiat is including a Level 2 home charging station with the purchase of the 500e. You will still have to pony up the bucks for installation, but including the charging station with the car is a huge plus.

The 2024 Fiat 500e is available in three trim levels, all with strange names. The base 500 is the Inspi(Red). Starting at $32,500 it comes with 17-inch alloy wheels, a navigation system, wireless charging pad and red interior and exterior accents. Move up to the Inspired by Beauty, and the 500e gains heated front seats and a rose-colored exterior. The Inspired by Music is the top 500e and is dressed in black exterior with a cream interior and gets a JBL audio system. All come with the same motor and single speed transmission.

The tester was an Inspired by Beauty and carried with it a price tag of $37,595.

The 500e delivers a smooth ride and is relatively peppy. Sure, it isn’t as quick as other EVs, but overall acceleration is about average when compared to other cars. The brakes feel good and the 500e allows for one-pedal driving, with the regenerative braking system slowing the car down when you back off the accelerator. With the battery mounted below the cabin, the center of gravity is low thus reducing body roll and making the 500e handle well. There isn’t a lot of feedback from the steering, but it is quick and light, and along with its small footprint, makes parking a breeze.

For such a little car, the 500e is packaged well, albeit on the small side. While the driver and passenger are seated close together, there is plenty of room so you don’t feel truly cramped. The back seat is small – probably best used for utility or a single passenger on a short trip (then again, there are no long trips in the 500e). Cargo space can swallow about eight cubic feet of stuff – just right for a few backpacks or several bags of groceries – just not both at the same time.

When it comes to EVs, the Fiat 500e certainly is in a class all of its own. It has a short range and it isn’t very practical. But it has cute retro styling with a modern flair, it is fairly inexpensive (for an EV) and it comes with its own home charging station. And for an EV, it is fun to drive. The 500e is a car that doesn’t make much sense if it is someone’s sole means of transportation, but makes for a great second car, especially if that first car is a big SUV.
— Christopher A. Randazzo

By The Numbers:

2024 Fiat 500e

Base Price: $32,500.00
Price as Tested: $37,565.00
Engine: single permanent-magnet electric motor
Transmission: 1 – speed gearbox
Horsepower: 117 hp
Torque: 162 ft-lbs

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

When Ford resurrected the Bronco in 2021, it made big news as this all-new Bronco, touting its impressive off-road capabilities, went toe-to-toe with the Jeep Wrangler. But along with the Bronco, Ford also gave us the Bronco Sport – a slightly smaller version of the Bronco. The Bronco Sport is a Bronco in name only – as under the retro body work the Sport is more closely related to the Ford Escape rather than a regular Bronco. Recently I was in a Bronco Sport – and one decked out in the new special Free Wheeling trim level.

The 2024 Bronco Sport is more than just a Ford Escape playing dress-up. Available exclusively with all-wheel drive, the Bronco Sport may not be able to go places the bigger Bronco can, but the baby version still boasts some genuine off-road tech making it one of the most capable compact SUVs when the pavement ends.

The Bronco Sport competes with other small SUVs like the Honda CR-V, Hyundai Tucson, Jeep Cherokee, Kia Sportage, Mazda CX-5 and Toyota RAV4. This is a tough market to compete it, but the Sport holds the advantage as having the most off-road features.

Under the hood of the Sport is a 1.5 liter turbocharged three-cylinder that makes 181 horsepower and 190 lb-ft of torque. This engine comes in four of the five trim levels the Bronco Sport is offered in – the Big Bend, the Heritage, the Free Wheeling and the Outer Banks. The Badlands trim swaps out the three-cylinder for a 2.0 liter four-cylinder that makes 250 hp and 277 lb-ft of torque. All use an eight-speed transmission, and as noted earlier, all come with all-wheel drive.

Every Bronco Sport is equipped with Ford’s Terrain Management System that it calls G.O.A.T. Not to be confused with the greatest of all time, in the Sport it stands for Goes Over Any type of Terrain. Each mode, (Normal, Eco, Sport, Slippery and Sand) is a different combination of calibrations for throttle response, transmission shift points, the all-wheel-drive system, traction/stability control, and the antilock braking system intended to make the most of available traction. It’s the sort of thing that makes no difference most of the time but makes all the difference when it really matters.

Starting under $32,000, the Big Bend is the entry level Bronco Sport and rides on 17-inch wheels, has an 8-inch touchscreen and cloth interior. The Heritage builds off the Big Bend but adds a retro theme with white-painted wheels, and white roof. The new-for-2024 Free Wheeling is 1970s and 1980s inspired with 17-inch wheels with red accents, a silver-painted grille, and bright red, orange and yellow graphics on the sides and hood, all making for a very colorful appearance package. The wild color schemes even flows inside. The Outer Banks is the way to go if you prefer on-road comfort over off-road capability. It gets larger 18-inch wheels, leather interior, heated power front seats and a digital instrument panel. The most capable Bronco Sport is the Badlands. Along with the larger engine, it is fitted with all-terrain tires, and off-road-optimized suspension, underbody skid plates, two additional G.O.A.T. modes (Mud/Ruts and Crawl) and a forward, 180 degree camera system.

Inside, the Bronco Sport boasts an attractive design along with many popular features and several neat innovations. Up front, the baby Bronco has an upright, yet comfortable seating position while there is a decent amount of rear-seat legroom. Its roofline rises in the rear, providing additional headroom and enough cargo volume to fit a couple bicycles. The cargo area can also be fitted with a slide-out table that doubles as a workspace, a 400-watt power inverter, and LED lights built into the inside of the rear gate that provides overhead lighting. There is even a built-in bottle opener on the rear gate.

On the road, the three-cylinder (it is still hard to believe they are putting three-cylinders in SUVs these days) is surprising in that it had no issues moving the almost 3,500-pound SUV. Now, it won’t win any racing awards, but at the same time, no one will ever know it is one cylinder short of the norm. On the upside, that small engine is efficient enough to be able to go 26 miles on a gallon of gas.

The vibrant color scheme of the Free Wheeling makes the Bronco Sport an attention-getter, so if you are of the quiet type, it may not be your thing. But overall, the Bronco Sport has surprised me. It makes for a good driver and it can tackle most of the terrain you throw at it. And being packed with technology as well as usable space and features, all make for the Bronco Sport being a worthy little crossover SUV.

— Christopher A. Randazzo

By The Numbers:

2024 Ford Bronco Sport Free Wheeling 4 x 4

Base Price: $33,730.00
Price as Tested: $37,695.00
Layout: front-engine / four-wheel drive
Engine: 1.5 liter turbocharged inline three-cylinder
Transmission: 8 – speed automatic
Horsepower: 181 hp
Torque: 190 lb-ft
EPA Fuel Economy: 25 mpg city / 29 mpg highway

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