Automotive

When it comes to luxury SUV’s it’s hard to look past the Cadillac Escalade. For the past
two decades, Cadillac’s flagship vehicle has been a modern-day icon known for its size,
power and luxury. Last year the Escalade was redesigned, and recently I was privileged
to be in one to see just how grand this SUV really is.

If you thought the last generation Escalade was big, wait until you see this current one.
Being larger than its predecessor, this fifth generation Escalade boasts even more
passenger room in its second and third row seats. Its exterior design continues at what the
Escalade has done so well at – provide a brash, in-your-face excess statement. There is no
subtlety here, just a huge grille with plenty of sheet metal behind it. Like Escalades
before it, the current one is clean, simple, huge and easily recognizable for what it is.

Inside, Cadillac has addressed what has been considered a weak point in previous
Escalades – the quality of its interior materials. Now for the first time ever, an Escalade
interior can back up its six-figure price tag. Supple leather, lacquered wood and
aluminum brightwork cover every surface. The dash now uses the latest in screen
technology: OLED (Organic Light Emitting Diode) which provides for a sharper and
more colorful image over the popular LCD screens.

When it comes to interior room, the Escalade can’t be beat. All three rows are large
enough for adults and the wide doors, accessible grab handles and power running boards
make getting in and out of the large SUV simple.

Carrying over from the previous generation is the powertrain, and for good reason. It’s
hard to find fault with the mighty 6.2-liter V-8. Mated to a 10-speed automatic
transmission, it makes a healthy 420 hp and 460 lb-ft of torque and sounds great doing it.
As in the past, the Escalade is offered in rear or four-wheel-drive models.

Underneath all that sheetmetal is an all-new chassis and an independent rear suspension.
While the Escalade continues to be a body-on-frame vehicle, it no longer uses a pickup
truck live axle. Instead, it uses a more compact multilink design. Options are air springs
and adaptive magnetic dampers.

When behind the wheel of the big Cadillac, you never forget how big it is. Thankfully,
the big V8 provides plenty of power to easily get the Escalade up to speed. The ride won’t
disappoint either as it’s soft and smooth. The Escalade doesn’t toss easily into corners due
to its size, but glides into them and the large 22-inch wheels and new suspension makes
for a confident driving experience.

The amount of high-tech that Cadillac has injected into the Escalade is impressive. The
digital instrument cluster and large infotainment screen that uses the above-mentioned
OLED screens are stunning. Then there is the sound system. In the Escalade, Cadillac has
ditched the Bose system, replacing it with an optional 36-speaker AKG Studio Reference
stereo that makes it feel and sound as if the band is in the third-row seat playing live.

Another impressive piece of technology is Cadillacís Super Cruise. This system is the
first true hands-free driving-assistance technology available for select American
highways. With Super Cruise, you set the cruise control as normal, then engage Super
Cruise and let the Escalade do the rest. You can take your hands off the wheel and the
Super Cruise will handle all the turns and curves it comes across. It can even change
lanes for you if you desire (by turning on your blinker). All that is required by you is that
you continue to look down the road. While this isn’t a full autonomous system, it is close
to it, and should free the driver from a lot of stress on long road trips as he no longer has
to continuously steer the vehicle.

As expected, the Escalade doesn’t come cheap. Base price is just under $88,000, but tack
on all the good stuff like the sounds system, Super Cruise, the nice suspension, and you’re
looking at over $100,000, or in the case of the tester, $105,915.00.

After more than 20 years, the Cadillac Escalade has earned in place in the automotive
market. It’s not without its faults, but being big and bold aren’t any of them. Throw in all
the creature comforts and luxury features, and it’s easy to see why the Cadillac Escalade
is one of the best luxury SUVs in the world.
— Christopher A. Randazzo
By The Numbers:

2022 Cadillac Escalade 4WD Premium Luxury

Base Price: $67,895.00
Price as Tested: $105,915.00
Layout: front-engine / four-wheel drive
Engine: 6.2-liter V8
Transmission: 10 ñ speed automatic
Horsepower: 420 hp
Torque: 460 ft-lbs
EPA Fuel Economy: 14 city / 19 highway mpg

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We already know that the movie “Top Gun Maverick” is a hit. But there is another Maverick that is also a big hit, and rather than flying through the skies at insane speeds, this Maverick rolls through the streets at a leisurely pace. Let’s take a look at Ford’s newest pickup truck, the Ford Maverick.

If the Ford Maverick name sounds familiar, that’s because it existed back in the 1970’s as a compact car. While this new pickup truck from Ford shares no resemblance to that car, one thing it does have in common is that it is a compact vehicle. The 2022 Maverick comes in below the Ford Ranger and of course, Ford’s shining star, the F-150. Not only is the Maverick smaller than the two other trucks from Ford, it’s vastly different from the others as it uses a unibody construction rather than a body-on-frame that the F-150 and Ranger use (as well as most other pickups on the market). In fact the Maverick is based off of the Ford Escape and Bronco Sport SUVs.

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

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

There are 3 trim levels available for the Maverick. Base is the XL which is pretty simple with its steel wheels and cloth interior. It does come with an 8-inch touchscreen and Apple CarPlay and Android Auto, so if those are the only necessities needed, the XL is good choice, especially with it’s under $21,500 price tag. If you want a little nicer Maverick, opt for the XLT which adds alloy wheels, an upgraded interior and a power locking tailgate. The top-of-the-line Lariat equips the Maverick with keyless entry and pushbutton start, dual zone climate control, leather-like upholstery, a power driver’s seat and a power rear window. The Maverick comes standard as a front-wheel drive vehicle, but all-wheel drive is available. There is even an FX4 Off-road package that adds in all-terrain tires, hill descent control and skid plates.

The tester was a base XL and while it did look pretty cheap, I kept reminding myself of its $21,490, which in today’s car market is a steal.

The Mavericks small size and specifications makes it sound like an ideal city runabout. It is, but with the no-frills interior and the way it drives, the Maverick feels surprisingly very truckish. The ride is stiff, the steering is vague and there is a fair amount of body roll when going into turns. These are not necessarily faults, just the typical characteristics of a pickup truck. Power from the hybrid powerplant is ideal, needing just under 8 seconds to reach 60 mph. The turbocharged four-cylinder is said to drop 2 seconds off that mark.

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

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

In a world where today’s midsize trucks are as big as yesterday’s full-size trucks, the Ford Maverick is certainly a nice welcome. It’s perfect for those people who just want a small truck that can haul cargo while still being maneuverable enough to tackle crowded city streets. Keeping that in mind, the Maverick, just like the move, it’s bound to be a hit.

– Christopher A. Randazzo

By The Numbers:

2022 Ford Maverick XL FWD

Base Price: $19,995.00
Price as Tested: $21,490.00
Layout: front-engine / front-wheel drive
Engine: 2.5 liter four-cylinder with Hybrid electric motor
Transmission: CVT automatic
Horsepower: 191 hp
EPA Fuel Economy: 42 mpg city / 33 mpg highway

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

Everyone seems to be aware of the Ford Raptor – the performance-focused F-150 that can literally go anywhere and get there quickly. But Ford has another dedicated off-road model that bundles some of the Raptor’s styling and off-road goodies in a package that doesn’t scream “look at me.” Called the F-150 Tremor, it can be described as the Raptors shy little brother.

Offered only in the SuperCrew body style with the 5.5-foot bed, the F-150 Tremor is powered by a 400-hp twin-turbo 3.5-liter V-6 and comes with a 10-speed automatic transmission. This is similar to the Raptors powerplant but is about 50 hp shy of the Raptors output.

Besides being an F-150 like the Raptor, the F-150 Tremor has some Raptor styling cues to help it stand apart from other F-150s. While the bulging fender flares don’t carry over on the Tremor, the Tremor does get a Raptor-like vented hood and powder-coated running boards. To make the Tremor stand apart from its big brother, orange trim and various parts painted in orange are splashed around the exterior (and inside as well).

Inside, aside from the orange trim, the Tremor is typical F-150 and benefits from last year’s redesign. Along with premium materials used, there is nice large infotainment display available that is easy to use. Behind the steering wheel are gauges that are clear and simple. The front seats are very supportive and in back, there is so much room you could throw a party back there.

The Tremor also gets some of the conveniences that makes the current F-150 such a hit. One example is the interior work surface – whereas at the touch of a button, the gear shift lever can be folded flat into the center console to create a large flat workspace, almost like having your own desk at your side.

Off-roaders will appreciate the hardware fitted on the Tremor like the 3.73 electronic locking rear axle, front axle with a Torsen differential and the General Grabber A/TX off-road tires mounted on 18″ aluminum wheels.

As I spend time in the Tremor, I find that it drives much like a normal F-150. There is a little more noise, mostly due to the tires, but for the most part it feels and handles like any other current F-150. The twin-turbo V6 pulls nice and strong, enabling the Tremor to hit 60 mph in just over 5 seconds – making it almost as quick as a Raptor. Fuel economy, a big concern these days is so-so. The EPA rates it at 16 mpg in town and 20 mpg on the highway.

One advantage the Tremor has over the Raptor is in its work capabilities. The Tremor has a payload capacity of 2100 – which is about 400 more pounds more than the Raptors payload capacity. Likewise, if you need to tow, the Tremor has a towing capacity of nearly 11,000 pound – about 2700 pounds more than what a Raptor can tow.

Pricing for the Tremor starts at $51,200, with the tester coming in nicely loaded and with a price tag of $63,120. That’s still more than $5,000 less than a similarly equipped Raptor. So, if you don’t need all the superior off-road equipment and the flash that the Raptor emits, the Tremor may be a better fit to both your budget and lifestyle.

— Christopher A. Randazzo

By The Numbers:

Ford F-150 4×4 SuperCrew Tremor

Base Price: $49,505.00 (2021)
Price as Tested: $63,120.00 (2021)
Layout: front-engine / four-wheel drive
Engine: 3.5 liter twin-turbo EcoboostV6
Transmission: 10 – speed automatic
Horsepower: 400 hp
Torque: 410 lb-ft
EPA Fuel Economy: N/A

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

The Bronco is back. It took a while, nearly a quarter of a century, but Ford did it – it brought the Bronco, now in its sixth generation, back to life, and in doing so, making it one of the most sought-after vehicles in today’s crazy car and truck market.
The new Bronco, by the way, not to be confused with the Bronco Sport which is an entirely different vehicle, is a body-on-frame vehicle available in ether two-doors or four-doors. Regardless of the door count, they, along with the roof are removable. And the Bronco is available as either a hard top or a soft top. As you might have already guessed, the Bronco competes dead-on against the Jeep Wrangler, but it also goes up against other off-roaders likes of the Toyota 4Runner and Land Rover Defender.

One can easily tell that Ford had the Wrangler in its sights when it designed the Bronco. It shares a similar boxy look that is fairly basic in design. Up front, the grille makes up most of the Bronco’s persona – two large headlights with the Bronco name spanning the middle. Simple – but unique. Depending on the trim, the Bronco may get large fender flares and different bumpers, but all Broncos come with very short overhangs, which lead to the essence of the Bronco’s exterior style – to be straightforward and to provide excellent off-road capabilities.

Inside, it’s pretty simple as well. The dashboard is flat with grab-handles located at each end. In the middle of the center console is a large round switch selector for the Terrain Management System, or as Ford has it labeled, “GOAT” for “Goes Over Any Terrain.” The interior is quite comfortable – the front seats are well-padded and supportive. The back seat is cozy, although I can see where some may want a little more legroom. At the end of a long day of off-roading, the interior can easily be washed down (literally with a hose), thanks to a rubberized floor with a drain plug.

The last Bronco we saw (back in 1996) came equipped with either an inline-6 cylinder or a V8. Oh, how times have changed. The base engine in today’s Bronco is Ford’s 2.3-liter turbocharged Ecoboost four-cylinder. It makes 300 horsepower and 325 lb.-ft of torque. Optional is a 2.7-liter turbocharged Ecoboost V6 that raises hp to 330 and torque to 415 lb.-ft. The base engine comes with a manual transmission (seven speeds!) with a ten-speed automatic offered as an option. The V6 comes only with the ten-speed automatic transmission. Four-wheel drive is standard on all Broncos.

The new Bronco is available in seven different trim levels. The Base starts off with the four-cylinder engine, 16-inch steel wheels (on 30-inch tires), digital instrument panel, cloth seats and an 8-inch infotainment touchscreen. Move up to the Big Bend and 17-inch wheels (on 32-inch tires) are used and the Bronco gets fitted with an upgraded terrain system with six modes. The Black Diamond adds more off-road goodies like heavy duty front and rear bumpers, skid plates, rock rails and a seven-mode terrain system. The Outer Banks is a little fancier adding 18-inch wheels and side-step rails. Go with the Badlands and the suspension is upgraded and uses a front stabilizer bar disconnect. Then, there is the Wildtrak that gets the optional engine standard, special graphics and a lifted suspension. The Everglades is for the extreme off-roader and includes special front and rear bumpers, a winch, an air snorkel and a vinyl interior. A package called the Sasquatch can be added to most trim levels and adds 35-inch mud tires, a shorter final drive ration with electronically locking front and rear axles and a lifted suspension.

The tester arrived as a Bronco Outer Banks with the V6 engine. Bronco’s start at $32,395, while the tester has an MSRP of $52,860.

The Ford Bronco pretty much drives like how you would it expect it to – ruggedly. It’s easy to tell that the Bronco was designed to live on the trails. But I will say, it does offer a good compromise for in town street driving and delivers a much better ride than Jeeps Wrangler, it’s most direct competitor. In fact, the cabin and seats are far more comfortable than that of any Wrangler.

The V6 provides the Bronco with sufficient and smooth power, able to hit the 60-mph mark in just over 7 seconds. It handles well and, despite the large tires and off-road hardware, it tracts down the highway nice and straight.

There is really so much to like about the new Bronco. It looks great and has the off-road goods to back up those looks. And when you want an entirely different driving experience, simply removing the doors and roof transforms the Bronco into an open-air vehicle. Along with that, it looks like Ford had fun designing the Bronco, proof of that can be found in the many Easter eggs found through the vehicle – one being the different generations of the Bronco depicted above the fuel filler.

With the Bronco’s fun-to-look at appearance, excellent off-road capabilities, good road manners and at a decent price, it looks like the Jeep Wrangler now has some serious competition.

Yes, the Bronco is back. And it was sure worth the wait.

— Christopher A. Randazzo
By The Numbers:

Ford Bronco 4 Door 4×4 Outer Banks

Base Price: $41,450.00 (2021)
Price as Tested: $52,860.00 (2021)
Layout: front-engine / four-wheel drive
Engine: 2.7 liter twinturbo V6 EcoBoost
Transmission: 10 – speed automatic
Horsepower: 330 hp
Torque: 415 lb-ft
EPA Fuel Economy: N/A

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

It should come as no surprise that we are witnessing the demise of the manual transmission in today’s vehicles. With automatic transmissions becoming more fuel efficient and shifting faster (and dare I say better?) then us mortal humans, the days of a stick shift and clutch pedal are all but numbered. But until then, we will welcome any car that still offers a manual transmission – and guess what? The all-new 2022 Honda Civic Hatchback does – and that is the car that just so happens to be the ride of the week.

Today’s Civic, now in its 11th generation, is available as either a coupe, sedan or hatchback, but only the hatchback (and the Si model) is available with the a six-speed manual gearbox. The others make do with a CVT automatic. This new Civic exhibits a more grown-up appearance when compared to the previous one, even taking on some styling cues found in the larger Accord. In terms of size, the new Civic is slightly larger than the one it replaces, being just over an inch longer, although it’s height and width is the same as the 2021 Civic.

Inside, the new Civic is vastly different not just from the previous Civic, but other cars in its class. The interior is streamlined, with clean lines and a dashboard that features a honeycomb patterned mesh design that cleverly hides the air vents and spans the length of the dash. A wide center console which seems less busy than the previous Civic, has a large deep storage bin that also has a phone charging pad. A 7.0-inch touchscreen infotainment display is standard, but a larger 9.0-inch unit is optional. Also, optional is a 10.2-inch digital instrument cluster.

While both the exterior and the interior of the new Civic has changed, one thing that hasn’t changed is the drivetrain. Driving the front wheels is one of two engines. The base engine is a 2.0 liter four-cylinder that makes 158 horsepower and 138 lb-ft of torque. Optional is a 1.5-liter turbocharged engine that churns out 180 hp and 177 lb.-ft of torque. In Si trim, that gets bumped to 200 hp.

The sedan is available in five trim levels (LX, Sport, EX, Touring and Si), with the hatchback being available in four trim levels. The LX gets the base engine along with 16-inch wheels, push button start, automatic climate control, a 7-inch infotainment screen and Apple CarPlay and Android Auto smartphone capabilities. The Sport gets larger 18-inch wheels, remote ignition and a sport drive mode. The EX-L gets the upgraded engine (but with 17-inch alloy wheels), sunroof, dual climate control, heated seats and leather interior. Finally, the Sport Touring gets the larger 18-inch wheels, foglights, power seats, 9-inch infotainment screen, a Bose audio system and a slew of safety features.

Along with the do-it-yourself gearbox, the tester arrived in Sport Touring trim.

Earlier this year I reviewed a Civic sedan and found it to be a great little car with plenty of get-up-and go from the turbocharged engine. The hatchback, along with the manual transmission simply builds on that. The 1.5-liter turbocharged engine pairs nicely with a stick thanks to the engine hitting its peak torque at a low 1,700 RPMS. This allows you to nail the throttle without hardly any turbo lag and run through the gears. And rowing the stick is a hoot with the smooth shifting shifter and lightly sprung clutch pedal. So, are there any performance benefits from the stick over the CVT? No – as both can zip to 60 mph in 7.7 seconds, but the one in the manual Civic will have more fun doing it.

And, in case you’re wondering which is more fuel efficient, both the automatic and manual transmission cars are rated the same on the highway by the EPA – 37 mpg. But the automatic gets a slight benefit in town as it gets a rating of 31 mpg whereas the manual brings in 28 mpg.

In the automotive world, EVs and autonomous cars are the talk of the future. So, as I spend time with this Civic hatchback with a manual transmission, I feel as if it’s a throwback to how things once were. It is still a modern car, but it’s a car where the driver is more in tune with its engine and the road, things in which most cars today are trying get further away from. With technology going in the direction it is, I totally understand the appeal of a car that drives itself and uses no gasoline. But at the same time, it makes me sad to think that cars that we had to manually change gears in, cars that we could feel the curves of the road through the steering wheel, cars that we actually drove – may be soon going away. But not for another year, at least, because for now we have the Civic Hatchback.
– Christopher A. Randazzo

By The Numbers:

2022 Honda Civic 1.5T Hatch Sport Touring

Base Price: $29,400.00
Price as Tested: $30,810.00
Layout: front-engine / front-wheel drive
Engine: 1.5 liter DOHC turbocharged 4-cylinder
Transmission: 6-speed manual
Horsepower: 180 hp
Torque: 177 ft-lbs
EPA Fuel Economy: 28 city / 37 highway mpg

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

The LS. The one that started it all for Lexus, the luxury division of Toyota. Lexus and the LS first made the automotive scene back in 1989, and ever since, the LS has been referred to as one of the best automobiles ever made. Since then, we have seen five generations of the LS, each one out-doing the previous one. But as luxury SUVs gain in popularity, full-size luxury sedans are become a rare sight. Nonetheless, a car like the LS is still an important vehicle to the Japanese luxury automaker, and I was thrilled to be in one a few weeks ago.

Today’s Lexus LS500 is part of the fifth generation that was introduced in 2018 and is still the brands flagship vehicle.

Since its debut in the late 1980s, the LS has always been considered conservative when it comes to styling and the same can be said of the current model. But add in the F Sport package and the big LS benefits from larger wheels, a sportier front end and rear diffuser. Today’s LS is also the largest LS ever, measuring in at 206 inches long, it has a wheelbase of 123 inches.

That long wheelbase is evident by the car’s roomy and luxurious interior. The cabin of the LS is graced with the highest levels of detail that I have ever seen in a luxury vehicle. Exterior curves are simulated inside in the door panels. The leather around the gauges is stitched to perfection and the horizontal trim that spans the dash and into the vents looks (and feels) like artwork. And while it’s all magnificent to look at, all the features and functions, for the most part, are simple to use. The Remote Touchpad, a mouse-like pad controller, which is clunky, is used to navigate through the audio, climate, navigation and phone systems- although most systems do have buttons on the dash. And the enormous 12.3-inch high-resolution display makes things appear crystal clear. The audio system – custom tailored by Mark Levinson, has 23 speakers, 2,400 watts and practically transforms the cabin into a symphony hall.

Not enough? The F Sport package adds in 28-way power front seats with enhanced bolsters. Not only are they incredibly comfortable, but they keep you snuggled tightly in your seat if you happen to enjoy some spirited driving.

And spirited driving can be enjoyed (somehwat) thanks to what resides under the hood. I’ll admit, I’m still not used to the fact that the LS no longer has a V8 under the hood. Ever since the current generation came out in 2018, Lexus ditched it, trading it in for a 3.5-liter twin-turbo V-6 mated to a ten-speed automatic transmission. Pumping out 416hp and 442 lb-ft of torque, it is the most powerful engine used in an LS. It’s also fairly efficient, able to bring in 18 mpg city and 27 mpg highway which isn’t too bad considering the cars size.

While the F Sport version may appear to make the LS a sportier car, there is no doubt that big Lexus is mainly a luxury cruiser. The turbocharged engine delivers silky smooth power to its rear wheels (or all wheels on all-wheel drive versions) through its ten-speed automatic transmission. The LS500 is able to hit 60 mph in about 5 seconds, which means it’s no slouch but it’s definitely not the fastest car in its class, which consists of the likes of the Audi A8, BMW 7-Series and Mercedes-Benz S-Class.

Most of my initial hours with the new LS500 have been spent in awe of the vehicle. From its super-luxurious cabin to it’s incredibly smooth and quiet drivetrain, the LS500 is the template of what a full-size luxury automobile should be. It’s looking like I will continue to stand firm on my belief that the LS is probably the best built, best all-around car to ever grace our roads. Strong words, I know. But acquaint yourself with one and you will most-likely agree.
— Christopher A. Randazzo

By The Numbers:

2022 Lexus LS500

Base Price: $79,600.00
Price as Tested: $98,255.00
Layout: front-engine / rear-wheel drive
Engine: 3.5 liter twin-turbo V6
Transmission: 10 – speed automatic
Horsepower: 416 hp
Torque: 442 ft/lb
EPA Fuel Economy: 18 city / 29 highway mpg

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

Like nearly all the vehicles Toyota makes, it’s really hard to find fault with their mid-size SUV, the Toyota Highlander. It’s practical, comfortable, and stylish. With three-rows of seats, it has plenty of room for the entire family and it’s offered in a wide array of configurations including front or all-wheel drive and even as a hybrid. And for those that want a little bit of a sporty flair to their family SUV, Toyota offers the Highlander in the XSE, which is what I am driving around in this week.

Currently in its third year in this generation, today’s Highlander rides on Toyota’s TNGA platform which is the same one used in the popular, yet smaller 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.

In XSE form, the Highlander gets a more aggressive look thanks to a unique fascia, grille, lower spoiler and black air intakes. Black accents can be found on the exterior such as on the 20-inch wheels and on the side-view mirror caps. At the rear, there are dual exhaust tips – a first for the Highlander. While the changes are subtle, they add up to make this Highlander appear slightly different from the others.

Inside the XSE changes are more subtle with faux carbon-fiber trim that surrounds the touchscreen and the availability of a red leather interior.

Under the hood, things remain the same for the sportier Highlander, but that’s not necessarily a bad thing. The 3.5-liter V6 that powers this and all other Highlanders makes 295 horsepower and 263 lb-ft of torque, sending that power through an eight-speed transmission to, in the case of the tester, all four wheels. The XSE does benefit from a sportier suspension that includes larger anti-roll bars and stiffening the spring rates.

Besides the XSE trim, the Highlander is available in five other trim levels. Base is the L, which is nicely decked out with 18-inch alloy wheels, power driver’s seat, 3-zone climate control, an 8-inch infotainment system and a second-row bench seat (making it able to carry eight passengers). The LE adds in foglights, leather wrapped steering wheel and shift knob and a blind-spot detection. The XLE really spices things up with a sunroof, wireless phone charging port, heated front seats and leather-like interior. After the XLE is the XSE. From the XSE and up, the second-row seats become captain’s chairs, lowering seating capacity to seven. Step up to the Limited and the Highlander gets a hands-free tailgate, real leather interior, vented front seats and a heated steering wheel. A larger 12.3-inch touchsreen with a 360-degree camera is available. The Platinum is the top-of-the-line Highlander and gets the larger touchscreen, a panoramic sunroof, heads-up display, digital rearview mirror and heated second-row seats.

The tester was equipped with the red leather interior mentioned above and it really makes the cabin pop. The Highlander’s interior has always been one of the most attractive in its class and the red just makes it more so. Fit and finish is top notch and the design is clean and tastefully simplistic. Thankfully a traditional shifter is used and its nicely located on the center console along with some cupholders and some other switch gear. Storage areas are everywhere including the built-in shelf on the dashboard.

Out on the road, it was hard to notice any big differences between this sportier Highlander and the others. Yes, the suspension feels slightly stiffer, but would I have noticed it if I didn’t know it was tweaked for the XSE? Probably not. The V6 engine feels adequate for an SUV of this size – never coming up short on power, but never feeling overpowered either. Shifts from the transmission are smooth and seamless. There is a Sport mode and switching it on makes the Highlander feel a little more energetic, but doesn’t turn it into a sport SUV by any means. Nonetheless, the Highlander XSE is a good driving SUV, just not a sporty one.

With three rows of seating, the Toyota Highlander continues to be the have-it-all SUV for mainstream America. Folks gotta have their SUVs. They want lots of room. And if they like the sporty look but don’t care much about performance, it’s really hard to look past the Highlander XSE.
— Christopher A. Randazzo
By The Numbers:

2022 Toyota Highlander XSE AWD

Base Price: $43,950.00
Price as Tested: $47,163.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter 24-valve V6
Transmission: six-speed automatic
Horsepower: 295 hp
Torque: 263 ft/lbs
EPA Fuel Economy: 20 city / 27 highway mpg

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If there is any car that has seen it all, it’s the Hyundai Sonata. First out in the late 1980’s it wasn’t a particular good car, following in the footsteps of the Hyundai Excel. But as each new generation of the Sonata appeared, it improved. First, it became more reliable. Then it’s styling was addressed. By 2009, the sixth generation Hyundai Sonata was making a serious statement – it looked just as good as any Accord or Camry, was just as dependable, was packed with features, and came with a lower price tag.

A couple of years ago, the current generation Sonata debuted marking it as the 7th in the car’s history. Then last year, Hyundai added a new model to Sonata lineup – the N Line, which places its emphasis on performance. Recently Hyundai sent me a Sonata N Line to drive for a week, so I can experience what a Sonata with some performance injected into it feels like.

The current Sonata is a strikingly good-looking car. Prior to 2009, Sonatas were as exciting to look at as a blank piece of paper. But once that sixth-generation appeared, everything changed – the Sonata became one of the best-looking mid-size sedans on the road. The current design continues that trend with an attractive grille and headlights that make for a pretty face, sleek, smooth body and nicely tapered backside.

Today’s Sonata is available in five trims: SE, SEL, SEL Plus, Limited and the N Line. The base SE and SEL use a 2.5-liter four-cylinder engine (191 horsepower, 181 lb-ft of torque) while the SEL Plus and Limited get a turbocharged 1.6-liter four-cylinder engine (180 horsepower, 195 lb-ft of torque). The N Line uses a turbocharged 2.5-liter four-cylinder engine that cranks out 290 horsepower and 311 lb-ft of torque. Every Sonata uses an eight-speed automatic transmission, but the N Line is dual-clutch transmission that provides quicker shifts for added performance. Hyundai also offers a hybrid version of the Sonata.

Without question, the N Line is the most exciting Sonata of the bunch. While its appearance is fairly conservative compared to other sports sedans in this market (the Toyota Camry TRD immediately comes to mind), it still follows the sports-sedan dress code with its new, more aggressive front fascia, four pipes out the back and a rear diffuser. There are a few small N Line badges scattered around as well as unique 19-inch wheels.

Inside, other than a nice set of sports seats wrapped in leather and suede, the Sonata N Line hardly differs from less potent Sonatas. Even the push-button shifter from the regular Sonata finds its way into the N Line.

But under the hood, the Sonata N Line stands apart from other Sonatas. Using the same engine found as standard equipment in the Genesis G80 and GV80, as well as the Kia K5 GT, the turbo four turns the Sonata into a real performer. Fitted with launch-control, the Sonata N is capable of hitting 60 mph in just 5.0 seconds and nailing the quarter-mile in 13.6 seconds at 105 mph. Believe it or not, the Sonata N is one of the quickest front-drive family sedans ever made.

Along with the extra power is a retuned chassis with thicker anti-roll bars, firmer dampers and stiffer motor mounts. These changes amount to a Sonata N Line providing excellent steering feel and road manners, without giving up too much in the ride department. Larger brakes all around ensure this performance Sonata can stop as fast as it goes.

The combination of the powerful engine and the dual-clutch eight-speed transmission make the Sonata N Line a real treat to drive. The powerband is impressive, especially in the midrange, and the N Line easily pulls well past 6000 RPMs, never seeming to run out of breath. The shifts from the transmission come quickly and smoothly, although they don’t seem as snappy as other DCTs.

There is a small downside to the N Line’s impressive powertrain, and that’s torque steer. With the Sonata’s lack of all-wheel drive, when you step on the gas, you’re reminded that the Sonata N Line is a front-wheel drive only car.

The 2022 Hyundai Sonata starts at $25,175 for the base SE. Go all the way up to the Sonata N Line and you’re looking at $35,240 – the price tag of the tester. As I have repeated over and over with Hyundai’s – that’s a heck of a lot of car for the money. Included with that is Hyundai’s impressive ten-year warranty.

Thirty years ago, the Sonata was a car that wouldn’t be given a second look, and comparing it to a Honda or Toyota was ludicrous. But oh, how things have changed. Both Hyundai and the Sonata have recently won a slew of awards and accolades for their achievements – and the 2022 Hyundai Sonata N Line is proof on just how far Hyundai as come.
— Christopher A. Randazzo

By The Numbers:

2022 Hyundai Sonata N Line

Base Price: $33,800.00
Price as Tested: $35,240.00
Layout: front-engine / front-wheel drive
Engine: 2.5 liter turbocharged inline 4-cylinder
Transmission: 8 – speed automatic DSG
Horsepower: 290 hp
Torque: 311 lb-ft
EPA Fuel Economy: 22 city / 33 highway mpg

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For the past couple of years now, one of the hottest vehicles on the market has been the Hyundai Palisade. Seems like Hyundai hit the ball out of the park with the Palisade, loading it up with plenty of high-tech features, making it luxurious, and pricing it fair. All this leads to the Palisade being one of the hardest vehicles to buy – as they don’t sit on dealer lots very long. Recently I spent time with a Palisade and I was reminded of why it is so popular.

As you may already know, the Palisade is a three-row, seven passenger (eight with the second-row bench seat) mid-size SUV that makes for an excellent family hauler. Like most Hyundai’s, the Palisade, which is the brand’s flagship SUV, is loaded with value, with a starting price of $34,845.

Last year, things got even better for the Palisade as Hyundai began to offer it in a new trim level called the Calligraphy.

Sitting above the previous range-topping Limited trim level, the Calligraphy adds more exterior bling to the Palisade, while inside, occupants are greeted to an even higher level of luxury. If you were unsure if the Palisade competed with the likes of Audi, Lexus, BMW and Mercedes-Benz, the Palisade Calligraphy should remove any doubt.

On the outside, the Calligraphy adds unique 20-inch alloy wheels and an exclusive triangle-pattern grille as well as different front and rear fascias. The Palisade continues to be an attractive and bold SUV, but with the new trim level, it’s even more so.
Enter the Calligraphy and the already nice Palisade cabin is enhanced with quilted-leather door panels, a suede headliner and a perforated leather steering wheel. All this blends nicely with the Nappa leather upholstery carried over from the Limited trim level.

Under the hood there are no changes, as the familiar 3.8-liter V-6 with 291 horsepower and 262 lb-ft of torque continues on. Unlike other trims, though, the Calligraphy comes standard with all-wheel drive.

Other than the blind-spot monitoring system becoming standard on all trim models, the Palisade receives no changes for the 2022 model year.

As I approached the 2022 Hyundai Palisade Calligraphy, I was reminded just how nice the Palisade is. Driver and front passenger seats are form fitting and offer a wide range of adjustability. Passengers in the second-row captain’s chairs can manually slide fore and aft and recline, giving them a fair amount of head and legroom. Third row passengers can also recline, but they get the bonus of having power adjustments. I suppose that’s the reward third-row passengers get over second row passengers. Every seat has access to their own USB port (there are seven total) and second row passengers get window shades. There are two sunroofs – one for the driver and front passenger and another for the second and third row passengers.

Storage space, especially in the center console, is plentiful – thanks to the lack of a gear shifter. Hyundai went with push buttons to switch from Park to Drive/Reverse/Neutral – and the result pays out with lots of space for phones, glasses, coffee mugs, etc.

When it comes to gadgets, this Palisade is full of them. A heads-up display (HUD) projects the speed on the windshield. Blind spot indicators, located in the side view mirrors, also appear in the HUD. On top of that, there is a live video feed of both blind spots in the digital gauge cluster that are activated when you use the turn signals. Turn on the left signal and the middle of the speedometer display changes to a video camera showing your left blind spot; likewise turn on the right signal and the middle of the tachometer changes to show you your right blind spot. There is also a 360-degree camera that lets you view around the car with the touch of a button.

As for utility, the Palisade is quite generous when it comes to cargo space. There is 87 cubic feet of space available with both the second- and third-row seats folded down. With the second row in use, cargo space drops to 46 cubic feet; put the third-row seats up and you still can handle 18 cubic feet of cargo. Towing capacity is listed at 5,000 pounds.

Spending time with the Palisade was a nice affair. The V6 was very quiet and had no trouble moving the large SUV around. Put it in Sport mode and the Palisade gets a little more athletic, but it’s hardly a sport SUV.

But if interior room, luxury and technology tops your wants in a mid-size SUV, the Hyundai Palisade Calligraphy needs to be on your list of luxury SUVs to check out. While $49,830, which happens to be the price tag of the test vehicle carries, is a lot of money, I have to say that for that money, buyers will get a heck of a lot of vehicle.

— Christopher A. Randazzo
By The Numbers:

2022 Hyundai Palisade Calligraphy AWD

Base Price: $48,390.00
Price as Tested: $49,830.00
Layout: front-engine / all-wheel drive
Engine: 3.8 liter V6
Transmission: 8 – speed automatic
Horsepower: 291 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 mpg city / 24 mpg highway

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

Honda just recently (2019) brought back the Passport, which some may remember was Honda’s first SUV – and nothing more than a rebadged Isuzu Rodeo SUV. Today’s Passport however is all Honda, although it can be said that it is a shorter version of Honda’s largest SUV, the Pilot.

Slotted above the CR-V and below the Pilot, the Passport lacks a third row. It competes against other two row SUVs like the new Chevrolet Blazer, Ford Edge, Hyundai Santa Fe and Nissan Murano.

When it comes to appearance, the Passport can easily be mistaken for its larger sibling. But look closely and you’ll notice not only is the Passport slightly shorter than the Pilot, it’s also taller – and has better ground clearance. Honda has made the Passport a little more off-road capable with the higher stance, shorter approach and departure angles and more use of plastic on the body for taking on the outdoors.

Under the hood, the Passport uses the same 3.5-liter V6 that is found in the Pilot. Making 280 horses and 262 lb-ft of torque, the Passport feels much livelier than the Pilot, most likely due to the Passport being a slightly lighter. The Passport is front-wheel driven, but Honda’s all-wheel-drive system, dubbed i-VTM4 (Intelligent Variable Torque Management), is optional, and features drive settings for Normal, Sand, Snow, and Mud. A nine-speed automatic is the sole transmission. The Passport has a towing capacity of 5,000 pounds – which is 1,500 more than the larger Pilot is rated at.

New for 2022 is a TrailSport trim package that will better convey the SUV’s capability off the pavement. Going with the TrailSport means fitting the Passport with all-wheel drive, more aggressive tires and orange-accented TrailSport emblems. For 2022, all Passports get a new hood, revised front and rear bumpers, and a blockier grille to give this Honda SUV a more rugged and updated look.

The Sport and Touring trim levels have been discontinued for 2022, leaving just the EX-L, the new TrailSport and the Elite as the available trim levels.

Entering the Passport TrailSport, one is greeted to a spacious and refined cabin. Due to the lack of a third-row seat, more interior space is dedicated for its second-row passengers. Up front is an 8-inch touchscreen interface to control most features and controls. While it’s not the easiest to use, it’s an improvement from Hondas of past. Backseat passengers will enjoy plenty of room and pull-down window sunshades.

On the road, the Passport delivers excellent road manners. The nine-speed transmission, once criticized for not being the smoothest at shifting, has been improved upon and now delivers seamless shifts. The driving experience is very tight and solid with power from the V6 being quite impressive (0-60 mph in 6 seconds). The gauge cluster is a mix of analog gauges for the engine temperature and fuel gauge and digital for the speedometer and tachometer. A bar at the top of the cluster indicates how environmentally friendly you are driving. Go easy on the gas pedal and the bar lights up in a happy green. Smash the pedal down, and well, the bar simply goes away.

There are no mechanical enhancements for the TrailSport, but Honda’s all-wheel drive system is impressive, featuring a torque-vectoring rear axle, that allows, depending on conditions, the system to be able to direct up to 70 percent of the engine’s torque to the rear end and route it to either rear wheel. It doesn’t turn the TrailSport into a mud-slinging dirt machine, but it along with the meatier tires should make off-roading a bit more entertaining.

The 2022 Honda Passport starts at $37,870 for the front-wheel drive EX-L model while the TrailSport starts at $42,470. The tester, a white TrailSport carries an MSRP of $44,090.

For Honda lovers that think the CR-V is just a little too small yet the Pilot is a bit too big, the Passport is their ticket. And now with the TrailSport model, the midsize Passport can look more in place with the off-road crowd.

– Christopher A. Randazzo

By The Numbers:

2022 Honda Passport AWD Trailsport

Base Price: $42,470.00
Price as Tested: $44,090.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter VTEC V6
Transmission: 9-speed automatic
Horsepower: 280 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 city / 24 highway mpg

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

Ever since it came out in 2003, the Mazda 3 seems to be somewhat of a cult-favorite.
Sporty-looking, practical, fun-to-drive and inexpensive, the Mazda 3 hits all the high
notes for what is needed to be a great car. A few years ago, we saw the fourth generation
Mazda 3 make its debut, and found that it still carries the same tune. Then last year, the
little Mazda received a new engine, making the 3 even better – and bringing back
memories of the much-loved hot-rod version of the 3- the MazdaSpeed3.

2022 is a quiet year for the Mazda 3 as the only change is the addition of a new
appearance trim level called the Carbon Edition.

As it has always been, the Mazda 3 is available in both sedan and hatchback body styles.
Personally, I have a fondness for the hatchback, but this week’s Mazda 3 arrived as the
sedan. The one advantage the hatchback holds is that it is the only body style that can still
be had with a six-speed manual gearbox. With the sedan, the sole transmission offered is
a six-speed automatic. To be fair, even in hatchback form, most 3s will be automatics –
but I think it’s great to know Mazda still offers the six-speed for those that prefer to
change gears on their own.

The base Mazda 3 sedan is powered by a 2.0 liter four-cylinder engine that makes 155
horsepower and 150 lb-ft of torque. A midlevel engine is also available – a 2.5-liter
Skyactiv four-cylinder that makes 186 hp and 186 lb-ft of torque. If you want class-
leading performance, the 3 can be had with a 2.5 liter turbocharged four that makes 227
hp and 310 lb-ft of torque (both those numbers go up to slightly when using 93 octane
gasoline). As a bonus, the Mazda 3 is available with all-wheel drive for those who live in
cold climates – or if you simply want a better handling vehicle.

With the turbocharged engine, the Mazda 3 can turn in some impressive numbers. 0 – 60
mph in just 5.6 seconds and can hit the 1/4 mile is just 14.1 seconds. Yet on top that, it
can still bring in a combined EPA rating of 27 mpg (23 mpg city, 32 highway). Mighty
impressive numbers.

Engines and numbers aside, the Mazda 3 continues as it did last year. Its interior uses an
intuitive, driver-oriented dashboard and console that not only makes the 3 feel sporty and
more expensive than its price tag would lead you to believe, but it’s well thought out –
with every control, switch and dial within easy reach and all are simple to use. And it’s all
done in a clean, uncluttered fashion, which adds a sense of elegance to the cabin. My
tester was equipped with Mazda’s Commander dial-button control interface. While at first
it may look like a version of BMW’s iDrive, it’s far easier to use.

But my favorite feature of the Mazda 3 has always been how enjoyable it is to drive – and
with the turbocharged engine, it makes it especially fun. The Mazda 3 has always been a
good handling car – with precise steering and a firm – but not jarring – suspension, it’s a
real joy to take into turns. And now with all-wheel drive and more power from the
turbocharged engine, it’s even better. The power is great (it’s very linear, without the
surge that might be expected in a turbocharged car) and the engine note has a little snarl
to it, something I’ve always found Mazda’s to lack. The automatic can be a little slow to
shift at times, but shift paddles do help solve that.

The 3 with its base engine continues to compete with the likes of the Honda Civic, the
Toyota Corolla and the Hyundai Elantra. But the injection of the zoom-zoom factor from
the turbocharged engine means the Mazda 3 can compete with the likes of the Civic Si
and the Elantra N.

With the price of everything going up these days, cars included, the MSRP of my fully
loaded Mazda 3 2.5 Turbo with all-wheel drive comes in at $34,710. For a handsome,
athletic, and nicely equipped vehicle, the Mazda 3 sedan gives drivers a lot of car for the
money.
— Christopher A. Randazzo

By The Numbers:

2022 Mazda 3 2.5 Turbo Premium Plus

Base Price: $33,100.00
Price as Tested: $34,710.00
Layout: front-engine / all-wheel drive
Engine: Skyactiv 2.5 liter turbocharged 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 ft/lb
EPA Fuel Economy: 23 city / 32 highway mpg

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It comes to a point when nice just isn’t nice enough. An excellent example is this week’s
ride – the 2022 Lexus LC 500h, the brands flagship vehicle. The LC 500 is a beautiful
vehicle, combining elegance, luxury and performance all in one package. As the LC
500h, the LC trades in its thirsty V8 for a hybrid drivetrain, so owners can still be spoiled
and be fuel efficient at the same time. Now for 2022, Lexus has added a new “Bespoke
Build” option for the LC 500 – allowing buyers to customize their LC with numerous
options – and in fact, making the car even nicer than how Lexus built it. And as we know,
Lexus builds some nice cars.

As stated, the LC 500h is quite a vehicle. Starting from the LF-LC concept car back in
2012, it took six years for it to reach production as the LC 500 (and LC 500h) back in
2018. Look back at the original concept car and you’ll see the LC retains nearly every
styling cue and aspect from them LF-LC – something that rarely happens.

Built on the same platform as the LS 500 sedan, the LC 500 is a luxury sport coupe that
shares many components from the sedan. But as the LC 500 uses a 5.0-liter V8, the LC
500h uses a 3.5-liter V6, two motor-generators and a lithium-ion battery pack. Total
power is 354 horsepower which is 117 hp fewer than the V8 makes. But the combination
of the V6 and the electric motors along with a unique transmission that incorporates two
gearboxes (a CVT and a four-speed automatic) into one, allows performance to almost
match that of the V8 powered LC 500. The LC 500h can hit 60 mph in just 4.8 second –
just 0.2 seconds slower than the LC 500. And on top of that, the hybrid powertrain
delivers an EPA-estimated 29 mpg in combined city/highway driving – a vast
improvement over the V8-powered LC 500.

Inside, the LC is equally impressive. There is ultra-soft leather everywhere and all the
switches and dials are done in metal – no cheap plastics to be found anywhere. A 10.3-
inch high-resolution split-screen is used for the navigation system and backup camera. A
unique feature are the inside door handles – they seem to come out of nowhere. The entire
cabin of the LC 500 doesn’t look or feel like a car interior, but more like an art exhibit.

And now with the new Bespoke Build program, it gets even better.

The LC 500h Bespoke Build model is based on the Sport package and is custom-made to
the buyer’s specifications. There are numerous options to choose from, from colors to
wheels to the spoiler, roof and more. And each car receives exclusive badging and a
certificate of authenticity. The special options included on the test vehicle include a
carbon fiber roof and all-new Manhattanhenge color interior. Other stand-alone options
included on the tester was a carbon fiber air wing spoiler and 21-inch forged black alloy
wheels with black finish.

Upon approaching the LC, the door handles pop out for you to grab – giving you a hint of
what’s to come. Even before sitting in the extremely comfortable seats, there is no
denying this is something special. With a two-tone theme done in Manhattenhenge
orange and black, the interior is simply amazing. Nearly everything in the cabin is
impeccably crafted – from the Alcantara draping on the door panels to the hand-stitching
on the leather-wrapped gear knob, no detail is left undone.

Fire up the LC 500h, and rather than a snarl from a V8, there is more of a hum from the
V6 and its pair of motors. The setup, called a Multi-Stage Hybrid, is different from other
Lexus and Toyota hybrids that use the familiar Hybrid Synergy Drive system. With the
unique transmission, the 500h feels as though it goes through gears like a normal
transmission, but smoother and softer – even when driven hard. Even though the 500h is
very quick, it feels heavy, which it is, weighing in at more than 4,500 pounds. But despite
its weight, it handles very well and feels crisp when going into hard turns. After some
wheel-time, I was able to realize that while the 500h is a good driver, it’s favors more of a
luxury-type drive – for those wanting a more spirited driving experience, the V8 powered
LC 500 is the way to go.

Obviously, a luxury experience like the LC 500h doesn’t come cheap. And while a six-
figure price tag used to be a clear sign of exclusivity in the automotive world, as more
and more cars are nearing it, it has eroded the inherent specialness of cars residing around
the $100,000 mark. Still, that doesn’t take away the fact that the LC 500h is expensive.
The base price of the 500h is $99,050. Add in the Bespoke Build Package and a host of
other options and the tester carries an MSRP of $118,630. A lot of money, no matter how
you slice it.

Lexus builds some of the nicest cars around. But the Bespoke Build Package elevates the
brand to a new level. Now there is an option for those wanting an LC500 or LC500h –
and want it nicer than the way Lexus originally makes it. Hard to imagine.

— Christopher A. Randazzo
By The Numbers:

2022 Lexus LC 500h

Base Price: $99,050.00
Price as Tested: $118,630.00
Layout: front-engine / rear-wheel drive
Engine: 3.5 liter V6 and dual electric motors
Transmission: multi-stage automatic
Horsepower: 354 hp
Torque: 369 ft/lb
EPA Fuel Economy: 26 city / 34 highway mpg

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

Gas prices are on the rise. And the cost of a vehicle, whether new or used, is increasing at
an alarming rate. And there is a shortage of vehicles. It almost goes without saying – the
auto-industry is in a crazy and strange time. So, what does a company like Hyundai do at
a time like this? They make a high-performance subcompact crossover SUV that sees all
that is negative in the industry – and looks the other way. Meet the 2022 Hyundai Kona
N.

First, about the Kona. The Kona is Hyundai’s second smallest SUV – being slightly larger
than the little Hyundai Venue. Out since 2018, for the 2022 model year, the Kona
receives its first makeover where it gets a sleeker and sharper body. Inside, changes are
more subtle, but it does get a larger touchscreen and an available digital instrument panel.
But the big talk about the Kona is with the lineup, which includes the N Line trim
package and the N model.

The N Line injects the Kona with sporty characteristics. It gets a more aggressive bumper
and grille, unique 18-inch wheels and a more powerful, 195 hp turbocharged 1.6 liter
four-cylinder engine (up from the base 147 hp 2.0 liter four-cylinder engine). It also
benefits from a seven-speed dual-clutch transmission. The N Line should fit the bill for
those who want a sporty version of the Kona – but if you want even better performance,
the Kona N is the one you want. Fitted with a turbocharged 2.0-liter four-cylinder engine
that cranks out 276 horsepower and 289 lb-ft of torque – it’s the same engine Hyundai
uses for its Veloster N and Elantra N. Along with a sport-tuned suspension and upgraded
brakes, the Kona N is a real performer.

The Kona N certainly looks the part of a performer. It has a blacked-out grille, creased
and hole-punched hood, large air intakes, N badges, an aerodynamic body kit, dual
exhaust, a rear diffuser, and of course a large rear spoiler. Inside, the Kona N’s main
enhancement are the seats which are done in leather but have suede inserts and extra side
bolstering. Other differences include blue accents that are splashed around the cabin and
upgraded interior trim.

But while the Kona N looks cool and is nice to be in, it’s the drivetrain and how well it
drives where this hot-rod Hyundai really struts its stuff. Like the N Line, the Kona N
benefits from a dual-clutch transmission, but this one gets an extra cog as it’s an eight-
speed. No manual transmission is available. Nor is all-wheel drive (which can be had in
other Konas). But that’s ok as the engine alone makes up for it. It sounds fantastic, is
smooth, and loves to rev. The exhaust is full of pops, bangs, and crackles – all
contributing to its wonderful sound.

The exhaust makes for a perfect soundtrack while driving the Kona N. Even with its
electronically controlled limited-slip-differential, with 276 horses, there is still some
torque steer, but it’s not too bad. There is some slight turbo lag below 2500 RPMs, but
don’t worry – hit 3000 RPMs and a surge of power will make you forget any hesitation.
Stay on the go-pedal and you’ll hit 60 mph in under 5 seconds. The quarter-mile will go
by in just 13.5 seconds. This is one quick Hyundai.

And it gets better. Located on the right-side of the steering wheel is a big red button
labeled “NGS”. Hit it and the N will activate it’s overboost function and give you an extra
10 hp for 20 seconds. The NGS feature, which, believe-it-or-not, stands for N Grin Shift
squeezes every last bit of power out of the N. It’s perfect for drag racing or when coming
out of a corner. Get the idea that the N is about performance?

The suspension of the Kona N has been tweaked as well, giving it a stiff ride. But that
stiff ride pays off with the N providing excellent handling capabilities for the small
compact SUV that it is. The steering is quick providing excellent feedback to the driver.
Changing the drive mode to Normal helps bring the ride to acceptable levels.

And while the Kona N is far from your normal Kona, it still is practical as one. The
backseat provides adequate room and when it comes to cargo space there is 19.2 cubic
feet of room behind the rear seats, which expands to 45.8 cubic feet if the rear backseats
are folded down. As little as it may be there is some decent utility room in this little SUV.

The Kona S has everything going for it. It carries the same traits of the regular Kona yet
it adds power and performance to make it a real fun-to-drive machine. On top of that,
with a price tag starting around $35,500, it’s not crazy expensive.

I think most people can see that this is not the best of times for the auto industry. Heck
just owning a car these days is difficult due to the price of gas. But when a car
manufacturer comes out with a car like the Kona N, it’s a clear indication that there is a
light at the end of the tunnel.
— Christopher A. Randazzo

By The Numbers:

2022 Hyundai Kona N

Base Price: $35,445.00 (est)
Price as Tested: $35,445.00 (est)
Layout: front-engine / front-wheel drive
Engine: 2.0 liter turbocharged inline 4-cylinder
Transmission: 8 – speed dual-clutch automatic
Horsepower: 276 hp
Torque: 289 ft-lbs
EPA Fuel Economy: 20 mpg city / 27 mpg highway

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