In the past, choosing a three-row Cadillac SUV was simple. There was the Cadillac Escalade and if you wanted to go even larger, there was the Escalade ESV. But recently Cadillac added another three-row SUV to its lineup – the XT6 – and its opening new doors for the American luxury automaker.

Out since 2020, the Cadillac XT6 is a car-based three-row luxury SUV slotted right below the Escalade and above the smaller XT5. Its exterior design is pure Cadillac – with its wide grille and slim LED headlights to its boxy profile, the XT6 is well-proportioned and very handsome. There should be little doubt to those that see the XT6 that it is indeed a Cadillac.

Enter the cabin of the XT6 and you’re greeted to an impressive setting. Up front, drivers and passengers are treated to a revised version of Cadillac’s CUE infotainment touchscreen system which includes a secondary dial controller on the center console for those who prefer not to reach out to the screen. Next to dial controller is a volume knob, which is a nice addition. Both are positioned next to an electronic shifter all of which appears very tidy and works very well.

Moving on to the second row, a three-person bench seat is standard, but I’m sure most buyers will shell out the extra $800 for a pair of captain’s chairs. The third-row is for two, and it’s actually quite spacious. At 5-foot 9-inches, I’m able to sit back there without having to see a chiropractor afterwards. Third-row passengers get their own cupholders, climate control vents and USB ports.

Cadillac offers the XT6 in three trim levels – Luxury, Premium Luxury and Sport. Luxury, which is considered the entry-level model, is hardly that. Offered with front-wheel drive or all-wheel drive, it’s loaded. Features like a huge sunroof, a power liftgate, heated front seats, 18-inch wheels and a tri-zone automatic climate control system are all included. The Premium Luxury adds to the Luxury 20-inch wheels, a hands-free liftgate, heated steering wheel, power folding mirrors and rain-sensing wipers. The Sport gets standard all-wheel drive, quicker steering and an active suspension along with black exterior accents.

The Luxury trim level also gets its own engine – a turbocharged 2.0-liter four-cylinder rated at 237 horsepower and 258 lb-ft of torque). Both the Premium Luxury and Sport models continue to use Cadillac’s 3.6-liter V6 engine that makes 310 horsepower and 271 lb-ft of torque. All XT6s use a nine-speed automatic transmission.

The tester, a Sport delivered a comfortable, yet firm ride that shouldn’t upset anyone. Its suspension handily soaks up road imperfections and practically glides over bumps but at the same time has nice stable handling characteristics that give the driver confidence in controlling the vehicle. The V6 powerplant provides plenty of power, and when put into Sport mode, delivers a nice exhaust note at full throttle. The gas pedal is a little jumpy and takes some getting used to, making your passengers question your intentions.

Super Cruise, Cadillac’s first true hands-free driving feature is now available on the XT6. When Super Cruise is engaged, it can take over steering, acceleration and braking duties on supported highways and interstates under the driver’s supervision. While not a fully autonomous system, it does allow the driver to remove their hands from the steering wheel during extended periods of highway driving – perfect for playing air guitar or air drums.

Night Vision, another high-tech feature uses infrared to detect pedestrians or large animals beyond the reach of the headlights.

As you can see, the XT6 is available with a lot of high-end technology, some of which its main competitors, the Acura MDX and Lincoln Aviator, don’t even offer. But the XT6’s best selling point may be its mid-size dimensions that make it far more maneuverable than an Escalade — and more satisfying to drive too. The XT6 is the ideal vehicle for the Cadillac buyer that wants a three-row luxury SUV, but just feels like the Escalade is simply too big. Pricing for the XT6 starts at $50,000.
— Christopher A. Randazzo
By The Numbers:

2023 Cadillac XT6 Sport AWD

Base Price: $60,095.00
Price as Tested: $75,090.00
Layout: front-engine / all-wheel drive
Engine: 3.6-liter Direct Injection V6
Transmission: 9 – speed automatic
Horsepower: 310 hp
Torque: 271 ft-lbs
EPA Fuel Economy: 18 city / 25 highway mpg

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As we see luxury car makers like Audi, BMW, Lucid Air, Porsche and Tesla compete in the high-end electric vehicle market, Mercedes-Benz has been noticeably absent. That is, up until now. Not only are they making a grand entrance into the world of EVs, but they are doing so with a vehicle that could easily be labeled as the most technologically advanced luxury sedan ever.

Mercedes enters the U.S. EV market with the EQS, and in doing so it launches its new all-electric EQ sub-brand. Prefixed with the ‘EQ’ moniker, within a few years they should have at least five EQ vehicles. This week we look at the EQS – the brands first EV.

The EQS is equivalent to the Mercedes-Benz S-Class sedan, which has set the luxury standard for decades. And like the S-Class, the EQS features all of Mercedes’ latest luxury features, technology, gadgets and driver aids.

Mercedes offers three versions of the EQS. There’s the 450+, which has a single electric motor and is rear-wheel drive. It makes 329 horsepower and 419 lb-ft of torque. Moving up to the 580 4Matic adds an additional motor along with all-wheel drive and makes a combined 516 hp and 631 lb-ft of torque. Topping the lineup is the AMG EQS, which still uses two motors but greatly increases the output from them and can make 649 hp and 700 lb-ft of torque (which can increase to an electrifying 751 hp and 752 lb-ft of torque when the AMG EQS is put into Race mode).

While power is important, the big concern with EVs is range, and in the case of the EQS, it’s excellent. The EPA estimates the 450+ to have 350 miles of range while the 580 4Matic can go 340 miles. The AMG EQS has an estimated range of 277 miles.

With impressive power and range numbers from a brand like Mercedes-Benz, you can expect the EQS to have high price tag, which it does. The EQS 450+ starts at $103,360, with the EQS 580 4Matic coming in at $120,160. The AMG EQS starts at $148,550. The tester, an AMG EQS, carries an MSRP of $156,680.

If the power and range of the EQS hasn’t impressed you yet, the interior sure will. Inside, Mercedes-Benz offers the latest and greatest gadgetry-including a giant Hyperscreen touchscreen, driver profiles based on fingerprint scans, headrest pillows, massage functions and neck-and-shoulder heating.

The driver and passenger are treated best with high-quality, ultra-soft leather front buckets, which contour perfectly to the body. The massive Hyperscreen is the focal point, which houses three individual displays under a single, continuous piece of glass that extends the width of the dash. The entire cabin is done with tons of wood and fancy aluminum all around, touched off with adjustable ambient lighting.

The backseat doesn’t quite have the space you would expect from a regular S-Class, but it’s still impressive. Rear legroom is fine, but headroom could be an issue if you’re over 6 feet tall. Behind the backseats, which folds flat in a 40/20/40-split configuration, there is a large cargo hatch (yes, I suppose you can refer the EQS as hatchback) that has 22 cubic feet of storage. Unlike most other EVs the EQS does not have a frunk (front trunk).

Driving the AMG EQS is an experience. The four-corner air suspension soaks up imperfections in the pavement like a sponge and the cabin is whisper quiet thanks to the lack of an internal combustion engine and the ultra-sleek, air-cheating bodywork (the EQS has a drag coefficient of just 0.20 making it one off the most aerodynamic cars on the road). But change the drive mode from the default Comfort setting to Sport or Sport+ and the EQS wakes up as if it has been by hit by a bolt of lightning. Power is not only endless, but what was once whisper-quiet now sounds like a jet plane racing down a runway by way of sounds being piped into the cabin. Ok – so the sounds may be fake, but the speed is not. The AMG EQS hustles to 60 mph in just 3 seconds flat.

In corners, the big and heavy AMG EQS is stable and planted, with good body control. Although AMG does tweak the suspension and makes the EQS handle well, I wouldn’t call it a sports sedan, but rather a sedan that can go very fast.

We all knew the day that Mercedes-Benz would enter the EV market would come – and it has, with proof being the EQS – a very impressive EV. A bigger question, I think, was the role AMG, the performance division of Mercedes-Benz, would play in the world of EVs. Let’s face it, AMG is known for their engines making gobs of power by way of either displacement, turbos or superchargers – all useless in the world of EVs. But with the AMG EQS, both Mercedes-Benz and AMG are showing that they are able to combine luxury and performance in an all-electric package.
– Christopher A. Randazzo

By The Numbers:

2022 Mercedes-Benz AMG EQS

Base Price: $147,500.00
Price as Tested: $156,680.00
Layout: dual-engine / all-wheel drive
Horsepower: 649 hp
Torque: 700 lb-ft
Fuel Economy: 76 MPGe city / 78 MPGe highway

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Ever since its debut in 2017 as the replacement for the SRX, the Cadillac XT5 has been a top-selling model for the luxury GM division. In fact, since the XT5 has been out, it had been the brand’s top seller up until the all-new Escalade came out, in which the XT5 moved to second place. The XT5, which gets its name from XT referring to “Crossover Touring” and the number designating where the vehicle is in the brands lineup, is pure Cadillac, sharing the similar edgy design theme found in the brands sedans. And while the Escalade dominates the full-size luxury SUV market, the XT5 is trying to accomplish the same task in the luxury crossover market.

Now in its seventh year, changes to the 2023 XT5 are simply three new exterior paint colors.

Enter the cabin of the XT5 and you’re greeted to an impressive setting. While very comfortable, the interior doesn’t seem overwhelmingly huge. Think of it as a nicely fit custom suit as the seats have excellent bolstering and plenty of adjustment. Real wood and hand stitching makes the cabin look as luxurious as one would expect from a Cadillac.

Every XT5 comes with Cadillac’s User Interface System (CUE) which is very user-friendly, supporting a touchsreen as well as a rotary controller. With its 8-inch color display, the system controls everything from the climate control system to the 14-speaker audio system. For those that don’t care for touch screens, there are also physical buttons for the climate control system. The shifter can be quirky to use and doesn’t give good feedback – when you put the XT5 in gear the shifter always returns to the same position, much like the ones used in its German rivals. Not a deal breaker – but just something that takes some getting used to.

When it comes to utility, there is 30 cubic feet of storage behind the second-row seat – that more than doubles to 63 cubic feet when you fold the second row flat. The XT5 does not have a third-row seat, so if that is a must-have, you may want to look at the larger XT6. Meant more for luxury rather than towing, the XT5 has a maximum towing capacity of 3,500 pounds.

Two engines are available for the XT5. The base Luxury trim and mid-level Premium Luxury use a turbocharged 2.0 liter four-cylinder that develops 235 horsepower and 258 lb-ft of torque. The higher-end Sport model gets a more powerful 3.6-liter V6 that sings to the tune of 310 hp and 271 lb-ft of torque. The V6 is optional on the Premium Luxury. Both engines are mated to a nine-speed automatic transmission. All-wheel drive is optional on the Luxury and Premium Luxury models and is standard on the Sport model.

Pricing for the 2022 Cadillac XT5, which is built in Tennessee, starts at $45,190. The tester arrived in the Premium Luxury trim level wearing a Steller Black Metallic exterior and a striking two-tone interior done in maple sugar with black accents. Mechanically, it is equipped with all-wheel drive and the optional V6 engine. Along with that, it has a Platinum Package ($4,800) which adds in nicer leather materials and a real-time damping performance suspension as well as a Technology Package ($2,275) that provides surround vision, a rear-view camera mirror and a heads-up display. Other options on the tester include 20-inch 6-split spoke alloy wheels ($1,700) and Night Vision ($2,000) – a system that notices variations in temperature and can discern between an animal, person, or object ahead of the vehicle. The MSRP is $68,340.

On the road, the XT5 delivers a very fine ride. The body feels very tight, and the steering is quite responsive and well-weighted, making this crossover fun to drive. But at the same time, no one will complain about the ride, as it’s suspension nicely absorbs bumps and road imperfections. The V6 delivers excellent power that is both quiet and smooth upon delivery.

To save fuel, the V6 employs a stop-start system that turns off the engine at stops and restarts when the vehicle is ready to move as well as cylinder deactivation – allowing the engine to run on four cylinders rather than six. Both work automatically and are really hard to detect by the driver – another sign of just how smooth the drivetrain is. V6 all-wheel drive XT5s are rated at 18-mpg in town and 25-mpg on the highway, with a 21-mpg combined rating. Front-wheel drive models as well as four-cylinder models will fare slightly better.

The XT5 has a lot going for it, including its looks, performance, and level of luxury. And its size is nearly perfect – not too big and not too small. But an update, which is due next year, couldn’t come soon enough. Case in point is the interior’s 8-inch touchscreen – small by today’s standards, especially in a luxury vehicle. Nonetheless, with vehicles like this XT5, the smaller XT4 Crossover SUV, the CT6 and of course the Escalade, there is no question that Cadillac is making its way back to the top of the luxury car market. And as it does, we are enjoying the ride.
— Christopher A. Randazzo

By The Numbers:

2023 Cadillac XT5 Platinum Luxury AWD

Base Price: $51,995.00
Price as Tested: $68,340.00
Layout: front-engine / all-wheel drive
Engine: 3.6 liter Direct Injection V6
Transmission: 8 – speed automatic
Horsepower: 310 hp
Torque: 271 ft-lbs
EPA Fuel Economy: 18 city / 25 highway mpg

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If you are into muscle cars, especially Mopars, well then you owe it to yourself to look at Dodge Challenger SRT Hellcat. This modern-day rendition of an old-school muscle car can be had with at least 717 hp (and that can be pushed up to 807 hp) by way of a monstrous supercharged V8 that produces straight-line-smashing, tire-smoking performance. Sure, it’s not the best handling sports car around, and yes, it guzzles gas like there is no tomorrow all while laughing in the face of climate change. But oh, who cares when you’re having this much fun behind the wheel of this amazing machine?

Today’s Dodge Challenger has been around since 2008, so it’s definitely showing its age, especially when put up against its main competitors, the Chevrolet Camaro and Ford Mustang. But despite its years, the Challenger remains a top-seller in its class, even out-selling the Mustang last year. Part of the reason the Challenger is such a good seller is the diverse selection of engines available. If you’re just after the looks, the base 3.6-liter V6 engine (303 horsepower, 268 lb.-ft of torque) should suffice. But if big smoky burnouts are your thing, the SRT and supercharged Hellcat engines are what you’re after. This week we look at the Challenger SRT Hellcat.

Although the Challenger is a two-door coupe, don’t let that fool you – it’s a big heavy car. But that does have its advantages – it’s roomy enough for four adults, with the back seats being quite roomy for being a two-door, and luggage space is good.

Pop the hood of the SRT Hellcat and it’s nothing but muscle-car power. A 6.2-liter Hemi V8 with a supercharger mounted on top fills the engine bay. In SRT Hellcat form this makes 717 horsepower and 656 lb.-ft of torque. Want more? Opt for the Hellcat Redeye which pushes that power to 797 hp (and 707 lb.-ft of torque). If the main intention of your Challenger is to drag race it, well Dodge has that covered as well with the Super Stock – the ultimate Challenger, bumping the Redeye’s power to 807 horsepower. The Hellcat uses an eight-speed automatic transmission. A six-speed manual is no longer available on the Hellcat (although it is still available on lesser Challengers), but it could return later this year, if not, for 2023.

On top of that, a Widebody version is available for any Hellcat, giving the Challenger an even cooler look with flared fenders that add about 3.5 inches of width to the car along with wider wheels and tires, and adaptive suspension dampers.

The tester was a 2022 Challenger SRT Hellcat Widebody, carrying an MSRP of $88,070. The Challenger starts at $32,025 for the base SXT, while the SRT Hellcat starts at $63,530.

The Hellcat experience begins the moment you press the dash mounted Start button. The 6.2-liter supercharged V8 snarls to life, like Godzilla waking up from a bad dream. Put the palm-style shifter into drive and step on the gas and the power simply pours on. Step harder into the pedal and the Challenger starts pulling hard – really hard. Just when you think you’re going fast, things get even crazier as the whine from the supercharger overtakes the exhaust – and you get pushed further back into your seat. It’s an amazing rush of adrenaline and excitement, to say the least. Like with other SRT cars, the Hellcat can record lap times, quarter-mile times, reaction times and g-forces. From a standstill, 60 mph can be reached in just 3.6 seconds, and the quarter mile comes in just 11.8 seconds. Top speed is an estimated 203 mph.

While the Hellcat is all about going incredibly fast, it’s still a Challenger, which means it makes for a great regular driver with plenty of amenities, including heated and vented front seats and even a heated steering wheel. About the only impractical part about the Challenger Hellcat is its fuel economy – a dismal 13 mpg in town if your easy on the pedal (yeah, right) and a not-so-bad 21 mpg on the highway. Because of the low fuel-economy numbers, the Hellcat is slapped with a $2100 gas-guzzler tax.

For 2022, the top-of-the-line Challenger Hellcat Redeye gets a Jailbreak option which includes unique exterior and interior badging. Sad news comes next year as the 2023 model will be the final year of the Challenger in this form.

If you’re looking for the ultimate muscle-car feeling, you will not be disappointed with the Challenger Hellcat. In a straight line, it’s an absolute monster, with smoky burnouts available on demand. Inside, the Challenger’s large cabin, the accommodating trunk, nice infotainment system, along with other amenities including a surprisingly compliant ride make it an easy car to live with on a daily basis. With the Challenger’s days being numbers, the Hellcat is definitely the last of its breed.
— Christopher A. Randazzo
By The Numbers:

2022 Dodge Challenger SRT Hellcat Widebody

Base Price: $63,530.00
Price as Tested: $88,070.00
Layout: front-engine / rear-wheel drive
Engine: 6.2 liter V8 Supercharged
Transmission: eight-speed automatic
Horsepower: 717 hp
Torque: 656 ft-lbs.
EPA Fuel Economy: 13 city / 21 highway mpg

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Every time I step into the Mazda CX-5, I’m reminded why I always proclaim it as being one of the best compact crossover SUVs available. Small and agile, but practical and fun, it seems to check all the right boxes for anyone that enjoys spirited driving but must keep those responsibilities in check. And others also agree, as the CX-5 is the brand’s best-selling vehicle in the U.S.

Coming in above the pint-size CX-30 yet below the larger CX-9, the CX-5 continues to be a little sport-utility-vehicle with most of its emphasis on sport and less on utility. In fact, this year, Mazda debuted the CX-50, which is about the same size as the CX-5 but is styled and packaged for a more outdoorsy type of buyer. Mazda claims that the targeted audience for the CX-5 are young families who would rather have a sports sedan over an SUV but realize that they need some form of utility. Well, if that’s the case, the CX-5 is just what they are after.

Mazda offers two powerplants for the CX-5. The base engine is a 2.5-liter four-cylinder the rated at 187 hp and 186 lb-ft of torque. This engine powers the entry-level S, S Select, S Preferred, S Carbon Edition, S Premium and S Premium Plus. Optional is a more powerful version of the same engine – a turbocharged 2.5-liter Skyactive that makes 227 horsepower and 310 lb-ft of torque. The engine comes in the Turbo and Turbo Signature trim levels and is the same powerplant used in the larger CX-9. A six-speed automatic is the sole transmission available for the CX-5, regardless of engine. EPA rates the turbo CX-5 at 22 mpg in the city and 27 mpg on the highway. The base engine is rated slightly better at 24 mpg city and 30 mpg highway.

The S may be the base model, but it’s nicely decked out with 17-inch wheels, push-button ignition, 10.25-inch touchscreen display as well as blind-spot monitoring. Moving up to the S Select adds in keyless entry, power driver’s seat, heated front seats, dual zone climate control, and rear vents. The S Preferred makes the scene with a power liftgate, sunroof and power passenger seat. The S Carbon Edition is an S Preferred but with special paint and 19-inch wheels and either a red or black leather interior. The S Premium also gets 19-inch wheels, as well as adaptive headlights, different driving modes and a Bose audio system. The S Premium Plus gets fancy with a heated steering wheel, heated rear seats, a heads-up display and power folding mirrors.

On to the Turbo, along with the more powerful engine the CX-5 gets black wheels and a wireless charging pad. The Turbo Signature is the top-of-the-line CX-5 and gets LED ambient interior lighting, wood trim, 360-degree camera and parking sensors.

For 2023, the CX-5 becomes available with an all-new Rhodium White exterior premium paint color. The tester arrived as a Turbo Signature model.

For the average driver, the 187 hp Skyactive four-cylinder is adequate for the CX-5. But who doesn’t want more power? With the turbo and its 227 hp, and more importantly, the 319 lb-ft of torque it creates, it really makes this little SUV scoot. It can hit 60 mph in just a tick over 6 seconds – which, when compared to the base engine equipped CX-5, is about 2 seconds quicker.

While the power is nice, the highlight of the CX-5 continues to be in the handling department. Most crossover SUV makers don’t focus much on handling, but Mazda does, and it shows. Equipping the CX-5 with G-Vectoring Control Technology, this system enhances steering response through subtle engine-torque manipulation. Basically, as you steer into a corner, the system automatically reduces torque ever so slightly to induce a small load transfer to the front axle, thus eliminating any compliance in the suspension and allowing very precise driver inputs. Sounds complicated? It is – but it works – the CX-5 stays flat in corners yet still delivers a smooth and comfortable ride. Find a long winding road, get up to speed and you’ll discover that the CX-5 is downright fun and confidence-inspiring to drive.

Inside, the cabin of the CX-5 is nice, simple yet impressive. Done in typical Mazda fashion, the controls and displays are all easy to see and have a solid feel to them. Nothing cheap in here. Small, but useful things like a power rear lift gate, rear seats that fold flat (and can recline as well) are a nice welcome.

Pricing for the CX-5 continues to remain an attractive point. With a base price starting just at $27,975, my fully loaded all-wheel drive Turbo Signature model carries with it an MSRP of $41,655. While not chump change, you do get a lot with the CX-5, like its good looks, great handling abilities and its decent fuel economy. Throw in the smiles per miles you’ll get as you drive it, and you’ll quickly see why the CX-5 is the zoom-zoom of compact SUVs.
— Christopher A. Randazzo
By The Numbers:

2023 Mazda CX-5 Turbo Signature AWD

Base Price: $39,650.00
Price as Tested: $41,655.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter turbocharged Skyactiv inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 lb-ft
EPA Fuel Economy: 22 city / 27 highway mpg

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

If you’re the kind of driver that wants a vehicle to do as much of the driving for you as possible, well, the new 2022 Toyota GR86 isn’t for you. However, if you’re an enthusiast who enjoys being totally involved in every aspect of the driving experience, read on.

In an automotive age where autonomous and electric vehicles are all the range in the industry, small, sporty, rear-wheel drive coupes built with entertainment as its main priority just seems out of place. But that is just what the GR86 is all about. Back in 2012, Toyota teamed up with Subaru to create a small affordable 2+2 sports coupe. The result was the Scion (a division of Toyota) FR-S and the Subaru BRZ. Both cars were nearly identical, sharing the same Subaru naturally aspirated boxer (flat) four-cylinder engine. When the Scion brand was cancelled in 2017, the FR-S was rebranded as the Toyota 86.

Now for 2022, the 86 (and its Subaru clone) have been redesigned and have received some major enhancements, including a new name for the Toyota version, which is now called the GR86.

The GR86 (GR is in reference to Toyota’s Gazoo Racing team) style has changed slightly but is still recognizable and continues with its long hood flanked by oversized fender flares. It’s front fender and side sills as well as the rear spoiler appear to mimic that of Toyota’s other sports car, the Supra. Overall, the GR86 is a good-looking, well-proportioned car.

Like its predecessor, the GR86 uses a horizontally opposed four-cylinder engine up front to power its rear wheels. But displacement has grown from 2.0 liters to 2.4 liters, thus increasing horsepower from 205 hp to 228 hp and torque reaching 185 lb-ft, up from 157 lb-ft. While the GR86 still doesn’t produce huge amounts of power, the increase is a nice welcome and is noticeable. As before, the GR86 can be had with either a six-speed manual transmission or a six-speed automatic.

Inside, the GR86 features a simple, no-frills interior, which seems like a total contrast to most cars today. The cabin feels as if it is there to serve a purpose – nothing more, nothing less. The deeply sculpted seats are firm and heavily bolstered yet are quite comfortable. The dash sports all the vital gauges in a simple digital display, and the center stack houses the touchscreen and climate control systems. The GR86 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 put the shifter into gear (the tester is equipped with the automatic transmission) and you’ll swear the GR86 is as athletic and poised as Josh Allen is 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. But the excellent steering and tight suspension does come at a small price – the ride is stiff and road noise is high.

The added horsepower may not sound like much on paper, but it is a meaningful improvement in a 2850-pound car. The extra power enables the GR86 to hit 60 mph nearly a second quicker, in about 5.5 seconds for the manual-equipped cars. Automatics can do the same sprint in about 6-seconds. Along with the bump in power, the engine is livelier, more responsive, and eager to hit its 7500-rpm redline. The sounds emitted through its exhaust are great too, minimizing the need of an audio system.

The GR86 is available in two trim levels. The Base, which starts at $28,725, comes with 17″ wheels, dual-zone climate control and an 8” touchscreen infotainment system. Move up to the Premium and the GR86 is fitted with 18″ wheels (along with performance tires), heated seats, aluminum pedals and a blind spot monitor system. The tester is the latter and carries an MSRP of $33,220.

The GR86 is a plain and simple back-to-basics sport coupe. Since day-one it has always been a small, inexpensive, lightweight, fun-to-drive car, and this new iteration of it follows that same recipe. In a time when manufactures are focusing on automatically doing this and that, it’s rewarding to be able to find a vehicle that focuses on making the most out of a driving experience. The Toyota GR86 is everything you could ask for in an entry-level sports car.
– Christopher A. Randazzo

By The Numbers:

2022 Toyota GR86 Premium

Base Price: $31,800.00
Price as Tested: $33,220.00
Layout: front-engine / rear-wheel drive
Engine: 2.4 liter flat (Boxer) four- cylinder
Transmission: 6-speed automatic
Horsepower: 228 horsepower
Torque: 185 ft/lbs
EPA Fuel Economy: 21 city / 31 highway

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

This was bound to happen. Last year, Mazda announced that their smallest crossover, the CX-3, would be no more after the 2021 model year. As sad as it was to see it go – it made sense. In 2020, Mazda came out with the CX-30, another subcompact SUV that competed right alongside the CX-3. And with the CX-30 being the more powerful, more spacious, and more luxurious of the two, the writing was on the wall to wave goodbye to the CX-3.

For 2022, the CX-30 continues, but now filling in the role as being the smallest SUV in the Mazda lineup.

The CX-30 fits right below the CX-5 and CX-50 SUVs, and in many ways looks like a taller, more rugged Mazda 3 hatchback. Which is understandable, for underneath it’s sheetmetal, it is essential a Mazda3.

When the CX-30 made its debut, the only available engine was Mazda’s 2.5-liter Skyactive four-cylinder rated at 187 hp and 186 lb-ft of torque. Last year, Mazda made the turbocharged version of the 2.5 (the same engine used in the CX-5, CX-50 and the larger three-row CX-9) optional. Now for 2022, all-wheel drive has become a standard feature on every CX-30.

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

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

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

Just like 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 it moves with such fluid and grace, making it a pleasure to pilot on twisty roads. When simply cruising, it provides an excellent sense of stability. The turbocharged engine, which is how the tester came, provides the CX-30 with 227 hp and 310 lb-ft of torque which, along with its excellent handling dynamics, really makes for a fun driving little SUV. With an abundance of low-end torque, the CX-30 with the turbo engine is the quickest vehicle in its class, achieving sub-6 second 0-60 mph times and outrunning the likes of the Hyundai Kona, Kia Soul, and Subaru Crosstrek.

Choosing a CX-30 can be challenging as there are no fewer than eight trim levels to pick from. The 2.5 S, Select, Preferred, Carbon Edition (new for 2022) and Premium all come with normally aspirated 2.5-liter engine. The 2.5 Turbo, 2.5 Turbo Premium and the 2.5 Turbo Premium Plus all come with the boosted engine. All CX-30s use a six-speed automatic transmission and come with all-wheel drive.

Pricing for the 2022 Mazda CX-30 starts right at $23,725 for the base model, with the top-of-the-line Turbo Premium Plus carries a price tag of $35,925.

There are a lot of good subcompact SUVs to choose from. But if you want a subcompact SUV that is not only good, but is luxurious, athletic, engaging, and just plain fun to drive, the choice is a lot easier – the Mazda CX-30.
— Christopher A. Randazzo
By The Numbers:

2022 Mazda CX-30 Turbo Premium AWD

Base Price: $32,800.00
Price as Tested: $34,545.00
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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The Lexus LC 500 is one of the most beautiful cars to be produced by the luxury Japanese automaker. So how do you improve on it? You make it a convertible. And last year, that’s exactly what Lexus did – they managed to take everything we love about the LC coupe and offer open-sky driving while still maintaining a high level of luxury. This week we look at the 2022 Lexus LC 500 Convertible.

Built on the same platform as the LS 500 sedan, the LC 500 is a luxury sport coupe (or convertible) that shares many components from the brands flagship vehicle. But one thing it doesn’t share from the LS is its turbocharged V6 powertrain. Instead, the LC turns to its high-performance siblings, the RC F and utilizes the same 5.0-liter V8 that produces 471 horsepower and 398 pound-feet of torque, all of which is routed through a 10-speed automatic transmission connected to the rear wheels.

Just glance at the LC 500 and you know you’re looking at something special. It’s a very contemporary design with sleek bodywork that includes a long sloping hood, flush doors, and as a convertible – it looks great with either the top up or down. Up front is the familiar Lexus spindle grille, while at the rear, the taillights seem to disappear into the trim when they are not in use. From just about every angle, it’s a gorgeous car – and one that easily gets noticed.

Inside, the glamour continues. Door panels are draped in Alcantara and have unique door handles that look as if they are floating. The leather is ultra-soft, and all the controls, dials and switches have a good, solid feel to them – nothing cheap here. In fact, it doesn’t feel like a car interior, but more like an art exhibit. The one setback – the touchpad controller is still there. To control the infotainment system along with the various vehicle settings, you must use your finger on a pad to move a cursor on the screen (the screen isn’t a touchscreen). Lexus has been phasing this system out on most of their other vehicles, replacing it with a more user-friendly touchscreen, but it seems as if the LC is last on the list to receive the enhancement.

Approach and unlock the LC and the door handles pop out for you to grab. Even before sitting in the extremely comfortable seats, there is no denying this is something special. Fire up the V8 and hear the calm, but slight snarl of the 8 cylinders exploding in front of you. Accelerating through the 10 gears, it’s easy to appreciate the engine. It revs effortlessly and the louder it gets, the more wonderful it sounds. There are no turbos or superchargers to disrupt the flow, just pure naturally aspirated power. It’s practically old-school technology, but in a modern way. Going all out, figure zero-to-60-mph runs in the mid-four-second range. Five driving modes let you dial in exactly how you want your journey to be – from Eco to Comfort to S Sport +, the LC 500 will meet all your driving moods.

And if one of those moods includes open-air driving, the LC 500 convertible will oblige. Top-down driving is just a push-button and 15 seconds away. You can even open it at speeds up to 30 mph. The fully sound-deadened fabric top folds nicely in the trunk – out-of-sight. And with the sun on your face and the wind in your hair, you’ll feel like you own the world cruising around in the drop-top LC 500. To enjoy that feeling as much as possible even when it’s cold outside, vents have been placed at the top of the front seats that blow warm air on your neck, to help keep you toasty.

The LC 500 convertible is an easy car to drive and enjoy. Other than the occasional quiver that gets transmitted to the steering wheel when driven over flawed roads, the LC 500 minus its roof feels just as solid as the coupe version. There is a slight increase of road noise emanating through the convertible soft top, but it’s hardly noticeable. Room for luggage and backseat passengers are both nearly nonexistent, so travel light and keep the passenger count to one.

Beautiful, elegant, flashy, and luxurious can also be expensive and the LC 500 convertible is just that. Base price is just over the century mark at $101,100. Toss in some options like the tester, which include a heads-up display and a Touring Package (21-inch wheel, Mark Levinson sound system) and you’re facing an MSRP of $112,075.

The LC 500 Convertible is a marriage of styling, performance, and luxury. Whether you’re driving it, riding in it, or just looking at it – it’s one of those rare cars that brings a smile to just about any face.
— Christopher A. Randazzo

By The Numbers:

2022 Lexus LC 500 Convertible

Base Price: $101,100.00
Price as Tested: $112,075.00
Layout: front-engine / rear-wheel drive
Engine: 5.0 liter V8
Transmission: 10-speed automatic
Horsepower: 472 hp
Torque: 398 ft/lb
EPA Fuel Economy: 15 city / 25 highway mpg

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The compact luxury SUV market is the most competitive luxury segment around, with more than 12 different vehicles to choose from. With all the choices, automakers better be on top of their game. The Lexus NX, out since 2015, initially was a top seller in the market, but has since seem to have lost some of its spark. That’s what seven years with no significant changes will do. But that’s all in the past, because for 2022, the NX is completely new and better than ever.

For this second-generation NX, Lexus has really expanded the NX lineup. While it is still based off of the Toyota RAV4 platform, it now offers the NX in four different trim levels. The NX250 and NX350 are gas powered versions while the NX350h and NX450h+ are hybrids.

Having been in an NX350 earlier this year, this week Lexus has me in a hybrid version of the NX, the NX350h.

The exterior of the Lexus is more streamlined than the model it replaces. Upfront, the big grille is back. But the big news is at the rear, where starting with this NX, the Lexus badge will no longer appear. Instead, the Lexus name will be spelled out across the hatch door. Lexus will eventually span this new design feature across all their models.

The cabin design of the new NX is a huge leap forward from the one it replaces. It’s simpler, nicer, more functional, and more luxurious. First and foremost, the dreaded infotainment touchpad that plagued the previous NX is gone. Instead, there is a huge 14-inch touchscreen (standard is a 9.8 inch) that is canted towards the driver and is easily within reach. There is also a heads-up display, wireless charging, and standard wireless Apple CarPlay and Android Auto.

All the switchgear is new as well. From the buttons on the center console to those on the steering wheel, you will be hard pressed to find anything that was taken from the previous NX. Even the doorhandles, both inside and out, are new and unique. On the outside, they are touch-sensitive and on the inside, you just push the doorhandle button and the door pops open.

The recommended Luxury package really brings the NX up a notch by including quilted leather upholstery, cloud-connected navigation, interior ambient lighting with 64 different colors, 20-inch wheels, four-way adjustable lumbar support for the driver, and adaptive headlamps. Other features available on the NX include a panoramic sunroof and heated rear seats.

One area where the previous NX excelled at was interior cabin room, and the new NX continues that trend. In fact, the new NX offers slightly more passenger room in the rear seat. Behind the rear seat, cargo space is also slightly increased.

When it comes to hybrids, nobody knows them better than Toyota and Lexus. The NX350h benefits from a 2.5-liter four-cylinder hybrid engine pumping out a combined 239 horsepower, with the engine providing 167 pound-feet of torque. Equipped with 2 electric motors, one being on the rear axle means all NX350hs are all-wheel drive. This translates to an EPA-estimated 39 mpg combined city and highway (41 mpg city / 37 mpg highway). If more power is wanted, the NX450h+ offers 304 hp and can be plugged in to provide about 37 miles of all-electric driving. After that, it gets a combined 37 mpg.

As with most hybrids, there isn’t a lot of thrills behind the wheel of the NX, but it does provide a quiet and pleasant drive. The steering is on the light side, the suspension is soft and plush, and the brakes stop it perfectly, all making the NX350h an excellent driving luxury SUV with no fuss.

The NX has never been a flashy SUV, and even in its redesigned form, it still won’t stand out in a crowd. But it covers all bases when it comes to comfort, luxury, technology, and efficiency. For buyers that want Lexus luxury yet don’t want to sacrifice fuel economy or utility, the NX350h checks all the boxes.

– Christopher A. Randazzo
By The Numbers:

2022 Lexus NX350h Luxury

Base Price: $ 48,500.00
Price as Tested: $ 55,455.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter inline 4- cylinder with electric motor
Transmission: CVT automatic
Horsepower (total): 239 hp
Torque: 167 lb-ft
EPA Fuel Economy: 41 city / 37 highway mpg

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Every time I get behind the wheel of a Mazda SUV, I’m reminded why I like them so much. Small and agile, but practical and fun, they seem to check all the right boxes for anyone that enjoys spirited driving but also has responsibilities to look after. For 2023 Mazda is adding another SUV to the lineup – the CX-50. It’s only a smidgen larger than CX-5 and uses the same engine, but oddly enough, it doesn’t replace the CX-5, giving buyers a choice between the CX-5 and the CX-50. Let’s look at the CX-50 and see what it’s all about.

The 2023 Mazda CX-50 is an all-new small SUV that is just 6.7 inches longer and 3.1 inches wider than its CX-5 sibling. But it is an inch higher off the ground and has a slightly more rugged look by way of its more pronounced fenders. And with more than 8 inches of ground clearance (as well as an Off-Road drive mode), the CX-50 offers improved off-road and towing capabilities compared to the CX-5.

The engine lineup for the CX-50 mimics that of the CX-5. The base engine is a 2.5-liter Skyactive four-cylinder, rated at 187 hp and 186 lb-ft of torque. Higher trim levels get treated with a more powerful version of the same engine – a turbocharged 2.5-liter Skyactive that makes 227 horsepower and 310 lb-ft of torque. If you want even more power, switch over to premium fuel and those numbers rise to 256 and 320 respectively. A six-speed automatic is the sole transmission available for the CX-50. One major difference between the CX-50 and CX-5 – all-wheel drive is standard on all CX-50s.

The CX-50 is available in no fewer than 10 trim levels, 6 of those come with the base engine while the upper 4 trim levels, the Turbo, Turbo Meridian, Turbo Premium and Turbo Premium Plus utilize the more powerful engine. The tester was a top-of-the-line Turbo Premium Plus.

Inside the 5-passenger CX-50 is an interior familiar to the CX-5 as well other Mazda vehicles. The controls have a solid feel and are easy to use. The 10.25-inch center display isn’t a touch screen but is controlled through a dial on the center console. In typical Mazda fashion, the volume control is also placed on the center console. These controls do take some getting used to, but after a short time they become second nature. The backseat offers decent room for adults and shouldn’t offend anyone. The CX-50 can carry 31.4 cubic feet of cargo behind the second row and that increases to 56.3 cubic feet with the 60/40-split rear seats folded down. Unfortunately, this puts the CX-50 near the bottom of the small crossover SUV class in terms of cargo capacity.

Like nearly all other Mazda’s, the highlight of the CX-50 is in the driving department. Power from the turbo-four is plentiful – able to hit 60 mph in just a tick over 7 seconds. But its real asset is the way it handles. Equipped with G-Vectoring Control Technology, the CX-50 has minimal body roll and it’s quick, responsive steering helps make it feel as if it’s glued to the road. With the strong engine and excellent road manners, driving the CX-50 is an entertaining adventure.

The 2023 Mazda CX-50 starts at $28,025 for the entry level S model. The tester had an MSRP of $43,170. When similarly equipped, there is about a $1,000 difference between the CX-50 and the CX-5 – the CX-50 being the more expensive of the two.

The CX-50 goes up against the Honda CR-V, Kia Sportage, Hyundai Tucson, Subaru Forester, Toyota RAV4, as well as the CX-5. This is a tough market to play in, as all are excellent choices. But for those seeking a vehicle that is more fun and engaging to drive, the Mazda’s are the way to go. And between the two, the CX-50 appears to be the more adventurous one.
— Christopher A. Randazzo
By The Numbers:

2023 Mazda CX-50 Premium Plus AWD

Base Price: $41,550.00
Price as Tested: $43,170.00
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: 23 city / 29 highway mpg

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When the Lexus brand was born in 1989, two models were introduced – the flagship LS
sedan and the entry-level ES sedan. Since then, we have seen models come and go from
the luxurious automaker, but both the LS and the ES have stood the test of time. This
week we look at the 2022 Lexus ES.

Today’s ES comes in two variations – the regular ES350 and the hybrid version, the
ES300h. Both share the same appearance, unless you opt for the F Sport package which
adds a black mesh grill and trucklid spoiler. The ES, which once looked like nothing
more than a rebadged Toyota Camry, now carries on more of the traditional Lexus lines –
and even resembles the larger LS from certain angles.

Going with the ES350 gets you a 3.5-liter V6 engine under the hood and done the old-
fashion way – naturally-aspirated with no turbochargers. It makes a healthy 302 hp and
267 lb-ft of torque while an eight-speed automatic transmission sends that power to the
front wheels. While the F Sport package doesn’t add any additional power, it does include
19-inch wheels, an adaptive variable suspension and various driving modes.

The ES350 that Lexus has me driving this week does include the F Sport package, as well
as the Navigation and Mark Levinson Audio Package, bringing the total MSRP to
$53,510. Starting price for the ES350 is $42,025.

From my previous experiences with the ES, I’ve always determined it to be a nice,
smooth luxury vehicle but lacking in terms of sportiness, so I was anxious to see how the
F Sport package changes the ES’s demeanor. On my initial drive, switching to Sport+
mode, I could easily feel the steering wheel tighten up and the ride getting firmer. The
exhaust note also becomes more aggressive. The tighter suspension makes the ES carve
through corners with more confidence and adds some entertainment to what is typically a
ho-hum driving experience. A little extra power would be a nice welcome, but as-is the
ES350 can dart to 60 mph in about six seconds, so it isn’t slow by any means. Besides the
Sport + mode, drivers can select from Sport, Normal, Eco and Custom driving modes. In
all, the F-Sport package certainly makes the ES sportier but doesn’t necessarily transform
it into a sports sedan.

But the ES has always been known for its appealing interior and this current one doesn’t
disappoint. And while the ES may be considered the “entry-level” luxury car in the Lexus
brand, there is nothing entry-level about today’s ES. Open the ES and the door panels and
center console are all wrapped in indulgent and cushiony leather that looks so soft you
just have to touch it to believe it. And if it’s not covered in leather, it’s probably set in
wood (or both like the steering wheel). New for 2022 is the infotainment screen – which
is now an actual touchscreen. Prior to this year, the screen had to be used with a
touchpad-controller, which many drivers didn’t like. The touchpad-controller remains for
the few that liked it, but I’m sure most will simply touch the screen. To the left of the
touchscreen is the signature Lexus analog clock.

The gauge cluster is nicely done and changes with each drive mode. A round tachometer
and digital speedometer sit in the middle and at the push of a button on the steering wheel
slides the center display to the right to reveal even more, less important information. The
Mark Levinson sound system is made up of 17 speakers and 1800 watts.

The back seat is very roomy and passengers seated there get air-conditioning vents, a
power outlet, two USB ports, and a fold down armrest with a pass through to the trunk.
The one drawback to the ES is that the back seat does not fold down to increase trunk
storage. The trunk is capable of holding up to 17 cubic feet of cargo.

The current ES has been around since 2019 and for 2022, along with the new
touchscreen, it receives a new grill and LED headlights.

The ES sure has come a long way from its start back in 1989. Back then it was a
rebadged Camry that was even available with a manual transmission. Today, the 2022
ES350 has grown, matured, and gained a strong fan base. Yes, the ES has changed quite a
bit over the years, but one thing that wonít change is its appeal to buyers who want the
very best in the entry-level luxury car market.
– Christopher A. Randazzo
By The Numbers:

2022 Lexus ES350 F Sport

Base Price: $ 45,450.00
Price as Tested: $ 53,510.00
Layout: front-engine / front-wheel drive
Engine: 3.5 liter V6
Transmission: 8-speed automatic
Horsepower: 302 hp
Torque: 267 lb-ft
EPA Fuel Economy: 22 city / 31 highway mpg

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

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

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

For 2022, it benefits from a revised front end, including a larger grille and rear fascias to enhance its look even further and bring the car visually in line with the G80 and G90.

The entry-level G70, called the 2.0T, comes with a turbocharged 2.0-liter four-cylinder engine that makes 252 horsepower and 260 lb-ft of torque, and offers a nice blend of performance and efficiency at an affordable price, which starts at $39,000. Enhanced performance can be found in the 3.3T and 3.3T Launch Editions, where power comes from a turbocharged 3.3-liter V6 engine, producing 365 hp and 376 lb-ft of torque. Last year, the four-cylinder could be had with a six-speed manual transmission – but that has been dropped for 2022, meaning both engines make do with an eight-speed automatic transmission. Rear-wheel drive is standard, but all-wheel drive can be added to any G70.

The tester was a 3.3T with rear-wheel drive and was fitted with the Sport Prestige package that includes a microfiber headliner, heated rear seats and a heads-up display. It carried an MSRP of $51,445.

The cabin of the G70 is quite impressive thanks to an updated dashboard design and larger infotainment screen. The upscale interior is very attractive with the dash, doors and center consoles all made of high-quality materials with no signs of cheapness to be found. Replacing last year’s 8-inch touchscreen display is a newer 10.25-inch display.

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

With the turbocharged V6, the G70 is a fast, fun car. Change the drive mode to Sport and feel the seat bolsters tighten up and the exhaust change to a more aggressive note and enjoy the drive. The 365 horses under the hood make the G70 capable of hitting 60 mph in less than 5 seconds and it does it with ease thanks to the 376 lb-ft of torque that is on tap. It takes corners and turns with little body roll and has a balanced ride and good handling characteristics. Its suspension smoothes out most uneven surfaces and remains composed in most road conditions.

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

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

— Christopher A. Randazzo

By The Numbers:

2022 Genesis G70 RWD 3.3T Sport Prestige

Base Price: $42,100.00
Price as Tested: $51,445.00
Layout: front-engine / rear-wheel drive
Engine: 3.3 liter turbocharged V6
Transmission: 8-speed automatic
Horsepower: 365 hp
Torque: 376 ft-lbs
EPA Fuel Economy: 18 mpg city / 27 mpg highway

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

It has been nearly a decade since we have seen an all-new full-size pickup truck from
Toyota – an eternity in this market. But the wait appears to have been worth it, as the all-new 2022 Toyota Tundra is here, and it is making a bold statement.

The new, from the ground-up, Toyota Tundra screams ìone big tough truckî ñ and it is.
Built in Texas and named after a freezing arctic region, Toyota has gone all out by giving
the Tundra a new frame, a new rear suspension, new powertrains, and a more modern
interior.

Like Tundras before it, the new Tundra is a four-door pickup truck offered in extended-
cab (Double Cab) and crew-cab (CrewMax) along with three bed sizes coming in at 5.5
feet, 6.5 feet, and 8.1 feet. And with its seven trim levels, it covers the needs of worksite, business, off-road, and high-class suburbia.

Compared to the old model, the new Tundra has a more modern, cleaner look. The
massive grille is a standout feature – and varies for each trim level. Other innovative
design elements include black hood vents, sharp character lines, and a high beltline. At
the rear, the tailgate is unique, featuring an inward slant at the top. As for size, while the new Tundra shares the same wheelbase as the outgoing model, the length of the 2022
Tundra is 4.7 inches greater. It is also slightly wider and taller than that of the 2021
Tundra.

Under the hood, the changes continue. The new Tundra is powered exclusively by a twin-
turbocharged V-6 engine, thus making it the only full-size pickup in the half-ton segment
without a V-8 engine option. Three flavors of the engine are offered – the base version of
the engine comes with either 348 or 389 horsepower, depending upon the model, while a
more powerful hybrid-version, using a battery located under the rear seats to power an
electric motor produces 437 horsepower with 583 pound-feet of torque. All Tundraís
utilize a 10-speed automatic transmission and either rear-wheel drive or four-wheel drive.

Inside, the Tundra’s straightforward interior layout and overall ease of use will leave an
impression. The standout feature is the new multimedia system, which is five times faster
than the one in the 2021 Tundra. Shared with the one Lexus is now using, this
infotainment system is offered with either a standard 8-inch or available 14-inch
touchscreen, and has many useful features, such as Apple CarPlay and Android Auto
smartphone integration. The materials used on the center console, dash, and doors are
much nicer than what was used in the previous generation. Although the size of the cabin
is about the same as the previous model, the new Tundra feels more spacious. One thing
missing is an option for a front bench seat – the new Tundra comes only with front bucket
seats, so maximum seating decreases to five.

With seven trim levels, there is a Tundra to fit every need. The base is the SR which gets
18-inch steel wheels along with the engine rated at 348 hp. Nothing fancy but makes for a
good solid work truck. Going with the SR5, the engine power is increased to 389 hp and
adds in alloy wheels and comes with interior creature comforts like a rear center armrest
and cupholders. The Limited brings with it 20-inch wheels, simulated leather interior,
heated and vented seats, dual climate control and the larger 14-inch center touchscreen.
The Platinum gets genuine leather, digital instrumentation, JBL audio system and rear
door sunshades. The 1794 Edition is the same as the Platinum, but with special badges
and accents that pay tribute to the famous ranch where the Tundra is built. The TRD Pro
is decked out like the Limited, but with a focus on off-road use. It gets TRD 18-inch
wheels (on 33-inch tires), a 1-inch suspension lift, skid plates, Foxdampers, a rear locking
differential and crawl control. For those wanting the nicest Tundra available, the
Capstone is the way to go. It gets power-deploying running boards, a heads-up display,
and Capstone-exclusive exterior and interior trim pieces. The more powerful hybrid
engine is available on the Limited, Platinum and 1794 Editions, and standard on the TRD
Pro and Capstone trim levels.

The tester provided for this review was a TRD Pro dressed in a very look-at-me Solar
Octane (bright orange) exterior. It carried an MSRP of $69,315.

While the lack of a V8 may be bothersome, the turbocharged 3.5-liter V6 turned out to be
more than a suitable replacement. The non-hybrid 389 hp version of the V6 makes 8
more hp and 78 more pound-feet of torque (as well as better fuel economy) over last
yearís 5.7-liter V8 – and takes just 6 seconds to hit 60 mph, about a half-second quicker
than its predecessor. And with the hybrid engine, the new Tundra is even quicker still,
able to achieve that feat in just five and a half seconds. The EPA rates the TRD Pro at 18
mpg city and
20 mpg highway.

Another key change Toyota made to the Tundra is its rear suspension to improve on-road
performance. Rather than use the traditional leaf-spring rear suspension that is used in
most full-size trucks, the Tundra now joins the Ram 1500 as the only trucks in this class
to use rear coils. This smoothes out the ride without compromising the Tundra’s tow
capacity which comes in right at 12,000 pounds, an improvement over the previous
model’s 10,200-pound towing capacity. For payload, the 2022 Tundra can haul up to
1,940 pounds, while the 2021 Tundra had a capacity of up to 1,730 pounds.

As you can see, the new Toyota Tundra is a much better, more capable truck than the
model it replaces. With its more modern design, a powerful new hybrid powertrain,
higher towing and payload capacities and an all-new interior, the 2022 Tundra has much
to offer for full-size pickup truck buyers. It is doubtful Chevy, Ford and Ram owners
would ever consider the Tundra, as the full-size truck market is very loyal, but for Toyota
owners, the Tundra will most likely be their truck of choice.

– Christopher A. Randazzo

By The Numbers:

2022 Toyota Tundra TRD Pro 4X4

Base Price: $66,805.00
Price as Tested: $69,315.00
Layout: front-engine / four-wheel drive
Engine: 3.5 liter Twin Turbo V6 w/ electric motor
Transmission: 10-speed automatic
Horsepower: 437 horsepower
Torque: 583 ft/lbs
EPA Fuel Economy: 18 city / 20 highway mpg

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