All posts by Mark Savage

Mark Savage is a writer and editor. He wrote a car review column, Savage on Wheels, for the Milwaukee Journal Sentinel from 1989 through 2019 and was a business news reporter there for 16 years. He now writes car reviews for WUWM (NPR-Milwaukee) and for his own site. He also has served as editor and publisher of several hobby magazines and a snowmobile title, all the while writing about diecast cars and for various hobby magazines. He is an avid Indy 500 fan, attending races since 1962, and an IndyCar enthusiast, and Formula Ford race school graduate.
Braking News

2023 Chicago Auto Show report

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Toyota, Subaru, VW launch new vehicles, but there’s much more …

Chicago’s Auto Show is always amazing and also a drain as Paul Daniel and I walk a good 5 miles a day to take photos and video.

This year it was worth it as there were four new production models introduced, plus some new Jeep trim packages and, well, a bevy of concept cars and new electrics on tap. Our trade group, Midwest Automobile Media Association (yes, MAMA) also handed out its annual awards.

Here’s a quick look recap.

AWARDS:

MAMA’s Family Vehicle of the Year (263 of us Midwest journalists vote) is the Hyundai Palisade, a large midsize SUV that wins on price, looks and features.

The MAMA Luxury Family Vehicle of the Year is the Genesis (Hyundai’s luxury brand) GV60, a stylish and well-equipped all-electric model with AWD, a ton of power and decent range. PLUS it has a crystal ball shifter on the console that rotates. That’s not essential, but it’s cool and Paul and I love it.

Note: Watch for my annual Zoomie Top 10 Vehicle awards on WUWM.com and then here on Savageonwheels.com, very soon!

ALL-NEW:

Toyota launched its first Grand Highlander, a three-row SUV that’s an extended version of its popular Highlander. If the name sounds sort of familiar, thing Grand Wagoneer from Jeep. But this is more in competition with the Jeep Grand Cherokee L and the above mentioned Hyundai Palisade and its cousin, the Kia Telluride.

RELATED Video: See the reveal here.

Good foot room in row 3, and ok legroom for adults.

Toyota touted the fact that adults can fit in the Grand Highlander’s third-row seat, and that seven suitcases would still fit behind that seat for family adventures. Well, several 6-5 folks climbed aboard during a preview and found indeed their foot and headroom were OK, but knee space still a bit tight. Yet if you’re not an NBA-dna gifted family, you’ll fit fine. At 5-5 I was more comfy than in most other utes with three rows.

Handsome nose, better than the Lexus grilles.

A big plus too is the option of three powerplants, the newest being a 362-horsepower (most ever for a Toyota SUV) hybrid system that improves mileage and delivers more oomph. This is the same powertrain as in Toyota’s new Crown sedan. Grand Highlander will be built at Toyota’s southern Indiana plant.

Huge digital screen images flow to the floor below and behind the new Crosstrek.

Subaru, in addition to having the coolest display, including puppies and National Park digital that spread wide and also covered a chunk of floor, launched its new Indiana-built CrossTrek. That compact AWD crossover has taken over as Subaru’s No. 1 seller, edging out Outback, so Subaru freshened its look outside and inside, adding a giant nearly 12-inch infoscreen as it offers in other models.

Pricing still starts at an attractive $26,290 and it should be at dealers this spring. Two engine choices remain, a 2.0-liter boxer 4 and a 2.5-liter boxer 4. Questions of a hybrid being offered nationwide were put on hold. One can hope!

Manual transmission fans, sorry, it’s gone.

Blue is the Cross Sport, red is the larger Atlas.

Volkswagen, which has gone from about 91% sedans in its lineup in 2013 to about 83% of crossovers and SUVs now, launched its 2024 Atlas and Atlas Cross Sport models. Atlas is the mid-size 7-seater offering with Cross Sport being slightly smaller and seating five. Both have already been selling well, along with Tiguan, but moving them more upscale in appearance was one of the goals here.

The new Atlas has a thick lightbar across its tail.

Like others, it’s also all about adding a 12-inch screen inside, and fancier noses and tails, including a lightbar atop the vehicles’ grilles and a lighted VW logo on the nose. Get ready for a LOT more of those from all carmakers as hybrid and electric offerings expand. The VWs now will only offer a 2.0-liter I4 turbo making 269 horsepower. Its V6 engine has gone bye-bye.

JEEP, plus the REST

That’s it for the all-new models, but Jeep got into the act too, while its parent, Stellantis showed off the upcoming Dodge Hornet and some future electrics in concept form.

RELATED Video: See Mark’s walkaround

In case you didn’t realize it, this is the 20th anniversary of the Jeep Rubicon editions of the off-road favorite Wrangler. Rubicon was meant to answer all the off-roaders needs and go as extreme as technology and budgets would permit.

Here are the 4xe, AEV, and 392 versions of the Rubicon anniversary Wranglers.

The 20th Anniversary Wrangler Rubicons are only available in 4xe and 392 trim, so a plug-in hybrid and the horsiest V8, just 470 horses. Talk about extremes. They are lifted another half inch and get a restyled 7-bar grille, plus cost extra, of course. As a limited edition just 4,000 anniversary models will be made, but starting at $71 grand for the 4xe and about $93,000 for the V8 model, one wouldn’t expect 100,000 to be sold.

RELATED Video: See the reveal here.

Oh, and there’s also a higher-end souped up American Expedition Vehicles version, limited to 150 vehicles. It’ll tout a tweaked suspension and ride on giant 37-inch tires. Like the 32s on the other models wasn’t enough.

This is the GT version of Dodge’s new crossover, the Hornet.

For the rest of us on lower budgets, there were a couple new Dodge Hornets on display. Using a vintage name from its Hudson roots and later AMC, the Hornet is a cute compact crossover that will jump into that huge market dominated by the likes of Honda’s CR-V and Toyota’s RAV-4.

Definitely cooler, the Hornet GLH is the performance model.

Pricing starts below $30 grand when it goes on sale this spring and Dodge, in keeping with its performance image, plans to offer a GLH model with more power and racier trim. I hear GLH means Goes Like Hell. Remember, these folks gave birth to the crazy horsepower Hellcat models.

Charger has a lighted logo!
Sleek lines on this concept Charger.

Speaking of which, the last run of the gas-only powered Dodge Chargers and Challengers is going on now. But the new electric Dodge Daytona Charger was on hand and wow is it sleek, but with definite Charger styling.

Ram, the Stellantis truck brand, also showed its concept for the Ram 1500 Revolution, already being dubbed Rev. It’s electric and looks more futuristic than any other mainstream pickup on the market. Ram has moved past Chevy into the No.2 truck selling spot and Rev, to be available in 2024, will do nothing to hurt the brand’s progress. Sharp!

MORE YET …

Naturally there was more to see, and some may make it to the Milwaukee show coming up Feb. 25.

A smattering of thoughts on the other models we saw.

This Buick concept is as wild as its Wildcat name!

Coolest design we saw was the Buick concept Wildcat. It’s a silver bullet that features Audi R8 sleekness, but with snazzy Volvo-esque rear lights and removable roof panels.

The Wildcat’s rear lights look like they were borrowed from Volvo, but still, WOW!

Rumor has it a production model is in the works and if it comes close to this concept it’ll be a hot commodity, sort of a Vette-like halo car for Buick, which fashions itself as a luxury brand, although currently with a 3 ute lineup.

Now that’s a Corvette nose, expressive!

Impressive too was the new Chevy Corvette Z06 model. The mid-engine Vette has been out a couple years now and remains the most affordable stellar and racy design, but Z06 moves it way upscale, starting just below $120k and the show model was nearly $170,000. Not so affordable, but then it has a 5.5-liter V8 making 670 horsepower. So for supercar power I suppose $120 grand or so isn’t bad.

Corvette in all its iterations is just damned racy looking! This is the Z06.

Also on hand was the E-Ray, the new electric hybrid version of the Corvette. Looks a bit different, but adds the hybrid to that monster V8, plus all-wheel-drive for the first time. Same horsepower basically, 655 horses, but a 0-60 mph time of 2.5 seconds. That’s hard to beat, and this one starts just short of $105k!

Gorgeous paint job, but this picture doesn’t do the new Alfa Romeo Tonale justice.

Alfa Romeo, another branch of Stellantis, put its new Tonale SUV on display. This is a plug-in hybrid starting about $45,000. It has 180 hp and is slightly smaller than the current Stelvio model. Still, it has the Alfa look, logo and Italian styling accents.

I know we’ve been talking a bit more about Stellantis and GM brands this year, but there’s more new coming for them than many others. I’d note too a surprising number of manufacturers didn’t exhibit at the show, including Mercedes-Benz, Audi, Mazda, Mini, and Land Rover/Jaguar, to name a few.

The new electric E-Quinox is a looker. Nice color here too.

Chevy, for instance, has a new electrified Equinox, the emphasis on E, so maybe a hyphen is needed, E-quinox. It’ll start around $30,000 and is due out in the next year. But again it’s a looker that should add to the popular model’s sales.

Cadillac’s new electric SUV, the LYRIQ, is angular and muscular.

Finally, and maybe the biggest surprise to us, was the new Cadillac LYRIQ luxury SUV starting in the $60,000 range and being full electric. Paul and I had seen pictures, but it looks way better in person. Nice fastback profile and spiffy nose and taillights. It’s due in dealerships this spring.

One thing we’ll all have to adjust too is light bars front and rear on cars, glowing logos, and SUVs that offer similar profiles, but with interiors that speak to the brand’s potential customers. Since most electrics will feature awesome acceleration, and batteries will provide a lower center of gravity they’ll handle better in turns. So it will be range and interior looks, comfort, and features that will be their selling points.

Stand by for more hybrids and electrics from all brands. Watch out Tesla, the big boys are comin’ for ya!

#cas2023

#Toyota

#VW

#Subaru

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Car Reviews

2023 Nissan Kicks SR

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Low-cost Kicks loaded with a bevy of standard features …

Remember when entry-level cars were bare bones beaters?

I’m thinking Ford Mavericks, Chevy Vegas, and AMC Gremlins of my youth, or more recently Honda Civics, Toyota Tercels, and Nissan Sentras.

Times change and this week’s cute low-cost two-tone mini crossover is chock full of modern electronics and features that you might not anticipate at this price point. Heck, some cost extra even on higher-end vehicles.

Meet Nissan’s snazzy Kicks SR, that’s the top of three trim levels, but don’t let that worry your cost-conscious brain.

The name alone is fun, and memorable. At least more so than a certain electric EQB I drove recently.

No, the Kicks is not the bargain basement beater of yore.

Standard is a bevy of safety equipment including (hold on now) blind spot warning, rear cross-traffic alert, lane departure warning, rear sonar, high-beam assist, rear automatic braking, forward collision warning, automatic emergency braking with pedestrian sensing, and an AroundView (360-degree) camera. Even that last item is optional on many vehicles costing much more.

OK, so what are we calling entry-level these days?

How’s $21,585 strike you for the base S model? Need a bit more in the way of features, then move up to the SV model at $23,445, or this top-end SR for $24,145. That’s a deal that should have you doing the happy dance right up to your credit union’s loan officer.

What else will you find on this high-end low-balling Kicks SR?

Heck, there’s intelligent or smart cruise control just like all the fancy cars and trucks now have, plus a very readable 7-inch touchscreen, 4 USB ports, a leather-wrapped steering wheel, remote start, push-button start, rear seat heat ducts, and I know you younger readers will like this, Apple CarPlay and Android Auto are standard. Bingo, hook up the phone, iPad, etc. and crank the tunes or use your own navigation system.

The Premium Package here adds nearly everything a buyer would want inside.

Now you may be saying, that’s all well and good, but I need a fancy sound system and heated seats, minimum. And a heated steering wheel and WiFi hot spot would be primo too, and cloth seats are for poor folk, I need at least a good-looking leather imitation.

Hold on buster, a Premium Package that adds just $1,390 to the price tag includes all of that, starting with a Bose 8-speaker audio system, plus NissanConnect Services via Sirius XM and a security system.

The test car added a snazzy two-tone gray and black paint scheme to increase curb appeal, and that’s only a $650 option and includes a small black spoiler over the rear window.

Watch Mark’s video: 2023 Nissan Kicks SR review by Mark Savage

Less necessary options included a $435 exterior package with crossbars for the standard black roof rails, plus finished exhaust tips. If you intend to pile stuff on the roof this is a smart choice.

This interior does not look, feel, or function like a bargain basement model.

Less necessary yet is a $575 interior electronics package with 20-colors of ambient colors that can be dialed in to impress your friends or significant other, plus a door pocket light and frameless rearview mirror with universal remote.

A visual upgrade, the $495 17-inch black alloy wheel option is something most of us would welcome, along with the $225 carpeted floor mats and cargo mat.

No power hatch back there, but there is a wiper, a Wisconin necessity item. And excluding things like a power hatch and AWD helps keep Kicks among the lowest cost vehicles you can buy new. Even with add-ons the tester hit just $27,915, one of the lowest priced test cars I’ve had in the past couple years.

A hatch in back allows for easy loading and the back window wiper is standard.

If you want to consider others look first at the Hyundai Venue that also doesn’t offer AWD, but is in the same size and power category as the Kicks and also looks like a crossover.

Moving up a bit in price and power is Toyota’s equally cute C-HR, or less cute Corolla Cross, which does offer AWD. One also could check out the Honda HR-V that I tested a couple months back, or the Hyundai Kona, Kia’s Niro, Soul, or Seltos. Again, some offer AWD. Finally, for more power there’s Mazda’s awesome CX-30.

As for the Kicks, it touts just 122 horsepower from its 1.6-liter I4, but the automatic CVT (continuously variable transmission) is programed to give it a fair amount of oomph from a standstill. So acceleration is good for in-town stoplight getaways. Of course the engine works a little harder than those offering 140+ horses, and you’ll hear it. But it quiets down once you’re cruising.

Sharp looking tail for an economy model.

Road noise is noticeable at highway speeds, but certainly not an issue in city driving.

Handling is light and responsive, not sporty, but sort of fun on winding roads. Plus the suspension is pretty compliant for a short-wheelbase vehicle. There’s some jiggle, but the ride never becomes severe or bothersome.

Gas mileage, and this is a gas-powered car, is quite good too. I got 31.7 mpg in about 60% city and town driving. The EPA rates Kicks at 31 mpg city and 36 highway.

Inside, the fake leather seats are well-shaped and two-tone gray with orange stitching on the dash and steering wheel to add a bit of pizazz. The touchscreen is easily read and used and includes both volume and tuning knobs, a bonus. This driver’s instrument panel has an old-school analog speedometer, but digital info screen to the left of that giving mpg and other important info. Again, all easy to read.

The steering wheel also is heated and is a flat-bottom number allowing for easier in and out as there’s more knee room below the wheel than with a standard wheel. Bravo too that Nissan includes extenders on the sun visors, often needed but rarely found in newer cars.

In back is enough room for two adults provided the front seat folks are not NBA recruits and a third adult could fit for a short pizza run. If a child is about to head off to college the Kicks also offers generous cargo room for stuff and things, measuring 25.3 cubic feet with the rear seat in place of a massive 53.1 cu.ft. when the split rear seat is folded.

Practical, cute, perky and loaded with safety equipment, that’s Kicks. In fact, the Insurance Institute for Highway Safety gives Kicks a good rating in all six of its safety tests. Kicks is a must consider first car, college car, or second city car.

FAST STATS: 2023 Nissan Kicks SR

Hits: Cute low-cost two-tone mini crossover, quick handling, adequate acceleration and good gas mileage. Better than average cargo room and seats four comfortably, heated seats, heated D-shaped steering wheel, push-button start, visor extenders, good info screen and Bose sound system. Great safety features standard, plus a 360-degree camera and standard Android Auto/Apple CarPlay.

Misses: No AWD available, ride can be a bit jiggly, but not severe, and there’s a fair amount of road noise at highway speeds.

A fine screen and easy controls in Kicks.

Made in: Mexico

Engine: 1.6-liter I4, 122 hp/114 torque

Transmission: XtronicCVT automatic

Weight: 2,685 lbs.

Wheelbase: 103.1 in.

Length: 169.1 in.

Cargo: 25.3-53.1 cu.ft.

MPG: 31/36

MPG: 31.7 (tested)

Base Price: $23,075 (includes delivery)

Invoice: N.A.

Major Options:

Premium package (Bose audio w/8 speakers & amp, Prima-Tex seats, heated front seats, heated steering wheel, security system, cargo cover, Nissan Connect services w/WiFi hotspot), $1,390

Exterior pkg. (crossbars, exhaust finisher), $435

Electronics pkg. (door pocket light, frameless mirror w/universal remote, 20-color ambient lighting), $575

2-tone paint (gray/black) w/rear spoiler, $650

17-inch black alloy wheels, $495

Carpeted floor/cargo mats, $225

Test vehicle: $27,915

Sources: Nissan, www.kbb.com

Photos: Mark Savage

#Nissan

Diecast cars

1973 Toyota Celica Liftback GT2000

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Autoart nails the sexy Japanese ‘Mustang’ look …

I came of driving age in the early 1970s and while I drove a snazzy copper-colored Plymouth Duster, which I thought beautiful, the Japanese makes were just getting their footing in the U.S. market. Most models were boring, but to me, the “hot” car was Toyota’s Celica Liftback GT.

It was a mini Mustang, and I say that with all due respect for both.

But by the mid-1970s Ford’s Mustang had grown bulky and ugly and then came the Mustang II. Ugh!

Yet Toyota had nailed the long-hood, fastback design, was reliable, and fairly affordable. In short, a winner!

Now Autoart turns its considerable modeling talents to a right-hand drive 1973 model of the Celica Liftback 2000GT in 1:18 scale and it’s a beauty.

Believe me, this IS Moss Green, but is so dark it looks black unless in direct sun.

The History

Celica launched as a coupe and notchback version of the Toyota Corina at the 1970 Tokyo Auto Show. Its name was derived from the Latin word coeliac, meaning heavenly or celestial. Perfect!

Sales were good in Japan and by 1973 it had relabeled its hatchback as a Liftback GT that would ultimately be exported to the US for the 1976 model year. Its lines were Mustang-like and indeed the designers were intending Celica for a similar market in Japan, folks wanting a sporty fun coupe, which the fastback look and lightweight execution along with a performance-oriented engine assured.

The rear-drive Celica boasted a 1600cc I4 with twin Mikuni-Solex carbs that delivered about 96 horsepower via a four-speed manual or automatic. But the Liftback GT had 143 horsepower coming from a 2.0-liter I4, and weighed just 2,295 pounds. That 2.0-liter led to the Celica Liftback 2000GT nameplate and was known as the RA25 version within Toyota.

By the time it hit US shores, the GT developed 95 horses from a 2.2-liter I4, but with a top speed of 109 mph. It rode on a 98-inch wheelbase and was just 174 inches long and weighing 2,615 lbs. All Liftbacks here had flat noses vs. a slanting nose on earlier Japanese models and there was no B-pillar. Additionally the rear quarter windows were fixed, so would not roll down. C-pillar louvers and vertical bar taillights were featured, again looking much like a 1968 Mustang.

 The Model

               This 1973 model is as the car appeared in Japan as the RA25 version, but looks much like the US model, aside from being right-hand drive. This sample model is a dark Moss Green, so deep that it looks black in less than bright sunlight.

               Autoart’s detailing is superb with chrome trim around all the windows, those C-pillar louvers, the door handles, an antenna stub, racy mirrors mounted far forward on the front fenders as was common in Japan, and naturally the front and rear bumpers. Even the leading edge of the hood includes a slim delicate chrome trim and there’s more along the rocker panel, just below the GT 2000 racing stripe on each side.

               Celica’s hood opens from the rear and reveals an absolutely stunning engine bay, one of the best I can recall on a 1:18 scale model not costing $300+. This looks like an engine compartment at the dealer’s showroom, clean and tidy with the I4’s header proudly labeled Toyota in silver and a detailed oil filler cap there too. All the wiring and plumbing is in place and there’s a battery, shock tower caps, all fluid bottles including a clear plastic windshield cleaner container on the firewall. Also visible are the radiator, air cleaner, which lays off to the driver’s side by at the car’s nose, plus throttle body hookups, etc. Wow!

               There are black vents (three stacks per side) atop the hood, tasteful but racy, while the black grille appears to be photo-etched with a snazzy GT logo. Headlights are clear, but displaying proper depth for a realistic look, and a front license plate proclaims Celica LB 2000GT, as does one on the tail.

               Celica’s 5 vertical bar taillights are excellent too with the outer bar being amber with the others red. A fine GT 2000 logo sits mid-tail and a silver Liftback label appears just below that sleek slanting rear window. A chrome Toyota badge is on the hatch’s lower right edge and below the chrome bumper is a lone long tailpipe extending from the left side.

               There’s a Celica label and emblem on each rear quarter panel, just beyond the door’s rear edge, and up front on the fenders are amber marker lights.

               Tires are black sidewalls with black Dunlap GP Sport labeling that requires a magnifying glass to read.  Wheels are chrome rimmed with black centers and a red and chrome cap.

               Inside the Celica features black bucket seats and snazzy detailing all around, from the silver inset buttons on the seats to a control lever on the seatback’s side. Door panels are well shaped and accessorized too with chrome window cranks and door trim.

               Celica’s dash is highly detailed with seven round gauges of various sizes, all trimmed in silver and with faces that are nearly readable but would require a magnifier to properly view. A fine looking console includes a clock, rectangular air vents, a black handled shifter, and there’s a parking brake handle between the seats too. Steering wheel is black with a fan-shaped four-spoke center, and Autoart completes the interior’s sporty look with a chrome kick plate on each side of the door frame.

               Flip up that huge hatch and there are hydraulic tube struts to hold it aloft, a couple of belts to hold luggage in place and a flocked cargo floor and rear seatback.

               Autoart delivers as near a perfect model of the Celica GT as one can imagine, and if you loved this Toyota hallmark of a car, or even still prefer the original Mustang, this is a keeper. The two would look great displayed side-by-side!        

Vital Stats: 1973 Toyota Celica 2000 GT (Moss Green)

Maker: Autoart
Scale: 1/18
Stock No.: 78768
MSRP: $200

Link: Autoartmodels.com

Car Reviews

2022 Mercedes-Benz C 300 4Matic Sedan

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Restyled and sporty C class may again spur sedan sales …

The compact C Class sedan has been a hot seller for Mercedes-Benz for years, but its popularity has waned like yesterday’s boy band the last couple years and one has to wonder how much of that is because it hadn’t been redesigned in seven years.

That and the fact crossovers and SUVs are eating all sedans lunch these days in the U.S. market where bigger is always better.

Well, Mercedes will get its answer soon enough as it launched a restyled C Class for 2022. It’s sporty and touts an interior that you’ll either love, or strongly dislike. Hate is such a loaded word.

My tester was a black C 300 4Matic sedan, but be aware a coupe and convertible also are available, yet look more like the previous generation C Class as they have yet to be restyled.

Mercedes stretched the car two inches and lengthened its wheelbase an inch while widening it just a bit. The philosophy is old-school, longer, wider, lower. That formula has worked for various brands through the years.

I enjoyed how the C 300 drives. Its 2.0-liter twin-scroll turbocharged I4 is perky with just slight turbo lag, even in Sport and Sport+ drive modes. This is no dragster, but there’s some kick and the engine sounds throaty and fun at high revs, albeit a bit tinny at idle.

Pressing the 255-horse turbo and Mercedes’ 9-speed automatic into service on the freeway was both smooth and speedy. The German automaker claims a 0-60 mph time of 5.9 seconds and the C quickly galloped to 90 mph on a highway entry ramp, with more power still available. The C 300 can be pushed a bit and easily slips in and out of freeway traffic.

Plus the four-link front suspension and multi-link rear are finely tuned for crumbling Midwest roads so that even on the crumbliest of streets the ride was pleasant and well controlled. If only more crossovers and SUVs were this competent.

View Mark’s video: 2022 Mercedes Benz C 300 4Matic Sedan review by Mark Savage and Paul Daniel – YouTube

Handling is lightly weighted and nicely sharp if not sports sedan precise. This doesn’t feel like a BMW because it’s a Mercedes, so leans more toward luxury. Press the Dynamic button on the center stack’s base and either Sport or Sport+ mode will significantly firm steering effort, but never to a tiresome level. To me, Sport seems the best mode as it quickens acceleration, while firming the steering enough to feel more, well, sporty.

Add in the 4Matic AWD system and the 19-inch tires for excellent grip. We had some snow and sleet to contend with during my test. The car handles tight twisties well even with slop under its treads.

Note that the test car added the 19-inch tires and fancy blacked out spoked AMG style wheels. Those wheels add just $600 to the bottom line, quite reasonable for a spiffed look. But beware, there are viele extras here that push the C 300 to near upper-level luxury pricing.

Speaking of which, before we get to the spiffy interior, Mercedes has priced the C 300 at $46,600 for the 4Matic model, while a rear-driver starts at $44,600, so a $2 grand premium for AWD. At that price the car is at the upper edge of low-end luxury models. For instance, a Genesis G70, a lovely car, starts at about $39,000.

But Mercedes likes to sell its vehicles with ala carte options and the test car’s 16 add-ons could make one woozy. They propelled this one to $60,870. Ach du lieber! Choices are plentiful between the base and $60+ grand, including Volvo’s S60, BMW’s 3 Series, the Audi A4, Cadillac CT5 and Lexus IS.

Pricing be damned though if you love this interior.

The layout is bold and brassy and ladles on the digital finery with the best of them. But the impressive (or some say no) look starts with a $1,620 black and red leather package. Seats and doors reflect both colors and then there’s the glammy spray of metal-weave trim across the dash’s face and on the expansive center console. Other trim, such as door armrests and five oval-shaped air ducts is a satin chrome. Add in stylish aluminum speaker covers in the doors and the interior sparkles like a jeweled timepiece.

I like the two-tone look, although some may think it comes on too strong like a guy wearing an overabundance of Versace cologne. But compared with Mercedes’ all-black interiors of the past this is a breath of fresh air. Tan and cream would look smart too, but be less dramatic.

Beyond looks Mercedes updates the digital screens, a 12+ inch display for the driver’s instruments and separate nearly 12-inch info touchscreen angled toward the driver at mid center stack. They are high-def and the driver’s can be adjusted to reflect the dial structure and colors a person desires, including one allowing the nav map to appear mid-gauges. I like digitals, but sometimes there are too many choices and many look pretty flat.

The touchscreen was easy enough to use, but there are haptic touchable controls, so you swipe a button on the steering wheel to boost radio sound, or lower it. Also one can swipe a finger along the trough in the roof control panel to open or shut the dual panoramic sun roofs ($1,000 extra). That one was OK, but adjusting the radio sound took a lot of tiny swipes to reach a proper sound level. Dials my friends, dials work.

Rear seat passengers also were concerned that their sunroof shade closed in synch with the front roof’s. They wanted a separate control so they could leave theirs open when the driver had closed the main roof’s shade.

I can’t say enough good things about the power heated seats and their supportive side and back bolsters. Wow, these were terrific, just a scrunch less snug than Aunt Hilda’s hug at the holidays.

There are three memory settings along with power seat controls on the door panels, but I found them a bit clunky to operate, sometimes not responding with the angle I was hoping to adjust. Again, simplicity may be a better solution. Good news though, the heated seat button is on the door and is simple to push. It also turns on the heated steering wheel ($250 extra), a must in our climate. Oddly no cooled seats in this luxury sedan.

Rear seats are comfy enough, but headroom is a bit tight for taller riders. Still, we got three adults in the back seat and only the middle rider complained of the big transmission hump at the floor’s center.

No one complained about noise inside the Benz, thanks to acoustic glass, a $150 option. This interior is quiet enough for easy conversation, even at highway speeds.

Cargo room is good too as the Benz has a deep trunk (with a power lid). I think it’ll hold more than the 12.6 cubic foot rating Mercedes places on it. Below the floor is a lot of hidden cargo space too, something you won’t find in any hybrid or electric sedans. Speaking of which, neither is available in the C Series yet, although there’s a mild hybrid system here like some other akes are using.

The hybrid battery smooths the Stop/Start function, plus the electric motor between the engine and transmission (Integral Starter Generator in Mercedes terms), allows the sedan to cruise without using gas at highway speeds. That extends gas mileage. The EPA rates this at 33 mpg highway and 23 city. I managed 26.0 in a fairly even mix and the C 300 prefers premium petrol.

A few other points to ponder, Mercedes adds a wireless charger, but it costs $200 extra and it’s tucked deep inside the center console, so not easy to see or simply use. Good news though, the car warns you if you’ve left your phone once the ignition is turned off.

I also confused the gear shift stalk on the steering column’s right (very old school) with a wiper stalk. That’s on the left combined with the light function. Took a few days to remember not to tap the gear shift when I wanted to clear the windshield though.

Maybe I should have first used the Ask Mercedes (like Siri) function. It talks to you whenever you want. Just ask it questions although it often says it can’t help. You can, however, tell it to do things like adjust the heat, radio, and maybe I could have sought wiper assistance.

Standard safety equipment here is a bit slim too, including blind-spot assist, attention assist (kept saying the camera wasn’t working), and a rearview camera (standard on all vehicles now). But much of the rest is included in two pricey packages. The driver assistance option costing $1,950 includes active assists for distance, steering, lane change, lane keeping, evasive steering, emergency stop, speed limit and cross-traffic, along with route-based speed adaptation. Similar items are often standard on even lower cost vehicles. I’m thinking Toyota, Honda and Hyundai/Kia.

Another $950 package adds parking pilot with a cool surround view camera and the Parktronic parking sensor system.

A Burmester surround sound system adds $650, which as these things go isn’t a bad price. Cost for premium sound in other makes can run up to $3,500 extra.

Finally a $3,050 AMG Line with Night package adds blacked out body trim, sport pedals, fake leather dash, but also tunes the suspension and steering to contribute to this model’s sporty feel. The package also drills holes in the disc brakes for faster cooling in case you’ll be racing on weekends. Likewise it also adds a lower nose splitter and rear diffuser.

All those add-ons are nice, but sadly they pushed the C 300 to beyond $60 grand. If you can keep this shy of $50,000 it’s in the correct pricing segment for entry-level luxury.

FAST STATS: 2022 Mercedes Benz C 300 4Matic Sedan

Hits: Sporty feel, quiet and gorgeous interior, composed ride and AWD grip. Panoramic sunroofs, heated seats and wheel, cool dash with large info screen, wireless charger, super comfy supportive seats, power trunk lid and multiple drive modes.

Misses: Cost, haptic touch controls and touchscreen do not respond to a gloved hand, wireless charger awkward to access, no cooled seats, seat controls a bit funky to adjust, no separate control for rear sunroof, shifter stalk can be confused for a wiper adjustment initially.

Made in: Bremen, Germany, & South Africa

Engine: 2.0-liter turbo I4, 255 hp/295 torque

Transmission: 9–speed automatic

Weight: 4,044 lbs.*

Wheelbase: 112.8 in.

Length: 187 in.

Cargo: 12.6 cu.ft.

MPG: 23/33

MPG (tested): 26.0

Base Price: $46,600 (includes delivery)

Invoice: N.A.

Major Options:

AMG Power Red/Black leather interior, $1,620

19-inch AMG multi-spoke wheels w/black accents, $600

Illuminated door sills, $150

Panoramic roof, $1000

Heated steering wheel, $250

Satellite radio w/free trial, $350

Advanced USB package, $300

Acoustic glass, $150

Enhanced ambient lighting, $250

Inductive wireless charging, $200

Digital lighting pkg. (projection headlights), $1,100

Multimedia pkg. (nav., augmented video for nav., head-up display), $1,700

Sound pkg. (Burmester 3D surround sound, online music streaming, Sounds personalization), $650

AMG Line w/Night pkg. (AMG body styling, brushed alum. sport pedals, MB-Tex dash, AMG floormats, sport suspension, sport steering, perforated front disc brakes w/MB calipers, high-gloss black elements including front splitter, grille trim, rear diffuser, side mirrors & window trim), $3,050

Driver assistance pkg. (active assists of distance, steering, lane change, lane keeping, evasive steering, emergency stop, speed limit and cross-traffic + route-based speed adaptation), $1,950

DA3 pkg. (parking pilot w/surround view, Parktronic w/active park assist surround view system), $950

Test vehicle: $60,870

Sources: Mercedes-Benz, www.kbb.com

Photos: Mark Savage

*Car and Driver

#Mercedes-Benz

Diecast cars

1962 Pontiac Grand Prix (Fireball Roberts edition)

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Auto World’s Ponty celebrates NASCAR’s legendary Fireball ….

There are perfect names and nicknames for race drivers, no doubt adding to their mystique and popularity.

As a kid I had two early favorites, Jim “Herk” (as in Hercules) Hurtubise and Edward Glenn “Fireball” Roberts. Herk was famous at the Indy 500 and Fireball was a legend in stock cars. Sadly, both were badly burned in racing accidents in 1964. Herk survived, Fireball did not.

I was in the stands at the 1963 Yankee 300 at Indianapolis Raceway Park cheering on Fireball, No. 22 in a Holman-Moody Ford, but unfortunately he didn’t finish. A.J. Foyt won in a Plymouth.

So I was stunned the following May when Fireball died a few days after an accident in Charlotte’s World 600 where he spun to miss two other wrecking cars, hit an inside wall and the car erupted into flames. Fire did a lot of damage, but Roberts also was asthmatic and that apparently had weakened his lungs. Still, he seemed such a tough character, it was hard to understand the loss.

The History

Here though Auto World celebrates 1962 when Fireball won the Daytona 500 in a black and gold Pontiac prepared by Smokey Yunick. This is a 1/18 scale version of a ’62 Grand Prix reflecting the same color scheme as Roberts’ car and was one of only about 30 created by Jim Stephens Pontiac of Daytona Beach, one of Fireball’s sponsors.

1962 was Fireball’s year, although he had started racing stock cars in the late 1940s. He always was a winner. How great was he? In a 15-year career he raced in 206 stock car races, and won 33. He finished top 5 in more than half and top 10 in roughly 60%. He won the Daytona pole three times, 1961-63 and was NASCAR’s most popular driver in 1957. Later he was inducted into the International Motorsports Hall of Fame in 1990.

 If you read my DC reviews you may recall Auto World released a snazzy 1961 Pontiac Catalina not long ago, and this 1962 Grand Prix is a looker too, just a bit less sleek than the Catalina. The Grand Prix has a thick, solid C pillar vs. the thin sloping one for the Catalina. Also, the chrome fender trim protrudes out to the edges of the fender over the lights here, whereas on the Catalina they are smaller and less pointed.

There are other differences too.

The Model

               For instance, the side trim on the Grand Prix consists of a gold streak indented in the body’s side, whereas on the Catalina this was a raised chrome strip.

               The nose is more interesting here with the dual chrome-trimmed headlights extending out into the body side panels that feature a more rounded, some might say sexier, look up. Plus the center of the hood’s nose is more pointed with chrome trim and the extended portions below the hood feature the gold trim used on the rest of the car, reflecting the look of the Roberts Daytona winner.

               Taillights are totally different on the ’62, being sort of crescent moon shaped and tucked inside wide chrome trim with extensions that frame the horizontal tail trim, again accented with gold lines.

               Engine detail is sharp as one expects on any Auto World car, with twin chrome carbs and headers, plus proper plumbing and hoses and a big battery too. Nifty too that the underside of the car is well detailed so you can see the bottom of the engine and all suspension and exhaust systems, consisting of twin matte silver pipes and mufflers here. Naturally the wheels are steerable.

          Inside the interior is less flashy than the Catalina, with black seats and chrome trim and side hinges, and yes, the front seats will fold forward and the steering wheel turns the front wheels. That wheel has a matte silver hub and horn ring with black grips on the sides, but gold trim top and bottom.

               While the dash is black with matte chrome trim everywhere, including all buttons, there also is Grand Prix spelled out in gold trim on the passenger’s side dash glove box. There’s a white cue ball shifter on the center console with chrome button on top and a giant gauge (looks like a spotlight) at the console’s front, which could be a tach or race speedometer.

               Windows are chrome trimmed, including the vent windows, as are the wiper arms and blade holders. Headlights are clear but etched and taillights are red, naturally. Door handles, bumpers, rocker panel trim and a large driver’s side fender mirror also are chrome.

     Hubcaps are the same design as on the Catalina, but with gold trim around the chrome hubs that have Pontiac Motor Division printed in a ring around the hubs.

               There’s a fun orange and blue license up front that says GR-RRR!, with Royal printed below, while in back the green on white Michigan plate says simply, Fireball.

               One note of warning if you handle your models much before displaying them. Wear a glove here because this black paint scheme is prone to showing finger smudges.

               Pontiac enthusiasts should note too that AW has made both a 1961 and 1962 Pontiac Catalina and they are available through the AW online store, autoworldstore.com. Note too that this was an early release model for review and it’s not available on the AW site just yet, but will be shortly.

               One final note on Fireball. His nickname didn’t come from his racing feats, but from his days as a minor league baseball pitcher. You guessed it, he had a mighty fastball, so was dubbed Fireball.

Vital Stats: 1962 Pontiac Grand Prix (Fireball Roberts edition)

Maker: Auto World
Scale: 1/18
Stock No.: AM1291/06


MSRP: $119.99

Link: Autoworldstore.com

hybrid, SUV/Truck Reviews

2023 Jeep Wrangler Rubicon 4xe

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Plug-in hybrid smooths Wrangler power, boosts mpg …

Jeeps come in all sizes these days and with multiple powerplant choices, the latest of which provided the grunt for the tested 4-door Wrangler Rubicon.

Here the power comes from a 2.0-liter turbocharged I4 with plug-in hybrid system using a couple electric motors to help boost gas mileage and smooth out acceleration. Jeep calls the hybrid a 4-by-E, emphasizing its legendary 4-wheeling system. I’ve tested 4xe (Jeep’s alphanumeric abbreviation) previously and found it quite effective and efficient.

It extends gas mileage and it’s easy to plug in, even to an old-school 110/120 garage outlet. A charge overnight nets 20 to 25 miles of electric range. If you have a 240-outlet it takes less than 3 hours for a full charge.

The white (only color that doesn’t cost $495 extra) Rubicon arrived just prior to our Christmas meat locker chill down and a full charge was closer to 20 miles, but still, that helps make around-town driving more efficient. Sadly I was limited by the cold on how much charging I could do with another car in the garage. So I mostly ran on gas, leaving me with disappointing mpg, but then again it was below zero for several days, always a hamper on mpg.

What I like about the 4xe is that it runs on hybrid power, a blend of gas and electric, by default. Or press a button on the left dash for all electric, or to Save Electric. One imagines that when playing off-road one might use electric power to smooth acceleration AND avoid emissions in the wilderness, keeping it cleaner for other outdoors lovers.

In addition, running on Save-E allows the engine and brakes to help regenerate some electric power to the batteries. So, for instance, driving around town I went from 10% power to 25%, giving me a couple more miles of electric range that I could kick in when wanted.

Aside from the 4xe system this Wrangler is all Jeep, meaning it’s mostly utilitarian inside, yet not Spartan. There’s a 4WD shift lever to engage for better traction in snow, which was needed and proved helpful, or into low-range settings for mudding and splashing about. One can argue how many folks sinking nearly $70 grand into a Jeep will do that, but by golly one certainly can. In fact, it’ll ford 30 inches of water, if asked.

The little turbo I4 here sounds like it’s working pretty hard and can get rather groany, but power seems fine and definitely smoother when the battery power is helping give it an electric assist from a stop. There’s a lot of road noise too thank to its big off-road tires and the canvass roof overhead.

Watch Mark’s video: 2023 Jeep Wrangler Unlimited 4xe review by Mark Savage and Paul Daniel – YouTube

I’d certainly prefer a solid top in winter, but this tester featured Jeep’s amazing Sky One-Touch power top that folds the canvas middle section of the roof back to let in the great outdoors when temps and monsoons allow. This unique feature doesn’t come cheap, a $4,145 option, but includes a rear window defroster and wiper, plus removable rear quarter windows.

Note that the doors are still removable on the Wrangler, but with this special roof the windshield will no longer fold down, a minor point to most of us.

Cool too that Jeep adds four auxiliary buttons below its center stack-mounted info screen and power window controls. That way one can add light bars and other accessories that can easily be programmed to work with a switch.

When off-roading one also can increase suspension travel by disconnecting the sway bar with a button on the stack.

For those of us keeping our SUVs between the highway’s white lines, the Rubicon 4xe is simple to control. The steering is extremely light (good for off-roading), but sufficiently vague to require some extra care when navigating quick turns and corners. The first inch of steering wheel input doesn’t really affect steering direction much.

Ride is generally pretty good, better and quieter than the Bronco I tested last year. But it’s Jeepy due to its two solid axles, so there is some bounce. Yet that is what many of its buyers claim to want as it provides a more exhilarating daily driving experience. Older drivers may prefer to add a cushion to the seats.

Yes, the seats and steering wheel are heated!

Speaking of which, the provided seats are plenty comfy and supportive, at least in front, for daily driving. There’s room for three adults in the rear seat too, although it helps if they are all on speaking terms. Headroom is generous, and limitless if the roof is retracted. Also, cargo room behind the second row seat is ample and the tested Jeep included all-weather floor and cargo mats for $170.

The Rubicon was not without its comfort perks either as heated front seats and a heated steering wheel were part of a $1,195 winter package that also added remote start, a Wisconsin and northern tier favorite. Seats were leather too and the dash was trimmed in a soft material, all black but trimmed in bright blue, the color most car makers use to signify electric battery-aided models. The leather adds $1,995 to the price tag.

That center stack may look intimidating, but it’s pretty simple to use.

While the info screen is modest at 8.4 inches it’s easy to read and use thanks to the UConnect system and large volume and tuning knobs. I had no problem adjusting the screen and its functions, plus it’s not overwhelming like the mega-screens in some SUVs.

Happy news too for off-roaders, there are grab handles all over the place, on A-pillars, dash, etc. Of course for us vertically challenged folks you’ll need one or more of those to enter the high-riding Wrangler as it has no running boards. Yet regular Jeep entry will help build upper body strength.

There are speakers in the solid bar overhead.

I couldn’t find a wireless charger here, but there are plenty of power plugs available. Note too that sun visors are a cheap hard plastic.

Pricing seems to put this in the luxury category when I always envision Wranglers, whether two- or four-door, primarily for serious off-roaders who will cake their wheels in mud.

A base Willys 4xe Sahara model starts at $57,500 including delivery and the upscale High Altitude lists at $63,235. Naturally off-roading is possible with any Wrangler, but the base for the Rubicon 4xe is $60,190 with delivery. The many options on the test SUV pushed this to $69,385, which might stir inhibitions about bouncing it off trees, bushes and rocks.

If not, well, more power to ya! But remember to plug-in every chance you get.

FAST STATS: 2023 Jeep Wrangler Rubicon 4xe

Hits: Off-road capability, plug-in hybrid, Jeepy looks. Room for five, good storage, heated front seats, heated steering wheel, sway bar disconnect for off-roading and good ground clearance. Light handling, plentiful grab handles, 4 auxiliary buttons, power folding top.

Misses: Pricey, vague steering, bumpy ride, tire noise, noisy engine, no running boards, no wireless charger, low mpg when only using gas.

Nothing says Jeep like the seven-bar grille!

Made in: Toledo, Ohio

Engine: 2.0-liter turbo I4, plug-in hybrid, 375 hp/470 torque

Transmission: 8-speed automatic

Weight: 5,318 lbs.*

Wheelbase: 118.4 in.

Length: 188.4 in.

Cargo: 27.7-67.4 cu.ft.

Tow: 3,500 lbs.

MPG: 49 electric-gas/20 gas only

Electric range: 25 miles

MPG: 16.7 (tested, prefers premium)

Base Price: $60,190 (includes delivery)

Invoice: $59,752

Major Options:

Leather seats, wrapped panel bezels, $1,995

Preferred pkg. 29V (Cold weather group, heated front seats, remote-start, heated leather-wrapped steering wheel), $1,195

Trailer tow/heavy-duty electrical group, $995

All-weather mats, $170

Sky One-Touch power top (removable rear quarter windows, rear window defroster, rear wiper/washer, storage bag), $4,145

Integrated off-road camera, $695

Test vehicle: $69,385

Sources: Jeep, www.kbb.com

Photos: Mark Savage

*=Car and Driver stats

Diecast cars

James Bond’s Lotus Esprit S1

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Nobody does it better than Auto World for a submarine/car …

Rare, or should I say never, that I have seen a die-cast car that was also a submarine. But now I have.

If you’re hearing a James Bond soundtrack playing in your head right now then you’re ahead of me. The car/sub in question is the Lotus Esprit S1 as seen in the 1977 Bond thriller, The Spy Who Loved Me, with Roger Moore as Bond and Barbara Bach portraying Soviet agent Anya Amasova as they attempted to stop a megalomaniac trying to destroy the world and start a new civilization under the sea. Naturally!

If you saw it, you’ll remember both Bach (Ringo Starr’s wife) and the Lotus, the later shooting into the ocean while being chased by a helicopter (which the car’s rockets shot down). Then the Lotus’s wheels fold up and four props on the back are deployed to instantly turn the Esprit into a sub, not an easy task.

Nor was creating the Bond car in 1/18 scale, but credit Auto World for doing just that and cradling it in a beautifully crafted and designed display box complete with blue plastic packaging to make the Lotus look like it’s diving into the sea.

The History

Let’s start with the movie. This was the tenth Bond thriller and third with Roger Moore portraying secret agent 007. It was a winner at the box office ($185 million in sales) and later Moore called it his favorite. Some consider The Spy Who Loved Me among the best Bond films after Sean Connery departed, and before the current batch.

In any case, the car played a small role, but was memorable because of its high-tech transformation. Beyond Bond’s classic Aston Martin DB5 of earlier movies, this is the car most Bond aficionados recall most often. Its nickname on set was Wet Willie and the car used in the movie’s underwater scenes ultimately was purchased by Elon Musk in 2014.

Lotus is known for creating cars of speed, style, and athletic performance and this one reminds of a Lamborghini Countach, which debuted a year earlier in 1974. And indeed, its designer was Italian, Giorgetto Giugiaro who penned the design after meeting Lotus chief Colin Chapman at a European car show.

The fiberglass-bodied Esprit debuted at the fall 1975 Paris Auto Show and featured a new 160-horsepower I4, which sounds pretty mild now. But the car was famously Lotus light, just about 2,000 pounds, so would do 0-60 mph in 6.8 seconds, no rocket, but lithe and lively. Plus it looks undeniably fast. Top speed was 138 mph.

Just 718 Lotus Esprit S1 models were made from 1976 to 1978, but other versions were produced up until 2004. Esprit replaced the Lotus Europa model.

The Model

               This is a fun one, but is best displayed in its original box in submarine form, as that’s what makes this one special. Besides, it requires patience and nimble fingers to fully convert it into the car, although Auto World provides all the parts. Here’s how that’s accomplished.

Here the fins and engine cover are off.
Here the wheels have been folded down.

               First, you must take off the fins, rear prop structure, and roof hardware, a relatively easy task. However, to dislodge and fold down the four wheels and tires is awkward. It’s ingenious how they are installed, but they are quite stiff to unfold, especially the front wheels. I could only get two to deploy and appear straight upright. The other two folded down, but canted slightly inward making it hard to install the two white plastic pieces meant to complete the car’s bottom for display.

These are parts to finish either sub or car.
The rear wheels are easiest to fold down.

               Three round white stickers are included to cover the holes in the roof that accommodate the chrome roof accessories to replicate the sub’s features. More stickers are available to use for either the sub, or car’s dash gauges and others for front and rear windshield louvers to replicate the sub’s appearance.

The Lotus engine is nicely detailed and easy to see.

               A gray cap snaps on over the matte silver-gray engine under the rear hatch, again to mimic the submarine’s look. Like the real Lotus engine this one is canted to the left, maybe not exactly 45 degrees as in the original car, but there’s a visible lean to it. Detailing is sharp too and I’m leaving off the cover to display the sub as it’s more interesting that way.

               I particularly like the black plastic tail fins and prop covers that hide the chrome props and their black rudders. All props spin too.

               Those side fins look great and are easy to pop out from underneath, if you want to go the car display route. The front and rear twin fins each pop out as a unit with just a little pressure.

Machine guns pop from the nose. There was a slight defect on the left corner.
Stickers for the windows and dash.

               While the headlights don’t rotate up in front the hood can be lifted from the rear to expose a spare tire and the steering housing. Also, a tiny switch under the car/sub can be pressed to release the row of gun barrels on the nose. However, they tend to close quickly once the car/sub is on level ground.

               Everything else looks realistic outside, from amber lower nose lights to red taillights along with proper licensing front and rear. The nose and tail include Lotus badging and Esprit logos are on each of the rear roof pillars beneath the gas caps.

               Doors open to reveal gray bucket seats with red plaid butt pockets and red flocking for carpet. The dash is gray too with black steering wheel and shifter on the console. Naturally this is right-hand drive.

               I like that the chrome door releases are replicated at the bottom of each door and the side windows are open so it’s easy to see inside. Under water you’d want these closed though, right? Windows are all trimmed in black.

               It was fun taking the car/sub apart and configuring it both ways, but I’m sticking with the sub look, as that’s what sets this apart.

So, with apologies to Marvin Hamlisch the theme song’s composer, Carole Bayer Sager its lyricist, and wonderful Carly Simon, its singer, Nobody Does it Better, not in 1/18 scale.

Vital Stats: Lotus Esprit S1, James Bond 007, The Spy Who Loved Me

Maker: Auto World
Scale: 1/18
Stock No.: AWSS132
MSRP: $149.99

Link: Autoworldstore.com

hybrid, SUV/Truck Reviews

2023 Kia Sportage Hybrid EX AWD

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New hybrid is larger, more efficient, family-priced SUV …

Kia’s Sportage just keeps getting bigger and better, and now with a hybrid power system it’s more efficient and still can boast of family-friendly pricing.

That’s a lot!

But Kia and its twin cousin Hyundai have always been about value, generous feature content, top-notch warranties, and more recently about styling. The tested Sportage Hybrid EX AWD checks all of those boxes.

First, it was lengthened by 7.1 inches and its wheelbase stretched by 3.4 inches for this 2023 model. That translates into a better ride and oodles more passenger room in the rear seat and bonkers crazy large cargo space under the power hatch.

EX is the mid-level trim and probably the best deal for pricing and features. It’s loaded, including such goodies as heated outside mirrors, heated front seats and steering wheel, roof rails, a wireless charger and rear USB ports, a navigation system and twin 12.3-inch screen, plus all the safety equipment one now takes for granted, and a touch more.

Outside its profile is ubiquitous SUV, but its nose sets it apart with radical, yet stylish, arrow-shaped wild child headlight surrounds and a bold nose that some may consider a bit much, but when you see all the luxury makes packing garish monster grilles and logos the Kia seems to be whistling the same tune.

Yet it’s the solid performance and excellent fuel economy netted by the hybrid system that make Sportage a must-compare small to mid-size SUV. Worthy competitors are Hyundai’s Tucson, Honda’s CR-V, Mazda’s CX-5, Ford’s Escape, and Toyota’s RAV4.

Kia goes with a tiny 1.6-liter turbo I4 coupled with a hybrid system for power. That nets 227 horsepower that’s smoothly delivered via a 6-speed automatic transmission. No CVT here to slow up acceleration, instead the 6-speed gets right to it and gives the Sportage good low-end power for quick getaways.

Naturally there are several drive modes, including Snow, which locks the center differential and could come in handy in Wisconsin. Of course AWD is standard on this and the SX-Prestige trims of Sportage while the entry-level LX is front-drive, but offers AWD for about $1,800 more.

The hybrid system uses regenerative braking and coasting to repower the batteries to help give the car more oomph from a start and boost gas mileage. The AWD Sportage is rated 38 mpg city and highway because of that system and I got 32.2 mpg in about 60% highway and 40% city driving. Weather was cold and sloppy wet snow for a couple days.

Note a plug-in hybrid model also is available and delivers 34 miles of electric range on a charge. Power is also greater with 261 horsepower on tap.

Ride in this standard hybrid is pleasantly controlled and the lengthened wheelbase certainly plays a roll. Handling is easy too with moderate feedback from the steering, yet the Sportage is easy to control on the highway and I plowed through some blizzard conditions with this one and it never got squirrelly in the fresh snow. There’s slight body lean in tight turns at speed, like most utes.

My only concern kicked in between 45 and about 50 mph when there was a buzz or high-pitched hum that stirred in the cabin. Not sure of its origin, but did not seem to be road noise or wind-related.

Inside, the handsome dark metallic Vesta Blue Sportage looked more upscale than its price tag would insinuate. The dash and door panel tops were soft dark blue material with a cream colored lower section and the synthetic leather seats were also cream. Door armrests and the center armrest/storage box were that Navy blue to give this a sporty two-tone look.

A gray trim spread across the dash and doors too and Sportage’s center console was gloss black and included a wireless charger at its front. Satin chrome door releases and air vents  perked up the interior, giving it a bit of a jeweled look.

The driver’s instrument panel is a 12.3-inch digital number that blends into the 12.3-inch touchscreen that includes navigation and most of the other info screens and radio. It’s all easy to use, but the climate and radio buttons that basically toggle back and forth below the screen are touch-sensitive and mostly wouldn’t engage when I was wearing gloves. Not sure if all carmakers now design their interiors in SoCal, but here in the upper Midwest we wear gloves for 3-4 months every winter. It would be nice to not to have to remove them to adjust the heat and radio.

This is surprising too because Kia and Hyundai usually are better at interior controls than this.

Note too that when the Sportage starts it does not default the info screen to a home page so you can select from the 10 or so screen choices. It goes to one saying which driver (1 or 2) is driving so you know whose settings are installed. Odd!

One more thing. On a snowy day with the wipers and defrosters needing to do their thing the windows kept fogging with the climate controls on automatic. We had three people aboard and I kept switching back to the A/C mode to take the moisture from the air. Odd that the automatic climate didn’t do that for me. First world problem, but still!

Happily the interior is comfy with powered seats up front along with heated seats and a heated steering wheel too. While some Kia seats have been harder than I like these were fine and well-shaped. One minor complaint, while the heated seats and wheel buttons wisely were located on the console, they default to off, so each time you start the car you must remember to re-engage them. Many vehicles now remember such settings and pick up where they left off once the car is restarted.

Certainly the lengthened Sportage is extremely roomy inside, so it’s comfy for four adults and a fifth could fit in back, especially if none are too wide, or are young kids. And cargo room is phenomenal for this size SUV at nearly 40 cubic feet behind the second row. Fold those split seats down and it grows to nearly 74 cu.ft. Wow!

Overhead is a panoramic sunroof, but that’s part of the $1,500 EX Premium package that also includes LED lights inside, the power hatch and twin illuminated vanity mirrors. That later item is mostly standard now throughout the car world.

Add in the $155 floor mats and this EX that started at $32,285 with delivery grew to just $33,860. That’s a bargain for family transport this comfy and efficient. A base front-drive LX starts at $28,505, but the $30,385 AWD model will likely be a better choice in Wisconsin.

Move to the SX-Prestige and you’re looking at $37,485 for a loaded model. Then there’s that 10-year, 100,000-mile powertrain warranty and the same for its batteries. Remember too that the average new car price is now $45 grand, so these are value-oriented models to be sure.

Consider too that the Sportage EX comes with forward collision avoidance assist with pedestrian recognition, lane departure warning and lane-keeping assist, a driver attention warning, auto high beams, lead vehicle in motion alert, and reverse parking sensors along with cross-traffic alert, blind-spot assist and safe exit warning.

One bell and whistle it could do without is the annoying “Check Rear Seat” chime that sounds to warn you may be leaving a child in the rear seat. Really!

I suppose we’ll have to live with the bells and chimes until the cars all drive themselves completely. Then there may be an alarm to warn us when it’s time to exit the vehicle and if it’s safe to do so. Futurama is here!

FAST STATS: 2023 Kia Sportage Hybrid EX AWD

Hits: Interesting looks, good acceleration that seems less like a hybrid, good ride and handling plus AWD standard. Lengthened model offers good passenger and cargo room, includes heated front seats and steering wheel, panoramic sunroof, big info screen, four drive modes, wireless charger, power hatch, and solid safety equipment.

Misses: Climate/radio touch buttons below screen don’t work when wearing gloves, auto climate didn’t do well defrosting windows with three people in car, “Check Rear Seat” chime annoying, info screen doesn’t default to Home and heated seats and wheel default to off. Annoying buzz between 45-50 mph.

Made in: Gwangju, So. Korea

Cool light styling and nose trim too!

Engine: 1.6-liter turbo I4 hybrid, 227 hp

Transmission: 6-speed automatic

Weight: 3,896 lbs.

Wheelbase: 108.5 in.

Length: 183.5in.

Cargo: 39.5-73.7 cu.ft.

Tow: 2,000 lbs.

MPG: 38/38

MPG (tested): 32.2

Base Price: $32,285 (includes delivery)

Invoice: $31,666

Major Options:

Carpeted floor mats, $155

EX Premium pkg. (panoramic sunroof, LED interior lights, hands-free hatch, dual illuminated vanity mirrors), $1,500

Test vehicle: $33,860

Sources: Kia, www.kbb.com

Photos: Mark Savage

#Kia

Car Reviews, Crossover Reviews, Electrics

2022 Mercedes-Benz EQB300 4Matic

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EV puts a spark in new electric EQB wagon, er, crossover …

Automakers are doing buyers no favors with their insistence on introducing nonsensical alphabet soup when “naming” their vehicles.

German automakers are among the leaders in blending alphanumerics and the latest electric-powered wagon, er crossover, is a prime example, the Mercedes-Benz EQB300. Rolls right off the tongue, no?

To understand this is an electric vehicle one must know that Mercedes is now labeling its EVs as EQs, got it? So this is an electric B series, as in the GLB, which is the gas-powered wagon of the same design. Danke Herr Mercedes.

Know too that for 2023 Mercedes offers three EQBs, the 250, the 300, and 350. At least those ascending numbers are easy to figure in that each signifies more standard features and power that the one below it. The upper two also feature AWD, known to Mercedes as 4Matic, as standard. The base EQB250 is front-drive with just 188 horsepower from its single electric motor.

The 300 and 350 each pack dual electrics to power the front and rear wheels.

The 300 boasts 225 horsepower, while the 350 delivers 288 horses and, according to Mercedes, they will do 0 to 60 mph in 7 and 6 seconds, respectively.

I can attest that the EQB300 is a hoot that’ll scoot. Power delivered via the single-speed transmission is silky smooth and instantaneous. There was even a bit of chirp to the 18-inch tires, and secure traction once we got a little slop on the roads thanks to that AWD. But I can’t emphasize enough the fun of tromping the accelerator and being pushed back into the well-shaped black suede and leather seats, neatly trimmed in red stitching.

The car feels light too, despite its 4,718 pounds, but some of that is due to the low center of gravity it possesses with its heavy battery load cradled in the chassis. Handling is quick and precise. I liken the feel to that of a MINI.

Ride too is well-controlled and comfy as the Benz rides on a 111.3-inch wheelbase and uses McPherson struts and a wishbone arrangement for the front suspension and multi-link in back. Eyeballing the EQB’s petite countenance I expected a harsher ride, but this was pleasant if not plush.

Watch Mark’s video: 2022 Mercedes EQB Suv review by Mark Savage – YouTube

On the practical front there’s a 243-mile range if fully charged and I got 60 miles of range in an overnight charge on my ancient 110/120-volt garage outlet. Bravo! For plug-in hybrids it’s usually just 25-30 miles on such a charge. The Benz is a winner on fast charging and reportedly will do a 10% to 80% charge in 31 minutes on a fast charging system, when you can find one.

To my mind this one is practical for city and moderate travel, say to Madison and back.

For the record the higher powered EQB350 offers just 227 miles of full charge range. Electric range, as with gas engines’ mpg, is reduced substantially the more power their powerplants deliver.

The EQB300 is rated at 104 MPGe in city driving and 98 on the highway, again, you’re expending more power at higher speeds.

But this short wagon is smartly arranged and will haul four people in comfort or two and a load of cargo. In fact, even with the rear seat in place it’ll carry 22 cubic feet of goods, which is more than most mid-size sedans. Power up the hatch and drop those rear seats and that grows to 62 cu.ft., plus loading is easy as this vehicle isn’t a high rider, sort of like a MINI Countryman. Mercedes offers an optional third row, but no, please don’t.

A third-row seat is optional, but please don’t! Good cargo space without it!

As boxy and utilitarian as the exterior is, EQB’s interior is unexpectedly snazzy. There are those previously mentioned sharp seats, and they are well contoured and heated ($500 extra). But the dash is downright flashy with three round brushed metal air vents mid-dash and two more, one on each end of the dash for great looks, and air flow.

The dash and doors feature a diamond-patterned metallic trim and the door pulls and releases are a brushed metal. A fine red lighted piping frames the console, door panels and dash trim too. Sharp, and it complements the red stitching on the seats, dash and steering wheel, which wisely features a flat bottom, just $360 extra.

Overhead are dual sunroofs ($1,500 option), the front being larger than the rear. Seat power controls are located on the door panels too, so easy to reach and adjust.

The digital instrument panel blends into the info screen mid-dash, both just a smidge over 10 inches. And that touchscreen is easy to use and understand, although there’s still a touchpad on the console if you prefer that method. I don’t. It’s redundant.

I do though like that the climate controls are all toggles under the touchscreen, so are easy to adjust on the fly, as are the heated seat buttons mounted by the power seat control panels on the doors. Smart!

In case the default Comfort drive setting is not sufficient for the driver, three other modes are offered, Eco, Snow and Sport. In Sport the EQB nearly takes flight as the acceleration is so frenetic. I liked it, and that too is a toggle, which is simple to use even when wearing gloves. Hey, it’s Wisconsin!

Handsome door panels and easy seat adjustments here!

Naturally the safety systems are standard and prolific, including active brake assist, park assist, high-beam assist, driver attention assist (not touchy at all), blind-spot assist, stability control, and a rearview camera.

What’s missing? No wireless charger, heated steering wheel or cooled seats, and I’d lose that touchpad on the console.

Price is a bit steep too considering the vehicle size and middling looks. The base EQB250 starts at $53,400, the 300 at $57,545, and the 350 model at $61,200. Again those are all 2023 prices with delivery. The test EQB was a 2022, so slightly less, listing at $55,550 with delivery.

Add in the options and it hit $61,650, and that included $800 in unspecified credits. Maybe Mercedes felt bad it was adding $250 for the charging cable and $750 for the gray paint. I mean how else does one charge the vehicle without a cable? And sorry, gray paint is extra?.

The big add-on was the AMG night package that includes an AMG diamond black grille, and high-gloss black elements on the grille, window trim, and outside mirrors. Cost is a strong $2,890. Never mind!

But if smooth power, sporty handling and comfy ride are high on the shopping list for your first EV, you’ll do well to consider an EQB.

FAST STATS: 2022 Mercedes Benz EQB 300 4Matic

Hits: Super quick, excellent handling, controlled ride and AWD. Dual sunroofs, heated seats, cool dash and seat styling, climate control toggles, seat controls on door, quick overnight charging on 110/120 line, easy touchscreen and 4 drive modes.

Misses: Price, overall range, no wireless charger, no cooled seats or heated wheel. Touchpad on console is unnecessary backup system.

Aero-style wheels with star spokes and an MB emblem!

Made in: Hungary

Motors: Dual electric, 225 hp/288 torque

Transmission: Single-speed automatic

Range: 243 miles

Weight: 4,718 lbs.

Wheelbase: 111.3 in.

Length: 184.4 in.

Cargo: 22-62.0 cu.ft.

MPGe: 104/98

Base Price: $55,550 (includes delivery)

Invoice: N.A.

Major Options:

Mountain gray metallic paint, $750

Charging cable, $250

AMG sport steering wheel, $360

Augmented video, $350

Panoramic roof, $1,500

Speed limit assist, $300

Heated front seats, $500

AMG night pkg. (AMG body styling, AMG diamond black grille, high-gloss black elements on grille, window trim and exterior mirrors), $2,890

Credits: -$800

Test vehicle: $61,650

Sources: Mercedes-Benz, www.kbb.com

Photos: Mark Savage

#Mercedes-Benz

hybrid, SUV/Truck Reviews

2023 Volvo XC90 Recharge AWD Ultimate: Bright Theme

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Plug-in hybrid XC90 long on luxury, power, efficiency …

Apparently it’s time for me to adjust my thinking on where luxury SUV prices begin and end, especially end.

Volvo, long the bastion of safe, solid wagons has made the transition to SUVs easily as it already knew how to make big family-haulers and so a taller version with AWD wasn’t a huge stretch.

Lucky for our eyeballs, it also got away from its box-on-wheels styling to create handsome SUVs with some distinction to their nose and tail. Yes, the logo is large up front, but the grille not as retina crushing as most and its T-shaped headlight add some zest, likewise its tall vertical taillights.

Now it adds hybrid power to its large luxury SUV lineup, the XC90, everything from a mild-hybrid 48-volt system that aids in smoothing out the now requisite stop-start function to a plug-in hybrid. The tested XC90 Recharge AWD Ultimate (almost top tier) Bright themed 7-seater was just that, a PHEV. That’s a plug-in hybrid electric vehicle for the non-initial literate.

The good news for any plug-in, excuse me, PHEV, is that the midsize SUV can run on electric power for the first 20-30 miles, or as a driver chooses. That means around town where the SUV is most likely to gulp high-octane petrol it can be both more fuel efficient and non-polluting.

A gorgeous dark metallic blue XC90 arrived in my drive with about 25 miles of electric range while 36 is the predicted maximum plug-in range when fully charged. Sadly, this one didn’t have an adapter that fit my garage’s ancient 110/120 volt outlet, so I couldn’t add to its range. Still, there was enough to learn that the power delivery is smooth and pretty seamless when it kicked over to the gas-powered unit.

In all XC90s that’s a turbocharged I4 linked to a silky 8-speed automatic. With electric power supplementing the ICE (Internal Combustion Engine), that makes 455 horses with a torque rating of 523. On its own the ICE makes 312 horses and in mid-level B6 models that’s 295 horses. Entry-level B5 models boast 247 horses, still not shabby.

Watch Mark’s video: 2023 Volvo XC90 Recharge AWD Ultimate review by Mark Savage and Paul Daniel – YouTube

So power is generous and will kick the XC90 to highway speeds in a hurry. A quick trip to the northern Chicago burbs and back was comfy and smooth. The interior is quiet, the ride mostly well-controlled now and handling predictable and easy. Cruising at 75 on the freeway is where the XC90 excels.

An optional $1,800 air suspension also improved ride quality quite a bit.

Another plus, AWD is standard, so when the highway got a bit slippery the Volvo remained sure-footed, like a soccer player shod in his or her grippiest sneakers.

The test XC90 was the Bright themed version, a Dark version is also available. That means this one had chrome exterior trim, including the grille, roof rails and window trim. Guess what the Dark edition features? Yes, blackened chrome grille, etc.

Inside, Volvo has mastered the look of luxury and elegant simplicity with a strong Swedish accent.

In this model fine gray wool blend seats were substituted for the usual leather. Sheer a sheep, don’t skin a bovine.

This looked and felt divine on a cold day as it wasn’t as chill as leather. Yet the seats and steering wheel where heated, although controlled through the info screen. Second row seats also are heated, but not the third, which is (like most third rows) tight for anyone older than 13, mainly short of knee room.

Volvo’s seats are well padded and shaped too, with excellent side bolsters and naturally a bevy of power adjustments for the driver including three areas, lumbar, back and leg cushions. You do this with a button on the seat’s side, but see the changes registered on the infotainment screen. There are three memory settings for the driver’s seat too.

Oddly this high-end Volvo still does not have a power tilt/telescope steering wheel, but it did have a monster panoramic sunroof. Manual sun shades grace the side windows.

Other niceties include lights over the rear doors and on exterior door handles. There’s also a mighty 1,400-watt Bower & Wilkins stereo with 19 speakers that will blast loud enough to wake the dead or any hungover New Year’s revelers. It runs $3,200.

Three rows of seats allow for large family hauling, or toting lots of gear!

Volvo also includes an SOS system among its bevy of electronic safety devices. Prime is Volvo’s Pilot Assist program that helps make this a semi-autonomous driver and includes the likes of lane departure warning with a tug to center the Volvo in its lane, adaptive cruise control, blind-spot warning, cross-traffic alert that detects pedestrians, automatic braking for said obstacles and collision avoidance.

Volvo continues with its 9-inch vertical info screen, but adds a new 12-inch wide digital instrument panel that’s easy to read. The info screen is certainly readable too, but one must press the home button and then slide the screen about to find other functions a driver may want. It’s hard to use while driving, but not that tough to figure out when parked, so adjust it before you head out on the road.

Panoramic sunroofs let a lot of light into the Volvo XC90.

Other stylish trim inside includes black wood accents on the doors and dash with satin chrome door releases and shiny chrome around the screen that’s trimmed in gloss black. The console-mounted shifter also features an Orrefors crystal shift knob, something more high-end makes seem to be employing. There’s a spiffy elegance to it all.

In back under the power hatch is modest cargo space when the third-row seats are in place, but fold those down and storage room increases to 65.8 cubic feet, or lower rows 2 and 3 and that hits 85.7 cu.ft. Note too that the XC90 will tow up to 5,000 pounds, so a fishing boat and trailer or a couple trailered snowmobiles will be no problem.

When coupled with the plug-in electric power the Volvo is estimated to get 58 MPGe in the city and 55 highway, but once that is used up you’re back to the mid-20 mpg range. I got 27 mpg in about 70% highway driving, and that’s not bad for a 7-person AWD SUV or van. That’s also the EPA estimate for the XC90.

Pricing cuts a wide swath, starting at $57,000 for the base Core model with its lesser content, lower power, no leather interior and a 4,000-pound tow rating. A Recharge PHEV model starts at $73,000 and the tested Ultimate lists at $80,495, including delivery. With the added fancy stereo and air suspension this one hit $85,495.

One imagines a full-electric XC90 must be in the works now that the mild hybrid system is in place on lower levels and the PHEV is the top trim. For now, this will satisfy a family’s hybrid luxury SUV needs, while looking great inside, and handsome outside.

FAST STATS: 2023 Volvo XC90 Recharge AWD Ultimate: Bright theme

Hits: Good looks, excellent electric power, precise handling and full-time AWD. Big sunroof, heated wheel and front and second row seats, big touchscreen, quality stereo, a stylish luxury interior, plus a full bevy of safety equipment.

Misses: Touchscreen (beyond main screen) is distracting to use while driving and no power tilt/telescope steering wheel.

Made in: Gothenburg, Sweden

Engine: 2.0-liter turbo I4 w/plug-in electric motor, 455 hp/523 torque

Transmission: 8-speed Geartronic, automatic

Weight: 5,194 lbs.

Wheelbase: 117.5 in.

Length: 195.0 in.

Range: 36 miles per plug-in

Cargo: 15.8/65.5/85.7cu.ft.

Tow: 5,000 lbs.

MPGe: 58/55

MPG: 27 (gas only)

Base Price: $80,495 (includes delivery)

Invoice: $80,261

Major Options:

4-corner air suspension, $1,800

Bowers & Wilkins premium sound, $3,200

Test vehicle: $85,495

Sources: Volvo, www.kbb.com

Photos: Mark Savage

#Volvo