Automotive

Let’s face it; minivans will probably always be stuck with the stigma that it has suffered for decades. But for the fourth-generation Sienna minivan, Toyota has gone through great lengths to lessen the minivan stigma by improving its looks and style. On top of that, they have added yet another reason why the Sienna is the ultimate people mover – fuel economy.

Being one of the newest minivans available, the 2022 Toyota Sienna continues to be one of the best vehicles when it comes to convenience and utility.

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

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

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

Now in its second year, the current Sienna gets a new trim level. Called the Woodland Edition, it gives the Sienna standard all-wheel drive along with a .6-inch higher ride height. It also provides a tow hitch and roof rails with crossbars.

The last time I was in a Sienna was back in the summer when Toyota had me in a top-of-the-line Platinum with the available all-wheel drive system. Last week I was back in a Sienna, but this one was an XSE model, which gives the Sienna a sporty appearance package. With the XSE, the Sienna’s exterior gets black trim and a mesh grille. Inside, the XSE seats have a special stitch pattern. Other models include the base LE, the mid-level XLE, the luxurious Limited and the high-end Platinum.

Anit-minvaners just need to look inside the Sienna to see that the practicality of this vehicle is amazing. Driver and front passenger sit in comfortably with a floating center console separating the two. The console flows out of the dashboard and leaves a large and spacious storage area below. And while others are doing away with traditional shifters, I’m glad to see Toyota hasn’t joined them – as the Sienna still uses a lever protruding out of the center console.

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

On the road, the V6 power from previous Sienna’s is missed, as today’s Sienna is down by more than 50 horsepower. Power from a stand still is decent, but once at highway speeds or trying to pass slower traffic, the lack of power becomes evident. But on the flip side, today’s Sienna is very fuel efficient, especially for a vehicle this size. EPA rates it at 36 mpg combined (along with 36 mpg in both city and highway). Going with all-wheel drive, those numbers come down a little, but still, getting 35 mpg combine (35 mpg city and 36 mpg highway) for a seven or eight seat all-wheel drive vehicle is nothing to scoff at.

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

By The Numbers:

2022 Toyota Sienna XSE

Base Price: $42,100.00
Price as Tested: $46,664.00
Layout: front-engine / front-wheel drive
Engine: hybrid 2.5 liter four-cylinder with dual electric motors
Transmission: CVT
Horsepower: 245 hp
Torque: N/A
EPA Fuel Economy: 36 city / 36 highway mpg

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The compact crossover SUV market is loaded with excellent choices. You can’t go wrong with the Honda CR-V, Toyota RAV-4 or Nissan Rogue. But if you want a compact crossover SUV that emits an outdoorsy image, it’s really hard to ignore the 2022 Subaru Forester, especially with the all-new Wilderness trim level.

The Subaru Forester has been around since 1997 and since then has gone through five generations. The current Forester, out since 2018, continues with the original Forester recipe in that it is a five-passenger, 2-row compact SUV. For 2022, the Forester benefits from a trim level already seen on the Subaru Outback.

The Wilderness gives the Forester a suspension lift, giving it a total clearance of more than nine inches. Along with the lift, the Forester Wilderness gets beefy all-terrain tires and a rugged appearance package that includes matte- black trim, a front skid plate and a special roof rack.

A key element to this Subaru and every Subaru (except the BRZ), is their Symmetrical All-Wheel Drive System. This system consists of three components: full-time All-Wheel Drive (AWD), a horizontally opposed boxer engine, and a four- wheel independent suspension. All three pieces working together provide a confident feeling behind the wheel of the Forester, regardless if you are on a road or not. A nice thing about Subaru’s All-Wheel Drive system is that because it is working all the time, there are no buttons to push or levers to pull, unless you find yourself in extreme conditions, in which case you can enable X-Mode. X-Mode controls the engine throttle, keeps the transmission in gear longer and maximizes traction to all wheels.

The boxer engine that the Forester uses is a 2.5 liter flat four-cylinder that makes 182 horsepower and 176 lb-ft of torque. It uses a CVT automatic transmission to send the power to the four wheels.

The cabin of the Forester is nicely done, with Subaru aiming more towards function and simplicity versus trying to impress. It works, as the interior is simple, yet comfortable. Room is in abundance including for those in the backseat. Lowering the rear seats, the Forester earns its utility nature by providing an impressive 69.1 cubic feet of cargo capacity.

The Wilderness package enhances the interior with anodized Cooper-finish stitching and accents along with brushed aluminum pedals and all-weather floor mats. Star-Tex water-resistant upholstery is used throughout the cabin.

On the road, I quickly learned that the Forester isn’t for those that want a lot of power. With just 182 ponies under the hood, the Forester is hardly fast. But it will meet the need of most buyers, and aside from the lack of power, the Forester drives nicely. The ride is compliant and refined, the steering is accurate, and the brakes are adequately strong for emergency stops.

For decades, the Subaru Forester has always been a competent little SUV. It offers an abundance of rugged versatility as well as a level of comfort and refinement perfect for long drives – regardless if those long drives are on the highway or on some dirt trail. Now, with the Wilderness package, it now looks the part.

It seems like just a few short years ago no one seemed to take Subaru seriously. But lately, Subaru has gone from a cult-favorite to a mainstream player in the SUV market, and vehicles like the Forester is proving why Subaru should be taken seriously. They are simply that good.
– Christopher A. Randazzo

By The Numbers:

2022 Subaru Forester Wilderness

Base Price: $32,820.00
Price as Tested: $34,165.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 182 hp
Torque: 176 ft-lbs torque

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When you’re spending big bucks for a car, especially one with the three-pointed star on its hood and the AMG badge on its trunk lid, you shouldn’t have to compromise sportiness or luxuriousness. Thankfully the 2021 Mercedes-Benz AMG E53 doesn’t; in fact, it excels in both, providing a car that should put a smile on the face of anyone that experiences it.

Just like the regular Mercedes-Benz E-Class, the AMG E53 is available as a sedan, coupe or convertible. But as mortal E-Classes get by with a turbocharged four-cylinder (E350) or a turbocharged six-cylinder (E450), the AMG E53 gets its own turbocharged six-cylinder that also includes a mild hybrid system. Together they sing to the tune of 429 horsepower (67 hp more than the E450). While all-wheel drive is available on regular E-Classes, it is standard on the AMG E53.

This week, Mercedes-Benz has me in a 2021 Mercedes-Benz AMG E53 coupe decked out in a beautiful Graphite Grey metallic exterior with a saddle brown and black interior.

The AMG version of the E-Class benefits from unique styling cues that include the grille and lower bumper with blacked-out air inlets. At the rear, there is a subtle spoiler and blacked-out, quad exhaust pipes. A set of 19-inch alloy wheels is standard, but 20-inch wheels are available.

Mercedes-Benz is synonymous with luxury, especially the mid-size E-Class, and the interior of the E53 reflects it well. Enter the cabin and a feeling of luxury overcomes you. The dashboard is sleek and is dominated by a large wraparound screen that houses a 12.3- inch touchscreen. The unit can be controlled via a touchpad on the center console, by steering-wheel controls or by the use of voice commands. The seats are extremely comfortable and can even be fitted with massaging capabilities. Of course, the build quality is top-notch. The only thing missing inside the E53 is a traditional shifter – Mercedes-Benz continues to use a little stalk from behind the steering wheel for the gear selector.

While there is no denying that the E53 is a luxury car, it easily fits the role as a sports car as well. At the heart of the E53 is a 3.0 liter turbocharged inline six-cylinder. Adding extra power is an electric motor that acts like a supercharger to provide extra- low-end torque. The result? An extremely smooth powerplant that revs effortlessly from 1,800 RPM to 6,500 RPM. Really, the engine is perfect for the E53 – it’s silky smooth like a luxury car should be, yet it packs a serious punch that will satisfy most sports car lovers as it can hit 0-60 mph in just 4.4 seconds.

4Matic, the Mercedes-Benz all-wheel drive system, along with an adaptive air suspension assures you that you can’t steer the E53 wrong. There are five driving modes to choose from: Slippery, Comfort, Sport, Sport+ and Individual. You can also choose to how firm you want the suspension and if you prefer a quiet exhaust note or throaty rumble.

As you might have guessed, the AMG E53 is expensive. Starting price is $76,250 and it goes up quickly from there. The tester carries a price tag of $100,160.

There is a special feeling that you get when you are behind the wheel of the E53. Whether you are in for the luxury or the sport, it’s there at your disposal. The AMG E53 is an automobile that can both excite and soothe the senses to just about everyone.

– Christopher A. Randazzo

By The Numbers:

2021 Mercedes-Benz AMG E53 Coupe

Base Price: $76,250.00
Price as Tested: $100,160.00
Layout: front-engine / all-wheel drive
Engine: 3.0 turbocharged inline 6-cylinder
Transmission: 9-speed automatic
Horsepower: 429 hp
Torque: 384 lb-ft
Fuel Economy: N/A

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It’s been more than three years since Ford redesigned the Expedition, and still today it
causes a stir wherever it goes. It’s big, it can carry lots of people, and it can tow some
serious cargo, all proving why it continues to be a serious contender in the full-size SUV
market.

And if for some crazy reason if this fourth generation Expedition still isn’t big enough for
you, there is the Expedition Max, which is nearly a foot longer than the regular version,
allowing it to compete with Chevrolet and itís Suburban.

Not much has changed since the Expedition and Expedition Max were redesigned,
although last year we saw the return of the King Rang edition and this year a new XL
base trim, available only with a five-seat configuration and in non-Max form, is back.

As stated, the Expedition is quite large. Unlike most SUVs these days that use a unibody
construction (like most cars), the Expedition remains an old-school body-on-frame SUV.
But the sheetmetal, which is now made from aluminum, makes the huge Expedition
lighter than the previous, smaller generation.

Whichever Expedition you choose, the look is the same – it’s squared-off body conveys a
sense of dominance. A massive front grille makes way for C-shaped headlights that wrap
around the front fenders to smooth body. XL and XLT trim levels are fitted with 18-inch
wheels, while the mid-trim level Limited gets 20-inch wheels. Higher end models like the
King Ranch and Platinum trim levels, get 22-inch wheels.

Recently Ford had me in an Expedition Max Limited. The mid-level Limited comes
nicely equipped with power-deployable running boards, leather interior, hands-free
liftgate, heated second-row seats, a 12-speaker Bang & Olufsen audio system and Fords
Co-Pilot360 Assist.

Enter the vast spaciousness of the Expedition and you’ll appreciate why people love these
behemoth vehicles. Room is everywhere. As a people mover, the Expedition seats eight –
2 up front, 3 in the second row, and 3 in the third-row seat. If you opt for the captainís
chairs in the middle row, the total count falls by one.

On Max models, those extra 12 inches go a very long way. Passengers benefit most as
nine of those inches are in the wheelbase, which translates into more cabin room, slightly
larger rear doors and easier access to the third-row seats.

I found the third-row seats in the Expeditions very comfortable ñ probably the best in the
business (both versions offer the same amount of room for third row passengers). These
are vehicles that are made to have people sitting in the third-row, and you can tell that
Ford went to great lengths to accommodate them. In fact, one Ford engineer told me that
they made it so passengers over six feet tall could sit back there in comfort.

As a cargo hauler, the regular Expedition can transport up to 108 cubic feet of cargo. But
go with the Max and that jumps to 131 cubic feet. On top of that, the Expedition is
capable of towing up to 9,200 pounds. No doubt, the Expedition is a worker, whether to
haul people, cargo or a trailer.

Since 2015, a V8 could no longer be had in the Expedition. Instead, the Expedition and
Expedition Max get by with Fordís 3.5 EcoBoost V6. While it’s still hard to believe there
is no V8 available, one drive is all it takes to realize that the turbocharged V6 easily gets
the job done. In fact, it outshines previous V8s that were once available in previous
Expeditions. Numbers are impressive: 375 horsepower and 470 lb. ft of torque. It gets
better if you move up to the top of the line Platinum trim level where the same motor is
tuned to 400 hp and 480 lb ft of torque. Every Expedition uses a 10-speed automatic
transmission.

On the road, the turbocharged V6 really makes the Expedition move ñ far better than any
V8 ever did. Just a little tip into the gas pedal causes the big SUV to smoothly lunge
forward. Another benefit that the EcoBoost provides is better fuel economy – the EPA
rates the four-wheel drive Expedition Max at 16 mpg city and 21 mpg highway.

Like all Expeditions before it, the current Expedition feels as big as it looks. But for those
that need a big vehicle to haul both people and goods, the Expedition continues to be the
one for that journey.
— Christopher A. Randazzo

By The Numbers:

2021 Ford Expedition MAX Limited 4X4

Base Price: $68,825.00
Price as Tested: $73,330.00
Layout: front-engine / rear-wheel drive
Engine: 3.5liter twin turbo V6 EcoBoost
Transmission: 10 – speed automatic
Horsepower: 375 hp
Torque: 470 ft-lbs
EPA Fuel Economy: 16 city / 21 highway

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Earlier this year we saw Ram release their ultimate pick-up truck – the Raptor-eating 1500 TRX. With its supercharged 6.2L Hemi V8, it is a fire-breathing machine that can tackle anything you throw at it. But if you want something a little tamer, but still not your run-of-the-mill half-ton pickup, the Ram Rebel is the way to go.

A few years ago, we saw the debut of the 5th generation Ram, and found it to be a standout truck. Offered in an assortment of trim levels, there is a Ram for just about every need. One of those is the Rebel, which, dare I say, is the bad-boy of the bunch.

The Rebel takes its own path when it comes to styling. It features a vented, power-domed hood and blackened fender flares. All the badges are blacked out and it features its own take on the interlocking RAM grille.

For 2022, Ram allows you to enhance your Rebel even more by offering a new G/T Package. Available on the Rebel as well as the Laramie trim, the G/T package fits the Rebel with a cold-air intake, unique exhaust system, paddle shifters, and a console-mounted shifter.

Looks and badging aside, the Rebel is decked out with some serious off-road hardware. Below the grille is a powder-coated steel brush guard and skid plate – along with skid plates to protect the oil pan, transfer case and fuel tank. The suspension is fitted with specially tuned Bilstein shocks that give the Rebel a one-inch height advantage over regular Rams, and the optional air-suspension provides an additional inch of maximum lift. All this rides on huge 18-inch wheels on 33-inch diameter all-terrain tires. This is stuff that off-roaders love to hear.

The standard engine for the Rebel is Chrysler’s 3.6-liter Pentastar V-6, good for 305 hp and 269 lb-ft of torque. Most though, will opt for the 5.7-liter HEMI V8 that makes 395 hp and 410 lb-ft of torque. For those that want to go on a different route, the Rebel can be had with the EcoDiesel – a 3.0-liter diesel V6 that makes 260 hp and 480 lb-ft of torque. All engines are matched to a smooth-shifting 8-speed automatic transmission.

Rams are available with as host of options, some being unique like the 60-40 multifunction tailgate that opens like a normal drop-down tailgate but also opens barn-door style allowing you to swing open one or both sides of the tailgate. This side-hinge operation makes loading the bed much easier.

Another great Ram feature is the RamBox – two lockable, weatherproof storage bins that run the length of the bed. There is a total of 8.6 cubic feet of space, and both bins contain lights and drain plugs – perfect for camping or storing tools.

The tester arrived in Flame Red with the 5.7-liter HEMI and equipped with the new G/T Package. It also had the Technology Group which includes a heads-up display and digital rearview mirror. Other options on the tester included a tri-fold tonneau cover, and a dual-pane panoramic sunroof.

As I first entered the Rebel, I was reminded of how spacious and accommodating the Ram’s interior is. The G/T Package allows the Ram to ditch the dial gear shifter and instead use the shifter from the TRX – making this Rebel a much better way to be placed into gear over dial equipped Rams. The center console is huge and appears to be able to swallow just about anything. Then there are the little things that make the Ram’s interior special. One is the way you can stand a cell phone up in the center console, and another is the 12V power outlet on top of the dash – perfect for those electronics that need to be mounted to the windshield.

On the road, the huge tires are hardly as noisy as you would think. The rumble of the V8 sounds perfect and ever-so-fitting in the Rebel. Although not nearly as powerful as the TRX, the Rebel is no slouch, with the HEMI’s 395 ponies always making themselves available when called up with your right foot.

As you know, prices of trucks are going up these days (along with everything else). And specialty trucks are even pricier. The Rebel is no exception. Starting at $51,350, the additional features brings this bad boy to an MSRP of $71,8950. But for off-road Ram fans that want more than just your standard Ram 1500 4X4, this Rebel is your cause.

– Christopher A. Randazzo

By The Numbers:

2022 Ram 1500 Rebel G/T Crew Cab 4×4

Base Price: $51,350.00
Price as Tested: $71,895.00
Layout: front-engine / four-wheel drive
Engine: 5.7 liter HEMI V8
Transmission: 8-speed automatic
Horsepower: 395 horsepower
Torque: 410 ft/lbs
EPA Fuel Economy: 18 city / 22 highway mpg

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Last year, we saw the BMW 4-Series receive the same changes and upgrades that the 3-Series sedan received a few years earlier. But if you wanted the most powerful 4-Series, the M440i, you had to choose between it being either a convertible or being all-wheel drive. For 2022, that changes, as now BMW offers the M440i as a rear-wheel drive coupe.

Although it shares much of its interior and chassis with the 3-Series sedan, the two-door BMW 4-Series differs in looks and style with its rakish roofline and snout-like front grille that give it a distinctive – and controversial look.

The 4-Series is available as the 430i and the M440i. Going with the 430i, the 4 is fitted with a turbocharged 2.0 liter four-cylinder that is good for 255 horsepower and 295 lb-ft of torque. Moving up to the M440i means an upgrade to a turbocharged 3.0-liter six-cylinder that makes 382 hp and 369 lb-ft of torque. Both use an eight-speed automatic transmission. BMW’s xDrive all-wheel drive is available on both the 430i and M440i.

The test car, an M440i Coupe, arrived in a dark shade of green that BMW calls San Remo Green Metallic.

Once past the grill on the M440i, which is either a love it or hate affair, the 4-Series coupe looks sleek and sophisticated from the side and flowing fastback rear end. Look carefully and you may see a hint of Mustang.

Step inside the 4-Series and you’d find plenty of room in the well-outfitted cockpit. If you’re familiar with BMW’s you’ll feel right at home. Most of the controls are easy to use and the 12.3-inch digital gauge display offers various settings so you can choose what you want to appear. For the infotainment system, an 8.8-inch screen is standard, but a larger 10.3 inch display is optional.

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

On the road, the M440i feels just like you would expect a modern luxury coupe would: smooth, fast and comfortable. The front seats are excellent and long road trips wouldn’t be a problem in the M440i. Normal-size adults can fit in the rear seats, but claustrophobia may set in after long periods of time. Along with the dual climate control, driver and passenger can each control the flow of air – a nice (and rare) feature.

But driving is what this car is all about. Toss the M440i into a quick fast corner and you’ll understand why BMW uses the Ultimate Driving Machine as its motto. The suspension and engine work hand-in-hand which makes it easy to pull the M440i out of a corner. Even though I would prefer a manual gearbox, there is no denying the eight-speed automatic is perfect for this car – it delivers quick shifts at all the right times. The brakes are amazingly powerful, making sure the BMW comes to a stop quickly. And the exhaust note, especially in Sport mode, is simply addicting.

Just like most other BMWs, the M440i is a great machine to be in and drive. If you look at a car as simply a tool to take you from point A to point B, don’t even bother with a car like the M440i. But if you enjoying driving and like a fine automobile with power and luxury – then the M440i checks all the right buttons. Just watch out for that front end.
– Christopher A. Randazzo

By The Numbers:

2022 BMW M440i Coupe

Base Price: $56,700.00
Price as Tested: $67,320.00
Layout: front engine / rear-wheel drive
Engine: 3.0 liter turbocharged inline 6-cylinder
Horsepower: 382 hp
Torque: 369 lb-ft
EPA Fuel Economy: 25 mpg city / 34mpg highway

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Today’s Ford Ranger has been with us for a couple of years now, after an eight-year
absence in the midsize pickup truck market. While it was nice to see the return of the
Ranger, its design wasn’t entirely new – it was being sold in other markets before it made
its return to the U.S. For 2021, the Ranger continues, but now with a new package that
makes it more rugged and really, makes it a much better overall pickup truck.

We recently saw Ford’s Tremor Off-Road Package offered on their F-Series pickups,
most notable in last week’s F-350. Now, Ford is offering the Tremor package in the
Ranger. In the Ranger, the Tremor Package adds a a lot of all-terrain capabilities as well
as an upgraded suspension that gives the truck a better ride, both of which contribute to
giving the Ranger an all-new attitude.

The Tremor is available on SuperCrew body Rangers that are equipped with four-wheel
drive and have either the mid-level XLT trim or the top-of the line Lariat. The package
includes a suspension than allows for nearly an inch more ground clearance than the FX4
package (the regular off-road package for the Ranger), 32-inch all-terrain tires, side steps,
off-road Fox shocks, skid plates and extra recovery hooks. Inside, auxiliary switches have
been added for buyers to use for their own-specified aftermarket accessories.

The Tremor doesn’t change what’s under the hood of the Ranger, but that’s ok as the
standard turbocharged 2.3-liter four-cylinder engine that powers every Ranger is quite
stout, making 270 hp and 310 pound-feet of torque. It’s paired with a 10-speed automatic
transmission

Entering and exiting the Ranger is easily done thanks to a nearly perfect ride height. The
front seats are supportive and there is plenty of leg and headroom. The backseat also has
plenty of headroom and legroom, and most adults will find the Ranger quite spacious.

The rest of the cabin continues to be a mixed bag. All the controls are easy to find and
use but much of the trim and dash is decked out in cheap plastic, making the Ranger look
dull and uninspired. The 8-inch touchscreen is easy to use and uses Ford’s Sync 4 and
Apple CarPlay and Android Auto connectivity. The Tremor’s auxiliary switches are
conveniently mounted on the dash top – right above the touch screen.

Take the Ranger for a spin and you’ll see that Ford got the powertrain right. The Ranger’s
boosted four-cylinder feels plenty powerful, with the 10-speed swapping through ratios
quickly and smoothly. Ford states the Ranger can hit 60 mph in under 7 seconds – and
that feels about right. Steering, handling and braking all feel more than adequate in the
Ranger. Being a Tremor, the upgraded suspension smooths out the choppy ride I
remember from the previous Ranger I drove.

With 9.7 inches of ground clearance and good approach and depart angles, the Tremor is
quite capable off-road. And when put to work, it easily proves its worthiness as a truck. It
can handle payloads of up to 1,430 pounds and can tow up to 7,500 pounds. When it
comes to technology, the Ranger doesn’t fall short. Both the XLT and the Lariat come
with the latest driver-assistance features including lane-departure warning and assist,
blind-spot monitors with trailer coverage, and automated emergency braking. Adaptive
cruise control is optional on these two trim levels.

The Ranger Lariat Tremor that I had carried an MSRP of $48,110. The base Ranger XL
starts at nearly half that price, around $25,000.

The Tremor really injects some adrenaline into the Ranger and in doing so Ford now has
a Ranger that competes with the likes of the Chevy Colorado ZR2 and the Toyota
Tacoma TRD Pro.
— Christopher A. Randazzo
By The Numbers:

2021 Ford Ranger Supercrew 4×4 Lariat Tremor

Base Price: $38,755.00
Price as Tested: $48,110.00
Layout: front-engine / four-wheel drive
Engine: 2.3 liter turbocharged four-cylinder EcoBoost
Transmission: 10 – speed automatic
Horsepower: 270 hp
Torque: 310 lb-ft
EPA Fuel Economy: 19 city / 19 highway mpg

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There was a time when shoppers of compact sedans had to consider boring, generic, and
plain as built-in features of the cars they were buying. Thankfully, those days are long
gone. Case in point – the Hyundai Elantra. Fifteen years ago, the Elantra was a simple car,
with its main goal being to get you from point A to point B. Over the years, the Elantra
has grown and received some nice features and has even added some performance. For
2021, the Elantra is new from the ground up – and it has stepped up its game.

The 2021 Hyundai Elantra is slightly longer and wider than before and has a sleeker
roofline. Angular with pointed-like styling lines along its sides make it stand out in its
class which is dominated by Honda Civics and Toyota Corollas.

Also new for 2021 is the fact that Hyundai is offering four different models of the
Elantra, some taking aim at particular markets. For those into fuel economy, the Elantra
Hybrid, a first for the Elantra, should prove interesting as Hyundai says it should get a
combined EPA rating of 50 mpg. Those who like to live a little wilder and are into
performance sedans, the Elantra N Line with its turbocharged 1.6 liter four that makes
201 horsepower is a real pleaser. And then there is the over-the-top Elantra, the Elantra N
that features a turbocharged 2.0 liter four making 276 horsepower. Paired with either a
six-speed manual transmission or a seven-speed dual-clutch automatic transmission, this
Elantra should prove that Hyundai can and will produce fast fun cars. Finally, there is the
regular Elantra, which will be the bulk of most Elantra sales.

Earlier in the year I spent time with the regular Elantra and found it to be an impressive
compact sedan. Then last month Hyundai had me in another Elantra, this one being an N
Line, so I could get a taste of what a performance Elantra was like.

With the Elantra N Line, Hyundai wants you to think along the lines of the Honda Civic
Si. The more extreme Elantra N is more akin to the Civic Type R. While I wasnít in the
ultimate performance Elantra, I found the Elantra N Line a great balance between
performance and value.

For the N Line, Hyundai decks out the Elantra with blacked out mirrors and side trim, a
blacked-out grille, a small rear decklid spoiler, dual chrome exhaust tips and a new rear
bumper shaped to look like a diffuser. It all works, making the Elantra N Line look just a
little sportier than the average Elantra, but not too boy-racer.

Inside, red accents can be found throughout the cabin, including in the analog gauge
cluster, on the three-spoke steering wheel, on the door panels and seats as well as on the
shifter. Sports seats, that look and feel great, are embossed with the N logo.

The real joy of the Elantra N Line comes from behind the steering wheel. The small yet
willing 1.6 liter boosted engine revs to its 6500 RPM redline with ease and sounds
happily doing so. The 195 lb-ft of torque that it makes is reached at just 1500 RPM ñ so
that means at low, in town speeds, the power is always on tap.

It’s nice to see that the N Line comes standard with a six-speed manual transmission,
which is becoming a dying breed these days. While I wished the tester had the manual, I
wasnít disappointed in the automatic it was fitted with, because it was a seven-speed dual
clutch unit, which meant it shifted at lightning-fast speeds. Pedals behind the steering
wheel allows the driver to shift it they decide to shift for themselves.

The N Line shares the same front suspension as regular Elantras but gains an independent
rear end along with larger brakes. With stiffer springs all around, the N Line feels nicely
composed when thrown into fast corners and exhibits good body control. While the ride
is a little harsher than regular Elantras, itís hardly brutal.

Pricing for the N Line starts just over $25,000. Base Elantras start at $19,650.

With the N Line, Hyundai has shown they can dial in some performance in a car that is
already fun and practical. The Hyundai Elantra N Line is an undeniable value.

— Christopher A. Randazzo
By The Numbers:

2021 Hyundai Elantra N Line

Base Price: $25,200.00
Price as Tested: $26,360.00
Layout: front-engine / front-wheel drive
Engine: 1.6 liter turbocharged inline 4-cylinder
Transmission: 7-speed dual-clutch automatic
Horsepower: 201 hp
Torque: 195 ft-lbs
EPA Fuel Economy: 28 city / 36 highway mpg

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Those that know trucks know that the ultimate off-road pickup from Ford is the Raptor.
Based off of an F-150, the Raptor gets a modified body, high-output engine and some
intense off-road hardware. But what if you want those similar off-road capabilities from
the Raptor, but in a heavy-duty truck? And rather than be sporty, you prefer luxury. Well,
Ford has that covered as they unleash the Tremor. And opt for it with the popular King
Ranch package and you have a truck that combines the ultimate in luxury, tech and off-
road capabilities.

The Tremor is a package available on Ford’s Super Duty range of heavy-duty trucks that
adds off-road equipment such as meaty tires, a lifted suspension, and other rugged bits.
It’s available only on crew-cab models and only with either of the available upgrade
engines.

As-is, the current Ford Super Duties are quite intimating. Add in the Tremor package,
they just look flat out mean. First off, a lift kit raises the front suspension by two inches,
making the Tremor stand tall. Underneath, there is a front axle with a limited-slip
differential while the rear gets a locking differential. At each corner are 35-inch
Goodyear Wrangler Duratrac off-road tires wrapped around 18-inch matte black wheels.
The Tremor also has different shocks than those on a standard Super Duty. The front air
dam is five inches higher than normal, which helps the truck’s approach angle, and Ford
says that the Tremor model can cross water up to 33 inches deep. A rock-crawl mode
operates in low range, and Ford also has a Trail Control system that operates like a sort of
off-road cruise control.

The Tremor that Ford had me in last week was an F-350 decked out in the King Ranch
package. So while the Tremor is quite the off-roader, inside, itís nothing but Western-
theme luxury. We are talking about nice two-tone brown-and-tan leather seating surfaces
and armrests along with the famous ranch logo stamped in various places.

Under the hood, the Tremor can be fitted with either of the Super Duties optional
engines. The first is the 7.3-liter gasoline V8 that makes 430 hp and 475 lb.-ft of torque.
The other is the 6.7-liter turbocharged diesel V8 that makes 475 hp and an amazing 1,050
lb.-ft of torque. A 6.2-liter gas engine (385 hp and 430 lb.-ft of torque) is standard.
Regardless of engine choice, a 10-speed automatic transmission is used. The tester was
fitted with the diesel engine.

Climbing inside the cabin of the Tremor requires using the side step and the grab handle –
as this truck sits high. Once in, a familiar ambiance awaits the occupants. The interior
carries a blocky industrial theme that provides for big and easy-to-use controls and
buttons. Conveniences are found everywhere – from heated and vented seats to an 8- inch
touch screen. A helping hand is the multicamera that gives a 360-degree view around the
truck ñ practically a necessity when parking this big machine.

While the Tremor is big and can be a bit intimidating to look at, I found driving it to be
surprisingly easy. While you do feel its heft, itís quite manageable. The ride is a
somewhat jittery, but that’s too be expected for a big truck with no load. The ridiculous
diesel torque monster delivers power effortlessly and smoothly. It’s also relatively quiet –
maybe too quiet as I would prefer a little more of that familiar clattery diesel sound.

The Ford F-Series Super Duty has always been known for its amazing towing
capabilities, including being able to tow up to 37,000 pounds using a gooseneck trailer.
By combining the Tremor package with the King Ranch, you have one of the most
capable off-road vehicles that can handle any work task you throw at it – and do it all in
luxury. That must make it a super Super Duty.
— Christopher A. Randazzo

By The Numbers:

2021 Ford Super Duty F-350 SuperCrew King Ranch Tremor

Base Price: $62,810.00
Price as Tested: $82,685.00
Layout: front-engine / four-wheel drive
Engine: 6.7 liter PowerStroke V8 Diesel
Transmission: 10 – speed automatic
Horsepower: 475 hp
Torque: 1050 lb-ft

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For those that think the Lincoln Navigator is simply a rebadged Ford Expedition, they need to take another look at today’s Navigator. Out since the 2018 model year, today’s Navigator is a breath of fresh air for the American luxury automaker, offering the best in luxury and comfort, yet still being a capable SUV. Last week Lincoln sent me a 2021 Lincoln Navigator to remind me just what an impressive vehicle it is.

Currently in its fourth generation, the Lincoln Navigator stands tall and proud. Its body panels are all made of aluminum, so as big as it is, it’s not crazy heavy. In fact, it’s larger than the previous Navigator, but is nearly 200 pounds lighter. The styling of the Navigator doesn’t break any new ground, but it’s easily recognizable and I think that most would agree that it is one bold and handsome SUV.

Inside, the Navigator represents American luxury at its finest. There’s wood. There’s leather. There’s chrome. And it all fits and flows together nicely and elegantly. Things we touch with our fingertips, like buttons and switches, are done in chrome – so every time we use them, the sense of luxury is felt.

As you enter the Navigator, the power running boards, long a Navigator tradition, still quickly deploy from under the vehicle to assist your step in. Front seats are 30-way power – so if you can’t get comfortable in these, there’s no hope. Atop the center console is a large 10-inch infotainment touch screen that appears to be a “floating” iPad. The driver has their own configurable 12-inch LCD instrument cluster as well as a heads-up display. Second row seating comes as captain’s chairs but a bench seat is optional. Behind that is the third-row seat that I found to be surprisingly comfortably for my 5’9″ frame. There are even USB ports back there. When the third row isn’t needed, it easily stows away flat into the floor at the touch of a button.

If the regular Navigator still isn’t big enough for you, Lincoln continues to offer an extended-wheelbase version. Called the Navigator L, this luxury liner is more than a foot longer – with the wheelbase being around 9″ longer.

I still find it hard to believe that a vehicle of this size isn’t available with a V8 under its hood. Well, it’s 2021 and to some, a V8 is so passé – and one is no longer needed. Powering all Navigators these days is a 3.5-liter twin turbo EcoBoost V6. While that description may sound familiar to many, this one used in the Navigator has been exclusively used in the Ford Raptor – and makes an amazing 450 horsepower and 510 lb- ft of torque. Trust me – a few dips into the gas pedal you won’t be missing that V8 much.

As luxurious as the Navigator is, it’s still an SUV at heart, which means it can be put to work, if called upon. Behind the third row of seats, there is almost 20 cubic feet of storage space. Behind the second row of seats, there is 57 cubic feet. If you really need to haul a lot of stuff, fold both rows of seats flat, which can be done at the push of a button, and storage increases to 103 cubic feet. If towing is part of the plan, the Navigator is capable of towing up to 8,700 pounds.

The Navigator is available in three trim levels: Base, Reserve and Black Label. All make the Navigator luxurious – the question becomes how much luxury do you want and how thick is your wallet? The Base fits the Navigator with 20-inch wheels, heated and vented front seats with heated second-row seats and adaptive suspension. The Reserve adds in larger 22-inch wheels, panoramic sunroof, illuminated running boards and upgraded leather. The all-out Black Label dresses the interior in one of three distinct themes: Chalet (white leather with black contrast), Yatch Club (blue leather with white contrast) or Destination (all burgundy). It also gets special 22-inch wheels, all-wheel drive and exclusive dealer features like complimentary car washes, pickup and delivery of the vehicle for service and an extended maintenance plan.

The tester was an ultra-luxurious Black Label with the Destination theme. With every feature available, it carries a price tag to prove it: $106,115. The Navigator Base starts at $76,705.

The Lincoln Navigator has always been known for being the one that started and set the standard for the luxury SUV. While some may have felt it has lost its edge, the current Navigator proves otherwise, as it shows it is one of the nicest luxury SUVs money can buy.
– Christopher A. Randazzo

By The Numbers:

2021 Lincoln Navigator 4X4 Black Label

Base Price: $94,125.00
Price as Tested: $106,115.00
Layout: front-engine / four-wheel drive
Engine: 3.5 liter turbocharged EcoBoost V6
Transmission: 10-speed automatic
Horsepower: 450 hp
Torque: 510 ft-lbs
EPA Fuel Economy: 16 city / 20 highway

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Lexus is known for the well-made luxurious cars and SUVs that it builds. So a car like the LC 500 should really come as no surprise. But the LC is so extreme from a brand that has been mostly conservative in the vehicles it produces. it’s considered by many as a halo car for the luxury automaker.

Starting from the LF-LC concept car back in 2012, it took six years for it to reach production as the LC 500 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 platform as the LS 500 sedan, the LC 500 is a luxury sport coupe that shares many components from the brands flagship vehicle. But one thing it doesn’t share from the LS is its 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 flush door handles and a floating roofline. Up front is the familiar Lexus spindle grille, while in 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, just like a supermodel on the red carpet.

Inside, the glamour continues. Door panels are draped in Alcantara and have unique door handles that seem to come out of nowhere. There is ultra soft leather everywhere and all the switches and dials are done in metal – no cheap plastics to be found anywhere. This doesn’t look or feel like a car interior, but more like an art exhibit.

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. 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.

Like anything this gorgeous, there are some quirks that must be dealt with. One is the way to control the infotainment system which is by way of dragging your finger around on a touchpad. Then there are the cupholders, which simply are not very good. Both a small price to pay for being in a car as breathtaking as the LC 500.

Obviously, a luxury experience like the LC 500 doesn’t come cheap. But compared to the competition, some would say the LC 500 is a bargain. Starting price is $92,950. The Dynamic Handling Package ($9,570) includes Alcantera sport seats, carbon fiber roof, active rear steering and a speed activated rear spoiler. Other major options available include the Mark Levinson Sound system ($1,220) as well as a heads up display ($900). The test car was equipped with all these plus a few other options, bringing its MSRP to $107,095.

The LC 500 is a marriage of amazing performance, a luxurious cabin and stunning styling. 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. It’s that good.
— Christopher A. Randazzo

By The Numbers:

2021 Lexus LC 500

Base Price: $92,950.00
Price as Tested: $107,095.00
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: 16 city / 25 highway mpg

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When the Hyundai Tucson was launched back in 2004, it appeared to me as the ugly-duckling in the Hyundai lineup – it just was not an attractive SUV. Things got better five years later when the second-generation Tucson came out – as the Tucson started to look more attractive and appealing. In 2016, the third-generation Tucson came out and really transformed it into a handsome little SUV. Now for 2022, the Tucson gets completely redesigned and continues that upward trend.

The all-new fourth generation Hyundai Tucson carries on in the Hyundai lineup slotted between the smaller Hyundai Kona and larger Hyundai Santa Fe. It’s a 5-passenger compact crossover that takes aim directly at the likes of the Honda CR-V, Mazda CX-5 and Toyota RAV4.

The new Tucson takes on a very different – and very expressive look. Wheel arches are now squared and bold creases make their presence in the body. In the past, the Tucson was described as being cute, but this new one now looks bolder and athletic.

Inside, Hyundai continues their pattern of providing excellent ergonomics and an abundance of interior space despite the Tucson’s small footprint. The cabin is a very pleasant place to be with front seats that offer plenty of room and rear passengers able to stretch their legs and even recline their seat.

The new Tucson is available with a conventional gas engine or as a hybrid. All gas-engine powered Tucsons use a 2.5 liter four-cylinder that makes 187 horsepower. Strangely, if you want more power out of the Tucson, you’re better off going the economical route and opt for a hybrid – as it uses a turbocharged 1.6 liter four-cylinder and an electric motor that makes 227 hp. A plug-in hybrid bumps that power up to 261 hp. Hybrids us a six-speed automatic transmission and come standard with all-wheel drive while the gas engine uses an eight-speed automatic with front-wheel drive (with all-wheel drive being an option).

Gas powered Tucsons are available in four different trim levels. The SE is the base but is nicely fitted with 17-inch alloy wheels, 8-inch infotainment center as well as a ton of safety features including forward collision mitigation and lane keeping assist. The SEL adds some luxury to the Tucson by including a power driver’s seat, heated front seats, adaptive cruise control and keyless entry and push-button start. The N Line is the sporty version of the Tucson. While it doesn’t add any performance, it does equip the Tucson with sportier seats, special 19-inch wheels and unique exterior and interior trim pieces. The top-of-the-line Tucson is the Limited, which adds in a panoramic sunroof, heated steering wheel heated rear seats, a larger infotainment screen, blind-spot camera and a surround view camera.

The tester, a Tucson Limited, carried a price tag of $37,454 and felt worthy of it. The interior makes you feel like you’re in a more expensive vehicle with its high-tech features that include few physical buttons (most interior features are controlled through the touchscreen). The shifter is a push-button type which is becoming more of the norm these days and gives the interior a more open feel.

On the road, the Tucson drives well and offers enough power for typical duties – but quick it is not. Tests show it takes about 9 seconds to reach 60 mph. The EPA rates it at 26 mpg in the city and 33 mpg on the highway. The Tucson Hybrid delivers a much better performance bang – able to get to 60 mph in just 7 seconds – and also boosts fuel economy to 38 mpg – literally a win-win situation.

When put to work, the new Tucson can carry 38 cubic feet of cargo behind the rear seats – which puts it among the best in its class. Fold the rear seats down, and that space increases to over 74 cubic feet.

Despite the lackluster powertrain, the all-new Tucson has a lot going for it. An attractive exterior with a high-tech interior as well as providing excellent utility, will no doubt keep the Tucson in the running for those looking at a compact SUV.
— Christopher A. Randazzo

By The Numbers:

2022 Hyundai Tucson Limited AWD

Base Price: $36,100.00
Price as Tested: $37,454.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter four-cylinder
Transmission: eight-speed automatic
Horsepower: 187 hp
Torque: 178 ft-lbs
EPA Fuel Economy: 24 city / 29 highway mpg

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A few weeks ago, I reviewed the Genesis GV80 midsize luxury SUV and commented on how impressed I was with it. As nice as it is, to some, the GV80 may be either a little too big or too expensive (or both). Not to worry – as Genesis has an all-new SUV that overcomes those issues – the all-new GV70.

The Genesis GV70 is an all-new small luxury SUV that is aimed at the likes of the Acura RDX, BMW X3, Lexus NX and the Mercedes-Benz GLC. Based on the Genesis G70 sedan, the GV70 is the second SUV model from the brand.

Like the larger GV80, the GV70 is quite stylish with its two-bar headlights, huge pentagonal grille and elegant body lines. At the rear is a unique floating triangular quarter window that really blends in nicely with the lines of the GV70. And just like nearly all vehicles from the luxury South Korean automaker, the GV70 looks like no other SUV in its class.

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

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

The GV70 seats five people in two rows. The front seats are a little firmer than one might initially expect in a luxury SUV, but they are comfortable. Backseat room is adequate (more than in the G70 sedan), but legroom is still in short supply.

Driving the GV70 turns out to be more fun than the larger GV80, despite having the same drivetrain. With five different drive modes, the GV70 allows you to pick how you want to drive. Driving enthusiasts will enjoy the Sport+ which amps up the dynamics and performance of the GV70 as well as enable launch control which maximizes initial starting performance. Switching to Sport+ mode also tightens up the driver’s seat side bolsters to hold you in the seat better.

With the turbocharged V6 under it’s hood, the tester, a 3.5T would scoot. There was an ever-so-slight lag from the turbos, but once they kick in, the GV70 could hit 60 mph in under 5 seconds. The torque comes on early and the transmission shifts at the right times, although paddle shifters are there if you so choose to use them.

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

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

The 2022 Genesis GV70 starts at just over $42,000. The tester carried an MSRP of $64,045.

It’s really hard to find fault with the GV70. It looks great, has a stunning interior and can be driven like a sports car if one wants to. Add in the luxury and utility features it offers and the incredible value that it is – makes it no surprise that earlier this week MotorTrend gave it the 2022 SUV of the Year honor.
— Christopher A. Randazzo

By The Numbers:
2022 Genesis GV70 AWD 3.5T Sport Prestige

Base Price: $52,600.00
Price as Tested: $64,045.00
Layout: front-engine / all-wheel drive
Engine: 3.5-liter turbocharged V6
Transmission: 8-speed automatic
Horsepower: 375 horsepower
Torque: 391 lb-ft
EPA Fuel Economy: 19 city / 25 highway mpg

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