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Car Reviews, hybrid

2023 Volvo S60 Recharge AWD Ultimate (Black Edition)

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High-horse plug-in hybrid rekindles joy of driving a sedan …

Sedans are such a rarity now that it’s a special treat to drive one, especially when it’s a sophisticated looking, high-horse plug-in hybrid from Volvo.

You may recall a time when Volvos were boxy and boring, but safe as the vault at Fort Knox, assuming it still has one.

This week’s thriller was the Volvo S60 Recharge AWD Ultimate Black Edition, which is a long way of saying a sporty luxury sedan with AWD, and Recharge is Volvo’s shorthand for saying it has an electrical component. This one is a plug-in, which currently (pun intended) is the way to go for practical powertrains.

What that means is that not only do you get a sleek Swedish design, but massive power, a 36-mile electric range great for city drives without adding to air pollution, and AWD for the occasion when winter delivers road slop. Meanwhile, the interior of this black beauty is one of the most comfortable I’ve experienced in the past year. More on that in a bit.

First, let’s look at the S60 from the outside. Since it’s a sedan the ride-height is low enough to crawl in and out without a step ladder or threatening a groin pull. The profile is lean and low with a long hood and short rear end. Lights are thin T-shaped “Thor’s Hammer” numbers that wrap from nose to the front fenders.

The grille, while large is not garish and this being the Black Edition the grille and logo are blacked out, as are the trunk’s logos and the snazzy wheels tucked inside R19 rubber. Taillights are typical Volvo snazzy, sort of a laid down J shape. It’s all as sophisticated as a James Bond tuxedo.

But the power, handling and ride make this Recharge Ultimate a blast to drive.

Get this, the 2.0-liter four-cylinder is supercharged and turbocharged, something Volvo does in several models, plus is enhanced by a 143-horse electric motor powering the rear wheels. That’s the plug-in hybrid portion that helps pump up horsepower here to 455, with a torque rating of 523. Wild child!

And you can adjust via the 12-inch info screen, whether you want hybrid power, Pure electric, or Power modes, along with full-time AWD. Any way you go the power will push you back into the plush seats while planting a smile on your face. This car was the fastest on a highway entry ramp, clocking a triple-digit speedometer reading, of anything I’ve driven that costs less than $80 grand.

Wow, this power is awesome and just so darned incredibly smooth aided by an 8–speed automatic. You feel like you’re on a bullet train as torque is instant.

Watch Mark’s video: 2023 Volvo S60 Recharge AWD Ultimate Black Edition review by Mark Savage – YouTube

Handling is sporty too with quick steering and a firm, precise feel. A few other makes feel racier, but this is a perfect blend of responsiveness and luxury. Likewise the ride is well controlled yet firm without being punishing. I drove this to downtown Chicago and back and some of the streets I was on made the moon appear silky. Never hit a bump that jarred the interior.

More on that hybrid system, which charges either via a plug-in, or via regenerative braking and engine backup. So an overnight charge gave me 36 miles of all-electric range, or I could let the system choose to mix and match gas and electric power for best performance and efficiency. Around town a driver could just use electric mode to reduce emissions.

Yet a button on the info screen allows the driver to go hybrid and charge at the same time. Here the braking and engine recharge the batteries to use electric power as needed. I used 20 miles of charge getting from my house to a highway stent heading to Chicago, then switched on the charging and had regained about 15 miles of charge while cruising the freeway. Awesome!

The shifter also can either be put in Drive and feel like any gas-powered car would, or put in B, for Battery. This is one-pedal driving that more rapidly slows the vehicle and recharges the batteries. If you’ve ever driven a golf cart or snowmobile it sort of feels like that. I love this setting as you rarely need to touch the brake pedal, so less wear and tear on brake discs.

Fuel mileage depends, of course, on how much battery you use for electric power. I averaged 32 mpg on the Chicago roundtrip, but more like 50 around town when I was using mostly electric power. The EPA rates the S60 Recharge at 31 mpg on gas and 74 mpge on electric. Sadly this horsey engine prefers premium fuel, but then you won’t be filling up  frequently, if you keep it charged.

Again, running errands around town you can boost your numbers by putting the Volvo purely in electric mode.

Now originally when I climbed in the S60 I thought I was gonna be miserable for the week as the seats were so tight and had a bevy of buttons and controls for adjustment. But the info screen lights up to show you the bottom cushion leg extender and lumber support adjustments, so within a few minutes I was set. Long-legged drivers will love that bottom cushion extension.

On the highway drive and around town these charcoal leather and Nappa leather trimmed Black Edition seats were absolutely perfectly shaped and soothingly supportive. The front and rear seats also are heated, the rear seat heat and steering wheel heat are part of a $750 winter package that also includes headlight washers. That’s a European thing, but one that US makers should consider. Nice to clean the lights of road grime in winter.

Everything looks great inside too, from the soft leather-like dash and door panels to those seats that include gray accent stitching. Design is Scandinavian minimalist, yet the dash features textured metal trim while air vents and door releases are chrome as are the stereo speakers in the doors. Volvo’s console is gloss black, and for the life of me, I couldn’t find a wireless phone charger. Odd! But there are plugs in the center armrest to accommodate a charger.

The screen is a touchscreen that slides for additional layers of adjustment. I’m getting used to these Volvo screens, but it does take a while to master them and sometimes can be awkward to use while driving. Note this is now a Google-based infotainment system.

I’d love to see a flat-bottom wheel here to reflect the sporty nature of this luxury sedan, plus it’s not a power tilt/telescope wheel, but at least it’s heated. Better yet, you can set the seat and steering wheel heat quickly on the screen and it remembers the setting, even when you turn the ignition off and return. Bravo, many vehicles require resetting everything, a first-world annoyance in winter when running errands and hopping in and out of the car.

Volvo also includes a head-up display, along with a full bevy of safety equipment, not surprising for a Volvo as it earned its safety reputation ages ago. Standard are lane departure (which can be switched off via the info screen), blind-spot warning, parking sensors, collision avoidance, smart cruise control, automatic braking and more.

Overhead is a dual sunroof with power shade. That and the roof are controlled via a sensor overhead that you can just slide your finger over to retract the shade, and then the roof.

The optional Bowers & Wilkins stereo deserves mention too as it’s a monster with amazing sound, but adds $3,200 to the cost. Maybe save that for a home stereo unit. A fine harman/kardon premium sound system is standard.

The sparkly black paint job is gorgeous and only adds $695 to the price, but is sharper than most black paint schemes. Your call.

Rear seat room is good, plus those seats fold down to increase cargo room while also including a center pass-through for long items, something most European makes include that others do not. Rear seat headrests also can be folded down with the push of a rear-seat button, making for better rear visibility for the driver if there are no passengers riding in row two.

Trunk space is sufficient, but smaller than in some sedans at 11.6 cubic feet. Certainly it will hold 4-5 suitcases.

Finally, there’s the price, and this may surprise you. The S60 starts at a modest $41,300 for its front-drive version with a still generous 247 horsepower engine, and is a standard hybrid. AWD is a $2,300 option on lower trim levels. It was standard on the Recharge Ultimate.

Move up to the better-equipped Plus model and the price is $44,000, while the lowest cost Core plug-in hybrid lists at $51,250. The tested Ultimate was $59,045 to start, and $63,690 as tested. All prices include delivery fees.

That’s luxury sedan level pricing for sure, but if you consider its competitors, such as the BMW 3 Series, Audi A4, Genesis G70, Cadillac CT4, Lexus IS, or Mercedes C Class, they can approach that price too. Yet the Volvo melds luxury with power, styling and a plug-in hybrid system that is second to none.

FAST STATS: 2023 Volvo S60 Recharge AWD Ultimate

Hits: Sharp looking sedan, excellent power, ride and handling. Big sunroof, heated wheel, heated front and rear seats, supper supportive multi-adjust seats, big screen, awesome stereo, a stylish luxury interior, plus head-up display and a full bevy of safety equipment.

Misses: Infotainment screen can be distracting to use while driving and no power tilt/telescope steering wheel. Pricy stereo upgrade. Prefers premium fuel.

Made in: Ridgeville, S.C.

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

Transmission: 8-speed automatic

Weight: 4,450 lbs.

Wheelbase: 113.1 in.

Length: 187.4 in.

Cargo: 11.6 cu.ft. (rear seats in place)

Tow: 2,000 lbs.

MPG: 74 elect./31 gas

MPG: 32.0 (tested)

Base Price: $59,045 (includes delivery)

Invoice: N.A.

Major Options:

Climate package (headlamp washers, heated rear seats, heated steering wheel), $750

Black metallic paint, $695

Bowers & Wilkins premium audio, $3,200

Test vehicle: $63,690

Sources: Volvo, www.kbb.com

Photos: Mark Savage

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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

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

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

hybrid, SUV/Truck Reviews

2022 Jeep Grand Cherokee Trailhawk 4xe

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Electric hybrid adds cost, but boosts fuel efficiency, smooths power …

When Jeep launched the Grand Cherokee 30 years ago it was among the first luxury sport-utility vehicles on the market that still was affordable (not a Rover) and capable of off-roading.

Jeep continues to make its Grand Cherokee as off-road worthy as anything, including its more rugged looking Wrangler, but the price now peaks at Range Rover levels.

Yet kudos to Jeep for adding hybrid power to its latest Grand Cherokee even though that’s what nudges the price up. This plug-in hybrid, the 4xe, is exactly what makes sense as the go-between from gas to electric power.

Here’s the deal.

On this mid-size SUV Jeep couples a hybrid system with a small 2.0-liter turbo I4 so that an overnight charge on a normal home 120V power line nets 25 to 27 miles of electrical juice. That means that an average user who drives to and from work, or to run necessary daily errands, can run on electricity most of the time. By the way, the power is awesome smooth in the Jeep and when was the last time someone called a Jeep smooth?

In a 230-mile week of driving I evenly split my electric vs. gas powered driving, recharging with the driver’s side front quarter panel plug-in, each evening.

That meant each morning I had a 100% charge and most days I didn’t need more than that. Two trips to the other side of town during the week meant half of each trip was on the juice, while the other half was gas-powered. The results? My combined average was 37.1 mpg, while gas alone (sadly Premium is recommended) averaged just 18.2 mpg, showing the difference hybrid electric power can make. The vehicle also senses when 4WD is not needed and turns it off when not needed.

Cool too that Jeep allows the driver to select (via dash buttons) hybrid power, electric only, or save-E, which mostly runs the Grand Cherokee on gas, saving the electric charge for when you most need it, say in town, or when slopping around field or forest.

See Mark’s video: 2022 Jeep Grand Cherokee Trailhawk 4xe review by Mark Savage – YouTube

Yes, there are still plenty of off-roading choices here, five to be exact. A console toggle allows the driver to select Rock, Sand/Mud, Snow, Auto, or Sport drive modes. Sport seems silly to me on an SUV and here it firms up the steering something fierce, not pleasant at all.

The others will engage the proper 4-wheeling system for the circumstances and if you’re rock-crawling becomes a habit there’s a button to unhook the front sway bar to create more wheel articulation. Note too, the Grand Cherokee has a maximum ground clearance of 10.9 inches, which is a lot. Plus, another toggle on the console allows the driver to hike up the haunches and lift the Jeep to its maximum height, or lower it for easy exits. This Jeep also will ford two feet of water safely.

There’s ample power here as the turbo I4 and hybrid electric motor provide a combined 375 horsepower and 470 pound-feet of torque so there’s a tow rating of 6,000 pounds. All is smooth and silky when electric is the power source, but when the Jeep switches to the gas engine, which is seamless, well, the little turbo groans considerably as it seems to be trying to bench press the vehicle’s full 5,500 lbs. Acceleration can be noisy with the tiny turbo.

Folks wanting constant smooth power application probably should opt for one of the gas-only powered Grand Cherokees that feature a V6 or V8. You’ll also save money up front, but more on that in a sec.

A blue tow hook, 4xe logo and jeep logo add color to the tail.

Handling is typical of a mid-size SUV, easy steering with modest feedback and a little body lean in tight turns. It’s all quite controllable and easy to maintain within a lane. Of course there’s all the usual safety equipment such as lane departure, blind-spot warning and parking sensors.

Ride is mostly good too, especially on the highway, but as with most trucks/utes gets jiggly on bumpy city streets as pot holes and expansion joints create some rock and roll, but then it’s a Jeep, right?

That’s not to say it isn’t luxurious. The Diamond Black Crystal Pearl ($395 extra) test SUV looked upscale, the ride is mostly well controlled, and the interior leathery.

Check out the blue tow hooks, hood stripe and blue-outlined Jeep logo here.

I like the little blue styling cues on the exterior, to subtly insinuate this is a hybrid. Apparently bright green and blue do that these days on hybrids and electrics. This one slapped blue trim on all the Jeep logos, the front and rear tow hooks, the rear hatch’s Trailhawk logo and a blue Trailhawk adhesive stripe on the hood, which also featured a flat black hood sticker.

Inside, the Grand Cherokee looks fresh and modern, a big step up from its predecessor.

More blue trim inside with the seat piping and stitching on the console.

Enough black leather here to frighten any herd of cattle, but with a tasteful blue (again) stitching to spruce it up. Seat edges were leather but the main seat surfaces a suede material. Classy.

Shiny black fake wood trim accents the dash and doors and is trimmed in satin chrome. The look is keen, but the reflection off that and the gloss black console surface can be blinding on sunny days now that we’ve passed the equinox and the sun rides at lower angles.

Seats are powered plus heated and cooled in front, with the outer rear seats also heated. I found the butt pockets rather snug in the front seats, but the rears (seats that is) were better. The steering wheel also is heated. One odd problem I found when trying to buckle up each trip, and that’s the seatbelt is hard to pull between the seat and door, a bit of a tight squeeze.

No problem with the digital equipment here though, a big center info screen and digital driver instrument panel. Some numbers on the driver display were a bit small, but the info screen was great and easy to use, plus includes adjacent volume and tuning knobs for the radio, a fine Alpine sound system in the Trailhawk. Wireless Android Auto and Apple CarPlay are standard too.

A few things you won’t find on the Trailhawk were surprising though. There’s no sunroof, no wireless phone charger and no running boards. At this top-end pricing I’d expect all three. In the Jeep’s defense, there are oodles of plug-ins available for charging.

There was no passenger-side info screen in the test vehicle, but that’s ok, it’s an option as on Jeep’s Wagoneer and Grand Wagoneer.

The digital instrument panel gives you a lot of info, but numbers are small.

Tire noise is considerable with the beefy R18 All-Terrain tires, which would be good for off-roading, but hum like an annoying tone-deaf 5-year-old who loves Disney tunes, even at low speeds.

In back is a power hatch hiding a load of cargo space, so a family of five can vacation, camp, haul, etc. while taking along all the sundries needed for comfort. Second-row seats split and fold flat and the SUV’s plug-in charger can be stowed neatly in a bag under the cargo floor.

Did I mention this is pricey?

Yes, and that was a bit of a shock (sorry) for this hybrid electric model. A base 2023 model (now at dealers) lists at $60,260, while a Trailhawk version starts at $65,455. Move up to an Overland and it’s $69,225, a Summit goes for $72,990, and the premium of premiums, the Summit Reserve starts at $77,470. All prices including delivery. For the record, a $7,500 tax credit may apply to the hybrid models, but check it before you buy.

There’s a lot of space under that power hatch, but only two rows of seats.

The tested 2022 model listed at $64,280 and only added the special color to hit $64,675. By the way, white is the only paint color that doesn’t cost extra on the Grand Cherokee, although other colors are mostly $395, so not a huge add-on.

While I’m all in on plug-in hybrids until our electric infrastructure grows considerably, I should point out that Jeep really charges for the privilege. For instance, a base V6 powered Grand Cherokee, the Laredo, lists at $40,120, but of course has fewer standard features and no 4WD.

Move up to the equivalent Trailhawk gas-only model and the sticker is $56,030. Between are Altitude and Limited models in the mid-$40,000 range.

So choose wisely, especially if your budget already is being stretched. The good news for all 4xe plug-in hybrids, you’ll pay less to power them weekly, and they run as smooth as a luxury sedan, just taller and with way bigger tires!

FAST STATS: 2022 Jeep Grand Cherokee Trailhawk 4xe

Hits: Off-road capability, five drive modes, plug-in hybrid boosted gas mileage, and good looks. Roomy luxury interior, power hatch, heated/cooled front seats, heated outer rear seats, heated steering wheel, Alpine stereo, good safety equipment. Sway bar disconnect for off-roading and good ground clearance with toggle to raise truck.

Misses: Pricey, tire noise, groany underpowered gas engine, no sunroof, no running boards, no wireless charger, reflective trim, ride can get jiggly, tight seat butt pockets and front seat belts hard to pull through between door and seat.

Made in: Detroit, Mich.

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

Transmission: 8-speed automatic

Weight: 5,521 lbs.

Wheelbase: 116.7 in.

Length: 193.5 in.

Cargo: 37.7-70.8 cu.ft.

Tow: 6,000 lbs.

MPG: 23/combo gas/electric

Fuel: Premium recommended

Electric range: 25 mph

MPG: 18.2 gas/37.1 combined (tested)

Base Price: $64,280 (includes delivery)

Invoice: $62,667

Major Options:

Diamond black crystal pearl paint, $395

Test vehicle: $64,675

Sources: Jeep, www.kbb.com

Photos: Mark Savage

#Jeep

hybrid, SUV/Truck Reviews

2022 Toyota Tundra Capstone CrewMax

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Tip-top Tundra a giant luxury pickup with a touch of hybrid help …

By definition Toyota can’t top its latest Tundra, dubbed the Capstone CrewMax, and it certainly would be difficult.

First, Tundra Capstone simply can’t get any bigger like all full-size pickups. If it does it’ll likely require a commercial license and its own song about being part of a convoy.

This is basically a match for Ford’s market-leading F-150 hybrid as the Capstone also is a hybrid and touts nearly the same dimensions, meaning a 145.7-inch wheelbase and 233.6 inches in length. The Ford is just a smidgen shorter.

By comparison the Ford is lighter and more efficient, but the Tundra packs more power from its new iForce Max powertrain that adds a hybrid electric system featuring nickel-metal hydride batteries (most now use lithium-ion) to both boost power and improve gas mileage.

The hybrid system links seamlessly with a 3.5-liter twin-turbo V6 to create an impressive 437 horsepower and a massive 583 pound-feet of torque. It’ll chirp the rear drive wheels if you so desire and hitting highway speeds is no problemo. That makes towing easy too as the four-wheel-drive Capstone is rated to pull 11,450 pounds.

As impressive as the Tundra figure sounds the hybrid F-150 will tow 12,700 pounds with its 2.7-liter twin-turbo V6 that makes 325 horsepower. Numbers can be deceiving.

Odd too that it took Toyota this long to add a hybrid system to Tundra as it pioneered hybrids in its Prius more than 20 years ago. But maybe no one saw the need until now. Ford also just added the hybrid model for 2021.

Both trucks feature a 10-speed automatic transmission and shifts are smooth as is acceleration here. While gas-only Tundras are rated at 18 and 24 mpg, this hybrid has an EPA rating of 19 mpg city and 22 highway, so slightly better around town. I made a roundtrip to Chicago area and the Tundra’s trip computer touted 21 mpg. After that and some city driving it dropped to 20.4 and my $80+ fill-up figures indicated 19.8 mpg. Note too that this has a 32.2-gallon tank, so $125 might fill it if nearly empty.

Pull a trailer and take out a second mortgage.

Watch Mark’s video: 2022 Toyota Tundra Capstone CrewMax Hybrid by Mark Savage – YouTube

Still, you’d be hard-pressed to not be comfy in the Capstone or enjoy the drive.

Handling is easy and you’d rarely need the lane-keeping electronics to keep the big beast betwixt the highway’s lines. Cruising a highway is relatively quiet and a pleasure, plus you feel like you’re tall enough to challenge even the dump trucks that barrel past you on the right at 20 over the speed limit. Don’t!

Ride though becomes choppy and bouncy as in most pickups once you head onto side streets and country roads with crumbling asphalt edges and tar strip seams. While Toyota upgraded the rear suspension here to coil springs from a live rear axle there were still abrupt jolts that jostled passengers and surprised my derriere.

There’s even an adaptive variable air suspension with load-leveling here, costing $1,045 extra. That might help with the trailering, but not normal drives on bumpy Midwest roads. Oh, and I set the drive mode to Comfort for most of the drive to help soften things up, to little avail.

Normal, Eco, Sport, Sport+ and Custom are the other modes and basically tighten up the steering and change shift points in the sportier settings. Sport modes in a pickup? Seems a bit much in a luxury liner like this, but one needs to justify the pricing I suppose.

Tundra’s interior certainly helps on that front, looking and feeling as upscale as anything you’d find in a Lexus. It’s quiet too, except when you’re mashing the gas pedal.

A lot of leather and luxury inside the Capstone edition.

The test truck featured a black over white leather dash and black and white leather seats, giving the Capstone an ambiance worthy of its name. Plus Toyota trims the doors, dash and wide console with dark stained walnut and trims the door armrests with brushed aluminum. Air vents are a near matching silver plastic and the door pulls also are brushed aluminum. The console shifter is surrounded by gloss black plastic.

All the interior comfort and electronics you’d expect from a top trim level are here, an expansive 14-inch info screen, attractive color digital instrument screen, a 360-degree camera that’s absolutely needed for proper parking within a parking lot’s lines.

That’s a big info screen, but there are bigger ones yet. Nice wood trim look here too!

Seats are not only semi-aniline leather but powered with a lower driver’s cushion featuring a power extension to help make tall drivers’ legs happy. Front and rear seats also are both heated and cooled and the leather-wrapped steering wheel is heated. Seating is roomy enough for five adults with oodles of head and legroom.

The big info screen is simple to use and there are a ton of toggles and buttons (a bit overwhelming) below it for climate controls and those heated/cooled seats, Trailering aids are there too, including one that allows a driver to program in his or her trailer so the truck remembers its height for easier hook-ups.

Airy cockpit with a panoramic sunroof, roomy rear seat!

Overhead is a panoramic sunroof and sun shade. The rear side windows feature their own manual sunshades and there’s an SOS button overhead along with a button to power down the truck’s center rear window panel, nice if hauling something long that needs to extend into the cab.

That bed, if you care to dirty it, features a black liner, along with over-cab and side bed-mounted lights. Adjustable tie-downs are available too and when you fold down the easy-lower tailgate a step magically extends from beneath the driver’s side rear fender to aid in bed mounting. Even more magical, it retracts automatically once the tailgate has been raised again.

Cleverly a step folds out as the tailgate is lowered, making it easy to climb aboard.

Speaking of magical whiz-bangs, the running boards are powered to fold down once a door is opened and power back up once all doors are closed. Jeep’s Wagoneer and Grand Wagoneer and Lincoln’s Navigator have similar systems. My concern is that if per chance this power system fails there’s a huge step-up into the vehicle in which a step-ladder might be called for.

Less whiz-bangy is the 4-wheel-drive system, engaged via a sliding lever on the console. Just 2WD, and 4WD high and low here. There’s no automatic 4WD mode that will engage whenever the truck could benefit from it. This is manually engaged while most 4WD trucks now have an automatic AWD mode.

On the brighter side, Toyota’s Safety Sense 2.5 is standard on Tundra meaning all the usual safety equipment is here including smart cruise control, blind-spot warning, parking and lane warnings, along with automatic braking, and a lot more.

Manual rear window sunshades are standard on Capstone.

One final functional aside. Toyota continues to use a gas cap on the fuel filler. While not unusual, Ford and others now offer capless fillers and it’s surprising that Toyota hasn’t simplified their system for consumers yet.

This test Tundra’s exterior was a beautiful sparkling pearl white, called Wind Chill Pearl, certainly fitting for Wisconsin, and a color similar to one popular on Lexus sedans. The pearl color costs $425 extra and oozes luxury.

That was just one of three options here, the main one being the air suspension, so the Tundra’s price didn’t climb much from its $75,225 start, including delivery. That’s right the Capstone is a high-end luxury truck so settled at $76,760. A lease or a 6-year purchase might be called for at that price, but it’s not out of line with the F-150 hybrid. My Ford test truck last year hit nearly $71,000 and while nice, the Capstone’s interior is superior.

No mistaking what this truck’s name is.

The Tundra hybrid comes in five trims, the base Limited (remember when this was the top level?) with 2-wheel drive lists at $54,695 and features a 5.5-foot bed, like the Capstone edition. Moving up to the 4WD Limited with a 6.5-foot bed boosts entry to $58,025. You can also find Platinum and 1794 editions and the TRD Pro, which caters to the off-roading crowd with thick wallets.

Your call Mr. Gates. If you can afford a luxury pickup, the Capstone is, well, atop the Toyota offerings and competitive with the market leader.

FAST STATS: 2022 Toyota Tundra Capstone CrewMax (Hybrid)

Snazzy headlight styling on Tundra.

Hits: Massive truck with big interior, slightly better gas mileage with hybrid, excellent power with quiet luxury interior. Huge info screen and fine digital instrument panel, heated wheel and heat/cool front and rear seats, 360-degree camera, power running boards and automatic fold down tailgate step. Excellent towing power and acceleration, decent handling and good safety systems.

Misses: Bouncy truck ride, a lot of buttons in the cockpit, still has gas cap and if the power running boards ever fail you’ll need a stepladder to climb in.

Made in: San Antonio, Texas

Engine: 3.5-liter twin-turbo V6/hybrid, 437 hp/583 torque

Transmission: 10-speed automatic

Weight: 5,710 lbs.

Wheelbase: 145.7 in.

Length: 233.6 in.

Cargo bed: 5 ½-foot

Tow: 11,450 lbs.

MPG: 19/22

MPG: 19.8 (tested)

Base Price: $75,225 (includes delivery)

Invoice: $70,357

Major Options:

Special paint color, $425

Adaptive variable suspension, load-leveling rear air suspension, $1,045

Ball mount, $50

Test vehicle: $76,760

Sources: Toyota, www.kbb.com

Photos: Mark Savage

#Toyota Tundra

#Tundra Capstone

#Toyota

Car Reviews, hybrid

2023 Toyota Camry XLE Hybrid

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Camry Hybrid may just be the perfect family sedan …

This may surprise you, but it’s exceedingly rare that I long for a test car that has been returned, but this week even I was surprised at my disappointment when of all things a 2023 Toyota Camry XLE Hybrid left the Savage abode.

You might suspect I’d have saved my tears for a Nissan Z, a Genesis GV60, or a new Corvette. Those too can tug at the tear ducts.

Several people even poo-pooed my fortunes for having to test the “dullest” car in America, but I quickly corrected them. Maybe they were thinking of the Prius.

There are reasons why Toyota’s Camry has been the top-selling sedan in the US market for roughly 20 years. It’s becoming the Ford F-150 of sedans via its longevity atop the market.

Camry is a champ and rocks on so many fronts I’ll try to be brief in my summary, but there’s a lot to unpack.

Start with looks, something I bet you’d never suspect I’d say. But a couple years back Toyota chose wisely and drank from the better styling cup. Ever since the once blah Camry has turned edgier with a sleek, beautiful nose that makes its Lexus luxury brand look downright gaudy. The headlights are slim and wonderfully blended with the grille and hood. The profile is slim and elegant, and the tail, well, just fine.

Bathe the handsome, sophisticated Camry in Supersonic Red (just $425 extra) and the sedan becomes Lady Gaga in a sequined gown.

Love engine choices? For internal combustion (gas) engine lovers there are two choices, including a powerful V6, but for families on a budget and with even a smidgen of social consciousness the Camry Hybrid is a rock star.

Camry’s 2.5-liter I4 combined with Toyota’s proven (20+ years) hybrid system nets a 44 mpg rating city and 47 mpg highway from the EPA, yet still delivers 208 horsepower. And get this, in about 80% highway driving I got a stellar 48.2 mpg. For more than 450 miles of driving I spent $25. Your weekly commute gas budget just giggled.

“Parental unit, can we stop for frozen custard on the way home from soccer practice?”

“Yes, my children.”

Watch Mark’s video: Mark Savage reviews the 2023 Toyota Camry XLE Hybrid – YouTube

But if this were an econobox that was cramped and had no digital doodads or safety gear … Well, it’s not.

Camry is a mid-size sedan but rides on a 111.2-inch wheelbase to give it an excellent ride, coupled with good, easy, well-controlled handling. Comfort reigns, but is never grandma’s plastic-covered living room dowdy.

The power from the hybrid system that gets its electric charge from regenerative braking is quickly delivered, but acceleration is smooth, mild, but steady. An electronically adjusted CVT (continuously variable transmission) is partially responsible for that and for the excellent MPG.

There’s a Sport mode on the console to kick up the acceleration some, and is handy for highway entry. Still, this will not resemble a sport sedan’s quickness. Normal and Eco mode also are available. Normal is what you’ll stick with 90% of the time.

Finally, a good-sized touchscreen with buttons all around and is easy to use.

Interior comfort is guaranteed too with the XLE being Camry’s luxury-leaning trim level that provides 8-way power leather seats with the front ones being heated. Seats are mildly contoured so pleasant on a long drive and there is plenty of room in back for three adults. XLE also upgrades the standard 8-inch info screen to 9 inches.

But it’s the design of the touchscreen that impresses beyond its size. Instead of a silly knob on the console or a mix of onscreen and dash buttons, there are 8 key buttons around the screen (4 to a side) clearly labeled Home, Menu, Audio, Map, Seek, Track, Phone and Apps. Smartly there also are volume and tuning knobs.

All this makes the info screen and JBL sound system (standard on XLE) a breeze to engage while driving. Take that you tech-for-tech’s-sake luxury brands.

Camry delivers a good-looking interior with everything logically located.

Another plus, Camry’s interior is sharp looking in addition to being functional.

This bright red car’s leather was a cream color and the seats perforated for better airflow from its heated and cooled seats. Heat is standard while the cooling is part of a $1,430 package that includes a 10-inch color HUD, panoramic view monitor, front/rear parking assist with automatic braking.

Elegant streamlined designed, even in the door panels.

The dash and door tops are black to create a two-tone interior, pretty common these days among the sharper vehicles. Trim is a graphite gray around the air vents and other dash trim, plus the armrest trim by the power window controls and the console’s top. There is a bit of gloss black trim on the stack, but not enough to create reflection woes.

Overhead is a sunroof ($860 extra) and for a modest $150 the leather-wrapped steering wheel is heated, a Wisconsin necessity.

Standard features include a wireless phone charger under the center stack, smart cruise control and a bevy of other safety equipment, all part of Toyota’s Safety Sense 2.5. That includes a pre-collision system with pedestrian and cyclist recognition, a lane departure system with steering assist, automatic high beams, lane tracing assist and road sign assist.

Toyota also allows a driver to override the lane departure system, so if you’re in a congested and construction-heavy city or highway driving situation you can punch a button and not have the system beeping or trying to keep you centered in your lane. Bravo. Having this choice often is a safety concern these days.

Assuming you have five adults on board, which again IS possible here without amputations or forcing anyone into a socially embarrassing position, there’s oodles of trunk space for luggage. At 15.1 cubic feet the deep trunk will hold luggage for the entire crew, even several sets of golf clubs.

The only thing I missed, the only negative here, is large map pockets in the doors. These were tiny and tight to get at, so of limited use.

Pricing is amazing, a bargain throughout the lineup and should push more dollar-conscious buyers toward a sedan and away from mid-size crossovers and gas gulping SUVs.

The base Camry Hybrid, the LE, starts at $29,105 including delivery. There are five trim levels with the XLE being mid-level luxury at $34,065 including delivery. The sportier XSE is just about $500 more. The SE and SE Nightshade (featuring blacks and dark blues) also are available in the hybrid model.

Adding 11 options pushed the test car to $40,232, still an average new car price, so certainly one could be had mid-$30k range. No AWD feature is available, same as its main competitor, Honda’s Accord.

Gas-powered Camrys are available in that same price range, topping out with the TRD model featuring the 308-horse V6.

Stylish lights and nose help keep Camry atop the sedan market.

But for families on a budget, yet not wanting to look like it, the Camry Hybrid in any form is a bargain to buy, and operate, but with a luxury look, feel and all the digital goodies one actually needs.

Camry remains king of the sedans.

FAST STATS: 2023 Toyota Camry XLE Hybrid

Hits: Sharp styling, great mpg, excellent ride, good handling, decent power in comfy family sedan. Good rear seat and trunk room, sunroof, heated steering wheel, heated/cooled front seats, super info screen and buttons, wireless charger, smart cruise control and on/off lane departure, plus 3 drive modes, JBL sound system, comfy power seats. Bargain pricing!

Misses: Small door map pockets

Made in: Georgetown, Ky.

Engine: 2.5-liter I4 hybrid, 208 hp/163 torque

Transmission: ECVT automatic

Weight: 3,565 lbs.

Wheelbase: 111.2 in.

Length: 192.1 in.

Cargo: 15.1 cu.ft.

MPG: 44/47

MPG: 48.2 (tested)

Base Price: $34,065 (includes delivery)

Invoice: $31,358

Major Options:

Driver assist pkg. (10-inch color HUD, panoramic view monitor, front/rear parking assist w/auto braking, multi-stage cooled front seats), $1,430

Heated steering wheel, $150

Adaptive headlights, $615

Nav pkg. (premium audio, 9-inch touchscreen w/nav, 9 JBL speaker w/subwoofer & amplifier, Android Auto, Apple CarPlay compatible, satellite radio for 3 months), $1,760

Power sunroof, $860

Supersonic Red paint, $425

Trunk LED bulb, $25

Mud guards, $129

Illuminated door sills, $345

Door edge guards, $129

Carpet floor mats/cargo mat, $299

Test vehicle: $40,232

Sources: Toyota, www.kbb.com

Photos: Mark Savage

#Toyota

#Toyota Camry hybrid

Car Reviews, hybrid

2021 Ford Escape Titanium PHEV FWD

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Plug-in hybrid saves oodles of gas, I spent less than $5 in a week …

If Ford’s plug-in hybrid Escape was any more middle of the road it would have a white stripe painted down its centerline.

Escape is a fine family of four crossover with sufficient power, easy handling and good passenger and cargo room inside. It’s pleasant looking. In fact, its nose resembles a much pricier and sportier Porsche Macan, so maybe you can fool a few neighbors.

Considering the average price of a new vehicle now is pressing $46,000 it’s nice to know a family could still escape in this Ford for $26,800, including delivery, at its base front-drive level. That packs just a 1.5-liter turbocharged 3-cylinder engine that still makes a healthy 180 horsepower.

Naturally there are varying trims and options for that gas-only powered model, plus a standard hybrid where battery power is added via regenerative braking, but the tested plug-in hybrid model starts at a still family friendly $35,185 in SE trim, and $37,920 in the preferred SEL trim.

The test crossover was the top-level Titanium model starting at $40,130 but it crept up to $43,025 with its fancy Rapid Red Metallic paint ($395) and a Titanium preferred package, including a dual-pane sunroof, wireless charging and fancy floor mats, for $2,500.

Even at that, the test Escape is below the going rate for new wheels in our supply-chain challenged world.

Yet there’s one feature that sets this Escape apart in this middlers paradise, its plug-in charging system. While standard hybrid technology has been around for a couple decades now, the plug-in system is more a past 5-year phenomenon. With a plug-in, a cord with pistol grip plug connects to an outlet in the Escape’s front left fender (looks like a fuel door) and then connects to any outlet, 120- or 240-volt that is available, usually in your garage.

At 120 volts it takes roughly 8-10 hours for a full charge that nets the Escape about 35 miles of electric charge. If you have a partial charge already, it can take just 2 to 4 hours for a full charge. If you have a 240-volt charger (like you would for a dryer) a charge takes about half as long.

Watch Mark’s video: Mark Savage reviews the 2021 Ford Escape Titanium PHEV FWD – YouTube

This is perfect for folks commuting less than 30 miles daily roundtrip to work or running errands. In my week’s drive I never fully used the battery charge, so ended up needing only 0.8 gallons of gas, or just short of $4. Imagine that for a week’s driving of roughly 200 miles.

My calculations put my fuel economy at 208.1 mpge and 41.75 mpg for the gas only. The key here is running on the electric charge as much as possible. I have no cost figures for my evening charges for the crossover’s battery, but one suspects it would be several dollars as opposed to $20-30 for equivalent gas. Reducing emissions, naturally, is the big-picture advantage.

A side note here. The Escape offers four battery use driving methods via a button on the console. One is for electric driving only, another is Automatic so chooses gas or electric as the power system computer deems appropriate, another allows you to run on gas while you maintain whatever battery charge you have. This makes sense to save the battery power for city stop-and-go driving where the electric is most efficient. The final setting allows the engine and regenerative braking to help boost battery life, although I didn’t find it helped much more than the Automatic setting.

All this is a long way of saying the plug-in system works well and is easy, provided you have a garage or indoor place to plug in regularly. It makes daily driving much more economical, especially with today’s higher gas prices.

For the record, the hybrid system works in conjunction with a 2.5-liter I4 engine and makes up to 221 horsepower while the standard hybrid system packs 200 horsepower. The transmission is a CVT, so smooth, but not peppy.

Acceleration is pretty mild, but due to the electric power it comes instantly so pulling away from a stoplight feels quicker than one might expect in a compact crossover.

Handling is fairly light and easy, so parking and lane maintenance are a breeze and cornering is good, especially at city speeds. Ride is decent too, not smooth, but not too abrupt on sharp city ruts and expansion joints.

Note too that the gas-powered and standard hybrid Escapes are available with AWD, but the plug-in is only a front-drive model.

The bright metallic red test crossover was attractive and featured a two-tone black and tan leatherette interior, the seats being tan with black trim and the dash and doors black. Ford opts for an inexpensive looking fake light wood look metal trim on the dash and doors that does not seem appropriate for a top trim level.

Attractive two-tone interior gives the Escape a handsome look inside.

Ford’s instrument panel and infotainment screen are easy to see, read, and use, although the infotainment screen is smaller than most these days. Still, functionality is good and all dash and steering wheel hub controls are simple.

This one also includes heated front seats and a heated steering wheel, plus power seats. However, the seat cushions are all relatively flat so provide very little hip and back support. That’s fine in town, but on a long drive could become tiring.

Nothing special here, but the screen, buttons and knobs are easy to see and use.

The giant sunroof overhead is nice, as is the wireless charging, both part of the Titanium option package.

Front and rear seats are roomy for four adults and there is plenty of cargo room under the power rear hatch. However, below the floor here there was a big gaping hole that housed a battery and should have had a spare tire, but none was there and the finish of that cargo hold under the floor looked straight out of the 1960s with no padding. This could be a one-off test car situation, but give a look at any Escape you are intending to buy to make sure this is not an issue.

This was rather odd, no spare tire and not much finishing under the cargo floor.

Standard safety equipment is well represented here with Ford’s Co-Pilot 360 system standard, including pre-collision assist with pedestrian detection, blind-spot warning, cross-traffic alert, lane-keeping assist, forward collision warning and smart cruise control.

There’s also another safety device no doubt demanded by corporate lawyers, and this is becoming a major annoyance in more and more vehicles. It’s what I call the “Don’t Forget the Kid” warning for the rear seat. It beeps at you once the ignition is off and warns on the info screen, “Check Rear Seat for Occupant.”  You can press the OK button on the steering wheel hub to stop the beeping, but still, this is unnecessary for most drivers who have children.

Still, I suppose that’s family friendly, even if the beeping sends mom or dad into a frenzy as they try to get out of the car and into the mall, grocery store, or wherever, with a kid in tow.

Here’s a closer look at the main dash controls.

In general, fewer beeps and alarms in cars today would be a welcome change. Light up the warning on the screen if necessary to avoid lawsuits, but stop with the noise pollution.

Overall though the Escape is a middler’s dream, an inexpensive vehicle that can haul a family of four in relative comfort while also getting great fuel economy. Competitors include Toyota’s RAV4 Prime, the new Hyundai Tucson, and the Subaru Crosstrek. All come with AWD.

FAST STATS: 2021 Ford Escape Titanium PHEV FWD

Hits: Plug-in hybrid provides 35 miles of electric charge, comfy family crossover with easy handling, simple dash controls and fabulous mileage if fully charged. Heated seats and wheel, good safety equipment, 4 choices of battery power use, wireless charger, dual sunroofs, power hatch and fair ride.

Misses: Plug-in only available with front-wheel drive, annoying alarm every time you turn off ignition warning “Check Rear Seat for Occupant,” poor finish and no spare tire under cargo floor, seats are flat with little support.

Made in: Louisville, Ky.

Engine: 2.5-liter I4 hybrid, 221 hp

Transmission: CVT automatic

Weight: 3,870 lbs.

Wheelbase: 106.7 in.

Length: 180.5 in.

Cargo: 34-61 cu.ft.

Tow: 1,500 lbs.

MPG: 105 (gas-electric), 40 (gas)

MPGe: 208.1 (tested), 41.75 mpg (gas only)

Base Price: $40,130 (includes delivery)

Invoice: $38,863

Major Options:

Rapid Red Metallic paint, $395

Titanium premium pkg. (floor mats, panoramic sunroof, wireless charging), $2,500

Test vehicle: $43,025

Sources: Ford, www.kbb.com

Photos: Mark Savage

Car Reviews, hybrid

2022 Volvo XC60 B6 AWD R-Design

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XC60 touts style inside and out, awesome ride …

Rare are the crossovers whose styling stands out enough to catch your eye on the highway or in daily stop-and-go traffic. Yet Volvo’s collection of XC models will do just that.

I’m no expert on style, but (with apologies to former Supreme Court justice Potter Stewart), I know it when I see it.

The tested XC60 B6 AWD R-Design, clad in Crystal White Metallic ($695 extra) seemed intent on raising property values in our neighborhood while resting in our driveway. This was not just another luxury crossover, all boxy and grinning an oversized goofy black-grilled smile.

No, the Swedish carmaker (now owned by China’s Geely Holding Group) still designs with a Scandinavian minimalism and sophistication that gives its vehicles a unique look, while continuing the auto world trend of placing a large logo on its vehicle’s nose. That’s OK, the headlights and grille look lean and taunt and the taillights’ sideways V-design immediately distinguishes the brand.

For the record, a couple years ago Volvo started calling its T-shaped headlight lenses Thor’s Hammer to create a skosh of marketing excitement. They do look sharp!

Watch Mark’s video: Mark Savage reviews the 2022 Volvo XC60 – YouTube

XC60 is sort of a large compact crossover, one level up from the small XC40 and well shy of the XC90 that borders between mid-size and large.

That means XC60 rides on a 112.8-inch wheelbase that gives it outstanding ride quality, more along the lines of a larger crossover, yet is a compact 184.6-inches long, so easy to park and maneuver. Handling borders on sporty as little steering input is needed to switch lanes or zip into a tight parking space.

Power is smooth as silk and plentiful in this R-Design model, a mid-level trim. Standard is a supercharged and turbocharged I4 2.0-liter engine, coupled with a mild 48-volt hybrid system to take some electrical pressure off the powertrain. That’s good for 295 horses and a 310 torque rating, while delivering 21 mpg city and 27 mpg highway, says the EPA. I got 21.0 mpg in about 60% highway driving.

Volvo offers several other power choices though, including a base level 2.0-liter I4 that makes 247 horses and a peppier plug-in hybrid model with 400 horses and that provides 35 miles of all-electric power. But the plug-in will put you mighty close to spending $70 grand.

This R-Design with the gas-only engine and mild hybrid starts at $56,195, with delivery, so certainly a luxury level vehicle. Sadly this one went overboard on options and hit $65,990, so deep into the luxury market.

Certainly the XC60 is easy on the eyes and easy to drive with its silky powertrain, including an 8-speed automatic transmission. Braking is solid too with big vented disc brakes. Towing is possible too as this model is rated to pull 3,500 pounds.

Inside the XC60 continues Volvo’s high standard of style and functionality, this one featuring a light gray leather interior with white piping on the seats and lighter gray to white inserts in the upper seatbacks. The dash includes metal meshwork and the Bowers & Wilkins speaker covers are jeweled-look mesh too.

Volvo’s seats are powered and multi-adjustable, the lower cushion able to be extended, a help for drivers with long legs. Seats also are heated and cooled while being incredibly supportive, especially the seat backs. These are borderline racing seats as they wrap around the front seat folks so well.

Rear seats are heated too, as is the steering wheel, part of a $750 option package that adds headlight washers.

Rear seat gets heat controls, nice info screen up front!

Also added was the Advanced package for $2,050. It includes a head-up display, smart cruise control with driver assistance, a 360-degree camera, advanced air cleaner and 12-volt outlet in the cargo area. The hatch also is powered, but that adds $200, which seems odd these days as power hatches are pretty much standard on trim levels above the base models.

Volvo uses a vertical 10-inch touchscreen to direct infotainment data, such as radio station selection. While it’s easy to see and tap, there also are other features to be accessed by sliding the screen. I find that awkward while driving.

Also, the heated steering wheel and seats are controlled via that screen, but activated by tiny icons that are not the easiest to see and get at, again while driving. But it all looks great!

Overhead is a monster dual-pane sunroof and the test vehicle added an awesome B&W premium audio system, but it carries a big price tag at $3,200. I’ve purchased cars for less.

Other options include a 4-corner air suspension system at $1,800, a feature that certainly adds to the enviable ride comfort here. For another grand the tester added 21-inch 5-double-spoke black diamond alloy wheels. If you’re already at $60,000 and change, why not?

Safety equipment is as you’d expect on a luxury model, or most models at this point, from lane departure assist and other semi-autonomous features, to automatic emergency braking, blind-spot warning, rear park assist, etc.

One other note on the driving front, naturally there is the Stop/Start feature that all modern vehicles now include, aimed at saving miniscule amounts of fuel. But the Volvo also, for safety reasons, will not creep forward once your foot is removed from the brake pedal. Nearly all other vehicles do, and we all use that creep as a stoplight turns green.

Well, here you’ll need to be prepared to touch the accelerator to get any creep as you begin moving away from a stoplight or stop sign. Much like Stop/Start, it takes some getting used to, especially when backing out of a driveway or parking space. The first few times it’s possible you’ll over accelerate. Be forewarned!

I’d also expect a power tilt/telescope steering wheel in a luxury level crossover, along with a power rear hatch. Maybe for 2023!

Yet for beauty and driving comfort coupled with interior style and suppleness, the XC60 is a solid alternative to the European and Asian luxury makes. Few will beat its ride!

FAST STATS: 2022 Volvo XC60 B6 AWD R-Design

Hits: Good looker, excellent power, ride and handling. Big sunroof, heated wheel, heated/cooled front seats, heated rear seats, comfy seats with adjustable side bolsters, big touchscreen, awesome stereo, a stylish luxury interior, plus a full bevy of safety equipment.

Thor’s hammer T-shaped headlights rock!

Misses: Touchscreen use (beyond main screen) is distracting to use while driving and no power tilt/telescope steering wheel here. Plus the power hatch costs extra and this drinks premium fuel.

Made in: Gothenburg, Sweden

Engine: 2.0-liter turbo, supercharged I4, 295 hp/310 torque

Transmission: 8-speed automatic

Weight: 4,378* lbs. (*Car and Driver)

Wheelbase: 112.8 in.

Length: 184.6 in.

Cargo: 22.4-63.6 cu.ft.

Tow: 3,500 lbs.

MPG: 21/27

MPG: 21.0 (tested)

Base Price: $56,195 (includes delivery)

Invoice: N.A.

Major Options: Climate package (headlamp washers, heated rear seats, heated steering wheel), $750

Advanced package (HUD, Pilot Assist including smart cruise control and driver assistance, 360-view camera, 12v outlet in cargo area, advanced air cleaner), $2.050

Crystal white metallic paint, $695

Power tailgate, $200

Bowers & Wilkins premium audio, $3,200

4-corner air suspension, $1,800

21-inch 5-double-spoke black diamond alloy wheels, $1,000

Test vehicle: $65,990

Sources: Volvo, www.kbb.com

Photos: Mark Savage

hybrid, SUV/Truck Reviews

2022 Ford Maverick Lariat FWD

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Ford returns to the compact pickup market with a hybrid …

Finally, finally, finally the nation’s leading truck maker has returned to the compact pickup market as Ford introduces the Maverick pickup.

Oldtimers will recall the original Ford Maverick as an inexpensive compact car that did not distinguish itself, but this Maverick is gonna be great in the marketplace, just like Ford’s previous Ranger. The old Ranger, not the new mid-size pickup of the same name, used to clog up every high school parking lot in both rural and urban America.

Know why? It was affordable and useful, and by golly, it was a TRUCK. And that’s what young male buyers yearn for as they imagine themselves becoming men, starting a work life and well, just expressing their macho dudeness as they crank their country rock tunes.

Maverick’s looks are less macho than all the bulky mid-size and full-size pickups that look prepared to trounce some demon in a Marvel action movie. Maverick is handsome and understated, not that there’s anything wrong with that.

It’s also highly affordable throughout its three trim levels, and there’s definitely nothing wrong with that.

The base front-drive XL starts at $21,490, including delivery. The mid-level XLT lists at $23,855 and the tested Lariat model begins at $26,985. OMG that’s cheap in today’s truck world. Add $3,305 to any model if you prefer 4-wheel-drive, which most folks do these days. However, you’ll also need to upgrade to Ford’s 2.0-liter turbo I4 engine ($1,085) in order to add 4WD.

Still, even this well-equipped Alto Blue Metallic (dark metallic blue that’s $390 extra) checked in at just $29,340. That after adding a sunroof ($795), Ford’s Co-Pilot 360 safety equipment ($540), a spray-in bedliner (a must at $495) and floor mats ($135). All models are crewcabs.

What may surprise as much as the price it that each of these trims comes standard with a hybrid powertrain. That’s right, Ford’s 2.5-liter I4 is paired with a hybrid system to make this compact pickup a sipper of gas around town. The EPA rates it at 42 mpg highway and 33 mpg city. I got 31.8 in a mix of driving in cold, icy, and snowy weather.

Watch Mark’s video review: https://www.youtube.com/watch?v=dG2hTmpxMMk

Power is smooth and fairly quiet, but modest unless mashing the accelerator. Part of that can be attributed to its continuously variable transmission. If you need more power, that optional turbo I4, coupled with an 8-speed automatic, delivers 250 horses compared with the hybrid system’s 191 and scant 155 lb.-ft. of torque. Again, the hybrid is fine for normal driving conditions, the turbo is only needed if you plan to tow more.

That’s because the hybrid is rated to tow just 2,000 lbs. while properly equipped ($745 tow package) the turbo-powered Maverick will pull 4,000 lbs. Compare that with Hyundai’s new Santa Cruz, my Zoomie Vehicle of the Year, which can tow up to 5,000 lbs. Santa Cruz is Maverick’s main competition, being the only other compact pickup so far, although it is more stylish and tends toward the crossover end of the market for ride and roominess.

While AWD is extra, there are five drive modes adjusted via a knob on the console. Those include Eco, Normal, Sport, Slippery and Tow/Haul. Sport does boost acceleration some.

Handling is certainly fine with Maverick, which rides on the same chassis as the Ford Escape and Bronco Sport, both of which also are nimble. Steering effort is mild and turn-in for corners fairly precise, making it an easy vehicle on the road and in parking lots.

Ride is another thing. While Maverick is unibody construction, not body-on-frame as are most other trucks, the suspension is pretty firm here. That leads to more bounce and jiggle on our winter-ravaged Midwest roads. Maverick is pleasant on the highway, but on crumbling roads passengers will be shaken, not just stirred.

Braking is good as Maverick packs four-wheel disc brakes.

For the record, Maverick’s bed is 4.5 feet deep and the test unit had a spray-in bedliner. The lift-in height is just 30 inches and the tailgate folds down quickly, no easy-drop, or multiple function version here as on fancier pickups. But this is right-sized to haul lumber, bushes and yard waste. Even a couple bikes will fit in back.

Inside is right-sized too for four, or maybe five folks, if at least one is a child. The rear seats are roomy and there’s oodles of storage space under the rear seat whose bottom cushion folds up.

The test truck’s interior was simple but attractive with brown and dark blue faux leather seats. That blue matches the truck’s exterior. I also like the copper trim on the dash, air vents and door armrests, which are abbreviated and quite easy to use in pulling a door shut. The console is wisely a matte blue and brown so no reflections there on sunny days.

Snazzy copper-colored door pulls add some spiff inside.

Controls and screens are fine, the main gauges easy to see and read and the 8-inch infotainment screen seems even smaller, but was easy to read. The Lariat also has dual climate controls and push-button start, but no navigation system. Note that in an effort to keep costs down the base level features a key start (remember those?) and cloth seats.

Seats themselves are comfy enough here, but the front edge seems to have just a tad too much foam, so puts extra pressure on the legs, just behind the knees, of short drivers. Luckily the driver’s seat is powered, while the passenger’s is not. Yet still the front edge could not be lowered enough for this short driver’s long-ride comfort.

Seats also are not heated, nor is the steering wheel, even at this Lariat level. No wireless phone charger is standard here either.

Good news though, the step-in height is like a sedan or small crossover, so no running board is needed.

On the safety front the Maverick includes a pre-collision assist system, rear-view camera, remote keyless entry and with the $540 Co-Pilot 360 adds blind-spot and cross-traffic alerts, lane keeping alert and aid, driver alert and a full-size spare tire.

For off-road heroes there’s also an FX4 package available for $800. That adds 17-inch all-terrain tires, an upgraded cooling system and high-capacity radiator, hill descent control, a 6.5-inch instrument cluster, a hitch, special aluminum wheels, skid plates and exposed front tow hooks Note that you must upgrade to the turbo engine before adding FX4, adding roughly another grand.

There’s storage room below the rear seat.

The base XL of course is a basic low-content truck to keep the price just above $20,000, but the XLT adds 17-inch aluminum wheels, cruise control, a locking tailgate and power mirrors. The tested Lariat includes the XLT’s features and adds the power driver’s seat, push-button start and 18-inch wheels.

One final plus, the hybrid-powered Maverick features an 8-year, 100,000-mile warranty on that system, while the more powerful 2.0-liter turbo has a 5-year, 60,000-mile warranty.

If you want a pickup, but don’t Need a monster truck, or can’t Afford one, Maverick is a sweet new choice, finally.

FAST STATS: 2022 Ford Maverick Lariat FWD

Hits: Right-sized pickup with excellent handling and super MPG due to hybrid system. Comfy interior, low step-in height, lined bed, easy dash function, 5 drive modes, cool copper interior trim, dual climate controls, seats 4/5, power driver’s seat, and sunroof.

Misses: Just OK power, ride is bouncy at times, a bit too firm, front edge of seats is too high for short drivers’ legs, no heated seats or steering wheel, no wireless phone charger and no 4WD.

Made in: Hermosillo, Mexico

Engine: 2.5-liter I4 hybrid, 191 hp/155 torque

Transmission: CVT automatic

Weight: 3,674 lbs.

Wheelbase: 121.1 in.

Length: 199.7 in.

Payload: 1,500 lbs.

Tow: 2,000 lbs.

MPG: 42/33

MPG: 31.8 (tested)

Base Price: $26,985 (includes delivery)

Invoice: $26,475

Major Options:

Co-pilot 360, $540

Alto Blue paint, $390

Floor liner without carpet mats, $135

Power moon roof, $795

Spray-in bedliner, $495

Test vehicle: $29,340

Sources: Ford, www.kbb.com

Photos: Mark Savage