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4Runner Venture Edition Not much has changed outside since we last checked out the 4Runner in 2016. It still has a blocky and chunky look that helps it stand apart from other SUVs. This Venture model adds several goodies such as TRD wheels, blacked-out trim pieces, and a Yakima roof rack; perfect if you decide to go adventuring. Inside, Toyota has made a massive update to the infotainment system. A larger eight-inch touchscreen running an updated version of Toyota’s Entune system is standard. This change makes it so much easier to operate the system either parked on while on the move. It doesn’t hurt that this system also brings forth Apple CarPlay and Android Auto. Aside from this, the interior hasn’t changed. There is plenty of space for those sitting in the front or back, and controls are well marked. Power comes from the old, but reliable 4.0L V6 with 270 horsepower and 278 pound-feet of torque. This is paired with a five-speed automatic transmission. The base SR5 can be equipped rear-wheel or four-wheel drive, while other trims only come with four-wheel drive. The 4Runner’s performance is adequate. Around town, the V6 can get up to speed quickly and smoothly. But it struggles when trying to get up to higher speeds. Adding an extra gear would allow for more flexibility in terms of performance. It would also help fuel economy as I saw 15.4 mpg for the week. EPA figures are 16 City/19 Highway/17 Combined. My average for the week landed at 15.4 mpg. The 4Runner’s roots of being an old-school SUV show up prominently when driving on pavement. It has noticeable body roll-around turns and the ride quality is rough. One area that I sadly did not get to test was the off-road capability. With such features as Multi-Terrain Select and Crawl Control, this helps make the 4Runner very capable off-road. The 4Runner should be considered by someone who wants to venture off-road. For those who are planning to commute or go on family trips while on pavement, Toyota has other models that should be considered first. Land Cruiser Heritage Edition The Heritage Edition adds some nice touches to the Land Cruiser’s exterior such as 18-inch BBS wheels with a bronze finish, black accents for the front grille, and vintage-style “Land Cruiser” badges on the rear pillars. The Heritage Edition does lose the entry steps found on the standard model, making it somewhat difficult to get in and out. The interior looks somewhat boring in terms of the design, but Toyota nails the materials. Wood trim, supple leather, and soft-touch materials make this a very pleasant place to be in. Despite having one of the larger screens in Toyota’s utility lineup, the Land Cruiser’s infotainment system leaves a lot to be desired. Using an older version of Entune, it feels sluggish and the graphics look somewhat dull. No Apple CarPlay or Android Auto to be found here as well. Anyone sitting in the front or second-row will have no complaints about space or comfort. No third-row is available on the Heritage Edition which helps boost cargo space from 41.3 cubic feet (with the third-row folded) to 53.5. Under the hood is a 5.7L V8 engine producing 381 horsepower and 401 pound-feet of torque. This is paired with an eight-speed automatic and a full-time four-wheel drive system. Performance from this engine is impressive considering the Land Cruiser’s curb weight of almost 6,000 lbs. It will move away from a stop much faster than you first think. The only place where the engine seems to run out of steam is on the highway. The eight-speed automatic does an excellent job of providing smooth and quick shifts. I do wish it wasn’t giddy with trying to shift into top gear quickly. Fuel economy isn’t great with EPA figures of 13 City/17 Highway/14 Combined. I only got 13 mpg during my week. I was surprised at how well the Land Cruiser drove on pavement. It felt stable and provided a ride that made even some of the roughest roads feel smooth. There is a fair amount of body roll when cornering, but that is to be expected considering the size and intended purpose of this vehicle. I am bummed that I didn’t get the chance to take the Land Cruiser off-road during my week. But from reading other reviews, very few vehicles can match what is on offer. How to sum up the Land Cruiser Heritage Edition? This is a vehicle that will not impress most due to the poor fuel economy and aging infotainment system. But for a small group who are wanting something that can take them anywhere and back, and do it in comfort, the Land Cruiser is the right vehicle. (Addendum: As I post this review a few months late, I have some news on the Land Cruiser. Earlier this month, Toyota unveiled the next-generation model with a new twin-turbo V6 replacing the V8. The outside doesn't look that much different from the current model, but the interior has underwent some major changes. It is unclear whether or not we'll see this model arrive in the U.S. The best chance we possibly have is next-generation LX. Stay tuned. -WM) Disclaimer: Toyota Provided the SUVs, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: 4Runner Trim: Venture Engine: 4.0L DOHC 24-Valve V6 Driveline: Five-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 270 @ 5,600 Torque @ RPM: 278 @ 4,400 Fuel Economy: City/Highway/Combined - 16/19/17 Curb Weight: N/A Location of Manufacture: Tahara, Aichi, Japan Base Price: $44,285 As Tested Price: $48,877 (Includes $1,120.00 Destination Charge and $730.00 Keep It Wild discount) Options: Kinentic Dynamic Suspension Suspension System (KDSS) - $1,750.00 TRD Pro Exhaust - $799.00 Power Tilt/Slide Moonroof - $730.00 Running Boards - $345.00 Cargo Floor Mats & Cargo Mat - $269.00 Door Edge Guard - $79.00 Year: 2020 Make: Toyota Model: Land Cruiser Trim: Heritage Edition Engine: 5.7L DOHC 32-Valve VVT-i V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 381 @ 5,600 Torque @ RPM: 401 @ 3,600 Fuel Economy: City/Highway/Combined - 13/17/14 Curb Weight: 5,715 lbs Location of Manufacture: Toyota, Aichi, Japan Base Price: $87,645 As Tested Price: $89,239 (Includes $1,295.00 Destination Charge) Options: Glass Breakage Sensor - $299.00 -
I’ve driven my fair share of Challengers on both extremes - from the standard V6 to the high-performance SRT and Hellcat models. But I never had any time behind the wheel of the R/T with its 5.7 V8. That changed in the summer when a bright orange Charger R/T Shaker was dropped off for a week. This allowed me to ask a question that has been sitting in my head for some time: Is the R/T the best bang for your buck in the Challenger family? The Shaker sets itself apart from other Challenger models with the use of a ‘Shaker’ scoop that prominently pops up from the hood. There is also a blackout treatment on several trim pieces and wheels that make it look even more imposing on the road. Along with the scoop, the Shaker package does add a new cold-air intake seated right in front of the driver’s side corner. This addition should boost the output of the 5.7L HEMI V8 (372 horsepower and 400 pound-feet of torque when paired with the eight-speed automatic. But FCA’s spec sheet doesn’t say anything about the Shaker Package adding more oomph or not. When you first start up the R/T Shaker, it makes presence known with a deep and loud exhaust note. I had to do a double-take the first time as I was wondering if I was given either an R/T Scat Pack or a Hellcat by mistake. While it may lack the high power numbers of the 6.4 and supercharged 6.2 V8s, the 5.7 is no slouch. 60 mph comes in at just over five seconds and power is seemingly available at any speed. My tester came with the optional Performance Handling Group that adds upgraded springs, sway bars, and a set of Bilstein shocks. This does improve the handling by a fair amount with less body roll. But it doesn’t feel nimble due to a curb weight of around 4,158 pounds. The steering has a quick response, but there is a noticeable lack of road feedback. If you want your muscle car to have some handling, consider the Camaro or Mustang. Nothing new to report on the Challenger’s interior. It still has the angled center stack, retro-inspired gauges, and easy to use UConnect infotainment system. The seats are where the Challenger loses some points as it feels like you’re sitting on top of cinderblocks. The Shaker package is surprisingly good value, adding $2,500 to the base price of the R/T which begins at $34,295. But you’ll need to be careful on the option sheet, or you’ll end up with something quite expensive. My tester came with an as-tested price of $46,555, which is $300 more than an R/T Scat Pack Widebody with the 6.4 HEMI V8. The Dodge Challenger is getting up there in age and sadly cannot compete with the likes of the Camaro and Mustang in terms of handling. But Dodge is still able to offer a lot of performance in the form of the R/T. With a potent V8 engine, old school styling, and different packages like the Shaker to make your Challenger stand out, the R/T is possibly the best value and well-rounded model in the lineup. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas Year: 2019 Make: Dodge Model: Challenger Trim: R/T Engine: 5.7 HEMI VVT V8 Engine Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 372 @ 5,200 Torque @ RPM: 400 @ 4,400 Fuel Economy: City/Highway/Combined - 16/25/19 Curb Weight: 4,158 lbs Location of Manufacture: Brampton, Ontario Base Price: $34,295 As Tested Price: $46,555 (Includes $1,495.00 Destination Charge) Options: "Shaker" Package - $2,500.00 TorqueFlite Eight-Speed Automatic Transmission - $1,595.00 Performance Handling Group - $1,495.00 Driver Convenience Group - $1,295.00 Power Sunroof - $1,295.00 UConnect 4C Nav with 8.4-inch Display - $1,095.00 Alpine Sound Group with Subwoofer - $995.00 Shakedown Graphics - $495.00- 5 comments
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I’ve driven my fair share of Challengers on both extremes - from the standard V6 to the high-performance SRT and Hellcat models. But I never had any time behind the wheel of the R/T with its 5.7 V8. That changed in the summer when a bright orange Charger R/T Shaker was dropped off for a week. This allowed me to ask a question that has been sitting in my head for some time: Is the R/T the best bang for your buck in the Challenger family? The Shaker sets itself apart from other Challenger models with the use of a ‘Shaker’ scoop that prominently pops up from the hood. There is also a blackout treatment on several trim pieces and wheels that make it look even more imposing on the road. Along with the scoop, the Shaker package does add a new cold-air intake seated right in front of the driver’s side corner. This addition should boost the output of the 5.7L HEMI V8 (372 horsepower and 400 pound-feet of torque when paired with the eight-speed automatic. But FCA’s spec sheet doesn’t say anything about the Shaker Package adding more oomph or not. When you first start up the R/T Shaker, it makes presence known with a deep and loud exhaust note. I had to do a double-take the first time as I was wondering if I was given either an R/T Scat Pack or a Hellcat by mistake. While it may lack the high power numbers of the 6.4 and supercharged 6.2 V8s, the 5.7 is no slouch. 60 mph comes in at just over five seconds and power is seemingly available at any speed. My tester came with the optional Performance Handling Group that adds upgraded springs, sway bars, and a set of Bilstein shocks. This does improve the handling by a fair amount with less body roll. But it doesn’t feel nimble due to a curb weight of around 4,158 pounds. The steering has a quick response, but there is a noticeable lack of road feedback. If you want your muscle car to have some handling, consider the Camaro or Mustang. Nothing new to report on the Challenger’s interior. It still has the angled center stack, retro-inspired gauges, and easy to use UConnect infotainment system. The seats are where the Challenger loses some points as it feels like you’re sitting on top of cinderblocks. The Shaker package is surprisingly good value, adding $2,500 to the base price of the R/T which begins at $34,295. But you’ll need to be careful on the option sheet, or you’ll end up with something quite expensive. My tester came with an as-tested price of $46,555, which is $300 more than an R/T Scat Pack Widebody with the 6.4 HEMI V8. The Dodge Challenger is getting up there in age and sadly cannot compete with the likes of the Camaro and Mustang in terms of handling. But Dodge is still able to offer a lot of performance in the form of the R/T. With a potent V8 engine, old school styling, and different packages like the Shaker to make your Challenger stand out, the R/T is possibly the best value and well-rounded model in the lineup. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas Year: 2019 Make: Dodge Model: Challenger Trim: R/T Engine: 5.7 HEMI VVT V8 Engine Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 372 @ 5,200 Torque @ RPM: 400 @ 4,400 Fuel Economy: City/Highway/Combined - 16/25/19 Curb Weight: 4,158 lbs Location of Manufacture: Brampton, Ontario Base Price: $34,295 As Tested Price: $46,555 (Includes $1,495.00 Destination Charge) Options: "Shaker" Package - $2,500.00 TorqueFlite Eight-Speed Automatic Transmission - $1,595.00 Performance Handling Group - $1,495.00 Driver Convenience Group - $1,295.00 Power Sunroof - $1,295.00 UConnect 4C Nav with 8.4-inch Display - $1,095.00 Alpine Sound Group with Subwoofer - $995.00 Shakedown Graphics - $495.00 View full article
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The CX-30 certainly takes the cake for being visually distinctive. The flowing lines, taut proportions, and certain design traits like the narrow headlights make for an expressive model. There is a major downside to the CX-30's design; outward visibility. Due to the low roofline and thick c-pillars, rear visibility can be best described as looking out of a mailbox slot. Thankfully, all CX-30s get a backup camera, and Premium models and above get blind-spot monitoring. Inside, Mazda may have crafted the best interior for the subcompact crossover class. It is a simple design, but the use of premium materials helps elevate it. The positioning of the various controls also deserves praise as they are within easy reach. An 8.8-inch screen running Mazda's new infotainment system is standard on all models. Unlike the previous system where you had the choice of using either a touchscreen or control knob, Mazda has decided to only use the knob. This decision does mean doing various tasks will take a few extra steps. But I didn't mind so much as the interface is easy to navigate. Apple CarPlay and Android Auto come standard. While those sitting in the front will find plenty of space to find that comfortable position, those in the back will not be so lucky. Head and legroom is tight for most people. Cargo space is about average for the class, measuring 20.2 cubic feet. Most CX-30s will come equipped with 2.5L four-cylinder producing 186 horsepower and 186 pound-feet of torque. This is paired with a six-speed automatic and in my tester, all-wheel drive. Those looking for more power can step up to the turbocharged version with 250 hp. The base engine is perfectly suited for most driving situations with power being available when needed. The six-speed automatic is very smart and knows when to up or downshift depending on the situation. My only issue is that I wished Mazda did a little bit more work on the engine's NVH levels. Found it to be somewhat high during moderate to hard acceleration. Fuel economy for the CX-30 AWD is rated at 24 City/31 Highway/26 Combined. My average for the landed at just over 28 MPG. For driving enjoyment, the CX-30 cannot be beaten. Minimal body roll and sharp steering will make anyone grin on a winding road. The downside to the fun driving is a stiff ride. Over various bumps and potholes, the CX-30's suspension isn't fully able to cope with minimizing the impacts. The CX-30 is slightly more expensive than other models in the class with a starting price of $23,225 for a base front-wheel drive model. But you do a lot of standard equipment such as LED lighting, adaptive cruise control, forward collision warning, and rain-sensing wipers. My Premium AWD tester comes in at $31,700 with the destination charge. Again, a bit expensive, but Mazda does include a lot of features for the money. The Premium gets a heads-up display, adaptive front lights, leather seats, 12-speaker Bose audio system, and a power liftgate. When my week with the CX-30 was coming to a close, I found myself feeling very split. On one hand, the CX-30 has a design that stands out, impressive handling, and an interior that makes it feel more expensive than it is. But the poor rear visibility, firm ride, and high price put it right in the mid-pack of a growing and competitive segment. Disclaimer: Mazda Provided the CX-30, Insurance, and One Tank of Gas Year: 2021 Make: Mazda Model: CX-30 Trim: Premium AWD Engine: 2.5L DOHC 16-valve Skyactiv-G four-cylinder Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 186 @ 6,000 Torque @ RPM: 186 @ 4,400 Fuel Economy: City/Highway/Combined - 24/31/26 Curb Weight: 3,388 lbs Location of Manufacture: Salamanca, Mexico Base Price: $29,950 As Tested Price: $31,700 (Includes $1,100.00 Destination Charge) Options: Frameless Auto-dim Mirror w/Homelink - $375.00 Cargo Cover - $150.00 Floor Mats, All-Weather - $125.00 View full article
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The CX-30 certainly takes the cake for being visually distinctive. The flowing lines, taut proportions, and certain design traits like the narrow headlights make for an expressive model. There is a major downside to the CX-30's design; outward visibility. Due to the low roofline and thick c-pillars, rear visibility can be best described as looking out of a mailbox slot. Thankfully, all CX-30s get a backup camera, and Premium models and above get blind-spot monitoring. Inside, Mazda may have crafted the best interior for the subcompact crossover class. It is a simple design, but the use of premium materials helps elevate it. The positioning of the various controls also deserves praise as they are within easy reach. An 8.8-inch screen running Mazda's new infotainment system is standard on all models. Unlike the previous system where you had the choice of using either a touchscreen or control knob, Mazda has decided to only use the knob. This decision does mean doing various tasks will take a few extra steps. But I didn't mind so much as the interface is easy to navigate. Apple CarPlay and Android Auto come standard. While those sitting in the front will find plenty of space to find that comfortable position, those in the back will not be so lucky. Head and legroom is tight for most people. Cargo space is about average for the class, measuring 20.2 cubic feet. Most CX-30s will come equipped with 2.5L four-cylinder producing 186 horsepower and 186 pound-feet of torque. This is paired with a six-speed automatic and in my tester, all-wheel drive. Those looking for more power can step up to the turbocharged version with 250 hp. The base engine is perfectly suited for most driving situations with power being available when needed. The six-speed automatic is very smart and knows when to up or downshift depending on the situation. My only issue is that I wished Mazda did a little bit more work on the engine's NVH levels. Found it to be somewhat high during moderate to hard acceleration. Fuel economy for the CX-30 AWD is rated at 24 City/31 Highway/26 Combined. My average for the landed at just over 28 MPG. For driving enjoyment, the CX-30 cannot be beaten. Minimal body roll and sharp steering will make anyone grin on a winding road. The downside to the fun driving is a stiff ride. Over various bumps and potholes, the CX-30's suspension isn't fully able to cope with minimizing the impacts. The CX-30 is slightly more expensive than other models in the class with a starting price of $23,225 for a base front-wheel drive model. But you do a lot of standard equipment such as LED lighting, adaptive cruise control, forward collision warning, and rain-sensing wipers. My Premium AWD tester comes in at $31,700 with the destination charge. Again, a bit expensive, but Mazda does include a lot of features for the money. The Premium gets a heads-up display, adaptive front lights, leather seats, 12-speaker Bose audio system, and a power liftgate. When my week with the CX-30 was coming to a close, I found myself feeling very split. On one hand, the CX-30 has a design that stands out, impressive handling, and an interior that makes it feel more expensive than it is. But the poor rear visibility, firm ride, and high price put it right in the mid-pack of a growing and competitive segment. Disclaimer: Mazda Provided the CX-30, Insurance, and One Tank of Gas Year: 2021 Make: Mazda Model: CX-30 Trim: Premium AWD Engine: 2.5L DOHC 16-valve Skyactiv-G four-cylinder Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 186 @ 6,000 Torque @ RPM: 186 @ 4,400 Fuel Economy: City/Highway/Combined - 24/31/26 Curb Weight: 3,388 lbs Location of Manufacture: Salamanca, Mexico Base Price: $29,950 As Tested Price: $31,700 (Includes $1,100.00 Destination Charge) Options: Frameless Auto-dim Mirror w/Homelink - $375.00 Cargo Cover - $150.00 Floor Mats, All-Weather - $125.00 -
Even though this shape has been around for a few years, the XC90 still looks very fresh. The minimalist boxy profile proudly shows off the various design traits such as the "Thor Hammer" headlights, slightly altered grille, and large wheels for the Inscription model. This was the first Volvo model where I felt slightly disappointed with the interior. Not because of the material choice or design, but rather the color. The black leather and dark trim make the interior feel cheap, not something you want in an SUV costing over $90,000. A colleague of mine had a similar XC90, but with a light beige color which makes the vehicle feel luxurious. Aside from this, the XC90 follows other Volvo's in terms of comfort. The front and second-row seats provide are very supportive on any trip. Head and legroom is plentiful for most passengers sitting in the second-row. The third-row is best reserved for either small kids or emergencies. My particular XC90 came with the T8 plug-in hybrid powertrain. It's comprised of the 2.0L twin-charged (turbo and supercharged) four-cylinder and two electric motors. Total output is rated at 400 horsepower and 472 pound-feet of torque. An eight-speed automatic is the only transmission choice. For a model that tips the scales at over 5,000 lbs, the T8 powertrain shrugs it off. When both powertrains are activated, the XC90 moves like a rocket. Making any sort of pass or merging is no problem. The electric-only range is slightly disappointing with the EPA rating it at 18 miles. For comparison, Lincoln's Aviator PHEV gets 21 miles per charge. During my week, I was able to eke out 21 miles in mostly city and some rural driving. Recharging on 110V took around 8 to 10 hours with the battery fully depleted. Getting a 220V charger drops the charging time to around 2.5 hours. In terms of fuel economy, the XC90 T8 is rated at 55 MPGe with both powertrains, and 27 MPG with the gas engine alone. My average for the week landed around 43. The XC90 surprised me in terms of handling. I was expecting a fair amount of body roll and feeling a bit overwhelmed. But it felt alright on a winding road with minimal roll. Credit the optional four-corner air suspension which also does an amazing job with smoothing out various ruts and bumps. I came away somewhat impressed with the XC90. The T8 powertrain is the star of this vehicle as it moves this SUV like it weighs nothing, and returns decent fuel economy figures. The exterior still looks fresh and the ride/handling is impressive if you order the optional air suspension. Where the XC90 falters is in electric-only range; the interior feeling quite drab when getting a dark color; and the price tag. Volvo V90 Inscription Take the V60 and add a few more inches in length, and you have the V90. The clean and smoothed-over boxy shape is still one of the best-looking shapes in a very small field of wagons. Inside, the V90 is the pinnacle of luxury. My tester was the Inscription which included Nappa leather for the seats and wood trim. Unlike the XC90, the V90 came with a light color for the interior which made it feel more expensive. Most passengers will not complain about the V90's space or comfort. No matter where you find yourself sitting, there is more than enough head and legroom. Cargo space is also plentiful with 33.9 cubic feet with the rear seats up, and 59.3 when folded down. For powertrains, the V90 is only available with the T5 (turbocharged 2.0L four-cylinder) or T6 (twin-charged 2.0L four-cylinder). My tester came with the latter, which also adds all-wheel drive. Like other Volvos I have sampled with this engine, the T6 is quite potent. No matter the driving situation, the twin-charged setup can get up to speed in no time. EPA rates the V90 T6 at 21 City/32 Highway/26 Combined. My average for the week landed slightly below the combined figure at 25. The V90 makes no pretensions of being sporty with steering feeling very light. Body roll is kept under control, but that's due to the optional air suspension fitted to this vehicle. Ride comfort is top notch with barely a bump or road imperfection making its way inside. Complaints? I do wish for more physical controls with the Volvo Sensus infotainment system. It would make doing certain tasks such as changing the fan speed or turning the heated/ventilated front seats on or off much easier. The V90 is an excellent alternative to crossovers as it offers practicality and space, but with better fuel economy and handling. But I have some bad news concerning the V90. Volvo announced earlier this year that 2021 will be the last year for this model in U.S. Despite being only available via special order from a dealer, sales were dismal - 153 units sold through the first half of this year. I can understand why Volvo is pulling the V90 from the U.S., but it is a shame. At least the Cross Country model will still be around. Disclaimer: Volvo Provided the Vehicles, Insurance, and One Tank of Gas Year: 2020 Make: Volvo Model: XC90 Trim: T8 Inscription Engine: Twin-Charged 2.0L DOHC 16-valve Dual VVT-i Four-Cylinder, Electric Motor on Rear Axle Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 314 @ 5,700 (gas engine); 87 @ 0 (electric motor); 400 (combined) Torque @ RPM: 295 @ 2,200 (gas), 177 @ 0 (electric); 472 (combined) Fuel Economy: MPGe Combined/Gas Combined - 55/27 Curb Weight: 5,142 lbs Location of Manufacture: Gothenburg, Sweden Base Price: $74,795 As Tested Price: $86,790 (Includes $995.00 Destination Charge) Options: Bowers and Wilkins Premium Sound - $3,200.00 Luxury Package - $3,100.00 Advanced Package - $2,450.00 4-Corner Air Suspension - $1,800.00 21" 8-Multi Spoke Wheels - $800.00 Metallic Paint - $645.00 Year: 2021 Make: Volvo Model: V90 Trim: T6 Inscription Engine: Twin-Charged 2.0L DOHC 16-valve Dual VVT-i Four-Cylinder Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 316 @ 5,700 Torque @ RPM: 295 @ 2,200 Fuel Economy: City/Highway/Combined - 21/32/25 Curb Weight: 4,291 lbs Location of Manufacture: Gothenburg, Sweden Base Price: $57,780 As Tested Price: $67,740 (Includes $995.00 Destination Charge) Options: Bowers and Wilkins Premium Sound - $3,200.00 Advanced Package - $1,500.00 4-Corner Air Suspension - $1,200.00 21" 8-Multi Spoke Wheels - $800.00 Metallic Paint - $645.00 Massage in Front Seat - $500.00 Air Quality with Advanced Air Cleaner - $250.00 View full article
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Even though this shape has been around for a few years, the XC90 still looks very fresh. The minimalist boxy profile proudly shows off the various design traits such as the "Thor Hammer" headlights, slightly altered grille, and large wheels for the Inscription model. This was the first Volvo model where I felt slightly disappointed with the interior. Not because of the material choice or design, but rather the color. The black leather and dark trim make the interior feel cheap, not something you want in an SUV costing over $90,000. A colleague of mine had a similar XC90, but with a light beige color which makes the vehicle feel luxurious. Aside from this, the XC90 follows other Volvo's in terms of comfort. The front and second-row seats provide are very supportive on any trip. Head and legroom is plentiful for most passengers sitting in the second-row. The third-row is best reserved for either small kids or emergencies. My particular XC90 came with the T8 plug-in hybrid powertrain. It's comprised of the 2.0L twin-charged (turbo and supercharged) four-cylinder and two electric motors. Total output is rated at 400 horsepower and 472 pound-feet of torque. An eight-speed automatic is the only transmission choice. For a model that tips the scales at over 5,000 lbs, the T8 powertrain shrugs it off. When both powertrains are activated, the XC90 moves like a rocket. Making any sort of pass or merging is no problem. The electric-only range is slightly disappointing with the EPA rating it at 18 miles. For comparison, Lincoln's Aviator PHEV gets 21 miles per charge. During my week, I was able to eke out 21 miles in mostly city and some rural driving. Recharging on 110V took around 8 to 10 hours with the battery fully depleted. Getting a 220V charger drops the charging time to around 2.5 hours. In terms of fuel economy, the XC90 T8 is rated at 55 MPGe with both powertrains, and 27 MPG with the gas engine alone. My average for the week landed around 43. The XC90 surprised me in terms of handling. I was expecting a fair amount of body roll and feeling a bit overwhelmed. But it felt alright on a winding road with minimal roll. Credit the optional four-corner air suspension which also does an amazing job with smoothing out various ruts and bumps. I came away somewhat impressed with the XC90. The T8 powertrain is the star of this vehicle as it moves this SUV like it weighs nothing, and returns decent fuel economy figures. The exterior still looks fresh and the ride/handling is impressive if you order the optional air suspension. Where the XC90 falters is in electric-only range; the interior feeling quite drab when getting a dark color; and the price tag. Volvo V90 Inscription Take the V60 and add a few more inches in length, and you have the V90. The clean and smoothed-over boxy shape is still one of the best-looking shapes in a very small field of wagons. Inside, the V90 is the pinnacle of luxury. My tester was the Inscription which included Nappa leather for the seats and wood trim. Unlike the XC90, the V90 came with a light color for the interior which made it feel more expensive. Most passengers will not complain about the V90's space or comfort. No matter where you find yourself sitting, there is more than enough head and legroom. Cargo space is also plentiful with 33.9 cubic feet with the rear seats up, and 59.3 when folded down. For powertrains, the V90 is only available with the T5 (turbocharged 2.0L four-cylinder) or T6 (twin-charged 2.0L four-cylinder). My tester came with the latter, which also adds all-wheel drive. Like other Volvos I have sampled with this engine, the T6 is quite potent. No matter the driving situation, the twin-charged setup can get up to speed in no time. EPA rates the V90 T6 at 21 City/32 Highway/26 Combined. My average for the week landed slightly below the combined figure at 25. The V90 makes no pretensions of being sporty with steering feeling very light. Body roll is kept under control, but that's due to the optional air suspension fitted to this vehicle. Ride comfort is top notch with barely a bump or road imperfection making its way inside. Complaints? I do wish for more physical controls with the Volvo Sensus infotainment system. It would make doing certain tasks such as changing the fan speed or turning the heated/ventilated front seats on or off much easier. The V90 is an excellent alternative to crossovers as it offers practicality and space, but with better fuel economy and handling. But I have some bad news concerning the V90. Volvo announced earlier this year that 2021 will be the last year for this model in U.S. Despite being only available via special order from a dealer, sales were dismal - 153 units sold through the first half of this year. I can understand why Volvo is pulling the V90 from the U.S., but it is a shame. At least the Cross Country model will still be around. Disclaimer: Volvo Provided the Vehicles, Insurance, and One Tank of Gas Year: 2020 Make: Volvo Model: XC90 Trim: T8 Inscription Engine: Twin-Charged 2.0L DOHC 16-valve Dual VVT-i Four-Cylinder, Electric Motor on Rear Axle Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 314 @ 5,700 (gas engine); 87 @ 0 (electric motor); 400 (combined) Torque @ RPM: 295 @ 2,200 (gas), 177 @ 0 (electric); 472 (combined) Fuel Economy: MPGe Combined/Gas Combined - 55/27 Curb Weight: 5,142 lbs Location of Manufacture: Gothenburg, Sweden Base Price: $74,795 As Tested Price: $86,790 (Includes $995.00 Destination Charge) Options: Bowers and Wilkins Premium Sound - $3,200.00 Luxury Package - $3,100.00 Advanced Package - $2,450.00 4-Corner Air Suspension - $1,800.00 21" 8-Multi Spoke Wheels - $800.00 Metallic Paint - $645.00 Year: 2021 Make: Volvo Model: V90 Trim: T6 Inscription Engine: Twin-Charged 2.0L DOHC 16-valve Dual VVT-i Four-Cylinder Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 316 @ 5,700 Torque @ RPM: 295 @ 2,200 Fuel Economy: City/Highway/Combined - 21/32/25 Curb Weight: 4,291 lbs Location of Manufacture: Gothenburg, Sweden Base Price: $57,780 As Tested Price: $67,740 (Includes $995.00 Destination Charge) Options: Bowers and Wilkins Premium Sound - $3,200.00 Advanced Package - $1,500.00 4-Corner Air Suspension - $1,200.00 21" 8-Multi Spoke Wheels - $800.00 Metallic Paint - $645.00 Massage in Front Seat - $500.00 Air Quality with Advanced Air Cleaner - $250.00 -
The NX 300h does stand out in the crowd from other compact crossovers with a chiseled look: Deep creases along the side, angular headlights, and the distinct spindle grille. My tester came finished in an orange color which helps amplify various design traits. The NX is also spacious for a compact luxury crossover. There is plenty of legroom for both front and rear-seat passengers. Rear headroom is at a premium for tall passengers, especially when ordering the optional panoramic sunroof. Where the NX falls flat is in ergonomics. For example, if you want to turn on the heated steering wheel, you need to press a button on a small control panel that is positioned towards your left knee. This is also where you find the switch to turn on the auto high beams and other settings. Who thought this was a good idea?! Then there is Lexus Remote Touch - a small touchpad that provides input for the 10.3-inch infotainment system. One wrong swipe or press on the touchpad means you’ll end up on a different screen or changing a different setting. It also makes using Apple CarPlay or Android Auto very unintuitive. The NX 300h’s power comes from a 2.5L Atkinson-Cycle gas engine paired with an electric motor. Output is rated at 194 horsepower. The 300h is only available as an all-wheel drive model. If most of your driving is around town, the NX Hybrid will impress. The electric motor helps add some pep to the acceleration and makes it a pleasure to drive. Where the powertrain falters is on the highway. It takes a noticeable amount of time to get up to speed and passes need to be planned out. Fuel economy figures for the NX 300h aren’t too shabby for the class. EPA figures are 33 City/31 Highway/30 Combined. My average for the week landed at 31.2 mpg. Handling is a bit of a surprise as the NX 300h feels confident around a winding road with minimal body roll. Ride quality is excellent with bumps of all sizes soaked up. Lexus still hasn’t ironed out the transition from regenerative braking to four-wheel disc braking, making it difficult to modulate the brakes. I feel mixed on the NX 300h. On one hand, the hybrid powertrain does give it a slight advantage over most of its competitors in terms of fuel economy. It can also be a nice place to sit in. But in other areas, the NX 300h does lag behind competitors - primarily in terms of ergonomics, infotainment, and performance if you’re doing a large amount of highway driving. The biggest issue is the price. My tester stickers at $50,905 which puts you in the realm of the RX. Unless you can score a decent deal on an NX 300h, wait for the next-generation model due out later this year. UX 250h The only differences between this 250h and 200 F-Sport I drove last year in terms of looks are no sporty touches (mesh grille and side skirts), and new wheels. I liked the F-Sport, but the standard UX takes the cake when finished in this Nori Green color. The interior comes well furnished with leather upholstery, soft-touch materials, dual-zone climate control, and power adjustments for the seat. Front seat passengers will not have any issues finding a position that works, but they may be surprised with the low seating position. Those sitting in the back will like the amount of headroom on offer, but legroom can vary depending on where the front seats are set. Compared to standard UX and its small cargo area, the UX 250h’s space is even smaller. It measures 17.1 cubic feet, about 4.6 cubic feet smaller than the UX 200. This decrease in space is due to the battery pack which sits underneath the cargo floor. Infotainment duties are provided by Lexus Enform with Remote Touch. On the plus side, Lexus has finally added Android Auto compatibility, alongside Apple CarPlay. On the negative side is the Remote Touch touchpad which is imprecise and difficult to make fine selections. I can only hope that a new touchscreen system is around the corner. Under the NX 250h’s hood is Lexus Hybrid Synergy Drive which comprises of a 2.0L Atkinson-Cycle gas engine and electric motor to produce a total output of 181 horsepower. Unlike other UXs, the 250h comes standard with all-wheel drive via an electric motor on the second axle. Performance characteristics are similar to the NX 300h; does very decently around town with the added thrust of the two electric motors, but falters in terms of highway driving and passing. Fuel economy is pretty impressive for this vehicle - 41 City/38 Highway/39 Combined on the EPA cycle. My average for the week landed around just over 39. Handling is pretty impressive with little body roll and steering having some nice heft when turning. The suspension tries its best to smooth over bumps, but the standard run-flat tires do mean some will make their way inside. The UX 250h is an intriguing option in the subcompact luxury crossover class. The fuel economy figures and handling characteristics help it stand apart from other models. But the small cargo area and infotainment system are major negatives. Disclaimer: Lexus Provided the crossovers, Insurance, and One Tank of Gas Year: 2020 Make: Lexus Model: NX Trim: 300h Engine: 2.5L DOHC 16-valve Dual VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 154 @ 5,700 (gas engine); 141 (electric motor on front axle); 67 (electric motor on rear axle); 194 (combined) Torque @ RPM: 152 @ 4,400 Fuel Economy: City/Highway/Combined - 33/30/31 Curb Weight: 4,180 lbs Location of Manufacture: Tahara, Aichi, Japan Base Price: $39,070 As Tested Price: $50,555.00 (Includes $1,025.00 Destination Charge) Options: Premium Package - $3,270.00 Navigation/Mark Levinson 14-Speaker System - $2,920.00 Triple-Beam LED Headlights - $1,515.00 Panoramic Back-up View Monitor - $800.00 Premium Paint - $595.00 Power Back Door with Kick Sensor - $550.00 Intuitive Park Assist with Auto Braking - $535.00 Leather Heated Steering Wheel - $150.00 Auto-Dimming Rear View Mirror - $125.00 Year: 2020 Make: Lexus Model: UX Trim: 250h Engine: 2.0L 16-Valve DOHC, VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 181 (combined) Torque @ RPM: N/A Fuel Economy: City/Highway/Combined - 41/38/39 Curb Weight: 3,605 lbs Location of Manufacture: Miyawaka, Fukuoka, Japan Base Price: $39,550 As Tested Price: $43,625 (Includes $1,025.00 Destination Charge) Options: Triple-Beam LED Headlights with Auto-Leveling - $1,660.00 Parking Assist, with Rear Cross-Traffic Alert - $565.00 Head-Up Display - $500.00 Heated Steering Wheel - $150.00 Windshield Deicer - $100.00 Wireless Charger - $75.00 View full article
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The NX 300h does stand out in the crowd from other compact crossovers with a chiseled look: Deep creases along the side, angular headlights, and the distinct spindle grille. My tester came finished in an orange color which helps amplify various design traits. The NX is also spacious for a compact luxury crossover. There is plenty of legroom for both front and rear-seat passengers. Rear headroom is at a premium for tall passengers, especially when ordering the optional panoramic sunroof. Where the NX falls flat is in ergonomics. For example, if you want to turn on the heated steering wheel, you need to press a button on a small control panel that is positioned towards your left knee. This is also where you find the switch to turn on the auto high beams and other settings. Who thought this was a good idea?! Then there is Lexus Remote Touch - a small touchpad that provides input for the 10.3-inch infotainment system. One wrong swipe or press on the touchpad means you’ll end up on a different screen or changing a different setting. It also makes using Apple CarPlay or Android Auto very unintuitive. The NX 300h’s power comes from a 2.5L Atkinson-Cycle gas engine paired with an electric motor. Output is rated at 194 horsepower. The 300h is only available as an all-wheel drive model. If most of your driving is around town, the NX Hybrid will impress. The electric motor helps add some pep to the acceleration and makes it a pleasure to drive. Where the powertrain falters is on the highway. It takes a noticeable amount of time to get up to speed and passes need to be planned out. Fuel economy figures for the NX 300h aren’t too shabby for the class. EPA figures are 33 City/31 Highway/30 Combined. My average for the week landed at 31.2 mpg. Handling is a bit of a surprise as the NX 300h feels confident around a winding road with minimal body roll. Ride quality is excellent with bumps of all sizes soaked up. Lexus still hasn’t ironed out the transition from regenerative braking to four-wheel disc braking, making it difficult to modulate the brakes. I feel mixed on the NX 300h. On one hand, the hybrid powertrain does give it a slight advantage over most of its competitors in terms of fuel economy. It can also be a nice place to sit in. But in other areas, the NX 300h does lag behind competitors - primarily in terms of ergonomics, infotainment, and performance if you’re doing a large amount of highway driving. The biggest issue is the price. My tester stickers at $50,905 which puts you in the realm of the RX. Unless you can score a decent deal on an NX 300h, wait for the next-generation model due out later this year. UX 250h The only differences between this 250h and 200 F-Sport I drove last year in terms of looks are no sporty touches (mesh grille and side skirts), and new wheels. I liked the F-Sport, but the standard UX takes the cake when finished in this Nori Green color. The interior comes well furnished with leather upholstery, soft-touch materials, dual-zone climate control, and power adjustments for the seat. Front seat passengers will not have any issues finding a position that works, but they may be surprised with the low seating position. Those sitting in the back will like the amount of headroom on offer, but legroom can vary depending on where the front seats are set. Compared to standard UX and its small cargo area, the UX 250h’s space is even smaller. It measures 17.1 cubic feet, about 4.6 cubic feet smaller than the UX 200. This decrease in space is due to the battery pack which sits underneath the cargo floor. Infotainment duties are provided by Lexus Enform with Remote Touch. On the plus side, Lexus has finally added Android Auto compatibility, alongside Apple CarPlay. On the negative side is the Remote Touch touchpad which is imprecise and difficult to make fine selections. I can only hope that a new touchscreen system is around the corner. Under the NX 250h’s hood is Lexus Hybrid Synergy Drive which comprises of a 2.0L Atkinson-Cycle gas engine and electric motor to produce a total output of 181 horsepower. Unlike other UXs, the 250h comes standard with all-wheel drive via an electric motor on the second axle. Performance characteristics are similar to the NX 300h; does very decently around town with the added thrust of the two electric motors, but falters in terms of highway driving and passing. Fuel economy is pretty impressive for this vehicle - 41 City/38 Highway/39 Combined on the EPA cycle. My average for the week landed around just over 39. Handling is pretty impressive with little body roll and steering having some nice heft when turning. The suspension tries its best to smooth over bumps, but the standard run-flat tires do mean some will make their way inside. The UX 250h is an intriguing option in the subcompact luxury crossover class. The fuel economy figures and handling characteristics help it stand apart from other models. But the small cargo area and infotainment system are major negatives. Disclaimer: Lexus Provided the crossovers, Insurance, and One Tank of Gas Year: 2020 Make: Lexus Model: NX Trim: 300h Engine: 2.5L DOHC 16-valve Dual VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 154 @ 5,700 (gas engine); 141 (electric motor on front axle); 67 (electric motor on rear axle); 194 (combined) Torque @ RPM: 152 @ 4,400 Fuel Economy: City/Highway/Combined - 33/30/31 Curb Weight: 4,180 lbs Location of Manufacture: Tahara, Aichi, Japan Base Price: $39,070 As Tested Price: $50,555.00 (Includes $1,025.00 Destination Charge) Options: Premium Package - $3,270.00 Navigation/Mark Levinson 14-Speaker System - $2,920.00 Triple-Beam LED Headlights - $1,515.00 Panoramic Back-up View Monitor - $800.00 Premium Paint - $595.00 Power Back Door with Kick Sensor - $550.00 Intuitive Park Assist with Auto Braking - $535.00 Leather Heated Steering Wheel - $150.00 Auto-Dimming Rear View Mirror - $125.00 Year: 2020 Make: Lexus Model: UX Trim: 250h Engine: 2.0L 16-Valve DOHC, VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 181 (combined) Torque @ RPM: N/A Fuel Economy: City/Highway/Combined - 41/38/39 Curb Weight: 3,605 lbs Location of Manufacture: Miyawaka, Fukuoka, Japan Base Price: $39,550 As Tested Price: $43,625 (Includes $1,025.00 Destination Charge) Options: Triple-Beam LED Headlights with Auto-Leveling - $1,660.00 Parking Assist, with Rear Cross-Traffic Alert - $565.00 Head-Up Display - $500.00 Heated Steering Wheel - $150.00 Windshield Deicer - $100.00 Wireless Charger - $75.00 -
Walking around the Venue, you become surprised at how small this crossover is. It comes in at 13 feet long and just under 6 feet wide, making it slightly smaller than the Accent sedan. The design is very chunky and boxy, which helps with maximizing interior space. The front has some interesting design traits such as a similar grille seen on larger Hyundai crossovers and a split headlight arrangement. With a large glass area and tall roof, the Venue feels very open and spacious. Finding a comfortable position upfront is no problem and the seats provide a good balance of comfort and support. The rear legroom is a bit tight for any over six-feet. Cargo space is on the small end with 18.7 cubic feet with the rear seats up and 31.9 with them folded. The Nissan Kicks as a comparison offers 25.3 and 53.1 cubic feet of space respectively. The interior design is quite pleasant with contrasting plastics used on the dash and door panels. I also like how all models get an eight-inch touchscreen with Apple CarPlay and Android Auto as standard. Power for the Venue is a 1.6-liter four-cylinder with 121 horsepower and 113 pounds-feet of torque. The base SE has a six-speed manual as standard*, while a CVT is optional. My SEL tester only comes with the CVT. Power goes to the front wheels only. If most of your driving takes place in an urban area, then the Venue is a perfect partner. It responds quickly off the line and can keep with the flow of traffic. The small size and quick steering make it a breeze to nip around and fit into tight parking spots. The highway is a different story as it takes the engine a bit of time to get up to speed. I should note that isn’t exclusive to the Venue as all cars on the subcompact class experience this issue. Fuel economy is rated at 30 City/34 Highway/32 Combined. My average landed around 30.2 mpg in a 60/40 mix of rural and city driving. Having a short wheelbase usually means a pretty choppy ride. But the Venue’s suspension does a surprising job of minimizing the impacts. For the money, the Venue is surprisingly well equipped. All models come with automatic headlights, automatic emergency braking, lane departure warning, and an eight-inch touchscreen. The SEL is the sweet spot adding 15-inch alloys, automatic climate control, and a six-speaker audio system. It also allows you to order the Convenience package that adds blind-spot monitoring, rear cross-traffic alert, and a sunroof. The Venue is perfect for someone who is looking for a new car and lives in an urban environment. The small size, nimble nature, and list of equipment make it a strong contender in the growing subcompact crossover class. But if you need more cargo space or planning on driving on the highway more than the city, save up a little bit more money and move up to a Kona. (*Author’s Note: Hyundai dropped the six-speed manual for the 2021 model year.) Palisade Limited The Palisade is certainly a looker. Take the front end. There is a unique grille shape with a massive chrome surround, flanked by a split headlight arrangement. The Limited adds more a bit more chrome along with the windows and a set of 20-inch multi-spoke wheels. I think the abundance of chrome is a bit much. The interior could make some people at sister brand Genesis a bit envious. My Limited tester featured a suede headliner with openings for the dual glass roof panels; quilted door panels, and aluminum trim used throughout. Technology is another strong point to the Palisade. Similar to the Hyundai Sonata I drove earlier, the Palisade Limited comes with a reconfigurable 12.3-inch gauge display and a 10.2-inch infotainment system. Both are vibrant and easy to read even in direct sunlight. Hyundai's infotainment system still leads the way in being easy to use. Space is plentiful for front and second-row passengers. Third-row passengers get short-changed on legroom and seat padding. Limited and SEL come with seating for seven, while the base SE seats up to eight. Cargo space is in the mid-pack with 18 cubic feet with all seats up, 45.8 with the third-row folded, and 84 with all seats folded. The Palisade comes with a 3.8L V6 producing 291 horsepower and 269 pound-feet of torque. An eight-speed is teamed with either front-wheel or all-wheel drive. My tester had the latter. I never felt that I was looking for more power from the V6. Whether I leaving from a stop or needing to make a pass, the V6 and eight-speed automatic delivered a smooth and steady stream of power. Fuel economy is average for three-row crossovers. EPA says the Palisade AWD will return 19 City/24 Highway/21 Combined. I saw 22 in my week-long test. Ride quality could rival some luxury sedans as various road imperfections seem to be ironed out. Road and wind noise is almost non-existent. To be clear, the Palisade isn't trying to be any sort of sporty crossover. But I was surprised at how well it minimizes body roll when on a winding road. Considering Hyundai's past attempts at a large three-row crossover, the Palisade is a clear winner. The interior is class-leading, it offers a pleasant ride, performance is smooth, and the trademark value proposition is here. The Limited seen here comes in at just under $48,000 with destination. What may set some away is the Palisade's styling, which I'll admit I did like for the most part. Disclaimer: Hyundai Provided the Venue and Palisade; Insurance, and One Tank of Gas Year: 2020 Make: Hyundai Model: Venue Trim: SEL Engine: 1.6L DPI Four-Cylinder Driveline: Front-Wheel Drive, CVT Horsepower @ RPM: 121 @ 6,300 Torque @ RPM: 113 @ 4,500 Fuel Economy: City/Highway/Combined - 30/34/32 Curb Weight: 2,732 lbs Location of Manufacture: Ulsan, South Korea Base Price: $19,250 As Tested Price: $23,405 (Includes $1,120.00 Destination Charge) Options: Premium Package - $1,750.00 Convenience Package - $1,150.00 Carpeted Floor Mats - $135.00 Year: 2020 Make: Hyundai Model: Palisade Trim: Limited AWD Engine: 3.8L GDI D-CVVT 24-Valve V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 291 @ 6,000 Torque @ RPM: 262 @ 5,200 Fuel Economy: City/Highway/Combined - 19/24/21 Curb Weight: 4,387 lbs Location of Manufacture: Ulsan, South Korea Base Price: $46,625 As Tested Price: $47,905 (Includes $1,120.00 Destination Charge) Options: Carpeted Floor Mats - $160.00 View full article
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Quick Drive: 2020 Hyundai Venue SEL & Palisade Limited AWD
William Maley posted an article in Reviews
Walking around the Venue, you become surprised at how small this crossover is. It comes in at 13 feet long and just under 6 feet wide, making it slightly smaller than the Accent sedan. The design is very chunky and boxy, which helps with maximizing interior space. The front has some interesting design traits such as a similar grille seen on larger Hyundai crossovers and a split headlight arrangement. With a large glass area and tall roof, the Venue feels very open and spacious. Finding a comfortable position upfront is no problem and the seats provide a good balance of comfort and support. The rear legroom is a bit tight for any over six-feet. Cargo space is on the small end with 18.7 cubic feet with the rear seats up and 31.9 with them folded. The Nissan Kicks as a comparison offers 25.3 and 53.1 cubic feet of space respectively. The interior design is quite pleasant with contrasting plastics used on the dash and door panels. I also like how all models get an eight-inch touchscreen with Apple CarPlay and Android Auto as standard. Power for the Venue is a 1.6-liter four-cylinder with 121 horsepower and 113 pounds-feet of torque. The base SE has a six-speed manual as standard*, while a CVT is optional. My SEL tester only comes with the CVT. Power goes to the front wheels only. If most of your driving takes place in an urban area, then the Venue is a perfect partner. It responds quickly off the line and can keep with the flow of traffic. The small size and quick steering make it a breeze to nip around and fit into tight parking spots. The highway is a different story as it takes the engine a bit of time to get up to speed. I should note that isn’t exclusive to the Venue as all cars on the subcompact class experience this issue. Fuel economy is rated at 30 City/34 Highway/32 Combined. My average landed around 30.2 mpg in a 60/40 mix of rural and city driving. Having a short wheelbase usually means a pretty choppy ride. But the Venue’s suspension does a surprising job of minimizing the impacts. For the money, the Venue is surprisingly well equipped. All models come with automatic headlights, automatic emergency braking, lane departure warning, and an eight-inch touchscreen. The SEL is the sweet spot adding 15-inch alloys, automatic climate control, and a six-speaker audio system. It also allows you to order the Convenience package that adds blind-spot monitoring, rear cross-traffic alert, and a sunroof. The Venue is perfect for someone who is looking for a new car and lives in an urban environment. The small size, nimble nature, and list of equipment make it a strong contender in the growing subcompact crossover class. But if you need more cargo space or planning on driving on the highway more than the city, save up a little bit more money and move up to a Kona. (*Author’s Note: Hyundai dropped the six-speed manual for the 2021 model year.) Palisade Limited The Palisade is certainly a looker. Take the front end. There is a unique grille shape with a massive chrome surround, flanked by a split headlight arrangement. The Limited adds more a bit more chrome along with the windows and a set of 20-inch multi-spoke wheels. I think the abundance of chrome is a bit much. The interior could make some people at sister brand Genesis a bit envious. My Limited tester featured a suede headliner with openings for the dual glass roof panels; quilted door panels, and aluminum trim used throughout. Technology is another strong point to the Palisade. Similar to the Hyundai Sonata I drove earlier, the Palisade Limited comes with a reconfigurable 12.3-inch gauge display and a 10.2-inch infotainment system. Both are vibrant and easy to read even in direct sunlight. Hyundai's infotainment system still leads the way in being easy to use. Space is plentiful for front and second-row passengers. Third-row passengers get short-changed on legroom and seat padding. Limited and SEL come with seating for seven, while the base SE seats up to eight. Cargo space is in the mid-pack with 18 cubic feet with all seats up, 45.8 with the third-row folded, and 84 with all seats folded. The Palisade comes with a 3.8L V6 producing 291 horsepower and 269 pound-feet of torque. An eight-speed is teamed with either front-wheel or all-wheel drive. My tester had the latter. I never felt that I was looking for more power from the V6. Whether I leaving from a stop or needing to make a pass, the V6 and eight-speed automatic delivered a smooth and steady stream of power. Fuel economy is average for three-row crossovers. EPA says the Palisade AWD will return 19 City/24 Highway/21 Combined. I saw 22 in my week-long test. Ride quality could rival some luxury sedans as various road imperfections seem to be ironed out. Road and wind noise is almost non-existent. To be clear, the Palisade isn't trying to be any sort of sporty crossover. But I was surprised at how well it minimizes body roll when on a winding road. Considering Hyundai's past attempts at a large three-row crossover, the Palisade is a clear winner. The interior is class-leading, it offers a pleasant ride, performance is smooth, and the trademark value proposition is here. The Limited seen here comes in at just under $48,000 with destination. What may set some away is the Palisade's styling, which I'll admit I did like for the most part. Disclaimer: Hyundai Provided the Venue and Palisade; Insurance, and One Tank of Gas Year: 2020 Make: Hyundai Model: Venue Trim: SEL Engine: 1.6L DPI Four-Cylinder Driveline: Front-Wheel Drive, CVT Horsepower @ RPM: 121 @ 6,300 Torque @ RPM: 113 @ 4,500 Fuel Economy: City/Highway/Combined - 30/34/32 Curb Weight: 2,732 lbs Location of Manufacture: Ulsan, South Korea Base Price: $19,250 As Tested Price: $23,405 (Includes $1,120.00 Destination Charge) Options: Premium Package - $1,750.00 Convenience Package - $1,150.00 Carpeted Floor Mats - $135.00 Year: 2020 Make: Hyundai Model: Palisade Trim: Limited AWD Engine: 3.8L GDI D-CVVT 24-Valve V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 291 @ 6,000 Torque @ RPM: 262 @ 5,200 Fuel Economy: City/Highway/Combined - 19/24/21 Curb Weight: 4,387 lbs Location of Manufacture: Ulsan, South Korea Base Price: $46,625 As Tested Price: $47,905 (Includes $1,120.00 Destination Charge) Options: Carpeted Floor Mats - $160.00 -
4Runner Venture Edition Not much has changed outside since we last checked out the 4Runner in 2016. It still has a blocky and chunky look that helps it stand apart from other SUVs. This Venture model adds several goodies such as TRD wheels, blacked-out trim pieces, and a Yakima roof rack; perfect if you decide to go adventuring. Inside, Toyota has made a massive update to the infotainment system. A larger eight-inch touchscreen running an updated version of Toyota’s Entune system is standard. This change makes it so much easier to operate the system either parked on while on the move. It doesn’t hurt that this system also brings forth Apple CarPlay and Android Auto. Aside from this, the interior hasn’t changed. There is plenty of space for those sitting in the front or back, and controls are well marked. Power comes from the old, but reliable 4.0L V6 with 270 horsepower and 278 pound-feet of torque. This is paired with a five-speed automatic transmission. The base SR5 can be equipped rear-wheel or four-wheel drive, while other trims only come with four-wheel drive. The 4Runner’s performance is adequate. Around town, the V6 can get up to speed quickly and smoothly. But it struggles when trying to get up to higher speeds. Adding an extra gear would allow for more flexibility in terms of performance. It would also help fuel economy as I saw 15.4 mpg for the week. EPA figures are 16 City/19 Highway/17 Combined. My average for the week landed at 15.4 mpg. The 4Runner’s roots of being an old-school SUV show up prominently when driving on pavement. It has noticeable body roll-around turns and the ride quality is rough. One area that I sadly did not get to test was the off-road capability. With such features as Multi-Terrain Select and Crawl Control, this helps make the 4Runner very capable off-road. The 4Runner should be considered by someone who wants to venture off-road. For those who are planning to commute or go on family trips while on pavement, Toyota has other models that should be considered first. Land Cruiser Heritage Edition The Heritage Edition adds some nice touches to the Land Cruiser’s exterior such as 18-inch BBS wheels with a bronze finish, black accents for the front grille, and vintage-style “Land Cruiser” badges on the rear pillars. The Heritage Edition does lose the entry steps found on the standard model, making it somewhat difficult to get in and out. The interior looks somewhat boring in terms of the design, but Toyota nails the materials. Wood trim, supple leather, and soft-touch materials make this a very pleasant place to be in. Despite having one of the larger screens in Toyota’s utility lineup, the Land Cruiser’s infotainment system leaves a lot to be desired. Using an older version of Entune, it feels sluggish and the graphics look somewhat dull. No Apple CarPlay or Android Auto to be found here as well. Anyone sitting in the front or second-row will have no complaints about space or comfort. No third-row is available on the Heritage Edition which helps boost cargo space from 41.3 cubic feet (with the third-row folded) to 53.5. Under the hood is a 5.7L V8 engine producing 381 horsepower and 401 pound-feet of torque. This is paired with an eight-speed automatic and a full-time four-wheel drive system. Performance from this engine is impressive considering the Land Cruiser’s curb weight of almost 6,000 lbs. It will move away from a stop much faster than you first think. The only place where the engine seems to run out of steam is on the highway. The eight-speed automatic does an excellent job of providing smooth and quick shifts. I do wish it wasn’t giddy with trying to shift into top gear quickly. Fuel economy isn’t great with EPA figures of 13 City/17 Highway/14 Combined. I only got 13 mpg during my week. I was surprised at how well the Land Cruiser drove on pavement. It felt stable and provided a ride that made even some of the roughest roads feel smooth. There is a fair amount of body roll when cornering, but that is to be expected considering the size and intended purpose of this vehicle. I am bummed that I didn’t get the chance to take the Land Cruiser off-road during my week. But from reading other reviews, very few vehicles can match what is on offer. How to sum up the Land Cruiser Heritage Edition? This is a vehicle that will not impress most due to the poor fuel economy and aging infotainment system. But for a small group who are wanting something that can take them anywhere and back, and do it in comfort, the Land Cruiser is the right vehicle. (Addendum: As I post this review a few months late, I have some news on the Land Cruiser. Earlier this month, Toyota unveiled the next-generation model with a new twin-turbo V6 replacing the V8. The outside doesn't look that much different from the current model, but the interior has underwent some major changes. It is unclear whether or not we'll see this model arrive in the U.S. The best chance we possibly have is next-generation LX. Stay tuned. -WM) Disclaimer: Toyota Provided the SUVs, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: 4Runner Trim: Venture Engine: 4.0L DOHC 24-Valve V6 Driveline: Five-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 270 @ 5,600 Torque @ RPM: 278 @ 4,400 Fuel Economy: City/Highway/Combined - 16/19/17 Curb Weight: N/A Location of Manufacture: Tahara, Aichi, Japan Base Price: $44,285 As Tested Price: $48,877 (Includes $1,120.00 Destination Charge and $730.00 Keep It Wild discount) Options: Kinentic Dynamic Suspension Suspension System (KDSS) - $1,750.00 TRD Pro Exhaust - $799.00 Power Tilt/Slide Moonroof - $730.00 Running Boards - $345.00 Cargo Floor Mats & Cargo Mat - $269.00 Door Edge Guard - $79.00 Year: 2020 Make: Toyota Model: Land Cruiser Trim: Heritage Edition Engine: 5.7L DOHC 32-Valve VVT-i V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 381 @ 5,600 Torque @ RPM: 401 @ 3,600 Fuel Economy: City/Highway/Combined - 13/17/14 Curb Weight: 5,715 lbs Location of Manufacture: Toyota, Aichi, Japan Base Price: $87,645 As Tested Price: $89,239 (Includes $1,295.00 Destination Charge) Options: Glass Breakage Sensor - $299.00 View full article
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Have you ever wondered what it would be to add all-wheel drive to a Prius? What about adding slightly more sport to a Corolla hatchback? Wonder no more as I can tell you some thoughts on the 2020 Toyota Prius AWD-e and Corolla XSE hatchback. Prius XLE AWD-e The Prius AWD-e powertrain is mostly the same as you'll find in the standard model - a 1.8L inline-four paired with an electric motor to provide an output of 121 horsepower. But, the e-AWD adds a second electric motor producing 7 horsepower and 40 pound-feet onto the rear axle. This provides extra traction and helps with initial acceleration (up to 6 mph). The other change deals with the battery as Toyota swaps the lithium-ion pack for a nickel-metal hydride. Toyota says the nickel-metal hydride chemistry has better resilience in extremely cold temperatures. Does the addition of a second electric motor make the Prius any faster? Not at all. It feels the same as the standard Prius; fine in stop-go driving, but struggling during hard acceleration such as merging onto a freeway. The AWD system is very unobtrusive, you don’t notice come on when one of the front wheels loses traction. There is an important caveat to note; this system only operates up to 43 mph. This is likely due to Toyota wanting to keep somewhat high fuel economy figures. As for fuel economy, the EPA rates the Prius AWD-e at 52 City/48 Highway/50 Combined - the lowest of any Prius model. My average for the week was a slightly disappointing 47 mpg. Handling characteristics are the same as the standard Prius. It's slightly fun to drive on winding roads with minimal body roll, but the steering is lackluster. Ride comfort is excellent with most bumps being ironed out. The AWD option does make the Prius a more appealing option for those living in the snow belt who still want excellent fuel economy. Corolla XSE Hatchback Toyota wants to make it clear the XSE is the sporting version of the Corolla Hatchback and it shows on the exterior. There is a distinct rear wing, 18-inch wheels with black inserts, and a body kit that makes the hatchback stand out from the plain-jane SE. Power comes from the same 2.0L inline-four found in the SE, producing 169 horsepower. In my tester, I had the standard six-speed manual. The CVT is an option. I was hoping for a slight improvement in overall performance with the manual, but it’s similar to the CVT. The engine feels more suited around town where it can get up to speed pretty quick. But it does show some signs of struggling when trying to reach higher speeds. The manual transmission is a mixed bag. The throws are a bit too long for any sort of enthusiastic driving and it is slightly difficult to slot into the next gear due to the vague feeling gate. But, the clutch is very easy to modulate. Despite having a sportier tune for the suspension, I couldn't tell any difference in the handling between this and the SE hatchback I drove in 2020. Both feel agile and composed when driven on a curvy stretch of pavement. I will say the SE does a better job of minimizing impacts from bumps and potholes with smaller wheels. The only reasons I see picking the XSE over the SE is for the more aggressive looks and additional standard equipment (dual-zone climate control, 7-inch screen in the instrument cluster, and power-adjustable driver seat). Otherwise, the SE offers the same driving dynamics, manual transmission, and a slightly better ride for less money. Disclaimer: Toyota Provided the vehicles, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: Prius AWD-e Trim: XLE Engine: 1.8L DOHC 16-Valve VVT-i Four-Cylinder, AC Synchronous Motor Driveline: ECVT, All Wheel Drive Horsepower @ RPM: 96 @ 5,200 (Gas): 71 @ 0 (Electric Motor 1): 7 @ 0 (Electric Motor 2): 121 (Combined) Torque @ RPM: 105 @ 3,600 (Gas): Fuel Economy: City/Highway/Combined - 52/48/50 Curb Weight: 3,220 lbs Location of Manufacture: Base Price: $28,375 As Tested Price: $31,757 (Includes $995.00 Destination Charge) Options: Advanced Technology Package - $800.00 Year: 2020 Make: Toyota Model: Corolla Hatchback Trim: XSE Engine: 2.0 DOHC 15-Valve D-4S with Dual VVT-i Four-Cylinder Driveline: Six-Speed Manual, Front-Wheel Drive Horsepower @ RPM: 168 @ 6,600 Torque @ RPM: 151 @ 4,800 Fuel Economy: City/Highway/Combined - 28/37/31 Curb Weight: 3,060 lbs Location of Manufacture: Aichi, Japan Base Price: $23,240 As Tested Price: $26,450 (Includes $955.00 Destination Charge) Options: Black Roof, Spoiler, and Side Mirrors - $500.00 Adaptive Headlights - $415.00 Rear Window Spoiler - $375.00 Carpet Mat Package - $249.00 Door Sill Protectors - $165.00 Black Emblem Overlays - $129.00 Mudguards - $129.00 Door Edge Guard - $125.00 Rear Bumper Protector - $89.00 TRD Air Filter - $79.00 View full article
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Quick Drive: 2020 Toyota Prius XLE AWD-e and Corolla Hatchback XSE
William Maley posted an article in Reviews
Have you ever wondered what it would be to add all-wheel drive to a Prius? What about adding slightly more sport to a Corolla hatchback? Wonder no more as I can tell you some thoughts on the 2020 Toyota Prius AWD-e and Corolla XSE hatchback. Prius XLE AWD-e The Prius AWD-e powertrain is mostly the same as you'll find in the standard model - a 1.8L inline-four paired with an electric motor to provide an output of 121 horsepower. But, the e-AWD adds a second electric motor producing 7 horsepower and 40 pound-feet onto the rear axle. This provides extra traction and helps with initial acceleration (up to 6 mph). The other change deals with the battery as Toyota swaps the lithium-ion pack for a nickel-metal hydride. Toyota says the nickel-metal hydride chemistry has better resilience in extremely cold temperatures. Does the addition of a second electric motor make the Prius any faster? Not at all. It feels the same as the standard Prius; fine in stop-go driving, but struggling during hard acceleration such as merging onto a freeway. The AWD system is very unobtrusive, you don’t notice come on when one of the front wheels loses traction. There is an important caveat to note; this system only operates up to 43 mph. This is likely due to Toyota wanting to keep somewhat high fuel economy figures. As for fuel economy, the EPA rates the Prius AWD-e at 52 City/48 Highway/50 Combined - the lowest of any Prius model. My average for the week was a slightly disappointing 47 mpg. Handling characteristics are the same as the standard Prius. It's slightly fun to drive on winding roads with minimal body roll, but the steering is lackluster. Ride comfort is excellent with most bumps being ironed out. The AWD option does make the Prius a more appealing option for those living in the snow belt who still want excellent fuel economy. Corolla XSE Hatchback Toyota wants to make it clear the XSE is the sporting version of the Corolla Hatchback and it shows on the exterior. There is a distinct rear wing, 18-inch wheels with black inserts, and a body kit that makes the hatchback stand out from the plain-jane SE. Power comes from the same 2.0L inline-four found in the SE, producing 169 horsepower. In my tester, I had the standard six-speed manual. The CVT is an option. I was hoping for a slight improvement in overall performance with the manual, but it’s similar to the CVT. The engine feels more suited around town where it can get up to speed pretty quick. But it does show some signs of struggling when trying to reach higher speeds. The manual transmission is a mixed bag. The throws are a bit too long for any sort of enthusiastic driving and it is slightly difficult to slot into the next gear due to the vague feeling gate. But, the clutch is very easy to modulate. Despite having a sportier tune for the suspension, I couldn't tell any difference in the handling between this and the SE hatchback I drove in 2020. Both feel agile and composed when driven on a curvy stretch of pavement. I will say the SE does a better job of minimizing impacts from bumps and potholes with smaller wheels. The only reasons I see picking the XSE over the SE is for the more aggressive looks and additional standard equipment (dual-zone climate control, 7-inch screen in the instrument cluster, and power-adjustable driver seat). Otherwise, the SE offers the same driving dynamics, manual transmission, and a slightly better ride for less money. Disclaimer: Toyota Provided the vehicles, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: Prius AWD-e Trim: XLE Engine: 1.8L DOHC 16-Valve VVT-i Four-Cylinder, AC Synchronous Motor Driveline: ECVT, All Wheel Drive Horsepower @ RPM: 96 @ 5,200 (Gas): 71 @ 0 (Electric Motor 1): 7 @ 0 (Electric Motor 2): 121 (Combined) Torque @ RPM: 105 @ 3,600 (Gas): Fuel Economy: City/Highway/Combined - 52/48/50 Curb Weight: 3,220 lbs Location of Manufacture: Base Price: $28,375 As Tested Price: $31,757 (Includes $995.00 Destination Charge) Options: Advanced Technology Package - $800.00 Year: 2020 Make: Toyota Model: Corolla Hatchback Trim: XSE Engine: 2.0 DOHC 15-Valve D-4S with Dual VVT-i Four-Cylinder Driveline: Six-Speed Manual, Front-Wheel Drive Horsepower @ RPM: 168 @ 6,600 Torque @ RPM: 151 @ 4,800 Fuel Economy: City/Highway/Combined - 28/37/31 Curb Weight: 3,060 lbs Location of Manufacture: Aichi, Japan Base Price: $23,240 As Tested Price: $26,450 (Includes $955.00 Destination Charge) Options: Black Roof, Spoiler, and Side Mirrors - $500.00 Adaptive Headlights - $415.00 Rear Window Spoiler - $375.00 Carpet Mat Package - $249.00 Door Sill Protectors - $165.00 Black Emblem Overlays - $129.00 Mudguards - $129.00 Door Edge Guard - $125.00 Rear Bumper Protector - $89.00 TRD Air Filter - $79.00- 2 comments
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Quick Drive: 2020 Toyota Camry TRD & Lexus ES 350 F-Sport
William Maley posted an article in Reviews
For your consideration: Two unlikely sport sedans. The Toyota Camry TRD and Lexus ES 350 F-Sport may not seem like credible sport sedans at first glance. They may seem like tarted-up sedans in terms of looks, but nothing else. However, after spending a week in each one, I can say both are the real deal. Camry TRD This Camry is in your face about its sporting potential. It comes with a front splitter, side skirts, a distinct rear spoiler, and 19-inch TRD wheels with a matte black finish. I found it to be a bit much and wished Toyota offered a package that got you the goodies for the suspension and exhaust system while keeping the looks of a standard Camry. A sleeper of sorts. TRD models come with small touches inside such as red seatbelts, red stitching on the seats and dash; leather-wrapped steering wheel, and TRD floor mats. Otherwise, it is your standard Camry interior. Power comes from a 3.5L V6 with 301 horsepower and 267 pound-feet of torque. Yes, that's the same output as the Camry XLE V6 I drove earlier. But what TRD has done is added a new exhaust system that provides a nice growl. I'll admit I was surprised when I blipped the throttle at a stoplight and heard what came out. This is an engine you have to work slightly to get into its sweet spot of power - around the mid-range on the rpm band. But once you do, the engine delivers a smooth punch of power. I do wish the six-speed automatic wouldn't try to go into the highest gear ASAP to maximize fuel economy. Where TRD worked their magic is with the suspension. The car is lower than a standard Camry, along with being stiffer thanks to thicker underbody braces, stabilizer bars, and shocks. On a winding road, the Camry TRD feels much more athletic than the standard Camry with minimal body and a set of summer tires providing excellent grip. The only downside is the steering which needs a bit more weight. Ride quality is a bit more firm than a standard Camry, but the suspension does a decent job of minimizing the bumps and impacts. To top it all off, Toyota has priced the Camry TRD at a surprising point. With the two-tone paint on my tester, it comes at $32,920 - making this the cheapest way to get a V6 in a Camry. The added bonus is that the TRD is also the most fun you can have in Camry. ES 350 F-Sport Lexus takes a more sedate approach with the ES F-Sport with a mesh grille insert, new wheels, and a small lip spoiler. I think if they went overboard with the sporty touches, it would ruin the elegance of the standard ES design. I will say the grey on my tester makes the F-Sport kind of look somewhat bland. Going with either the blue or red helps it stand out. Under the hood is the same 3.5L V6 found in other ES 350s, producing 301 hp and 267 lb-ft. The behavior is similar to what I found in the Camry, needing to work it before a smooth rush of power comes on. The transmission doesn't have the same programming as the Camry's with trying to maximize fuel economy. It is ready to downshift at a moment's notice. I've praised the standard ES for making a real leap forward in handling as there is less body motion on windy roads when compared to the previous model. The F-Sport takes that a step further with a revised suspension and optional adaptive dampers - which my car had. Slip the drive mode into Sport+ and ES transforms into something that you can pilot with confidence on a twisty stretch of road. The dampers firm up to make body roll non-existent, and the steering feels more weighty when turning. When you decide to stop having fun and turn the drive knob to either normal or comfort, the F-Sport transforms a standard ES with a smooth and quiet ride. The price? Base is $44,635 and this fully-loaded tester comes in at $53,950 with destination. A bit hard to swallow when you consider that the Avalon TRD offers similar performance for slightly less money. But not everyone wants a sedan that screams "look at me", and thats where the ES 350 F-Sport shines. It may be sporty, but it keeps quiet about its intentions. Disclaimer: Toyota and Lexus Provided the vehicles, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: Camry Trim: TRD Engine: 3.5L DOHC 24-Valve VVT-iW V6 Driveline: Eight-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 301 @ 6,600 Torque @ RPM: 267 @ 4,700 Fuel Economy: City/Highway/Combined - 22/31/25 Curb Weight: 3,572 lbs Location of Manufacture: Georgetown, KY Base Price: $31,040 As Tested Price: $32,920 (Includes $995.00 Destination Charge) Options: Two-Tone Midnight Black Metallic Roof and Rear Spoiler - $500.00 Special Color - $425.00 Year: 2020 Make: Lexus Model: ES 350 Trim: F-Sport Engine: 3.5 DOHC 24-Valve VVT-iW V6 Driveline: Eight-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 302 @ 6,600 Torque @ RPM: 267 @ 4,700 Fuel Economy: City/Highway/Combined - 22/31/25 Curb Weight: 3,649 lbs Location of Manufacture: Georgetown, KY Base Price: $44,635 As Tested Price: $53,950 (Includes $1,025.00 Destination Charge) Options: Navigation/Mark Levinson Audio Package - $2,900.00 Triple Beam LED Headlights - $1,515.00 Blind Spot Monitor w/Rear Cross Traffic Alert and Intuitive Parking Assist w/Auto Braking - $1,065.00 Adaptive Variable Suspension - $750.00 Hands-Free Power Open/Close Trunk - $550.00 10.2-inch Head-Up Display - $500.00 Illuminated Door Sill - $400.00 Power Rear Sunshade - $210.00 F Sport Heated Leather Steering Wheel with Windshield Wiper Deicer and Fast Response Interior Heater - $180.00 Door Edge Guard - $145.00 Wireless Charger - $75.00 -
For your consideration: Two unlikely sport sedans. The Toyota Camry TRD and Lexus ES 350 F-Sport may not seem like credible sport sedans at first glance. They may seem like tarted-up sedans in terms of looks, but nothing else. However, after spending a week in each one, I can say both are the real deal. Camry TRD This Camry is in your face about its sporting potential. It comes with a front splitter, side skirts, a distinct rear spoiler, and 19-inch TRD wheels with a matte black finish. I found it to be a bit much and wished Toyota offered a package that got you the goodies for the suspension and exhaust system while keeping the looks of a standard Camry. A sleeper of sorts. TRD models come with small touches inside such as red seatbelts, red stitching on the seats and dash; leather-wrapped steering wheel, and TRD floor mats. Otherwise, it is your standard Camry interior. Power comes from a 3.5L V6 with 301 horsepower and 267 pound-feet of torque. Yes, that's the same output as the Camry XLE V6 I drove earlier. But what TRD has done is added a new exhaust system that provides a nice growl. I'll admit I was surprised when I blipped the throttle at a stoplight and heard what came out. This is an engine you have to work slightly to get into its sweet spot of power - around the mid-range on the rpm band. But once you do, the engine delivers a smooth punch of power. I do wish the six-speed automatic wouldn't try to go into the highest gear ASAP to maximize fuel economy. Where TRD worked their magic is with the suspension. The car is lower than a standard Camry, along with being stiffer thanks to thicker underbody braces, stabilizer bars, and shocks. On a winding road, the Camry TRD feels much more athletic than the standard Camry with minimal body and a set of summer tires providing excellent grip. The only downside is the steering which needs a bit more weight. Ride quality is a bit more firm than a standard Camry, but the suspension does a decent job of minimizing the bumps and impacts. To top it all off, Toyota has priced the Camry TRD at a surprising point. With the two-tone paint on my tester, it comes at $32,920 - making this the cheapest way to get a V6 in a Camry. The added bonus is that the TRD is also the most fun you can have in Camry. ES 350 F-Sport Lexus takes a more sedate approach with the ES F-Sport with a mesh grille insert, new wheels, and a small lip spoiler. I think if they went overboard with the sporty touches, it would ruin the elegance of the standard ES design. I will say the grey on my tester makes the F-Sport kind of look somewhat bland. Going with either the blue or red helps it stand out. Under the hood is the same 3.5L V6 found in other ES 350s, producing 301 hp and 267 lb-ft. The behavior is similar to what I found in the Camry, needing to work it before a smooth rush of power comes on. The transmission doesn't have the same programming as the Camry's with trying to maximize fuel economy. It is ready to downshift at a moment's notice. I've praised the standard ES for making a real leap forward in handling as there is less body motion on windy roads when compared to the previous model. The F-Sport takes that a step further with a revised suspension and optional adaptive dampers - which my car had. Slip the drive mode into Sport+ and ES transforms into something that you can pilot with confidence on a twisty stretch of road. The dampers firm up to make body roll non-existent, and the steering feels more weighty when turning. When you decide to stop having fun and turn the drive knob to either normal or comfort, the F-Sport transforms a standard ES with a smooth and quiet ride. The price? Base is $44,635 and this fully-loaded tester comes in at $53,950 with destination. A bit hard to swallow when you consider that the Avalon TRD offers similar performance for slightly less money. But not everyone wants a sedan that screams "look at me", and thats where the ES 350 F-Sport shines. It may be sporty, but it keeps quiet about its intentions. Disclaimer: Toyota and Lexus Provided the vehicles, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: Camry Trim: TRD Engine: 3.5L DOHC 24-Valve VVT-iW V6 Driveline: Eight-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 301 @ 6,600 Torque @ RPM: 267 @ 4,700 Fuel Economy: City/Highway/Combined - 22/31/25 Curb Weight: 3,572 lbs Location of Manufacture: Georgetown, KY Base Price: $31,040 As Tested Price: $32,920 (Includes $995.00 Destination Charge) Options: Two-Tone Midnight Black Metallic Roof and Rear Spoiler - $500.00 Special Color - $425.00 Year: 2020 Make: Lexus Model: ES 350 Trim: F-Sport Engine: 3.5 DOHC 24-Valve VVT-iW V6 Driveline: Eight-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 302 @ 6,600 Torque @ RPM: 267 @ 4,700 Fuel Economy: City/Highway/Combined - 22/31/25 Curb Weight: 3,649 lbs Location of Manufacture: Georgetown, KY Base Price: $44,635 As Tested Price: $53,950 (Includes $1,025.00 Destination Charge) Options: Navigation/Mark Levinson Audio Package - $2,900.00 Triple Beam LED Headlights - $1,515.00 Blind Spot Monitor w/Rear Cross Traffic Alert and Intuitive Parking Assist w/Auto Braking - $1,065.00 Adaptive Variable Suspension - $750.00 Hands-Free Power Open/Close Trunk - $550.00 10.2-inch Head-Up Display - $500.00 Illuminated Door Sill - $400.00 Power Rear Sunshade - $210.00 F Sport Heated Leather Steering Wheel with Windshield Wiper Deicer and Fast Response Interior Heater - $180.00 Door Edge Guard - $145.00 Wireless Charger - $75.00 View full article
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There are some cars I will not turn down the opportunity to spend time with again. A prime example is the Mazda MX-5 Miata, a car that brings a smile to my face. This past fall, I had a chance to spend some time in a soft-top version and to figure out whether I would have this or the RF. What has changed since our last visit with Miata? Only a few things such as the addition of Mazda's i-Activsense suite of active safety features (automatic emergency braking, blind-spot monitoring, and lane-departure warning) as standard; and Apple CarPlay and Android Auto for the Club and Grand Touring models. I find myself drawn more to the standard Miata than RF because it looks a bit neater. The hardtop makes the Miata look somewhat bulky. The 17-inch wheels finished in dark silver help set the car off. The addition of Apple CarPlay and Android Auto makes using the MazdaConnect infotainment system a bit more bearable to use. I found myself using CarPlay more due to its easier interface layout and brighter graphics. Power comes from a 2.0L Skyactiv-G inline-four with 181 horsepower and 151 pound-feet of torque. This is paired with a six-speed manual, while an automatic is optional. As I noted in my review of the RF, the new 2.0 makes a dramatic difference to the Miata's performance. Leaving a stop, the engine freely revs and delivers a smooth rush of power. I think this version is slightly faster than the RF, mostly due to it not having the foldable hardtop. The six-speed manual is still one of the sweetest transmissions I have used. It feels smooth and precise when running through the gears. Handling is still one of the Miata's strong points as it eagerly changes direction and shows little body roll. Steering is sharp and provides the right amount of weight when driven hard. Ride quality is slightly better than the RF I drove last year due to the Grand Touring not having as stiff as a suspension setup. Yes, you will still feel several bumps and imperfections. But not at the rate as you'll experience in the Club. The Miata is one of those few cars I find myself still being impressed with every time I get the chance to drive one. It offers a level of driving fun that very few models can match, along with a price tag that won’t break the bank. If you were to ask which Miata I would choose, it would be the soft top. Disclaimer: Mazda Provided the MX-5 Miata, Insurance, and One Tank of Gas Year: 2020 Make: Mazda Model: MX-5 Miata Trim: Grand Touring Engine: 2.0L Skyactiv-G DOHC Four-Cylinder Driveline: Six-Speed Manual, Rear-Wheel Drive Horsepower @ RPM: 181 @ 7,000 Torque @ RPM: 151 @ 4,000 Fuel Economy: City/Highway/Combined - 26/34/29 Curb Weight: 2,341 lbs Location of Manufacture: Hiroshima, Japan Base Price: $31,670 As Tested Price: $32,790 (Includes $920.00 Destination Charge) Options: Grey Cloth Roof - $200.00 -
There are some cars I will not turn down the opportunity to spend time with again. A prime example is the Mazda MX-5 Miata, a car that brings a smile to my face. This past fall, I had a chance to spend some time in a soft-top version and to figure out whether I would have this or the RF. What has changed since our last visit with Miata? Only a few things such as the addition of Mazda's i-Activsense suite of active safety features (automatic emergency braking, blind-spot monitoring, and lane-departure warning) as standard; and Apple CarPlay and Android Auto for the Club and Grand Touring models. I find myself drawn more to the standard Miata than RF because it looks a bit neater. The hardtop makes the Miata look somewhat bulky. The 17-inch wheels finished in dark silver help set the car off. The addition of Apple CarPlay and Android Auto makes using the MazdaConnect infotainment system a bit more bearable to use. I found myself using CarPlay more due to its easier interface layout and brighter graphics. Power comes from a 2.0L Skyactiv-G inline-four with 181 horsepower and 151 pound-feet of torque. This is paired with a six-speed manual, while an automatic is optional. As I noted in my review of the RF, the new 2.0 makes a dramatic difference to the Miata's performance. Leaving a stop, the engine freely revs and delivers a smooth rush of power. I think this version is slightly faster than the RF, mostly due to it not having the foldable hardtop. The six-speed manual is still one of the sweetest transmissions I have used. It feels smooth and precise when running through the gears. Handling is still one of the Miata's strong points as it eagerly changes direction and shows little body roll. Steering is sharp and provides the right amount of weight when driven hard. Ride quality is slightly better than the RF I drove last year due to the Grand Touring not having as stiff as a suspension setup. Yes, you will still feel several bumps and imperfections. But not at the rate as you'll experience in the Club. The Miata is one of those few cars I find myself still being impressed with every time I get the chance to drive one. It offers a level of driving fun that very few models can match, along with a price tag that won’t break the bank. If you were to ask which Miata I would choose, it would be the soft top. Disclaimer: Mazda Provided the MX-5 Miata, Insurance, and One Tank of Gas Year: 2020 Make: Mazda Model: MX-5 Miata Trim: Grand Touring Engine: 2.0L Skyactiv-G DOHC Four-Cylinder Driveline: Six-Speed Manual, Rear-Wheel Drive Horsepower @ RPM: 181 @ 7,000 Torque @ RPM: 151 @ 4,000 Fuel Economy: City/Highway/Combined - 26/34/29 Curb Weight: 2,341 lbs Location of Manufacture: Hiroshima, Japan Base Price: $31,670 As Tested Price: $32,790 (Includes $920.00 Destination Charge) Options: Grey Cloth Roof - $200.00 View full article
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Considering the number of Lexus RC coupes I have driven over the years, there has been a significant hole - the V8 RC F. Whenever I have asked for one, the vehicle either wasn't in the press fleet or someone else was driving it during the dates I had available. But I was able to finally get my hands on one for a week in early fall. It was good timing as I was feeling the effects of being home for the past six months due to COVID-19. Maybe this coupe could give me a bit of joy. The RC F is not a shrinking violet. From its bright yellow paint, blacked-out 20-inch wheels, and optional carbon fiber package that includes a retractable rear spoiler, this coupe is very brash and proud of it. I'll admit that I was worried about scraping or cracking the carbon fiber front splitter if I took a steep entrance ramp or bump a bit too aggressively. It looks cool on the car, but the existential dread of an expensive repair bill does sour the appeal. Not much changes on the inside for the RC F except for carbon fiber trim and a set of racing-style seats. Usually, I have a lot of trepidation on this type of seat because I don't fully fit in due to my slightly wide shoulders. But the seats conformed to my body within a day or so and I found them to offer the balance of support during hard-driving, and comfort for day-to-day - something I find to be hit and miss on seats from other automakers. Lexus Enform is still a frustrating infotainment system to use on daily basis. With a touchy control pad, it is easy to find yourself changing the song or end up in a different section of the system. This means you need to pay close attention to any change being made, which becomes a distraction hazard. Apple CarPlay is standard and does make using the system a bit more bearable. But I do wish Lexus would roll out their touchscreen system which makes it much more intuitive. Though, that likely will not come until a redesign, possibly in the next year or two. The main event for the RC F is under the hood. A 5.0L V8 engine with 467 horsepower and 389 pound-feet of torque - figures that slightly pale when compared to the BMW M4 or Mercedes-AMG C63. This is paired with an eight-speed automatic which routes the power to the rear wheels. The initial acceleration is a slight disappointment as the throttle response feels a bit sleepy. I'm not sure if this was due to improve fuel economy or throttle feel higher in the rev band. Thankfully, this sleepiness goes away as the car climbs up in speed and the V8 reveals its party trick. The noise that comes out of this engine sounds like a muscle car and you find yourself stepping the accelerator to enjoy it. Not much to say about the eight-speed automatic. It goes about its business smoothly and quickly. Fuel economy was surprising in the least, as I got an average of 18 mpg in mostly city and suburb driving. A set of adaptive dampers comes standard for the RC-F and gives it a split personality. Turn the drive mode knob to Sport+ and the dampers tighten up to make the coupe feel more agile than its weight of 4,017 pounds would suggest. Also helping in the handling are a set of Michelin Pilot Sport 4S summer tires, providing tenacious grip. But switch the drive mode into normal and RC F becomes a very comfortable and refined grand tourer. Ride quality is very good with only a few bumps making their way inside. A minimal amount of road and wind noise is present. One area where the RC F holds a distinct advantage over the completion is the base price of $65,925 - undercutting most by a few grand. The danger is going through the option list and deciding to go crazy, which explains the as-tested price of $89,654. You can chop off over $11,000 by skipping the Performance package which brings all of the carbon fiber bits. The RC F lacks the outright performance as those from Germany. But I'm willing to overlook it because sometimes you want a car that just shouts to the world and the RC F does that very well. During my week, I found myself reveling in the engine and the grand touring characteristics of the suspension. It brought me the joy which sometimes is all you need a car to do. Disclaimer: Lexus Provided the RC F, Insurance, and One Tank of Gas Year: 2020 Make: Lexus Model: RC F Trim: - Engine: 5.0L DOHC 32-Valve V8 Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 467 @ 7,100 Torque @ RPM: 389 @ 4,800 - 5,600 Fuel Economy: City/Highway/Combined - 16/24/19 Curb Weight: 3,958 lbs Location of Manufacture: Tahara, Aichi, Japan Base Price: $64,900 As Tested Price: $89,654 (Includes $1,025.00 Destination Charge) Options: Performance Package - $11,400.00 Premium Package - $5,350.00 Navigation System w/Mark Levinson Audio - $2,725.00 Torque Vectoring Differential - $1,250.00 Premium Triple Beam LED Headlamps - $1,160.00 Flare Yellow Premium Paint - $595.00 Intuitive Parking Assist - $500.00 Illuminated Door Sills - $449.00 Orange Metallic Brembo Brake Calipers - $300.00 -
Considering the number of Lexus RC coupes I have driven over the years, there has been a significant hole - the V8 RC F. Whenever I have asked for one, the vehicle either wasn't in the press fleet or someone else was driving it during the dates I had available. But I was able to finally get my hands on one for a week in early fall. It was good timing as I was feeling the effects of being home for the past six months due to COVID-19. Maybe this coupe could give me a bit of joy. The RC F is not a shrinking violet. From its bright yellow paint, blacked-out 20-inch wheels, and optional carbon fiber package that includes a retractable rear spoiler, this coupe is very brash and proud of it. I'll admit that I was worried about scraping or cracking the carbon fiber front splitter if I took a steep entrance ramp or bump a bit too aggressively. It looks cool on the car, but the existential dread of an expensive repair bill does sour the appeal. Not much changes on the inside for the RC F except for carbon fiber trim and a set of racing-style seats. Usually, I have a lot of trepidation on this type of seat because I don't fully fit in due to my slightly wide shoulders. But the seats conformed to my body within a day or so and I found them to offer the balance of support during hard-driving, and comfort for day-to-day - something I find to be hit and miss on seats from other automakers. Lexus Enform is still a frustrating infotainment system to use on daily basis. With a touchy control pad, it is easy to find yourself changing the song or end up in a different section of the system. This means you need to pay close attention to any change being made, which becomes a distraction hazard. Apple CarPlay is standard and does make using the system a bit more bearable. But I do wish Lexus would roll out their touchscreen system which makes it much more intuitive. Though, that likely will not come until a redesign, possibly in the next year or two. The main event for the RC F is under the hood. A 5.0L V8 engine with 467 horsepower and 389 pound-feet of torque - figures that slightly pale when compared to the BMW M4 or Mercedes-AMG C63. This is paired with an eight-speed automatic which routes the power to the rear wheels. The initial acceleration is a slight disappointment as the throttle response feels a bit sleepy. I'm not sure if this was due to improve fuel economy or throttle feel higher in the rev band. Thankfully, this sleepiness goes away as the car climbs up in speed and the V8 reveals its party trick. The noise that comes out of this engine sounds like a muscle car and you find yourself stepping the accelerator to enjoy it. Not much to say about the eight-speed automatic. It goes about its business smoothly and quickly. Fuel economy was surprising in the least, as I got an average of 18 mpg in mostly city and suburb driving. A set of adaptive dampers comes standard for the RC-F and gives it a split personality. Turn the drive mode knob to Sport+ and the dampers tighten up to make the coupe feel more agile than its weight of 4,017 pounds would suggest. Also helping in the handling are a set of Michelin Pilot Sport 4S summer tires, providing tenacious grip. But switch the drive mode into normal and RC F becomes a very comfortable and refined grand tourer. Ride quality is very good with only a few bumps making their way inside. A minimal amount of road and wind noise is present. One area where the RC F holds a distinct advantage over the completion is the base price of $65,925 - undercutting most by a few grand. The danger is going through the option list and deciding to go crazy, which explains the as-tested price of $89,654. You can chop off over $11,000 by skipping the Performance package which brings all of the carbon fiber bits. The RC F lacks the outright performance as those from Germany. But I'm willing to overlook it because sometimes you want a car that just shouts to the world and the RC F does that very well. During my week, I found myself reveling in the engine and the grand touring characteristics of the suspension. It brought me the joy which sometimes is all you need a car to do. Disclaimer: Lexus Provided the RC F, Insurance, and One Tank of Gas Year: 2020 Make: Lexus Model: RC F Trim: - Engine: 5.0L DOHC 32-Valve V8 Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 467 @ 7,100 Torque @ RPM: 389 @ 4,800 - 5,600 Fuel Economy: City/Highway/Combined - 16/24/19 Curb Weight: 3,958 lbs Location of Manufacture: Tahara, Aichi, Japan Base Price: $64,900 As Tested Price: $89,654 (Includes $1,025.00 Destination Charge) Options: Performance Package - $11,400.00 Premium Package - $5,350.00 Navigation System w/Mark Levinson Audio - $2,725.00 Torque Vectoring Differential - $1,250.00 Premium Triple Beam LED Headlamps - $1,160.00 Flare Yellow Premium Paint - $595.00 Intuitive Parking Assist - $500.00 Illuminated Door Sills - $449.00 Orange Metallic Brembo Brake Calipers - $300.00 View full article
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Despite being one of the best sellers in the luxury crossover class, the Lexus RX lacked something many competitors offered; a third-row option. Lexus rectified this a couple of years ago by stretching the RX's body and adding a third-row to create the RX L. I spent some time in the RX 350L Luxury back in the fall to find out if Lexus has another winner or if this a half-baked attempt. You can tell the difference between the standard RX to the longer L by looking for a floating roofline treatment. This is due to Lexus blacking part of the c-pillar to help disguise the added bulk. It doesn't fully work as looks somewhat half-baked. At least Lexus was more successful upfront where non F-Sport models get a new mesh insert to replace the horizontal slats, along with a revised bumper. When equipped with the Luxury Package, the RX is a plush and pleasant place to spend time. The leather upholstery feels nice to the touch and the use of contrasting colors (cream and brown in my tester) help make it feel special. Lexus has finally added a touchscreen for the RX's infotainment and it makes a huge difference. Gone are the litany of issues I have noted in previous models such as, Being precise with your finger movements when selecting an item Becoming very distracting to use when on the move Not the most intuitive controller Now using Lexus Enform or Apple CarPlay/Android Auto is not an exercise in frustration, but one of ease. My only complaint is that I wished Lexus moved the screen slightly more forwards. It is quite a reach to use the touchscreen. Those sitting in the second row will not have much to complain about as head and legroom are plentiful for most passengers. The same cannot be said for the third-row. Getting back here is difficult as there is not enough a gap when the second-row seat is moved forward. Once back here, space is non-existent with your head touching the headliner and legroom from nothing to something bearable depending on where the second-row is set. The one upside to the longer RX is cargo space. With the third-row seat folded, you get about seven extra cubic feet of space compared to standard RX. Power comes from a 3.5L V6 used in several Lexus and Toyota vehicles. For the RX 350L, it produces 290 horsepower and 267 pound-feet of torque. My tester came with all-wheel drive, but front-wheel drive is standard. Performance is adequate as you'll be able to keep up with traffic or make a pass with no issue. Those wanting a bit more performance should look at something like the upcoming Acura MDX or Volvo XC90. Comfort is still a key hallmark to the RX. Bumps and potholes become mere ripples when driven over. There is also a noticeable lack of road and wind coming inside. The RX 350L feels like a stop-gap solution until Lexus finishes up their upcoming three-row crossover due out within the next couple of years. The third-row isn't all useful for carrying passengers and is best to fold down to expand cargo space. If you need a third-row, there are much better options such as the Volvo XC90. But if you really want an RX, stick with the standard two-row version and pocket the cash you saved for something nice. Disclaimer: Lexus Provided the RX 350L, Insurance, and One Tank of Gas Year: 2020 Make: Lexus Model: RX Trim: 350L Luxury Engine: 3.5L DOHC 24-valve with VVT-iW V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 290 @ 6,300 Torque @ RPM: 263 @ 4,700 Fuel Economy: City/Highway/Combined - 18/25/21 Curb Weight: 4,597 lbs Location of Manufacture: Miyawaka, Fukuoka, Japan Base Price: $54,700 As Tested Price: $63,540 (Includes $1,025.00 Destination Charge) Options: 12.3" Navigation System/Mark Levinson 15-Speaker Premium Audio System - $3,365.00 Blind Spot Monitor with Intuitive Parking Assist, Panoramic View Monitor, and Rear Cross Traffic Alert Braking - $1,865.00 Running Boards - $640.00 Color Head-Up Display - $600.00 Second-Row Captain's Chairs - $405.00 All-Weather Floor Liners with Cargo Mat - $330.00 Cold Weather Package - $315.00 Mudguards - $155.00 Door Edge Guards - $140.00 -
Despite being one of the best sellers in the luxury crossover class, the Lexus RX lacked something many competitors offered; a third-row option. Lexus rectified this a couple of years ago by stretching the RX's body and adding a third-row to create the RX L. I spent some time in the RX 350L Luxury back in the fall to find out if Lexus has another winner or if this a half-baked attempt. You can tell the difference between the standard RX to the longer L by looking for a floating roofline treatment. This is due to Lexus blacking part of the c-pillar to help disguise the added bulk. It doesn't fully work as looks somewhat half-baked. At least Lexus was more successful upfront where non F-Sport models get a new mesh insert to replace the horizontal slats, along with a revised bumper. When equipped with the Luxury Package, the RX is a plush and pleasant place to spend time. The leather upholstery feels nice to the touch and the use of contrasting colors (cream and brown in my tester) help make it feel special. Lexus has finally added a touchscreen for the RX's infotainment and it makes a huge difference. Gone are the litany of issues I have noted in previous models such as, Being precise with your finger movements when selecting an item Becoming very distracting to use when on the move Not the most intuitive controller Now using Lexus Enform or Apple CarPlay/Android Auto is not an exercise in frustration, but one of ease. My only complaint is that I wished Lexus moved the screen slightly more forwards. It is quite a reach to use the touchscreen. Those sitting in the second row will not have much to complain about as head and legroom are plentiful for most passengers. The same cannot be said for the third-row. Getting back here is difficult as there is not enough a gap when the second-row seat is moved forward. Once back here, space is non-existent with your head touching the headliner and legroom from nothing to something bearable depending on where the second-row is set. The one upside to the longer RX is cargo space. With the third-row seat folded, you get about seven extra cubic feet of space compared to standard RX. Power comes from a 3.5L V6 used in several Lexus and Toyota vehicles. For the RX 350L, it produces 290 horsepower and 267 pound-feet of torque. My tester came with all-wheel drive, but front-wheel drive is standard. Performance is adequate as you'll be able to keep up with traffic or make a pass with no issue. Those wanting a bit more performance should look at something like the upcoming Acura MDX or Volvo XC90. Comfort is still a key hallmark to the RX. Bumps and potholes become mere ripples when driven over. There is also a noticeable lack of road and wind coming inside. The RX 350L feels like a stop-gap solution until Lexus finishes up their upcoming three-row crossover due out within the next couple of years. The third-row isn't all useful for carrying passengers and is best to fold down to expand cargo space. If you need a third-row, there are much better options such as the Volvo XC90. But if you really want an RX, stick with the standard two-row version and pocket the cash you saved for something nice. Disclaimer: Lexus Provided the RX 350L, Insurance, and One Tank of Gas Year: 2020 Make: Lexus Model: RX Trim: 350L Luxury Engine: 3.5L DOHC 24-valve with VVT-iW V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 290 @ 6,300 Torque @ RPM: 263 @ 4,700 Fuel Economy: City/Highway/Combined - 18/25/21 Curb Weight: 4,597 lbs Location of Manufacture: Miyawaka, Fukuoka, Japan Base Price: $54,700 As Tested Price: $63,540 (Includes $1,025.00 Destination Charge) Options: 12.3" Navigation System/Mark Levinson 15-Speaker Premium Audio System - $3,365.00 Blind Spot Monitor with Intuitive Parking Assist, Panoramic View Monitor, and Rear Cross Traffic Alert Braking - $1,865.00 Running Boards - $640.00 Color Head-Up Display - $600.00 Second-Row Captain's Chairs - $405.00 All-Weather Floor Liners with Cargo Mat - $330.00 Cold Weather Package - $315.00 Mudguards - $155.00 Door Edge Guards - $140.00 View full article
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Do you need a V8 engine in your flagship luxury sedan? That's a question I posed myself when a Genesis G90 equipped with a 5.0L V8 engine was dropped off for a week. The standard G90 with the twin-turbo V6 offers an impressive amount of performance and refinement. But the V8 offers much more power, along with some extra goodies you cannot get with the V6. Since our last visit with the G90, Genesis has given a bit of a facelift. The front end prominently features a new diamond-shape. I found myself growing to like it, even if I thought it was a tad too large. But I can see this becoming a point of contention. Other changes include new wheels and a restyled rear end that makes the G90 look a bit cleaner. No changes of note for the interior. It still is very luxurious to sit in and the controls are logically laid out. The only item I'm sad not to see is the new 12.3-inch digital cluster that is found in the all-new G80 and GV80. Opting for the Ultimate means back seat passengers get their own screens mounted behind the front seats. This allows you to tap into the G90's infotainment system to play audio, check various information, and look at the navigation system. Ultimate models come with the larger 5.0L V8 producing 420 horsepower and 460 pound-feet of torque. This is paired with an eight-speed automatic and rear-wheel drive. All-wheel drive is available as an option. The V8 is a bit of a tough sell when compared to the twin-turbo 3.3L V6 as it slower off the line and not as flexible whenever you need to accelerate quickly. Both engines also are similar in terms of refinement, offer a muted engine note. The only place I found the V8 to be slightly better than the V6 was in my average fuel economy. The V8 returned 24.7 mpg, while the V6 only got 20.3 mpg. A combination of the V8 G90 being rear-wheel and not all-wheel, along with more miles being done on the highway likely contributed to the better fuel economy figures. Ride quality is still on the hallmarks of the G90. With the adaptive suspension in either SMART or Comfort, the G90 glides along any road surface with nary a bump or pothole coming inside. Around bends, the G90 doesn't feel at home with a fair amount of body roll. There is a Sport model to help reduce this, along with adding more weight to the steering. For the as-tested price of $76,695, you are getting quite a lot of equipment. There are LED headlights, Nappa leather upholstery, three-zone climate control, 17-speaker Lexicon audio system, power sunshades, adaptive cruise control, blind spot monitoring, memory settings for seats, and much more. The only way I could recommend the G90 Ultimate is either if you're operating a livery service or just want a V8 engine no matter what. Otherwise, you'll be happy with the G90 Premium and its twin-turbo V6. That said, the current G90 is starting to show its age, especially when compared to some of the new Genesis models such as the G80 and GV80. A new model is coming down the pipeline and if the recent models are any indication, the G90 has a real shot of becoming one of the best luxury sedans. Disclaimer: Genesis Provided the G90, Insurance, and One Tank of Gas Year: 2020 Make: Genesis Model: G90 Trim: 5.0 Ultimate Engine: 5.0L GDI V8 Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 420 @ 6,000 Torque @ RPM: 383 @ 5,000 Fuel Economy: City/Highway/Combined - 16/24/19 Curb Weight: 4,817 lbs Location of Manufacture: Ulsan, Korea Base Price: $75,700 As Tested Price: $76,695 (Includes $995.00 Destination Charge) Options: N/A -
Do you need a V8 engine in your flagship luxury sedan? That's a question I posed myself when a Genesis G90 equipped with a 5.0L V8 engine was dropped off for a week. The standard G90 with the twin-turbo V6 offers an impressive amount of performance and refinement. But the V8 offers much more power, along with some extra goodies you cannot get with the V6. Since our last visit with the G90, Genesis has given a bit of a facelift. The front end prominently features a new diamond-shape. I found myself growing to like it, even if I thought it was a tad too large. But I can see this becoming a point of contention. Other changes include new wheels and a restyled rear end that makes the G90 look a bit cleaner. No changes of note for the interior. It still is very luxurious to sit in and the controls are logically laid out. The only item I'm sad not to see is the new 12.3-inch digital cluster that is found in the all-new G80 and GV80. Opting for the Ultimate means back seat passengers get their own screens mounted behind the front seats. This allows you to tap into the G90's infotainment system to play audio, check various information, and look at the navigation system. Ultimate models come with the larger 5.0L V8 producing 420 horsepower and 460 pound-feet of torque. This is paired with an eight-speed automatic and rear-wheel drive. All-wheel drive is available as an option. The V8 is a bit of a tough sell when compared to the twin-turbo 3.3L V6 as it slower off the line and not as flexible whenever you need to accelerate quickly. Both engines also are similar in terms of refinement, offer a muted engine note. The only place I found the V8 to be slightly better than the V6 was in my average fuel economy. The V8 returned 24.7 mpg, while the V6 only got 20.3 mpg. A combination of the V8 G90 being rear-wheel and not all-wheel, along with more miles being done on the highway likely contributed to the better fuel economy figures. Ride quality is still on the hallmarks of the G90. With the adaptive suspension in either SMART or Comfort, the G90 glides along any road surface with nary a bump or pothole coming inside. Around bends, the G90 doesn't feel at home with a fair amount of body roll. There is a Sport model to help reduce this, along with adding more weight to the steering. For the as-tested price of $76,695, you are getting quite a lot of equipment. There are LED headlights, Nappa leather upholstery, three-zone climate control, 17-speaker Lexicon audio system, power sunshades, adaptive cruise control, blind spot monitoring, memory settings for seats, and much more. The only way I could recommend the G90 Ultimate is either if you're operating a livery service or just want a V8 engine no matter what. Otherwise, you'll be happy with the G90 Premium and its twin-turbo V6. That said, the current G90 is starting to show its age, especially when compared to some of the new Genesis models such as the G80 and GV80. A new model is coming down the pipeline and if the recent models are any indication, the G90 has a real shot of becoming one of the best luxury sedans. Disclaimer: Genesis Provided the G90, Insurance, and One Tank of Gas Year: 2020 Make: Genesis Model: G90 Trim: 5.0 Ultimate Engine: 5.0L GDI V8 Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 420 @ 6,000 Torque @ RPM: 383 @ 5,000 Fuel Economy: City/Highway/Combined - 16/24/19 Curb Weight: 4,817 lbs Location of Manufacture: Ulsan, Korea Base Price: $75,700 As Tested Price: $76,695 (Includes $995.00 Destination Charge) Options: N/A View full article
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The 86's exterior has undergone some significant changes. The most apparent is the front where the front bumper has been swapped to give the coupe a slightly more aggressive look. There are also new headlights with the "86" logo seen on the outside edge. These changes, along with a rear wing really help the 86 still look quite fresh. A feat when you take into consideration that this car, along with its sister, the Subaru BRZ has been around for eight years. The interior boasts a new steering wheel, updated instrument cluster with a color trip computer; and a seven-inch touchscreen radio featuring Apple CarPlay and Android Auto compatibility. Trying to find a comfortable position the 86 took longer than I expected due to the limited amount of adjustments on offer. The sport seats provide excellent bolstering to hold you in during enthusiastic driving but falter in terms of comfort when it comes to long drives. As for the back seat, I would only recommend it for either very small kids or extra storage space. We come to the key weak point of the 86, the engine. It is the 2.0L Flat-Four from Subaru which produces 205 horsepower and 156 pound-feet of torque when equipped with the six-speed manual - figures drop by five when equipped with the automatic. Not much has changed in the performance department. At low speeds, the 86 goes along merrily. But then the power band falls off a cliff and you're left wondering when it will come back. It doesn't help that the engine note of the 2.0L sounds like a bucket of bolts dumped into a dryer. This doesn't encourage wanting to climb higher in the rev band and giving the illusion of going faster - something Mazda does quite well with the MX-5 Miata. On my test car, an optional TRD exhaust was fitted and it somehow makes the noise worse. It sounded like a group of cats fighting one another to get that prime spot in the box from an Amazon delivery. The manual transmission does not like being shifted quickly as it becomes slightly stiff and bulky. Go slowly and the gear lever responds with a smooth and positive feel. An option that was ticked on this vehicle was the TRD handling package which adds a set of SACHS dampers. The SACHS do make an improvement in terms of body control as the 86 doesn't really exhibit any sort of roll. What you get a vehicle that is fun to toss in the corners. Helping out is the steering that responds quickly and provides a decent feel. But there is a downside to the TRD Handling package and that is the ride quality. I found the FR-S to be quite stiff and transmit most bumps and road imperfections. This package only increases the frequency and impact them. I would highly recommend driving a standard 86 against one with the Handling Pack to see which one you would prefer. The 86 GT starts at $30,115 and my tester with the two TRD options and some other items stickers at $34,783. If you drop the TRD options, then it becomes slightly better at just under $32,000. Who is the 86 for? The obvious answer to this is someone who wants something fun to drive but doesn't have that much to spend. Of course, there are other options that offer more performance, the 86 shines on a winding road. But as someone pointed out in our interactive review, the 86 is a good option for someone who wants a blank canvas. This and the BRZ have a large aftermarket which means an owner can build their coupe to their desires. Want to upgrade the suspension and brakes? There are parts available. Feel like dropping in a larger engine? That is possible. It's a blank canvas ready for someone to make it their own. Disclaimer: Toyota Provided the 86, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: 86 Trim: GT Engine: 2.0L DOHC D-4S 16-Valve Flat-Four Driveline: Six-Speed Manual, Rear-Wheel Drive Horsepower @ RPM: 205 @ 7,000 Torque @ RPM: 156 @ 6,400 Fuel Economy: City/Highway/Combined - 21/28/24 Curb Weight: 2,817 lbs Location of Manufacture: Ota, Gumma, Japan Base Price: $30,115 As Tested Price: $34,783 (Includes $995.00 Destination Charge) Options: TRD Handling Package - $1,270.00 TRD Exhaust System - $1,100.00 TRD Sway Bar - $550.00 Special Color - $425.00 Center Armrest - $199.00 All-Weather Floor Mats - $169.00 View full article
