Hyundai has built its reputation on delivering value and offering a great bang for the buck. But for the past few years, they have added another attribute to their reputation – striking designs. A great example of that can be found in the 2024 Hyundai Tucson.
Today’s Tucson is part of the fourth generation that came out in 2022. Sandwiched between the smaller Hyundai Kona and larger Hyundai Santa Fe, the Tucson is a 5-passenger compact crossover that takes aim directly at the likes of the Honda CR-V, Mazda CX-5 and Toyota RAV4. And it does so with an attractive design that features squared wheel arches and bold creases that make their presence in the body. Tucsons of long ago used to be described as cute, but today’s is bolder and athletic.
The 2024 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 226 hp. A plug-in hybrid bumps that power up to 261 hp. Hybrids use 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, keyless entry, and push-button start. The off-road themed XRT gets 19-inch black wheels, black exterior accents, side steps and roof rails. The top-of-the-line Limited gets a panoramic sunroof, chrome exterior trim, heated steering wheel and a surround view camera. For 2024, the sporty N Line trim now gets the hybrid powerplant (rather than the all-gas one). Other Hybrid Tucsons include the Blue Hybrid, SEL Convenience Hybrid and the Limited Hybrid.
The tester was an all-wheel drive Tucson Limited. MSRP of the test vehicle wasn’t stated, but I estimate it to be around $39,400.
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 dash arrangement is good, especially if you like high-tech as nearly every feature is controlled through the touchscreen or flat buttons alongside it.
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, so it is on the slow side. The EPA rates it at 23 mpg in the city and 29 mpg on the highway, for a combined mpg of 25. Driving it is easily done, though with nice, direct steering and it stays composed around corners. For those that want some excitement in their driving along with some extra power, the N Line, is the way to go, which enables the Tucson to get to 60 mph in just 7 seconds – and boosts fuel economy to 38 mpg – literally a win-win situation.
When put to work, the Tucson can carry 38.7 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 nearly 78 cubic feet. Along with that, a low liftover and nice flat floor makes it easy to load and unload.
Tech gurus will be happy to hear that all Tucsons are Apple CarPlay and Android Auto compatible and display nicely on the touchscreen. There is also a voice activation system that recognizes commands well and is easy to use. And the Tucson is fitted with many driver’s aids like a blind-spot warning system, adaptive cruise control and front and rear parking sensors.
Pricing for the 2024 Tucson starts under $26,000, making it very competitive in its class. Toss in Hyundai’s basic warranty of five years/60,000 miles and coverage of the powertrain for 10 years/100,000 miles, and the Tucson continues to show why it delivers a great bang for your buck.
–– Christopher A. Randazzo
By The Numbers:
Layout: front-engine / all-wheel drive
Engine: 2.5 liter four-cylinder
Transmission: eight-speed automatic
Horsepower: 187 hp
Torque: N/A
EPA Fuel Economy: 23 mpg city / 29 mph highway
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While the 2024 Genesis GV60 is hardly changed from last year, there are two good reasons to consider it over the 2023 model: It’s cheaper and it goes further.
Now in its second model year, the Genesis GV60 gets a new entry level trim that comes in nearly $9,000 cheaper than the starting price of the 2023 model year. Along with that, the range that some of the other trim levels can go has been increased.
Making its debut in 2023, the Genesis GV60 is the brands first electric vehicle – and the third SUV in its lineup. Claiming to be an SUV for the new generation, the GV60 is a luxury crossover that incorporates styling elements found in the Genesis lineup – yet looks like nothing else around. As the smallest SUV in the Genesis lineup, the GV60 isn’t as spacious as its larger GV70 and GV80 stable mates. It does, however, offer a unique interior design that’s more high-tech in its appearance and functionality. The GV60 shares its platform with the Kia EV6 and the Hyundai Ioniq 5.
Step inside the GV60 and the interior looks like one giant screen. It’s actually two large 12.3-inch screens – one for the infotainment touchscreen and the other for the digital gauge cluster. The Genesis infotainment system works well enough and can be controlled by either a click of a dial on the center console or by touchscreen. A Bang & Olufsen stereo system is standard.
Then there is the gear selector. Just when you think you have seen them all, Genesis creates the most unique shifter ever. Looking (and feeling) like a crystal ball when the car is off, turning the car on causes it to flip upside down – allowing you to move it as a shifter. I’m not real sure on the “why”, but the cool-factor is definitely there.
Last year’s two-trim lineup has been expanded to three. The new trim is Standard, which is a single-motor RWD model which allows the GV60 to start at $53,195 – quite a bit cheaper than last year’s entry level GV60, which was the Advanced. The new Standard trim offers 225 horsepower and has a maximum range of 294 miles – which is 46 miles more than the Advance can go. So, coming in at a lower price and able to go further is a win-win.
If you want more power and don’t mind sacrificing some range, there are other trim levels available. The Advanced has dual-motors and AWD and makes 314 horsepower with 248 miles of range. The top-of-the-line GV continues to be the Performance. Also equipped with dual-motors and AWD, it makes 429 horsepower, although that number can be temporarily increased to 483 horsepower by engaging the Performance model’s Boost driving mode. It has a range of 235 miles.
The exciting exterior and fancy interior coincides nicely to a vehicle that is impressive (and quite fun) to drive. The tester, a GV60 Performance, is extremely quick as-is, but it more power is needed, it can easily be had. Activated by pressing a button on the steering wheel, Boost mode catapults the GV60 to 60mph in just 3.7 seconds. Think of Boost mode as an EV version of NOS. Not only is the GV60 quick, but it just feels good driving it – the steering is well-weighted and accurate, and the suspension tuning is spot-on. Road manners are quite refined, and its handling is very good for a crossover SUV.
When it comes to utility, the GV60’s smallish size and sloping roofline don’t do its cargo area any favors. There is a modest 24 cubic feet of rear cargo space and a small about of room in the frunk (front truck). At least the rear seats split in a 60/40 configuration and fold relatively flat, which helps with overall cargo space and for transporting larger items.
I feel it’s safe to say that Genesis’s first stab at a luxury EV SUV market has been a success. From the way it looks to how it feels to be in and drive as well as its practicality, the GV60 has a lot going for it. And while it’s the first EV from Genesis, they are showing that it can rival the Audi Q4 e-tron, the Volvo XC40 Recharge and even the Porsche Macan.
— Christopher A. Randazzo
By The Numbers:
Base Price: $70,745.00 (est)
Price as Tested: $70,745.00 (est)
Layout: dual motors / all-wheel drive
Engine: 160 kW Front / 160 kW Rear electric motors
Horsepower: 429 / 483 horsepower
Torque: 516 lb-ft
EPA Fuel Economy: 90 MPGe (97 city / 82 highway)
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It’s rare that a car company offers two vehicles in the same class, but Mazda does just that by offering two compact crossover SUVs. There is the CX-5, which has been around since 2013 and is Mazda’s best-selling vehicle. Then there is the new CX-50, which came out last year, and is a more rugged and capable vehicle. Either one can serve your needs well, but the newer CX-50 appeals to the outdoor lifestyle group like the Ford Bronco Sport and Jeep Cherokee Trailhawk. Let’s look at the CX-50 and see what’s in store for it for 2024.
The CX-50 is slightly larger than the CX-5, but more importantly, it is an inch higher off the ground and has a slightly more rugged look by way of its more pronounced fenders. And with more than 8 inches of ground clearance (as well as an Off-Road drive mode), the CX-50 offers improved off-road and towing capabilities compared to the CX-5.
The engine lineup for the CX-50 mimics that of the CX-5. The base engine is a 2.5-liter Skyactive four-cylinder, rated at 187 hp and 186 lb-ft of torque. Higher trim levels get treated with a more powerful version of the same engine – a turbocharged 2.5-liter Skyactive that makes 227 horsepower and 310 lb-ft of torque. If you want even more power, switch over to premium fuel and those numbers rise to 256 and 320 respectively. A six-speed automatic is the sole transmission available for the CX-50. In keeping with its off-road image, every CX-50 is equipped with all-wheel drive.
For its second year in production, the 2024 CX-50 receives upgrades to its suspension as well as a simplified trim level lineup.
Trim levels have been reduced from ten to eight. Four of those come with the base engine while the upper 4 trim levels, the Turbo, Turbo Meridian, Turbo Premium and Turbo Premium Plus utilize the more powerful engine. The tester was the outdoorsy Turbo Meridian.
Suspension upgrades include new dampers for a more comfortable ride on all 2024 CX-50 models. The electric power-assist system has also been recalibrated.
Inside the 5-passenger CX-50 is an interior familiar to other Mazda vehicles. The controls have a solid feel and are easy to use. The 10.25-inch center display isn’t a touch screen but is controlled through a dial on the center console. In typical Mazda fashion, the volume control is also placed on the center console. These controls do take some getting used to, but after a short time they become second nature. The backseat offers decent room for adults and shouldn’t offend anyone. The CX-50 can carry 31.4 cubic feet of cargo behind the second row and that increases to 56.3 cubic feet with the 60/40-split rear seats folded down.
Like nearly all other Mazda’s, the highlight of the CX-50 is in the driving department. Power from the turbo-four is plentiful – able to hit 60 mph in just a tick over 7 seconds. But its real asset is the way it handles. Equipped with G-Vectoring Control Technology, the CX-50 has minimal body roll and it’s quick, responsive steering helps make it feel as if it’s glued to the road. The ride is comfortable as it absorbs bumps and road imperfects and for the most part, keeps them isolated from the cabin, possibly a result of the suspension upgrade, although I never noticed last year’s CS-50 being uncomfortable.
The 2024 Mazda CX-50 starts at $31,675 for the entry level S Select model (last year’s S entry level model, which was nearly three grand less, is no more). The tester had an MSRP of $43,860. Being the Turbo Meridian Edition, it sports 18-inch alloy wheels, all-terrain tires, cool luggage racks and unique decals. Those luggage racks, while making the CX-50 look the part – comes at a price: windnoise at highway speeds.
The compact crossover SUV market is a tough class to play in. But Mazda seems to have it covered nicely. Want a typical cute SUV? Then the CX-5 will do the job. But if you want a blend of rugged looks and driving refinement, the CX-50 is the way to go.
— Christopher A. Randazzo
By The Numbers:
Base Price: $40,800.00
Price as Tested: $43,860.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter Skyactiv Turbocharged inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 lb-ft
EPA Fuel Economy: 23 city / 29 highway mpg
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The Hyundai Kona, the brands second smallest SUV – slotted just above the Hyundai Venue, has been completely redesigned for the 2024 model year. The all-new Kona features a more modern appearance along with an all-new cabin that features more tech and a fresh, unique design.
The new Kona debuts with a more distinctive and modern appearance. The design emits a cool and spunky vibe – and is sure to standout in its class, which includes the Chevrolet Trailblazer, Honda HR-V, Kia Niro and Volkswagen Taos. It’s also bigger than before, having grown nearly 6 inches in overall length which translates to a few more inches of rear legroom. Pricing for the Kona starts at about $25,500, which is about $2,000 more than the previous model, but still remains one of the inexpensive cars on the market.
Much like the previous generation, the new Kona is available as either a front-wheel drive vehicle or all-wheel drive vehicle, and is offered with one of two engines, depending on trim. The base SE and SEL will use a 2.0-liter four-cylinder engine paired with a CVT transmission. It’s good for 147 horsepower and 132 lb-ft of torque which is unchanged from the previous model. The N Line and Limited trims receive a more potent turbocharged 1.6-liter engine mated to an eight-speed automatic transmission. Unfortunately, this engine drops 5 hp from last year, now making 190 hp and 195 lb-ft. Also, to note, the seven-speed dual-clutch transmission is gone as well as the high-performance N model, but let’s keep our fingers crossed and hope Hyundai brings it back in the near future. An EV version with two different battery size options will be available later in the model year.
Inside the new Kona is a sleek, modern interior that features a straightforward but futuristic design. The center console has been trimmed down, and the shifter has been relocating to a stalk behind the steering wheel, freeing up space for a large storage area, which is perfect for that Venti Starbucks and cell phone as well as for handbags, purses, or other large items. For the driver, all the instruments and controls are designed around two 12.3-inch displays on the dashboard. The dash in front of the passenger is a storage shelf which adds to the Kona’s utility. As Hyundai does so well, they make their vehicles feel more expensive than they are by adding in extra features and the new Kona is no exception with ambient lighting strips sprinkled throughout the cabin, heated, and ventilated seats and a heated steering wheel.
Other unique features available on the new Kona is a remote parking system which is accessed using the key fob, a blind-spot camera, lane centering assistance, front cross-traffic warning, forward collision warning, adaptive cruise control and a safe-exit alert system. Many of these features aren’t available on competitors at all.
The tester, a Kona Limited AWD, dressed in Atlas White with a black interior came with an MSRP of $35,145.
The last Kona I drove was the high-performance Kona N (that had 276 horsepower!), so this new Limited, while nice and more eye-catching, feels less unique and special when out on the road. Nonetheless, the new Kona is a nice driver, with plenty of get-up-and-go with the turbo motor. Considering the Kona’s growth spurt, this larger Kona is still fun to drive and feels very tossable around corners. As with most vehicles in this segment, the small size makes for a busy ride as bumps and road imperfections are felt in the cabin. Visibility out of the new Kona is impressive thanks to the low dashboard and narrow windshield pillars. Fuel economy is decent at 24 mpg in the city and 29 mpg on the highway. Those figures increase to 29/34 with the base engine.
The increase in size means the new Kona can hold more cargo. There is now 6 cubic feet more space behind the second row of seats, making it able to hold 25.5 cubic feet of stuff. Lower the back seat and that increases to 63.7 cubic feet – making the new Kona one of the roomiest models in its class for cargo.
With the previous Kona, Hyundai provided a car that was simple, efficient and practical. The all-new 2024 builds on that same recipe, but now adds in a bit of style to the pot, making this new Kona the ideal runabout car.
— Christopher A. Randazzo
By The Numbers:
Base Price: $33,150.00
Price as Tested: $35,145.00
Layout: front-engine / all-wheel drive
Engine: 1.6 liter turbocharged inline 4-cylinder
Transmission: 8 – speed automatic
Horsepower: 190 hp
Torque: 195 ft-lbs
EPA Fuel Economy: 24 mpg city / 29 mpg highway
[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]
For 2023, the Ford Super Duty lineup has been fully redesigned and with that, they have reclaimed heavy-duty-truck towing capacity bragging rights. For how long, who knows? In 2021, Chevrolet announced their new Silverado HD could pull 36,000 pounds – but just a few months later, Ram stole the show by showing they could tow 37,000 pounds. Now, the Ford F-350 configured with rear-wheel drive, a regular-cab dually and with the high-output diesel engine can pull 40,000 pounds, making it the new champ.
But while the new Super Duty can tow more than ever before, it isn’t vastly different than before, with Ford focusing on refinement and making driving such a large vehicle easier.
On the exterior, the F-350 (as well as the F-250 and F-450) get some minor changes which include new grille choices, a bed-access step on the rear bumper and in the bed sides and revised taillights.
On the inside, though, it is a different story. All the Super Duties get a completely redone interior, now looking much like the current F-150. This new interior includes a redesigned center console with more storage room, a customizable 12.0-inch digital instrument cluster, a standard 8.0-inch center display on XL models and 12.0-inch screen on higher trims, four USB ports, wireless smartphone charging, reclining front seats and a flat rear floor. All these make the Super Duty, as big as it is, easier to live with.
Recently, Ford had me in a four-wheel drive F-350 Super Duty decked out in Iconic Silver exterior with dual rear wheels along with the top-of-the-line Limited trim level, this is a big work truck wrapped in luxury. And with a price tag of $104,755, it shows.
Of course, the F-350 Super Duty is first and foremost a work truck. When in its base form, the XL, its no-frills feature list makes it great for work-truck duty with its vinyl floors and upholstery and a bench seat. It does have power windows and door locks and is powered by a 6.8-liter gas V8 engine. For a little more comfort, the XLT is fitted with a carpeted floor and cloth upholstery along with a power driver’s seat. It gets larger alloy wheels (18-inch vs the 17-inch steel wheels on the XL) and a larger 7.3-liter V8 engine. Move up to the Lariat and the F-350 starts getting plush. It gets a remote start, keyless entry and push-button start, dual-zone climate control, power front seats with heated and vented features, and heated rear seats. The popular King Ranch trim gets 20-inch alloy wheels, a unique Western-themed leather interior, power tailgate and power deployable running boards, an 18-speaker B&O sound system, and adaptive cruise control. The Platinum is much like the King Ranch but with a different style leather interior. It also gets massaging front seats. Going with the Limited, the F-350 gets a two-tone interior, two-panel sunroof, suede headliner, and carbon-fiber trim.
Ford offers the F-350 with four different engines – two gasoline V8s and two diesel V8s. The base engine is the 6.8-liter gas V8, which makes 400 hp and 445 lb-ft of torque. It is found in the XL. All other F-350s except the Limited come standard with the larger 7.3-liter V8 making 430 hp and 485 lb-ft of torque. But if you’re serious about putting the F-350 to work, the PowerStroke diesel is the way to go. Coming in at 6.7 liters, this turbodiesel V8 makes 475 hp and 1,050 lb-ft, while a high-output variant cranks things up to 500 horsepower and an astonishing 1,200 lb-ft of torque. All engines are paired with a 10-speed automatic.
These engines help give the F-350 amazing towing capabilities, but Ford knows there is more to a truck than just how much it can tow. In fact, to help assist with towing, the F-350 has a new Pro Trailer Hitch Assist system that can automatically back up the truck to a trailer with a ball hitch and position it right underneath, which makes hooking up a trailer without a spotter so much easier. Also, along those lines there is a system on board that allows you to input the size and weight of your trailer and the truck will let you know if your load is properly balanced based on the trailer’s tongue. It can also weigh how much payload you’ve put in the bed and how close you are to the max rating. As you can see, Ford just isn’t focused on how much you can tow, but also the easiest and best way to tow.
Climbing inside the cabin of the F-350 requires using the sidestep and grab handle – as this truck sits high. Once in, the familiar F-150 ambiance awaits the occupants, but it is far nicer. 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 a 12- inch touch screen. A helping hand is the multicamera that gives a 360-degree view around the truck – practically a necessity when parking this big machine.
While the F-350 is big and can be a bit intimidating to look at, I found driving it to be surprisingly easy – if you are always aware of where those rear wheels are. While you do feel its heft, it’s 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 power and towing capabilities. For 2023, Ford builds on those to make living and using the Super Duty to its fullest potential that much easier.
— Christopher A. Randazzo
By The Numbers:
Base Price: $99,280.00
Price as Tested: $104,755.00
Layout: front-engine / four-wheel drive
Engine: 6.7 liter High Output PowerStroke Turbo Diesel V8
Transmission: 10 – speed automatic
Horsepower: 500 hp
Torque: 1200 lb-ft
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The small subcompact crossover SUV market is filled with a lot of good vehicles. It’s hard to look past the likes of the Honda HR-V, Hyundai Kona, Mazda CX-30 and the Toyota Corolla Cross. But if you want a small subcompact crossover SUV that is built for ruggedness and is also comfortable and practical – the one to focus on is the Subaru Crosstrek.
While not a rock-crawling off-roader, the Crosstrek does offer high ground clearance and good off-road abilities when compared to the others. And as Subaru launches its third generation Crosstrek for 2024, those characteristics remain.
The all-new Crosstrek continues to be based off of the Impreza hatchback, and in typical Subaru fashion, the new Crosstrek’s design, both inside and out, evolves from that of its predecessor. In fact, it does not look all that different from the outgoing model. As with all Subarus except the sporty BRZ, every Crosstrek is all-wheel drive and uses a boxer-style engine.
Even the engine options carry over unchanged from the previous Crosstrek, with a 152-hp 2.0-liter flat-four serving as the base engine and a 182-hp 2.5-liter flat-four being available as an option.
So, what has changed for the all-new Crosstrek? Well, last year’s manual transmission is no more, and the cabin has been addressed to make it more quiet as well as having redesigned seats. Also, this new Crosstrek is now, for the first time, available in the Subaru’s Wilderness trim level.
The 2024 Crosstrek is available in five trim levels. The Base is nicely equipped with 17-inch alloy wheels, dual climate control and a 7-inch touchscreen infotainment system. A step up is the Premium, which gets a larger 11.6-inch screen, hands free keyless entry and push button start ignition and LED foglights. Both the Base and Premium use the 2.0 liter flat four-cylinder engine.
The Sport gets 18-inch alloy wheels, heated exterior mirrors, windshield and seats, gray cloth upholstery with yellow accents and stitching and a wireless smartphone charger. The Sport is easily identified with its exclusive yellow accents.
The Limited gets upgraded headlights, a heated windshield, leather interior with chrome accents and a power passenger seat. The top-of-the-line Wilderness gets a raised suspension, 17-inch wheels on all-terrain tires, protective body panels and a synthetic leather upholstery. The Sport, Limited and Wilderness use the 2.4 liter flat four-cylinder engine.
The tester arrived as a Crosstrek Premium. Oddly enough, just a few months ago I reviewed a Crosstrek Limited, with the larger engine – so I have had the opportunity to drive Crosstreks with both engines. While the extra 30 horses and 37 lb-ft doesn’t seem like a lot, I found that they were missed. The base engine in the tester does its job, but when you want that extra little bit of power, it just isn’t there. There is nothing wrong with the smaller engine, just don’t expect a lot from it.
The Crosstrek’s interior continues to be simple and clean with easy-to-use controls and an impressive infotainment screen as a center stack. A nice but simple feature is being able to control the vents you want the air flow to go (all vents or just the driver). The cabin is spacious with plenty of room for both passengers and cargo. Cargo space has shrunk a
little with the new Crossover, but it is still good. Behind the back seat there is 19.9 cubic feet of space (down from 20.8) and with the backseat folded, there is 54.7 cubic feet space (down from 55.3).
With its lifted suspension, on the road, the Crosstrek doesn’t feel as nimble as, say a Mazda CX-30 but off-road, the Crosstrek should outperform anyone in this class. With its all-wheel drive system and 8.7 inches of ground clearance (that increases to 9.3 inches on the Wilderness trim level), the Crosstrek can tackle off-road trails or plow through deep snow, which makes it, along with other Subarus, a hit in the Northeast, Northwest and Rocky Mountain States. Overall, though, the Crosstrek does deliver a great balance between dirt roads and paves surfaces.
Whether you’re looking for a hatchback, small crossover SUV or just a small car, the 2024 Subaru Crosstrek should meet your needs nicely and will gladly accept any adventure you may encounter. 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. Pricing for the 2024 Subaru Crosstrek starts at $26,290.
– Christopher A. Randazzo
By The Numbers:
Base Price: $26,195.00
Price as Tested: $29,685.00
Layout: front-engine / all-wheel drive
Engine: 2.0 liter horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 152 hp
Torque: 146 ft-lbs torque
Fuel economy: 27 mpg city / 34 mpg highway
[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]
Ever since the Lincoln Corsair SUV came out in 2019 as a 2020 model, it has been the brand’s best selling vehicle. But most often when most people think of a Lincoln SUV, the full-sized Navigator comes to mind, overlooking the Corsair. Recently, Lincoln had me in their popular SUV that seems to be living under the shadows of the Navigator.
The Corsair is Lincoln’s smallest SUV sitting not just below the popular Navigator but also under the Aviator and the midsize Nautilus. The name Corsair isn’t new to the Ford Motor Company (which Lincoln is a part of), as the name was used in other products like the Edsel Corsair.
The Corsair is a handsome small SUV that seats five. It rides of a platform similar to that of the Ford Escape. For 2023, it receives an exterior face-lift that includes a waterfall grille and wing-shaped daytime running lights. Other enhancements for 2023 include larger instrument and infotainment screens and the availability of ActiveGlide – Lincolns hands-free driving system.
The Corsair is available in three different trim levels. The base Standard and Reserve trim levels are powered by a 250-horsepower turbocharged 2.0-liter four-cylinder engine mated to an eight-speed automatic transmission, while the Grand Touring model comes exclusively as a plug-in hybrid.
The Standard Corsair may fit the needs of most buyers. It’s front wheel driven (although all-wheel drive is optional) and is fitted with 18-inch wheels, a power liftgate, dual zone climate control, faux leather, power seats with heaters, remote start and a 13.2-inch infotainment touchscreen as well as digital instrument panel.
Moving up to the Reserve, the Corsair gets real leather along with larger 19-inch wheels and interior ambient lighting. The top-of-the-line Grand Touring uses a plug-in powertrain that features all-wheel drive, had a panoramic sunroof as well as an adaptive suspension.
The tester arrived as Corsair Reserve, but was fitted with the Collection III package. This package adds in adaptive headlights, Lincoln’s ActiveGlide hands-free system, heated rear seats and a heads up display. Also added to the tester is a Jet Appearance package which simply blacks out all trim, emblems and wheels, giving the Corsair a stealth look. The MSRP was $61,535.
The Corsair boasts a handsome cabin that’s similar to those in other Lincoln SUVs. Adjustable ambient lighting, 24-way power-adjustable seats, a heads-up display, and an app that allows users to unlock, lock, and start the vehicle with their smartphone are all available. Also available are two special interior themes. A Smoked Truffle adds a series of warmly-toned trims and upholsteries to the Corsair’s cabin while the Eternal Red provides a throwback look with deep red-colored leather and bright aluminum trim. The Corsair’s cargo bay is generously sized – allowing for 27.6 cubic feet with the rear seats up and the seats slid back and 57.6 cubes with them folded.
On the road, the Corsair is a surprise. I was expecting a nice, comfortable, but bland driving experience. The first two attributes were there, but instead of a boring drive, I found the Corsair to be surprisingly engaging and entertaining to drive, especially when the drive mode is set to the Excite setting. The steering is well weighted and responsive and body roll is controlled with the adaptive dampers. The turbocharged 2.0-liter is capable of propelling the Corsair to 60 mph in just 6.7 seconds. The Corsair isn’t crazy fast, but it is fast enough to be quite enjoyable.
Although the Corsair is a small SUV, Lincoln doesn’t skimp on interior features. And the Corsair offers something no other vehicle in its class has – a hands-free driving system. Competing with the likes of the Acura RDX, Cadillac XT4, Genesis GV70, and Lexus NX, the Corsair is definitely worth a look if you’re in the market for an upscale small crossover.
– Christopher A. Randazzo
By The Numbers:
Base Price: $45,375.00
Price as Tested: $61,535.00
Layout: front-engine / four-wheel drive
Engine: 2.0 liter turbocharged four-cylinder
Transmission: 8-speed automatic
Horsepower: 250 hp
Torque: 275 ft-lbs
EPA Fuel Economy: N/A
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After spending the past two weeks driving around in two different electric vehicles (EVs), I was so happy to be back in a car that uses good ole fashion gasoline and an internal combustion engine. Hey, EVs are great – but charging them remains a hassle, especially if you don’t opt for the $3000 home charger and must depend on a long extension cord and a 120V outlet to charge it. Add in the fact that for most of the two weeks I was in these EVs, it felt like the monsoon season had arrived in the Dallas area – making me have to deal with charging an electric car as it was pouring down rain. That sure didn’t give me a good, safe feeling.
But just because I’m back in a gas-powered car doesn’t mean I’m going to be go using a lot of fuel. That’s because this week I’m in the 2023 Hyundai Santa Fe Hybrid – combining the best of both worlds – a gas powered engine along with an electric motor. While I may not be totally gas-free like a true EV, I no longer have range anxiety, or the worrisome feeling wondering if I have enough electricity to reach my destination (and return home). Best of all – no plugging it in.
Hybrids have been around since the 1990s, but they have seemed to lost some of their glamour as EVs have stolen most of the spotlight recently. But the Hyundai Santa Fe Hybrid reminds me of why hybrids are still the way to go.
Even though Hyundai has built the Santa Fe for over 20 years, it has only been offered as a hybrid since 2021, when the Santa Fe received a facelift and switched to a new platform. Today’s Santa Fe remains a mid-sized five-seater crossover that sits in the Hyundai SUV lineup above the compact Tucson and below the three-row Palisade.
As a hybrid, the Santa Fe can achieve 33 mpg in town and 30 mpg on the highway (about a 9-mpg improvement over the non-hybrid model). It’s able to do this by using a 1.6-liter turbocharged inline four-cylinder engine paired with a hybrid system that makes a combined 226 horsepower by way of a six-speed transmission. Every Santa Fe Hybrid is equipped with all-wheel drive.
Externally, aside from badges, the Santa Fe Hybrid looks the same as the regular Santa Fe. It continues with Hyundai’s future-forward approach, utilizing the brand’s now-signature patterned grille, flanked by sharp LED headlamps. The side profile features a compelling character line joining the front headlights to the rear taillights. The rear end is tasteful, although somewhat generic. Overall, the Santa Fe Hybrid presents itself as an elegant, well-proportioned SUV.
Inside, the cabin is set out to serve the driver’s needs. Audio, HVAC, and drive mode controls are all neatly accessible on the busy center console, along with Hyundai’s push-button gear selector. Above the console is a 12.3-inch digital instrument cluster while underneath, there’s a convenient storage area for keeping medium-sized objects out of sight but close at hand. Every seat in the Santa Fe is comfortable and well-proportioned and should seat five adults without complaint.
All feels right when driving the Santa Fe Hybrid. It’s one of those cars that demands nothing from its driver. Its steering is light and well-assisted, and its throttle and brake pedal are compliant all translating into an easy vehicle to navigate through parking lots, busy freeways, long road trips and school drop-offs – all with minimum fuss. The instant-on torque of the hybrid drivetrain is welcome, making acceleration adequate. For the passengers, they will appreciate how comfortable and quiet the Santa Fe Hybrid is, especially in low-speed situations, when it’s running solely on the electric motor.
Pricing for the Santa Fe Hybrid starts at $37,545 for the base Blue trim level, which is about $7500 more than the base price of a regular Santa Fe (but the Blue comes with more features). If you want items like leather-like interior, 19-inch wheels (vs 17-inch on the Blue), power passenger seat, panoramic moonroof and surround-view camera, the SEL Premium is available. At the top is the Limited, which includes everything from the SEL Premium along with power-folding mirrors, heated and vented front seats and heated rear seats, heated steering wheel and remote parking assist. The tester was a Limited and carried with it a price of $43,115.00.
As a commuter vehicle, it’s hard not to like the Santa Fe Hybrid. It’s spacious and comfortable and makes getting around as easy as possible. And it does so while being friendly at the pump. Personally, I’d like to see a little more power as I feel it’s a little low in that department, but I doubt most Santa Fe owners will ever notice. Otherwise – it’s a fantastic ride. After spending a lot of time in EVs recently, I was thrilled to be in the Santa Fe Hybrid – it reminded me how good hybrids are, and it also that we still have a way to go when it comes to EVs.
— Christopher A. Randazzo
By The Numbers:
Base Price: $41,570.00
Price as Tested: $43,115.00
Layout: front-engine/ all-wheel drive
Engine: 1.6 liter turbocharged four-cylinder with electric motor
Transmission: six-speed automatic
Horsepower: 226 hp
Torque: 195 ft-lbs
EPA Fuel Economy: 33 / 30 (city, highway mpg)
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You knew it was bound to happen. When Ram came out with their Raptor-beating TRX a
few years ago, Ford wasn’t just going to sit and watch the Ram steal the spotlight from
the Raptor. Instead, Ford took their Raptor and figured out a way to make it even meaner,
more powerful than the current model. And now, the results are in, and itís called the
Raptor R.
For the Raptor R, Ford once again looked in-house on how to make it more powerful, and
this time the answer was found within the Shelby GT500. By ditching the Raptor’s twin
turbo V6 in exchange for the Shelby’s supercharged V8, the Raptor R gets an additional
250 horsepower over the regular Raptor, and more importantly, better competes with the
TRX. The blown eight-cylinder produces 700 horsepower – just 2 hp shy of what the
TRX makes. I suppose Ford wants to make a statement that even with less horsepower,
they can build a better, badder truck.
Along with the new engine, the Raptor R benefits from 37-inch tires which are optional
on the regular Raptor, which is still available and comes standard with 35-inch tires. The
front spring rates are increased to handle the additional weight of the V8, but otherwise
the suspension carries over.
Visually, it’s tricky to tell if the Raptor you are looking at is an R or not, but there are
some subtle clues. The main one being the orange painted “R” logos located on the front
grille, power hood dome (which itself is larger than the one on the regular Raptor) and
tailgate. Another clue is that on the regular Raptor, the body cladding is a dark gray color, whereas on the Raptor R it’s black.
Inside, apart from the orange accents on the Recaro seats and armrest, the interior is
basically the same between the R and the regular Raptor.
Of course, the most significant difference between the Raptor and the Raptor R is the
engine strapped under the hood. The Raptor’s 3.5L V6 EcoBoost engine was already
impressive, making 450 horsepower and 510 pound-feet of torque, but with the Raptor R,
with 700 horsepower and 640 pound-feet of torque, simply means the regular Raptor
won’t be able to keep up the Raptor R. Yes – it’s that much faster and that much more
powerful than the Raptors we are used to.
And while the V6 EcoBoost had a nice sound to it, the roar of the V8 fits the demeanor of
the Raptor R much better, as it simply sounds amazing. In fact, the driver can select
between four exhaust modes, changing the supercharged V8ís soundtrack from quiet to
loud at the push of a button. In quiet mode the R is nearly as silent as an EV.
Like the regular Raptor, the Raptor R is equipped with a sophisticated Terrain
Management System. This allows the driver to dial-in from six preset modes to optimize
driving dynamics to the conditions present. The system can change how the gas pedal
responds, when the transmission changes gears, steering resistance and even which drive
wheels are active when the differential locks both rear wheels together. The different
settings are Normal, Sport, Weather, Mud and Sand, Baja, and Rock Crawl.
Off-roaders will continue to appreciate the impressive list of hardware built into the
Raptor R. There is a Torque-on-Demand transfer case, FOX Racing Shox, Torsen front
differential, skid plates and a suspension that allows for 14 inches of front and 15 inches
of rear wheel travel (both about an inch more than a regular Raptor).
While the Raptor R is easily capable of traveling at triple digits through the desert, what’s equally amazing about this truck is how well it performs on pavement. The Rís on-road
behavior is simply amazing. Sure, the huge All-Terrain tires hinder the truckís pavement
adhesion limits, but up to that point, it’s startling. With the Terrain Management System
set to Sport mode, mashing down the gas pedal allows the motor to roar with life – which
means the 2.7-liter Roots-type Eaton supercharger forcing 12 psi of boost into the all-
aluminum 5.2 liter cross-plane V8 can get this big truck to 60 mph in less than 4 seconds.
That’s startling – and crazy fast for a truck that weighs more than 6,000 pounds.
Obviously, with all the big enhancements comes a big sticker price. Going with the
Raptor R over the regular Raptor will cost about $30,000 more – or around $109,145. The
tester had a few extra options which gives it an MSRP of $111,935.
And let’s not forget, the Raptor R is an F-150 at heart, so it has a ton of utility, including being able to tow up to 8,700 pounds as well as carry a payload of 1,400 pounds. Plus, being a SuperCrew, there is tons of passenger room.
When the Raptor first came out in 2010, it was in a class all by itself. No more. Ford now
has the Ram TRX to deal with. But with competition comes better products, and the
Raptor R is evidence of that. And maybe, just maybe, Ram will respond back with a more
potent TRX, and then Ford can answer…. The saga just continues.
— Christopher A. Randazzo
By The Numbers:
Base Price: $75,775.00
Price as Tested: $111,925.00
Layout: front-engine / four-wheel drive
Engine: 5.2 liter supercharged V8
Transmission: 10 – speed automatic
Horsepower: 700 hp
Torque: 640 lb-ft
EPA Fuel Economy: N/A
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When it comes to hybrids, Toyota seems to be the leader, with the enormous success of the Prius, which then flowed into hybrid versions of other vehicles like the Camry, Corolla, Highlander and RAV4 – all of which have been great sellers. But when it comes to EVs, Toyota, which happens to be one of the largest automotive manufacturers in the world, has been surprising late to the all-electric game. That’s not to say they have been totally absent. Up until 2014, they did produce the RAV4 EV, but was sold only in California, and even there, in limited markets. But all that changes now as Toyota now has an electric SUV that is sold at Toyota dealerships nationwide and set to compete with the likes of the Ford Mustang Mach E, Kia Niro and Volkswagen ID.4. The name? The Toyota bZ4X.
While the bZ4X name sounds weird, there is some meaning to it. Toyota’s lineup of zero-emissions vehicles (and future EVs) will be referred to as “bZ” models (for Beyond Zero), and this one, being the equivalent in size to the RAV4, gets the 4, added in, and then being a crossover, gets the X, thus the bZ4X moniker. Weird, but it works.
The 2023 Toyota bZ4X is a small SUV that’s about the size of a RAV4 and is closely related to the all-new Subaru Solterra. The same platform used in the bZ4X is also used by Lexus for their RZ450e all-electric SUV.
The bZ4X is offered in two trim levels, the XLE and Limited, both offered as either front-wheel drive (FWD) or all-wheel drive (AWD). The single-motor, front-wheel-drive model produces 201 horsepower and 196 lb-ft of torque. The dual-motor all-wheel-drive model comes in at 214 hp and 248 lb-ft.
Driving ranges, the big topic with EVs, vary with the bZ4X. The XLE FWD has the longest range, coming in at 252 miles. As an AWD, that drops to 228 miles. As a Limited, the FWD version can travel 242 miles and when it’s equipped with AWD, it can go 222 miles. All ranges are estimates provided by Toyota.
When it comes to charging, a full slow charge at 6.6 kW takes about nine hours. A DC fast charge should take about 30 minutes to restore the battery pack to 80 percent state of charge at a maximum of 150 kW.
The tester was a Limited AWD, so while it’s the fanciest bZ4X, it is also the one with the shortest range. MSRP was $52,468.
Driving the bZ4X, it feels much like a regular SUV, such as a Toyota RAV4, just quicker. Magazine tests show the AWD versions of the bZ4X able to hit 60 mph in just 6.4 seconds. While that’s quick for a regular SUV, it won’t be beating any Teslas in a drag race. For day-to-day transportation though, the bZ4Z is ideal, with its easy-driving nature and comfortable ride.
From the driver’s seat, the bZ4X is like a Toyota Prius, which comes as no surprise since both use the same multifunction steering wheel and small main instrument display. The interior is spacious, and a nice size (12.3 inches) touchscreen dominates the dash. The wide center console between the two front seats features standard wireless smartphone charging and open storage underneath. Oddly enough, though, there is no glovebox. There’s also no frunk (front trunk), so like your typical small crossover, all cargo is kept in the rear. The bZ4X can hold up to 28 cubic feet of cargo.
As with other Toyotas, the bZ4X comes standard with a suite of driver-assistance features including pedestrian and cyclist detection, lane-keeping assist, lane departure mitigation, blind-spot monitoring and automated emergency braking.
Pricing for the bZ4X starts in the mid-$40,000s, which is on par for EVs in this class. With it comes a three-year/36,000-mile basic warranty as well as a five-year/50,000-mile powertrain warranty and eight years of coverage for the battery – again all about average for the class. A few added extras Toyota throws in are two years/50,000 miles of roadside assistance and scheduled maintenance as well as a year of free charging at EVgo stations. Being that the bZ4X is made in Japan, it does not qualify for a tax credit.
While Toyota will sell the bZ4X nationwide, it only plans to sell around 7,000 of them this year. Why the low number? Well, Toyota still hasn’t jumped on the all-electric vehicle bandwagon, and rightly so. Last year, the company sold nearly 300,000 internal combustion engined Camrys – a pace that lithium-ion battery technology has no way of keeping up with. So, in reality, Toyota is doing what’s good for business – and that is to keep producing the items that are selling. But for Toyota lovers that do want an EV, the bZ4X is here, now and will keep them very happy.
– Christopher A. Randazzo
By The Numbers:
Base Price: $48,780.00
Price as Tested: $52,468.00
Layout: front-engine / all-wheel drive
Engine: dual electric motors (80 kW each)
Transmission: CVT automatic
Horsepower: 214 hp combined
Torque: 248 lb-ft
EPA Fuel Economy: 102 MPGe
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Can’t decide if your next vehicle should be an SUV, sports car, or a coupe? Well with the 2024 Mercedes-Benz GLE 53 Coupe, you practically get all three in one vehicle. First a foremost, the GLE53 is an SUV, but in Coupe form, it sacrifices rear passenger room and cargo space for a fastback roofline that conveys the sportiness and style you expect in a coupe. And to make sure it has the power and capabilities to match its looks, it’s has a potent 3.0 liter turbocharged six-cylinder under its hood that provides that sports car feeling. If you need extra assurance that you are in a performance vehicle, you’ll be happy to know that every GLE Coupe comes standard with AMG performance tuning to back up its looks with athleticism.
The Mercedes-Benz GLE 53 Coupe is based off the midsize GLE SUV. Even though it is referred to as a coupe, it has four doors and five-passenger seating – similar to the regular GLE SUV. The Coupe’s availability is limited compared to the standard version, making it a much more exclusive vehicle. It’s curvy styling is debatable – you either love it or hate it, but there is no doubt that in coupe form, the GLE is quite a performer. Mercedes-Benz says the GLE Coupe matches up against other couple-like SUVs like the Audi Q8, BMW X6 and the Porsche Cayenne Coupe.
Inside, the GLE Coupe feels just as luxurious as the GLE SUV. The heated front seats, along with the optional ventilated and massaging versions, provide excellent all-day comfort. In back, the rear seats don’t slide or recline but are still plenty comfortable for both adults and children. Overall, the cabin is quite roomy, rear passengers just need to watch their heads entering due to the low roof styling.
For the driver and front passenger, an infotainment setup like the one in the GLE-Class SUV is used. A 12.3-inch infotainment touchscreen joins a 12.3-inch digital instrument cluster to form a single plane-like interface. If you prefer not to use the touchscreen, a console-mounted touchpad can be used as well as voice activation if you’d rather not touch anything at all. Apple CarPlay and Android Auto is standard, while a heads-up display and wireless charging is optional.
Two versions of the GLE Coupe are available – the AMG GLE 53 Coupe and the AMG GLE 63 S Coupe. The GLE 53 Coupe uses a turbocharged 3.0-liter six-cylinder engine with mild hybrid technology that makes 429 horsepower and 384 lb-ft of torque. For those needing even more performance, there is the GLE 63 S Coupe that utilizes a hand-built turbocharged 4.0-liter V8 engine to the tune of 603 horsepower and 627 lb-ft of torque. Both models use a nine-speed automatic transmission and come with Mercedes-Benz’s 4Matic all-wheel-drive system and have performance-tuned AMG hardware including an adaptive air suspension, braking system and exhaust system.
The tester arrived as an AMG GLE 53 Coupe carrying with it a price tag of $94,820.
Regardless of what you think of the styling of the GLE Coupe, there is no getting around that it is a real performer. It offers massive amounts of power from its boosted and hybrid engine. Acceleration is impressive for a 5,400-pound crossover, where it can do a 0-60 mph sprint in less than 5 seconds and the quarter mile in about 13.4 seconds. Even better is how strong that power is delivered – practically instantaneously. The racy exhaust note that AMG is known for is present, but only for passerbyers – for the most part, it’s muted from the cabin.
The ride and handling is more sport than luxurious. The ride is on the firm side and gets even more aggressive in the sportier driving modes. The sophisticated adaptive suspension system uses air springs and active anti-roll bars to control chassis dynamics and even automatically raises and lowers the vehicle based on speed. To the driver, this translates to little body roll and a vehicle that feels like it is constantly hugging the road.
Utility? Well, this is a sport utility vehicle after all. Some of the cargo area is compromised by the coupe-like styling compared to the regular GLE, but there is still 27.5 cubic feet of space behind the rear seat. Fold the rear seats and that increases to 63.2 cubic feet of space. If you really want to put it to work, the GLE 53 Coupe is capable of towing 7,700 pounds.
The 2024 Mercedes-Benz GLE 53 Coupe is an interesting SUV in the massive lineup of Mercedes-Benz/AMG vehicles. It fills a niche in the market that, for the most part, didn’t know we needed – and that some of us still don’t understand (I still don’t get how a coupe can have four doors). But it does attract attention with its unique and questionable looks. After getting past the exterior, the interior is simply stunning and offers all the modern comforts you’ll ever need. Then, once behind the wheel and driving the GLE 53 Coupe, it become apparent that there is a massive dose of power – and performance becomes the name of the game. Overall, I must say, the GLE 53 Coupe is somewhat weird – but in all fairness, it works – and works very well.
– Christopher A. Randazzo
By The Numbers:
Base Price: $89,800.00
Price as Tested: $94,820.00
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: 18 mpg city / 22 mpg highway
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Last year’s best-selling SUV, the Toyota RAV4, is a continual favorite thanks to its roomy cabin, ample safety features, and solid value for the money. It really is an SUV that appeals to common sense. The 2023 RAV4 continues the tradition, with a cargo-friendly interior, an attractive base price, and sensible road manners.
The RAV4 made its debut back in 1996, going through its latest redesign in 2019 where it went from a “cute-ute” as its always been known as, to a more tough ute, as the current RAV4 takes on a more muscular, chunky, squarish look. Today’s RAV4 remains a five-passenger crossover and is slotted above the subcompact C-HR and below the Highlander and features styling cues that are more in line with the 4Runner. Its good looks make it fit in with the attractive crowd it competes in, which includes the likes of the Ford Bronco Sport, Honda CR-V, Hyundai Tucson, Mazda CX-50 and Nissan Rogue.
Powering all RAV4s is a 2.5 liter four-cylinder engine paired with an eight-speed automatic transmission. Rated at 203 horsepower and 184 lb-ft of torque, it powers the front wheels, but all-wheel drive is available depending on trim level.
The RAV4, which, by the way stands for Recreational Active Vehicle, is available in six different trim levels – all to meet a certain want or need. Into luxury? The top-of-the-line Limited trim level equips the RAV4 with heated and vented seats power seats, a digital instrument panel and a 10.5-inch touchscreen. The Adventure gives the RAV4 some Subaru touches by adding fender flares and roof rails. The TRD Off-Road, which is how the tester arrived, equips the RAV4 with 18-inch wheels, an off-road suspension and unique black trim. All-wheel drive is a standard feature on both the Adventure and TRD Off-Road trim levels and is optional on the other trim levels. The base LE starts at $29,610 while the TRD Off-Road tester carries an MSRP of $42,700.
The cabin of the RAV4 is quite impressive. Base LEs, XLE and XLE Premium get 8-inch touchscreens while the TRD Off-Road and the Limited get 18-inch touchscreens. All RAV4s are Apple CarPlay and Android Auto ready. The controls and switches are easy to use – and big – so using them with gloves on shouldn’t be an issue. The thick steering wheel is perfectly sized and there is a good solid feel to the shifter, both of which assist in a better driving experience.
With no third-row seat to contend with, space for the five passengers becomes the RAV4’s biggest asset. Driver and passenger have plenty of room up front, and in the back a pair of adults will have nothing to complain about on short trips thanks to a reclining second-row seat. Sure – squeeze three in the back, and things get a little too close for comfort – but if that is going to be a common occurrence, a mid-size SUV would better suited.
There is not much drama when it comes to driving the RAV4. The engine is willing around town, and passing and merging are not issues. But the RAV4 isn’t quick by any means and there may times when you may wish there were a few more horses under the hood. One area where the powertrain does shine is in fuel economy, where you can expect to get around 28 mpg combined city and highway driving. One thing to note: Toyota offers the RAV4 as a hybrid as well as a plug-in hybrid (PHEV) – and not only are they more fuel efficient than their all-gas counterparts, but they are much quicker.
As a utility vehicle, Toyota has done their homework by giving the RAV4 a large cargo bay and a low load floor. There is about 38 cubic feet of storage behind the rear seat, but when folded down (its folds nearly flat), that jumps to nearly 70 cubic feet.
For 2023, changes to the RAV4 are minor. Last year’s standard 7-inch screen is now 8-inches and the software in the infotainment center is more intuitive than the outgoing system and is now capable of over-the-air updates.
So far, the RAV4 is turning out to be quite an enjoyable vehicle. It looks great, feels solid, and it’s roomy for its size. It is even fun to drive and sure appears to be quite practical. The RAV4 has come a long way from being a little ‘cute-ute’ and has turned into fully functional crossover SUV – topped off with Toyota reliability.
– Christopher A. Randazzo
By The Numbers:
Base Price: $37,195.00
Price as Tested: $42,700.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter 4-cylinder
Transmission: 8-speed automatic
Horsepower: 203 horsepower
Torque: 184 ft/lbs
EPA Fuel Economy: 25 city / 32 highway mpg
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Chevrolet’s popular Silverado 1500 is a nice big truck, and with a maximum towing capacity of about 13,000 pounds, it can tow a lot. But if you need more towing and hauling capability than a Silverado 1500 but don’t need the all-out max capacity from the monstrous Silverado 3500HD, the Silverado 2500HD is a great way to go – blending both performance and value in one package.
The Silverado 2500HD is huge. Every element of the Silverado HD’s exterior seems larger than life. From the prominent hood with the large air intake, to the distinctive Chevrolet grille, every detail represents the tremendous potential and power this truck is capable of.
Under that huge hood, the 6.6-liter gasoline engine remains the standard motor. It’s mated to the GM six-speed automatic transmission. Maximum output is rated at 401 horsepower and 464 pound-feet of torque. Optional is the 6.6L V8 turbo-diesel Duramax engine mated to the commercial duty Allison 10-speed automatic transmission. Output is rated at 470 horsepower and an amazing 975 pound-feet of torque. Four-wheel drive is available as an option.
For 2024, the Silverado 2500HD gets a few enhancements. First, it’s towing capabilities have been increased to 20,000 pounds (22,000 pounds with the gooseneck package) which is about 1,500 pounds more than last year’s HD. Second, an off-road-ready ZR2 model joins the lineup. Finally, the interior receives an update and gets more tech features.
The large exterior presence of the HD equates to a roomy interior. As a crewcab, there is an abundance of headroom and legroom for passengers in all seats. As big as the interior is, everything is easy to get to and use – with all the controls located in sensible places, making for a little to no learning curve.
The tester was an LTZ, which is considered a mid-level trim. It equips the HD with a leather interior along with 18-inch wheels, automatic windshield wipers, LED headlights, heated steering wheel and a dual zone climate control system. It also had the Duramax diesel engine and was four-wheel drive. It had a price tag of $83,545.
Other trim levels include the base WT (work truck) which stays true to its name by having a vinyl interior and floor, power windows and door locks and not much else. The Custom gets larger wheels and adds cruise control and cloth upholstery and carpeted floors. With the LT, the HD gets nice upgrades like aluminum wheels, digital instrumentation, a large 13.4-inch touchscreen and a built in nav system. Next is the LTZ which is mentioned above. The new ZR2 gets mud terrain tires, a 1.5-inch suspension lift, performance off-road shocks, skid plates, electronic locking rear differential, and other four-wheel drive goodies. Finally, opt for the Hill Country and you’ll get the nicest 2500 HD around with 20-inch aluminum wheels, chrome side steps and LED cargo bed lighting.
On the road – the size and heft of the Silverado HD is apparent. First you have to climb in which is no easy feat even with the truck’s wide door openings and fold-out side steps. Once in, the seating position is high and visibility isn’t the best thanks to the tall stance (seeing small vehicles is tricky). But the massive side mirrors and the many cameras quickly become your best friends, and before you know it, you’re navigating this big beast down the road with ease.
With 975 lb-ft of torque on tap from the diesel engine, you don’t need to tip the throttle too far to get it moving quickly. The Silverado HD has excellent acceleration thanks to all that low-end torque. And while the inside of the HD is quiet and plush, the ride is anything but smooth. Drive over breaks in the pavement and you’ll know it as the rear end bucks a little and tries to break loose. This is, after all, a heavy-duty truck, and it is made to work, not delivery a smooth ride. You want a smooth ride, get a Cadillac. You want to pull up to 20,000 plus pounds and be able to carry a payload of up to 3,500 pounds – then the Silverado 2500HD is your thing.
The Chevrolet Silverado 2500HD really is the best of both worlds. Need a truck to handle those extreme jobs? Want a vehicle that’s big enough to take the family on a road trip in and still be nice enough to take on a night on the town? The Silverado 2500HD covers it all.
– Christopher A. Randazzo
By The Numbers:
Base Price: $61,200.00
Price as Tested: $83,545.00
Layout: front-engine / four-wheel drive
Engine: 6.6 liter Duramax Diesel V8
Transmission: 10-speed Allison automatic
Horsepower: 470 hp
Torque: 975 ft-lbs
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