Automotive

Let’s take a brief drive down memory lane for just a moment. It’s 1969, Woodstock was happening, we just landed on the moon, Joe Namath and the Jets won the Super Bowl, and the Ford Mustang Mach 1 was thundering down the streets with its 428 Cobra Jet V8 engine and Magnum 500 wheels. Times were definitely different back then. Today, we have entrepreneurs building their own space ships and flying into space, a 43-year old quarterback leading his team to the Super Bowl and the Mustang, well, it’s still around. In fact, the Mach returned last year, but as an electric vehicle and called the Mustang Mach-E. While impressive, the Mach-E is a far cry from the Mach 1 of 50 years ago. But if you’re one that still has gasoline running through your veins, you’ll be happy to hear that for 2021, Ford has brought back the Mach 1 – and in the form that we originally remembered it.

The 2021 Ford Mustang Mach 1 is Ford’s latest iteration of the current Mustang. Slotted between the Mustang GT and the GT500, the Mach 1, is a limited production car that combines Mustang heritage with current technology.

Fans of the 1969 Mach1 will recognize some familiar traits on this new version. The front air dam extension, the black accent stripes running the length of the car right above the rocker panels, and the wing in the back, all painted a low-gloss black, mimics the original car very well. Even the wheels are reimagined Magnum 500 aluminum wheels.

Just as the 428 Cobra Jet impressed 1969 Mach 1 owners, the new Mach 1 has an equally impressive engine under its hood. The 5.0 (460 hp, 420 lb-ft) Coyote engine borrowed from the Mustang GT is massaged to 480 hp along with the same torque rating and is offered with either a six-speed manual or a ten-speed automatic transmission.

Unfortunately, the shaker hood from the original isn’t on this new Mach 1 but make no mistake about it, this Mustang will still put a smile on your face as you step on the pedal. With 480 hp, the Mach 1 has enough power to hit 60 mph ins just a tick over four seconds. And unlike pony cars of old where manual shifting versions would out run automatics, in today’s world, the automatic equipped Mach 1, like the tester, is quicker than the manual. The fun-factor between the two, though, is still up for debate.

On the road, the Mach 1 displays great manners, thanks to a specially tuned suspension. There is a terrific blend of power, handling, and ride comfort. While I prefer to manually change gears by way of three pedals and a stick, I have to admit the automatic is hardly disappointing. Kept in automatic mode, it knows all the right times to shift. When you want to take control, the paddle shifters lets you go through the ten gears and feel like Marion Andretti. And the exhaust note – it’s deep, throaty, and pure American muscle. Six-piston front Brembo brakes assures the Mach 1 stops just as quickly as it goes.

Inside the Mach 1, with the exception of the instrument cluster, which is all digital, it’s typical Mustang GT, which is a good thing. Everything is easy to use and within fingertips reach. One feature I have always like about the Mustang is the visibility out of it – which is much better than its Camaro and Challenger competitors.

In a time when much of the auto industry is focusing on electric vehicles, such as Fords Mustang Mach E, I applaud Ford for not forgetting their history and heritage. The 2021 Ford Mustang Mach 1 is an excellent example. Here is a car that, more than 50 years ago, made a statement. Today, with modern advancements and technology, the Mach 1 is back in true form – and making it a great way to cruise down memory lane.

– Christopher A. Randazzo

By The Numbers:

2021 Ford Mustang Mach1

Base Price: $51,720.00
Price as Tested: $58,490.00
Layout: front-engine / rear-wheel drive
Engine: 5.0 liter V8
Transmission: 10-speed automatic
Horsepower: 480 hp
Torque: 420 ft-lbs
EPA Fuel Economy: N/A

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The Lexus IS has always been one of my favorite luxury sport sedans ever since it made its debut back in 1999. I’m not sure if it’s because the rear-wheel drive compact sport sedan is so much fun to be in and drive, or because it’s so different when compared to the rest of the cars in the Lexus lineup. Or maybe with its sub-$45,000 starting price it is one of the few Lexus models that can be considered ‘affordable’. As I was handed the keys to a 2021 Lexus IS350 F Sport, those feelings of excitement have returned.

Currently in its third generation, the IS still looks as good now as it did when this generation first appeared in 2013. I recall Lexus referring to the design as “aggressive elegance” – and that still holds true today. There are large air intakes up front, and with the optional F Sport package, there is a more pronounced spindle grille as well as spoilers at both ends of the car. Sporty, yes, but the lines of the car give it a very luxurious presence.

As Lexus is gearing up to rollout an all-new IS for next year, it continues to improve on the current design. The 2021 Lexus IS receives a freshening to its headlights and tailights, a new Dynamic Handling package on F Sport models and a reworked user-interface for the infotainment screen.

Being that the tester is an IS350, it is equipped with 3.5-liter V6 that makes 311 horsepower and 280 lb-ft of torque and is mated to an eight-speed automatic transmission. If horsepower and acceleration isn’t a concern, the IS300 is a nice way to go. Powered by a turbocharged 2.0-liter four-cylinder (241 horsepower, 258 lb-ft of torque) it also uses an eight-speed automatic transmission. An all-wheel drive version of the IS is also available. Called the IS 300 AWD, it uses a less powerful version of the 3.5-liter V6 (260 hp, 236 lb-ft) and sends power to all four wheels by way of a six-speed automatic.

For the driving enthusiast, there is a new optional Dynamic Handling package on the IS350 F-Sport. It includes a Torsen Limited Slip rear differential along with chassis and suspension enhancements to make the IS a real performer. And to make the IS look the part, it is fitted with 19-inch BBS wheels and a carbon fiber rear spoiler.

Inside the IS is a tastefully appointed cabin. Supple leather and wood trim dress up the revised dashboard. The bucket seats are some of the best around with the F Sport receiving special seats that have microfiber inserts and leather side bolsters to keep the driver and passenger better planted during hard cornering. But as nice as the interior is, a common complaint has been the user interface for the infotainment system that relied on a touchpad. Thankfully, for 2021, that issue has been resolved – sort of. The screen, being the standard 8-inch or optional 10.3 inch, has been mounted about 6 inches closer than before and it is now a touchscreen. Meaning the driver doesn’t have to rely on the touchpad to control the various systems. So the annoying touchpad is still there – but the driver no longer has to use it. Also new is the system is now compatible with Android Auto and Apple CarPlay.

Behind the wheel and on the road in an IS350 continues to be a joy. The car feels very refined and the steering and handling are spot on. There is enough power from the V6 to get the IS to 60 mph in about 5.6 seconds and cover the quarter mile in about 14.2 seconds. While it’s far from being the quickest car in its class, the IS is still a fast car.

Downfalls? The list is short, but it does exist. First is one that has plagued this IS since its debut and that is the cramped backseat. It’s tight – especially when it comes to legroom. The other is the power. In a world where turbo four-cylinders or six-cylinders seems to be the norm, the IS seems a step behind.

Still, though, it is quite easy to be impressed with the IS, especially as the IS350 F Sport. It looks great, is luxurious and it’s fast. And that is why the IS remains one of my favorite luxury sport sedans available.
— Christopher A. Randazzo

By The Numbers:

2021 Lexus IS350 FSport

Base Price: $42,900.00
Price as Tested: $54,625.00
Layout: front-engine / rear-wheel drive
Engine: 3.5 liter V6
Transmission: 8-speed automatic
Horsepower: 311 hp
Torque: 280 ft/lb
EPA Fuel Economy: 20 city / 28 highway mpg

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Let’s face it, minivans will probably always be stuck with the stigma that it has suffered for decades. But for the all-new Sienna minivan, Toyota has gone through great lengths to lessen the minivan stigma by the way it looks. On top of that, they have added yet another reason why the Sienna is the ultimate people mover – fuel economy. Let’s welcome in the all-new 2021 Toyota Sienna.

In an attempt to make the all-new Sienna look more aggressive and SUV-like, Toyota has raised the hood and the A-pillars have a sharper angle. At the rear, the roof line slops down some, and around the rear wheels are fender bulges that run along the side of the van. At the end of the day, the Sienna looks better than most minivans on the market, but it still looks like a minivan, albeit, a slightly aggressive one.

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

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

Last week Toyota had me in a top-of-the-line Platinum with the available all-wheel drive system and I must say, stigma or not, the practicality of this vehicle is amazing. Driver and front passenger sit in comfortably with a floating center console separating the two. The console flows out of the dashboard and leaves a large and practical storage area below. And hats off to Toyota by using a traditional shifter rather than buttons (Honda Odyssey) or a dial (Chrysler Pacifica).

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

On the road, the V6 power from previous Sienna’s is missed, as this new Sienna is down by more than 50 horsepower. Power down low is good, but once at highway speeds or trying to pass slower traffic, the lack of power becomes evident.

But while the new Sienna is less powerful, it’s much more fuel efficient than the previous model. With the V6, the old Sienna brought in 22 mpg combined (19 mpg city / 27 mpg highway). With the new Sienna, it brings in 36 mpg combined (along with 36 mpg in both city and highway). Going with all-wheel drive, those numbers come down to 35 mpg combine (35 mpg city and 36 mpg highway).

The Sienna has always been one of the top picks in today’s minivan market – it and the Honda Odyssey methodically duke it out for top honors, much like two geniuses playing chess. With the all-new 2021 Sienna, Toyota has raised the playing field by making it a hybrid and adding some aggressive styling. Make no mistake, it’s still a minivan, but these changes make it a little easier to accept the stigma.
– Christopher A. Randazzo

By The Numbers:

2021 Toyota Sienna Premium All-Wheel Drive

Base Price: $54,050.00 (est)
Price as Tested: $54,050.00 (est)
Layout: front-engine / all-wheel drive
Engine: hybrid 2.5 liter four-cylinder with dual electric motors
Transmission: CVT
Horsepower: 245 hp
Torque: N/A
EPA Fuel Economy: 35 city / 36 highway mpg

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The recipe for the perfect family-friendly SUV includes starting off with an excellent base platform, delivering a car-like ride, and offering a roomy interior that can hold plenty of people and cargo. Oh, and it must have plenty of convenient features, be attractively styled and get good gas mileage. In other words, the 2021 Toyota Highlander Hybrid.

Currently in its sophomore year, the current Highlander rides on Toyota’s TNGA platform which is the same one used in the RAV4. The Highlander’s exterior styling is bold with many sculpted lines, making it one of the best-looking Highlanders ever. In addition, this fourth generation Highlander is also the largest Highlander ever.

From the outside, the Highlander Hybrid looks nearly identical to its gasoline-only sibling, with the exception of a few badges.

Where the Highlander scores big is on the inside, where it features one of the most attractive cabins in its class. Fit and finish is top notch and the design is clean and tastefully simplistic. Storage areas are everywhere including the built-in shelf on the dashboard.

A 12.3-inch display (standard on the Premium, optional on the Limited) dominates the dash, with easy to use controls under it. The center console houses the shifter, some cupholders as well as some other switch gear. The instrument cluster is a little busy, but the optional heads-up display projects vital information on the windshield in front of you.

With three rows of seating, the Highlander Hybrid has the credentials to be a minivan substitute. I still wouldn’t want to be the one to sit in the third row, but kids shouldn’t mind. Don’t need that third-row? Simply fold it flat into the floor. Although the large battery pack cuts into storage space, the Highlander Hybrid can still accommodate 84 cubic feet of stuff.

Under the hood, the Highlander Hybrid uses a 2.5 liter four-cylinder engine that is paired to an electric motor to make 243 total horsepower. That combination sets up the Highlander Hybrid to get an EPA rating of 35 mpg in the city and 34 mpg on the highway. While the use of a four-cylinder engine over a six-cylinder means less overall power, going with the smaller engine has several advantages, mainly better fuel economy and lower overall vehicle cost throughout the lineup.

About that lineup – there are four trim levels: the base LE, XLE, Limited and the top-of-the-line Platinum. Seating for eight is standard on the base LE model, and optional on all other trim levels except for the Platinum. The other models come standard with second-row captain’s chairs, which reduce total seating to seven. Each trim level is available in FWD and AWD.

The tester was dressed in a beautiful Blizzard Pearl White exterior and a two-tone tan and black interior, it easily qualified as Lexus-Luxury. Some amenities that the Platinum includes are heated and vented front seats, heated second-row seats, panoramic moonroof, 12.3″ touch screen, JBL audio system with 11 speakers, 4 USB ports and Android Auto and Apple CarPlay capabilities. Another feature that I was thrilled to see in the Highlander is a rearview camera mirror. Previously only seen in GM vehicles, this feature gives you the option of changing your rearview mirror into a camera for much better viewing of what’s behind you. This fully loaded Highlander Hybrid carries with it an MSRP of $51,915.00

On the road, the hard working four-cylinder makes the Highlander Hybrid a tad bit nosier than one would expect and it could stand to use a little more power. Still, the step-up in interior quality and materials more than makes up for it. And plus, families that are in the market for three-row hybrid crossovers won’t care about being slightly down on power.

The 2021 Toyota Highlander Hybrid continues to be the have-it-all SUV for mainstream America. Folks gotta have their SUVs. They want lots of room. They want luxury and fancy features. They want good gas-mileage. This version of the Highlander has all those wants – and then some.

— Christopher A. Randazzo

By The Numbers:

2021 Toyota Highlander Hybrid Platinum AWD

Base Price: $50,315.00
Price as Tested: $51,915.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter four-cylinder with electric motor
Transmission: CVT
Horsepower: 243 hp
Torque: 175 ft/lbs
EPA Fuel Economy: 35 city / 34 highway mpg

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The Mazda3, whether it be the hatchback or sedan, has been a fan favorite for years. Fun, fast and practical, it checks all the right boxes for those who want something a little more exciting than your typical runabout. But these days, to the masses, it has to be an SUV or crossover for most buyers to take notice. So last year, Mazda responded by essentially taking a Mazda3 hatchback, raising its height, and calling it the Mazda CX-30.

Mazda slots the CX-30 between the CX-3 subcompact and the CX-5 compact SUV. Looking a lot like the smaller CX-3, the CX-30 is fitted with a little more black-plastic body cladding to make its statement. Underneath its sheetmetal, it is essential a Mazda3. As far as the name goes, I think calling it the CX-4 would have been more appropriate, but apparently Mazda had other things in mind.

In its debut year last year, every CX-30 was fitted with Mazda’s 2.5 liter Skyactive four-cylinder rated at 187 hp and 186 lb-ft of torque. Mated to a six-speed automatic transmission, front wheel drive was standard while all-wheel drive was an available option.

For 2021, the 2.5 continues in the CX-30, but a turbocharged version has been added to the lineup. Making 227 hp and 310 lb-ft of torque or better yet, fill it up with 93-octane gas and those numbers go up to 250 hp and 320 lb-ft of torque, the turbo engine also includes all-wheel drive as a standard feature.

Other changes for 2021 include Apple CarPlay and Android Auto offered as standard equipment on all CX-30s.

Enter the CX-30 and brace yourself for a surprisingly simple yet upscale cabin. No cheap plastics can be found, just lots of soft leather with some chrome accents. Protruding from the leather dash is an 8.8 inch screen that is standard on all models. It’s not a touch screen, instead you use a dial on the center console to control it, just like in other vehicles from Mazda. To the right of the dial is the volume knob, to the left the electronic parking brake.

Interior space of the CX-30 is what you would expect in a vehicle of this size. The front seats are comfortable and should be no issue on long road trips. The belt line is a little high, making you look as if you are lower than you actually are. Rear seating offers more legroom than a CX-3, but don’t go thinking it’s a limo back there. In fact, there is seating for three in the rear, but I sure wouldn’t want to be that third rear passenger.

Just like in other Mazda’s the real joy of the CX-30 happens when you’re behind the wheel. Much like the Mazda3 hatchback, the CX-30 is nimble, athletic, and fun to drive. Its steering is crisp and its moves with such fluid and grace, making it a pleasure to pilot on a twisty roads. When simply cruising, it provides an excellent sense of stability.

The availability of the new turbo engine really adds a new performance dimension to the CX-30. Compared to the base engine that feels a little weak at low rpm, the Turbo’s solid low-end torque makes the CX-30 more exciting to drive. In fact, the CX-30 with the turbo is the quickest vehicle in its class – outrunning the likes of the Hyundai Kona, Kia Soul, and Subaru Crosstrek

Pricing for the CX-30 starts right at $23,425 for the base model, with the top-of-the-line Turbo Premium Plus carries a price tag of $35,640.

With the CX-30 Mazda continues to show that they have the recipe for a vehicle that provides utility, practicality and can still be fun to drive – all at an attractive price point.

— Christopher A. Randazzo

By The Numbers:

2021 Mazda CX-30 Premium AWD

Base Price: $33,900.00
Price as Tested: $35,400.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter Skyactiv Turbocharged inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 lb-ft
EPA Fuel Economy: 22 city / 30 highway mpg

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As sedan sales continue to plummet, it comes as no surprise to see some luxury sedans being discontinued. Gone are the Acura RLX, Lexus GS and the Lincoln Continental. But as we say goodbye to some, we welcome others, like this week’s ride, the all-new 2021 Genesis G80.

We first saw the Genesis back in 2009 when Hyundai launched it as a luxury sedan in their lineup. By 2017, the Genesis brand was spun off, thus marking the first luxury brand from a South Korean automaker. Today, the Genesis brand consists of three luxury sedans and two luxury SUVs. By next year at least one more model will be added.

Slotted between the smaller G70 and the larger G90, the all-new for 2021 G80 is a midsize luxury sedan that takes on the Audi A6, BMW 5-Series and Mercedes-Benz E-Class. Inspired by the brands GV80 SUV (which has become famous for being the vehicle Tiger Woods was driving during his February accident), the G80 is a rolling beauty with unique double headlights, gigantic pentagonal grille, slippery bodywork and a sloping roofline.

Riding on the same platform as the GV80, the G80 also shares the same powertrains. The entry-level Genesis G80 comes with a turbocharged 2.5-liter inline-four-cylinder engine that makes 300 horsepower. For those seeking more power, there is an optional twin-turbo 3.5-liter V-6 that makes 375 horsepower. An eight-speed automatic transmission is used with both engines, and the G80 can be had as either rear-wheel drive or all-wheel drive.

Even if you’re used to being in an Audi, BMW, Lexus or Mercedes-Benz, the cabin of the new G80 will still impress you. The upscale interior is very elegant with the dash, doors and center consoles all made of high-quality materials with no signs of cheapness to be found. Fit and finish is top-notch. The streamlined dashboard features a 14.5-inch display touchscreen display along with a 12.3-inch display gauge cluster.

Compared to the previous G80, the new G80 has more headroom and legroom for everyone onboard. The front seats offer a wide range of seat adjustments, making them very comfortable for the short trip or the long haul. But the rear seats are impressive as well. Nicely bolstered, a fold-down armrest has seat heater controls, cupholders, power ports and storage space. Additionally, there are side-window sun shades along with a rear-window shade. Too often the comfort of rear passengers goes unnoticed, but not in the new G80.

There are some oddities inside the G80 though. Using the rotary shift knob is like handling a glass jewel, which is nice – but it’s not as intuitive to use when in a rush, and at the end of the day, an old fashion shifter works better. Both the flat rotary infotainment controller and the volume control, which is a roller dial, take some getting used to. Finally, the steering wheel has some odd designs to it. These minor things aside, overall, the inside of the G80 looks wonderful and is a great to place to spend time in.

The tester arrived equipped with the optional 3.5 V6 and all-wheel drive. During my time spent with it, I found the G80 to have a nice abundance of power, as Genesis claims a 0-60 mph time in around 5 seconds. It handles well too, and feels nicely balanced. On paper, the G80 comes up a little short in performance when compared to its German rivals, but it’s hardly noticeable on the road. But what is noticeable is the ride – it’s not nearly as smooth and settled as I would like. The optional 19-inch wheels may have a matter in this (18-inch wheels are standard).

The base G80, the 2.5T, starts at just under $49,000, while the top-of-the-line 3.5T Prestige starts just over $66,000. The tester, a 3.5T Prestige with all-wheel drive carries a price tag of $69,075.

The 2021 G80 is an impressive, well-done luxury car by Genesis. Is it the best in its class? It all depends. If you’re looking at performance, it isn’t as its rivals are quicker and handle better. But when you look at it in terms of features-per-dollar, then throw in the fact that it has the best warranty in the business, well then it becomes clearer. To the right buyer, the Genesis G80 may very well be the best.

— Christopher A. Randazzo

By The Numbers:

2021 Genesis G80 AWD 3.5T Prestige

Base Price: $62,250.00
Price as Tested: $69,075.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter turbocharged V6
Transmission: 8-speed automatic
Horsepower: 375 hp
Torque: 391 ft-lbs
EPA Fuel Economy: 18 mpg city / 26 mpg highway

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

If I said it once, I’ve said it a thousand times – for a family with children, a minivan just can’t be beat. The time is going to come when a need for a larger vehicle to haul the kiddos and their gear around is going to make itself known. At that point, all sorts of SUVs, crossovers, even larger sedans will be considered – everything but a minivan. Well, I’m here to tell you that you’re missing out as I spend time in the 2021 Honda Odyssey minivan.

As minivans go, the Honda Odyssey has always been one of the best out there, duking it out with its Toyota rival, the Sienna. It’s been around since 1995 and through the years it has had its share of upgrades and enhancements. Now in its fifth-generation, the current Odyssey continues to offer three rows of seating, sliding rear doors and more room for cargo and passengers than just about anything short of a full-size van.

The current Odyssey has been around since 2018, and standing outside looking at it reveals a busy exterior. A couple crease lines break up the side sheetmetal, giving it some style and character. Adding to it is a floating D-pillar that gives the Odyssey a slopping look to its rear roofline. In all, it’s an attempt to give the Odyssey a somewhat sporty image. It’s hard to say if it works or not.

But inside is where you’ll be and that is where the new Odyssey really excels.

The driver is greeted to a simple digital gauge cluster that provides all the information needed in an easy, clear display. An 8″ screen center touch screen (5″ on the base LX model) controls the nav system, radio and other various apps. In a smart move, the climate control system controls are physical buttons placed below the touchscreen – meaning you can access them much easier.

To make life easy on Odyssey passengers, power sliding doors reveal a cabin with a multi-adjustable second-row seat and a very livable third-row. There are even retractable sunshades for both second and third row seats.

Other unique features that the Odyssey includes are a built-in vacuum with a 10-foot hose capable of reaching crumbs in every corner of the cabin. Don’t know who made the mess? With CabinWatch you can now actually see it happen. CabinWatch is a rear-cabin camera that when turned on, displays the back seat passengers in the center screen. And don’t worry about the kids tuning you out when watching videos on the built-in DVD player (on the Elite model) – with CabinTalk, it cuts through the audio system so you can be heard – even if they are wearing the wireless headphone. Cool stuff indeed.

Want to use the Odyssey to haul more cargo that people? The 60/40-split third-row seat folds easily into the floor and creates a 93.1-cubic-foot cargo hold. If more room is needed, the second-row seats can be removed (not so easily) to make full use of the Odyssey’s amazing 155.8 cubic feet of total cargo capacity – converting the Odyssey from a mini-van into a cargo-van.

Because minivan buyers tend to move around children, safety features are a top priority – and the Odyssey has a load of them. There is a standard rearview camera along with a blind-spot warning system. Advanced safety features like optional forward collision alert and a lane-departure warning systems help drivers avoid potential collisions altogether.

Under the hood, the Odyssey continues to draw power from a 3.5-liter V6 engine coupled to a ten-speed automatic transmission. The V6 makes 280 hp along with 262 lb-ft of torque.

On the road, power from the V6 is plentiful and the steering and handling from the all-independent suspension delivers a nice balance of ride comfort and decent handling capabilities. Adding to the comfort level is Hondas use of noise-reducing glass for the front and rear windows (on the Elite model). This makes the Odyssey extremely quiet at just about any speed.

While a minivan may not be on any automotive wish list, there is 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. Sure, they are not the most exciting vehicles on the road, but the Odyssey should solve any family’s hauling needs.
– Christopher A. Randazzo

By The Numbers:

2021 Honda Odyssey Elite
Base Price: $47,820.00
Price as Tested: $49,335.00
Layout: front-engine / front-wheel drive
Engine: 3.5 liter VTEC V6
Transmission: 10-speed automatic
Horsepower: 280 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 city / 28 highway mpg

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

Over the past couple years, Acura has slowly been revamping their lineup, making their vehicles look a little more aggressive and providing the driver with a better road experience. We first saw that with the compact RDX SUV in 2019 and then last year with the TLX sedan. Now it’s time for the brand’s flagship SUV, the MDX, to receive some attention.

The all-new fourth-generation 2022 Acura MDX (there is no 2021 MDX) is about two inches longer and wider and has a 2.8 inch longer wheelbase than the model it replaces. Riding on a new platform that Acura calls their “Light Truck Platform”, it is stiffer and provides the MDX with a different front suspension that makes it handle better without compromising ride.

The new MDX’s styling is aggressive and bold, and its large hood gives it proportions of a rear-wheel drive vehicle, although it isn’t. The chiseled look falls nicely in line with the brand’s other recent makeovers.

As the new MDX receives a new body and platform, the powerplant remains the same as the outgoing model – the familiar 3.5-liter V6 that makes 290 horsepower. The transmission it is connected to receives an extra gear, though, making it a 10-speed automatic. Acura says the performance-oriented Type S model (out in the summer) will benefit from a 355-hp turbocharged 3.0 V6. While the previous Sport Hybrid model is no more, Acura’s “Super-Handling” all-wheel drive system (SH-AWD) continues to be
available.

Inside, the MDX’s interior is significantly improved from its predecessor. Gone are the dual screens that looked more intimidating than helpful. Instead, the 2022 MDX uses a 12.3-inch central display with touchpad controller (similar to the one found in many Lexus vehicles). The touchpad can take some getting used to, but thankfully not all systems require it. For instance, there are still physical buttons for the climate control system.

For the driver and front passenger, probably the first thing they will notice when they sit in the new MDX is just how comfortable the front seats are. Supportive, form-fitting, soft and with 16-way power adjustability, these seats have to be some of the best around. For the second row, Acura has eliminated the need to choose between a bench seat or captain’s chairs – for in the new MDX, you get both. By default, the second row is set to a three-wide bench seat. But the middle seatback can be folded down to create a wide center console with cupholders, leaving the two outboard seats remaining, like captain’s chairs. Or the middle seat can be removed altogether to create a path from the second-row seat to the third-row seat. The third-row seat, well, it’s just that. Great for short, occasional uses, but I wouldn’t want to be seated back there for any great lengths of time.

On the road, the combination of the MDX’s new suspension and the SH-AWD makes it handle almost like a sports sedan. It hugs the roads nicely and the steering feedback to the driver is excellent. Power from the V6 is adequate – but it is no rocket ship and I can see some making a case for more ponies under the hood, in which, the soon-to-be out Type S model should fulfill that urge.

The MDX is available in four trim packages. The base MDX is nicely equipped with 19-inch wheels, a Panoramic sunroof, keyless ignition and entry and a powerlift gate. The Technology ups that to 20-inch wheels, rear-window sunshades, leather interior, nav system and a upgraded audio system. The A-Spec adds a sportier theme to the MDX with simulated suede seat inserts and special exterior trim. Finally, the Advance, which is how the tester came, decks the MDX out with a surround-view camera, a heads-up display, heated steering wheel and remote start.

The MDX starts right under $47,000, while the MDX Advance starts right under $61,000.

For more than twenty years the Acura MDX has been a great seller for Acura, having sold more than 1 million units. And it ranks as one of the best-selling three-row luxury SUVs. With this all-new MDX out-doing its predecessor in nearly every way, I don’t see those trends changing.
— Christopher A. Randazzo

By The Numbers:

2022 Acura MDX Advance

Base Price: $60,650.00
Price as Tested: $62,438.00 (est)
Layout: front-engine / all-wheel drive
Engine: 3.5 liter SOHC V6
Transmission: ten-speed automatic
Horsepower: 290 hp
Torque: 267 lb-ft
EPA Fuel Economy: N/A

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Talk about changing things up. Hyundai’s fourth generation Santa Fe came out in 2018, as 2019 model and it proved that it could fit the role of both a small and mid-size SUV. Now, just a few short years later, Hyundai is giving the popular Santa Fe a makeover. Not only does the Santa Fe get a facelift, but it receives enhancements both inside as well as under the hood, making this new Santa Fe a real player in its class.

The exterior is probably where the least number of changes can be found. For 2021, the Santa Fe gets a bold, new front end with a grille that looks somewhat like the one found on the top-selling Hyundai Palisade. New wheel designs also make the Santa Fe look fresher.

Inside, things really get exciting. The Santa Fe is now available with a new luxury trim level – the Calligraphy. This trim level, just as it’s found in the Palisade really takes the Santa Fe’s interior up a notch. Four other trim levels remain.

New powertrains have been added as well. The previous base engine, a 2.4 liter four-cylinder (185hp) is gone, making way for a new 2.5-liter engine. It ups the horsepower from 185 to 191. Also gone is the optional 2.0-liter turbocharged engine. Now offered is a 2.5 liter turbocharged four that makes 277 horsepower and 311 pound-feet of torque – far more than the 235 hp and 260 pound-feet of torque that the previous engine made. The base engine uses a traditional eight-speed automatic while the turbo engine uses an eight-speed dual-clutch automatic.

Hyundai spared no options in the Santa Fe that they sent to me – an all-wheel drive version of the Santa Fe showing off its new Calligraphy package. The MSRP that came with it showed a price tag of $43,430.

The Calligraphy package features luxury amenities like a suede-like headliner, Nappa leather seats with quilted stitching, and a perforated and leather-wrapped steering wheel. Feature-wise, it also includes a full-color heads-up display and express up and down rear windows.

For those that don’t need or want all the fixins, the Santa Fe continues to be available in three other trim levels: SE, SEL, and Limited. The SE and SEL get the base engine while the Limited and the Calligraphy come with the turbocharged engine. On the SE, SEL and Limited, front-wheel drive is standard and all-wheel drive is optional. The Calligraphy comes standard with all-wheel drive.

Enter the Santa Fe and you will encounter an interior that is spacious and very comfortable. The dashboard’s design continues to be very simple and straightforward. SE and SEL get an 8-inch touchscreen while the Limited and Calligraphy trims are graced with a 12.3-inch digital instrument cluster. The center console looks busy with the pushbutton transmission selector and lots of switches, but it doesn’t take long to realize that everything is logically placed.

On the road, the Santa Fe with the turbo engine is quite quick – able to leap to 60 mph in just 6 seconds. And not only is it fast, but the engine feels and sounds super smooth doing it. And despite its athletic performance, the Santa Fe is also quite economical. With available all-wheel drive, the tester is rated at 21 mpg city, 28 mpg highway and 24 mpg combined. One complaint though – the dual-clutch transmission isn’t very smooth upon take off. Maybe the regular transmission would be a better fit?

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

Looking at the 2021 Hyundai Santa Fe, I see a nice SUV, but nothing ground-breaking. That is, until you get in it and drive it and absorb all the luxury, creature comforts and techno-gadgets that are nicely packed in it. It is then that you may realize that when it comes to this new Santa Fe, looks can be deceiving.
— Christopher A. Randazzo

By The Numbers:

2021 Hyundai Santa Fe Calligraphy 2.5T AWD

Base Price: $42,100.00
Price as Tested: $43,430.00
Layout: front-engine/ all-wheel drive
Engine: 2.5 liter turbocharged four-cylinder
Transmission: eight-speed automatic
Horsepower: 277 hp
Torque: 311 ft-lbs
EPA Fuel Economy: 21 / 28 (city, highway mpg)

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If you are in the market for an American compact luxury sedan – it’ slim pickens. So slim in fact, there is just one car to choose from – the Cadillac CT4. Out since 2019 as a 2020 model, the CT4 replaced the ATS and sits below the larger CT5. Being the sole American in a European-dominate market means the CT4 has a lot to prove. Recently I spent time driving one to see if the Cadillac has what it takes to take on the others, including the Audi A3, Mercedes-Benz A-Class and the BMW 2 Series Gran Coupe.

Like the ATS before it, the CT4 is a rear-wheel drive sedan, with all-wheel drive available as an option. Its exterior styling isn’t groundbreaking, but it’s sleek profile and athletic stance certainly makes it an attractive car.

Under the hood, buyers can choose from two turbocharged four-cylinder engines. The base Luxury model as well as the mid-range Premium Luxury and Sport models get a 2.0 liter 237 hp engine. Optional on the Premium Luxury and standard in the hot-rod CT4-V is a 2.7-liter engine that cranks out 309 hp, unless it’s in the CT4-V where power is upped to 325 hp. The 2.0 liter uses an eight-speed automatic transmission whereas the 2.7 uses a ten-speed automatic.

Both the 2.0 liter (237hp) and the 2.7 liter (309 hp) provide plenty of power to move the CT4 quickly. They are not the smoothest engines around, but they get the job done. The 2.7 is the recommended way to go, as it allows the CT4 to hit 60 mph in just 5 seconds. If you’re looking at the CT4 as a sport-luxury sedan, the CT4-V should be considered. Not only does it get more power, but it also gets a more aggressive suspension set up.
While it’s hard to find fault with the styling and the way the CT4 drives, the cabin is a different story. Definitely an improvement over the ATS, the interior of the CT4 just doesn’t give off that vibe that makes you feel as if you were in something special – like a Cadillac. The design is nice and the controls and switches are smartly placed and easy to use. It’s nice to see the use of physical buttons for the climate control and radio. A wireless charging pad along with being both Apple CarPlay and Android Auto are both standard. It’s all set up nicely, but just lacks a little bit of extra flash.

Being a small rear-wheel drive sedan means backseat room gets compromised – and that’s the story with the CT4. Backseat legroom is in short supply and the rear bench seat is narrow. Front seats, on the other hand, are extremely comfortable and perfect for long road trips.

But being rear-wheel drive pays dividends when it comes to driving. The CT4 feels nicely weighted, which translates into sharp, nimble handling. And with a nice thick steering wheel, the CT4 turns out to be a lot of fun drive, whether it be on twisty roads or down the highway.

The CT4 that I was in was a Premium Luxury with option 2.7-liter engine. It carried an MSRP of $47,365.

After accumulating almost 200 miles in the CT4, I came away thinking that the CT4 is a nice, spirited car to be in and drive. While the interior doesn’t say, “Wow this is nice!” it’s still pleasant. With a starting price under $34,000, it definitely competes and remains a great alternative to its German competitors.

— Christopher A. Randazzo
By The Numbers:

2021 Cadillac CT4 Premium Luxury

Base Price: $37,595.00
Price as Tested: $47,365.00
Layout: front-engine / rear-wheel drive
Engine: 2.7 liter Turbocharged inline four-cylinder
Transmission: 10 – speed automatic
Horsepower: 309 hp
Torque: 348 ft-lbs
EPA Fuel Economy: 21 city / 31 highway mpg

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When it comes to Buick SUVs, it’s all about size. To some, the Buick Enclave, their flagship vehicle, is too big. And the subcompact Buick Encore is simply too small. Slotted right in between the two is the Buick Envision, about the size of a typical Honda CR-V or Toyota RAV4, which seems to be a popular size SUV these days.

The Envision is all-new for 2021 and like the first generation that came out in 2015, it continues to be built exclusively in China, alongside the Cadillac XT4 with which it shares its platform. This new Envision has a more upscale appearance with its nicely tailored sheetmetal. It’s wider and lower than the model it replaces, but it’s also slightly shorter which means cargo space drops by a few cubic feet in the new model.

Inside, the five-passenger SUV is a clean simple look. The center dash is canted towards the driver making the infotainment touchscreen an easy reach. And there is no bulky shifter – instead, a push-button gear selector is used – which really frees up the center console area. Interior space is good for those up front. Backseat passengers, though, if tall, may feel a bit cramped on long trips, so plan accordingly.

When it comes to cargo space, the Envision has 25 cubic feet of storage space behind the back seat. Fold the backseats down, and that increases to more than 52 cubic feet. Both of these numbers are down slightly from the previous model.

Just how fancy the Envision’s cabin is will play in part to the trim level chosen. The base Preferred trim level will have a power driver’s seat, 8-inch touchscreen, keyless entry and ignition and wireless connectivity for both Apple CarPlay and Android Auto. Move up to the Essence, which is how the tester arrived, and the Envision gets a larger 10.2-inch touchscreen, hands-free liftgate, remote ignition, heated front seats and heated steering wheel. The top-of-the-line Avenir dresses up the Envision nicely with a heads-up display, diamond-quilted leather seats, vented seats, heated rear seats, driver’s seat massager and a surround-view camera.

Under the hood of every new Envision is a turbocharged 228-horsepower 2.0-liter four-cylinder engine paired to a nine-speed automatic transmission. Front-wheel drive is standard, and all-wheel drive is optional. This new engine replaces the previous model’s base 2.5 liter engine as well as the optional same-size 2.0 liter turbocharged engine.

The Envision is a nice driver, with plenty of power from the boosted four-cylinder. The engine is hardly smooth, but it does deliver good power. Handling is what you would expect from an SUV – the Envision feels well planted, but hardly sporty. So if you are looking for a performance SUV, this is not it. But what the Envision does deliver is a very quiet serene ride, even at highway speeds.

Buick says the Envision is intended to compete against the Acura RDX, the Infiniti QX50, and the Lincoln Corsair. My Envision Essence, while nice, was not as fancy as its competitors, did have the price advantage. The Preferred Envision starts well under $35,000 while the others all start above that mark. Going with the Essence trim level means the Envision will start at $35,800. The Technology Package ($2500) that the tester had equipped with Envision with a heads-up display, surround camera and Bose audio system.

The 2021 Buick Envision is one of those vehicles that is hard to find fault with, but at the same time doesn’t really shine in any certain area. It’s a nice little SUV and if you liked the previous Envision, you will certainly like this new one. Or if you like Buicks and find the Enclave too big and the Encore too small – well the Envision certainly is certainly sized right.
— Christopher A. Randazzo

By The Numbers:

2021 Buick Envision Essence FWD

Base Price: $35,800.00
Price as Tested: $40,820.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter turbocharged four-cylinder
Transmission: nine-speed automatic
Horsepower: 228 hp
Torque: 258 lb/ft
EPA Fuel Economy: 24 city / 31 highway mpg

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BMW is no stranger to controversial designs. Memories of the 2002 7-Series (look up the Bangle Butt), the Z3 coupe and the i3 quickly come to mind. It appears we may be entering another one of those events as the all-new, second-generation 4-Series makes its presence.

The BMW 4-Series, once referred to as a 3-Series coupe until 2013 when BMW spun off the 2-door models into a separate series thus creating the 4-Series, makes a bold statement with its new vertical kidney grille. Much like when Lexus adopted their spindle grille, this new BMW grille is very much in your face. You will either love it or hate. But you may want to get used to it, because this may be the way future BMW’s will be going.

Aside from the new grille, the new 4-Series benefits from the same redesign the 3-Series received in 2019, which includes a stiffer chassis, new features and more power.

The 4-Series, which is available as a two-door coupe or convertible, is available as the 430i and the M440i. Going with the 430i, the 4 is fitted with a turbocharged 2.0 liter four-cylinder that is good for 255 horsepower and 295 lb-ft of torque – which is an increase of 7 hp and 37 lb-ft of torque over the previous 430i. Going with the M440i means an upgrade to a turbocharged 3.0-liter six-cylinder that makes 382 hp and 369 lb-ft of torque, up from the 332 hp and 332 b-ft of torque in the last M440i. Both use an eight-speed automatic transmission. BMW’s xDrive all-wheel drive is available on both the 430i and M440i.

The test car arrived as an M440i Convertible. After my initial walk-around and studying the grille, there was something that was bothering me about the car – but I couldn’t put my finger on it right away. Then it hit me – the nicely arched fabric top. It looked great. But it was fabric! The convertible hard top is no more for the new BMW 4-Series.

There are a number of reasons why BMW abandoned the hardtop, but the main reason was due to weight. According to BMW, the new soft top is 40 percent lighter than the old hard top. And the hard tops extra weight was in the wrong place – on the roof of the car, which raised the car’s center of gravity resulting in a car that didn’t handle as well as the coupe. Another reason to go with a soft top is to increase cargo space. Hard tops take up more room when folded, so going with the soft top, the 4 gets an additional 1.2 cubic feet of space. Finally, BMW says a lot of customers simply like the look of the 4-Series as a ragtop.

Whatever your thoughts are on the soft-top, one thing I can say is that it works just as easy as the hard top. Operating electrically by the push of a button, it can be opened or closed within 18 seconds and up to a vehicle speed of 31 mph. Top up, I have to admit there is a certain grace and elegance to the soft top on the 4-Series. Inside, the new fabric top is thickly padded, almost making you think you were in a coupe. Top down, the 4-Series looks extremely sleek.

Inside the new 4-Series, the interior is taken straight from the 3-series. There is plenty of room not just up front, but also in the rear seats, which now are big enough for adults to occupy for lengthy trips. The dash and center-console are not much different from the one in the previous 4, and basically if you know your way around BMW interiors, you’ll feel right at home in the new 4.

Performance and BMW always go hand in hand, and that’s certainly the case with the M440i. Using BMW’s TwinPower Turbo inline 6-cylinder which is equipped with a 48-volt electric motor that adds about 11 hp, the M440i can hit 60 mph in just 4.3 seconds. Drive mode buttons next to the shifter allow you to choose your driving style. Just want a calm, leisurely drive, leave it in Comfort mode. Want to carve through those curves up ahead? Switch to Sport mode and listen as the exhaust wakes up and you feel the added power.

My time with the M440i Convertible proved to be a lot of fun. It looks great, top up or down – even with that questionable front grille. It has plenty of features you would expect in a car that carries a price tag of $74,670 – including a surround view camera, heads-up display and even neck warmers (heaters that blow air from the back of the seat onto your neck). And let’s not forget – it is a BMW, so it drives and handles just like you would expect a BMW to. As for the top – I’m sure some will miss the convenience of a retractable hard top, but at the same time, others will praise the decision to go back to a real ragtop.
– Christopher A. Randazzo

By The Numbers:

2021 BMW M440i Convertible

Base Price: $64,000.00
Price as Tested: $74,670.00
Layout: rear-wheel drive
Engine: 3.0 liter turbocharged inline 6-cylinder
Horsepower: 382 hp
Torque: 369 lb-ft
EPA Fuel Economy: 23 mpg city / 31 mpg highway

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Kia is on a roll. If last year’s hugely successful Telluride hasn’t convinced you of that, then maybe this year’s all-new Kia Sorento will.

The 2021 Kia Sorento continues to make its own rules by being a small three-row SUV. Some may think of it as a mid-size SUV, but that’s really where the Telluride makes its presence knows. The smaller Sorento, which has been around since 2003, really is for those that don’t need a third-row seat, but on occasion could benefit from one.

The all-new Sorento looks nothing like its star-sibling, so it shouldn’t be looked at as a mini-Telluride. Instead, the Sorento benefits from some handsome chiseled lines that are set off by a prominent hexagonal grille and its unique taillights. An appearance package called the X-Line adds special front and rear bumbers, Matte finished 20″ wheels and Matte accents, making the Sorento look even better.

The new Sorento is available in six trim levels – LX, S, EX, SX, SX Prestige and SX Prestige X-Line. The base LX is nicely equipped with 17-inch wheels, LED headlights, 8-inch infotainment touchscreen, second row bench seat and third row 50/50 split seat. Move up to the S and conveniences such as remote engine start, power driver’s seat, heated front seats, keyless entry and push-button start and blind spot monitoring are included. The S also gets 18-inch wheels. Along with the S features, the EX gets second-row captain’s chairs, a wireless phone charger and adaptive cruise control. On the SX, the Sorento rolls on 20-inch wheels and gets a panoramic sunroof as well as a power passenger seat, larger (10.25 inch) infotainment touchscreen, a navigation system, and high-speed lane keeping system. The SX Prestige really dresses the Sorento up with a digital gauge cluster, leather interior, heated and vented seats, heated steering wheel, Bose audio system, a 360-degree camera and a blind spot camera that displays blind spots in the instrument cluster. Finally, the SX Prestige X-Line adds unique bumpers and trim.

Powering the new Sorento are two different engines. The LX and S use a 2.5 liter four-cylinder that makes 191 hp and 181 lb-ft of torque. It uses an eight-speed automatic transmission. All other models use a 2.5 liter turbocharged four-cylinder that makes an impressive 281 hp and 311 lf-ft- of torque. It uses a dual-clutch automatic transmission that also has eight speeds. Front-wheel drive is standard with all-wheel drive available as an option. The top-of-the-line SX Prestige X-Line comes only in all-wheel drive form.

Someone at Kia was checkbox-happy – as the test vehicle arrived being the SX Prestige X-Line and set in a beautiful Aruba Green exterior with black interior. The MSRP was a very reasonable $44,285. Sorento pricing starts around $31,000.

Step inside the new Sorento, and just as Kia has done on most of their models, everything inside the Sorento will make you feel like you are in a much more expensive vehicle. Attention to detail can be found everywhere – from the buttons and switches, to the quilted soft leather upholstery, to the fake wood – which looks very convincing. The infotainment touchscreen is nicely blended into the dash and its nice crisp graphics make it easy to use and look at.

Seating accommodations for the driver and passenger and those seated in the second row are quite nice. Second row passengers can slide their seats fore and aft and adjust the seat backs. Third row seating is tight, and to put it bluntly – just aren’t comfortable for adults, unless you like you knees up near your chest. Kids shouldn’t have a problem back there though. As stated before, the third row is nice to have for the occasional use, otherwise, it’s best to keep them down flat and use the area for storage.
I can’t discuss the base engine as I’ve yet to drive it, but the optional 281-hp turbo 2.5-liter is impressive – it has excellent responsiveness and the delivery of power is smooth. Out of the gates, there is a little bit of a hesitation from the turbo, but just as you notice it, it goes away and the Sorento picks up speed easily and quickly. Also helping the Sorento move down the road nicely is its dual clutch transmission that shifts gears quickly and smoothly. Kia says the Sorento can hit 60 mph in the mid-six second range – and that feels about right.

On the road, the Sorento feels solid and well planted. It absorbs bumps well, causing little commotion inside the cabin. Driving, the steering feels nicely weighted and the driving controls have a great feel to them – which translates into a confident, and surprisingly fun driving experience.

Just as the Telluride proved that Kia can make an excellent mid-size SUV, the 2021 Sorento should have no problem convincing shoppers just how good it is. If you’re impressed with the Telluride but prefer something slightly smaller – the new Sorento just might be the way to go.

By The Numbers:

2021 Kia Sorento SX Prestige X-Line

Base Price: $42,590.00
Price as Tested: $44,285.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter turbocharged four-cylinder
Transmission: 8-speed dual-clutch automatic
Horsepower: 281 hp
Torque: 311 ft/lb
EPA Fuel Economy: 21 mpg city / 28 mpg highway

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