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. 






 

When I first saw Hyundai’s revised 2025 Santa Fe SUV, my first thought was that it looked so much like Ford’s out of production Flex crossover because it had Flex’s boxy design. But the original Santa Fe SUV underwent a complete makeover from what was Hyundai’s second most popular SUV. The 2025 is a bit larger than the hot-selling Tucson, but smaller than Hyundai’s 3-row Palisade SUV. 

Hyundai’s designers did a great job on Santa Fe’s makeover with its snappy looking H-pattern running and taillights plus LED headlights, to name a few. Yet despite its boxy exterior, Santa Fe’s makeover has a tough, macho, slippery and classy look making it a true 7 passenger (6 with second row bucket seats) family SUV. 

The 2025 Santa Fe is offered in SE, SEL, XRT, Limited and top-line Calligraphy. We were privileged to test the AWD XRT which is more off-road capable with 1.3 inches of extra ground clearance compared to the other models. It also has a 4,500-pound tow rating compared to 3,500 of the others and has a 4WD Lock feature for when traction gets extra tough.  

One neat and unique feature are fold-out grab handles on the exterior “C” pillars that provide an assist when loading long items like a canoe, kayak, skis or other gear atop the car. 

After a low 20-inch step-in into the cockpit, you’re treated to first class accommodations including the eye-grabbing 30.5-inch long one-piece combination digital gauge cluster and infotainment display. The digital gauges includes a driver information display between the gauges that provides alerts and functions while on the other half, the 12.3-inch infotainment display offers navigation, Apple CarPlay/Android Auto wireless connectivity, Sirius audio, rearview camera (with an added hitch view) and more. 

The second notable item is the steering wheel mounted gear selector that has a twist operation. Twist up for Drive, down for Reverse and a push of the “P” button at the end of the selector for Park. It’s also supplemented with paddle shifters. The selector takes some getting used to if coming from a console mounted selector. 

Heated H-Tex front seats are nicely padded and supportive. Both fronts straddle the stack/console that uses pressure sensitive HVAC controls and unique dual cell phone chargers so two phones can be charged simultaneously. Beneath the HVAC controls is the 4WD Lock switch and the Drive Mode switch for Normal, Sport, Snow and My Drive, the latter personalizes driving functions. An extra nice feature is that Hyundai designers used the dead space beneath the console for a tray to stow a purse or other small items. 

Second row seats have generous leg room for two adults and they slide forward somewhat to access the third-row seats that are mainly for youngsters where leg room is tight. Unique is the console box top that also opens from the rear as well as the front, so back seat passengers can stow small items.  

Back in the cargo area, that has a low 32-inch lift-over, and with the third row upright, there’s 14.6 cubic feet of cargo space that measures 14.5 inches deep, 47.5 wide and 31.5 high. Flip the third row and cargo loading depth expands to 45.5 inches deep. Fold the second row and it increases to 75 inches for 79.6 cubic feet of space. And beneath the aft cargo floor is a small bin for small item storage. 

Ride wise, it’s smooth and quiet and handles superbly despite its size and 4,343-pound curb weight. And Santa Fe parks surprisingly easy with a 37.9 foot turning diameter. 

Powered by a 2.5-liter turbocharged 4-cylinder that generates 277-hp and 311 lb/ft of torque, and when coupled to the 8-speed automatic transmission, the little four moves the Santa Fe with ease. So configured, EPA rates the combination at 19-city, 26-highway mpg. There’s also a hybrid version that can do even better. 

With a long list of standard features such as blind spot collision warning, forward collision warning, rear cross traffic and avoidance alert, lane following/keeping assist, forward attention warning, highway driving assist and many more, the only extra cost option was ($210) for carpeted floor mats. Adding the delivery charge ($1,415) took the base price of $40,850 to $42,475. This is a lot of  exceptionally loaded AWD SUV for the money. 
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To its credit, Santa Fe comes with Hyundai’s generous 5 year/60K new vehicle warranty, 10/100K powertrain, 7/Unlimited anti-corrosion, 3/36K complimentary maintenance, 5/Unlimited roadside assistance coverage. With this class leading warranty, Santa Fe buyers can’t go wrong. It’s a no brainer if in the market for a 3-row AWD SUV with modern, upscale design.  







 

While Lexus’s RX 350 is their top-selling midsize AWD SUV, their downsized RX 350 is their compact luxury AWD SUV. And in the F Sport model that we tested, it’s a sporty ride where the F could stand for Fast. 

NX is offered in NX 250, NX 250 Premium, NX 250 AWD, NX 350 AWD, NX 350 AWD Premium, NX 350 AWD Luxury, NX 350 AWD F Sport (we tested) NX 350h (hybrid), NX 350h Premium, NX 350h Luxury, NX 450h Plus Luxury, and NX 450 Plus, F Sport Handling and Plug-In Hybrid. Quite a choice. 

The F Sport Handling sets itself apart from the others in that it has an Active Variable Suspension with front and rear performance dampers. This means it can be tossed in the turns and it remains planted with superb handling dynamics. 

NX 350F has an exceptional ride on tall Bridgestone 20-inch tires that grip the road with the utmost of adhesiveness. Despite the sporty suspension, road imperfections are mere ripples that don’t disturb the occupants. And it’s a quiet ride. 

With its short wheelbase, NX 350F has a tight 19-foot curb-curb turning radius for easy parking. And with 8.07 inches of ground clearance, NX can handle modest snow depths. 

The NX 350F shares the same exterior style with other Lexus family members, so there’s no mistaken the bold, expansive grille while the back end sports a full-width taillight bar. All Lexus traits. 

In the cockpit, that has a low 18.5-inch step-in, it’s upscale and very comfortable. Heated/cooled and nicely supportive F Sport front seats hug the torso every so securely.  

Blended into the dash is a vivid 14-inch touchscreen that serves the gamut of Mark Levinson audio, HVAC selections, wireless Apple CarPlay, Android Auto connectivity, Wi-Fi, Amazon music, drive modes and a digital assistant with some voice commands plus rearview, front and rotating view camera systems.

A digital gauge cluster shows a host of functions and alerts through its embedded driver information display (aside from speed and gear selections). There’s also an adjustable heads-up display.  

And speaking of digital, NX 350F had a dual conventional and digital rearview mirror. In digital mode it shows a wide-angle view that doesn’t show headrests, tall folks or the rear pillars. The view takes some getting used to. 

The NX 350F has unique door handles. To open the doors from inside the cabin, merely press inward on the flat handles and the doors release slightly. That too, took some getting used to as its customary to pull on handles. 

Included is a wireless phone charger pad that slides backward to expose a small, 3-inch deep bin. Pretty nifty idea and design. 

NX 350F comes with a rotary mode selector for Eco, Sport, Sport Plus (for extra zip), Normal and Custom modes. Selections then display on the infotainment display. 

Back in the comfy and heated rear seats, they can accommodate two adults or three youngsters as the transaxle hump is low. Leg room is adequate for short-legged passengers and even less if the front seats are racked well rearward. Headroom thought is good.  

When carrying packages, a hands-free tailgate is a helpful feature. The cargo area within is spacious. With the rear seats upright, there’s 22.7 cubic feet of cargo space that measures 37.5 inches deep, 40 wide and 29 high. Flip the rear seatbacks and space increases to 46.9 cubic feet for 70 inches of cargo loading depth. A low 30-inch lift-over makes loading bulky items easier. 

Powered by a 2.4-liter turbocharged 4-cylinder that generates 275-hp and 317 lb/ft of torque, and when coupled to the standard 8-speed automatic transmission, the little four moves the NX 350F with gusto. There’s certainly no want for power. It’s even more potent in Sport Plus mode that holds shift points longer and the paddle shifters add extra athleticism. The combination results in EPA mileage estimates of 21 city, 28-highway mpg and is capable of towing up to 2,000 pounds. 

My NX 350F test car came exceptionally equipped with a long list of safety features such as Lexus’ System 3.0 w/Lane Tracing Assist; pre-collision system w/pedestrian detection, dynamic radar cruise control w/curve speed management, lane departure alert w/steering assist, blind spot monitor and many more.

On the options side, the base price of $49,185 increased with the following options consisting of Advanced Park (parks itself $250), front cross traffic alert/lane change assist ($270), F Sport Handling Luxury package that adds the 14-inch touchscreen, Cloud navigation, triple beam LED headlights and more ($2,865), Mark Levinson audio ($1,020), premium paint ($595), panoramic glass roof ($1,600), wireless phone charger ($75), side puddle lamps ($175), and delivery of $1,175 took the bottom line to $58,010.00  

While the RX 350 is the top seller, I’ve been seeing a lot of NX’s on the road of late. The NX 350 has similar traits of the RX at a more affordable price. 

Add to its attractiveness, the NX 350F AWD has received favorable government crash ratings of  four out of a full five stars for driver/passenger frontal crash, and five stars for front/rear seat side crash. Rollover was not tested. 
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With this added incentive, the NX 350 F Sport will appease and please new car buyers especially since Lexus vehicles have been known for quality build and reliability. A testament to this is that my wife has a 2008 RX 350 and hasn’t had a stich of problems with it.  

The best thing to happen to Mazda is when they got a divorce from Ford many years ago. Since then, they have been producing very impressive automobiles. In fact, I have yet to drive a new Mazda I didn’t like, and that includes their 2025 AWD CX-5 Turbo. 

The CX-5 crossover is a top seller for Mazda and I see a lot of them on the road. I told my dentist, who was considering a new ride, how much I liked the CX-5 so he went and traded his BMW 3-Series for a CX-5 Turbo, and subsequently told me he loves it. 

CX-5 Turbo that we tested is offered starting with the base 2.5 S and goes upward to the CTheX-5 2.5 Carbon Turbo we tested, and atop that, the CX-5 Turbo Premium and CX-5 Turbo Signature. The 2025 CX-5 is also a big larger than earlier models. 

First off, CX-5 has a suave, slippery look. It appears to be moving 55mph standing still. It even looks nimble which makes it easy to park and allows it to make quick evasive maneuvers when necessary. 

CX-5’s interior, with a low 19-inch step-in, is upscale with good quality materials. Heated front seats have leather outer edges and sueded inserts. They’re nicely supportive and comfy over long hauls. Rear seats are equally as soft with good leg room unless the fronts are racked well-rearward plus the backs recline. Headroom is ample and wide opening doors allow easy ingress/egress.  

A 10.25-inch display is nicely embedded midway down the dash and is controlled by a large rotary dial. It offers a host of apps that includes XM Travel Link with traffic alerts, weather radar, weather alerts, some voice recognition plus rearview front view and side view camera views. Below it are traditional push button and rotary dials for HVAC functions and it shares the vertical stack with a wireless phone charger. A burly gear selector joins the arrangement that is complemented with paddle shifters. 

A combination analog and digital gauge cluster includes a driver information display between the analog tach and digital speedometer that displays CX-5’s drive modes of Sport, Normal and Off-Road that are selected via a rocker switch on the console next to the gear selector. 

Back in the cargo area, that has a low lift over of 29.5 inches and with the rear seats upright, there’s 29.1 cubic feet of cargo space that measures 37.5 inches deep, 43 wide and 29.5. Flip the rear seatbacks and cargo depth expands to 59.3 cubic feet. Beneath the cargo floor is a space saver tire and two bins on either side for small item storage. 

Operationally, our test car came with a 2.5-liter turbo four-cylinder that generates 227-hp and 310 lb/ft of torque. Coupled to the 6-speed automatic transmission, EPA rates the CX-5 at an impressive 22 city, 27-highway mpg. Without question, the 2.5 Turbo had no want for power. It moved the CX-5 with quickness and excellent passing power especially when the turbo kicked-in and it did so ever so quietly. Actually, under full throttle, the 2.5 felt more like a small V6 under the hood.  

Handling wise, the CX-5 likes the twisties as it can be tossed in the turns and it remains planted. Its suspension nicely soaks up road imperfections including tar strips, offering a smooth ride on Toyo 19-inch tires. And with electrically steering assist, CX-5 parks easily with its tight 18-foot curb-curb turning radius. 

CX-5 Carbon Turbo remains an affordable car. With an extensive list of standard features such as rain-sensing wipers, blind spot monitoring, lane departure warning, lane keep assist, rear cross traffic alert, wireless Apple CarPlay/Android Auto connectivity, smart and advanced brake support, rear seat alert and a host more. 

The only extra cost option were Zircon Metallic Paint ($450), Mazda Navigation System ($450) and delivery that took the bottom line to $39.455. 

And here’s what makes the CX-5 even more attractive. It comes with the government’s full five overall safety score; five each for driver/passenger front crash; five for front/rear seat side crash and four for rollover These are most impressive and important scores for new car buyers. 
Warranty coverage includes 60 months/60K powertrain; 36/36K new vehicle warranties plus 24-hour roadside assistance. 
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With all of the above, Mazda’s CX-5 Turbo has it all and then some. It’s certainly a compelling AWD crossover that stands above the competition. 




  






 

After a complete 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, SEL, N Line, N Line S, Limited and an EV model if you’re so inclined to go green.  

The Kona Limited 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 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 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 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 is fun and enjoyable to drive during the week we were privileged to have it. I hated to return it to the transporter.  

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 ($210) that took the base price of $33, 400 to $35, 005 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. 
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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. 

 

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Not that it needed it, but Hyundai’s top-selling Tucson AWD crossover has been freshened for 2025 with a stylish design update, a new infotainment system and a tough to beat line that includes not only a standard gas version, but  hybrid and plug-in hybrid models to suit any car buyers needs. 
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When friends or relatives ask me for a recommendation for a reasonably-priced crossover that has all the safety bells and whistles offered today, I point them to the Tucson. Added to that, the carmaker offers an unbeatable warranty, not only on the Tucson, but all their vehicles. 

Tucson is offered in SE, SEL, XRT, N Line and Limited, the latter that we were privileged to test, plus the hybrid and plug-in hybrid versions. 

As for as exterior design is concerned, you can’t mistake a Tucson for any other crossover as it’s front end has six  staggered running lights, three on each side of the grille that blend in with the headlights. When you see them coming toward you, especially at night, you know immediately it’s a Hyundai Tucson. The back end also has a unique taillight treatment that has four slanted lights joined and topped by a full-width light strip. It’s a sight to behold when encountering a Tucson at night.   

Interior wise, the dash now sports an almost full-width combination type infotainment display that appears to join a 12.3-inch digital gauge cluster. A glass cockpit if you will, similar in design to that in a modern business jet. The infotainment display offers wireless Apple CarPlay/Android Auto connectivity, a rearview, frontal view and revolving view cameras, Bose audio and much more. The digital gauge cluster itself not only serves the speedometer/tachometer, but has a driver information display within it for features, functions, mode selections and Hyundai’s helpful right and left camera views that display when activating the left and right turn signals. 

HVAC controls consist of a flat panel with touch sensitive switches that are easy to use, but the various selections need more vivid back-lighting as they’re tough to see in bright sunlight. 

The 8-speed automatic transmission gear selector too is unique in that resembles a column shifter. But it’s far from that old technology. Tucson’s selector is a shift-by-wire lever that uses a twist handle tip. For Drive it’s a twist upward while Reverse requires a flip down. And to engage Park gear, there’s a push button on the end. To supplement it are paddle shifters on the heated steering wheel. 

This placement of the gear selector frees up space on the console which appears to be free-floating with space underneath it to stow a purse or other small items. Atop the console is a wireless phone charging pad along with a toggle switch for mode selections of  Normal, Sport, My Drive and Snow modes, plus a lock switch to assist in getting unstuck from deep snow or mud.  

Leather front seats are heated/ventilated and exceptionally padded with extended under thigh support. The rear seats, after a low 19-inch step-in, and are nicely padded with good leg room for two adults. Ingress/egress is easy thanks to wide opening rear doors. 

Back in the cargo area, and with the rear seatbacks upright, there’s 41.2 cubic feet of cargo space that measures 38 inches deep, 43 wide and 31.5 high. Pull two handles and the rear seatbacks flip down to increase cargo space to 80.3 cubic feet for 70 inches of loading depth. Beneath the cargo floor is a space saver tire with some space around the front of it to stow small items like gloves, cleaning supplies and more. 

Ride wise on Michelin 19-inch All-Season tires that are 9 inches wide for a good grip, is smooth and quiet. Tucson’s  suspension nicely soaks up bumps, tar strips and unimproved railroad crossings. It handles admirably in tight turns and cloverleafs as it stays planted. It also parks easily with a tight turn radius of 38.6 feet. And with 8.3 inches of ground clearance, it can handle modest snow depths. 

Power wise, the little 2.5-liter 4-cylinder with auto start/stop engine technology, generates 187-hp and 178 lb/ft of torque for EPA mileage estimates of 24 city, 30-highway mpg. Pulling 3,657 pounds of curb weight, the little four is peppy but not a head-slammer under full throttle acceleration runs. In Sport mode it’s livelier and more spirited. 

As the top-tier in the line, the Limited comes nicely equipped with forward collision alert, lane keeping/following assist, forward attention warning, blind spot collision warning, rear cross traffic collision avoidance assist, forward/reverse/side parking distance warning, rear parking distance avoidance assist, safe exit warning and a few more. Included too is hands-free power liftgate w/auto open, rain sensing wipers, smart cruise control, remote parking assist, sunroof, heads-up display and a bunch more. The only extra cost option was $210 for carpeted floor mats. 
For all this, Tucson Limited’s base price was $39,975, but after adding the floor mats and delivery ($1,395) they took the bottom line to a reasonable $41,400. Try to match that with comparable competition and you’ll find for the content, the Tucson Limited is a buy. And while your comparing, see if the competition offers a 5 year/60K new vehicle warranty, 10/100K powertrain, 7/Unlimited anti-perforation, 3/36K complimentary maintenance and 5/Unlimited roadside assistance. A powerful influence in a new car purchase.

So you see, Hyundai’s Tucson in any form, is a compelling buy.
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​Lexus has upgraded its popular UX Hybrid subcompact luxury crossover for 2025 with its fifth-generation hybrid powertrain.

It’s more powerful, the most fuel-efficient, with mileage numbers that are almost Toyota Prius-like. It’s also the least expensive in the carmakers line. 

As the smallest entry-level Lexus SUV, it was initially offered in UX 250h form, but with a bump-up in power, the UX has been rebadged as the UX 300h. 

Offered in FWD and AWD and in Premium, F Sport Design with special trim and F Sport Handling with sportier suspension, we tested the Premium trim model. And it is premium inside and out. 

Starting with the family familiar spindle grille front end, UX 300h sports a classy, chiseled look. Lexus designers added a nice  hint of a spoiler at the base of the liftgate for an added sporty look.

Interior wise and with a low 17-inch step-in, the cockpit is svelte in design with friendly ergonomics. Heated/cooled front seats are nicely bolstered and exceptionally padded. And a large, vivid, 12.3-inch touchscreen adorns the dash with a host of functions and features including a rearview camera, Apple CarPlay, Android Auto, Cloud navigation, apps, satellite radio plus HVAC functions that can be selected there, as well as on the traditional HVAC panel. 

Over on the digital gauge cluster, it provides a variety of supplemental information such as features, functions and alerts that are part of the driver information display within in. There’s also a head-up-display on the lower portion of the driver’s windshield. On the right side of the gauge hood, a rotary Drive Mode switch sprouts out for Eco, Variable  and Sport modes.

A nice wide console houses the CVT automatic transmission gear selector along with an EV Mode all-electric switch for  power on short trips to the local grocery store, Home Depot or other brief runs. The drive motor battery re-charges itself through braking and other hybrid system functions. There’s also a wireless phone charger in front of the gear selector. 

Back seats are nicely padded but leg room is limited for two. And if the front seats are racked well rearward, there’s virtually no leg room. But headroom is sufficient for average sized adults.
 
UX 300h’s cargo area is spacious with a low 31-inch lift over onto the cargo floor. With the split folding rear seats upright, there’s 17.2 cubic feet of cargo space that measures 28.5 inches deep, 40.5 wide and 23 high. Flip the seatbacks and loading depth extends to 63 inches. Like all Lexus vehicles, the carmaker thoughtfully puts a First Aid Kit in the cargo area. And for added small item storage, there’s a 5-inch deep bin encompassing almost the entire underfloor. 

With the added grunt of the 300h, the 2.0-liter 4-cylinder along with the hybrid system provides a total system output of 196-hp. As such, the Lexus did a 0-60 sprint in a relatively quick 7.9 seconds. Not bad for its 3,575-pound curb weight. Coupled to the CVT transmission, EPA rates the UX 300h at an impressive 44 city, 40-highway mpg. 

UX 300h rides like all Lexus vehicles. Quietly and more so when under hybrid and EV power. It’s a smooth ride with a suspension that makes unimproved railroad crossings and pocked mark streets merely a ripple. And it parks easily as well with its short 176.97-inch overall length. And for snowy weather, UX 300h has 6.3 inches of ground clearance that should be able to handle modest snow depths.  

UX 300h comes standard with a long list of standard features and important safety items such as blind spot monitoring and many more. It came with a base price of $41,110, but a standard UX 300h it starts at around $37,690. Added to the test car price was the wireless phone charger ($75); Cold Area package ($250); Head-Up Display ($900); Lexus Interface w/Cloud Nav, 4G capable, XM radio and the larger 12.3-inch touchscreen ($1,405); premium paint ($95) all of which took the bottom line to $45,485 with delivery. 

To its credit, UX 300h received the government’s top 5-star overall rating plus four stars for driver/passenger frontal crash; five stars for front/rear seat side crash and four for rollover. All standout ratings in its crossover class. 

If you’ve never driven a Lexus, take a UX 300h for a test drive and you be impressed. If my wife and I didn’t own a midsize Lexus RX 350, we would easily consider the UX 300h. 
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Second only to Honda’s top-selling CR-V compact AWD SUV, Honda’s long-time popular Pilot SUV has been upgraded to include a bona fide off-road capable TrailSport AWD SUV model that we were privileged to test. And what an SUV it is. 

This 3-row midsize SUV is loaded with the latest in technology, is a great family vehicle and with the TrailSport version, can be taken off the beaten path. 

Pilot is offered in Sport, EX-L, Touring, TrailSport, Elite and top-shelf Black Edition that has eye-grabbing trim features. 

All Pilot’s have a striking, bold, chiseled exterior. But the TrailSport differs in that it has a more off-road appearance features with its raised ride height that provides 8.3-inches of  ground clearance for nasty terrain and modest snow depths. Plus, it comes with all terrain 18-inch Goodyear, knobby tread tires for added traction, rear lock for when the going gets extra tough, and skid plates (a Honda first) to protect the vitals when going off the beaten path. Added to this, TrailSport’s TrailWatch camera system offers four views to see any nasty objects along the trail. 

Pilot’s interior, with seating for seven or eight with a second-row bench seat, is stylish and ever so accommodating with heated leather front seats that offer just the right amount of lateral support. They’re not confining especially when wearing heavy winter coats. The center console is spacious that is can even hold an iPad. In addition, the vivid 9-inch touchscreen serves the audio, navigation, rearview camera, apps, satellite radio, Honda Link, Apple CarPlay, Android Auto and more. Then there’s the nifty push button 10-speed automatic transmission gear selector with paddle shifters that fits unobtrusively on the nicely designed console. There’s also  a wireless phone charger in front of the gear selector. All within easy, uncluttered reach. 

The vertical stack includes large and easy to view and use HVAC controls that have digital readouts. Kudo’s to Honda for maintaining mostly hard controls instead of having to make HVAC selections on the touchscreen that far too many carmakers are now doing and which momentarily takes the eyes off the road when making changes. 

Sharing the console is the Drive Mode rocker switch for Econ, Sport, Normal, Snow, Trail, Sand and Tow modes. Selections are displayed on the digital gauge cluster that also serves a host of features, functions and driver alerts. 

With a low 20.5-inch step-in, second row ingress/egress is easy especially with wide opening doors. A tray of sorts sits between the second row that is a pass-through of sorts which kids can actually step on it to access the third row, although the second-row seats slide well forward for third row access. 

The second-row captain’s chairs offer spacious leg room, there’s even 32.5 inches in the third row. There’re also  separate HVAC controls for the second row that are located at the rear of the front console.  

Back in the cargo area, that has a low 33-inch lift-over onto the cargo floor, it offers 22.4 cubic feet with the third row upright  that measures 18 inches deep, 45.5 wide and 30 high. Flip the third row and there’s 60.1 cubic feet and 87 cubic feet respectively with the second and third row flipped. This provides a generous 80 inches of cargo loading depth. Pilot also has a nifty Walk Away Close feature on the powered tailgate. Walk Away and it automatically closes and locks. And get this. TrailSport comes with a full-size spare. A rare feature on today’s cars.  

Pilot TrailSport is powered by a robust 3.5-liter V6 that generates 285-hp and 262 lb/ft of torque for EPA mileage estimates of 18 city, 23-highway mpg. Coupled to the quick shifting 10-speed automatic transmission, TrailSport carries a 5,000-pound tow rating. That can handle small boats, utility trailers or campers.

With its beefed-up front/rear suspension, TrailSport rides a tad taut but not bothersome Continental 18-inch tires that have a 9-inch wide tread pattern for added traction. On the highways its stiff body structure is not felt but it maintains the Pilot on track even in high winds. TrailSport parks easily with a tight turning radius and handles admirably for a bona fide SUV. 

With HondaLink, a Cloud-based system, it offers remote engine start, remote door lock/unlock, remote find my car, remote stolen vehicle tracking, remote fuel range status, remote tire pressure monitoring, speed alert and Geofencing abilities.

Standard safety features include collision mitigation braking (very helpful), lane keeping assist, road departure warning, traffic jam assist and tire pressure monitoring. 

As my test vehicle was a pre-production model, there was no sticker price on it. But Kelly Blue Book lists the average purchase price for the TrailSport at from $47,605 to $50,795 with selected options and delivery. In comparison, a base Sport model can fetch from $39,132 to $41,595. All average market prices for  a variety of AWD SUVs.

To its credit, Pilot has earned a Top Safety Pick from the Insurance Institute for Highway Safety and received a top 5-star overall score from the governments National Highway Traffic Safety Administration. 

Warranty wise, Pilot is covered for three years or 36,000 miles while the powertrain comes with five-year, 60,000-mile coverage. Added to this, Honda includes free scheduled maintenance for the first two years or 24,000 miles.
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Again, Honda’s 2025 Pilot TrailSport doubles as a daily family SUV, and for weekend getaways, a viable off-roader. Who says you can’t have your cake and eat it too. TrailSport offers both.