With class leading passenger room with seating for up to seven along with spacious cargo space and when coupling this to an inherent smooth, quiet ride, the 2026 Lexus TX 350 AWD crossover is a genuine, classy, family hauler. 

TX is available in TX 350, TX 500h F Sport Performance, TX 550h, TX 550h+ plug-in hybrid and in trim models of Standard, Premium, Luxury, F Sport Performance Premium and F Sport Performance Luxury. 

We were privileged to test the TX 350 Luxury AWD version. Along with this there are three powertrains  available. Of those our test car came with the 2.4-liter turbocharged 4-cylinder that generates 275-hp and 317 lb/ft of torque for EPA mileage estimates of 20 city, 26-highway mpg. 
TX 350s exterior retains the familiar Lexus family look with its suave smooth styling lines and bold horizontal  grille that gives it an EV appearance. 

Lexus always boasts of having beautiful interiors and the TX is no exception. The three-row TX has sofa soft, plush, heated/ventilated leather front seats and heated/ventilated second row seats, all with sueded inserts. 

A 14-inch touchscreen display serves a host of functions and features including 4G connected services, Cloud navigation, Apple CarPlay, Android Auto connectivity, front/rear/overhead/revolving cameras, satellite radio, premium audio, drive mode selections, HVAC controls and some voice command.  

A digital gauge cluster takes over for what the touchscreen doesn’t cover with an embedded driver information display with driver warning notices that are detected by a sensor on the steering wheel column. It senses when the driver turns the head thereby taking eyes off the road ahead. There’s also the full-length sunroof.

A low 20-inch step-in into the second and third row seats that have the same plushness as the fronts, and they offer decent leg room. Second row captain’s chairs tilt and slide forward to ease third row seat access which are mainly for youngsters. And the second-row seats have separate HVAC controls that are located on the rear of the console. 

TX’s cargo area is spacious. With the third-row seats upright, the area measures 24 inches deep, 47.5 wide, 32 high and provides 20.2 cubic feet of cargo capacity. Flip the third row at the touch of two buttons and capacity increases to 57.4 cubic feet for 53 inches of cargo loading depth. Slide and tilt the second row forward and loading depth expands to 63 inches. The power liftgate has a kick-open sensor with lift-over onto the cargo floor a low 32 inches. 

TX’s driving experience is all Lexus meaning smooth and super quiet. With 7.9 inches of ground clearance TX can handle modest snow depths. Even with that and AWD, I wouldn’t think of taking this beautiful SUV off-road. 

Handling wise and with a 38.0 foot turning radius, TX parks easily and its weight gives it a planted feel in hair-pin turns or during quick maneuvers. 

The 2.4-liter turbocharged 4-cylinder offers gobs of power for passing and for a tow capacity of up to 5,000 pounds. 

With a base price of $62,390, TX comes with a myriad of features such as Lexus Safety System 3.0 (that includes a host of important safety features), blind spot monitor w/rear cross traffic alert, digital latch w/safe exist assist, heads-up display on the windshield and more. TX also has an optional self-park feature. 

On the options side, heated/ventilated second row captain’s chairs add ($680); convenience package includes front cross traffic alert, traffic jam assist, 4G w/digital key that can start, lock/unlock TX via a smartphone ($895); 22-inch alloy wheels ($2,140); Mark Levinson premium audio ($1,160); Technology package w/panoramic view monitor, advanced park/remote park along with delivery $1,450, brings the bottom line to $71,095. The only feature missing for this price is a dash cam embedded in the rearview mirror, very helpful identifying accident information and more. 

TX comes with a Basic warranty of 4 years/50K miles; Drivetrain, 6/70K miles; and Rust Coverage of 6 years/Unlimited mileage. 
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If you’re in the market for a classy and all-encompassing luxury SUV, take a TX 350 for a test ride. You’ll be convinced it’s all what I say it is and then some. 

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Hyundai saw a market for folks who don’t need a full-size pickup, so they debuted their Santa Cruz compact pickup that is essentially a Hyundai Tucson SUV with a pickup bed that Hyundai likes to call a “Sport Adventure Vehicle.”

Santa Cruz is smaller than Toyota’s Tacoma, Ford’s Ranger/Maverick or Honda’s Ridgeline, and has a shorter cargo bed. It’s similar to the small and former Baja and Sport Trac, but only in concept. Baja had a 42-inch long cargo bed while the bed in Santa Cruz measures 48 inches. And bed length is the only demerit with the Santa Cruz. Perhaps Hyundai could lengthen the bed by a foot, then it would be a bit more useable. Hyundai could name it the Santa Cruz XL. Other than that, Santa Cruz is a nifty and cute runabout with decent fuel economy. 

The 2026 Santa Cruz is offered in FWD and AWD and in SE, SEL, SEL Activity, XRT (that we tested) and Limited.  

There are two engine choices with the base engine for the SE being a 2.5-liter inline 4-cylinder putting out 191-hp and 181 lb/ft of torque.   We tested the higher output 2.5-liter turbocharged 4-cylinder that generates 281 hp and 311-lb/ft of torque. When coupled to the 8-speed automatic transmission with paddle shifters, it offered EPA mileage estimates of 18 city, 25-highway mpg. The combination is tow rated for up to 5,000 pounds with trailer brakes. This engine is only available with AWD that’s needed here in the Snowbelt. 

Santa Cruz’s exterior styling with unit-body design gives the pickup a seamless, solid look. Its bold grille has LED head and running lights and a skid plate under the front fascia that entertains an acute approach angle of 17.5 degrees while it helps protect the trucks’ undercarriage vitals when off-roading. 

The composite bed houses a 7-inch deep almost full width under-bed trunk that has a drain plug so it can be used to stow (and drain) ice to keep drinks cold. If the tailgate is locked, the under-bed bin cannot be opened. The tailgate has to be opened to open the trunk.  

The test truck came with a lockable composite sliding tonneau cover  takes up 12 inches of top space. But items can be stowed beneath it. There are also detents molded into the bedsides for two-tier loading. Lift-over onto the open tailgate (that opens remotely via the keyfob) is a low 31.5 inches. 

Upon a 20-inch step-in into the cockpit that is handsome and workable it boasts comfy supportive heated/ventilated front seats. 

The center stack houses a 26-inch full display of which 10.25 inches is the touchscreen that serves the audio, navigation, rearview/front view cameras, Apple CarPlay/Android Auto connectivity. The other half houses the 10.25-inch gauge cluster with a driver information display within it. The dash resembles what’s called a “glass cockpit” in modern jets. 

Flush HVAC controls are aligned on a touchscreen with selections displayed on the large touchscreen along with other functions and features. 

Behind the gear selector is a pod with a Terrain/Drive Mode toggle switch for Normal, Sport and Smart modes. Switch over to Terrain Mode and there’s Snow, Mud and Sand modes. There’s only one feature missing that should go along with Terrain Mode is an AWD Lock mode as the Hyundai Kona SUV has as did the 2023 Santa Cruz we tested back then.

All modes are displayed within the 10.25-inch digital gauge cluster. Residing on the steering wheel is a steer assist switch that maintains the Santa Cruz between the highway lines provided at least one hand is lightly on the wheel. Otherwise an instrument cluster alert comes on.  

Santa Cruz has a ground clearance of 8.6 inches to get it through modest snow depths and over some mild off-roads.

Santa Cruz’s back seat is comfy for two adults but legroom is on the tight side, especially if the fronts are racked well rearward. Headroom is ample and there are assist handles over all four doors. The rear seat bottoms flip up against the bulkhead exposing a hidden full-length 7-inch deep bin for small item storage. 

As for ride, it resembles that in Hyundai’s fine SUVs, albeit with a cargo box. It’s smooth with no jiggly feeling and it parks easily thanks to its size and maneuverability. And the 2.5L turbo feels like a V6 under the hood when pressing hard on the accelerator. 

The 2026 Santa Cruz came with two extra cost options and that being carpeted floor mats ($240) and Blue Stone paint ($500). Otherwise the standard feature list is exhaustive and includes such most needed safety features like forward collision avoidance assist, lane keeping/following assist, driver attention warning, blind spot collision avoidance assist, rear cross traffic collision avoidance assist, safe exit warning, remote engine start and many more. And lest I forget, and like all Hyundai vehicles, Santa Cruz had cameras built into the outside mirrors that activate when using the left or right turn signals. A super accident saver for vehicles or cyclists that may sneak up on the blind side when turning. 

For all that plus satellite radio, Bose audio and Blue Link connected services, Santa Fe bottom lined at $43,335 with delivery after a base price of $41,100. 

Added to this you get Hyundai’s generous warranty of 5 year/60K new vehicle warranty, 10/100K powertrain, 7/Unlimited perforation, 3/36K complimentary maintenance and 5/Unlimited roadside assistance. Unbeatable coverage. 

For those who take jaunts in the great outdoors and do some semi-rugged off-roading, or merely hauling bagged mulch and garden supplies, the Santa Cruz can take you there and tow some toys like a 14-foot aluminum boat or ATV trailer. It’s multifaceted and loads of fun to drive. And damn cute to boot. 

After a redesign in 2024, Hyundai’s 2025 Kona AWD subcompact crossover includes a host of  safety features and a stealth-like look. And for snowy weather or mild off-roads, Kona boasts an 8.3-inch ground clearance. 

Kona is offered in SE Sport, SEL Premium and Limited. And, if you’re so inclined to go green, Kona also comes in EV form Kona slots between Hyundai’s Venue and Tucson. 

The Kona Limited AWD we were privileged to test, 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 has a low 18-inch step-in into the cabin. Once in, you’re treated to 
Heated/ventilated H-Tex leather-type front seats and dash embellished with an expansive 12.3-inch digital instrument gauge cluster along with a 12.3-inch touchscreen that together appear to be a single 25-inch long display. The infotainment display portion comes with voice recognition, Blue Link w/Wi-Fi connect, 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, the latter 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/ventilated front seats are sumptuously padded and nicely supportive. The 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 hands-free liftgate with auto open plus a low 28-inch lift over. With the rear seatbacks upright, there’s an appreciable 25.5 cubic feet of storage space that measures 33 inches deep, 42.5 wide and 30 high. Flip the 60/40 seatbacks and capacity increases to 63.7 cubic feet for 62 inches of loading depth. 

Powertrain wise, the small but potent 1.6-liter turbocharged 4-cylinder that generates 190-hp and 195 lb/ft of torque for EPA mileage estimates of 25 city and 28-highway mpg when coupled to the standard 6-speed automatic transmission with paddle shifters. Paddles are nice to have when for downshifting on steep downhills 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 that results in quick gear changes.   

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 is smooth and quiet. In fact, at idle the engine is almost silent. There’s some slight body lean in sharp tight turns, but it remains planted in those maneuvers. Kona is a breeze to park and it easily fits into tight parking places.   

Price wise, Kona is one of the more affordable AWD compacts and it comes generously equipped with important safety features such as forward collision avoidance, blind spot collision warning, rear cross traffic collision avoidance alert, lane keep assist, 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, Kona had but one extra cost option for carpeted floor mats ($240) that took the base price of $34,140 to $36,365 with delivery. An SEL Sport base prices as low as $26,675 and an SEL Premium at $28, 500. 

Added to this attractive price, 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. 
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With all these accolades and excellent 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. Kona is fun and enjoyable to drive. It’s one of the few cars I hated to return after my weeklong review. Even my wife loved it. 

 

For 2026, Mazda has revamped their CX-90, the largest size, three-row AWD SUV in their line-up. And it’s a compelling family car with its luxury accommodations and handsome design. 

CX-90 is offered in Turbo Select 3.3, Turbo Preferred 3.3, Turbo Premium Sport 3.3, Turbo Premium Plus 3.3. It’s also offered as a plug-in hybrid.

We were privileged to test the Premium Plus 3.3 and it was an impressive and most affordable family SUV in its class. 

With its smooth, slippery, aerodynamic, exterior styling, the design follows through to its classy interior. CX-90 is equivalent to more expensive, 3-row, AWD SUVs. 

CX-90s interior, with its heated/ventilated Nappa leather seating and 12.3-inch infotainment display which  serves a host of features. It offers rearview/frontal view cameras with overhead 360-degree view, Alexa, Apple CarPlay, Android Auto connectivity, navigation, Sirius radio, Bose audio and much more. 

With its all-encompassing features and drivability, CX-90 will most assuredly satisfy any car buyer.

CX-90’s HVAC controls are easy to view and easy to use and they blend ever so nicely into the console that houses a phone charger and stubby gear selector for its 8-speed automatic transmission. Sharing the console is a Drive Mode toggle switch for Sport, Normal and Off-Road modes. When selecting a mode, it appears on CX-90’s gauge cluster. 

A rotary dial on the console selects the various display functions and it too is easy to use for selections. This control panel sits in front of a nifty clam-shell opening console box. 

Over on the large and vivid gauge cluster, the gauge offers a driver information display and within it and offers features, functions and alerts, aside from drive mode selections. 

Front seats are sumptuously padded and nicely supportive. Their heating/cooling functions includes a heated steering wheel and heated outside mirrors. Incidentally, with the 20-degree weather during my week-long test, the seats heated up quickly as did the steering wheel. Those niceties were most appreciated. 

After an easy 20-inch step-in into the heated rear seats, they’re exceptionally soft and comfy for two adults with good leg and head room. To access the third row, which are mainly for youngsters, the second-row slides well forward. 

Back in the cargo area, with a hands-free liftgate and low 32-inch lift over onto the cargo floor, there’s 14.9 cubic feet of cargo space with the third row upright. It measures a generous 20.5 inches deep, 43.5 wide and 30 high. Flip them and cargo depth increases to 49 inches. When also flipping the second row, load space expands to 60 inches. 

CX-90 gets its grunt from a 3.3-liter turbo six-cylinder with 280-hp and an impressive 332 lb/ft of torque. Coupled to the 8-speed trans, EPA rates the combination at 23 city, 28-highway mpg. Added to that, CX-90 has a 5,000-pound tow capacity. Despite its size and 4,846-pound curb weight, the turbo six moves the CX-90 surprisingly quick and with ease. Switch to sport mode, and acceleration quickens and shift points are held a bit longer as the effect actually pushes the torso into the seatback. 

The CX-90 rides smoothly and quietly and absorbs bumps and rough roads with ease on 21-inch all-season tires. Handling too is exceptionally good with virtually no lean in sharp turns or cloverleafs.

CX-90 Premium Plus comes with an extremely long list of no extra cost options and safety features such as Smart Brake support, rear cross traffic alert, lane keep assist, emergency lane keeping, secondary collision reduction, blind spot monitoring, vehicle exit warning and lane departure warning. This is in addition to such niceties as rain-sensing wipers, Mazda Connected services, cruise control w/traffic support, panoramic sunroof and then some.

The only feature it didn’t have and I’d like to see it on all cars was a front/rear view traffic camera to show police and your insurance company the erratic driving that caused an accident with you. 

On the only extra cost list was $595 for the Premium Plus package, that included a long list of goodies like Nappa leather seating, which took the base price of $50,270 to $52,395 with delivery. An amazing price for this amount of 3-row, AWD SUV.  
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To its credit, CX-90 came with outstanding government 5-star safety ratings of a full five stars for an overall safety score, four for driver/passenger frontal crash, five for front/rear seat side crash and four for rollover.

While Lexus’s RX350 is the companies top selling crossover, their downsized NX is also a compelling AWD crossover to consider. 

While the NX is offered as an NX 350, we were privileged to test the NX 450h Plus. The latter is the plug-in version but the model is also offered in NX 450 AWD Premium, Luxury and Sport Handling versions. 

The NX450h had Lexus’s traditional massive grille and chiseled, sculpted exterior lines that give it an aerodynamic look that appears it’s moving 55 mph standing still. Despite this racy look, the NX 450h is an all-weather crossover with an 8.07-inch ground clearance for traversing relatively deep snow. 

NX 450h’s interior is classy and upscale with a low 19-inch step-in and leather trimmed heated/ventilated front seats that are exceptionally supportive with typical Lexus comfort. 

Lexus nicely integrated a large 14-inch display that didn’t extend above the dash like some other cars have. It serves the HVAC controls, revolving cameras, front and rearview cameras, Apple CarPlay, Android Auto capable, and a host of features like navigation and more that are 4G Network dependent, plus self-parking assist. For your listening pleasure NX 450h offers a premium Mark Levinson audio system. 

Paddle shifters add some extra sporty driving by controlling shift points and downshifts nice to have when descending a steep hill and for saving the brakes. The paddle shifters and are supplemental to the stubby console gear selector. This combines with a digital gauge cluster that offers a driver information display for alerts, features and functions. 

NX 450h also had unique door handles that require a push forward to partially open the door. 
The vertical stack and console house a rotary drive mode selector switch for Eco, Sport and Normal modes. This is in addition to two EV modes. The gauge cluster will give a notice if the EV battery is not charged enough for driving.  

Two niceties are a full-length sunroof that rear passengers can also enjoy and a digital/conventional rearview mirror. In digital mode, it gives a wide-angle view and by-passes the rear headrests that stand-out in the switchable traditional view. I found that when switching to the digital view, my eyes needed a second or two to adjust to the expanded view. More carmakers are including this mirror in their new offerings, and it does have some advantages over a traditional mirror. 

Rear seats are equally as comfy 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 27.7 cubic feet of cargo space that measures 37.5 inches deep, 40.5 wide and 28 inches high. Flip the rear seatbacks and cargo depth expands to 46.9 cubic feet. 

Lift over onto the cargo area is a low 32 inches. Beneath the carpeted cargo floor is a hard-plastic bin that houses the PHEV charging cable plus jack tools and a bin for small item storage. To open and close the powered liftgate merely kick a foot straight under the middle of the rear bumper and pull it back quickly. Do the same to close it. A nice feature to have if carrying heavy packages or grocery bags. 

NX 450h Plus is powered by a 2.5-liter four-cylinder and with electric motors generates 304-hp and 270 lb/ft of torque for EPA combined mileage estimates of 84 MPGe. Gasoline only is rated at 34 MPG. This combination offers a tow rating of up to 2,000 pounds. There’s certainly no want for power, and in Sport mode, acceleration is quick. 

Under EV power alone and with a fully charged battery, NX 450h can attain 37 miles of EV range. Enough for short trips to the local grocery store or Lowe’s/Home Depot. 

Shod with 20-inch Bridgestone tires, NX 450h has a sporty, yet smooth, quiet ride. It can be tossed in the turns and it holds like a sportster. 

With a base price of $61,740, NX 450h comes with an exhaustive list of standard safety features such as Lexus’ Safety System 3.0 that includes Intuitive Parking w/auto braking, digital latch w/safe exit assist. Thematic ambient interior lighting that gives 14 selectable themes including Rain Forest, Waterfall, and Sunset illumination.

Extra cost options include front cross traffic alert and lane change assist ($270); Mark Levinson audio ($1,020); Panoramic glass sunroof ($500); Panorama digital view mirror ($800); Advanced Park w/Remote Park ($480); Technology Package ($375); Cross Bars on the Roof ($395); Side Puddle Lamps ($99); Carpeted Cargo Mat ($140); and with delivery they take the bottom line to $67,289. If you want to save a few bucks, you can shave off some of the options to bring the total price down. 

All in all, the NX 450h Plus holds its price in the resale market as does all Lexus vehicles. And if it’s any testament to its quality build, my wife owns a 2008 RX 350 and hasn’t had any problems with it. In fact, she loves it and would hate to trade it because of one particular feature. Her model has two storage bins in the cargo area that she puts the grocery bags and other small items and they have lids. Newer Lexus models no longer offer it. 
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With a Lexus vehicle, you’re buying a quality vehicle that this NX 450h surely will offer. 

In this it’s sixth generation, Toyota’s 2026 4Runner is an iconic SUV that has been made even better than it is with the addition of Toyota’s proven hybrid technology. 

Offered in nine grades of SR5, TRD Sport, TRD Sport Premium, TRD Off-Road, TRD Off-Road Premium, Limited, Platinum, TRD Pro and Trailhunter. With all these offerings, there’s certainly a model suited for SUV buyers. 

4Runner’s platform is shared with Toyota’s Tacoma pickup truck and its Land Cruiser SUV. The 4WD TRD Pro hybrid model we tested had rugged styling with sculpted, chiseled lines, bumped-out fenders, wide, deep-lugged Toyo tires, 10-inch ground clearance, front/rear skid plates, locking rear, non-functional hood scoop for a racy look and heavy-duty TRD-tuned Fox shocks. Its appearance alone shows it can handle the most rugged off-road terrain. It’s definitely a compelling competitor to Jeep’s Wrangler Rubicon, and it rides a lot better than the latter. 

4Runner hybrid also has a classy, yet durable interior with SoftTex seats that are heated/ventilated with sporty aluminum pedals. 

contrasting red stitching and heated steering wheel. With a tall 23-inch step-in, ingress is a stretch but there are assist handles above all doors to hoist you in. This height allows 4Runner to have its 10.1-inches of ground clearance to negotiate the off-road nasties and deep snow. 

The dash is classy for a rugged SUV with faux carbon fiber trim, chrome pedals and a large 14.0-inch infotainment display that serves Apple CarPlay/Android Auto connectivity, rearview, front view and revolving view cameras, mode selections and more. HVAC controls are large and easy to view switches. 

The adjacent 12.3-inch digital gauge cluster includes a driver information display for alerts, features and functions. 

4Runner’s vertical stack boasts a hefty gear selector for the 8-speed automatic transmission and 4WD system controls for 2H, 4H, 4L gearing plus DAC/Crawl along with Tow/Haul modes, locking rear axle and stabilizer bar disconnect switches. These controls are flanked by a vertical wireless phone charger. 

Rear seats (like the fronts) are a tad on the taut side that can accommodate two adults or three youngsters with decent leg room provided the fronts aren’t racked too well rearward. 

Back in the cargo area wherein 4Runner has a separate opening, roll-down liftgate window that’s helpful, and more secure, when having to carry long items  as opposed to atop the roof. With a 37-inch lift over onto the cargo floor and with the rear seat backs upright, the area measures 41 inches deep, 46 wide and 28.5 wide for 42.6 cubic feet of load space. That increases when flipping the seatbacks to 72 inches (a full six feet) for 82.6 cubic feet. There is a shallow bin at the aft end of the cargo floor to stow small items out of sight. 

4Runner Hybrid gets its grunt from a 2.4-liter, turbocharged 4-cylinder that with an AC electric motor and battery pack, generates 326-hp and an impressive 456 lb/ft of torque that offers gobs of low and high-end power on demand. When coupled to the 8-speed auto transmission, EPA rates the combination at 23 city, 24-highway mpg. Not bad for a heavy 4WD SUV with 5,458-pound curb weight. The transition from gas to hybrid power and back is seamless. With this powertrain, 4Runner Hybrid carries a 6,000-pound tow rating.

Ride wise, and considering 4Runner is set up for rugged off-roads, the ride is on the stiff side with its heavy-duty shocks/springs and huge wide tires. Handling is planted in tight turns where its hefty weight stabilizes it. Parking is surprisingly easy with a 19.7-foot turn radius assisted by electric power steering. 

Now all this awesome capability doesn’t come cheap. Starting at a base price of $66,900 that comes with a long list of standard features such as Toyota Safety-Sense 3.0 w/Pre-Collision with a connected 4G network featuring blind-spot monitoring, rear cross traffic alert, multi-terrain monitor, trailer reverse assist and more. Options included Digital Key ($274), Tailgate LED Light ($200), Onboard Compressor ($1,475), Roof Rack ($1,710), Cargo Lights on D pillar ($375), Rear Steel Skid Plate ($425), Towing Trailer Ball ($24), Accessory Ready LED Lantern ($160), Embossed Cargo Mat ($130), 4Runner Carpeted Floor Mats ($199) Towing Ball Mount ($65) took the bottom line to $73,338 with delivery of $1,450.  Yes, a lot of money for a lot of solid 4WD SUV. 

With the Farmer’s Almanac predicting a snowy winter, if owning a 4Runner Hybrid TRD Pro I’d say, bring it on, as this is one 4WD midsize SUV that will surely get your through the deep and steep. And do so with gas saving hybrid technology. As Toyota says, “4Runner is engineered for exploration.” Indeed it is. 
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Based on Toyota’s full-size Tundra pickup truck, Toyota’s Sequoia is like the tree that has the same name, meaning, it’s large. 

Sequoia is a 3-row SUV with a true 4WD system and hybrid technology. With chiseled styling and a bold grille, Sequoia goes up against similar competitive vehicles but offers Toyota’s proven hybrid powertrain. It’s offered in SR5, Limited, TRD Pro, 1794 Edition and Capstone trim levels. 

We tested the new 1794 edition that has a western theme with its saddle tan leather interior and faux wood  trim on dash, doors and console. It included a panoramic sunroof, second row captain’s chairs for seven passenger seating  (8 with a second-row bench seat) and a 14-inch infotainment display with a 12.3-inch gauge cluster. 

Heated/ventilated/messaging front seats are especially comfy with good lateral support after a step-in of 10.5 inches to the powered running boards, or a tall 24 inches if bypassing them. 
The infotainment display features some voice control, a rearview, frontal and revolving cameras, Apple CarPlay, Android Auto, Wi-Fi connectivity, plus navigation, apps, Sirius radio and a premium JBL audio system. And below them are easy to operate and view HVAC controls with selections that can be displayed on the screen. 
Over on the digital 12.3-inch gauge cluster, it also serves as an embedded driver information display for features, functions, alerts and drive modes. Included within the gauges is a 10-inch color Heads-Up-Display (HUD). A digital rearview camera transforms into a digital ultra-wide-angle view that’s helpful when backing a trailer or in a tight spot as has a Trailer Backup Guide w/Straight Path Assist that’s displayed on the screen. 

The console houses a burly gear selector for the 10-speed automatic transmission along with a cell phone charging pad plus a drive mode selector switch for Eco, Normal, Sport and Tow-Haul modes in addition to a 4WD slide selector for 2H, 4H and 4L modes. 

Heated second row seats are comfy and slide well forward for easy access onto the third-row seats. There are HVAC controls at the rear of the console for second row passengers. In their rearmost position, there’s generous leg and head room. Compromise somewhat by positioning the second-row midway that can increase third row leg room. Otherwise, the third row is mainly for youngsters. 
Back in the cargo area and with the third-row seats upright, there’s 12 cubic feet of space. Flip them cargo space increases to 49 cubic feet. Flip the second-row seatbacks and capacity increases to 89 cubic feet for 84 inches of cargo loading depth. 

The rear underfloor has a shallow, full-width bin with the floor doubling as a shelf  that can be adjusted to three positions for added small item storage such as grocery bags and other small items. 

Sequoia is powered by a turbocharged, 3.4-liter V6 that when coupled to its 5,855-pound curb weight, would have been a gas guzzler. But Toyota smartly used its proven hybrid technology and added an electric motor that added 48-hp and 184 lb/ft of torque to give Sequoia a combined total of 437-hp and a whopping 583 lb/ft of torque for EPA mileage estimates of 19 city, 22-highway mpg when mated to the standard 10-speed automatic transmission. The pairing offers a tow rating of an impressive 9,010 pounds. So powered, Sequoia does not lack for power as acceleration is linear and pasting power is robust and doesn’t lag. Sequoia was independently 0-60 tested at 5.6 seconds. 

Sequoia handles nicely and grips the road like glue. The ride is smooth on Bridgestone 20-inch tires and it’s exceptionally quiet. And with 8.6 inches of ground clearance, it can handle mild off-roads and modest snow depths. 

Since it’s a big 4WD SUV is also comes with a big price. Starting out with a base of $80,135 that escalated after adding the 10-inch color HUD ($600), power extended running boards ($1,005), roof crossbars ($365), connected services ($325) and wheel locks ($105), took the bottom line to $84,480 with delivery ($1,945).  

Now for that money, Sequoia came standard with a host of safety features like Toyota’s 2.5 w/pre-collision system that includes a long list of features. 

Sequoia comes with warranties of 3 year/36K mile limited warranty, a 5/60K mile powertrain, 10/150K mile hybrid components, and a 2/25K mile complimentary scheduled maintenance coverage. 
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For a family of four or more, Sequoia delivers as a proven, rugged, 4WD SUV that doubles as a daily driver. 

Toyota’s Highlander AWD SUV has been the carmakers top selling midsize SUV with their RAV4 being their top compact SUV. For 2025, Highlander has been lengthened four inches to accommodate a third-row seat making it an impressive family hauler. And we were privileged to test the Grand Highlander Hybrid version that for its slightly larger size, garnered impressive fuel economy. 

Grand Highlander is offered in FWD and AWD and in LE, XLE, Limited, Nightshade Edition and Platinum. We tested the AWD Limited and it was a beauty.

Grand Highlander has clean, classical styling lines with a grille that has a family look that can be found on the RAV4 and 4Runner in Toyota’s AWD class. And it follows through to the rear. And with 8.0 inches of ground clearance, Grand Highlander can handle modest snow depths and light off-roads. 

This classy styling follows through to the interior where a vivid 12.3-inch infotainment display combines HVAC controls that display on the screen along with rearview, front view and revolving view cameras, 4G connect, Apple CarPlay, Android Auto connectivity, navigation, apps and more. 

Below the automatic transmission gear selector are five drive mode switches for Eco, Sport, Normal, Trail and EV modes. The latter allows short trips on electric power only. And below this, the nifty console box lid slides rearward instead of flipping upward like on many other vehicles. Of course there’s a wireless phone charger included at the base of the vertical stack. 

Over on the vivid 12.3-inch digital gauge cluster, it offers a driver information display between the main gauges for alerts, features and functions. 

Heated/ventilated sumptuously padded front seats have perforated inserts with extended under thigh support. A heated steering wheel fills out the cold weather driving requirements. 

With a low 20-inch step-in, second row passengers are treated to good leg and head room. The heated captain’s chairs slide forward to allow accessing the third row where short-statured adults can actually be seated. So arranged, Grand Highlander can seat seven. Replace the captain’s chairs with a bench seat and seating increases to eight total passengers. And between the second-row captain’s chair seats there’s a center console with drink holders and bin for small item storage, and it can be removed for added space. 

Back in the spacious cargo area, that has a low 32-inch lift-over onto the cargo floor, and with the third-row seats upright, there’s 20.6 cubic feet of cargo space that measures 24 inches deep, 47.5 wide and 32 high. Flip them and capacity increases to 57.9 cubic feet for 52 inches of loading depth. And when flipping the second-row captains chairs, capacity expands to 97.5 cubic feet. 

Grand Highlander AWD is offered with three powertrain choices. A 2.4L turbo gas engine, 2.4L Hybrid, and 2.4L Turbo Hybrid Max that couples to a conventional 6-speed automatic transmission while the others come with a CVT transmission. 

Our test car was powered by the 2.4L Hybrid 4-cylinder that with two electric motors, had a combined 245-hp. Otherwise it generates 187-hp and 177 lb/ft of torque. Paired with the CVT, it rates EPA mileage estimates of 35 city, 33-highway mpg. So equipped, the hybrid system carries a 3,500-pound tow rating 

If you need more power and 5,000-pound tow capacity, upgrade to the 2.4L Hybrid Max Turbo that puts out a combined 363-hp and 400 lb/ft of torque for EPA  mileage estimates of 26 city, 27-highway mpg. 

The Grand Highlander Limited came with Toyota’s Safety Sense 3.0 that includes pre-collision, front/rear parking assist w/auto brake, blind spot monitor w/rear cross traffic alert and Star Safety System. 

Options included panoramic view monitor ($500), panoramic sunroof ($1,350) plus delivery ($1,450) that took the price to $53,205. This is a lot of SUV for the money. Plus, you get Toyota’s proven hybrid technology, build with quality materials. 

If in the market for a stylish, family hauler with hybrid technology, check out Toyota’s Grand Highlander as it is really grand. 
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Volkswagen’s 2025 Tiguan AWD SUV is the company’s top seller in its class. It’s also a bit smaller than the company’s other hugely popular Atlas and Atlas Sport SUVs that caters to those who need more interior space and a third row. 

Tiguan is offered in S, SE, SE-R-Line Black, and SEL R-Line that we were privileged to test. The latter is the  AWD trim model that most folks will buy here in the Snowbelt. And it’s a handsome SUV. 

This attractive exterior follows through the interior where dual-color, heated/ventilated Varenna leather front seats are nicely supportive and comfy over long hauls. In-tune with its sporty styling, Tiguan’s pedals are encased in brush aluminum along with a racy flat-bottom steering wheel. 

Upon slipping into the cockpit, you’ll notice there’s no gear selector on the console as on most vehicles. Instead, VW elected to use a steering wheel stalk mounted gear selector. For Drive mode you merely twist the handle upwards, down for Reverse. And for Park gear, push the “P” switch at the end of the stalk. It takes some getting used to coming from a console shifter. 

A large 15-inch touchscreen serves a host of apps, rearview/front view cameras and HVAC controls. A Drive Mode switch offers Eco, Comfort, Sport, Custom, Off-road and Snow and the selections appear on the touchscreen with pictorials depicting the scene be it snowy roads, off-roads or others. And there’s some voice control plus Apple CarPlay, Android Auto connectivity. 

Tiguan’s digital gauge cluster includes a driver information display with alerts, functions and features. It’d be nice though if the gas gauge would be larger as it is on the somewhat small size. 

Rear doors open wide and a low 18.5-inch step-in makes ingress/egress in the heated back seat exceptionally easy. The seats themselves are typical Euro firm, but comfortable. 

Back in the cargo area, that has a low 29-inch lift-over, and with the rear seats upright, there’s 27 cubic feet of space that measures 37 inches deep, 41 wide and 30 high. Flip the rear seatbacks (by pulling a pair of handles)  and capacity increases to 59 cubic feet for 70 inches of cargo loading depth. Beneath the cargo floor is a space saver tire with foam bins around it for some small item storage. 

Tiguan gets its grunt from a 2.0-liter turbocharged 4-cylinder that generates 268-hp and 258 lb/ft of torque for EPA mileage estimates of 22 city, 30-highway mpg when coupled to the smooth and quick shifting 8-speed automatic transmission. So powered, Tiguan 4Motion carries a tow rating of up to 1,800 pounds. It lacks nothing in performance, especially in Sport mode. 

Like all VW’s, Tiguan handles superbly. It has too as it’s driven on the Autobahn. On sharp curves it remains safely planted. And its suspension nicely soaks up road imperfections and unimproved railroad crossings. Tiguan can be tossed in the turns and it remains composed. 

With an extremely exhaustive list of standard features and functions, the safety list includes rain sensing wipers, lane keep assist, emergency assist, forward collision warning with emergency braking w/pedestrian-cyclist monitoring, blind spot monitoring, rear traffic alert (one of the most important especially when backing from a parking spot between two large vehicles that limit side views) and much more. 

Tiguan came with a base price of $39,755 but adding the only options of Monterey Blue exterior ($4550 and delivery ($1,425), they took the bottom line to $41,635. A comparable price for competitive vehicles in its class. But aside from that, Tiguan buyers get quality German build. 
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Tiguan comes with a Limited 4 year/50K mile warranty; the Powertrain for 4/50K and complimentary maintenance for 2/20K. 

Toyota’s 4Runner has been an iconic SUV for 41 years after debuting in1984. And over those years, not much has changed with its design or powertrain. But now, in its sixth generation, it has been updated with the latest technology and freshened design along with hybrid versions.
 
4Runner shares the same platform as Toyota’s Land Cruiser, Sequoia and Tacoma pickup. And it’s offered in nine model configurations including hybrid and FWD versions. We were privileged to test the 2025 4Runner TRD Sport with the latter denoting a Toyota Racing Division (TRD) sport tuned suspension and 20-inch TRD Sport alloy wheels with 33-inch, 9-inch wide Dunlop all-terrain tires. In addition, and with the slightly lifted suspension, 4Runner has 8.8-inches of ground clearance, an electronic disconnecting front anti-roll bar plus a racy functional hood scoop. 

We also tested the off-road oriented 2025 Trailhunter 4WD model with identical looks but it has 9-inch wide, 18-inch Toyo tires, rock rails, 10.1 inches of ground clearance, a locking rear axle in addition to the disconnecting stabilizer bar and an air intake that looks like a snorkel. 

If you’re into off-roading, the Trailhunter is for you. If you desire a sportier SUV, the TRD Sport is the choice. Both have similar attributes, but for a good compromise, the Pro is our choice as it satisfies both, albeit a tad milder world. 

Upon a tall 23-inch step-in, TRD Sports’ interior has two-tone, supportive, long-wearing, heated, cloth seating surfaces (Trailhunter has leatherette heated seats and a 24-inch step-in over the rock rails). This and an overall pleasing cockpit that sports an 8-inch touchscreen (Trailhunter has a 14-inch display) with a rearview camera and a close-up rear view, plus apps. Below the display are hard switches with rotary dials for HVAC controls that are a pleasure to use instead of display selections that are far too common on cars today. Both models come with Toyota’s Safety Sense 3.0 that includes a 4G network, blind spot monitor and rear cross traffic alert. 

A burly gear selector for the 8-speed automatic transmission is surrounded by a wireless cell charger in front and a rotary dial for Sport, Normal, Eco and Tow-Haul modes to its rear. The 4WD mode switch is also selected there for traditional 2H, 4H, 4L gearing. 

The 12.3-inch gauge cluster is digital and includes a driver information display for alerts, features and functions, and it’s easy to view at a glance for both models. 

With wide opening rear doors, they allow easy rear seat access for two adults, or three youngsters as the transaxle hump is low for appreciable legroom. Headroom is ample fore and aft.     

Back in the cargo area, that has a 33-inch lift-over (Trailhunter has a 36-inch hoist), and with the rear seatbacks upright the area offers 42.6 cubic feet of space that measures 42 inches deep, 45 wide and 34 high or 72 inches when flipped. Tumble the seat bottoms with the tops flipped and there’s 60 inches of loading depth for 82.6 cubic feet (Trailhunter’s measures 42.5x46x28.5 inches). While the liftgate is manual, the rear window opens which is nice if having to haul long items that can be secured out the open window. The cargo underfloor has a bin for the spare, jack and tools plus a shallow flat bin for small item storage. 

As expected from a sport-tuned suspension SUV, the ride is on the taut side but it’s a planted ride in sharp turns and cloverleafs as it sports rear coil springs and a double wish-bone front suspension. It parks easily thanks to  electric power steering that allows a tight 19.7-foot curb-curb turn diameter. 

Power wise, the standard 2.4-liter turbo 4-cylinder puts out 278-hp and an impressive 317 lb/ft of torque for EPA mileage estimates of 19 city, 25-highway mpg. This isn’t bad considering it’s moving 4,850-pounds of curb weight. Coupled to the 8-speed transmission, 4Runner carries a tow rating of up to 6,000 pounds. Trailhunter Hybrid, with its electric motor assist, ups horsepower to 326 and torque to 465 lb/ft, with the same tow rating. It gets EPA mileage ratings of 23 city, 24-highway mpg. 

4Runner Sport came nicely equipped with optional premium paint ($475) that with delivery took the base price of $49,250 to $49,725. Now this is a lot of 4WD SUV for the money. The Trailhunter is base-priced at $68,120 before adding Digital Key ($275), towing ball mount ($65), accessory ready LED lantern ($160), cargo lights ($375), carpeted cargo mat ($130), carpeted floor mats ($199), trailer towing ball ($24), plus delivery which took the bottom line to $68,128.
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It's a tough choice, but two good choices with Toyota’s solid build and dependability.