Kia’s 3-row 2024 Telluride AWD SUV has been a hit for the carmaker in that it offers styling, interior space, has best resale value and is a top safety pick. What’s strange is that Hyundai’s (Kia’s parent company) Palisade 3-row SUV, shares essentially the same platform as the Telluride, but the latter has outsold it. Maybe because car buyers like the forward styling or maybe they like the name Telluride, especially if they’re skiers and have skied that popular western mountain. Telluride is offered in LX, S, EX, EX X-Line, SX, SX X-Line, SX X-Pro, SX Prestige and SX Prestige X-Line. We were privileged to test the latter. And what an SUV it is. As the top-line model, the X-Line denotes a more rugged stance on 20-inch Michelin tires, a bold grille and roof rails for strapping on kayaks or other outdoorsy gear. Telluride’s interior is upscale and snazzy with Nappa leather seating plus sueded ceiling and pillars. A curvy-shaped dash encompasses a 12.3-inch infotainment display on one side, and a 12.3-inch all digital instrument cluster on the other. The infotainment display serves a host of functions like Harmon-Kardon audio, satellite radio, navigation, climate selections, a rearview, side view, overhead and revolving view cameras, voice memo’s and more. Aside from the typical tach and speedometer on the instrument cluster, it displays features, functions, modes, alerts, plus left/right blind side cameras. There’s also an adjustable 10-inch head-up-display that provides constant driving data. Within the navigation system is a nifty nav-based smart cruise control system that incorporates speed adjustment based on road conditions. There’s also a free 12-month subscription to Kia Connect services for real time traffic conditions. With three rows, Telluride is rated to seat eight with a second row bench seat, or seven with captain’s chairs in the second row. And ingress/egress is a low 19-inch step-in. Third row access is surprisingly good and they can actually seat two short statured adults. The front seats are heated/cooled, heavily padded and nicely supportive. The second row has gobs of leg and head room and have their own HVAC controls located on the ceiling above the seats. They’re also heated as are the third-row seats. Regarding the third row, Telluride has Driver Talk that sends the driver’s voice through the rear speakers for conversation or to scold unruly kids in the rearmost seats. Telluride’s console houses the gear selector for the 8-speed automatic transmission, a phone charging pad and mode selection switch for Comfort, Sport, Smart, Eco, Snow and AWD Lock modes. The latter offers added traction when getting stuck in deep snow or mucky mud. It’s an important feature to have and one that even more expensive SUVs don’t’ offer. Kudo’s to Kia for having that. Back in the cargo area that has an automatic opening/closing liftgate provided the fob is on the person, it’s a nice assist to have the hands and arms are loaded with packages. The liftgate door opens when approaching the door, and closes when walking away. With the third-row seats upright, there’s 21 cubic feet of cargo space that measures 19.5 inches deep by 47 wide and 32 high. Flip them and space increases to 46 cubic feet for 50 inches of loading depth. Flip the second row and there’s 87 cubic feet for a whopping 84 inches (7 feet). And lift-over onto the cargo floor is an easy 29.5 inches. Beneath the cargo floor is a 3-inch deep, full-width bin for small item storage. Telluride gets its grunt from a 3.8-liter V6 that generates 291-hp and 262 lb/ft of torque for EPA mileage estimates of 18 city, 24-highway mpg. When coupled to the 8-speed trans, it can tow up to 5,500 pounds in the X-Line model. So powered, Telluride has excellent acceleration from a standing stop and during passing maneuvers. Select Sport mode and the gauges turn red and white and shifts points are held longer for quicker acceleration and performance. As for ride and handling, Telluride is smooth and ultra-quiet. In sharp, tight turns, it remains planted and the steering offers good road feel. And it’s a nimble and easy to park SUV. Telluride SX Prestige X-Line carried a base price of $52,185 generously equipped with a host of safety features such as forward collision avoidance (cyclist, junction turning), blind spot collision warning, rear cross traffic collision-avoidance assist, reverse parking collision avoidance assist, safe exit assist/highway driving assist, smart cruise control w/stop-go, and more. On the options side, Wolf Gray Paint ($495), carpeted floor mats ($225), cargo cover ($155), carpeted cargo mat w/seatback protection ($115) and delivery ($1,365) took the bottom line to $54,540. An impressive price for this much content in a good-looking SUV. Kia figured it all out, and put it together in an impressive 3-row. Telluride X-Line came with top government safety ratings of a full five stars for an overall score, four each for driver/passenger frontal crash, five for front/rear seat side crash and four for rollover. In addition, the Insurance Institute for Highway Safety gave it their Top Safety Pick-Plus award. All compelling reasons to consider a 2024 Telluride. Telluride comes with a generous 10 year/100K powertrain warranty, 5/60K basic warranty and a 5/60K roadside assistance coverage. After spending a week in the Telluride, I can say it’s the best 3-row AWD SUVwe’ve tested to date.
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Dodge's 2023-24 Hornet R/T combines performance with racy styling to form a compelling AWD CUV3/5/2024 If you’re old enough to remember the AMC Hornet car of yesteryear, Dodge resurrected that name for their 2023-2024 compact Hornet compact-utility vehicle (CUV). It takes that badging to new heights in todays market. The original Hornet name was for an AMC Hornet that ended production in 1977. Then in 1987, Chrysler acquired AMC and the Hornet name that was dormant until 2006 when Chrysler bestowed it on a 2006 Hornet concept. It was a five-door mini MPV and was powered by a 1.6-liter supercharged Tritec inline 4-cylinder that generated 170-hp and 165 lb/ft of torque, and it was FWD. However, it never entered production and was rumored to find a home as a Fiat or Alfa Romero. That never came to fruition until 2023 when Dodge debuted it as a hot performer for a reasonable price. The 2024 Hornet compact crossover is based on the Alfa Romeo Tonale, which is not a bad Italian marriage. And it’s the first Dodge vehicle to be offered as a plug-in-hybrid. Hornet is offered in GT, GT Plus, R/T and R/T Plus AWD that we were privileged to test. Unfortunately, we tested the non-hybrid 2023 as the 2024 was not available for testing, but we’ll also describe the PHEV version that will probably be the most popular because of its efficiency. Hornet R/T Plus tested has distinctive, muscular styling with a hood that has twin functional air scoops that Dodge calls “integrated heat extractors.” The grille has a “mail slot” of sorts opening while the back end has curvy, rounded styling with a tail-light assembly that slots across the entire liftgate. Hornet’s interior has sporty, perforated leatherette heated/cooled front seats that have snugging lateral support, a 10.25-inch infotainment display and 12.3-inch digital gauge cluster that rounds out an attractive cockpit. The information display serves the Harmon Kardon audio, navigation, rearview, front view and surrounding view cameras, climate selections and mode selections plus Apple CarPlay, Android Auto connectivity. Hornet’s console houses the 9-speed automatic transmission gear selector and a phone charger. We must take issue with the rear doors, as the first time I opened the driver’s side, its wing of sorts at the top side of the door, hit me in the noggin. It’s pointed. Dodge could have rounded it somewhat while still maintaining a swept back design. Back seats are a bit on the firm side for two adults or three youngsters as the transaxle floor is low allowing some leg room for short legs. Back in the cargo area, it’s fairly spacious and rated at 22.9 cubic feet that measures 31.75 inches deep, 38.5 wide and 30 high. Since the rear seatbacks don’t fold, there is a pass-through to stow long items. Beneath the trunk floor is a space saver spare tire and four hard-foam bins for small item storage. The 2023 tested was powered by a 2.0-liter inline turbocharged 4-cylinder that generates 268-hp and 295 lb/ft of torque. When routed through the 9-speed automatic transmission, it garners EPA mileage estimates of 21 city, 29 highway mpg. In Sport mode, and when the turbo kicks in, Hornet can do a 0-60 sprint in 6.5 seconds according to Dodge. It has lively acceleration from a standing stop and when passing 18-wheelers. And while in Sport mode, Hornet’s exhaust tone has a throaty delicious sound. It carries a tow rating of up to 2,000 pounds. Now for the PHEV plug-in version. It comes with a 1.3-liter turbocharged 4-cylinder with 6-speed auto trans and when joined by an electric motor, generates an impressive 288-hp and 383 lb/ft of torque. With its 15.5 kWh lithium-ion battery pack, Hornet has an all-electric range of about 32 miles with EPA ratings of 77 MPGe. The R/T PHEV has a PowerShot mode that can provide a boost of 30-hp that offers a 15-second burst of added power that’s provided by the battery and electric motor for a 0-60 sprint of 5.6 seconds. To accomplish this, the driver has to pull back both paddle shifters while tromping the accelerator. Going back to our 2023 test car, handling is responsive and positive. Hornet can be tossed in the turns and it sticks with confidence. And it parks easily with a tight 37.95 feet turn radius. As for snowy weather and AWD, Hornet has a modest ground clearance of 6.1 inches. And the ride on 19-inch Goodyear tires is a bit on the taut side as its tuned for a sporty ride with Koni FSD shock absorbers and Chapman suspension with rear stabilizer bar. Price wise, our Hornet carried a base price of $34,995, but escalated after adding the Blacktop Package ($1,995) that is essentially a trim package; Teck Pack ($2,245) consisting of the surround view camera, front/rear/side park assist, drowsy driver detection, active driving assist and intelligent speed assist; compact spare tire ($350 this is an unusual charge); Blu Bayou exterior color ($495); and delivery ($1,595) which took the bottom line to $41,060. Hornet carries a 3-year 36K new vehicle warranty and a 5/60K powertrain. If opting for the PHEV version, the R/T’s hybrid battery is warranted for 10/100K miles. Beginning life as an AMC Hornet, the 2023-24 is a real looker and performer in either non or PHEV hybrid configuration. I’d love to see it if Dodge could shoehorn in an explosive Hellcat V8 engine. So powered, Hornet could probably do wheelies. It’s been a while since we tested a Buick. And the one we recently tested is certainly not a banker’s car or car for older folks as that long-time stigma was bestowed on Buick cars in the past. Far from those misnomers as we were really impressed with Buick’s 2024 Envista FWD compact crossover. Envista is one of four crossovers in the Buick stable and slots between the subcompact Encore GX and larger Envision. All sized slightly differently and priced accordingly. Envista has attractive styling that looks like no former Buick. Its coupe-like roofline gives a sporty, swept-back look. It shares the same platform as Chevy’s Trax that we’ll review in an upcoming column. And Envista has just the right amount of chrome trim for a classy, upscale, snappy look. This handsome crossover is offered in Preferred, Sport Touring and top-line Avenir that we tested. Avenir comes with heated perforated leather seats, while the other two have leatherette seats. Envista’s cockpit has two digital screens that Buick designers made look like one 19-inch display. The infotainment display is a vivid 11-inches diagonal while the gauge cluster is 8 inches. The infotainment display serves the audio, Apple CarPlay, Android Auto connectivity, Wi-Fi Hotspot, OnStar, climate selections, navigation, rearview camera and some voice commands. Its HVAC controls are easy to operate and view. Some climate selections can also be made on the display. Add a heated flat-bottom steering wheel and Envista’s cockpit takes on a racy look. The console hosts a wireless phone charger with receptacles for wired charging. It shares the console with the gear selector for the 6-speed automatic transmission. Over on the large all-digital gauge cluster, it has a driver information display for alerts, various operating functions and features, in addition to vehicle speed, gear selection and fuel tank level. Envista’s back seat is nicely padded and soft with good leg and head room for a pair of 6-footers. And since there’s no transaxle hump, three riders can be accommodated provided the middle rider has short legs. Perhaps the only low point with the interior was that the lap belts couldn’t be adjusted up or down. As such, the belt would give me a shave for my short five-foot-seven height. Envista gets its grunt from a small 1.2-liter turbocharged three cylinder that develops 137-hp and 162 lb/ft of torque for EPA mileage estimates of an impressive 28 city, 32-highway mpg. This is with engine start/stop technology and when coupled to a 6-speed automatic transmission. At full-throttle, power is applied in linear fashion. And the engine is surprisingly quiet for a 3-banger. The powertrain has no problem moving Envista’s 3,115 pound curb weight. Back in the cargo area where the liftgate opens high for tall folks, and with the rear seats upright, there’s 20.7 cubic feet of cargo space that measures 36.5 inches deep, 39.5 wide and 27 high. Flip the seatbacks and capacity expands to 42 cubic feet for 68 inches of depth. Envista comes shod with Continental 19-inch tires that provide a smooth and quiet ride. With its short wheelbase, Envista is a breeze to park even in tight spaces. Price wise, Envista Avenir carries a most affordable (in today’s car prices) base price of $28,600 nicely loaded with a host of safety features such as following distance indicator, remote start, forward collision alert, lane keeping assist w/lane departure warning, automatic emergency braking and front pedestrian braking. When encountering any of these and others, the driver’s seat vibrates as a warning. On the options list, Avenir’s Advanced Safety Package ($795) includes rear cross traffic alert, lane change alert w/side blind zone alert plus outside heated mirrors and rain sensing wipers that took the bottom line to $30,490 with delivery. That’s still a reasonable price for an eye-grabbing crossover. And it could be even more appealing here in the Snowbelt if it were available with AWD. Envista comes with a 3 year/36K mile bumper-bumper warranty, 5/60K powertrain along with roadside assistance and courtesy transportation, and first maintenance visit or whichever comes first. In a recent Automotive News article, the auto industry trade newspaper, Lexus and Toyota take top spots in J.D. Power’s dependability survey. Lexus in particular, has the lowest rate of complaints compared to others, and they have the strongest resale value. We were privileged to review one of Lexus’s top sellers, the compact NX 350h Luxury Hybrid SUV. This handsome SUV retains the Lexus trademark bold grille and flowing lines. The model comes in several forms starting with the NX 250, NX 350 AWD, NX 350 F Sport Handling AWD, NX 350 AWD, NX 450h Plus AWD, and NX 450 Plus F Sport Handling AWD a plug-in-hybrid. Let’s face it, who knows more about hybrid’s but Toyota, Lexus’s parent company. And another report shows that Toyota/Lexus sold more hybrid’s in 2023 than ever before. The NX 350h comes with an upscale and comfortable interior. Heated/cooled and nicely supportive front seats hug the torso every so securely. Black open pore wood trim adorns the dash for an extra touch of classiness. Blended into the dash is a vivid 14-inch touchscreen that serves the gamut of Mark Levinson audio, HVAC selections, wireless Apple CarPlay, Android Auto connectivity, Wi-Fi, Amazon music, drive modes and a digital assistant with some voice commands plus rearview, front and rotating view camera systems. A digital gauge cluster shows a host of functions and alerts through its embedded driver information display (aside from speed and gear selections). There’s also an adjustable heads-up display. And speaking of digital, NX 350h had a dual conventional and digital rearview mirror. In digital mode it shows a wide-angle view that doesn’t show headrests, tall folks or the rear pillars. The view takes some getting used to. The NX 350h has unique door handles. To open the doors from inside the cabin, merely press inward on the flat handles and the doors release slightly. That too, took some getting used to as its customary to pull on handles. Included is a wireless phone charger pad that slides backward to expose a small, 3-inch deep bin. Pretty nifty idea and design. A slim gear selector selects drive modes for the CVT automatic transmission and it’s the same one Toyota uses on their 2024 Crown sedan. NX comes with a rotary mode selector for Eco, Sport, Normal and a separate switch for EV only mode. Selections then display on the infotainment display. Back in the comfy and heated rear seats, that have a low 19.5-inch step-in, they can accommodate two adults or three youngsters as the transaxle hump is low. When carrying packages, a hands-free tailgate is a helpful feature. The cargo area within is spacious. With the rear seats upright, there’s 22.7 cubic feet of cargo space that measures 37.5 inches deep, 40 wide and 29 high. Flip the rear seatbacks and space increases to 46.9 cubic feet for 70 inches of cargo loading depth. A low 31-inch lift-over makes loading bulky items easier. The NX 350h comes with a 2.5-liter four-cylinder with electric motor for a combined 239-hp that garners EPA mileages estimates of an impressive 41 city, 37-highway mpg. Coupled to a CVT transmission, NX 350h has a tow capacity of 2,000 pounds. So powered, there’s no want for power and Lexus says it can do a 0-60 sprint in 7.2 seconds. All Lexus vehicles are noted for a smooth, quite, secure ride and the NX doesn’t disappoint on 20-inch Bridgestone tires. With its short wheelbase, NX has a tight 20 foot curb-curb turning radius for easy parking. And with 7.7 inches of ground clearance, NX can handle modest snow depths. My NX 350h test car came exceptionally equipped with a long list of safety features such as Lexus’ System 3.0 w/Lane Tracing Assist; pre-collision system w/pedestrian detection, dynamic radar cruise control w/curve speed management, lane departure alert w/steering assist, blind spot monitor and much more. The NX 350h carried a base price of $48,795 until a long list of options were added that included cold area package ($250); digital rearview mirror ($200); 20-inch alloy wheels ($1,300); power folding rear seat ($1,030); triple beam headlamps w/cornering lamps ($850); Mark Levinson audio ($1,020); premium Cadmium Orange paint ($595); panoramic sunroof ($500); panoramic view monitor, lane change assist-front ($1,070); Advanced Park (auto parking - $480); wireless phone charger;, 4G digital key ($450); dashcam ($375); and delivery ($1,150) took the bottom line to $58,075. This is next to the top-line NX 450h Plus F sport Handling AWD SUV at $59 905. Lexus NX 350h comes with a 4 year/50K mile new vehicle warranty; powertrain is 6/70K; hybrid hardware and batteries 8/100K and free first service for up to one year or 10K miles. While the NX 350h is not out of line when compared to the competition, you can’t go wrong as it offers reliability, quality build and an excellent resale value. It serves as a benchmark for other luxury compact hybrid SUVs. And I must admit, my wife owns a midsize 2008 RX 350 AWD SUV and loves it. . I said it before and I’ll say it again. The best thing that happened to Mazda was when Ford spun them off because Mazda had superb vehicles without Ford’s help. In fact, Ford used the Mazda platform for a Ford model or two. And since then, Mazda has made massive inroads into the crossover market with their popular selling CX-5, CX-30, CX-50 and top-line CX-90 crossovers. We were privileged to test the compact CX-50 AWD Turbo Meridian Edition that was equipped to handle off-road conditions and excursions, and is a real looker with its roof platform, black hood graphics, cladding and air vents that give it a rugged look for those with an active outdoor lifestyle. It certainly grabbed a lot of eyes. The CX-50 is slightly larger than the CX-5, but I can foresee it outselling the CX-5. It’s offered in 2.5 S Select, 2.5 S. Preferred, 2.5 S Premium, 2.5 S Premium Plus, 2.5 Turbo and 2.5 Turbo Premium. My test car was painted Dircon Sand Metallic and it garnered a lot of attention especially when I was filling it at a local gasoline station. One fellow came up to it to give it a closer look and said he was impressed. At first, he thought it was a Subaru since it’s one of several competitive carmakers the CX-50 competes against. The CX-50 outshines many of them as it comes with a classy, quiet cabin along with a low 19-inch step-in. It’s commendable that Mazda stayed with traditional operating controls that includes a vivid 10.25-inch infotainment display with CarPlay and Android Auto connectivity. A digital speedometer and analog supplemental gauges include a driver information display for features, functions and alerts and a heads-up display. CX-50 had a wireless phone charger that was nicely enclosed in the clam shell opening console box. Heated front seats are supportive and heavily cushioned. But I did miss a heated steering wheel during below freezing temperatures the week we tested it. A burly gear selector controls the standard 6-speed automatic transmission that is supplemented with paddle shifters. Behind it is Mazda’s MI-Drive switch for Normal, Sport and Off-Road drive modes. In Sport mode, engine rpm’s increase by 500 and the trans holds gears a bit longer for livelier performance. And when the turbo kicks in, acceleration is exhilarating. Next to it is a console mounted rotary dial for selecting the various display functions it serves. The back seats are also nicely padded and offer generous leg and headroom for two adults or three youngsters. And the doors open wide for easy ingress/egress. Back in the cargo area, and with the rear seats upright, there’s 31.4 cubic feet of load space that measures 41 inches deep, 42 wide and 28 high. Flip the 60/40 seatbacks and cargo capacity expands to 56.3 cubic feet for 73 inches of loading depth. Lift over into the area is a low 27.5 inches. Beneath the cargo floor is a space saver tire along with a full-width bin for small item storage. CX-50 gets it grunt from a 2.5-liter turbocharged 4-cylinder that puts out 227-hp and 310 lb/ft of torque for EPA mileage estimates of 23 city, 29-highway mpg. Coupled to the 6-speed auto transmission, it carries a tow rating of up to 3,500 pounds. With a curb weight of 3,206 pounds, CX-50 parks easily with a 36-foot turning diameter. It rides smoothly and quietly on 18-inch tires. With a touch of sportiness, CX-50 handles securely in sharp turns and remains planted throughout. When the going gets tough, CX-50s I-Active AWD system sends appropriate torque to all four wheels for added traction. CX-50 came with an extensive list of features and safety items such as lane departure warning, lane keep assist, blind spot monitoring, rear cross traffic alert, rain sensing wipers, Mazda radar cruise control w/stop and go function, to name a few. The niceties list includes a sunroof, rain sensing wipers with wiper de-ice, power heated outside mirrors and a couple more. And get this. So abundantly equipped, the only extra cost options were for a cargo mat ($100), Zircon Sand paint ($450) and delivery ($1,235) that took the base price of $40,800 to $43,960. To say the CX-50 is loaded, is an understatement. CX-50 comes with a 60 month/60K mile powertrain, 36 month/36K mile new vehicle warranties that includes 24-hour roadside assistance. For a those who like to spend weekends hiking, kayaking, camping and other outdoor pursuits, CX-50 not only looks the part, but can perform the part. Of all the luxury carmakers, Audi was the first to have an actual EV model on dealers’ showrooms, and before the Big Three did. And within that time, they managed to produce a very compelling AWD SUV in the form of their top-line, flagship Q8 Sportback S line e-tron midsize quattro (AWD). Since its introduction, the Q8-e (we’ll call it for brevity) has an extended range of up to 300 miles on a full-charge. And it is one good looking SUV with its large front air intake scoops and Matrix-designed LED headlights that can change its light pattern for maximum roadway coverage. When opening the doors, neat puddle lights illuminate the area within the door opening. Under the hood, and in place of an engine, is a frunk for small item storage. And in the back, there’s a trunk lip spoiler for a sporty, racy look. Also a first are dual charging ports on the front fenders. The driver’s side port is for a fast charger, the passenger side is for low voltage charging. Audi’s interior, oh it’s interior, is luxury personified and comfortable to boot with massaging, heated/ventilated leather front seats with extended under thigh support and perfect lumbar support. Even the pillars are sueded. And Audi was the also the first to offer a digital gauge cluster that is referred to as a Virtual Cockpit that serves a host of features, functions and alerts. Across the dash is a dual display. The top is the infotainment screen that hosts a huge number of functions including remaining battery charge, range, drive modes, parking assist choices, rear and frontal cameras, navigation w/charging station locations, chassis lift and more. The lower display is for the 4-zone HVAC system. Both are vivid, colorful, touch sensitive and relatively easy to use. Q8-e’s push button gear selector, supplemented with paddle shifters, is on the deep console and takes some getting used to. Nestled beneath it is a large wireless phone charging pad. Audi engineers did a superb job in designing the stack/console combination. Another fine point is that when engaging Park gear, the parking brake automatically sets, and releases when selecting Drive gear. After a low 18-inch step-in, back seat passengers are treated to sumptuously padded heated back seats with ample leg and head room for two adults or three youngsters. The doors open wide for easy ingress/egress. Back in the cargo area, and with the rear seatbacks upright, there’s 27.2 cubic feet of cargo space that measures 42 inches deep, 43 wide and 28 high. Flip them and capacity increases to 54.5 cubic feet for 72 inches of loading depth. Lift-over into the cargo bed is a low 31 inches. And below it resides a space saver spare tire and an 8-inch dee bin for small item storage. Shod with Michelin 22-inch tires. Q8e rides heavenly smooth on its air suspension and it’s ultra-quiet. Crack a window and only a subtle whine from the electric motors at each axle can be heard. We did notice a peculiarity when waiting for a signal light to change at an incline. If releasing the foot brake, the car drifts rearward. On today’s gasoline powered cars, that usually doesn’t occur. Handling is precise and stable through sharp tight turns and it parks easily with a 40-foot turn diameter. There is no body lean thanks to Q8e’s hefty 7,010 pound curb weight. Power wise, with the electric motors, single speed trans and quattro (AWD), they produce 355-hp and 414 lb/ft of torque. Switch to Dynamic mode and you can get a sudden burst of extra power that allows the Q8e to sprint from 0-60 sprint in 6.5 seconds according to Audi. With its heavy weight and heavy battery, acceleration is quick with push-you-back-in-the-seat G’s. But because of its weight, it wasn’t as quick or head-snapping as Volkswagen’s smaller/lighter ID-4 we tested. EPA combined mileage estimates offer 87 MPGe or 84 city, 90-highway MPGe. Q8e S line came loaded with all the latest safety features such as lane departure warning, Audi side blind spot warning, tire pressure warning and many more. In addition to a panoramic sunroof, satellite radio and loads more, the Audi came with an Integrated Nationwide Toll Collection System. Another first in cars we’ve tested. The Q8e S Line quattro carried a base price of $77,800. Added to that was Daytona Gray Pearl affect paint ($595), Flint Gray Interior ($10,400), Prestige Package ($10,400), Launch Edition ($3,750), AC Charging Package ($1,850), rear side airbags ($400 another first) and delivery (41,195) that took the bottom line to an astounding $95,990. If you can afford it, the Q8e is one beautiful, superb riding/handling SUV that happens to be an EV. Now here’s the undesirable part. The closest EV charging station close to me is five miles away. It’s an Electrify America charger with two Hyper Fast 350kw and two 150kw chargers. Of course everyone wants the fast chargers so they don’t have to hang around and wait longer than they have to. Well since the Q8e was scheduled to be returned, I had a choice to get out of bed at 3 a.m. to get it charged when no one would probably be there, or sit in the car and wait until one became available as this foursome always seems to be occupied. I opted to wait it out there until one became available. That was a 45-minute wait until a VW Ionic pulled out from a fast charger so I quickly grabbed it. For a 90 percent charge it took 43 minutes for a cost of $29.27. As in the past with two other EVs, I look across the street at a Sunoco gas station where I could have been in and out of there in five minutes. Of course there’s always installing a home charger. I received price quotes of from $1,200 to $2,000 unless there’s an electrician in the family who won’t charge for his services. Lastly, the Q8e had a four out of five-star government safety rating for driver/passenger frontal crash. Side crash and rollover were not rated. The Q8e is covered by a 4 year/50K new vehicle warranty, 8/100K high-voltage battery coverage, 12-year perforation and 4 years of roadside assistance. Acura’s MDX mid-size luxury SUV is the carmaker’s top-seller, and there are a lot of them on the roads. Many of them, if you’d take notice, are being driven by females. In fact, our daughter and daughter-in-law both own MDXs. And the reason for that is that they are not only stylish, but come with top safety scores, are reliable, have Acura’s/Honda’s renowned quality and are competitively equipped with great resale value. For 2024, MDX Type S offers conservative yet sporty design with its large front air intakes, Brembo-like red brake calipers and an active quad exhaust tips. There’s also a roomy, lavish cabin with fine detail. And the Type S we tested came with a racy flat-bottomed steering wheel and brushed aluminum pedals. And for a large or growing family, MDX is offered with three-rows. A 12.3-inch infotainment display serves a host of apps, features, functions including rearview and surround view cameras, Wi-Fi, Amazon Alexa compatibility, Apple CarPlay, Android Auto and AcuraLink that allows remote lock/unlock/start, Find My Car, automatic collision notification, roadside assistance, schedule maintenance, voice control, texting and lots more. Most of these functions can also be operated via a smartphone. Operationally, there’s a mouse pad on the console that controls the display. It’s very sensitive and not easy to use while driving, and in fact could be unsafe in driving in heavy, high speed traffic. The heated/ventilated front seats are a work of art and are nicely supportive and heavily padded. MDXs vertical stack and console have a jet cockpit type look with push buttons for the 10-speed automatic transmission, a wireless phone charging pad, a mode selector switch for Lift, Snow, Comfort, Normal, Sport, Sport Plus and Individual modes. In Sport Plus, the exhaust note changes to a sweet rumble and performance is more robust. In Lift mode, the MDXs air suspension lifts the chassis from 12.5 to 14 inches for increased ground clearance for deep snow, carrying a heavy load or when towing a trailer. This offers a ground clearance of from 6.7 inches at its lowest setting to 9.4 at its highest setting. Over on the digital gauge cluster, an embedded driver information display gives alerts, features and driving functions. When crossing the roadway center line, a warning displays on the cluster and the steering wheel shakes as a warning. Second row seats slide fore/aft and slide far enough forward to allow easy access to the third row that are mainly for youngsters. There is an appreciable 38.5 inches of leg room with the second row well rearward and head room is generous, even for tall folks. MDX also has Cabin Talk that allows front seat riders to send their voices through the sound system so rear or third row passengers can hear them. Back in the cargo area and with the third row upright, there’s 18.1 cubic feet of space that measures 22 inches deep, 22 wide and 29.5 high. Flip the third row and space expands to 48.4 cubic feet for 48.5 inches of loading depth. With the second row folded there’s 95 cubic feet for 80 inches of depth. And beneath the cargo floor is a full-width, deep bin for small item storage. Lift-over into the cargo area is a thigh-high 31 inches. MDXs tailgate is unique in that not only does it have hands-free opening, its Walk-Away close feature closes the hatch automatically when you walk away with the fob in your pocket. Shod with 10-inch wide, 21-inch tall Continental tires, MDX rides heavenly and quietly. And its firm poise provides stability in sharp turns, plus it parks easily. The wide tires will offer added traction on slippery, snow-covered roads. And if the going gets really tough, or getting stuck in snow, a rear lock switch on the dash offers added traction. MDX Type S gets its grunt from a turbocharged 3.0-liter V6 with a potent 355-hp and 354 lb/ft of torque. Coupled to the 10-speed automatic transmission with paddle shifters, the combination has an impressive tow rating of up to 5,000 pounds and EPA mileage estimates of 17 city, 21-highway mpg. Grant it these numbers aren’t miserly but consider that this is a hefty (4,788 pounds) three-row SUV so there is a compromise of sorts by having a solid, AWD that comes with top government safety scores of a full four stars for driver/passenger frontal crash, five for front/rear seat side crash. Rollover was not tested. With a long list of features and safety items such as collision mitigation braking, forward collision warning, lane departure warning lane keeping assist system, road departure mitigation and more, MDX had but one extra cost option of $800 for Apex Blue Pearl paint. With a delivery charge of $1,195, the base price of $73,500 escalated to $75,295. This is about the going price of its comparably priced competitors. MDX is covered by a 4 year/50K mile warranty, powertrain for 6/70k and free scheduled maintenance for two years or 24,000 miles. All in all, MDX Type S fulfills the need for a sporty, performance SUV that has a dedicated following and is a compelling choice for a family luxury midsize SUV. Lincoln's 2023 Corsair is an exceptionally comfortable compact AWD crossover with PHEV economy12/22/2023 Lincoln’s 2023 Corsair is a compact crossover that doesn’t get enough attention, or advertising, but it’s a compelling choice, especially as a PHEV. Corsair’s primary feature is that it offers Lincoln’s traditional comfortable and safe transportation, and it comes with top safety scores. Corsair is available in three trim levels of Standard, Reserve and Grand Touring, the latter we tested in PHEV configuration. With the AWD PHEV, Lincoln says it can travel up to 28 all-electric miles on a full charge, that’s sufficient for around town and grocery store runs. But there’s always the dependable 2.5-liter Atkinson cycle inline 4-cylinder with two electric motors to back it up. Total system output is 266-hp that provides EPA mileage estimates of 78 MPGe (electric and gas). For gas only, it’s 34-city, 32-highway mpg. Power gets sent to the wheels via a CVT transmission and Corsair has a tow capacity is up to 3,000 pounds. The combination provided decent acceleration from a standing stop and during highway passing maneuvers. Powered by the PHEV is the way to go instead of an all-electric, especially when taking long trips. Lincoln got the right idea here. It’s the best of both worlds. As a compact (Corsair is based on the Ford Escape), the ride is exceptionally smooth and quiet on tall 20-inch Continental tires. Corsair is not a sports car in the handling department, it’s just a fine luxury crossover that parks easily, is enjoyable to drive and ride. Both of which have been Lincoln’s customary traits over the years. Performance aside, Corsair has a beautiful interior that sports a 13.2-inch touchscreen and a 12.3-inch gauge cluster. Sumptuous, deeply padded, heated/ventilated leather seats offer extended under thigh and sensible lumbar support. The entire cockpit melds all controls and amenities ever so nicely. The CVT transmission gets its commands from a piano key style gear selector that are horizontally aligned across the vertical stack. These do take some getting used to, especially if coming from a floor or column mounted gear selector. Many new cars I test align the switches vertically so these needed seat time to acclimate to. Corsair’s infotainment screen serves the usual gamut of audio, navigation, rearview and frontal cameras with overhead view, HVAC, weather, traffic conditions, local charging stations, auto parking instructions and more. As for the auto parking, Corsair can park itself with the driver controlling the accelerator and brake. The console hosts a phone charging pad along with receptacles for wired charging. All but two HVAC functions must be selected on the touchscreen, the exceptions are the front/rear windshield defrosters. This could be a bit troublesome in that selections take the eyes off the road such as when decreasing fan speed or changing interior temperatures. Also, the console is a rotary mode switch for Conserve (Eco), Preserve EV (electric power only), Normal, Slippery and Excite (Sport) modes. Selections display on the gauges cluster that includes a driver information display for functions, features and alerts. Corsair’s rear seat is a duplicate of the fronts in that they are heated, sofa soft with generous leg and head room. Step-in is an easy 19 inches. Back in the cargo area, and with the rear seats upright, there’s 25.9 cubic feet of space that measures 36 inches deep, 43 wide and 29 high. Press two buttons and the rear seatbacks power down for 55.2 cubic feet of space with 66 inches of cargo loading depth. The cargo underfloor has a space saver tire around which some small items can be stowed. Lift-over into the cargo area is a low 28 inches. Corsair came standard with a host of safety features and amenities including blind spot monitoring, cross traffic alert, lane keeping assist, pre-collision assist, SOS post-crash system, Lincoln Connec w/Wi-Fi hotspot, adaptive suspension, panoramic sunroof, park assist, Co-Pilot 2.1 drive, wiper deicer and more. Since my test Corsair did not have a window sticker (Monroney), Edmunds.com lists a comparable Corsair PHEV w/Grand Touring package at $53,636. They also list the Reserve model with ICE power at $39,280 and the base Standard with ICE at $39,280. Corsair has received impressive government 5-star safety scores with four stars for driver frontal crash, five for passenger; and five for front/rear seat side crash. Rollover was not rated. Lincoln’s luxury crossover comes with a 4 year/50K mile general warranty, 4/50K for pickup/delivery service and 5/70K powertrain warranty. Corsair has several features which are a first for the segment such as Lane Change Assist, Predictive Speed Assist, In-Lane Repositioning, and Intersection Assist 2.0 that are very innovative, but were not on the test car. All in all, Corsair has a lot of competition in its class, but with the PHEV system, it gives Corsair an edge over comparable ICE competitors. And it’s an exemplary family cruiser offering comfort, economy and Lincoln’s fine heritage. Allentown’s own the late Lee Iacocca was the father of the blockbuster Ford Mustang when it debuted and when he was with Ford. And since then, whoever gave the green light on the revised Bronco SUV, is another Iacocca as the compact SUV has become a hit as I see lots of them on local roads and in driveways. The 2023 Bronco has been marketed as the Jeep Wrangler fighter, and so far, it’s been doing a pretty good job of doing that. Bronco is offered in different flavors to suit a variety of SUV buyers from daily driver to serious off-roader. It’s available in Base, Big Bend, Black Diamond, Outer Banks, Heritage, Badlands, Wildtrak, Everglades. Heritage Limited and hot Raptor. We were privileged to test the Heritage Limited with Sasquatch package that was off-road ready with higher ground clearance, front and rear locking differentials, steel sash plates, front stabilizer bar disconnect and tall, 9-inch, deep lugged Goodyear tires, and of course Bronco’s G.OA.T (Goes Over Any Type Terrain) 4WD system. Compare the off-road specs with the Jeep and they are similar. Many moons ago I recall attending an earlier model Ford Bronco II (it was later discontinued and at the time went up against Chevy’s S-10 compact SUV) long-lead where auto journalists were offered a unique driving experience with a down-sized version of the full-size Bronco. Woody Haines, Ford’s truck PR person at the time, planned a white-knuckle ride-and-drive over the red rocks of Ogden, Utah. A true off-roaders haven. The final test of the little Bronco II was down a huge steep and slick red rock. Fortunately, I was in an automatic transmission Bronco so I could ride the brake in low gear and 4-low 4WD down the almost 90-degree sloped rock. Another journalist who I believe was with Playboy magazine, had a manual transmission Bronco II. When he popped the clutch, the Bronco stormed down the rock and all of us at the bottom of the rock, scattered for our lives. Miraculously, he managed to get it under control and stopped a little way past the bottom, albeit sideways. But the little Bronco didn’t roll over. Todays Bronco is worlds apart from that earlier model. Bronco has an unmistakable design with good on-road manners in addition to admirable off-road capability. It has a distinct exterior with a stylish, boxy, yet rugged look and running lights that encircle the headlamps. It’s offered as a two or four-door, both of which come with the ability to remove the doors and the front and rear portions of the roof. My Heritage Sasquatch test SUV came with 35-inch Goodyear, 9-inch wide off-road tires, a HOSS 2.0 suspension system with Bilstein shocks, front stabilizer bar disconnect, locking front/rear axles and fender flares. And like the Jeep Wrangler, the rear hatch swings out to the right before the hatch window can be opened. Bronco also has a rugged looking interior as well. My Heritage Sasquatch model came with rubber floor matting and drain plugs in the event you get caught in a sudden rain deluge when the doors and tops are off. Step-in to the interior is a high 26 inches or 17.5 to the running boards. A 12-inch digital infotainment display serves a host of functions including rearview and frontal cameras, SYNC 4 with Apple CarPlay, Android Auto, a pitch and roll gauge when off-roading, fuel economy display and more. Over on the 8-inch gauge cluster, it serves a host of functions and features. The digital/analog gauge cluster has a driver information display centered between the gauges. The leather front seats are heavily padded and nicely supportive and they straddle the console that has a passenger side hand rail to hang on during rough off-roads. A burly gear selector controls the 10-speed automatic transmission and in front of it, a cell phone charger. HVAC controls are easy to operate traditional type switches. Bronco’s 4WD system consists of 2H, 4H, 4L and 4A (automatic). And the G.O.A.T system offers Baja, Normal, Mud/, Rock/Crawl and Sport modes. Depending on the road surface, drivers can select steering modes of Normal, Comfort, Off-Road and Sport. Even the exhaust tone can be selected with Normal, Baja, Quiet and Sport sounds offered. These are all modes the Jeep Wrangler doesn’t offer. Back in the rear seat, it’s also heavily padded for two adults with ample headroom. But leg room can be tight if the fronts are racked well rearward. Bronco’s cargo area is spacious and with the rear seats upright, there’s 35.6 cubic feet of space measuring 34.5 inches deep, 42 wide and 36 high. Flip the second row and space increases to 77.6 cubic feet for 66 inches of cargo loading depth. Lift-over into the cargo bay is a tall 33 inches and beneath the cargo floor is a 24-inch-wide shallow bin for small item storage. Ford also provides nylon bags to stow the roofs so they don’t get scratched. The 2023 Bronco can be had with a choice of three powertrains. A 2.3-liter, turbo 4-cylinder with 275-hp (300 with premium fuel) and 315 lb/ft of torque (325); a 2.7-liter, twin-turbo 6-cylinder with 315-hp (330 w/premium fuel), 410 lb/ft of torque (415 w/premium), and the Raptor model gets a 3.0-liter twin-turboV6 with 418-hp and 440 lb/ft of torque. Our Heritage Sasquatch came with the 2.7-liter twin turbo and with start/stop engine technology it received EPA mileage estimates of 17 city, 17-highway mpg. Certainly not miserly, but it is potent and can tow up 3,500 pounds. Hard acceleration was awesome and under heavy throttle it produced a sweet growling sound. There’s certainly no want for power. Bronco handles admirably with a tight turn radius making it easy to park. And when going off-road, 8.4 inches of ground clearance will easily clear nasty obstacles (especially with its good approach /departure/breakover angles) and deep snow. It can also ford 33.5 inches of water. Ride wise, it’s taut but better than the Wrangler. Because of the deep-lugged off-road tires and over highway driving, there is discernable tire noise. Since the test Bronco was a pre-production model, it didn’t have a total price. But the Heritage Limited carries a listed base price of $66,895. Far from cheap, but it’s far from ordinary. Bronco was fun to drive. And it’s my kind of SUV. The only thing I didn’t like about it was its robin egg (baby blue) paint. A tough SUV like this should be painted in a light grey a lot of cars are showing up with today, or in the least, a dark grey, black or other dark color to enhance its tough SUV abilities. All in all, the 2023 Bronco is truly a Wrangler fighter with better ride and handling, and a compelling choice for a compact SUV. Ford's popular selling compact Escape SUV offers the best of both world's with a PHEV model12/4/2023 Ford’s Escape has been a top selling compact SUV for the carmaker, and the 2023 model will surely maintain this momentum. The 2023 Escape received updated styling lines that take on a coupe-like look. It also received added high-tech features, and for those not sold on EV’s, the Escape is offered as a plug-in hybrid (PHEV) that provides the best of both worlds. This, in addition to a hybrid version that increases its overall attractiveness. Escape is offered with four engine options and seven trim models of Base, Active, ST-Line, ST-Line Select, Platinum, ST-Line Elite and tested PHEV. Aside from its classy exterior, Escapes’ interior is equally as attractive with its quilted and supportive Sport leather front seats and a 13.2-inch display. The infotainment display serves multiple systems including audio, Apple CarPlay, Android Auto connectivity, Ford Pass Connec (that includes vehicle locate, vehicle health alerts, 4G Wi-Fi Hotspot capability), HVAC functions, nav and a rearview camera with overhead and close-up views. It’s a vivid screen, but it does take the eyes off the road momentarily when making selections when compared to traditional knobs and push switches that can be used by feel after an acclimation period. And when displaying the HVAC/Climate screen, it only stays on for 12 seconds, then reverts back to the home screen. Be nice if it would stay on, unless that’s an option I wasn’t aware of. The nicely designed console houses a rotary transmission gear selector that more carmakers are switching to, and it’s actually easier to use than a steering or console mounted shifter. Sharing the console is a wireless phone charger with receptacles for wired charging and HVAC controls that are located on the touchscreen. Over on the 12.3-inch digital gauge cluster, it serves a multitude of features, functions and alerts. And it’s customizable to the owners’ preferences. As for the rear seat, it’s not only comfy with good leg room and head room, but of special significance is that they slide fore and aft to increase leg room, or increase cargo space, or a spot in-between. Back in the spacious cargo area, and with the rear seats upright, there’s 34.4 cubic feet of space that measures 34 inches deep, 42 wide and 30.5 high. Flip the rear seatbacks and cargo loading depth expands to 65 inches. And with a 27-inch lift-over into the cargo area, this low height makes loading heavy, bulky items easier. Powertrain wise, the PHEV test car came with a CVT transmission and a 2.5-liter, Atkinson cycle 4-cylinder that in combination with the electric system, puts out 221-hp and 155 lb/ft of torque for a combined 105 MPGe mileage economy, or 40 mpg in gas-electric mode. It has an EV-only range of 37 miles. And it had loads of gusto. My first long trip with the Escape PHEV was from Allentown to King of Prussia Mall and back and it only used an impressive quarter tank of gas. Had we taken my wife’s SUV or my pickup truck, it would have been at least a half tank of petrol. Escape was also a pleasure to drive and ride in on Michelin 18-inch tires. It parked easily, was nimble and was stable in sharp turns and stiff crosswinds. There was some discernible wind noise at max turnpike speed coming from the driver’s side window, but ceased during around town driving. The Escape PHEV came with a host of safety features such as cross traffic alert, lane keeping assist, pedestrian alert, post-crash alert system, reverse brake assist (which is a great accident preventer when backing up and another vehicle or pedestrian crosses), tire pressure monitoring and more. Included too was Park Assist that can automatically park the Escape. Price wise, Escape’s base price came in at $38,500. Added to that was the White Metallic Tri-Coat paint ($995), PHEV Premium package ($4,500) that included a long list of features and safety functions, Panoramic sunroof ($1,595) along with delivery ($1,495) took the bottom line to $47,115. To its credit, Escape received government five-star safety ratings of four stars for driver frontal crash, five for passenger; five each for front/rear seat side crash. Escape is covered by a 3 year/36K mile basic warranty, 5/60K powertrain, and an 8/100K all hybrid component coverage. The only way Escape PHEV could be better is if it could be available with AWD instead of FWD. But that’s only offered with the non-PHEV models. All in all, Escape PHEV is a great alternative to an EV SUV as it provides excellent economy, utility and a spacious interior for four adults. It deserves serious consideration. |
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