Automotive

Ever since the Chevrolet Bolt debuted in 2016, it has proven to be an intriguing little electric vehicle – and is one of the least expensive EVs sold in the U.S. A few weeks ago, I had the opportunity to drive the Bolt and experience Chevrolet’s entry in the EV market.

The Bolt is a front-motor, five-door all-electric subcompact hatchback built by Chevrolet in partnership with LG Corporation. In that debut year, the Bolt won all kinds of awards including being named the 2017 Motor Trend Car of the Year, the 2017 North American Car of the Year, and an Automobile Magazine 2017 All Star.

Over the following years, Chevy has increased the Bolts range to 259 miles (up from 238 miles). And for 2022, the Bolt gets a mid-cycle refresh along with an upgraded cabin and newer technology. It also adds standard DC fast charging to make this electric hatchback more appealing. Base price starts at just under $32,000. As an added incentive, Chevrolet will cover standard installation of a Level 2 charging outlet for eligible customers who purchase or lease a 2022 Bolt.

For 2022 Chevrolet also adds a slightly larger version of the Bolt to the lineup – the Bolt EUV – a small SUV based on the Bolt EV hatchback. It will be covered in a future review.

Chevy offers the Bolt in two trim levels – the base 1LT and the higher-end 2LT. Both models use the same 65-kWh lithium-ion battery pack that sends power to a single electric motor (200 hp, 266 lb-ft) by way of a single-speed transmission. There is no difference in range either – both can travel up to 259 miles on a single charge.

The 1LT is nicely equipped with standard features like a 10.2-inch color touchscreen with Apple CarPlay and Android Auto compatibility, keyless start and ambient interior lighting. An optional Comfort and Convenience package brings heated front seats and a heated leather-wrapped steering wheel into the fold. Move up to the 2LT and you get the above mentioned Comfort and Convenience package along with a surround-view parking camera system and leather seats. The tester, a 2LT carried a price tag of just $36,165.

The Bolt EV is a fun car to drive. Like all electric cars, it delivers instant torque and power, and it also handles well. With its 200 horses, it’s able to hit 60 mph in the mid-6-second range, which is quite quick, EV or not. Drivers can choose to drive via a single-pedal mode which let’s you slow down the vehicle using only the accelerator pedal.

With its small footprint, the Volt feels nimble and sure-footed, making it an easy car to drive, especially in tight places. However, the ride can get a bit stiff and choppy due to the vehicles short wheelbase.

Inside, the Bolt has a well set-up cabin. The infotainment center is plenty big and the digital instrument panel is very bright and keeps you informed with all the important information that you need like how far your range is on the current battery charge. Most controls and switches are easy to get to – although the volume button feels a little too far to the left, almost behind the steering wheel.

To charge the Bolt, it can be plugged into a DC Fast Charger (Level 3 charging) and can replenish about 90 miles of battery life in 30 minutes, making out-of-town trips doable if well-planned. A Level 2 charger takes about 10 hours to completely charge a depleted battery. For those with no access to a charger at home, like me, you can expect a charge of about 4 miles per hour with the Bolt plugged into a regular 120V outlet.

Today, it seems like the most popular EV vehicles on the road are from Ford, Tesla, Hyundai and Kia while the little Chevrolet Bolt gets overlooked. With the updates for 2022 along with a free Level 2 charging station, the Bolt should no longer be overlooked – and be considered as a great way to enter the EV market.
– Christopher A. Randazzo
By The Numbers:

2022 Chevrolet Bolt EV 2LT

Base Price: $34,200.00
Price as Tested: $36,165.00
Layout: front-engine / front-wheel drive
Engine: single electric motor lithium ion battery pack
Transmission: single speed electric drive unit
Horsepower: 200 hp
Torque: 266 lb-ft
EPA Fuel Economy: Range of 259 miles equivalent to 120 MPGe

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Today’s light duty pickup-trucks are big, comfortable and quite capable vehicles. But what it you need a little more payload and towing capacity than they can offer, but don’t want to lose the conveniences that they have? The Ram 2500 Heavy Duty makes the case for a slightly larger pickup truck with increased capacities yet retaining its creature comforts and not being a total brute of a truck like the Ram 3500 Heavy Duty.

The Ram 2500 is quite a machine. It has amazing towing capabilities yet still delivers a refined ride and can be had with a choice of upscale interiors.

As the 2500, the Ram can take on a payload of up to 4,010 pounds and offers 20,000 pounds of trailer towing capacity. If you need those same abilities but with some enhances off-road modifications, Ram offers it in the Ram 2500 Power Wagon.

There are two engines available for the 2500. Standard is 6.4-liter gas V8 that makes 410 hp and 429 pound-feet of torque. While quite capable, most 2500 buyers go for the optional 6.7-liter Cummins turbo-diesel engine. Costing $9,400, it makes 370 hp and a whopping 850 pound-feet of torque. The gas engine uses an eight-speed automatic transmission while the diesel makes do with a six-speed automatic.

The Ram 2500 can be had in three different cab styles (regular, crew and an extended crew cab called Mega Cab). Along with the cab styles, there are six different trim levels. The base is the Tradesman. Here, the 2500 is basically a work truck with 17-inch steel wheels, vinyl upholstery and a bench seat. Step up to the Big Horn (called the Lone Star here in Texas) and the Ram benefits from 18-inch chrome wheels, cloth interior and a larger touchscreen. It is still a work truck, but easier to live with. With the Laramie trim level, the Ram 2500 starts becoming more luxurious with a power sliding rear window, dual zone climate control, leather seats, power adjustable and heated front seats and front and rear parking sensors. The Limited Longhorn adds rain-sensing wipers, LED bed lighting, ventilated front seats and heated rear seats. The top-of-the-line Ram 2500 is the Limited which gets 20-inch wheels, deployable running boards, upgraded interior and a large 12-touchscreen infotainment system. The Power Wagon includes some features from the Big Horn and the Laramie wrapped up in a Ram that is dedicated to off-roading. It includes an electric winch, underbody protective skid plates and an off-road suspension package.

For 2022, the Ram 2500 gets the next-generation infotainment system (called Uconnect 5) that is said to respond quicker than the one before it. There is also a new Silver Edition package for Big Horn/Lone Star trims that add chrome exterior pieces and black interior accents to the Ram.

Recently I was in a Ram 2500 Heavy Duty Lone Star edition equipped with the proven Cummins turbo-diesel engine and the new Silver Edition package. The base price was $47,800 but with options it had an MSRP of $75,840.

Step inside the Ram 2500 (it’s a high step up – thankfully the tester is fitted with fixed side steps) and you’re greeted to an appealing interior. The buttons and interior controls are laid out in a logical and easy-to-use manner, and there’s enough space in every seating position for adults. The cabin’s design features functional controls and a ton of interior storage including a center console that can accommodate a laptop and much more.

If you are into high-tech, the Ram 250 should fill your needs. The Ram offers a giant 12.0-inch reconfigurable touchscreen, which is the largest in this class and gives the truck’s interior a high-tech look and feel. The system also features a navigation system as well as Wi-Fi hotspot, Apple CarPlay and Android Auto. There are five USB ports and up to three 115-volt outlets that can handle up to 400 watts – ideal for running or charging work tools.

The Ram 2500 is a big rig, and it doesn’t let you forget it. As the driver, you sit high up and overlook a huge hood. It accelerates, handles and stops reasonably well. It takes corners good – as long as you plan for them. The 850 pound-feet of torque from the diesel engine is impressive and you feel it every time you step on the gas pedal. The chatter of the diesel engine can be heard, but Ram has done an incredible job at refining it and keeping it to a minimum.

The Ram 2500 has plenty of features, stout towing capabilities, and one of the nicest interiors on the market for a heavy-duty truck. Whether it be just a work truck like the Tradesman, an off-roader like the Power Wagon, or a luxury worker like the Limited – there is plenty to like about the Ram 2500.
– Christopher A. Randazzo

By The Numbers:

2022 Ram 2500 Lone Star Crew Cab 4×4

Base Price: $47,800.00
Price as Tested: $75,840.00
Layout: front-engine / four-wheel drive
Engine: 6.7 liter I6 Cummins Turbo Diesel
Transmission: 8-speed automatic
Horsepower: 370 horsepower
Torque: 850 ft/lbs
EPA Fuel Economy: N/A

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

After a somewhat disappointing 2021, I think it can be said that the Chevrolet Silverado is having a better 2022. Last year, the Silverado, which is typically the second-best selling vehicle sold, behind the Ford F-150, was beaten out of second place by the Ram 1500. But as of July 2022, the Silverado has managed to regain its second place position. One reason for the increase in sales could be the changes and improvements the Silverado gets for 2022.

The current Chevrolet Silverado 1500 has been around since 2019 and has seen some minor changes and upgrades to make up for its initial shortcomings. That continues for 2022, but this year it gets the most significant changes yet. On the outside, the front end has been redesigned with a slightly more aggressive look to it. Inside, there is a new interior that uses better cabin materials and larger screens (a 12.3-inch digital gauge cluster and a 13.4-inch touchscreen infotainment screen). For the adventure there is a new ZR2 model that can focus on off-road capabilities, while those that like to ride in luxury, like in the High Country trim level, can now have it fitted with GM’s Super Cruise highway driving system. Finally, the V6 engine is no more – the base engine now being the 2.7-liter turbocharged four-cylinder engine, which happens to gets an increase in torque.

Enter the Silverado’s new cabin and you’ll notice a much nicer and fancier environment. The dashboard looks flashy with its huge screens, and when fitted in the High Country trim level as is the tester, the open-por wood trim and top-notch leather interior looks amazing. The center console contains physical knobs and buttons make interacting with the various systems painless. The Silverado’s infotainment system supports Apple CarPlay, Android Auto, and has a mobile hotspot.

With the V6 engine gone, the base engine is now the 2.7-liter turbocharged four-cylinder engine. For 2022, it gets a 20% increase in torque which brings it to 430 lb-ft, up from 348 lb-ft (horsepower remains the same at 310). This engine is found standard in the WT, Custom, Custom Trail Boss, LT trim levels. Optional on the Custom Trail Boss and LT is Chevy’s popular 5.3-liter V8 that still makes 355 hp and 383 lb-ft of torque and well as the Duramax 3.0L Turbo-Diesel inline six-cylinder that 277 hp and 460 lb-ft of torque. The Silverado RST come standard with the 5.3 V8, but can be had with the diesel engine or GM’s monster 6.2-liter V8 that makes 420 hp and 460 lb-ft of torque. The LT Trail Boss can be had with any engine. The LTZ and the High Country – come standard with the 5.3 V8 but can be had with either the diesel or the 6.2 V8. It’s this larger V8 that is under the hood of the tester.

Silverado’s equipped with either the turbocharged four-cylinder or 5.3 V8 use an 8-speed automatic transmission while those with the 6.2 V8 and the diesel use a 10-speed automatic.

The new off-road-focused ZR2 trim comes standard with four-wheel drive and the 6.2-liter V8 engine. It is equipped with 33-inch all-terrain tires, skid plates, electronic locking front and rear differentials and a full-size spare tire.

Just spend a few moments in the Silverado and it’s easy to see why drivers are choosing them over cars. There is tons of room for all passengers, especially those seated in back. And we haven’t even mentioned the truck bed that can carry a payload of more than 2000 pound and can haul over 13,000 pounds. Try doing that with a sedan.

With the new interior and new front end, the 2022 Silverado has taken over second place in the race amongst the best-selling vehicles. Regardless of where it finishes at the end of the year, one thing is for certain, big trucks continue to be popular and the Silverado is keeping pace with its rivals.
— Christopher A. Randazzo

By The Numbers:

2022 Chevrolet Silverado Crew High Country 4WD

Base Price: $60,300.00
Price as Tested: $68,850.00
Layout: front-engine / four-wheel drive
Engine: 6.2 liter V8
Transmission: 10-speed automatic
Horsepower: 420 hp
Torque: 460 ft-lbs
EPA Fuel Economy: 15 city / 20 highway mpg

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

One Jeep owners are a very loyal crowd. And when it comes time to transition from the rugged Jeep Wrangler to a more family-friendly vehicle, Jeep owners tend to gravitate to the still off-road capable Jeep Grand Cherokee SUV. Last year, Jeep redesigned the Grand Cherokee and at the same time debuted a spin-off version of the popular SUV, the Grand Cherokee L – a longer version of the regular Grand Cherokee that uses the extra length to make room for a third row.

The Grand Cherokee L benefits from a 7-inch longer wheelbase and is 15.1 inches longer than the standard Grand Cherokee. Of course, this extra room allows for the L to have a third-row seat which provides the Grand Cherokee L seating for six or seven, depending on configuration (a second-row bench that seats 3 is standard while 2 captain’s chairs are optional). With this additional seating, this Grand Cherokee now competes with the Kia Telluride, Hyundai Palisade, Toyota Highlander, Toyota 4Runner and Honda Pilot.

Like the standard Grand Cherokee, the Grand Cherokee L is available with either Chrysler’s 290 hp Pentastar 3.6-liter V6 or the optional 357 hp 5.7-liter HEMI V8 and are either rear or four-wheel drive. An eight-speed automatic is the sole transmission used.

Of course, being a Jeep, the Grand Cherokee L is offered with a variety of 4WD systems. Quadra-Trac I is a 4WD system with a single speed transfer case (there is no low-range gearing). Quadra-Trac II is a two-speed system that provides low-range gearing and enhanced traction for low-speed off-road conditions. Finally, there is Quadra-Drive II, which is the same as the Quadra-Trac II system but includes a fully automatic high-range all-wheel drive system.

The base Grand Cherokee L is the Laredo, which comes with 18-inch wheels and a tri-zone climate control system. Move up to the Altitude and the L is fitted with 20-inch wheels, a power liftgate, heated leather seats and remote start. The Limited gets a premium audio system and heated steering wheel. All three are available with the Jeeps Quadra-Trac I 4×4 system.

The Grand Cherokee L gets more luxurious with the Overland trim as it adds in ambient cabin lighting, full leather interior, power folding third row and dual-pane panoramic roof. It is available with the Quadra-Trac II 4×4 system. The Summit adds in a larger 10.1-inch touchscreen, four-zone climate control, automatic parking system and a selectable ride-height system. The ultimate L is the Summit Reserve, which gets a 19-speaker McIntosh audio system, special 21-inch wheels and an upgraded leather interior. The Quadra-Drive II 4WD system is available on the Summit and standard on the Summit Reserve.

Inside, the well-tailored cabin offers plenty of room and comfort for all on board. The second row can slide around 7 inches to make room for third-row passengers and the rear seating is pretty roomy by midsize SUV standards. Along with the interior roominess, the Grand Cherokee L has a lot of technology going on inside with many display screens dotting the interior along with an array of buttons, switches and knobs.

The tester, a top-of-the-line Summit Reserve had the base V6 powering it. After spending some time in it, I found the interior to be a comfortable and inviting place to be, especially with the Summit Reserve’s quilted leather. We even took it down to the beaches of south Texas. On the 300 mile road trip, the big Jeep was flawless and the extra room proved beneficially for luggage and beach equipment. Once on the beach, it felt right at home cruising in the soft sand. While we witnessed others getting stuck, the Grand Cherokee did what it did best and handled every off-road situation we threw at it.

There is room for improvement though. Some interior controls could be better placed and the glossy black trim that surrounded the interior controls left a trail of fingerprints and smudge behind. On the road, the V6 is a likable engine, but at times it feels overworked in a vehicle the size of the Grand Cherokee L. Tests indicate the V6 powered Grand Cherokee L needs about 8 seconds to hit 60 mph while V8s need a little over 6 seconds to reach the same speed. If I were purchasing an L, I’d look past the V6 and select the V8. But even with the V6 the L drove fine and delivered a comfortable and relaxing driving experience.

Pricing for the Jeep Grand Cherokee L starts at $42,120. The tester has an MSRP of $67,090.

In the past, Jeep, surprisingly, hasn’t been super competitive in three-row SUV market. But at the same time, the Grand Cherokee is one of the best-selling SUVs around. Making the Grand Cherokee available as a 3-row SUV makes perfect sense and really gives the L plenty of ammunition to do well in the market, while giving Jeep owners another reason to stay loyal to the brand.
— Christopher A. Randazzo

By The Numbers:

Jeep Grand Cherokee L Summit Reserve 4×4

Base Price: $59,660.00 (2021 price)
Price as Tested: $67,090.00 (2021 price)
Layout: front-engine / four-wheel drive
Engine: 3.6 liter V6
Transmission: 8 – speed automatic
Horsepower: 290 hp
Torque: 257 ft/lb
EPA Fuel Economy: 18 city / 25 highway mpg

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

Recently we took a look at one of the nicest luxury SUVs around – the Cadillac Escalade. But while the trend of luxury vehicles are moving to SUVs (and trucks), let’s not forget the form in which the luxury vehicle first emerged – as a sedan. And one sedan has proven to be the benchmark to beat: the Mercedes-Benz S-Class.

Introduced in 1972, the S-Class is the top-of-the-line Mercedes-Benz model and is the flagship vehicle for the brand. It has been ranked as the world’s best-selling luxury sedan and is recognized and known all over the globe.

Now in its seventh generation, let’s take a look at the latest S-Class: the S580.

New just last year, the current S-Class continues the role of being the signature vehicle for the ultra-wealthy. It looks the part perfectly with its elegance and class. And not only is it made with the finest materials, but it is practically a rolling showcase of the company’s latest in technology and innovation.

The 2022 S-Class is available in two main models: the S500 and the S580. There is a third model, the ultra-luxurious Mercedes-Maybach S680, but that can be considered a different vehicle.

The main distinction between the two models is the engine used. The S500 is fitted with a 3.0-liter turbocharged inline-six coupled with a mild hybrid system. It makes a total of 429hp and 384lb-ft of torque. The S580 uses a 4.0-liter twin-turbo V-8 (as well as a hybrid system) that develops 496hp and 516lb-ft of torque. Every S-Class is equipped with a nine-speed automatic transmission and all-wheel drive.

As good as the S-Class looks on the outside, the inside is far better. The interior is more premium and better appointed than ever before. Wood and leather is everywhere along with huge OLED screens on the dashboard and as well as in the instrument cluster. Front seats have massage functions and extensive heating elements. The rear is almost limo-like and can also be had with power-adjustable reclining seats and similar massage functions as the front. Back seat passengers also get their own power sunroof as well as power side and rear window shades. There is an optional rear-seat entertainment system that adds two 11.6-inch screens on the front seatbacks as well as the interactive LED interior lighting.

The tester arrived with a beautiful Diamond White exterior along with a Grey Nappa leather interior with Burl Walnut Trim. It carried an MSRP of $122,140.00.

A few minutes spent behind the wheel is all that’s needed to realize that driving the S-Class is about refinement, not excitement. Close the vault-like doors and there is a feeling of isolation and relaxation. Once you get moving, the S-Class delivers it’s best asset – it’s silky smooth and whisper quiet ride. Its debatable which seat is the best in the house. The rear has the most room and comfort, but the front has the inflatable side-bolsters that inflate/deflate depending on whether the car is in a turn or not.

But the S580 does drive well. The nearly 500hp means power is always on tap. And despite its size, the S-Class feels and handles like a much smaller sedan. By all means it’s not a sport sedan (look for an AMG variant for that), but there is really nothing to complain about with how it drives.

For decades, the S-Class has competed against the likes of the Audi A8, BMW 7 Series and Lexus LS along with recent newcomers like the Genesis G90 and the Tesla Model S. But in this full-size luxury sedan market, the gold standard has always been the S-Class. That doesn’t appear to be changing anytime soon.
– Christopher A. Randazzo

By The Numbers:

2022 Mercedes-Benz S580 Sedan 4Matic

Base Price: $117,700.00
Price as Tested: $122,140.00
Layout: front-engine / all-wheel drive
Engine: 4.0 liter twin turbocharged V8
Transmission: 9-speed automatic
Horsepower: 496 hp
Torque: 516 lb-ft
Fuel Economy: 16 mpg city / 25 mpg highway

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

Electric vehicles are all the rage right now, as there are some really good ones out there. Seems like Tesla has set the standards, but there are also some impressive EVs from Ford with their Mustang Mach-E (and their new Lightning pickup) as well Porsche and Mercedes-Benz. And making an impressive showing is Hyundai’s Ioniq5. Now Kia is entering the market and proving that not only can they hang with the best, but they may well be one of the best.

The Kia EV6 is the first vehicle in the Kia lineup to be built from the ground up as an electric vehicle. Unlike the Kia Niro EV which is an all-electric version of the Niro Hybrid, there is no hybrid or gas version of the EV6. The advantage of this is that Kia was able to design the EV6 from the get-go without a traditional gas engine to worry about, letting them focus more on the EV drivetrain and styling. The results are impressive.

The EV6 is a small crossover/hatchback that shares much of its EV tech with the Hyundai Ioniq 5. The EV6 looks great with muscular and performance styling, but done in a very contemporary way. Range, the big thing with EVs is estimated to be up to 310 miles.

Step inside the EV6 and a traditional cabin awaits its occupants. It’s not as daring as its exterior, but the EV6 still features plenty of high-tech content such as a digitized dashboard, a floating center console with lots of storage space and a large bin underneath it. The dedicated EV platform creates a nice, spacious interior despite its relatively compact exterior dimensions.

When it comes to utility, the EV6 will meet most expectations. There is 28 cubic feet of cargo space behind the back seat and that increases to 54 when the rear seatbacks are folded flat. There’s a little more storage space in the frunk (front trunk) – another advantage of not having a gas engine.

The EV6 can be configured with rear or all-wheel drive. In rear-wheel drive, there is a single electric motor mounted on the rear axle. All-wheel drive EV6s use an electric motor on both the front and rear axles. The base EV6 trim level is called the Light and comes in rear-drive only and makes 167 horsepower. It has a range of 232 miles. Move up to the Wind or the GT-Line and the EV6 is fitted with a larger battery allowing rear-wheel drive models to make 225 hp and all-wheel drive models make 320 hp. Range is 310 miles for the rear-wheel drive and 274 for the all-wheel drive. Later in the year (or possibly in 2023), a GT model will be available that will make an impressive 576 hp.

The EPA rates the single-motor EV6 at 117 MPGe while the dual-motor version is rated at 105 MPGe. In MPGe, 33.7 kilowatt-hours (kWh) is comparable to a gallon of fuel. So, if an EV uses 33.7 kWh of electricity to travel 100 miles, it is said to get 100 MPGe.

The exciting exterior and fancy interior coincides nicely to a vehicle that is impressive to drive. The tester, an EV6 GT-Line with rear-wheel drive was very quick, being able to get to 60 mph in just 4.5 seconds (Kia says the upcoming GT will do it in under 3.5 seconds). Not only is the EV6 quick, but it just feels good driving it – the steering is well-weighted and accurate, and the suspension tuning is spot-on.

Pricing for the Kia EV6 starts at $42,195. The tester carried an MSRP of $53,405.

There’s a lot to like about the EV6. From the way it looks to how it feels to be in and drive as well as its practicality, the EV6 has a lot going for it. And while it’s Kia’s first EV, they are showing that if you are looking at possibly purchasing a highly rated EV like the Tesla Model 3 (or Model Y) or a Mustang Mach-E, the Kia EV6 should be right there among them.
— Christopher A. Randazzo

By The Numbers:

2022 Kia EV6 GT-Line RWD

Base Price: $52,995.00
Price as Tested: $53,405.00
Layout: single-engine / rear-wheel drive
Engine: single electric motor
Transmission: direct drive
Horsepower: 225 hp
EPA Fuel Economy: 117 MPGe

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

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

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

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

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

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

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

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

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

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

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

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

2022 Cadillac Escalade 4WD Premium Luxury

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

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

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

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

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

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

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

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

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

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

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

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

– Christopher A. Randazzo

By The Numbers:

2022 Ford Maverick XL FWD

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

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

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

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

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

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

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

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

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

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

— Christopher A. Randazzo

By The Numbers:

Ford F-150 4×4 SuperCrew Tremor

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

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

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

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

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

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

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

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

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

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

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

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

— Christopher A. Randazzo
By The Numbers:

Ford Bronco 4 Door 4×4 Outer Banks

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

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

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

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

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

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

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

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

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

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

By The Numbers:

2022 Honda Civic 1.5T Hatch Sport Touring

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

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

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

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

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

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

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

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

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

By The Numbers:

2022 Lexus LS500

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

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

Currently in its third year in this generation, today’s Highlander rides on Toyota’s TNGA platform which is the same one used in the popular, yet smaller RAV4. The Highlander’s exterior styling is bold with many sculpted lines, making it one of the best-looking Highlanders ever. In addition, this fourth generation Highlander is also the largest Highlander ever.

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

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

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

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

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

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

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

2022 Toyota Highlander XSE AWD

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

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