While many SUVs boast a host of features and off-road prowess, Land Rover’s Defender is truly a luxury SUV with serious off-road chops. Defender is offered in three body styles of base Defender 90S, 90 X-Dynamic SE, 90 V8, 90 Carpathian Edition, 110 S, 100 X-Dynamic SE, X, SE, V8, 110 Carpathian Edition, 130 S, 130 Dynamic SE, 130 Outbound, 130 X, and 130 V8. Whew! That’s an exhausting choice but each are customizable with options and features galore. Of these, the Defender 90 is a 2-door, 110 is a mid-size 4-door and the 130 we tested had 3-row seating. We were privileged to test the Defender 130 X-Dynamic SE, a nicely loaded and truly capable SUV with 11.4 inches of ground clearance while possessing excellent on-road manners. There’s no mistaken a Defender from other SUVs with its boxy styling lines that give it a rugged, yet modern look. And like all Land Rovers/Range Rovers, they’re fit for a king, of England of course where they are the vehicle of choice. The one styling feature that stands out is that the Defender maintains a spare tire mounted on the swing-out tailgate. The problem with this is that it blocks rear visibility somewhat. But it’s not unique since Jeep Wranglers have the same mounting position. Defender’s interior is also a bit unique with screw heads (representing tough, ruggedness) on interior trim. But the dash and vertical stack is pleasingly classy and easy on the eyes with its simple lines. A 11.4-inch infotainment display is vivid and serves Apple CarPlay, Android Auto connectivity, XM satellite radio, navigation, rearview camera w/overhead view, HVAC selections and drive modes. Our only complaint here is that certain selections for drive mode, for example, only stays on for three seconds. It should stay on longer. Ingress/egress into the cabin is an easy 20 inches or 23 when the optional and adjustable air suspension is at its highest position. Below it is a neatly arranged pod of sorts with a dog-leg shaped gear selector for the slick shifting 8-speed automatic transmission. Next to it are the large and easy to operate and see HVAC controls. The digital gauge cluster also displays the various drive modes including off-road modes plus a driver information display for features, functions and alerts. As for the multiple drive modes, there’s a wading mode where the Defender can negotiate up to two foot, 11 inches of water. Few competitors, other than the Jeep Wrangler, can handle that water depth. Defender also has a center-lock differential that helps when the going gets tough or stuck. There’s also an optional rear wheel lock as well. Again, few offer those traction features in addition to several off-road modes. Defender’s front seats are amply padded with decent lateral support for keeping the torso snug during bumpy off-roads. The center console houses a wireless phone charger and a small ice-box to keep perishables or drinks cool. The console’s lower half offers a large bin to stow a purse even a small backpack. It’s a practical use of normally wasted space of SUVs with enclosed console sides. Second row seats are nicely padded and have good leg and head room. They’re heated and slide fore and aft to access the third row that has about the same amount of leg room as the second row. Actually, three small statured adults can fit back there, a rarity among three-row SUVs. As for the cargo area and with the third-row seats upright, there’s a mere 15.3 cubic feet of loading space that measures 14 inches deep, 38 wide and 35 high. Flip the third row and capacity expands to 35.8 cubic feet and loading depth increases to 48 inches. And when folding the second row as well, space increases to 47.24 cubic feet for 80 inches of loading depth. A full six feet. While Defender’s can be had with a choice of five different powerplants, our tester came with a hot 3.0-liter turbocharged/supercharged V8 that produced 395-hp and 406 lb/ft of torque for EPA mileage estimates of 17 city, 20-highway mpg with auto start/stop engine technology and when coupled to the quick shifting 8-speed automatic transmission. Defender has a tow rating of an impressive 8,200 pounds. The powertrain moved this 5,620-pound hunk with ease. In fact, it felt more like a V8 under the hood. There’s certainly no want for power either from a standing stop or during highway passing maneuvers. And if you think that’s not enough grunt, there’s the optional 5.0-liter supercharged V8 with 518-hp and 461 lb/ft of torque. That has to be an awesome ride. As for ride and handling on tall 22-inch Continental tires, Defender is planted both on and off-road and its balance is near perfect. Its heft can be felt when negotiating sharp turns, but there’s virtually no body lean and the ride is smooth and exceptionally quiet. Defender gives a confident and assuring ride under all driving conditions. And that can’t be said for a lot of other comparable SUVs. It’s as solid as a tank. I know the comparison having ridden in one when I was in the Army at Fort Knox Ky, the home at the time of the Army’s Armor Division. Now all this ruggedness and luxury doesn’t come inexpensively. The Defender carried a base price of $81,300 nicely equipped and with a long list of safety features such as blind spot assist, rear traffic monitor, lane keep assist, driver condition monitor, adaptive speed limiter and more. The options list is also exhaustive and adds to the base price. Optional items included comfort/convenience package ($1,000), premium interior package ($1,400), 22-inch gloss-black wheels ($2,200), exterior black exterior package ($1,310), head-up display ($1,000), Sanforini Black paint ($950), Ebony leather ($750), Premium Interior ($700), Clear Sight rearview mirror ($570), Wheel Protection locks ($570), Four-Zone climate control ($400), full size spare wheel ($200), Handover Pack ($28) and delivery ($1,475) that took the bottom line to $93,853. If you can do without some of the aforementioned item, this price can be shaved somewhat. Defender comes with a 4 year/50K mile bumper-bumper warranty. Defender is a luxurious off-roader that if you can afford one, it’s the consummate family friendly SUV that’s fit for a king and queen.
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The last time we tested Chevrolet’s bite-sized Trax subcompact crossover was back in 2019. Since then, the 2024 second generation 2024 Trax has been completely redesigned, and what a car it is. Trax is a bit larger in size, more economical and one heckuva buy. Rated as a subcompact, the 179-inch long (was 167 in 2019) Trax is a handsome subcompact with sleek, eye-grabbing styling. It’s one of those that says “how can you not like this car,” especially my test car that was painted a dazzling Cacti Green with slick LED headlights. Trax is offered in five trim levels of base LS, 1RD, LT, 2RS and tested Activ. The base model is one of the few affordable crossovers on the market with its $21,495 base price nicely loaded. The 2024 Trax is longer and wider and as such offers a spacious interior for a compact. And the interior is very stylish and one you’d find in a more expensive crossover. HVAC controls use buttons and knobs that are easy to view and use with selections displayable and changed on the 11-inch touchscreen that also serves a rearview camera, satellite audio, Apple CarPlay/Android Auto and Wi-Fi Hotspot connectivity. Navigation is available via a cell phone connection. Evotek heated front seats are soft and nicely bolstered. On the digital gauge cluster, it a single gauge for the speedometer and tachometer combined with the latter encircling the speedo. There’s also a phone charger at the base of the vertical stack that has receptacles for wired charging. To make the interior even more sporty, Chevy designers could have included a flat-bottom steering wheel for a racy look. With a low 18-inch step-in into the cabin, back seat riders have a surprising amount of leg and head room. As there’s no transaxle hump, a flat floor allows for a middle rider with decent leg room provided it’s a youngster. Back in the cargo area that has a low 29-inch lift-over for easy loading heavy gear, and with the rear seatbacks upright, there’s 25.6 cubic feet of cargo space that measures 34.5 inches deep, 38 wide and 26 high. Flip the rear seatbacks and cargo capacity increases to 54.1 cubic feet for 68 inches of cargo loading depth. Beneath the cargo floor is a space saver spare tire in a deep well where some small items can be stowed in front of it. Trax gets it grunt from a small but mighty 1.2-liter turbocharged 3-cylinder that couples to a 6-speed automatic transmission and generates 137-hp and 162 lb/ft of torque for EPA mileage estimates of 28 city, 32-higher mpg with auto start/stop engine technology. So powered, full-throttle acceleration from a standing stop is linear, but sufficient for easily passing 18-wheelers on interstates. As for the ride, Trax’s suspension and short wheelbase provides a firm ride on bumpy roads but smooths out on improved roads and highways. And it’s a relatively quiet ride, even with the 3-banger. Trax handled admirably in sharp turns and winding roads where it remained stable and planted. And with its compact size, it parked easily and was actually fun to drive. With a 7.3-inch ground clearance, Trax can negotiate modest snow depths and some mild off-roads. With the Activ being the top-line model, it’s also the most expensive at a mere $23,900 base price. At this price, Trax was loaded with a long list of safety features including Chevy Safety Assist that includes forward collision alert, automatic emergency braking, front pedestrian braking, lane keep assist w/lane departure warning, following distance indicator, tire pressure monitoring, remote start and many more. On the options side, Trax came with a sunroof ($795), Driver Confidence package ($795) that includes rear cross traffic alert, lane change alert w/side blind side alert, adaptive cruise control and rear park assist. With a delivery charge of $1,690, the bottom line reflected $25,590. A very affordable price for a content laden crossover that’s a head turner and exceptionally economical. Trax comes with a 3 year/36,000-mile basic warranty and 5/60K-mile powertrain warranty plus 24/7 roadside assistance coverage. When you mention Cadillac, many folks conjure an image of America’s top, iconic, luxury brand for many years. And in a couple old episodes, Gerry Seinfeld even bought his Florida-based father a Caddy. Going back to the 90s, Cadillac introduced the Cadillac Escalade, an SUV to accompany their fine line of sedans and coupes. Today, Escalade can be considered the major choice of transportation for discriminating buyers like NBA and NFL players to mention a few, as they probably appreciate the interior space (large guys need that), luxury, comfort and inherent quality. Escalade can be had with second row captain’s chairs or a bench seat for 8 passenger seating. For 2024, Escalade is offered in base Luxury, Premium Luxury, Sport, Premium Luxury Platinum (we tested), Sport Premium and hot V-Series with a 682-hp supercharged V8. There’s also the newly debuted Escalade IQ all-electric model. For starters, Escalade strikes a bold presence with its massive and traditional Cadillac look grille. Even its back end has a striking presence with its thin, vertical taillights and wide, rectangular tailpipe extensions. Inside, the opulence is evident with sueded pillars, quilted leather seats, massaging front seats that are heated/cooled as are the rears. A total 38-inch curved OLED infotainment display encompasses the 7.2-inch digital gauge cluster for a one-piece look. The premium AKG audio system is enhanced with 36 speakers, four of which are embedded in the front/rear seat headrests. And an UltraView sunroof gives rear passengers a panoramic skyward view. The suave 16.9-inch infotainment display offers apps, navigation, rear, side, overhead, frontal and revolving cameras, GM’s OnStar assistance, Sirius radio, Apple CarPlay, Android Auto and Wi-Fi hotspot connectivity. There’s also a sensor in the top part of the steering wheel that detects driver head position and lets you know if you turn your head away from the road ahead. When entering school zones, a voice announces it so the driver slows down. As an added safety feature, the driver’s seat buzzes when a hazard is sensed in forward and backing modes. HVAC controls are of the keyboard type and are simple to use with selections displayable on the infotainment screen. The gear selector is dog-leg shaped and controls the 10-speed automatic transmission. A cell charger resides on the console and the dash holds mode switches. One is for the AWD system with a limited-slip differential that offers Auto, 2Hi, 4Hi modes, while the Drive Mode switch offers Tour, Sport, Off-Road, Tow-Haul and My modes. There’s also a Tow-Haul switch for a trailer-brake controller that’s helpful when towing a sizable trailer. Step-in into the cabin is a low 10 inches to the powered retractable running boards, or 22.5 inches straight in. Front seats are heavily padded, comfy and supportive. Second row captain’s chairs in our test car offered ample leg and head room. The second row also slides fore/aft for easy third row access that also has decent leg room of 34.9 inches. Back in the cargo area, and with the third-row seats upright, there’s 25.5 cubic feet of space that measures 21 inches deep, 49 wide and 32 high. Flip the third row and space increases to 72.9 cubic feet for 51.5 cubic feet. Need more space, fold the second row and space expands to 121 cubic feet for 84 inches (7 feet) of loading depth. A power, hands-free liftgate makes loading easier especially on rainy days and your hands are full plus a low 33-inch lift-over eases loading heavy items. Escalade gets its grunt from a proven 6.2-liter, V8 that generates 420-hp and 460 lb/ft of torque for EPA mileage estimates of 14 city, 18-highway mpg. It moves this 5,823-pound SUV with ease and exudes gobs of power. Desire more power? The Escalade-V bolts on a supercharger to the 6.2-liter V8 for a whopping 682-hp and 653 lb/ft of torque that couples via the same 10-speed auto trans. Need added towing muscle? There’s also a Duramax turbo diesel that produces 277-hp and 460 lb/ft of torque. Shod with 22-inch Bridgestone tires and an air suspension with Magnetic Ride Control, Escalade rides exceptionally smooth and quietly. It handles superbly too. In sharp turns there’s virtually no body lean and it remains planted as its weight offers a secure, pleasurable ride. There’s also Park Assist that will park it for you with some guidance. Escalade is an SUV you’d want for that long ride with the family to Disney in Orlando this summer. And large 11-inch video screens behind the front row headrests will provide movie time for the kids so that won’t have to ask, “Are we there yet?” The standard safety feature list is lengthy and includes reverse automatic braking, rear cross traffic alert, trailer side blind zone alert, forward collision alert, front passenger braking, rear passenger alert and lane keeping assist w/lane departure warning. With all that and lots more, Escalade had a base price of $113,695. Options added were night vision ($2,000), power assist steps ($1,750), console refrigerator/freezer ($700) and delivery, took the bottom line to $120,090. Yes, that is an NBA/NFL player price, but I spoke to a gent who was recently retired from the food produce business who said he treated himself to an Escalade as his retirement gift. He managed to get his for $90,000 nicely equipped. If you can swing it, Escalade is a content laden, superb driving AWD that is good on road as it can be off-road when needed. To its credit, Escalade has impressive government 5-star safety ratings of four stars as an overall score; five for driver frontal crash, four for passenger; five each for front/rear seat side crash; and three for rollover. Escalade comes with a 4 year/50K bumper-bumper warranty, 6/70K powertrain coverage that includes roadside assistance, courtesy transportation and free first maintenance visit. BMW's 2024 AWD Sports Activity Coupe offers performance, sneaky styling and mild hybrid economy3/23/2024 BMW’s ultra-stylish and posh X6 AWD midsize luxury SUV sports a sleek, slippery looking coupe-like roofline that BMW refers to it as their “Sports Activity Coupe” even though it’s a four-door. And like all BMWs, X6 exudes superb performance and handling. X6 comes in two flavors. The X6 xDrive40i that is V6 equipped, and the X6 M60 xDrive that is V8 powered. Both engines have a 48V mild-hybrid package that really improves fuel economy. We were privileged to test the xDrive4oi and it’s everything BMW’s are noted for, and then some. For 2024, X6 received a face-lift of sorts in that it has a blacked-out kidney grille and air scoops in the front fenders in front of the wheels. New sexy taillights have a lifted brow look and Ovid shaped exhaust tips add to its racy styling that is enhanced with the M Sport package. X6’s interior is gorgeous with its 14.9-inch curved display encompassing a 12.3-inch all-digital, customizable gauge cluster along with sumptuously padded, heated/cooled leather front seats that have a tufted design and are complimented with extended under thigh support that’s nice to have on long trips. The dash is adorned with Fineline Black Wood trim and the gear selector is a crystal glass toggle lever that is supplemented with large paddle shifters. Residing next to it is a mode selector switch for Sport, Comfort, Eco Pro and Hill Descent mode. In Sport, the driver can select sub modes of Sport Plus, Sport Individual or Configure Individual, all of which are part of X6’s Xtra Dynamic settings. The infotainment display is of Google design and has all the features and functions that support premium audio, rearview and frontal cameras, HVAC selections, voice capable navigation, Apple CarPlay, Android Auto connectivity, real-time traffic reports, on-street parking info and loads more. With a low and easy 21-inch step-in into the heated back seats, they can seat three abreast as the transaxle hump is low and if the middle rider is a youngster. Leg room is good provided the fronts aren’t racked well rearward. Rear seat head room is generous although the sloping roofline needs a head tilt for tall folks when entering/exiting the back seat. Back in the spacious cargo area, and with the rear seats upright, there’s 27.4 cubic feet of space that measures 42 inches deep, 41 wide and 29 high. Flip the seat backs and space virtually doubles and offers 72 inches of cargo loading depth. Lift-over into the cargo area is an easy 33 inches that makes loading heavy items a breeze. Beneath the cargo floor is a space saver tire, jack and tools. X6 xDrive 40i gets its potent grunt from a 3.0-liter, turbo inline 6-cylinder that puts out 375-hp and a whopping 398 lb/ft of torque for EPA mileage estimates of 23 city, 26-highway mpg. Power gets routed to the wheels via a quick shifting 8-speed automatic transmission. And with paddle shifters, shift points add extra excitement. And I might add, under full, even half throttle acceleration, the trans shifts lightning fast and sounds like an Indy car shifting when going through the gears. I can only imagine what the M60 xDrive with its 4.4L turbo V8 with 523-hp and 553 lb/ft of torque must feel like. It has to be an extra awesome experience. X6 rode beautifully, albeit a tad taut on Pirelli 22-inch tires and sporty suspension. In sharp tight turns X6 remained planted and poised. And the tones emanating from the exhaust is music to the ears as are the engine tones that reflect BMWs precision and excellent engineering. One optional ($2,100) feature was the Driving Assistance Pro package that includes full-speed adaptive cruise control, lane keeping assist, traffic jam assist and Highway Assistant that allows hand-free driving on selected roads. All but the latter is nice to have but having a car like the X6 you want to drive it yourself to get its full driving and performance experience. There’s also a lot of current questions about hands-free driving that Tesla, for example, is going through from NHTSA and law suits as a result of accidents. The X6 came exceptionally equipped at a base price of $73,900. But hold on. The options list includes Aventurin Red Metallic paint ($650); M Sport Pro Package ($1,650); Parking Assistance Package ($800); Executive Package ($3,450); Climate Comfort Package ($1,350); 22-inch M Sport wheels ($1,900); Multi-Contour seats ($750); delivery ($995) and the aforementioned Driver Assistance Package took the bottom line to $87,545. This is on par with such competitors as the Mercedes AMG GLE, Audi Q8, Porsche Cayenne and a few others.. But none of those hold the distinction and prestige of a BMW. X6 comes with a 4 year/50K basic and powertrain warranty, 12-year Unlimited rust perforation warranty and 4-year Unlimited roadside assistance program.
Kia’s 3-row 2024 Telluride AWD SUV has been a hit for the carmaker in that it offers styling, interior space, has best resale value and is a top safety pick. What’s strange is that Hyundai’s (Kia’s parent company) Palisade 3-row SUV, shares essentially the same platform as the Telluride, but the latter has outsold it. Maybe because car buyers like the forward styling or maybe they like the name Telluride, especially if they’re skiers and have skied that popular western mountain. Telluride is offered in LX, S, EX, EX X-Line, SX, SX X-Line, SX X-Pro, SX Prestige and SX Prestige X-Line. We were privileged to test the latter. And what an SUV it is. As the top-line model, the X-Line denotes a more rugged stance on 20-inch Michelin tires, a bold grille and roof rails for strapping on kayaks or other outdoorsy gear. Telluride’s interior is upscale and snazzy with Nappa leather seating plus sueded ceiling and pillars. A curvy-shaped dash encompasses a 12.3-inch infotainment display on one side, and a 12.3-inch all digital instrument cluster on the other. The infotainment display serves a host of functions like Harmon-Kardon audio, satellite radio, navigation, climate selections, a rearview, side view, overhead and revolving view cameras, voice memo’s and more. Aside from the typical tach and speedometer on the instrument cluster, it displays features, functions, modes, alerts, plus left/right blind side cameras. There’s also an adjustable 10-inch head-up-display that provides constant driving data. Within the navigation system is a nifty nav-based smart cruise control system that incorporates speed adjustment based on road conditions. There’s also a free 12-month subscription to Kia Connect services for real time traffic conditions. With three rows, Telluride is rated to seat eight with a second row bench seat, or seven with captain’s chairs in the second row. And ingress/egress is a low 19-inch step-in. Third row access is surprisingly good and they can actually seat two short statured adults. The front seats are heated/cooled, heavily padded and nicely supportive. The second row has gobs of leg and head room and have their own HVAC controls located on the ceiling above the seats. They’re also heated as are the third-row seats. Regarding the third row, Telluride has Driver Talk that sends the driver’s voice through the rear speakers for conversation or to scold unruly kids in the rearmost seats. Telluride’s console houses the gear selector for the 8-speed automatic transmission, a phone charging pad and mode selection switch for Comfort, Sport, Smart, Eco, Snow and AWD Lock modes. The latter offers added traction when getting stuck in deep snow or mucky mud. It’s an important feature to have and one that even more expensive SUVs don’t’ offer. Kudo’s to Kia for having that. Back in the cargo area that has an automatic opening/closing liftgate provided the fob is on the person, it’s a nice assist to have the hands and arms are loaded with packages. The liftgate door opens when approaching the door, and closes when walking away. With the third-row seats upright, there’s 21 cubic feet of cargo space that measures 19.5 inches deep by 47 wide and 32 high. Flip them and space increases to 46 cubic feet for 50 inches of loading depth. Flip the second row and there’s 87 cubic feet for a whopping 84 inches (7 feet). And lift-over onto the cargo floor is an easy 29.5 inches. Beneath the cargo floor is a 3-inch deep, full-width bin for small item storage. Telluride gets its grunt from a 3.8-liter V6 that generates 291-hp and 262 lb/ft of torque for EPA mileage estimates of 18 city, 24-highway mpg. When coupled to the 8-speed trans, it can tow up to 5,500 pounds in the X-Line model. So powered, Telluride has excellent acceleration from a standing stop and during passing maneuvers. Select Sport mode and the gauges turn red and white and shifts points are held longer for quicker acceleration and performance. As for ride and handling, Telluride is smooth and ultra-quiet. In sharp, tight turns, it remains planted and the steering offers good road feel. And it’s a nimble and easy to park SUV. Telluride SX Prestige X-Line carried a base price of $52,185 generously equipped with a host of safety features such as forward collision avoidance (cyclist, junction turning), blind spot collision warning, rear cross traffic collision-avoidance assist, reverse parking collision avoidance assist, safe exit assist/highway driving assist, smart cruise control w/stop-go, and more. On the options side, Wolf Gray Paint ($495), carpeted floor mats ($225), cargo cover ($155), carpeted cargo mat w/seatback protection ($115) and delivery ($1,365) took the bottom line to $54,540. An impressive price for this much content in a good-looking SUV. Kia figured it all out, and put it together in an impressive 3-row. Telluride X-Line came with top government safety ratings of a full five stars for an overall score, four each for driver/passenger frontal crash, five for front/rear seat side crash and four for rollover. In addition, the Insurance Institute for Highway Safety gave it their Top Safety Pick-Plus award. All compelling reasons to consider a 2024 Telluride. Telluride comes with a generous 10 year/100K powertrain warranty, 5/60K basic warranty and a 5/60K roadside assistance coverage. After spending a week in the Telluride, I can say it’s the best 3-row AWD SUVwe’ve tested to date. Dodge's 2023-24 Hornet R/T combines performance with racy styling to form a compelling AWD CUV3/5/2024 If you’re old enough to remember the AMC Hornet car of yesteryear, Dodge resurrected that name for their 2023-2024 compact Hornet compact-utility vehicle (CUV). It takes that badging to new heights in todays market. The original Hornet name was for an AMC Hornet that ended production in 1977. Then in 1987, Chrysler acquired AMC and the Hornet name that was dormant until 2006 when Chrysler bestowed it on a 2006 Hornet concept. It was a five-door mini MPV and was powered by a 1.6-liter supercharged Tritec inline 4-cylinder that generated 170-hp and 165 lb/ft of torque, and it was FWD. However, it never entered production and was rumored to find a home as a Fiat or Alfa Romero. That never came to fruition until 2023 when Dodge debuted it as a hot performer for a reasonable price. The 2024 Hornet compact crossover is based on the Alfa Romeo Tonale, which is not a bad Italian marriage. And it’s the first Dodge vehicle to be offered as a plug-in-hybrid. Hornet is offered in GT, GT Plus, R/T and R/T Plus AWD that we were privileged to test. Unfortunately, we tested the non-hybrid 2023 as the 2024 was not available for testing, but we’ll also describe the PHEV version that will probably be the most popular because of its efficiency. Hornet R/T Plus tested has distinctive, muscular styling with a hood that has twin functional air scoops that Dodge calls “integrated heat extractors.” The grille has a “mail slot” of sorts opening while the back end has curvy, rounded styling with a tail-light assembly that slots across the entire liftgate. Hornet’s interior has sporty, perforated leatherette heated/cooled front seats that have snugging lateral support, a 10.25-inch infotainment display and 12.3-inch digital gauge cluster that rounds out an attractive cockpit. The information display serves the Harmon Kardon audio, navigation, rearview, front view and surrounding view cameras, climate selections and mode selections plus Apple CarPlay, Android Auto connectivity. Hornet’s console houses the 9-speed automatic transmission gear selector and a phone charger. We must take issue with the rear doors, as the first time I opened the driver’s side, its wing of sorts at the top side of the door, hit me in the noggin. It’s pointed. Dodge could have rounded it somewhat while still maintaining a swept back design. Back seats are a bit on the firm side for two adults or three youngsters as the transaxle floor is low allowing some leg room for short legs. Back in the cargo area, it’s fairly spacious and rated at 22.9 cubic feet that measures 31.75 inches deep, 38.5 wide and 30 high. Since the rear seatbacks don’t fold, there is a pass-through to stow long items. Beneath the trunk floor is a space saver spare tire and four hard-foam bins for small item storage. The 2023 tested was powered by a 2.0-liter inline turbocharged 4-cylinder that generates 268-hp and 295 lb/ft of torque. When routed through the 9-speed automatic transmission, it garners EPA mileage estimates of 21 city, 29 highway mpg. In Sport mode, and when the turbo kicks in, Hornet can do a 0-60 sprint in 6.5 seconds according to Dodge. It has lively acceleration from a standing stop and when passing 18-wheelers. And while in Sport mode, Hornet’s exhaust tone has a throaty delicious sound. It carries a tow rating of up to 2,000 pounds. Now for the PHEV plug-in version. It comes with a 1.3-liter turbocharged 4-cylinder with 6-speed auto trans and when joined by an electric motor, generates an impressive 288-hp and 383 lb/ft of torque. With its 15.5 kWh lithium-ion battery pack, Hornet has an all-electric range of about 32 miles with EPA ratings of 77 MPGe. The R/T PHEV has a PowerShot mode that can provide a boost of 30-hp that offers a 15-second burst of added power that’s provided by the battery and electric motor for a 0-60 sprint of 5.6 seconds. To accomplish this, the driver has to pull back both paddle shifters while tromping the accelerator. Going back to our 2023 test car, handling is responsive and positive. Hornet can be tossed in the turns and it sticks with confidence. And it parks easily with a tight 37.95 feet turn radius. As for snowy weather and AWD, Hornet has a modest ground clearance of 6.1 inches. And the ride on 19-inch Goodyear tires is a bit on the taut side as its tuned for a sporty ride with Koni FSD shock absorbers and Chapman suspension with rear stabilizer bar. Price wise, our Hornet carried a base price of $34,995, but escalated after adding the Blacktop Package ($1,995) that is essentially a trim package; Teck Pack ($2,245) consisting of the surround view camera, front/rear/side park assist, drowsy driver detection, active driving assist and intelligent speed assist; compact spare tire ($350 this is an unusual charge); Blu Bayou exterior color ($495); and delivery ($1,595) which took the bottom line to $41,060. Hornet carries a 3-year 36K new vehicle warranty and a 5/60K powertrain. If opting for the PHEV version, the R/T’s hybrid battery is warranted for 10/100K miles. Beginning life as an AMC Hornet, the 2023-24 is a real looker and performer in either non or PHEV hybrid configuration. I’d love to see it if Dodge could shoehorn in an explosive Hellcat V8 engine. So powered, Hornet could probably do wheelies. It’s been a while since we tested a Buick. And the one we recently tested is certainly not a banker’s car or car for older folks as that long-time stigma was bestowed on Buick cars in the past. Far from those misnomers as we were really impressed with Buick’s 2024 Envista FWD compact crossover. Envista is one of four crossovers in the Buick stable and slots between the subcompact Encore GX and larger Envision. All sized slightly differently and priced accordingly. Envista has attractive styling that looks like no former Buick. Its coupe-like roofline gives a sporty, swept-back look. It shares the same platform as Chevy’s Trax that we’ll review in an upcoming column. And Envista has just the right amount of chrome trim for a classy, upscale, snappy look. This handsome crossover is offered in Preferred, Sport Touring and top-line Avenir that we tested. Avenir comes with heated perforated leather seats, while the other two have leatherette seats. Envista’s cockpit has two digital screens that Buick designers made look like one 19-inch display. The infotainment display is a vivid 11-inches diagonal while the gauge cluster is 8 inches. The infotainment display serves the audio, Apple CarPlay, Android Auto connectivity, Wi-Fi Hotspot, OnStar, climate selections, navigation, rearview camera and some voice commands. Its HVAC controls are easy to operate and view. Some climate selections can also be made on the display. Add a heated flat-bottom steering wheel and Envista’s cockpit takes on a racy look. The console hosts a wireless phone charger with receptacles for wired charging. It shares the console with the gear selector for the 6-speed automatic transmission. Over on the large all-digital gauge cluster, it has a driver information display for alerts, various operating functions and features, in addition to vehicle speed, gear selection and fuel tank level. Envista’s back seat is nicely padded and soft with good leg and head room for a pair of 6-footers. And since there’s no transaxle hump, three riders can be accommodated provided the middle rider has short legs. Perhaps the only low point with the interior was that the lap belts couldn’t be adjusted up or down. As such, the belt would give me a shave for my short five-foot-seven height. Envista gets its grunt from a small 1.2-liter turbocharged three cylinder that develops 137-hp and 162 lb/ft of torque for EPA mileage estimates of an impressive 28 city, 32-highway mpg. This is with engine start/stop technology and when coupled to a 6-speed automatic transmission. At full-throttle, power is applied in linear fashion. And the engine is surprisingly quiet for a 3-banger. The powertrain has no problem moving Envista’s 3,115 pound curb weight. Back in the cargo area where the liftgate opens high for tall folks, and with the rear seats upright, there’s 20.7 cubic feet of cargo space that measures 36.5 inches deep, 39.5 wide and 27 high. Flip the seatbacks and capacity expands to 42 cubic feet for 68 inches of depth. Envista comes shod with Continental 19-inch tires that provide a smooth and quiet ride. With its short wheelbase, Envista is a breeze to park even in tight spaces. Price wise, Envista Avenir carries a most affordable (in today’s car prices) base price of $28,600 nicely loaded with a host of safety features such as following distance indicator, remote start, forward collision alert, lane keeping assist w/lane departure warning, automatic emergency braking and front pedestrian braking. When encountering any of these and others, the driver’s seat vibrates as a warning. On the options list, Avenir’s Advanced Safety Package ($795) includes rear cross traffic alert, lane change alert w/side blind zone alert plus outside heated mirrors and rain sensing wipers that took the bottom line to $30,490 with delivery. That’s still a reasonable price for an eye-grabbing crossover. And it could be even more appealing here in the Snowbelt if it were available with AWD. Envista comes with a 3 year/36K mile bumper-bumper warranty, 5/60K powertrain along with roadside assistance and courtesy transportation, and first maintenance visit or whichever comes first. In a recent Automotive News article, the auto industry trade newspaper, Lexus and Toyota take top spots in J.D. Power’s dependability survey. Lexus in particular, has the lowest rate of complaints compared to others, and they have the strongest resale value. We were privileged to review one of Lexus’s top sellers, the compact NX 350h Luxury Hybrid SUV. This handsome SUV retains the Lexus trademark bold grille and flowing lines. The model comes in several forms starting with the NX 250, NX 350 AWD, NX 350 F Sport Handling AWD, NX 350 AWD, NX 450h Plus AWD, and NX 450 Plus F Sport Handling AWD a plug-in-hybrid. Let’s face it, who knows more about hybrid’s but Toyota, Lexus’s parent company. And another report shows that Toyota/Lexus sold more hybrid’s in 2023 than ever before. The NX 350h comes with an upscale and comfortable interior. Heated/cooled and nicely supportive front seats hug the torso every so securely. Black open pore wood trim adorns the dash for an extra touch of classiness. Blended into the dash is a vivid 14-inch touchscreen that serves the gamut of Mark Levinson audio, HVAC selections, wireless Apple CarPlay, Android Auto connectivity, Wi-Fi, Amazon music, drive modes and a digital assistant with some voice commands plus rearview, front and rotating view camera systems. A digital gauge cluster shows a host of functions and alerts through its embedded driver information display (aside from speed and gear selections). There’s also an adjustable heads-up display. And speaking of digital, NX 350h had a dual conventional and digital rearview mirror. In digital mode it shows a wide-angle view that doesn’t show headrests, tall folks or the rear pillars. The view takes some getting used to. The NX 350h has unique door handles. To open the doors from inside the cabin, merely press inward on the flat handles and the doors release slightly. That too, took some getting used to as its customary to pull on handles. Included is a wireless phone charger pad that slides backward to expose a small, 3-inch deep bin. Pretty nifty idea and design. A slim gear selector selects drive modes for the CVT automatic transmission and it’s the same one Toyota uses on their 2024 Crown sedan. NX comes with a rotary mode selector for Eco, Sport, Normal and a separate switch for EV only mode. Selections then display on the infotainment display. Back in the comfy and heated rear seats, that have a low 19.5-inch step-in, they can accommodate two adults or three youngsters as the transaxle hump is low. When carrying packages, a hands-free tailgate is a helpful feature. The cargo area within is spacious. With the rear seats upright, there’s 22.7 cubic feet of cargo space that measures 37.5 inches deep, 40 wide and 29 high. Flip the rear seatbacks and space increases to 46.9 cubic feet for 70 inches of cargo loading depth. A low 31-inch lift-over makes loading bulky items easier. The NX 350h comes with a 2.5-liter four-cylinder with electric motor for a combined 239-hp that garners EPA mileages estimates of an impressive 41 city, 37-highway mpg. Coupled to a CVT transmission, NX 350h has a tow capacity of 2,000 pounds. So powered, there’s no want for power and Lexus says it can do a 0-60 sprint in 7.2 seconds. All Lexus vehicles are noted for a smooth, quite, secure ride and the NX doesn’t disappoint on 20-inch Bridgestone tires. With its short wheelbase, NX has a tight 20 foot curb-curb turning radius for easy parking. And with 7.7 inches of ground clearance, NX can handle modest snow depths. My NX 350h test car came exceptionally equipped with a long list of safety features such as Lexus’ System 3.0 w/Lane Tracing Assist; pre-collision system w/pedestrian detection, dynamic radar cruise control w/curve speed management, lane departure alert w/steering assist, blind spot monitor and much more. The NX 350h carried a base price of $48,795 until a long list of options were added that included cold area package ($250); digital rearview mirror ($200); 20-inch alloy wheels ($1,300); power folding rear seat ($1,030); triple beam headlamps w/cornering lamps ($850); Mark Levinson audio ($1,020); premium Cadmium Orange paint ($595); panoramic sunroof ($500); panoramic view monitor, lane change assist-front ($1,070); Advanced Park (auto parking - $480); wireless phone charger;, 4G digital key ($450); dashcam ($375); and delivery ($1,150) took the bottom line to $58,075. This is next to the top-line NX 450h Plus F sport Handling AWD SUV at $59 905. Lexus NX 350h comes with a 4 year/50K mile new vehicle warranty; powertrain is 6/70K; hybrid hardware and batteries 8/100K and free first service for up to one year or 10K miles. While the NX 350h is not out of line when compared to the competition, you can’t go wrong as it offers reliability, quality build and an excellent resale value. It serves as a benchmark for other luxury compact hybrid SUVs. And I must admit, my wife owns a midsize 2008 RX 350 AWD SUV and loves it. . I said it before and I’ll say it again. The best thing that happened to Mazda was when Ford spun them off because Mazda had superb vehicles without Ford’s help. In fact, Ford used the Mazda platform for a Ford model or two. And since then, Mazda has made massive inroads into the crossover market with their popular selling CX-5, CX-30, CX-50 and top-line CX-90 crossovers. We were privileged to test the compact CX-50 AWD Turbo Meridian Edition that was equipped to handle off-road conditions and excursions, and is a real looker with its roof platform, black hood graphics, cladding and air vents that give it a rugged look for those with an active outdoor lifestyle. It certainly grabbed a lot of eyes. The CX-50 is slightly larger than the CX-5, but I can foresee it outselling the CX-5. It’s offered in 2.5 S Select, 2.5 S. Preferred, 2.5 S Premium, 2.5 S Premium Plus, 2.5 Turbo and 2.5 Turbo Premium. My test car was painted Dircon Sand Metallic and it garnered a lot of attention especially when I was filling it at a local gasoline station. One fellow came up to it to give it a closer look and said he was impressed. At first, he thought it was a Subaru since it’s one of several competitive carmakers the CX-50 competes against. The CX-50 outshines many of them as it comes with a classy, quiet cabin along with a low 19-inch step-in. It’s commendable that Mazda stayed with traditional operating controls that includes a vivid 10.25-inch infotainment display with CarPlay and Android Auto connectivity. A digital speedometer and analog supplemental gauges include a driver information display for features, functions and alerts and a heads-up display. CX-50 had a wireless phone charger that was nicely enclosed in the clam shell opening console box. Heated front seats are supportive and heavily cushioned. But I did miss a heated steering wheel during below freezing temperatures the week we tested it. A burly gear selector controls the standard 6-speed automatic transmission that is supplemented with paddle shifters. Behind it is Mazda’s MI-Drive switch for Normal, Sport and Off-Road drive modes. In Sport mode, engine rpm’s increase by 500 and the trans holds gears a bit longer for livelier performance. And when the turbo kicks in, acceleration is exhilarating. Next to it is a console mounted rotary dial for selecting the various display functions it serves. The back seats are also nicely padded and offer generous leg and headroom for two adults or three youngsters. And the doors open wide for easy ingress/egress. Back in the cargo area, and with the rear seats upright, there’s 31.4 cubic feet of load space that measures 41 inches deep, 42 wide and 28 high. Flip the 60/40 seatbacks and cargo capacity expands to 56.3 cubic feet for 73 inches of loading depth. Lift over into the area is a low 27.5 inches. Beneath the cargo floor is a space saver tire along with a full-width bin for small item storage. CX-50 gets it grunt from a 2.5-liter turbocharged 4-cylinder that puts out 227-hp and 310 lb/ft of torque for EPA mileage estimates of 23 city, 29-highway mpg. Coupled to the 6-speed auto transmission, it carries a tow rating of up to 3,500 pounds. With a curb weight of 3,206 pounds, CX-50 parks easily with a 36-foot turning diameter. It rides smoothly and quietly on 18-inch tires. With a touch of sportiness, CX-50 handles securely in sharp turns and remains planted throughout. When the going gets tough, CX-50s I-Active AWD system sends appropriate torque to all four wheels for added traction. CX-50 came with an extensive list of features and safety items such as lane departure warning, lane keep assist, blind spot monitoring, rear cross traffic alert, rain sensing wipers, Mazda radar cruise control w/stop and go function, to name a few. The niceties list includes a sunroof, rain sensing wipers with wiper de-ice, power heated outside mirrors and a couple more. And get this. So abundantly equipped, the only extra cost options were for a cargo mat ($100), Zircon Sand paint ($450) and delivery ($1,235) that took the base price of $40,800 to $43,960. To say the CX-50 is loaded, is an understatement. CX-50 comes with a 60 month/60K mile powertrain, 36 month/36K mile new vehicle warranties that includes 24-hour roadside assistance. For a those who like to spend weekends hiking, kayaking, camping and other outdoor pursuits, CX-50 not only looks the part, but can perform the part. Of all the luxury carmakers, Audi was the first to have an actual EV model on dealers’ showrooms, and before the Big Three did. And within that time, they managed to produce a very compelling AWD SUV in the form of their top-line, flagship Q8 Sportback S line e-tron midsize quattro (AWD). Since its introduction, the Q8-e (we’ll call it for brevity) has an extended range of up to 300 miles on a full-charge. And it is one good looking SUV with its large front air intake scoops and Matrix-designed LED headlights that can change its light pattern for maximum roadway coverage. When opening the doors, neat puddle lights illuminate the area within the door opening. Under the hood, and in place of an engine, is a frunk for small item storage. And in the back, there’s a trunk lip spoiler for a sporty, racy look. Also a first are dual charging ports on the front fenders. The driver’s side port is for a fast charger, the passenger side is for low voltage charging. Audi’s interior, oh it’s interior, is luxury personified and comfortable to boot with massaging, heated/ventilated leather front seats with extended under thigh support and perfect lumbar support. Even the pillars are sueded. And Audi was the also the first to offer a digital gauge cluster that is referred to as a Virtual Cockpit that serves a host of features, functions and alerts. Across the dash is a dual display. The top is the infotainment screen that hosts a huge number of functions including remaining battery charge, range, drive modes, parking assist choices, rear and frontal cameras, navigation w/charging station locations, chassis lift and more. The lower display is for the 4-zone HVAC system. Both are vivid, colorful, touch sensitive and relatively easy to use. Q8-e’s push button gear selector, supplemented with paddle shifters, is on the deep console and takes some getting used to. Nestled beneath it is a large wireless phone charging pad. Audi engineers did a superb job in designing the stack/console combination. Another fine point is that when engaging Park gear, the parking brake automatically sets, and releases when selecting Drive gear. After a low 18-inch step-in, back seat passengers are treated to sumptuously padded heated back seats with ample leg and head room for two adults or three youngsters. The doors open wide for easy ingress/egress. Back in the cargo area, and with the rear seatbacks upright, there’s 27.2 cubic feet of cargo space that measures 42 inches deep, 43 wide and 28 high. Flip them and capacity increases to 54.5 cubic feet for 72 inches of loading depth. Lift-over into the cargo bed is a low 31 inches. And below it resides a space saver spare tire and an 8-inch dee bin for small item storage. Shod with Michelin 22-inch tires. Q8e rides heavenly smooth on its air suspension and it’s ultra-quiet. Crack a window and only a subtle whine from the electric motors at each axle can be heard. We did notice a peculiarity when waiting for a signal light to change at an incline. If releasing the foot brake, the car drifts rearward. On today’s gasoline powered cars, that usually doesn’t occur. Handling is precise and stable through sharp tight turns and it parks easily with a 40-foot turn diameter. There is no body lean thanks to Q8e’s hefty 7,010 pound curb weight. Power wise, with the electric motors, single speed trans and quattro (AWD), they produce 355-hp and 414 lb/ft of torque. Switch to Dynamic mode and you can get a sudden burst of extra power that allows the Q8e to sprint from 0-60 sprint in 6.5 seconds according to Audi. With its heavy weight and heavy battery, acceleration is quick with push-you-back-in-the-seat G’s. But because of its weight, it wasn’t as quick or head-snapping as Volkswagen’s smaller/lighter ID-4 we tested. EPA combined mileage estimates offer 87 MPGe or 84 city, 90-highway MPGe. Q8e S line came loaded with all the latest safety features such as lane departure warning, Audi side blind spot warning, tire pressure warning and many more. In addition to a panoramic sunroof, satellite radio and loads more, the Audi came with an Integrated Nationwide Toll Collection System. Another first in cars we’ve tested. The Q8e S Line quattro carried a base price of $77,800. Added to that was Daytona Gray Pearl affect paint ($595), Flint Gray Interior ($10,400), Prestige Package ($10,400), Launch Edition ($3,750), AC Charging Package ($1,850), rear side airbags ($400 another first) and delivery (41,195) that took the bottom line to an astounding $95,990. If you can afford it, the Q8e is one beautiful, superb riding/handling SUV that happens to be an EV. Now here’s the undesirable part. The closest EV charging station close to me is five miles away. It’s an Electrify America charger with two Hyper Fast 350kw and two 150kw chargers. Of course everyone wants the fast chargers so they don’t have to hang around and wait longer than they have to. Well since the Q8e was scheduled to be returned, I had a choice to get out of bed at 3 a.m. to get it charged when no one would probably be there, or sit in the car and wait until one became available as this foursome always seems to be occupied. I opted to wait it out there until one became available. That was a 45-minute wait until a VW Ionic pulled out from a fast charger so I quickly grabbed it. For a 90 percent charge it took 43 minutes for a cost of $29.27. As in the past with two other EVs, I look across the street at a Sunoco gas station where I could have been in and out of there in five minutes. Of course there’s always installing a home charger. I received price quotes of from $1,200 to $2,000 unless there’s an electrician in the family who won’t charge for his services. Lastly, the Q8e had a four out of five-star government safety rating for driver/passenger frontal crash. Side crash and rollover were not rated. The Q8e is covered by a 4 year/50K new vehicle warranty, 8/100K high-voltage battery coverage, 12-year perforation and 4 years of roadside assistance. |
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