While Lexus is known for quality luxury sedans and crossovers, Lexus debuted a true off-roader in the form of their 4WD GX 550 Overtrail that has all the chops and prowess of a 4WD Jeep Wrangler Rubicon or Land Rover Defender. The GX 550 is a bona fide outbacker and creek forder. . The GX 550 is not the first SUV for Lexus as there’s the GX 460, LX570, LX500 Ultra Luxury models. But the GX 550 Overtrail adds extra’s in the form of 11 drive modes, rear locking differential, skid plates, 11 inches of ground clearance, tall 33-inch all-terrain tires and an automatic disconnect for the front and rear stabilizer bars for rocky, uneven terrain. Plus, it has adaptive dampers to cushion the ride For many years, Toyota offered their similar Land Cruiser that was discontinued but brought back this year and the GX550 shares the same platform but otherwise it’s completely different. It also shares the platform with the Lexus LX. GX550 is offered in Premium, Premium Plus, Luxury, Luxury Plus and Overtrail, Overtrail Plus models. We tested the Overtrail model and starting with the exterior, GX 550 has a boxy, sculpted, rugged look with squared fender flares and a non-Lexus traditional grille. Instead, Overtrail has a spindle type grille and multibeam LED high-mounted headlights and taillights. The only way to know this is a Lexus is by the large “L” on the front grille. One super nice feature is that the cargo hatch opens separately from the powered liftgate. This makes retrieving small or lengthy items that extend out of the gate or to quickly stow gear if it’s raining. GX 550’s interior is typical Lexus upscale design and quality. With an easy 16-inch step in onto the fixed running boards, there’s a 25-inch stretch straight in for those in a hurry and with long legs. While upper trim levels get leather seats, Overtrail gets adorned with a mix of suede and NuLuxe faux leather that feels like the real McCoy and is equally as comfy and long wearing. Heated/ventilated front seats are nicely padded to absorb rough terrain and have ample lumbar support that is not confining so heavy coats can be worn in winter months. Back seats have an appreciable amount of leg room and ample head room. And with a low-profile transaxle hump, a short-legged passenger can be seated in the middle seat. GX 550 Overtrail comes with a huge 14-inch touchscreen infotainment display and a 12.3-inch digital gauge cluster. The touchscreen offers Wi-Fi connectivity, Apple CarPlay, Android Auto connectivity, rearview camera display, navigation, HVAC, Sirius radio and much more. But there’s one feature that is annoying. And that’s the safety sensor centered on the steering wheel column. For example, when approaching a “T” intersection and turning the head to check for oncoming crossing traffic, or if seeing children playing roadside to insure one of them doesn’t run out onto the road, it annoyingly gives out an audible and “Driver Inattention Detected Look Forward” warning. It annoyed me so much that I put a piece of black electrical tape over it. But that didn’t solve the problem as it now displayed a “Sit Up Driver’s Face Not Detected” warning. On the favorable side, the GX 550 had an excellent auto braking feature that autonomously applies the brakes when sensing a possible collision situation. The feature will save lots of crunches, especially when backing out of a parking spot between two tall vehicles. Another neat feature and in place of a console box, Lexus installed a Cool Box there. It’s a refrigerated compartment to keep water or soft drinks cool. In front of it is a pad that appears could have been used for a cell charging pad, but surprisingly it didn’t have one. Below the vivid infotainment display is a Mode selection switch for Custom, Sport S, Sport Plus, Normal. Comfort and Eco modes. There’re also additional modes for Deep Snow, Mud, Sand, Dirt and Auto. The 4WD switches, residing behind the 10-speed automatic transmission gear selector, offers H4, L4 along with center and rear locking differential switches for when the going gets really tough. The 12.3-inch digital gauge cluster has a combined speedometer and tachometer in a single gauge. This turns into a driver information display for alerts, functions and features. GX 550’s back seat has ample head room and generous leg room for two adults or a third with short legs for the middle position. The rear seat bottoms flip forward to increase cargo space. Back in the cargo area, its spacious and with the rear seats upright, the area measures 44 inches deep, 44.5 wide and 35 high. Flip the rear seats and loading depth increases to 78 inches or 64 inches with the entire seat flipped up against the front seats for a flat load floor. GX 550 gets its grunt from a 3.4-liter turbocharged V6 that generates 349-hp and 479 lb/ft of torque for EPA mileage estimates of 15 city, 21-highway when coupled to a 10-speed automatic transmission (a hybrid version is reportedly forthcoming). It moved the 5,170-pound SUV with ease and it felt like a V8 under the hood. So powered, it carries an 8,000-pound tow rating. This proven engine also powers Toyota’s Tundra pickup, Toyota Sequoia’s 3-row SUV and the Lexus LX600. Shod with Toyo 18-inch, deep cleated, 9-inch wide Open Country tires, a double wishbone front suspension along with a four-link coil rear suspension plus Lexus’s Electronic Kinetic Dynamic Suspension System, and the GX 550 has an assuring, smooth and typical Lexus quiet ride. Its heft can be felt but it remains planted in sharp turns with no tippy feeling. It also came with Intuitive Parking Assist with Auto Braking so the lady of the house should not have any trouble parking it in tight spaces. GX 550 came with Lexus’s Safety System 3.0 that includes pre-collision system with pedestrian detection and intersection support, road sign assist, lane tracing assist, all-speed dynamic radar cruise control w/curve speed management, lane departure alert w/steering assist, blind spot monitoring w/rear cross traffic alert and more. Of course all this capability, comfort and luxury comes at a price. The GX 550 Overtrail had a base price of $67,900 exceptionally loaded, but after adding Bi-Tone paint ($350), Cool Box ($170), Head-Up Display ($900), Tonneau Cover ($110), Traffic Jam Assist ($840) and delivery ($1,350), the Overtrail bottom-lined at $71,620. A bit less than the Land Rover Defender and considerably less than a Jeep Rubicon with similar features. But neither possess Lexus renowned quality and build. The GX 550 Overtrail is the ultimate, luxury SUV.
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Toyota's 2024 AWD RAV4 is the company's best selling SUV especially now with a hybrid powertrain6/19/2024 Toyota’s RAV4 has been the company’s best-selling compact SUV and has been made even better with the addition of a hybrid system. And who knows more about hybrids than Toyota where it all started with their iconic Prius Hybrid sedan. For 2024, RAV4 has a new addition with the outdoors-oriented Woodland Edition that joins the XLE, SE, XLE Premium, XSE and top shelf Limited. We tested the RAV4 AWD Hybrid Woodland Edition that comes with what Toyota calls a “trail-tailored” suspension that’s a tad stiffer than the XLE’s. It also comes with a more chiseled exterior with bronze-colored alloy wheels and two-tone paint with our test car sporting a woodsy Army Green paint job. Although the Woodland is set up for off-roading, it’s mainly suited for mild trails as it only has 8.1 inches of ground clearance. But it can easily handle modest snow depths that we get here in the Snowbelt. RAV4 Hybrid’s interior is very functional with a low 19-inch step-in and soft long-wearing cloth seats that offer decent lumbar support. An 8-inch infotainment touchscreen offers Apple CarPlay, Android Auto, Cloud navigation, some voice control plus Wi-Fi Hotspot that are all initiated through a Drive Connect app. A rearview camera with 360-degree is standard. The vertical stack contains simple to use HVAC controls along with a burly gear selector for the CVT transmission that shares the space with a rotary drive mode switch for Eco and Sport modes. There’s also a separate EV switch for all electric operation over short distances. A large Trail Mode switch controls spinning of the drive wheels by simultaneously controlling AWD, brake and drive force systems. Toyota says it’s used when driving bumpy roads. Over on the digital speedometer, it’s enhanced with a driver information display for alerts, functions and features. A hybrid gauge where a conventional tachometer would be shows Power, Eco and Charge modes. Keeping the needle in Eco gives the best fuel economy. RAV’s back seat is equally as comfy as the fronts with seating room for two adults or three youngsters as the transaxle hump is low-profile allowing for a short-legged passenger. Back in the cargo area and with the rear seats upright, there’s 37.5 cubic feet of cargo space that measures 38.5 inches deep, 43 wide and 32 high. Flip the split 60/40 rear seatbacks and space increases to 69.8 cubic feet for 69 inches of cargo loading depth. Lift-over onto the cargo floor is also a low 26 inches. And beneath the cargo floor is space saver spare tire with tiny space around it to stow small items. The neat cargo mat, like the floor mats, have raised pine tree motifs to signify the Woodland edition. As a hybrid, the powertrain consists of a 2.5-liter 4-cylinder that generates 176-hp and 163 lb/ft of torque. With the addition of two electric motors, one of which drives the rear wheels, RAV4 Hybrid has a total system output of 219-hp for EPA mileage ratings of an impressive 38 city, 35-highway mpg. So powered the RAV carries a tow rating of 1,750 pounds, or enough for a small utility or boat trailer. The combination of the hybrid system and CVT transmission moves the RAV’s 3,775-pound curb weight with ease. There’s certainly no want for power either from a standing stop to highway passing maneuvers. Handling too is good with a relatively tight turning radius of 36.1 feet that makes it easy to park in tight spots. And the ride is smooth and quiet on Falken 18-inch tires that are 8 inches wide. RAV4 Hybrid comes with a long list of safety features within Toyota’s Safety Sense 2.0 that includes pre-collision warning system with pedestrian detection, full-speed range dynamic radar cruise control, lane departure alert w/steering assist, lane tracing assist, road sign assist, blind spot monitor w/rear cross traffic alert and more. The only options on the RAV were the Woodland Weather package ($925) that includes heated leather seats/steering wheel and rain sensing wipers w/deicer feature, and two-tone exterior paint ($500) that took the base price of $34,695 to $37,470 with delivery. The roof paint job can be eliminated to shave $500 off the price. RAV4 Hybrid was awarded a full five stars as an overall safety score, four for driver frontal crash, five for passenger; five for front/rear seat side crash, and four for rollover. RAV4 also received a Top Safety Pick award from the Institute for Highway Safety. All top scores. RAV4 Hybrid is covered under a 3 year/36K miles new vehicle warranty while the powertrain is covered for 5/60K miles and the hybrid battery is warranted for 10/150K. Other hybrid components get 8/100K mile coverage along with 2/25K miles for complimentary scheduled maintenance. The least I can say is that the RAV4 AWD Hybrid is my next new car buy. I liked it that much. Hyundai’s 2024 Kona AWD subcompact crossover has arrived with a freshened look inside and out, and includes a host of safety features plus it was stretched 1.6 inches for increased rear seat leg room and added cargo space. It’s also a bit wider and taller and boasts an 8.3-inch ground clearance for deep snow or mild off-roads. Kona is offered in SE, SEL, N Line, Limited and an EV model if you’re so inclined to go green. The Kona N Line has an eye-catching front end with its thin horizontal running light stretched across the width of its nose. It takes on the appearance of an EV but has shark eyes headlamps that are positioned lower. The back end follows through with a taillight treatment that equals the front light bar. And it’s a pocket rocket with its 1.6-liter turbo 4-cylinder. As an AWD crossover, Kona N Line has a low 18-inch step-in into the cabin. Once in, you’re treated to microsueded seat inserts and dash embellished with an expansive 10.25-inch digital instrument gauge cluster along with a 10.25-inch touchscreen that together appear to be a single 28-inch long display. The infotainment display portion comes with voice recognition, Blue Link, Apple CarPlay/Android Auto and satellite radio plus Hyundai’s Digital Key that allows smartphones to be used to remotely lock/unlock the doors, start the engine, even sharing the key with family members. In addition, Blind Spot Collision Avoidance Assist applies the brakes to help prevent an accident if encountering another vehicle near your blind spots when the attempting to change lanes. HVAC controls have their own digital display and are easy to view and use. Guess I’m old school but hard switches on the Kona are my preference over infotainment display HVAC selections. Unique is the column-mounted gear selector that has a twist function for gear selection. Twist it forward for Drive mode and reverse twist for Reverse and a push button on the end for Park. It takes some getting used to coming from a console mounted selector. But once acclimating to it, it’s actually easy and quick to use. And it’s not necessary to look at it to insure of your selection as there are only two choices plus a push. Sharing the console with the wireless cell phone charger is a rotary drive mode switch for Normal, Sport, Snow and a Lock mode, a desirable feature when the going gets tough. And it’s a feature that is rare on comparable crossovers, even more expensive ones. Seldom mentioned are cup holders. But Hyundai interior engineers designed out/in swiveling holders that when not needed for cups, can be rotated-in (retracted) to form a large storage bin. A really nifty design. Heated front seats are a tad firm but nicely supportive. And with Kona’s new wider width, the sueded back seats have impressive leg room of 38.3 inches along with decent head room that can comfortably seat two large adults. Back in the cargo area, that has a low 28-inch lift over, and with the rear seatbacks upright, there’s an appreciable 25.5 cubic feet of storage space that measures 33 inches deep and 42.5 wide. Flip the 60/40 seatbacks and capacity increases to 63.7 cubic feet for 66 inches of loading depth. Powertrain wise, the N Line gets a small but potent 1.6-liter turbocharged 4-cylinder that generates 190-hp and 195 lb/ft of torque for EPA mileage estimates of 24 city and 29 highway mpg when coupled to the standard 8-speed automatic transmission with paddle shifters. Paddles are nice to have when for downshifting when encountering steep hills and to alleviate riding the brakes. As said, the combination turns the Kona into a pocket rocket from a standing stop to highway passing power. And it’s especially so in Sport mode when the transmission holds shift points longer and resulting quick shifts. There are two commendable features one of which is a chime and visual warning when it’s senses you’re distracted from the road ahead. There’s also a visual and audible alert when a car in front of you at a stop light pulls out and you may be looking away. Ride wise on Kumho 19-inch tires, Kona is smooth and quiet. In fact, at idle the engine is almost silent. There’s virtually no discernible body lean in sharp tight turns and it remains planted in those maneuvers. Kona is a breeze to park and it easily fits into tight parking places. Kona N Line is fun and enjoyable to drive during the week we were privileged to have it. I was reluctant having to turn it over to another auto writer. Price wise, Kona N Line is one of the more affordable AWD compacts and it comes generously equipped with important safety features such as blind spot collision warning, rear cross traffic collision avoidance alert, safe exist warning and driver attention warning (senses when your face isn’t on the road ahead). Also new are Over-the-Air software updates via Hyundai’s OTA system. Along with a sunroof, Bose premium audio and Wi-Fi Hotspot capability, Kona N Line had but one extra cost option for carpeted floor mats ($210) that took the base price of $32,150 to $33,695 with delivery. That’s considerably lower than the $47,000 average price of a new car today according to Kelly Blue Book and data from TrueCar. Added to that, Kona has the best new car warranty in the business with 5 year/60K miles new vehicle, 10/100K powertrain, 7/Unlimited anti-perforation, 3/36K complimentary maintenance, and 5/Unlimited roadside assistance coverages. Compare that to those offered by any of the Big Three and other car makers and it’s a no brainer. With all these accolades and value, Hyundai Kona AWD would make an ideal all-weather commuter car, a college student car or a second car if you have a pickup truck or larger SUV. Subaru’s Outback SUV was always the carmakers top seller, but most recently, their 2024 Crosstrek is the top sales leader. And there’s many reasons for that. I see a lot of them on the road and many are being driven by young ladies and even retired folks. In fact, husband and wife friends of mine, both in their 80s, recently traded their older Subaru Forester for a Crosstrek Sport as they no longer need the interior space but wanted the AWD capability and improved fuel economy. Crosstrek is offered in Base, Premium, Sport (that has yellow trim), Limited and Wilderness that we were privileged to test. For 2024, Crosstrek has been redesigned from out to in and comes with a new suspension that makes it fun to drive with just the right amount of sportiness. With all new sheetmetal, Crosstrek Wilderness is sporty with hints of ruggedness. A new grille plus black cladding covers the wheel arches, bumpers, a flat black glare-free decal adorns the hood along with gold tips that detail the bumper edges and roof rack. Large air ducts on the front bumper serve to cool the brakes. Wilderness also has a 0.6-inch higher ground clearance for 9.3 inches of clearance (compared to 8.7 on other models) for when going off the beaten trail. It also has an approach angle of 20 degrees and departure angle of 33 degrees. Subaru designers dialed-up the interior by giving it faux carbon fiber dash trim, softer and more supportive heated weather proof front seats, a large 11.6-inch vertical touchscreen (a 7-inch is standard on lower trims) and gold accents on the steering wheel. And despite the increase in ground clearance, step-in into the cockpit is a low 19 inches. The comfy back seat offers good leg room for two adults or three small youngsters. The first feature to grab the eyes upon sliding into the comfy front seats is the large vertical touchscreen that serves a multitude of functions such as climate, Apple CarPlay/Android Auto connectivity, audio, rearview camera, Subaru Starlink, Weather reports and the enhanced X Mode AWD system with selectable modes of Snow/Dirt, Normal, Deep Snow/Mud. Crosstrek also has a hill-descent mode for steep hills. The only gripe we have here is that the climate/HVAC screen doesn’t stay on long enough. It goes off after a minute. It should stay on until another selection is made. The other gripe is that at night in the dark I had a tendency to push the Trip Reset button when starting the engine instead of the large keyless ignition switch below it. There’s also Subaru’s EyeSight Driver Assist that features auto emergency braking and steering, adaptive cruise with lane centering along with automatic high beams. In addition, Crosstrek comes with blind spot detection with lane change assist and rear cross traffic alert. Below the huge touchscreen in a wireless phone charger and a burly gear selector for the CVT transmission that included paddle shifters on the steering wheel. Over on the analog gauge cluster, it has a driver information display for features, functions and alerts. Back in the spacious cargo and with the second-row seats upright, there’s 20.0 cubic feet of cargo space that measures 31.5 inches deep. Flip them and space increases to 54.9 cubic feet for 60 inches (5 feet) of cargo loading depth. While Crosstrek is considered a compact, it doesn’t have compact cargo space but a deceptive amount that you wouldn’t expect to find in a compact rossover of this size. While Crosstrek is offered with two engines, the Wilderness came with a 2.5-liter, 4-cylinder that generates 182-hp and 178 lb/ft of torque for EPA mileage estimates of 25 city, 29-higway mpg with engine auto start/stop technology. Coupled to the CVT transmission, Wilderness has a 3,500-pound tow capacity that’s sufficient for a utility trailer or small boat. So powered, the 2.5L had impressive power under full throttle acceleration runs. The engine is relatively quiet for a four cylinder. And Crosstrek handles spritely and it’s easy and a breeze to park. Shod with Yokohama 17-inch tires, the ride is supple and smooth with a touch of sportiness. Subaru’s Crosstrek Wilderness is the perfect crossover for adventure-oriented folks. Strap on a pair of kayaks atop the raised ladder type roof rails and there’s an outdoor excursion waiting to happen. And as said, it’s a great car for retired folks. In fact, a Wilderness is on my retirement wish list as my next car purchase as I’ve owned an Outback in the past and know Suby’s capabilities and utility. With all the aforementioned apps, safety features, sunroof and more, Crosstrek Wilderness carried a base price of $31,995 to which was added an options package of $2,270 and delivery of $1,295 that took the bottom line to $35,560. Keep in mind Crosstrek, like all Subaru’s, retain their value and Crosstrek’s in particular have exceptional value. Try finding a used one on. If you do, it was probably a lease deal where the owner leased another one before the mileage got too high. Crosstrek comes with a 3 year/36K mile basic warranty and 5/60K mile powertrain warranty. An added buying enticement is that Crosstrek earned the National Highway Traffic Safety Administration’s (NHTSA) top score of five stars and the Insurance Institute for Highway Safety named it a Top Safety Pick. When your needs are for a family-oriented SUV with the luxuries of home, yet be docile and off-roadable if in the least for snowy weather, Jeep has an answer. Jeep’s 2024 full-size Grand Wagoneer L is their crème de la crème of 4WD SUVs. It goes up against comparable SUVs like the Cadillac Escalade, Lincoln Navigator, Ford Expedition Max, Chevrolet Suburban, Land Rover Defender and perhaps a few more pricey imports. The Grand Wagoneer come in standard length and L extended length. For 2024 the 4WD models range from Wagoneer L, Series II, Obsidian, Series III and Series III Obsidian that we were privileged to test. And newly added is a Carbide edition. The Grand Wagoneer shares Jeep’s traditional, rugged SUV family look. It’s big and burly with an overall length of 226.7 inches. Jeep interior designers did a superb job on the interior and to make ingress/egress easier, powered running boards are included for a low 8.5 inches or 11 if the air suspension is at its maximum level. Adjustable pedals are another convenience item. Once inside, beautifully patterned heated/cooled, sumptuously padded and supportive Palermo leather, 24-way seats even have a massage function. And the second row heated/cooled captain’s chairs power tilt-and-slide fore and aft for easier ingress/egress into the third-row seats that can comfortably seat two adults or three youngsters for seven passenger capability. There’s a second-row bench seat for 8 passenger seating. Grand Wagoneer’s vertical stack is a sight to behold. You’d think it came from a Gulfstream jet with its twin digital displays. The top 12-inch, split-screen configurable touchscreen offers five user profiles, serves a host of features and functions like audio, cameras, HVAC functions, Amazon Alexa, Apple CarPlay, Android Auto connectivity, 4G Wi-Fit Hotspot, GPS navigation, satellite radio, Wagoneer Uconnect services and more. The lower display selects seat functions for driver/passenger up/down lumbar support, in/out lumbar functions plus back and thigh bolster. Below it are added HVAC function switches. The overall system requires some seat time with the owner’s manual to learn all its extensive capabilities and features. Below it is the rotary gear selector for the 8-speed automatic transmission and it’s flanked by a toggle mode selector switch for Rock, Sand/Mud, Snow, Auto, Sport modes, and a toggle on its right for the adjustable air suspension system for a maximum ground clearance of 10.8 inches that allows Wagoneer L to ford up to 24 inches of water. The standard air suspension is also helpful in leveling the Wagoneer when carrying a heavy load. For off-roading or deep snow, Wagoneer has a 4WD Low gear, rear limited-slip differential and front axle disconnect to negotiate uneven, rocky terrain. Over on the huge digital gauge cluster, it’s vivid and serves a host of features, functions, alerts and drive modes. Anther neat feature is a digital rearview mirror where the driver can see the kids in the rear seats and it has a zoom feature to see a specific seat. And there are twin 10.1-inch video screens to pacify rear seat passengers on long trips. As Wagoneer L has a long body, ParkSense Active Park Assist is a self-park feature for parallel and perpendicular parking. It may come in handy for this boat. Back in the cargo area and with the third-row seats upright, there’s 44.2 cubic feet of space that measures 36 inches deep, 50 wide and 35 high. Flip them and capacity expands to 88.8 cubic feet for 71 inches of loading depth. Flip the second row and capacity increases 112.9 cubic feet for 102 inches (9 feet) of loading depth. Jeep says a 4x8 sheet of plywood can be carried, however the load floor is not entirely flat at the tall second row console interferes somewhat. Beneath the cargo floor is a 3-inch deep bin for small item storage. Grand Wagoneer’s hefty 6,704 curb weight is nicely handled by Jeep’s Hurricane 3.0-liter twin-turbo inline 6 that generates a whopping 510-hp and 500 lb/ft of torque for EPA mileage estimates of 14 city, 19-highway mpg with auto start/stop engine technology. Coupled to the 8-speed trans, Wagoneer L carries a tow rating of 9,850 pounds. This new engine will probably be showing up in other FCA products likely the Ram 1500 pickup. It’s certainly potent and feels like a V8 is under the hood. Actually, a 6.4-liter V8 is offered with 471-hp and 455 lb/ft of torque. But why when the Hurricane beats its power and fuel economy ratings. As for ride on tall 22-inch Pirelli tires along with the air suspension, the combination gives the impression Wagoneer L has a cloud-like ride. And despite its size, it handles confidently and remains planted in sharp, tight turns. It glides over railroad crossings and pock-marked roadways. Of course all this convenience, luxury, utility and capability comes at a price – a steep price. Wagoneer started at a base price of $113,095 with an extensive list of standard safety and convenience features. Extra cost options included Baltic Gray metallic paint ($695); customer preferred package ($1,595) that includes among other niceties the 22-inch wheels; heavy-duty trailer tow package ($1,370); rear seat entertainment displays w/Amazon Fire TV ($2,595); and delivery of $2,000, took the bottom line to $121,350. Yes, a lot of money, yet a lot of 4WD SUV that’s loaded with content. Affordable lease deals may be more attractive. In my daily travels I’ve only seen one Wagoneer, and it was parked next to my house. It was driven by a young gentleman with wife and two small children. The perfect family for a Wagoneer L. But what I don’t understand is why Jeep doesn’t include this Grand Wagoneer in its Grand Cherokee TV ads that have been running on several networks. It’s certainly worth prime-time coverage. Wagoneer L is comes with a 5 year/60K mile powertrain and 3/36K basic limited warranties. 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. 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. |
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