Infiniti’s 2023 QX60 luxury AWD three-row crossover has a lot of competition in its class, but it also has lots to offer in the form of the latest safety technology, spacious interior, three years free maintenance and it’s a top safety pick after testing by the Insurance Institute for Highway Safety. QX60 is offered in Pure, Luxe, Sensory and Autograph trim models. We tested the AWD Sensory version and it was packed with luxury items and seating for seven. We especially liked the chrome trim strips on the rocker panels with the name Infiniti etched in them. And the chrome trim elsewhere over the car is a nice touch in this day of chrome less vehicles like, for example, Tesla’s. After a low 20-inch step-in into the attractive cockpit with its racy flat-bottom steering wheel, you’re treated to heated/cooled, perforated leather front seats that are nicely supportive, heavily padded and include a soothing massage feature that’s nice to have on long trips. Perched unobtrusively atop the vertical stack, QX’s 12.3-inch infotainment display serves a host of functions like satellite radio, navigation, rearview camera with front and curb views, a settings menu, Apple CarPlay, Android Auto connectivity, weather reports, fuel prices, parking lot locations and much more. The display is touchscreen operable or by a rotary controller on the console. QXs console houses the low-profile gear selector for the smooth shifting 9-speed automatic transmission along with a toggle drive mode switch for Personal, Sport, Auto, Eco and Snow modes. Flanking them is a sizable wireless phone charger that can accommodate the larger cell phones. Over on the 12.3-inch digital instrument cluster, a driver information display shows alerts, features, functions, drive modes and many more driving aids, some of which were annoying. Using the settings menu, I had to turn off a few alerts such as when approaching a stop signal a chime alerts you. There are other similar alerts I turned off as well. QX60s second row 60/40 seat can actually seat three tweens with generous leg and headroom. Those passengers have their own HVAC selections that are embedded in the rear of the center console. The seatbacks fold and slide forward to ease third row access onto seats that are mainly for youngsters as leg room is on the tight side. Back in the cargo area with its 30-inch lift-over, and with the third-row seats upright, there’s 14.5 cubic feet of cargo space that measures 18 inches deep, 46 wide and 30 high. Flip them and capacity expands to 41.6 cubic feet for 45 inches of load depth. Flip the second row and there’s 75.4 cubic feet of capacity for 78 inches of depth. Beneath the aft cargo floor is an 8-inch deep, full-width bin for out of sight small item storage. It comes with slide-in separators to partition the bin into three smaller bins. QX60 gets its grunt from a 3.5-liter, V6 that generates 295-hp and 270 lb/ft of torque for EPA mileage estimates of 20 city, 25-highway mpg with auto start/stop engine technology and coupled to the 9-speed automatic transmission. The 3.5 actually feels like a V8 under the hood and Sport mode provides an even greater linear explosion of power. The powertrain moves QXs 4,630-pound curb weight with ease and is rated to tow up to 6,000 pounds. As for ride and handling, QX60 rides smoothly and quietly on Hankook 20-inch tires. It handles quite good for its size with quick, precise steering that makes this AWD wagon easy to park. Sharp turns produce no discernable body lean as QX60 remains stable. QX60 received four out of five government safety rating stars for driver/passenger frontal crash and five for front/rear seat side crash. It wasn’t rated for rollover, hence no overall vehicle score. QX60 comes with a long list of niceties like panoramic sunroof, Bose audio and safety features such as predictive forward collision warning, forward emergency braking w/pedestrian detection, lane departure warning/prevention, blind spot warning/intervention, rear automatic braking, rear cross traffic alert plus steering assist when activating cruise control. Extra cost options included the Vision package ($1,500) that added adaptive front lighting, auto leveling, 10.8-inch head-up display, smart rearview mirror; Lighting package ($795) with welcome lighting and illuminated logo when opening the doors, scuff plate; and Premium Paint ($695) which took the base price of $60,600 to $64,785 with delivery. QX60 comes with a 4 year/60K mile basic warranty; a 6/70K powertrain and complimentary maintenance for 3/30K miles. As a handsome, classy, luxury AWD crossover, QX60 has a lot to offer and is attractively priced to compete or beat comparably equipped crossovers and SUVs.
0 Comments
Ford’s full-size 4WD Expedition SUV is the carmaker’s answer to Chevy’s full-size Suburban. As such, the three row Expedition is large with an exceptionally spacious interior and cargo space that equals or surpasses most minivans. Expedition is truck-based and is in its fourth generation that was initially introduced in 2018. If there’s a need for seven or eight passenger seating, generous cargo capacity and truck-like towing capability, Expedition deserves a serious look. Expedition is offered in XL, XLT, Timberline, Limited, King Ranch and Platinum. We tested the XLT Max, the latter is the extended-length model that offers added space over the standard model. The XLT was nicely endowed with heated/cooled, perforated leather front seats with a massage function. They’re exceptionally comfy, supportive and were complimented with power pedals to accommodate long and short legged drivers. And for those who keep a lot of incidentals in their cars, Expedition comes with two glove boxes. A huge 12-inch infotainment display had some voice control along with Ford’s Sync-4 pinch-zoom screen capability, Apple CarPlay/Android Auto connectivity, FordPass 4G Wi-Fi hotspot ability, climate selections, rearview camera with 360-degree view, apps, features, functions and online owner’s manual. The console shares a wireless phone charger that can hold the larger cell phones with a rotary gear selector and drive mode switch that’s flanked by 4WD selection switches of 2H, 4A, 4L and 4H gearing. There’s also a rear differential lock mode switch for when the going gets tough and extra traction is needed. Instrumentation combines an analog and digital gauge cluster with a driver information display that offers a host of notices, alerts and functions. The second and third row seats have a low 14-inch step-in via the 5.5-inch wide running boards, or 24 inches if bypassing the boards and slipping right in. The second-row seats are comfortable with gobs of leg and head room and they tilt and slide forward to ease third seat ingress/egress. Leg room in the third was surprisingly ample for two short statured adults. Back in the very spacious cargo area that has a 35-inch lift-over, and with the third-row seats upright, there’s 36.0 cubic feet of space measuring 30.5 inches deep, 51 wide and 31.5 high. Flip them and capacity increases to 79.6 cubic feet for 61 inches of depth. Flip the second row and capacity grows to a cavernous 121.5 cubic feet for 94 inches (7.8 feet) of cargo loading depth. Beneath the cargo floor is a three-section storage bin for small items. Expedition is powered by a 3.5-liter EcoBoost V6 that develops 380-hp and 470 lb/ft of torque for EPA mileage estimates of 16 city, 21-highway mpg when coupled to the standard 10-speed automatic transmission. That’s enough grunt to garner a tow rating of up to 9,000 pounds with the HD towing package. The 3.6L has a sweet deep rumble under hard acceleration that gives the impression there’s a V8 under the hood. There’s certainly no want for power, despite Expedition’s hefty 5,668-pound curb weight. If desiring more grunt, the Timberline edition is available with a more potent V6 that puts out 440-hp and a whopping 510 lb/ft of torque. As a large vehicle (221.9 feet overall length), Expedition rides smoothly and quietly on Toyo 20-inch tires. With 9.8 inches of ground clearance, Expedition can traverse modest snow depths or mucky mud. Handling too isn’t bad for a large SUV, but it could be a bit intimidating to park in tight spots. Expedition is offered with three optional packages for extra purposes. There’s the Heavy-Duty Trailer Tow package w/3.73 rear axle; FX4 Off-Road package with off-road tuned suspension, all terrain tires, skid plates and more; and a Stealth Performance package with a higher output twin-turbo V6 to name a few. Our test Expedition came with a long list of features and safety items such as post collision braking, terrain management system, rear occupant alert, post crash alert and many more. Option wise, the remote start system ($3,795), Stone Blue paint ($395), Special Edition package ($2,495), auto start/stop removal ($50), ControlTrac w/3.73 rear ($1,100), plus miscellaneous option ($7,735), took the base price of $60,190 to $69,620 with delivery. Considering Expeditions capabilities, capacities, off-road abilities, and when comparing it to similarly priced midsize SUVs, Expedition offers more vehicle for the money. In government 5-star crash tests, Expedition was only tested for front/rear seat side crash and rollover. For the former it received a full five stars and for rollover it received four stars. Expedition comes with a 3 year/36K bumper-bumper; 5/60K powertrain and 5/60K roadside assistance warranties. As said, if you need seating for seven, loads of cargo space and towing ability, Expedition can fulfill all those needs, and then some. My wife called it the Big Kahuna. And big it is with an overall length of 122.5 inches and weighing 5,855 pounds. But at that, it’s elegant in style and has a quiet, super smooth ride. What we describe is Lincoln’s Navigator full-size, luxury 4WD SUV. It’s the vehicle you want for a family road trip to Disney in Orlando as it has a spacious interior that can be configured for seven or eight passengers. And with the Reserve version, there are 11-inch video screens behind the front seats to keep the kids occupied over long rides. Navigator is based on Ford’s full-size Expedition and is offered in 2WD and 4WD and a stretched “L” version that offers greater cargo space. There’s also specialized Black Label and Central Park themed editions. We were privileged to test the Reserve trim model and it came with heated second row captain’s chairs with a massage feature along with generous leg and headroom. A huge rear console, with a lower tray, can stow a multitude of items. Third row seats have leg room that is mainly for youngsters. They’re a squeeze to access them even with the second row that slide and tilt forward. For easy front/rear ingress/egress, powered running boards have a low 12-inch step-in, or 25 when bypassing them and slipping directly in if shutting off the powered feature. The heated/cooled perforated leather front seats have extended under thigh support with exceptional lumbar support. And power pedals accommodate short and long-legged drivers. In place of a shift handle for the 10-speed automatic transmission is a horizontal array of switches on the vertical stack for P, R, N and D gearing. Navigator’s 13.2-inch Sync4 system infotainment touchscreen serves the audio, rear/front and 360-degree view cameras, Apple CarPlay/Android Auto, 4G Wi-Fi connect, climate selections, weather/radar, self-park, voice recognition even the owner’s manual is online plus Lincoln connected services can perform any needed updates over the air. HVAC controls are large and easy to use and can be displayed on the touchscreen. Below them is a wireless phone charger with a receptacle for wired charging. An all-digital 12-inch gauge cluster displays a host of information, functions, features, alerts and drive modes of Conserve (Eco), Deep Conditions, Excite (Sport), Normal and Slippery that are selected via a rotary switch on the console. A sensor above the steering wheel can detect if you’re distracted or tired and alerts you on a gauge message to take a break. There’s also ActiveGlide that offers partial self-driving and a heads-up-display that shows posted speed limits, speed and stop signals. Navigator has many high-tech features and safety features including using a smartphone as a key and of course blind-spot monitoring emergency braking, front/side parking sensors, forward collision warning, evasive steering assist and many, many more. Navigator certainly lacks nothing as it’s overwhelmingly equipped to say the least. As for the spacious cargo area, lift over is 34 inches and with the third-row seats upright there’s 20.9 cubic feet that measures 17 inches deep, 51 wide and 31 high. Press two buttons and the third-row powers down to provide 63.6 cubic feet of space that expands loading depth to 50 inches. Power down the second row and load depth increases to 81 inches. Powered by a twin-turbo 3.5-liter V6 that generates 440-hp and a whopping 580 lb/ft of torque, it rates EPA mileage estimates of 16 city, 22-highway mpg when coupled to a 10-speed automatic transmission. So powered, Navigator can tow up to 8,300 pounds. Under full (even half) throttle acceleration, the 3.5 felt like a V8 under the hood. It was exhilarating and no want for power despite Navigator’s hefty weight. Ride wise and with standard adaptive suspension that adjusts to the road surface be it smooth of rough, Navigator rides smoothly and quietly with the latter benefitting from its active noise control that uses acoustic glass for the front and rear passenger side windows for a hush quiet ride. Handling too is impressive as there’s no perceptible lean in sharp turns as Navigator remains planted. Now all this luxury, comfort and technology doesn’t come cheap. While the test vehicle did not have an itemized window sticker (Monroney), the spec sheet listed the base price of $89,745. But with options and delivery, Navigator Reserve bottom-lined at $102,750. A lot of money for a lot of luxury SUV. While there were no overall 5-star government safety ratings for frontal crash, Navigator received a full five stars for front/rear seats side crash and four for rollover. Very commendable scores. It’s been the best-selling truck for 45 years and now it’s the top selling fully electric pickup with over 4,400 sold to date when compared to GMC’s Hummer and Rivian’s EV pickups. Ford’s AWD Lighting EV pickup has been named World Car of the Year even though it’s a truck. It’s offered in Pro, XLT, Lariat and Platinum and in super cab only configuration. We tested the XLT version that came with a host of safety, technological and electrical features, one of which is it’s able to operate power tools or power a household in the event of a blackout with its onboard generator. While Lightning looks like a traditional F-150, only its smoked LED taillights and running lights lenses are a bit different. Both offer a visual clue of its EV power. Inside the cabin, the only major difference from a traditional F-150 is the digital gauge cluster that doesn’t have a tachometer, but two power gauges and a speedometer along with a driver information display for a myriad of operating information. Seating wise, heated cloth/leatherette front seats are heavily padded and nicely supportive. Standard power pedals are nice since they can accommodate tall to short folks. A 12-inch infotainment touchscreen (a 15.5-inch is available on top-end models) serves a host of features and functions that includes a multi-view camera, navigation, audio, satellite radio, Apple CarPlay/Android Auto connectivity, some voice commands, Wi-Fi hotspot and drive modes of Normal, Sport, Off-Road, Tow-Haul plus locking rear differential. HVAC controls are large and easy to use even with gloved hands. There’s a large, deep bin below them that would have been ideal for a wireless phone charger, but the Lightning didn’t offer one, merely receptacles for wired charging. That’s surprising since Lightning is an EV. But the most unique cabin feature is the power folding gear selector that allows the console box top to flip out over it to form a 21x13.25-inch desk of sorts. It’s a very handy surface for writing or for laptop use. The rear seat can easily seat three large adults in comfort after a bi-level step-in of 14.5 inches to the running board, or 23 if bypassing it and slipping right in. Power retractable boards are available on higher trim models. The seat bottoms flip up against the bulkhead exposing a full-width bin for hidden, small item storage. Back in the 5.6-foot cargo bed, that has a 35.5-inch liftover, power down tailgate, and most impressive, the pull-out from the top of the tailgate step and assist handle that make ingress very easy. It’s the most simple, best design on the market. The bed wall has three 120-volt outlets plus moveable and lockable tie-downs along with courtesy lights above the outlets. Because it’s an EV and no engine, the front trunk (called a frunk), offers 14.1 cubic feet of space that can accommodate two golf bags or two medium size roller luggage bags. There’s also a smaller bin beneath the trunk space. On the inner wall are four 120-volt outlets for AC use and the back wall holds a 12-volt battery. The system consists of a 2.4-kilowatt Pro Power Onboard package, however there’s a 9.6-kW package that’s optional. Now for the powertrain. There are two transversally-mounted AC electric motors, one for each axle that creates the AWD system. There are no 2WD, 4WD-High and 4WD-Low switches or shifters in the cabin. The AWD system provides traction to the wheels that need it. Lightning has 8.4 inches of ground clearance for modest snow depths or light off-roads, and is less when compared to a gasoline powered F-150 at 8.8 inches. Another point here, I was informed by Ford tech support that the truck should not be driven in water that goes over the axles. Not good for the areas that we recently saw on the news that got terrible flooding. I had also planned on photographing the Lightning driving through a creek ford at our local zoo to show its capabilities, but subsequently nixed that idea. I could just imagine calling for a tow truck in the middle of a creek when the battery shorted-out. Power wise and with a standard range battery (a longer range one is optional), Lightning generates 452-hp and 775 lb/ft of torque for 76 MPGe city, 61 MPGe highway mileage. With a full charge that would be 234 miles of driving range. With the extended range battery, the numbers would be 580-hp and 775 lb/ft of torque for 78/73 MPGe respectively and 320 miles of range all coupled to a single-speed transmission. Full pedal acceleration was push-you-back-in-the-seat, head-snapping quick. Its been 0-60 tested at 4.5 seconds. Use Sport mode and full pedal runs too often and the battery depletes quicker. Lightning is tow rated for 5,000 pounds or 7,700 with the Max Trailer Tow package. And with this plus the extended battery, Lightning can pull up to 10,000 pounds. The miles of range can change significantly depending on utilities used and towing. During a below freezing day and with the heater, fan, seat heaters and steering wheel heater on, I had 120 miles of range remaining. But after a 12-mile trip, that decreased to 90 miles. While driving to a charger I received a notice on the gauge cluster that read “Driving Range Low, Reduce Climate Use For More Range.” Another alert said “Active Air Dam System Fault, See Manual.” Unfortunately, the truck only comes with a quick reference guide and a brief supplemental owner’s manual that didn’t address the latter topic. The complete manual is online and requires entering the trucks VIN number for access. While charging the Lightning at an Electrify America charger, another Lightning pulled up next to me so the driver and I chatted about the trucks. He said that from his home to his shop which is only 5 miles away, and with all the heaters on, he loses 20 miles of range. And when he has to tow a work trailer, he uses his gasoline engine F-150 as he doesn’t trust the range to a job site with the Lightning. As for charging the Lightning, I was down to 42 miles of range. After 51 minutes on a 350w charger (I lucked-out as the two 350s are often taken leaving the slower 150s open which takes considerably more time), range went to 241 miles at 90 percent charge. That cost a mere $16.19, much less than at the Sunoco gas station across the street but where I could have filled-up and been on my way in five minutes. Lightning is offered with a host of nifty features such as an On-Board Scale that can judge the estimated payload of the vehicle and warns when it’s overloaded. It does this with sensors mounted on the suspension to calculate the vehicle’s payload. There’s also Smart Hitch that shows the load placed on the vehicle’s hitch by a trailer so that it’s balanced either too high or too low. And along with this, Trailer Hitch Assistance helps the driver align the hitch ball to a trailer coupler via a rotary switch on the dash. Then there’s Smart Key that allows you to use your smartphone to unlock/lock, start the truck, a Massage Seat option and an Active Park Assist that parks it for you. Ford’s Bluecruise works with adaptive cruise that keeps the truck centered hands free between the lines. The system monitors your eyes and head position to detect if you’re distracted and if so, alerts you to put eyes back on the road. As for ride, Lightning is smooth. Even smoother than some luxury sedans and SUVs we’ve tested. Load up the bed with mulch or topsoil and the ride can be even smoother. Handling is superb as the heavy electric battery beneath the truck keeps the Lighting planted in sharp turns and quick maneuvers. With a full complement of the latest, most desired safety features, Lightning carried a base price of $52,974. It came with Equipment Group 312A ($9,500), dual EMotor Extended Range Battery ($10,000), Max Trailer Tow Package ($825); and bedliner ($595) for a bottom line of $75,589 with delivery. The top-shelf, full-loaded Platinum comes in at $96,874. Warranty wise, the basic covers 3 year/36K; electric vehicle component, 8/100K; aluminum body panels, 5/unlimited; paint adhesion, 5/unlimited; and roadside assistance, 5/60K. Until there are more public charging stations or if installing a home charger, the F-150 Lightning is superb for localized driving. If planning a lengthy trip, a flight plan like pilot’s use is needed to pre-locate charging stations. Because of this, the truck has its limitations, but it’s a hoot to drive – and it’s hush quiet. Mazda’s CX-5 compact SUV has been the carmakers top seller as it’s just the right size that new car buyers want, has good utility, an affordable price and top safety scores. It’s also economical to drive. And if you need more interior room, Mazda answered that with their new CX-50 that is a bit larger and one we recently reviewed. For 2023, CX-5 retains the Mazda family smooth, aerodynamic design. And it emphasizes this with its new Rhodium White Metallic paint that adorned the test car. This would be my color choice as it’s whiter than snow and exemplifies a people pleasing SUV. CX-5 is offered in S, Select, Preferred, Carbon Edition, Premium, Premium Plus, Turbo and Turbo Signature that we tested. CX-5s interior too is pleasing to the eye and to the touch. Heated/cooled perforated Nappa leather front seats are nicely padded with just the right amount of lumbar support. And they’re not encumbering when wearing heavy winter coats. Its 10.25-inch color display sits unobtrusively atop the center dash and serves a host of features that include Bose audio, rearview camera with overhead and frontal views, Apple CarPlay, Android Auto, HVAC selections, Travel Link with weather radar/forecasts, local gasoline prices and traffic reports. The latter comes compliments of Mazda connected services. Included too was a head-up display showing vehicle speed, posted speed limits and traffic signs. HVAC controls are simple buttons that are easy to view and use. And below them is a neatly positioned wireless phone charger with receptacles for wired charging. A burly gear selector for the 6-speed automatic transmission shares the console with the mode selector switch and rotary controller for the display. It too was simple to use although the latter should only be used when the car is not moving. CX-5s gauge cluster has a combination of conventional analog gauges and a digital speedometer that also serves as a driver information display and mode display for Sport, Normal and Off-Road modes. In Off-Road the inner circle of the speedometer turns a gold color and in Sport, it turns red. With a low 19-inch step-in, the heated back seats recline, are soft and supple and can seat two adults or three youngsters with decent leg room provided the fronts aren’t racked well rearward. Head room though is ample. Back in the spacious cargo area, and with the rear seatbacks upright, there’s 30.8 cubic feet of space that measures 37 inches deep, 44 wide and 29.5 high. Flip the split 40/20/40 seatbacks and cargo capacity expands to 59.3 cubic feet for 66 inches of cargo loading depth. A 29-inch lift over onto the cargo floor is low enough for easy loading of heavy, bulky items. Beneath the cargo floor are two shallow bins to stow small items out of sight and they share the space with the spare tire. With a ground clearance of 7.9 inches and Mazda’s intelligent AWD system that can send power to different wheels that need the extra traction, CX-5 can handle modest snow depths, but only refined off-roads. As for Mazda’s G-Vectoring Control Plus, the system can adjust engine power and braking to achieve stability in negotiating turns and corners. And it all happens without notice. The CX-5 can actually be tossed in the turns and it remains planted on Toyo 18-inch tires. And it parks easily with its tight 39.1-foot wall-wall turn circle. The CX-5 does not lack for power, especially in Sport mode and when the turbo kicks in. The top trim levels come with a 2.5-liter, turbocharged 4-cylinder that generates 227-hp and a robust 310 lb/ft of torque. Use 93-octance gas and those numbers increase to 256-hp and 320 lb/ft of torque. With that much grunt, there is some torque steer under full throttle runs. Coupled to the 6-speed auto transmission, EPA’s estimated fuel economy ratings come in at 22 city, 27-highway mpg. Of course, those numbers suffer with a heavy foot. With a base price of $39,650 the Signature trim model came standard with a long list of safety features such as blind spot monitoring, lane departure warning, lane keep assist, rear cross traffic alert, smart city brake support, driver attention alert, traffic jam assist and many more. On the nicety side, there’s a powered sunroof, heated power folding outside mirrors, rain sensing wipers and SiriusXM satellite radio to name a few. The only extra cost options on the test car were for the Rhodium White paint ($595) and rear bumper guard ($135) that took the bottom line to $41,655 with delivery. CX-5 is competitively priced within a crowded compact SUV market. It also comes with the Governments top 5-star safety ratings of five stars for an overall safety score; five for driver/passenger frontal crash; five for front/rear seat side crash; and four for rollover. These are all impressive scores that are important safety considerations for today’s car buyers. As all Mazda’s, CX-5 offers a 60 month/60K powertrain, 36 month/36K bumper-bumper warranties and 24-hour roadside assistance coverage. I
t’s Motor Trend’s SUV of the year for 2022 as it bested 35 other comparable SUVs. J.D. Power also named it their best premium nameplate for its Vehicle Dependability Study. What we speak of is the Genesis GV70 compact AWD SUV. This compact SUV has everything anyone would desire in a utility vehicle, and then some. Genesis is Hyundai’s top-tier luxury brand such as Acura is to Honda and Lexus is to Toyota. And the GV70 is a stand-out in the compact market and destined to be a top seller for the company. Genesis also has their larger GV80 mid-size AWD SUV that we reviewed, and it too is a winner in several ultra-luxury categories. The GV70 is sexy and chic looking outside and gorgeous inside. Its exterior profile gives it the appearance it’s moving 65 mph standing still. Its front end takes on the look of a Bentley and the back end, an Aston Martin. Pretty distinguished company I’d say. With LED headlights and taillights, a sloping roofline with integrated roof spoiler, 4.5-inch rectangular tailpipes and neat alloy wheels, GV70 is an eye-grabber. It’s offered in Standard, Select, Advanced and Sport Prestige trim levels. Each trim level can be had with either a 2.5 turbo inline 4-cylinder, or potent 3.5-liter turbocharged V6. We were privileged to have tested the Advanced trim model with the 2.5-liter turbo 4-cylinder that was loaded with every conceivable safety feature available today. GV70s interior is a stand-out. The best we’ve seen on any comparable SUV. Atop the dash is an expansive 14.5-inch infotainment screen that’s operable by certain voice commands and controller. It serves the audio, navigation, rearview camera with overhead, frontal and revolving views and includes Apple CarPlay and Android Auto connectivity. And depending on the weather, the screen background shows clouds for a cloudy day, dismal for rain and snowflakes for snowy days. GV70s heated/cooled front seats have extended under thigh support and the front passenger seat reclines allowing the passenger to take a nap on long trips. As a segment first, there’s an airbag that deploys between the front seats to protect the front passengers from hitting the console or one another. The console mounted multi-media controller for the infotainment screen shares the console with a rotary gear selector below it that has a push button “P” in the middle for Park gear. That may take a little getting used to coming from a shift handle or a column shifter. But the acclimation period is short. One suggestion here for Genesis designers is that the controller should be smaller in circumference than the gear selector, as the shifter is a more important control. Climate controls are digital with neat touch sensitive selections. And below them is a Drive Mode switch on the fore console that provides Snow, Comfort, Sport and Custom driving modes. When selecting a mode, the gauge outlines change color i.e... Comfort is white, Custom is orange, Snow is white, Sport is red. There’s also a steering assist feature (warns when not keeping at least one hand lightly on the wheel) that keeps the SUV between the highway lines, and Remote Smart Parking Assist that uses the keyfob to remotely park the GV70 into tight spots from outside the vehicle. Over on the 12.3-inch instrument cluster, that exhibits a 3D type effect, it contains a detailed driver information display showing various alerts such as when a vehicle in front pulls away from a stop light and the driver may be looking elsewhere and a car behind is about to toot a horn to get you moving. Plus, when activating the left and right turn signals, a camera displays in the gauge cluster to show the blind sides in case any vehicles or bicyclists sneak up there. A nice safety feature. GV70s cargo area, that has a low 29.5-inch lift-over, was spacious with 28.9 cubic feet of cargo space that measures 38 inches deep, 40.5 wide and 28.5 high. Flip the rear seatbacks and space expands to 56.9 cubic feet for 68 inches of loading depth. Beneath the cargo floor is a bin for small item storage that shares the space with the space saver spare tire. Operationally, GV70 drives heavenly on 19-inch Micheline tires. It’s a quiet rider with exceptional handling characteristics. GV70s electric power steering provided a good amount of road feel and sharp, tight turns exhibited no body lean. This SUV is tight. And it’s aided by the available electronic limited slip differential that sends torque to the wheel that needs extra traction. Power wise, the 2.5-liter turbo 4-cylinder churns out a hot 300-hp and 311 lb/ft of torque. Coupled to the standard 8-speed automatic transmission with paddle shifters and auto start/stop engine technology, it rates EPA mileage estimates of 22 city, 28-highway mpg. Acceleration was quick and the turbo kicked-in seamlessly with virtually no noticeable turbo lag. The combination has a tow capacity of 3,500 pounds. The GV70 came with an exceptional list of standard safety features like lane keeping/following assist, blind spot collision avoidance/rear cross traffic collision avoidance assist, safe exit assist/advanced rear occupant alert, intelligent speed limit assist and more. For the amenity list it included panoramic sunroof, Apple CarPlay/Android Auto connectivity, fingerprint recognition, high beam assist, power folding heated outside mirrors and lots more. The options list began with Barossa Burgundy paint ($500); Select Package ($4,000) that adds a host of goodies like 19-inch alloy wheels, panoramic sunroof, Lexicon Premium audio and more; Advanced Package (($4,150) added leather seating, heated wheel, Surround View monitor, remote parking assist, parking distance warning/collision avoidance rear assist plus advanced rear occupant alert, fingerprint recognition and more that took the base price of $41,000 to $50,695 with delivery. Genesis GV70 comes with a 10 year/100,000-mile powertrain warranty, 3/36K complimentary scheduled maintenance, 3/36K complimentary Genesis Service valet, 3-year complimentary Genesis Connected S Services, three months of complementary SiriusXM satellite radio, three years of complimentary annual Multimedia/Navigation updates, and lifetime complimentary traffic data via HD-plus Traffic radio. The GV70 is truly the new benchmark for AWD compact SUVs. Hyundai's 2023 Kona Electric subcompact crossover is a compelling choice among the competition1/3/2023 Hyundai’s popular Kona compact crossover has been electrified. And when comparing its top EPA range of 258 miles on a full charge to Tesla’s Model 3 that tops out at 263 miles and Chevy’s Bolt at 259 miles, the Kona offers reasonable distance. With that in mind, it’s best to say Kona is suited for around town driving as opposed to long trips. However, installing a home charging unit could help extend the miles that could be saved by not having to travel to a charging station that may not be close to your residence. And here’s my beef with Kona or any EV we’ve tested so far. The closest Electrify American charging station to my home is only four miles away. But after three attempts at charging at one of the four charging stations there (that are backed up by a diesel generator behind them) and found them all occupied, it was a waste of time and battery power going back and forth to get an open charger. When I finally managed to get a charger, it was the slower 150 kW as others who got there before me wanted the faster 350kW chargers. There is an Volta charger about 15 miles from me, but it requires a phone app where you must set up an online account along with your credit card information to use it. I’m not crazy about that idea. But the Electrify America chargers accept credit cards in addition to a smartphone scan app. While on the subject of charging, it took 40 minutes to go from 38 percent to 75 percent for a charge of $6.45 to my Master Card. Much cheaper than petrol at today’s prices. But as I sat in the Kona waiting for the charge, I looked across the street and there’s a Sunoco gasoline station where I could have been in and out of there in five minutes and on my way home. The alternative, as said, is a home charger. And if you have a relative who is an electrician and won’t charge for his services, the only cost is for the wall charger. As for the Kona itself, it’s offered in two trim levels of SEL and Limited, the latter of which we tested. Kona’s exterior has a concept car look with its slit LED headlights that follow through to the back end with a similar slit of lights plus cluster lights on either side of the liftgate. The charge port is located in the front driver’s side fender and a home charging cable comes in a nylon pack. Interior wise, Kona E sports a clean, upscale look with its 10.25-inch infotainment display that offers voice recognition and plays host to Apple CarPlay, Android Auto connectivity along with Blue Link that can be used for remote cabin pre-heating/cooling, remote locking, roadside assistance, checking battery levels and more. Flanking this screen is the 10.25-inch digital gauge cluster that serves double duty as a driver information display for a host of operating details such as the number of miles remaining in the battery. Four neatly arranged push buttons activate the gear selector of P, N, D and R. They’re flush on the forward console and in front of it is a vertical phone charger. HVAC controls too are a horizontal array of easy to view and use push buttons that keep with the interior’s overall styling theme, as do the heated/cooled front seats and heated telescopic steering wheel switches. The leather front seats are nicely padded and comfy with some extended under thigh support. Back seats are similar with decent leg room provided the fronts aren’t racked well rearward. Otherwise leg room is scant. The rear doors, however, open wide for easy ingress/egress. Back in the cargo area, that has a low 26-inch lift over, there’s 19.2 cubic feet of space that measures 25 inches deep, 43 wide and 28.5 high. Flip the rear seatbacks and space expands to 45.8 cubic feet for 58 inches of cargo loading depth. Beneath the cargo floor are four shallow bins for small item storage and beneath it is another shallow storage bin that holds a tire inflator kit in place of a spare tire. Kona E gets its power from an 150kW electric motor to drive the front wheels. It provides 201-hp and 291 lb/ft of torque for EPA estimated 132/108 MPGe equivalent, and employs regenerative braking. Power is stored in a liquid -cooled 64-kWh lithium-ion battery pack. Now here are some short comings. With the front seat and steering wheel heaters on, the battery depleted faster as it also did in Sport mode and when pushing the pedal too hard too often in Eco and Normal modes. I attempted to stay in Eco to conserve the battery. I noticed too that the heater does not put out as much heat as a gasoline powered car does. Kona’s highest heater output is more tepid than hot. It’s an even temperature feel no matter how long the car is operated. Pity the folks in Buffalo last week who own EVs and got caught in the snow storm along with its power outages, and not being able to charge their batteries. On the plus side, Kona’s full throttle acceleration pushes you back in the seat and does it even quicker and harder in Sport mode. When underway, all that is heard is a slight hum from the electric motor. And when in reverse and backing up, a faint beep-beep is heard, similar to some construction vehicles. With its compact size, Kona E parks easily and tames sharp turns with ease and is a pleasure to drive and ride in. The only feature missing is AWD for us here in the Snowbelt. With a long list of safety features such as forward collision avoidance assist, lane keeping/lane following assist, blind spot collision avoidance, rear cross traffic avoidance assist, safe exit warning, rain sensing wipers and more, the only extra cost option was for carpeted floor mats ($195) that took the base price of $42,500 to $43,940 with delivery. There’s also an available tax credit that could make the bottom-line a bit more attractive. Kona EV received the National Highway Traffic Safety Administrations top 5-star safety score in its crash tests, and the Insurance Institute for Highway Safety awarded it a top safety pick in 2022. Kona E comes with Hyundai’s industry-best 5 year/60K new vehicle warranty; 10/100K powertrain; 10/100K electric battery warranty; 7/unlimited anti-perforation; 3/36K complimentary maintenance; and 5/unlimited roadside assistance. With all these you can’t go wrong with a Hyundai Kona E. And when more charging stations become available, the Kona EV will make a lot more sense. Toyota's 2023 Corolla Cross AWD crossover offers utility, safety and economical operation12/15/2022 As Toyota’s Corolla’s has been their popular selling compact sedan, the carmaker made a slick and smart move by transforming the Corolla into the Corolla Cross AWD crossover. Realizing that sedans have been falling out of favor to crossovers and SUVs, this move gives car buyers what they want today. Corolla Cross AWD (175.6 inches overall length) is positioned between their RAV4 (181) and C-HR (171) subcompact and is sure to be a top seller as was the Corolla sedan. And to spice up the Corolla Cross even further, it’s offered in hybrid form. Trim wise it can be had in FWD or AWD and in base L, LE and XLE AWD that we tested. Corolla Cross is snappy looking with its cladding on bumpers and around the wheel wells. It sits a bit higher than the sedan as has a respectable 8.1 inches of ground clearance that can negotiate measurable snow amounts, but only very mild off-road trails. Despite the higher ground clearance, ingress/egress is a comfortably low 17.5 inches into a nicely functional interior with heated and supportive SoftTex seats up front. An 8-inch infotainment display serves the XM radio and apps with connected services offering Apple CarPlay, Android Auto integration along with Amazon Alexa, Wi-Fi with subscription, rearview camera but navigation has to be linked with a smartphone app. The system can be set up with lock/unlock functions, roadside assistance, all with a phone or smartwatch. There’s also a wireless phone charger on the aft portion of the console. The gauge cluster combines a digital speedometer with integrated driver information display for alerts, features and functions. It’s bright and colorful and grabs the eyes. Rear seat leg and head room are marginal for two adults. Tall folks can be a bit cramped and the doors could open a little wider to ease ingress. Back in the cargo area, that has a low 29-inch lift over to load items, is rated at 24.3 cubic feet with the seats up. It measures 32.5 inches deep, 43 wide and 28 high. Flip the 60/40 rear seatbacks and cargo depth extends to 64 inches. Beneath the cargo floor is a space saver spare tire plus multiple small bins for hidden item storage. Shod with 18-inch Goodyear tires, Corolla Cross rides smoothly and quietly. It parks easily with its tight 35.4 curb-curb turning radius and it’s really fun to drive. Harsh roadways and tar strips are nicely dampened and because of its heavier (3,325 pounds) than the sedan’s curb weight, it settles nicely into tight turns and recovers easily. Powered by a 2,0-liter inline 4-cylinder that produces 169-hp and 150 lb/ft of torque, it gets impressive EPA mileage estimates of 29 city, 32-highway mpg with a CVT automatic transmission. Acceleration is a linear explosion of power that rates a tow rating of 1,500 pounds. This is sufficient for a small utility trailer or 14-foot aluminum boat. As the XLE trim model, it came standard with a host of safety features such as Toyota’s Safety Sense 2.0 Pre-Collision w/pedestrian detection, full-speed radar cruise control, lane departure alert w/steering assist, lane trading assist, automatic high beams, blind spot monitor w/rear cross traffic alert and full braking assist. Starting at a reasonable base price of $27,625, options included JBL audio, Amazon Alexa, Apple CarPlay/Android Auto Sirius radio package ($1,465), tilt/slide moonroof and back hatch door ($1,250), auto leveling adaptive front lighting ($615), carpeted floor/cargo mats ($249), roof cross bars ($299), that took the bottom line to $32,718 with delivery. Added to this, Corolla Cross was named a Top Safety Pick by the Insurance Institute for Highway Safety and received a full five-star overall safety crash rating by the National Traffic Safety Administration also known as NHTSA. Toyota’s Corolla Cross is a winner as it combines utility, economy and safety, all at a reasonable price. Toyota just needs to advertise these accolades more for it to be their new top seller. As Lexus’s LS 500 is their flagship luxury sedan, their completely new LX 600 is their new flagship and high-end SUV. The LX borrows the LS 500’s luxurious interior and posh ride, and combines it with the off-road prowess of the now discontinued in the U.S. Toyota Land Cruiser, the rugged 4WD SUV that was the vehicle of choice on African safaris and featured in movies and TV on that country’s desert trails. Lexus’s 2023 LX 600 is a top-tier, three-row SUV that has a huge array of features, functions and amenities that make it the ultimate on and off-road cruiser. But it’s puzzling who, but the very well-heeled, would take a six figure SUV off-road, or even get it dirty. The LX 600 is a very sophisticated and somewhat complicated machine (a study of the 585-page owners’ manual is recommended) with its high-tech wizardry and adaptive air suspension that can lift the chassis up to 13 inches to clear the nasties, ford a stream or traverse deep snow. For off-roading, its Under Vehicle View is a composite of camera vision captured in the past from the current vehicle position and under the vehicle and includes tire positions and so on, to be displayed. The vision is displayed in panoramic view, side clearance view or cornering view. And get this. The LX 600 can even keep drinks cold in its 12-inch deep, “Cool Box” console box. From its razor-like grille that Lexus is noted for, to its across-the-tailgate taillight array, LX 600 is a bold and handsome looking SUV. Its posh interior is also bold and handsome with its 19.3-inch touchscreen that serves driving modes, rearview camera with surround, frontal and revolving views, Apple CarPlay, Android Auto, 4G Wi-Fi and the selected Multi Terrain drive modes of Auto, Dirt, Sand, Mud, Deep Snow and Rock. There’s also selectable modes of Comfort, Custom, Normal, Sport S and Sport S Plus modes. Included too is a Turn Assist Function that assists cornering performance when driving through a tight corner. The 7-inch display below it handles HVAC, audio and other functions. It’s surprising though that Lexus engineers didn’t make one larger display similar to Tesla’s or Subaru’s Outback, and possibly with split-screen view for all the features and functions it would serve. LX is offered In LX 600, LX 600 Premium, LX 600 F Sport Handling, LX 600 Luxury and LX 60 Ultra Luxury. We were privileged to test the LX 600 F Sport Handling version that boasted a beautiful interior with two-tone heated/cooled leather seats. Aside from the dual displays, the cockpit features a huge console with wireless phone charger, digital gauge cluster with embedded driver information display and brushed aluminum pedals. A rotary switch on the vertical stack is for the Multi-Terrain Select system that offers High 4-wheel (H4), Low 4-wheel (4L) drive and Auto modes. The Auto mode uses road and driving conditions via sensors to automatically switch modes without driver intervention. There’s also a switch for the center lock differential for when the going gets extra tough. LX 600’s Electric Power Steering provides a light steering effort at low speeds and when driving off-road, and full steering sensation at high speeds. Like the Land Cruiser, LX 600 has a selectable speed Crawl Control mode in low range and a Downhill Assist Control mode for a stable descent by controlling brake pressure. It’s doubtful very many owners would need or use these nifty off-road type features. But they’re nice to have if needed. Ingress into the heavily padded, heated/cooled back seat has a low 13-inch step-in to the running boards or 24 inches if stepping in directly. It can seat three in a squeeze as the transaxle hump in the middle is low. Back in the cargo area, and with the third-row seat upright, there’s a mere 11 cubic feet of cargo space, or enough for a half-dozen grocery bags. It measures 9.5 inches deep, 50 wide and 34 high. Press two switches and the third-row powers down to expand cargo space to 64 cubic feet for 44.5 inches of depth. Need more space? Flip the second row and capacity increases to 71 cubic feet for 76 inches of cargo depth. Beneath the aft cargo floor is a narrow bin for some small item storage. A full-size spare sits below the floor as well. To access the third row, the second row flips and tumbles forward against the front seats, but that seat is mainly for youngsters. As a hefty SUV with a curb weight of 5,700 pounds, the standard 3.5-liter twin turbo V6 puts out a potent 409-hp and 479 lb/ft of torque that powers the LX 600 with gobs of grunt and enough to tow up to an impressive 8,000 pounds. Coupled to a smooth shifting 10-speed automatic transmission, the LX 600 earns EPA mileage estimates of 17 city, 22-highway mpg. A recent trip from Allentown to King of Prussia and back used only a quarter tank of fuel. I expected worse. But engage those twin turbo’s too often and those numbers dive. Despite its weight, the LX 600 was independently 0-60 clocked at a not bad 6.9 seconds. As for ride on tall 22-inch, 10-inch wide Dunlop tires mounted on six lugs wheels, it’s smooth in Comfort mode. Switch to Sport or Sport S Plus and the suspension tightens up and handling becomes more acute and planted. In any mode, the LX rides quietly as do all Lexus vehicles. And a relatively tight 26 feet wall-wall turning radius makes parking exceptionally easy. The standard safety feature list is lengthy and includes Lexus Safety Sense 2.5 Pre-Collision system w/pedestrian detection, all-speed dynamic radar cruise control, lane tracing assist, lane departure alert w/steering assist, blind spot monitor, intuitive parking assist w/rear cross traffic alert w/auto braking, and many more. On the options list there’s Active Height Control ($1,300), premium Mark Levinson audio w/surround sound ($2,660), premium Manganese Luster paint ($595), roof cross bars ($450), carpeted cargo mat ($140 and wheel locks ($95) took the base price of – hold onto your wallet - $101,000 to $107,585 with delivery. Yes, it’s pricey, but it’s on par with the Land Rover Defender, Lincoln Navigator and Mercedes GLS, SUVs. LX 600 comes with a 4 year/50k mile basic, 6/70k powertrain, 6/Unlimited corrosion perforation warranties. As said, the LX 600 is a sophisticated family SUV that combines luxurious accommodations with off-road prowess if and when it’s needed. Mazda has done it again. Their CX-50 compact SUV is another new winner in their AWD stable of superb vehicles. The 2023 CX-50 is based on Mazda’s CX-30 chassis and is a bit larger than Mazda’s CX-5 crossover. It differs in that it’s more off-road oriented with added ground clearance of 8.7 inches, firmer suspension and an AWD system that offers a separate off-road mode that helps prevent the drive wheel from spinning or slipping during off-road jaunts. CX-50 is offered with two engine choices of a non-turbo and turbo so trim levels are designated as such. With standard trims it’s 2.5 S, 2.5 S Select, 2.5 S Preferred, 2.5 S Preferred Plus, 2.5 S Premium and 2.5 S Premium Plus. For turbo versions it’s 2.5 Turbo 2.5 Turbo Premium, 2.5 Turbo Premium Plus that we were privileged to test and 2.5 Turbo Meridian Edition. Mazda’s CX-50 has a sleek design with touches of ruggedness such as faux front and rear air vents and black fender-bumper guards that promote it’s (mild) off-road prowess. Mazda engineers always design upscale and snazzy, workable interiors. And the CX-50’s is no exception. The exterior Terracotta paint on our test car contrasted ever so nicely with the saddle brown leather seats that were adorned with a Terracotta stripe down the middle and with Terracotta stiping along all seam edges. A 10.25-inch color display perches non-obtrusively atop the dash and serves the gamut of audio, rearview camera w/overhead and wide-angle views, weather report, weather radar, traffic reports, Apple CarPlay, Android Auto and much more. It’s controlled by a large rotary dial on the console. Large HVAC controls are simple to use and view that make for eyes-on-the-road operation once acclimating to their position on the panel. Below them is the robust gear selector for the standard 6-speed automatic transmission that’s flanked by the mode selector toggle switch for Sport, Normal, Off-Road modes. Sport mode increases engine rpms by 500 for more livelier throttle response and quicker acceleration. CX-50s console box opens in clam shell style and the very front of it houses the wireless phone charger. To charge the phone the box top can be opened or the phone can be slipped in under the lip of the box lids. Over on the gauge cluster, it offers large easy to view gauges and the speedometer doubles as a driver information display for alerts, features and functions such as selected modes. In Sport mode, the outer perimeter of the speedometer turns red, and for Off-Road, it changes to gold. Upon a low 18.5-inch step in into the heated back seat that has wide opening doors for easy ingress/egress, the comfy seat can accommodate two adults with good leg and head room. A third passenger would have to be a youngster as a high transaxle hump limits leg room. A spacious cargo area has a power liftgate and a low lift-over of 28 inches for easy loading of gear or luggage. With the back seats upright, there’s 31.4 cubic feet of space that measures 42 inches deep, 41.5 wide and 28 high. Flip the back seats by pulling a handle in the cargo area and cargo capacity expands to 56.3 cubic feet for 72 inches of loading depth. A full six feet. And there are two bins on either side of the cargo area for small item storage as the underfloor merely houses the space saver spare tire plus tools. CX-50 gets it grunt from one of two engines. The base 2.5-liter 4-cylinder produces 187-hp and 186 lb/ft of torque. On the Premium Plus trim model we tested, it came with a 2.5-liter turbocharged 4-cylinder with 227-hp and an impressive 310 lb/ft of torque for EPA mileage estimates of 23 city, 29-highway mpg. Coupled to the 6-speed auto transmission, the combination carries a tow rating of up to 3,500 pounds. There’s certainly no want for power. At full, even half throttle, acceleration is an explosion of pent-up torque. Of course if punching the throttle hard too often, gas mileage suffers. But the extra power is nice to have when needed and there’s virtually no discernible turbo lag. With Mazda’s G-Vectoring Control system, handling is impressive. CX-50 remains planted and secure in sharp turns. The suspension nicely absorbs road imperfections and tar strips. Even on mild off-roads, the suspension maintains consistent control. The CX-50 also came with steering assist that maintains the SUV between the roadway lines. And it’s a quiet, smooth ride on Goodyear 20-inch all-season tires. The Premium Plus model came with a very long list of standard safety features such as lane departure warning, lane keep assist, blind spot monitoring, rear cross traffic alert, rear smart brake support, blind spot prevention and more. On the nicety side, there was rain sensing wipers, wiper de-ice, auto power folding mirrors and heated side mirrors and Mazda radar cruise control to mention a few. For all this, the CX-50 carried a base price of $41,550 with the only extra cost option being the Polymetal Gray paint ($395) that took the bottom line with delivery to $43,170. This is about the going market price that puts the CX-50 in a crowded field of comparable SUVs and crossovers. But like other fine Mazda’s, there’s seems to be a model for almost everyone’s needs. CX-50 comes with a 60 month/60K mile powertrain warranty, 36 month/36K mile bumper-bumper coverage plus 24-hour roadside assistance. |
|