It’s hard not to like the Subaru Ascent. It boasts standard all-wheel drive, space for up to eight passengers, and an abundance of standard safety and driver assistance features such as automated emergency braking and adaptive cruise control as well as a 260-horsepower engine. But the Ascent is in a tough market, facing top selling entries like the Ford Explorer, Hyundai Palisade, Kia Telluride and the Toyota Highlander. Does it have what it takes to compete? Let’s look at the 2024 Subaru Ascent.
The Ascent is the largest vehicle Subaru makes. Out since 2019, it is built in America and is sold solely for the American market, just like its predecessor, the Tribeca was. Last year saw the Ascent receive a refresh with a revised front end. For 2024, the Ascent continues unchanged.
Climb inside the Ascent and a very accommodating cabin greets its passengers. Like most of the competitors, Subaru gives buyers a choice of a second row 60/40 split bench seat to sit 3 passengers, or a pair of captain’s chairs. Both styles can slide fore and aft to
allow for greater comfort. Pull a lever and the middle seat folds and slides out of the way to allow access for the third row. Third row comfort is surprisingly well – although legroom is dependent on how nice the occupants in the second-row seats are and how far they have their seat pushed back. Overall, the cabin of the Ascent is spacious and very useful with storage cubbies and cupholders abound.
The dash and center console are typical Subaru: simple and easy to use, but hardly cheap. Every Ascent uses an 11.6-inch infotainment touchscreen system that is straightforward in design and ease-of-use and offers Apple CarPlay and Android Auto smartphone compatibility.
The Ascent is available in six different trim levels. The base gets 18-inch wheels, a three-zone climate control system and seating for eight. Move up to the Premium and seven seating becomes available along with a power driver’s seat and heated front seats. The Onyx Edition gets some exterior enhancements with a black grille and other blacked out trim along with 20-inch wheels and a power liftgate. The Onyx Edition also gets an upgraded all-wheel drive system. The Onyx Edition Limited builds on that by adding driver’s seat memory, power passenger seat, a better sounds system by way of Harmon Kardon and a 360-degree surround view camera. If you want leather in your Ascent, the Limited is the way to go. At the top of the chain is the Touring, which gets ambient interior lighting, power folding mirrors and automatic wipers.
Pop the hood of any Ascent and you will find a typical Subaru powerplant – a turbocharged flat 2.4 liter four-cylinder that generates 260 horsepower and 277 ft-lbs of torque. The transmission is the CVT type, so no gears, and like all other Subarus (sans the BRZ), every Ascent is all-wheel drive. And the all-wheel drive system goes unnoticed in daily driving, yet delivers year-round confidence – so when the driving weather conditions take a turn for the worse, it will always be there for you.
The base Ascent starts right under $36,000 with the top-of-the-line Touring model tips out right over the $50,000. The tester was an Onyx Edition Limited and carries with it a price tag of $48,031.
Power from the engine is adequate – but it can be tricky to manage at first. The throttle is very sensitive, so even the slightest press on the gas makes the Ascent leap forward, making smooth take-offs a bit challenging. The steering also feels oversensitive. After the initial few miles go by, both become non-issues. In normal driving, the Ascent feels fine, but have it do something out of the norm, like passing vehicles on the freeway or take a turn quickly, and the Ascent makes it known that it is out of its comfort zone.
When put up against the competition, the Ascent holds its own, although there is no standout feature that puts it over the top of the others. One advantage that the Ascent does have is its standard all-wheel drive feature. With the others you’ll have to decide if you want/need all-wheel drive – with the Ascent, that decision is made for you – you will get it.
The Ascent doesn’t sell in big numbers like the Forester and Outback. But Subaru owners here in the U.S. love their vehicles – they are one of the most loyal groups out there. And when the time comes for them to move into something larger – something with a third-row seat, they no longer need to look outside the Subaru family – instead the Ascent will be there.
– Christopher A. Randazzo
By The Numbers:
Base Price: $46,595.00
Price as Tested: $48,031.00
Layout: front-engine / all-wheel drive
Engine: 2.4 liter turbocharged horizontally-opposed 4-cylinder
Transmission: CVT automatic
Horsepower: 260 hp
Torque: 277 ft-lbs torque
EPA Fuel Economy: 19 city / 25 highway mpg (estimated)
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It’s been five years since the Hyundai Palisade first made the scene (in 2019 as a 2020 model) and yet despite few changes, it continues to top the list of being one of the best mid-size SUVs around (an honor also shared with its cousin the Kia Telluride). Seems like Hyundai hit the ball out of the park with the Palisade, loading it up with plenty of high-tech features, making it luxurious, and pricing it fair. All this leads to the Palisade being one of the hardest vehicles to buy – as they don’t sit on dealer lots very long. This week, I’m reminded of why the Palisade is so popular.
Just a refresher – the Palisade is a three-row, seven passenger (eight with the second-row bench seat) mid-size SUV that makes for an excellent family hauler. Like most Hyundai’s, the Palisade, which is the brand’s flagship SUV, is loaded with value, with a starting price of $38,045.
The Palisade remains basically the same vehicle as it was when it came out in 2019. New options and trim levels have been added and last year it received a revision to the front-end that ties the Palisade more closely with the look of other Hyundai vehicles. For 2024, the trend continues with only subtle changes to the Palisade, such as a blackout trim feature now included in the top-of-the-line Calligraphy trim package.
The Palisade that I was in a few weeks ago was the XRT model – which was added to the lineup last year. More like a sport appearance package, this mid-level trim comes in above the SEL and below the Limited and gives the Palisade a darker grille and lower door trims, dark 20-inch wheels, a black roof rack and black faux leather seats inside. If you want your Palisade to have that outdoor, adventure look, the XRT is the way to go. For 2024, the XRT gets rear-side window sunshades.
Under the hood, the familiar 3.8-liter V-6 engine continues in every Palisade. With 291 horsepower and 262 lb-ft of torque, it provides plenty of power to move the mid-size SUV. That power is sent to an eight-speed automatic transmission. All-wheel drive is optional, otherwise the Palisade drives the front wheels.
As I approached and enter the 2024 Palisade XRT, I was reminded just how nice the Palisade is and why it is so popular. The cabin is clean, purposeful, and easy on the eyes. Driver and front passenger seats are form fitting and offer a wide range of adjustability. Passengers in the second-row captain’s chairs can manually slide fore and aft and recline, giving them a fair amount of head and legroom. Third row passengers can also recline.
When it comes to cargo space, the Palisade makes itself very useful. With all rows in use, there is 18.0 cubic feet of space behind the third row, which includes hidden storage under the deck floor – perfect for loose items. Drop the third row, and storage space jumps to 45.8 cubic feet, which then increases to an impressive 86.4 cubic feet when both second and third rows are folded flat. Need to tow? The Palisade has a towing capacity of 5,000 pounds.
The Palisade XRT tester has a price tag of $45,100 – and with its blacked-out treatment, is, in my opinion, the best-looking Palisade in the brand’s lineup. While good looking, it does come with some minor setbacks. First the XRT’s digital instrument panel is set up showing digital numbers only – no analog dials are shown. Not a showstopper, but I do wish it was at least configurable to choose how the driver wants the see the display. And second, there are a lot of features that are not available on the XRT trim (yet are available on the lesser SEL trim level) like ventilated front row and heated second- and third-row seats. Seems like if there are some specific options you want, you may have to step down to the SEL, where you have at least the option to choose some extra features, or simply step up to the Limited or Calligraphy trim levels, where most features come standard.
Minor grips aside, the Palisade is an impressive mid-size SUVs that should not be overlooked. In today’s automotive market, where vehicle prices are reaching astronomical highs, the Palisade remains one of the few vehicles around where you can honestly say you get a lot of bang for your buck.
Back in 2019, the Hyundai Palisade made an immediate impression in the mid-size SUV segment by delivering a three-row SUV with style and practicality – at a reasonable price. Over the years, the Palisade has received some upscale trim levels and features to keep up with the status quo. But most importantly, the Palisade has remained affordable and big on value – and that is what continues to make it an excellent vehicle of choice for families with big needs on not-so-big budgets.
— Christopher A. Randazzo
By The Numbers:
Base Price: $43,550.00
Price as Tested: $45,100.00
Layout: front-engine / all-wheel drive
Engine: 3.8 liter V6
Transmission: 8 – speed automatic
Horsepower: 291 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 mpg city / 24 mpg highway
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The recipe for the perfect family-friendly SUV includes starting off with an excellent base platform, delivering a car-like ride, and offering a roomy interior that can hold plenty of people and cargo. Oh, and it must have plenty of convenient features, be attractively styled and get good gas mileage. In other words, the 2024 Toyota Highlander Hybrid.
Today’s Highlander rides on Toyota’s TNGA platform which is the same one used in the popular RAV4. The Highlander’s exterior styling is bold with many sculpted lines, making it one of the best-looking Highlanders ever. In addition, this fourth generation Highlander is also the largest Highlander ever.
From the outside, the Highlander Hybrid looks nearly identical to its gasoline-only sibling, except for a few badges.
Where the Highlander scores big is on the inside, where it features one of the most attractive cabins in its class. Fit and finish is top notch, and the design is clean and tastefully simplistic. Storage areas are everywhere including the built-in shelf on the dashboard.
A 12.3-inch display (standard on the higher-end Limited and Platinum trim levels) dominates the dash, with easy-to-use controls under it. The center console houses the shifter, some cupholders as well as some other switch gear. The instrument cluster is a little busy, but the optional heads-up display simplifies things by projecting vital information on the windshield in front of you.
With three rows of seating, the Highlander Hybrid has the credentials to be a minivan substitute. I still wouldn’t want to be the one to sit in the third row, but kids shouldn’t mind. Don’t need that third row? Simply fold it flat into the floor, which gives you 48.4 cubic feet of storage. If you really need to haul a lot of stuff, folding down that second row expands total cargo space to 84 cubic feet.
Under the hood, the Highlander Hybrid uses a 2.5 liter four-cylinder engine that is paired to an electric motor to make 243 total horsepower. That combination sets up the Highlander Hybrid to get an EPA rating of 35 mpg in the city and 34 mpg on the highway. While the use of a four-cylinder engine over a six-cylinder means less overall power, going with the smaller engine has several advantages, mainly better fuel economy and a lower overall vehicle cost throughout the lineup.
About that lineup – there are four trim levels: the base LE, XLE, Limited, and the top-of-the-line Platinum. Seating for eight is standard on the base LE model, and optional on all other trim levels except for the Platinum. The other models come standard with second-row captain’s chairs, which reduce total seating to seven. Each trim level is available in FWD and AWD.
The tester was a Platinum AWD dressed in a beautiful Moon Dust exterior and a tan interior, it’s almost Lexus-like luxury. Some amenities that the Platinum includes are heated and vented front seats, heated second-row seats, panoramic moonroof, 12.3″ touch screen, rearview camera mirror, JBL audio system with 11 speakers, 4 USB ports and Android Auto and Apple CarPlay capabilities. This fully loaded Highlander Hybrid carried with it an MSRP of $55,653.00
On the road, the hard working four-cylinder makes the Highlander Hybrid a tad bit nosier than one would expect and it could stand to use a little more power. Still, the step-up in interior quality and materials more than makes up for it. And plus, families that are in the market for three-row hybrid crossovers won’t care about being slightly down on power.
The 2024 Toyota Highlander Hybrid continues to be the have-it-all SUV for mainstream America. Folks gotta have their SUVs. They want lots of room. They want luxury and fancy features. And they want good gas-mileage. This version of the Highlander has all those wants – and then some.
— Christopher A. Randazzo
By The Numbers:
Base Price: $53,125.00
Price as Tested: $55,653.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter four-cylinder with electric motor
Transmission: CVT
Horsepower: 243 hp
Torque: 175 ft/lbs
EPA Fuel Economy: 35 city / 34 highway mpg
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The Mercedes-Benz CLA is the most affordable car in the Mercedes lineup now that the smaller, less expensive A-Class has been dropped in the U.S. market. Being the first step on the totem pole of Mercedes-Benz vehicles, the CLA still offers the sense of luxury and refinement that is associated with the brand.
The 2024 Mercedes-Benz CLA is a small four-door sedan with a fastback roofline that gives it a sleek coupe-style look. Inside, the CLA delivers the features, tech, and classy feel that buyers expect from Mercedes-Benz. And depending on trim level, the CLA can be had with more than 400 horsepower.
The current CLA has been around since 2020, but for 2024, the CLA gets a light refresh that includes a reworked front end with a revised grille along with a tweaked rear end that flexes a new diffuser. Also new is a mild-hybrid system that increases horsepower on the base CLA250 model by 13 horsepower.
The CLA 250 that I am this week has the look and feel of larger Mercedes but in a small-size sedan and at a relatively affordable price. While some onlookers may not know the model or trim level, everyone will easily recognize it for being a vehicle from the luxurious German automaker.
Though it’s one of the least expensive models in the lineup, the cabin of the CLA-class is nothing short of being a Mercedes-Benz. The center stack is clean and modern, with a trio of artful circular air vents taking center stage. The standard 10.3-inch display that sits above the vents is controlled by a touchpad-equipped steering wheel or by the touchscreen itself. Wireless Apple CarPlay and Android Auto smartphone integration is standard on every CLA-class.
When it comes to room, the CLA’s front seats are very comfortable and spacious. In the backseat, the CLA’s size and shape comes into play as there is limited headroom due to the car’s sloping roofline. In the trunk, there is 11.6 cubic feet of cargo space. That space can be accessed from the back seat thanks to the back seats 40/20/40 folding rear seat design.
Every CLA is fitted with a turbocharged 2.0 liter four-cylinder engine that powers either the front wheels or all the wheels with Mercedes-Benz’s 4Matic all-wheel drive system. But the amount of power made is determined by the trim level. My CLA250 makes 221 horsepower and 258 lb-ft of torque. Front wheel drive is standard, with the 4Matic system available as an option. The AMG models come standard with the 4Matic system along with much more power – the AMG CLA 35 make 302 hp, and 296 lb-ft of torque while the top-trim AMG CLA 45 S makes 416 hp and 369 lb-ft of torque – an increase of 34 hp from last year. The CLA250 uses a seven-speed dual-clutch automatic transmission, whereas the AMG models use an eight speed.
While I’m sure the AMG models are a blast to drive, the CLA250 I was in delivered an excellent balance of comfort and performance, along with some fun. Power is strong, even in base form, and my unscientific seat-of-the-pants tester guestimates a 0 to 60 mph time in about 6 seconds. Handling feels polished, with nicely calibrated steering and minimum body roll when cornering. And thanks to four different drive modes, you have the ability to tailor the car’s performance to suit your preferences. I can see where some may feel the ride is on the firm side, but it’s not too bad and hardly a price to pay for the performance being delivered.
Being that the CLA250 is an entry level vehicle and is aimed at budget-minded driver, fuel economy could play a major role in a buyer’s decision. The EPA rates the front-wheel drive CLA250 at 25 mpg city and 36 mpg on the highway. All-wheel drive models drop to 24 mpg city and 33 mpg highway.
The 2024 Mercedes-Benz CLA250 starts at $44,450. That is right about the average price of new car in 2024. And while the CLA-class is categorized as an entry-level Mercedes, it is a good representative of what we’ve come to expect from the German luxury marque and is well deserving of wearing the iconic three-pointed star..
– Christopher A. Randazzo
By The Numbers:
Base Price: $45,200.00
Price as Tested: $53,705.00
Layout: front-engine / all-wheel drive
Engine: 2.0 turbocharged 4-cylinder
Transmission: 8-speed automatic
Horsepower: 221 hp
Torque: 258 lb-ft
Fuel Economy: 24 mpg city / 33 mpg highway
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Every time I step into the Mazda CX-5, I’m reminded why I always proclaim it as being one of the best compact crossover SUVs available. Small and agile, but practical and fun, it seems to check all the right boxes for anyone that enjoys spirited driving but must keep those responsibilities in check. And others also agree, as the CX-5 is the brand’s best-selling vehicle in the U.S.
Coming in above the pint-size CX-30 yet below the larger CX-9, the CX-5 continues to be a little sport-utility-vehicle with most of its emphasis on sport and less on utility. In fact, last year, Mazda debuted the CX-50, which is about the same size as the CX-5 but is styled and packaged for a more outdoorsy type of buyer. Mazda claims that the targeted audience for the CX-5 are young families who would rather have a sports sedan over an SUV but realize that they need some form of utility. Well, if that’s the case, the CX-5 is just what they are after.
Mazda offers two powerplants for the CX-5. The base engine is a 2.5-liter four-cylinder the rated at 187 hp and 186 lb-ft of torque. This engine powers the entry-level S Select, S Preferred, S Carbon Edition, S Premium and S Premium Plus. Optional is a more powerful version of the same engine – a turbocharged 2.5-liter Skyactive that makes 227 horsepower and 310 lb-ft of torque. The engine comes in the Turbo and Turbo Signature trim levels and is the same powerplant used in the larger CX-9. A six-speed automatic is the sole transmission available for the CX-5, regardless of engine. EPA rates the turbo CX-5 at 22 mpg in the city and 27 mpg on the highway. The base engine is rated slightly better at 24 mpg city and 30 mpg highway.
The S may be the base model, but it’s nicely decked out with 17-inch wheels, push-button ignition, 10.25-inch touchscreen display as well as blind-spot monitoring. Moving up to the S Select adds in keyless entry, power driver’s seat, heated front seats, dual zone climate control, and rear vents. The S Preferred makes the scene with a power liftgate, sunroof and power passenger seat. The S Carbon Edition is an S Preferred but with special paint and 19-inch wheels and either a red or black leather interior. The S Premium also gets 19-inch wheels, as well as adaptive headlights, different driving modes and a Bose audio system. The S Premium Plus gets fancy with a heated steering wheel, heated rear seats, a heads-up display and power folding mirrors.
On to the Turbo, along with the more powerful engine the CX-5 gets black wheels and a wireless charging pad. The Turbo Signature is the top-of-the-line CX-5 and gets LED ambient interior lighting, wood trim, 360-degree camera and parking sensors.
For 2024, the previous base 2.5 S trim level has been dropped. Otherwise, the CX-5 continues unchanged.
For the average driver, the 187 hp Skyactive four-cylinder is adequate for the CX-5. But who doesn’t want more power? With the turbo and its 227 hp, and more importantly, the 319 lb-ft of torque it creates, it really makes this little SUV scoot. It can hit 60 mph in just a tick over 6 seconds – which, when compared to the base engine equipped CX-5, is about 2 seconds quicker.
While the power is nice, the highlight of the CX-5 continues to be in the handling department. Most crossover SUV makers don’t focus much on handling, but Mazda does, and it shows. Equipping the CX-5 with G-Vectoring Control Technology, this system enhances steering response through subtle engine-torque manipulation. Basically, as you steer into a corner, the system automatically reduces torque ever so slightly to induce a small load transfer to the front axle, thus eliminating any compliance in the suspension and allowing very precise driver inputs. Sounds complicated? It is – but it works – the CX-5 stays flat in corners yet still delivers a smooth and comfortable ride. Find a long winding road, get up to speed and you’ll discover that the CX-5 is downright fun and confidence-inspiring to drive.
Inside, the cabin of the CX-5 is nice, simple yet impressive. Done in typical Mazda fashion, the controls and displays are all easy to see and have a solid feel to them. Nothing cheap in here. Small, but useful things like a power rear lift gate, rear seats that fold flat (and can recline as well) are a nice welcome.
Pricing for the CX-5 continues to remain an attractive point. With a base price starting just at $27,975, my fully loaded all-wheel drive Turbo Signature model carried with it an MSRP of $42,705. While not chump change, you do get a lot with the CX-5, like its good looks, great handling abilities and its decent fuel economy. Throw in the smiles per miles you’ll get as you drive it, and you’ll quickly see why the CX-5 is the zoom-zoom of compact SUVs. Every time I step into the Mazda CX-5, I’m reminded why I always proclaim it as being one of the best compact crossover SUVs available. Small and agile, but practical and fun, it seems to check all the right boxes.
— Christopher A. Randazzo
By The Numbers:
Base Price: $40,600.00
Price as Tested: $42,705.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter turbocharged Skyactiv inline 4-cylinder
Transmission: 6-speed automatic
Horsepower: 227 hp
Torque: 310 lb-ft
EPA Fuel Economy: 22 city / 27 highway mpg
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Since its debut in the 1980’s the Land Rover Defender has been a long-time favorite. And it hasn’t lost its touch – in fact just a few years ago it was named SUV of the Year by MotorTrend. And with three different sizes, the small two-door Defender 90, the mid-size Defender 110 with four-doors and two rows of seats, and the Defender 130 with is longer wheelbase and three rows of seating, there is a Defender size to meet any need.
The styling of the Defender is what you would expect from Land Rover. A squared-off design with an upright appearance gives the Defender its trademark look as well as an aggressive stance. While it still looks boxy, bulging fender flares break up the flatness, providing some subtle curves in the overall design. For off-roaders, the short wheelbase and the small front and rear overhangs will be appreciated.
There is never mistaking the interior of a Land Rover, and the Defender is no exception. Much like its exterior, the interior appears to have started out as a box, and then gives way to a chiseled dashboard with a shelf that spans across the length of the cabin. Torx-head bolts scattered around the interior provide a technical look. Overall, the interior of the Defender is less luxurious than some might expect but is ruggedly practical making it distinctly different from other upscale SUVs.
Last year, Land Rover debuted the 130 with its longer wheelbase and three rows of seating – which allows for a passenger count of 8. For 2024, Land Rover bring us a new Outbound trim level that is a two-row version of the Defender 130. With its longer wheelbase yet retaining a five-seat cabin layout, the Outbound version of the Defender can accommodate more adventure gear than any other Defender.
The Land Rover Defender 130 Outbound comes standard with a 3.0-liter turbocharged inline-six engine with a mild hybrid system which produces a combined 395 horsepower and 406 lb. ft of torque to all four wheels. A supercharged 5.0-liter V8 is optional but offers only 100 horsepower more and an insignificant torque increase. And considering the inline six has a higher towing capacity (8,201 pounds) compared to the V8 (7,716 pounds), unless you just have gotta have a V8, the standard engine is the way to go.
The Outbound is clearly the most adventurous Defender available, with lots of interesting options available for it. The tester came with a roof rack, side-mounted storage bin, and even a side-mounted ladder. The Outbound version of the Defender 130 comes in just four color options: Fuji White, Eiger Grey, Santorini Black and Carpathian Grey – and each nicely complements the matte finish on the bumpers, grille inserts, and side vents.
With the turbocharged inline-6, the Defender 130 Outbound can hit 60 mph in 6.4 seconds and the quarter mile disappears after 14.8 seconds. While those numbers may not sound great at first, consider that the Defender weighs nearly 6,000 pounds – which puts it in the same weight class as a Chevy Suburban.
Like all other Defender’s, it’s the 130’s off-road abilities that give it the reputation of being one of the best off-road vehicles money can buy. It has an adjustable air suspension, adaptive dampers, and Configurable Terrain Response – a system that allows you to tailor the vehicle’s behavior to various surfaces, like mud, sand, rocks and more. Combine that along with its generous ground clearance, short overhangs and powerful drivetrain, and it becomes clear why the Defender is considered a British mountain goat. Pricing for the Defender 130 Outbound starts just under $86,000. The tester had an MSRP of $101.093.
The Defender has always seemed to be in a class of its own. And now with the 130 Outbound and its appeal to the ultimate adventurer, it is even more so. If you don’t need a third-row seat, but can still benefit from the extra room, the Defender 130 Outbound pulls it off.
— Christopher A. Randazzo
By The Numbers:
Base Price: $84,500.00
Price as Tested: $101,093.00
Layout: front-engine / all-wheel drive
Engine: 3.0 inline 6-cylinder
Transmission: eight-speed automatic
Horsepower: 395 hp
Torque: 406 lb-ft
EPA Fuel Economy: 16 mpg city / 18 mpg highway
[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]
Last year, Genesis introduced the Electrified GV70 – an electric version of the popular GV70 SUV, as part of their plan to sell only electric vehicles by 2030. Now in its sophomore year, the Electrified GV70 continues unchanged, but still impressive.
The Electrified GV70 looks nearly identical to the regular GV70, which is considered to be one of today’s best luxury SUVs. One minor difference can be found in the front grille, where the inverted G-Matrix pattern incorporates a hidden EV charging port. Another difference can be found at the rear where a tailpipe-free skid plate is used. Otherwise, the signature design elements of the GV70 are followed through to the Electrified GV70.
Underneath though, the Electrified GV70 is more like the all-electric GV60 than the regular GV70. The Electrified GV70 uses the same powertrain as GV60 which includes a 77.4-kWh battery pack and two electric motors — one on each axle to give it all-wheel drive. Just like the top trim level Performance GV60, power output is an impressive 429 horsepower and 516 lb-ft of torque. And just like the in the GV60, that power can be increased to 483 hp for up to 10 seconds when the Boost mode is engaged.
With EVs, the question of range always comes up. The Electrified GV70 follows in the footsteps of the GV60 and has a driving range of up to 236 miles. When hooked up to a rapid charger, the Electrified GV70 can be charged from 10 to 80 percent capacity in just 18 minutes. A full quick charge should take around 30 minutes. If you are like me and have it plugged into a standard 120V outlet, expect a few days to full charge the Electrified GV70.
Inside, the Electrified GV70 strays away from the high-tech look and feel of the GV60 and uses the same interior found in the GV70. A wide-format 14.5-inch display for the easy-to-read infotainment system is mounted on the dash and is both Apple and Android compatible (although oddly enough it is not wireless – a USB cable is required). Two dials are on the center console – one to control the infotainment center and the other is the familiar knurled rotary wheel used for the gear selector.
On the road, the Electrified GV70 is amazingly quick. There is a ton of torque on tap to get you moving, yet if you need more, just hit the Boost button on the lower section of the steering wheel to unlock the beast hidden within. The Electrified GV70 can hit 60 mph in about 3.8 seconds which is about a second quicker than the optional twin-turbocharged V-6 equipped GV70. Now, which is more fun and engaging to drive will be up for debate.
When taken into corners, the Electrified GV70 feels nicely planted thanks in part to the heavy batteries mounted down low in the chassis. Genesis tuned the suspension and the road manners to favor a more luxurious ride rather than a performance one, and it achieves that by swallowing up potholes and road imperfections with minimal intrusions to those seated inside.
With the Electrified GV70 starting around $67,000 for the base Advanced model (the tester is a Prestige model and carries a $75,020 price tag), it has a lot to offer as an EV. Great styling and plenty of luxury, the only shortcoming may be its range, although it may be fine for many buyers. Not only that, but the Electrified GV70 is a nice blend of Genesis vehicles – the elegant design of the GV70 with the advanced electric powertrain of the GV60, makes it a potential sweet spot for EV consumers.
— Christopher A. Randazzo
By The Numbers:
Base Price: $66,450.00
Price as Tested: $75,020.00
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: 91 MPGe (98 city / 83 highway)
[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]
Just as we were saying good-bye to the Chevrolet Trax in 2022 as it was being discontinued, it’s back again for the 2024 model year. But this time it’s all-new, bigger, better, and believe it or not, even cheaper than the last Trax.
The all-new 2024 Chevrolet Trax is a huge improvement over the first-generation Trax. First, it is significantly bigger than its predecessor in almost every dimension. Length, width and wheelbase are increased from the model it replaces. Only the height has decreased, the result of the new Trax having a slightly lower ride height and a more sloped roofline. And while the new Trax is larger – it’s also cheaper, coming in with a base price of $21,495 – which is $1400 less than the base price of the 2022 Trax (there was no 2023 Trax). This makes the Trax the lowest priced vehicle GM sells in the U.S.
While the new Trax is larger, it remains the smallest SUV in the Chevrolet lineup, coming in right under the Chevrolet Trailblazer (although the two are very similar in size). The Trax competes with the likes of the Honda HR-V, Mazda CX-30, Nissan Kicks, and Hyundai Venue.
Chevrolet did a great job with the exterior styling of the new Trax. It easily fits in the Chevy lineup with its proportioned body and all but the base LS trim gets nicely done wheels that really set the image of the Trax.
Inside, things get even better. The larger exterior translates to a roomy interior. Up front, the wide seats make long distance drives bearable, and in back, there is plenty of legroom. Even the middle rear seat is habitable thanks to a flat floor. Storage space has significantly increased compared to the old Trax. With the new one, there is 25.6 cubic feet of cargo behind the rear seat, which increases to 54.1 cubic feet when the rear seat is folded, an improvement from the old Trax which was 18.7 and 48 respectively.
There is only one powertrain available in the Trax, and it’s a little one. Coming in at 1.2 liters and using just 3 cylinders and a turbocharger, it makes 137 horsepower and 162 lb-ft of torque. The last Trax used a 1.4 turbocharged four-cylinder making the same horsepower but 14 lb-ft less torque. The little engine is paired with a six-speed automatic transmission and powers the front wheels. All-wheel drive is not available.
The new Trax is available in five trim levels. Base is the LS with steel wheels and an 8-inch infotainment system. Both wireless Apple CarPlay and Android Auto are included, along with a WiFi hotspot. Move up to the 1RS and the Trax is fitted with nicer 18-inch alloy wheels, sportier front and rear facias and a heated flat-bottom steering wheel. The LT gets an automatic climate control system, larger 11-inch infotainment system, digital instrument cluster and push-button start. Two trim levels share the top role – the 2RS and the Activ. The 2RS gets larger 19-inch alloy wheels, while the Activ stays with 18-inch alloy wheels but gets a power driver’s seat. The tester arrived as a 2RS and carries with it a price tag of $27,080.
There is no getting around that the Trax is an economy car – and it drives like one. The suspension is set so that the ride is soft and comfortable, even on rough roads, while the handling is tuned to offer just enough damping to keep body roll in check when pushed. Basically, it handles nicely, just don’t push it. The engine, while small, has plenty of torque that comes on low in the rev range – making the Trax feel plenty powerful. Turbo lag is minimal and the transmission, which thankfully still uses gears and is not a CVT, handles its job effortlessly. Being the economy car that it is, the Trax is rated at 30 mpg in combined driving (28 city / 32 highway). Going with the 2RS, the Trax looks sportier than the other Traxs, but unfortunately doesn’t gain any performance benefits.
It’s hard to find fault with the new Trax as it has good looks, a nice interior and decent fuel economy. But it’s best feature may be in terms of value. With today’s new car market having an average price of more than $48,000, the Trax starts at half that – and that low price will most likely be the Trax’s top selling point.
– Christopher A. Randazzo
By The Numbers:
Base Price: $24,995.00
Price as Tested: $27,080.00
Layout: front-engine / front-wheel drive
Engine: 1.2 liter turbocharged three-cylinder
Transmission: 6-speed automatic
Horsepower: 137 hp
Torque: 162 lb/ft
EPA Fuel Economy: 28 city / 32 highway mpg
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It’s hard to top the Honda CR-V. Month after month it always seems to find its way in the list of the top 10 selling vehicles. And it’s no wonder – the CR-V does everything well, making it one of the top compact-crossover SUVs available. Not about to let the competition catch up, Honda has just redesigned the CR-V, making it even better.
The redesigned CR-V came out for the 2023 model year. Aside from a new trim level added, the 2024 CR-V continues unchanged. A few weeks Honda had me in the new CR-V, and although it’s a 2023 model, my overview of it applies to the current model as well.
This new sixth-generation CR-V is larger than its predecessor, with a wheelbase that is 1.6 inches longer, giving the new CR-V even more rear legroom than before. Both the interior and exterior have been restyled, but it is still easily recognizable as a CR-V. Interestingly, last year’s CRV-Hybrid model is no more, but the hybrid feature is not. For the new CR-V, the top trim levels now simply come with the hybrid system as standard equipment.
Step inside the new CR-V and you’ll find an attractive interior inspired by the Honda Civic and is complemented by modern tech, including an infotainment system with an available 9.0-inch touchscreen that has both wireless Apple CarPlay and Android Auto and a host of other standard driver assisted features such as adaptive cruise, blind-spot monitoring, and lane-keeping assist. Keeping with Honda tradition, plenty of storage bins and beverage holders can be found scattered throughout the cabin. One feature that will be missed is the configurable front center console – it has been replaced by a conventional center bin.
The new CR-V is offered with two different engines – a turbocharged 1.5-liter four-cylinder engine that makes 190 horsepower and 179 lb-ft of torque and a hybrid powertrain using a 2.0-liter four-cylinder engine and two electric motors for a combined 204 hp and 247 lb-ft of torque. The engine fitted in the CR-V depends on the trim level – the LX, EX and EX-L get the turbocharged engine while the Sport and Sport Touring get the hybrid setup.
The base LX comes with 17-inch wheels, push-button start and a 7-inch touchscreen (along with wireless Apple CarPlay and Android Auto). Move up to the EX and you’ll get a sunroof, dual-zone climate control, heated front seats and a power driver’s seat. If you are just wanting the hybrid system, the Sport is the most affordable CR-V equipped with it. It also comes with a sport appearance package which blacks out some exterior trim. If you want the nicest CR-V but don’t want it to be a hybrid, opt for the EX-L. It gets leather interior, a power liftgate and a larger 9-inch touchscreen. The Sport Touring is the highest CR-V available. It gets all the features of the EX-L along with the hybrid powerplant, 19-inch wheels, ambient interior lighting system, heated steering wheel and a Bose sound system. All-wheel drive is optional on all trim levels except the Sport Touring, where it is standard.
The tester arrived as a fully loaded Sport Touring – and came with an MSRP of $39,845.00.
Behind the wheel of the new CR-V feels, like, well a Honda. The ride is very refined, quiet, and smooth. It has plenty of power, with tests showing it can reach 60 mph in less than 8 seconds. The EPA rates the AWD hybrid CR-V at 40 mpg in the city and 34 mpg on the highway. Front-wheel drive hybrid CR-Vs do even better, coming in at 43 mpg city and 36 mph on the highway.
Like the previous model, the new CR-V is a very well-rounded sport-utility vehicle. And when it comes to pricing, Honda is right with the competition, if not below it. A base two-wheel drive LX starts under $31,000, whereas a fully loaded AWD Sport Touring model will come in at under $40,000. A lot of SUV at a great price and from a company like Honda. No wonder it’s one of the best-selling SUV in America – and will probably continue to be.
– Christopher A. Randazzo
By The Numbers:
Base Price: $38,600.00 (2023)
Price as Tested: $39,845.00 (2023)
Layout: front-engine / all-wheel drive
Engine: 2.0 liter four-cylinder with electric motors
Transmission: CVT automatic
Horsepower: 204 hp
Torque: 247 ft-lbs
EPA Fuel Economy: 40 city / 34 highway mpg
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So, you have decided you want an electric car, but none of the current EVs out there grab your attention or are simply priced out of your budget. If that’s the case, then you may want to look at the Hyundai IONIQ 5, as it’s a very different kind of car.
The IONIQ 5 is an EV crossover that is anything but mainstream. Its quirky retro-themed styling makes it look like nothing else on the road. And with its versatile interior and plenty of practicality, its starting price of $43,000 is hard to beat.
Out since 2022, the IONIQ 5 is small in size but big in technology. And it looks so cool with its blocky sculpting, stubby proportions, and squared-off complexion. And while the overall look is retro, there are certain futuristic styling cues like the motion lines around the wheel arches and the use of pixel shapes all over. In a sea of RAV4s and CR-Vs, the IONIC 5 is a breath of fresh air.
Enter the IONIQ 5 and you are greeted with an interior that feels much larger than it actually is. The dashboard is pushed far forward, leaving tons of legroom available for the front passengers, and the lack of a full-length center console provides an open feeling across the front row. The controls, most of which are touch controls, all feel very natural to the driver. There are a few physical buttons, though they mainly serve as shortcuts to specific views in the infotainment system. The infotainment system is surprisingly well organized and is simple to use, although I still miss the feeling of physical buttons.
The IONIQ 5 is available with rear or all-wheel drive and makes between 168 and 320 horsepower. Range varies between 220 miles and 303 miles depending on the trim level. The base IONIQ 5 is the SE Standard Range which comes in rear-wheel drive only and uses a single motor to make 168 horses and a range of 220 miles. The SE, SEL and Limited are available in rear or all-wheel drive. When equipped with rear-wheel drive, they make 225 horses and can travel 303 miles on a full charge. The all-wheel drive version adds a second motor to the front wheels for a combined power output of 320 horsepower, but range is reduced to 260 miles.
When it comes to storage, the IONIQ 5 has about 27 cubic feet of space in the hatch area, which isn’t much. Thankfully, the rear seats fold flat, which increases cargo space and helps for loading longer items. There is also a small frunk (front trunk), but it is small. But the cabin is full of cubbies and places to stow bottles, phones and other stuff and a movable center console is pretty cool.
While the look and the style of the IONQ 5 is vastly different from anything else on the road, its driving manners are similar to that of any other EV – it’s smooth, and quiet with a very linear powerband. And like most EVs out there, it’s fast. The tester, a Limited with all-wheel drive (so with dual motors) is able to hit 60 mph in just over 4 seconds. That’s amazing quick for a car that looks like it could have been plucked out of the 1980s.
Being that the tester was the top-of the-line model, it carried a price tag of $58,005 (it is a 2023 model). So far in my time with it, I’ve found it to be fun and easy to drive. My only gripe is with the column-mounted gear selector – which is easy to use, but depending on the position of the steering wheel, can be difficult to see what gear your changing to as the steering wheel spoke is often in the way. And of course, the typical charging woes apply if you don’t have a home charger. Plugging into a 120V household outlet (Level 1 charging) is painfully slow, gaining only about 10 miles of charge overnight – making a Level 2 home charger a must have for IONIQ 5 owners. But on the bright side, DC fast-charging, which typically is used in high-end EVs, is standard on all IONIC 5s, to provide super-quick charging speeds when connected to a Level 3 Charger.
Since its debut a few years ago, the IONIC 5 has won all kinds of awards, including EV of the Year. Looking at it and driving it, it’s easy to see why.
— Christopher A. Randazzo
By The Numbers:
Base Price: $56,500.00 (2023 pricing)
Price as Tested: $58,005.00 (2023 pricing)
Layout: rear-engine / all-wheel drive
Engine: permanent-magnet AC electric motor
Transmission: direct drive
Horsepower: 320 hp
Torque: N/A
EPA Fuel Economy: 101 MPGe (113 city / 90 highway mpg)
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The Cadillac Escalade is the most prestigious vehicle made by Cadillac and is also the most accomplished full-size luxury SUV money can buy. While its origins have evolved from the GMC Yukon and its roots still go back to both it as well as the Chevrolet Tahoe/Suburban, the Escalade is Cadillac’s most recognizable nameplate and easily takes on high-dollar competitors such as the Jeep Grand Wagoneer, the Lexus LX600 and the Lincoln Navigator. Recently, Cadillac sent me a beautiful Radiant Red Escalade to remind me just how grand this vehicle is.
Now entering its third model year, this fifth generation Escalade is big, bold, and practical – it can seat up to eight passengers and tow heavy toys. The Escalade embodies today’s American luxury car with its exterior design that provides a brash, in-your-face excess statement – something the Escalade has done so well at. There is no subtlety here, just a huge grille with plenty of sheet metal behind it. Like Escalades before it, the current one is clean, simple, enormous, and easily recognizable for what it is.
Inside, the Escalade sets the bar for in-cabin luxury with one of the best interiors in the business as well as some of the latest in gadgets and technology. Supple leather, lacquered wood, and aluminum brightwork cover every surface. The dash now uses the latest in screen technology: OLED (Organic Light Emitting Diode) which provides for a sharper and more colorful image over the popular LCD screens. Super Cruise, Cadillac’s hands-free driving system and Night Vision, a system that uses an infrared system to help drivers see beyond their headlamps and detect pedestrians and animals are also available on the Escalade.
And while the Escalade is big and comfortable, if more room is still needed, a long-wheelbase ESV model is offered, which yields more legroom for third-row riders and additional cargo space.
Pop the hood and you’ll find that Cadillac’s largest SUV is powered by a 6.2-liter V-8 engine that makes 420 horsepower and can deactivate half of its cylinders when cruising to save fuel. A 3.0-liter diesel inline-six is also available as well as a supercharged version of the 6.2 V8 (for the outrageous Escalade V model). A 10-speed automatic transmission is standard with all engines, and buyers can choose from rear or all-wheel-drive setups.
There is no denying that the Escalade is a big vehicle – and it drives like one. But the ride is very smooth thanks to its long wheelbase and independent rear suspension. The independent rear suspension, which replaces the live solid rear axle in the last generation Escalade not only provides for a better ride, but also allows for more third-row legroom.
In a time when there is a lot of chatter regarding EVs, the big, powerful feeling of a large V8 mustering up 420 horses and 460 lb-ft of low-end torque is a breath of fresh air. That is enough power to take the Escalade to 60 mph in less than 6 seconds. Fuel economy? Well, if you must ask… is rated at 14 mpg in the city and 18 mpg on the highway.
2024 marks 25 years of production for the Cadillac Escalade. Having to deal with steadily rising fuel costs, the constant threat of the death of the V8 engine and the move to get away from internal combustion engines, the Escalade has survived through it all. That is quite a remarkable feat. And to celebrate those 25 years, Cadillac has made the largest, most powerful Escalade ever. It doesn’t get any better than that.
–– Christopher A. Randazzo
By The Numbers:
Base Price: $113,695.00
Price as Tested: $121,315.00
Layout: front-engine / all-wheel drive
Engine: 6.2-liter V8
Transmission: 10 – speed automatic
Horsepower: 420 hp
Torque: 460 ft-lbs
EPA Fuel Economy: 14 city / 18 highway mpg
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Now here is something cool: the Ford Bronco Raptor is the closest thing to a race-ready Baja vehicle you can buy. With its massive ground clearance and long suspension travel, it can go just about anywhere. Yet as wild as it is off-road, I hear it is an impressive vehicle on-road. Recently I was in Ford’s Bronco Raptor to see how this all-terrain vehicle can hold up in an urban lifestyle.
In case you’re out of touch in the automotive world, the Bronco returned to the Ford lineup about four years ago, after being away for nearly 25 years. Today’s sixth generation Bronco is one of the most sought-after vehicles in today’s crazy car and truck market.
The Bronco utilizes a tough body-on-frame platform, similar to the one used on the Ford Ranger. There are no fewer than eight different Bronco trim levels to choose from, most of which are available as either a two-door or a four-door and all have a removable roof and doors, so you can drive with the wind in your hair while on the street or tackling a trail.
Broncos are fitted with either a 2.3-liter turbocharged four-cylinder engine (300 horsepower, 325 lb-ft) as the base engine or a turbocharged 2.7-liter V6 engine good for 330 hp and 415 lb-ft of torque. The four-cylinder can be fitted to a manual transmission (a 7-speed) but most will opt for the 10-speed automatic. The V6 comes only with the 10-speed automatic transmission.
But as you might have guessed, the Bronco Raptor has its own special powerplant – Ford’s 3.0-liter twin-turbo EcoBoost V-6. It is rated at 418 hp with 440 lb-ft of torque. That low-end torque (coming in at 2750 RPMs) makes for a perfect match to this Bronco’s rowdy nature.
The Raptor version of the Bronco doesn’t just get the more powerful engine. It gets fitted with 17-inch wheels with 37-inch all-terrain tires, a heavy-duty rear axle, Fox shock absorbers and an active exhaust system.
Inside, the Bronco Raptor’s interior shares much of its design with the normal Bronco, which isn’t a bad thing. There’s a digital gauge cluster behind the steering wheel, a big infotainment screen, and large, chunky buttons and controls for things like the climate control and selecting drive modes.
The Bronco Raptor uses Ford’s latest Sync 4 infotainment systems that runs on a massive 12-inch touchscreen that dominates the dashboard. It is easy to use and responds quickly to inputs. Wireless Apple CarPlay and Android Auto are standard.
The Bronco’s boxy shape translates into lots of headroom, making the interior feel large. This feeling continues in the rear seat. Legroom is adequate for all occupants. Overall, the interior is comfortable for everyone, with the only complaint could be that some may find the rear seats are too much in an upright position.
Unlike most vehicles where you try to avoid potholes, massive speedbumps and road imperfections, the Bronco Raptor welcomes all those obstacles – and they can all be ignored. The massive 37-inch tires simply swallows them up thanks to the long-travel, Baja-ready suspension setup which allows for 13 inches of travel up front, and 14 inches in the back. With 418 horse coming from the twin-turbo V-6, the Raptor is quick, being able to sprint from 0 to 60 mph in just 5.6 seconds. About the only numbers that are not appealing are the EPA fuel economy numbers, where the Bronco’s block-like shape, ultra-wide stance, and off-road-focused tires produce an estimated 15 mpg city and 16 mpg highway rating.
I didn’t take the Bronco Raptor through any serious off-road environments. Still though, it’s easy to see just how capable it is in just city driving. While the Bronco Raptor is designed to crawl over rocks, traverse muddy terrain and keep you riding high on the dunes, that also translates to being able to absorb anything that the city streets can throw at it. Prices for the Bronco Raptor start at $79,000.
— Christopher A. Randazzo
By The Numbers:
Base Price: $79,000.00 (2023)
Price as Tested: $95,645.00 (2021)
Layout: front-engine / four-wheel drive
Engine: 3.0 liter twinturbo V6 EcoBoost
Transmission: 10 – speed automatic
Horsepower: 418 hp
Torque: 440 lb-ft
EPA Fuel Economy: 15 mpg city / 16 mpg highway
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Depending on how you look at it, suffering from a case of mistaken identity can be either a good thing or a bad thing. In the case of the Genesis GV80, I think it’s a good thing. A real good thing. Whenever I see a Genesis GV80 on the road, I do a double-take thinking I’m seeing an ultra-rare Bentley Bentayga SUV. But upon closer inspection, I realize my mistake. Then, when time allows, I pull up a picture of the Bentley and compare it to the Genesis, and not only do I see the very close resemblance I also see that, at least to my eyes, the Genesis actually looks better (the Bentleys bug-eye headlights do nothing for me). That’s quite amazing, considering the Bentley starts at just over $200,000 and tops out around $267,000. Recently, I was in a top-trim level 2024 Genesis GV80 Prestige Signature. It has an MSRP of $82,695.
The GV80 is a mid-size SUV from Hyundai’s luxury division, Genesis. It typically seats five, but a third-row seat is optional to bring seating capacity to seven passengers. It is meant to take on rivals such as Acura’s MDX, Audi’s Q7, BMW’s X5, the Lexus RX and the Mercedes-Benz GLE. I doubt Genesis ever meant to have the GV80 be compared to a $200,000 Bentley, but doing so certainly is welcomed.
Styling of the GV80 is like that of the Genesis’s flagship sedan, the G90. Just like the G90, the GV80 wears a big shield-shape grille that is bound by a quad headlight system. The front fenders sport dual vents that flow into an aggressive body and tapered rear end. The athletic look lives up to the brand’s “Athletic Elegance” signature.
And elegance can be used to describe the GV80’s cabin. Designers took a minimalist approach in sculpting the dash, which is highlighted by a 14.5-inch touchscreen display and the abundance of high-quality materials. Even the clickable knurled rotary wheel used for the gear selector feels like a precious piece of jewelry.
There are two engine options available for the Genesis GV80. The base engine is a turbocharged 2.5 liter four-cylinder that makes 300 hp and 311 lb-ft of torque. Optional is a turbocharged 3.5-liter V6 that makes 375 hp and 391 lb-ft of torque. All use an eight-speed automatic transmission and all-wheel drive is standard on all GV80s.
There is a lot of technology packed into the GV80. Along with the big touchscreen display, there is an 8-inch digital gauge cluster along with an excellent heads-up display. Safety features include 10 airbags, adaptive cruise control, forward collision mitigation, lane keeping assist and blind-spot monitors – all standard on every GV80. Every GV80 also comes with wireless charging, a Wi-Fi hotspot that can accept five devices, wired Android Auto and Apple CarPlay, and three years of complimentary Genesis Connected Services.
There are five main trim levels available. The base Standard includes 19-inch wheels, a power liftgate, heated seats and a 12-speaker sound system. Move up to the Advance and the wheels increase to 20-inches, a surround view camera is added along with an automated parking system. The Prestige gets an adaptive suspension along with 22-inch wheels, heated 2nd row seats and tri-zone climate control system. All three trim levels come standard with the four-cylinder, with the six-cylinder being available as an option. The Prestige Matte, available only with the six-cylinder, is done up in a matte exterior paint along with matte interior wood trim. At the top is the Prestige Signature, wearing unique 22-inch wheels along with heated and cooled 2nd row captain’s chairs and even 2nd row wireless phone charging.
Like the Genesis G90 sedan, the GV80 has some solid road-going manners. Its emphasis is more on luxury than sport, but still, it’s very entertaining being in the driver’s seat. The ride is comfortable, plush, and quiet, but it can feel a little athletic when thrown into corners. And there is plenty of power from the boosted V6, where it can it 60 mph in just a few ticks over 5 seconds.
Pricing for the GV80 starts at $59,000 and working its way to just under $83,000. That is several thousand dollars lower than that of any of its key competitors, and the Genesis offers the same, if not more, features. And while someone getting ready to plop down 200,000 big ones for a Bentley SUV probably won’t be considering the GV80, for GV80 buyers, being confused for a Bentley is simply icing on the cake.
— Christopher A. Randazzo
By The Numbers:
Base Price: $81,500.00
Price as Tested: $82,685.00
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: 18 city / 23 highway mpg
[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]
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