Category Archives: SUV/Truck Reviews

2023 Toyota Sequoia Platinum 4WD Hybrid

May 17, 2023 Mark Savage Leave a comment

Big Sequoia is improved, but has a couple Big issues …

Big, bold, beautiful?

It’s hard to argue beauty for any full-size SUV although the sparkling silver paint job on this motoring monster, the Toyota Sequoia, added some sparkle. But Sequoia, as its name implies, is big and the restyling for 2023 helps it fit into the attractive Toyota style mix, be it bold or just shapely.

Certainly this giant Platinum model that takes root mid-level in the Sequoia forest is much improved from its predecessor, yet has two major issues that might give one pause. More on those after this short commercial break!

Sequoia not only was restyled but a hybrid power system was added, something Toyota knows quite a bit about. And that leads to one of its substantial improvements, gas mileage. This 3.4-liter twin-turbo V6 coupled with a mild hybrid system that helps power the body-on-frame truck to 18 mph, is a powerhouse, while being more efficient.

How much so?

Well, I had managed just 16.7 mpg in the previous generation Sequoia in nearly all highway driving. Here I got 18 mpg in a mix of city and highway, and actually saw 20 mpg in a highway stint. The EPA rates the hybrid at 19 mpg city and 22 highway. I know that’s still pathetic, but for a nearly 6,000-pound truck those numbers represent quite an improvement.

Note too that this powerplant generates 437 horsepower and a whopping 583 pound-feet of torque. That makes acceleration easy and almost spunky from a stop, plus Sequoia will tow up to 9,310 pounds, no small number, and up 2,200 pounds from earlier models.

Handling is decent here too as the truck is easy to maneuver and keep in its lane on a highway. I had this in particularly windy weather and it was simple to control, only mildly affected by our typhoonish spring winds.

Notably the Sequoia features three rows of seats, the third row powering down via buttons under the power hatch or on panels just inside the rear doors and next to the second row seats so one can reach them without crawling in back. Those second row seats also spring forward with the pull of a handle to allow easy access to row three.

But, and like all things Sequoia it’s a Big but, knee room and foot space is precious in the third row, even though those seats will slide 6 inches to and fro. Yet there’s a bigger issue.

Here’s the issue, an awkward cargo area that takes work to flatten out for cargo.

The hybrid batteries and a new live axle rear suspension, creates enough rise under the rear floor that when lowered the third-row seats stick up about 6 inches higher than the small cargo deck behind them. Thus, no flat floor for carrying luggage, lumber, or bags of mulch or top soil.

Oh, Toyota has a fix, but it’s inelegant.

A shelf that can be fitted in several slotted positions helps level the entire cargo area, but the shelf is awkward to maneuver and has two flaps on the back intended to lay flush on the backs of the third-row seats. They do if those seats have been pulled all the way back, otherwise you find yourself fiddling with the levers under those seats after the shelf is in place. Frustrating!

Watch our video: (186) 2023 Toyota Sequoia Platinum 4WD Hybrid review by Mark Savage & Paul Daniel – YouTube

While whining, let me mention the other oversized problem, Sequoia’s vanity-cabinet-size rearview mirrors. These monsters seriously block side views as they extend out nearly a foot on either side of the cockpit, and that’s before a driver powers them out even further. This $290 option allows the mirrors to extend about 5 inches further, a useful feature when trailering, although Toyota includes a number of other trailering assists on Sequoia, such as Trailer Backup Guide and StraightPath Assist.

This is the monster mirror, NOT fully extended!

As a short driver I could barely see to the side at an intersection as the mirrors are so tall. I found myself boosting up with my legs to see over the mirrors. Dangerous for me, but a 6-foot something driver may be fine, especially if they have a long torso. For parking purposes the mirrors will power fold flat against the truck’s side.

But let’s return to the other improvements.

Gone is the old 6-speed automatic, replaced by a smooth 10-speed automatic tranny that helps create a bit of a luxury feel as it applies the power seamlessly. It also helps improve gas mileage.

Here you can see the power running boards unfurled, because the door is open.

The old truck had solid running boards, while this one adds power-retracting boards, a trend among high-priced SUVs. These cost $1,005. Why not just $1,000? That $5 seems petty on a luxury SUV. Note too that if this system ever fails you’ll likely need a step-ladder to climb aboard.

Standard now are heated and cooled front and second-row seats, plus a heated steering wheel. Wise move for a big luxury ute.

Here’s a look at the gray leather interior.

One should note that the Sequoia is based on the Tundra pickup platform, which is also used for the Lexus LX 600 SUV. Like all those it has multiple drive modes, with Comfort being the setting you’ll want 90% of the time. But Eco, Normal, Sport and Sport+ are here too. I laugh at the Sport settings for monster trucks, but they are here if you choose to use them.

There’s also a Crawl Control feature to alloy off-roaders to engage when navigating rocks and rough terrain. Think of it as off-road cruise control.

Additionally the test truck added a load-leveling rear air suspension for $1,045. That will help when towing, but ride while fairly well damped is bouncy as with most pickups and large SUVs. So hit a large crater and the Sequoia sucks it up pretty well, but over uneven roads there’s bounce like in a baby buggy.

That’s a big info screen, some might say too big.

I probably should have mentioned that AWD came on the tester at about a $3,000 premium. You wouldn’t be off-roading without it.

Sequoia’s interior has been modernized, meaning the tiny info screen has been replaced by a 14-inch mega-screen. That seems a bit much, but the good news, it’s an easy to use touchscreen, so no awkward touchpad on the console. Plus Toyota delivers a large volume knob and the big screen shows the 360-camera images in fine detail.

Because a $499 dash cam was added here the screen switches to a front view every time the vehicle stops, which seems unnecessary. I can plainly see out the front. It would have helped if the camera looked to the sides to make up for those blasted protruding side mirrors.

The dash also is button happy with a plethora of toggles and buttons for everything from climate controls to the heated and cooled seats (I like that), plus copious trailering and ride height adjustments. By my count there are 11 buttons on the dash left of the steering wheel, 12 toggles on the stack and 11 more buttons below the toggles. A few more buttons grace the thick leather steering wheel’s hub too.

Another new addition, a wireless charger in the console’s front is welcome. The console itself being trimmed in black gloss finish is often very reflective. The cupholders include a cover and the giant storage box/armrest between the front seats offers multiple layers for storage.

Sunroofs? Yes, there are two and they are big too.

Overhead are giant sunroofs, one occasionally generated mild wind noise. Inside, the black leather seats are fairly flat and along with the doors and dash include blue trim piping. The test truck also added a 10-inch color HUD for $600.

Standard, as it seems on all Toyotas now, is its fine suite of safety equipment, everything from smart cruise control to pre-collision warnings and pedestrian detection. Excellent!

A look at pricing shows the Sequoia jumped $8,000 from the earlier models, maybe a bit more than one might expect despite all the improvements made for 2023. Still, large SUVs are now mostly in the $60,000 to $100,000 range and the base Sequoia SR5 with rear-drive and just an 8-inch info screen starts at $59,960. A Limited starts at $69,300 and adds more features while the tested Platinum lists at $75,560 with 4WD. A rear-drive model is $3,000 cheaper.

A TRD Pro model is sportier and equipped more for off-roading with 4WD standard as is a roof rack to carry your kayaks, etc. It lists at $77,660.

The top-end Capstone model starts at $79,895, which is almost where the test truck settled, at $79,379. A quick check online shows a monthly loan payment of $1,297 with $8,000 down, no trade-in and a loan rate of 3.19%.

That was nearly my mortgage payment for 20 year, and for that I got a shower and kitchen sink. Don’t fret though, this powerful Sequoia will easily pull a trailer big enough to include both.

FAST STATS: 2023 Toyota Sequoia Platinum 4WD (Hybrid)

Hits: Massive truck with three-row seating, improved gas mileage with hybrid, excellent power and AWD. Huge info screen, heated wheel and heat/cool front and rear seats, 360-degree camera, big sunroof, wireless charging, power running boards, hatch and power-down third row seats. Excellent towing power and acceleration, decent handling and good safety systems.

Misses: Massive mirrors seriously block side views, cargo area not flat initially with third row seats down, awkward panel adjustment to help remedy that, bouncy truck ride, uncomfy third row, a lot of dash buttons and toggles, and if power running boards ever fail you’ll need a stepladder to climb aboard.

Made in: San Antonio, Texas

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

Transmission: 10-speed automatic

Weight: 5,855 lbs.

Wheelbase: 122 in.

Length: 208.1 in.

Tow: 9,310 lbs.

MPG: 19/22

MPG: 18.0 (tested)

Base Price: $75,495 (includes delivery)

Invoice: $68,903

Major Options:

10-in. color HUD display, $600

Power extending mirrors w/convex spotter mirror and light, $290

Load-leveling rear air suspension, $1,045

Power running boards, $1,005

Dash cam, $499

Ball mount, $87

Carpeted floor/cargo mats, $358

Test vehicle: $79,379

Sources: Toyota, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2023 Nissan Pathfinder Platinum 4WD

May 3, 2023 Mark Savage Leave a comment

Pathfinder a calm, quiet, smooth performer …

The Bath County Courthouse (Va.) provides Pathfinder’s backdrop.

Somewhere along the Skyline Drive overlooking Shenandoah National Park in Virginia the calm, quiet, and smooth performance of Nissan’s 3-row Pathfinder settled in.

We had driven through unplanted flat Midwestern farm fields and mountainous West Virginia only to settle for a week in Harrisonburg, Virginia. We were on a mission to donate a family heirloom quilt to the beautifully curated Virginia Quilt Museum located in that Shenandoah Valley city. Ironically, it’s also where the quilt was assembled by my wife’s 1840-era ancestors.

Pathfinder is a premium standard size SUV that smartly starts at family-affordable prices. This being the Platinum model, it slots in atop the lineup, which helps explain our traveling trio’s comfort.

First, the tester substituted captain’s chairs ($550 extra) for the second-row bench, making this capable of hauling seven instead of eight. That’s a tradeoff we could afford as we only needed three seats and oodles of luggage room. Pathfinder delivered.

If you need to haul folks in row three the Nissan touts EZ Flex seats, which means you press a button on the lower side or upper back of either row two seat and they fold and slide forward for easy row three access. A bar below the seat cushions allows a row two rider to scooch forward some to grant their siblings in back decent foot and knee room, better than many three-row SUVs, although Toyota’s upcoming Grand Highlander promises room for row three adults.

The Platinum Pathfinder also touts quilted semi-aniline leather seats for long-haul comfort. These were a soft gunmetal gray with chocolate trim that looked as luxurious as they felt. Seats are relatively flat too, which is particularly nice for a long drive. Everyone praised Pathfinder’s comfort level, and its quiet interior, except when the giant twin dual-pane sunroofs were uncovered, not opened. Retract the sunshade and a fair amount of additional wind noise enters the cabin.

That may have been due to the roof rails with crossbars on the roof. That adds $390 and would be needed if the third-row seats were occupied on a multi-state drive that required copious amounts of luggage to tag along.

Watch our video: (160) 2023 Nissan Pathfinder Platinum Edition Review by Mark Savage – YouTube

The Platinum model includes heated and cooled front seats and a heated steering wheel, much needed when we departed chilly Milwaukee. But the cooled seats aided comfort in 80-degree Virginia. The captain’s chair package included heat for the second row seats, plus they had armrests and a big removable console between the seats. Take that out and third row folks have more freedom to roam about the cabin.

Praise too that Nissan loves flat-bottom steering wheels that not only look sportier than round wheels, but free up a bit more legroom for entering and exiting. That said, a 5-5 driver such as myself found the power tilt/telescope steering wheel an advantage too when exiting. With power seat memory functions here I could zip that wheel up and away as I climbed out, but the memory function put it right back where I liked it to drive, once the ignition was engaged.

Standard too are an easy-to-use 9-inch infotainment screen (up from 8 in the lower trims), a WiFi hotspot, 360-degree camera, Nissan Connect Services via Sirius XM, and wireless Apple Car Play, but not wireless Android Auto. That’s a bit odd. There’s also an impressive Bose premium stereo with dual subwoofers.

The Platinum model also adds a 12.3-inch digital driver instrument cluster, wireless phone charger, the driver seat memory and power tilt/telescope steering wheel, plus a large HUD that is handy when traveling through rural areas where small towns strategically and suddenly drop the speed limit by 20 mph. Could help prevent a ticket. Sorry rural po-po!

As for drivability, well, Pathfinder is solid and steady and offers plenty of power with its stout 3.5-liter V6 that delivers 284 horsepower. Even climbing the steep Appalachians there was plenty of oomph, although the silky smooth 9-speed automatic did downshift to make better use of the engine’s torque. Note too that there’s a bit of a lag when pressing the accelerator, so it helps to anticipate the need for speed.

While we didn’t need any off-roading or snow-related drive modes, Nissan offers seven. Automatic did it for us, but there is Snow, Eco, Sand, Mud/Rut, Gravel, and Sport, which emphasizes power and firms steering effort some.

That’s the New River Bridge (W. Va) behind Pathfinder, an excellent family vehicle.

But I found the moderately responsive steering to be dead-on when highway driving, or maneuvering through mountain switchbacks. Pathfinder is easy to keep within its lanes, but in case you want help with that there’s smart cruise control that engages Nissan’s semi-autonomous driving system that buzzes and vibrates the wheel as the car approaches a lane marker. It was a bit oversensitive, but worked well.

I do wish the system could be switched off at times and just cruise control engaged, but the two are permanently linked.

Second and third row seats fold flat for extra cargo hauling.

This model includes AWD in case you do head off-road or live in a sloppy climate. And the Nissan Safety Shield suite includes every detector, assist, and warning system you’d expect today. All good!

Ride was mostly pleasant and controlled, but I noted as we hit Indiana, Illinois, and Wisconsin roads that it could be pretty firm. That was something I noted in my last Pathfinder review too. The ride isn’t’ harsh, but a little more cushion on sharp pavement bumps and pot holes would maximize Midwestern drivers’ comfort.

With three passengers and a load of luggage the ride seemed much more compliant than with just one or two aboard and no luggage in the big cargo area (45 cubic feet with row three down). An aside here, the thick rubber cargo cover mat ($345 extra) and seat-back protection system would be super for keeping the trunk clean when hauling gardening supplies, etc. However, they are hard to slide heavy suitcases on, especially the transition over the third-row seat folds.

Cargo mats are nice, normally, but hard to slide suitcases over.

One other niggling issue, the fuel filler door doesn’t pop open once pushed, as most do. It is unlatched once you press it, but one must pry it open with your fingers at that point. Could just be an issue on this one test vehicle after a bevy of journalists have slapped that door shut.

Pathfinder will tow 6,000 pounds too, so trailering is simple, but of course will cut gas mileage, which I found impressive for this size SUV. I managed 22 to 26.2 mpg, the better coming in the flatlands, while the lesser was during heavy-duty mountain driving. The EPA rates Pathfinder at 20 mpg city and 25 highway. One hopes a hybrid will be offered soon to further improve those numbers.

Pricing is pretty standard for this segment, so similar to that of Toyota’s Highlander, the Kia Telluride, Hyundai Palisade, Ford Explorer, Mazda CX-9 and Subaru Ascent.

The base Pathfinder goes for $36,295 in front-drive mode. Add $1,900 for AWD, and there is a new Rock Creek version that includes AWD and is aimed more at the off-road market. It starts at $44,355.

There are several other useful trims before the tested Platinum model that lists at $51,405 with delivery. With its added extras this one hit $54,785, right in the mid-section of the standard SUV market transaction price range.

Note this one added $790 for its Baja Storm (metallic tan) paint scheme. Some liked it, others not so much. I did notice though that the two-tone paint (roof is black) was $440 higher than on a similar Pathfinder I’d driven just a year before. That’s a pretty big bump.

If you can find a mid-level trim that suits your needs Pathfinder is a handsome, quiet road master the family can cruise cross-country in.

FAST STATS: 2023 Nissan Pathfinder Platinum 4WD

Hits: Roomy 3-row interior, stout power, 7 drive modes, AWD, flat-bottom steering wheel, complete standard safety equipment plus heated/cooled front seats, heated steering wheel, heated second row seats, dual-pane sunroof. Big instrument display, HUD, and easy-to-use info screen, EZ Flex second row seats, storage under cargo floor, power tilt/telescope wheel, along with quiet, stylish interior.

Misses: Firm ride, some accelerator hesitation, smart cruise engages semi-autonomous driving feature which can’t be disengaged while in cruise mode, fuel door doesn’t pop open easily.

Made in: Smyrna, Tenn.

Engine: 3.5-liter V6, 284 hp / 259 torque

Transmission: 9-speed automatic

Weight: 4,672 lbs.

Wheelbase: 114.2 in.

Length: 197.7 in.

Cargo: 16.6/45/80.5 cu.ft.

Tow: 6,000 lbs.

MPG: 20/25

MPG: 22-26.2 (tested)

Base Price: $51,405 (includes delivery)

Invoice: $50,022

Major Options:

Captain chair pkg. (heated 2^nd row captain’s chairs w/removable console), $550

Cross bars, $390

Carpeted floor mats, captain’s chairs, $255

Cargo pkg. (cargo protector mat, net, cargo dividers, console net, first aid kit), $345

Lighting pkg. (illuminated kick plates, welcome lighting), $945

2-tone paint, $790

LED fog lamps, $345

Test vehicle: $54,785

Sources: Nissan, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2023 Range Rover Sport SE

April 26, 2023 Mark Savage 4 Comments

Sport is strong on power and price, weak on practicality ….

Driving a Range Rover Sport feels a bit like embarking on a world cruise.

Rovers are designed and built in England. Yet Rover is owned by the Indian firm Tata. And the tested Sport SE was bathed in Giola Green. For the uninitiated Giola is a natural sea lagoon in Greece, filled with distinctive blue-green sea water. That color is striking on the Rover and happily only adds $710 to the SUV’s impressive bottom line.

Which is?

The tested Sport’s sticker was $90,245. For those of us who paid a bit less for our house, it’s hard to wrap our heads around any vehicle costing this much. Those monthly payments! I know what my mortgage was, and that was spread over 30 years.

Yet luxury and performance (both found in abundance here) come at a price that’s to be expected.

Beautiful color here, Giola Green, that seems exotic and luxurious too!

For 2023 Rover mildly tweaked the Sport’s styling so you’ll not really notice much difference from previous models. It’s still handsomely tailored, but may appear somewhat more streamlined as it’s now 2.5 inches longer than its predecessor and features retractable flush door handles (a trend popularized by Tesla) along with thinner headlights. This one also added a black roof for a measly $1,000.

Oh, this truck looks like money!

Performance throbs from a 3.0-liter 6-cylinder engine that is both supercharged and turbocharged. No turbo lag here as I’d witnessed in earlier Rovers without the supercharging. No, just mash the accelerator and 355 horses thrashing out 369 pound-feet of torque rush the Rover up to highway speeds as quickly as an all-pro safety closing on a rookie wide receiver with a bum knee.

For the record, Rover says top speed is 140 mph and Car and Driver testing puts 0-60 mph at 5.7 seconds. Hey, even with that power it takes a bit to motivate a nearly 5,400-pound beast.

Yet, an 8-speed automatic (made in Germany) mates with that engine and Rover’s all-wheel-drive system seamlessly and while there’s power, the interior is symphony hall quiet. That’s pretty amazing for a truck riding on massive 22-inch Michelin tires wrapped around $1,550 Diamond-Turned wheels with satin gray contrasts. Often such tires hum like a possessed 3-year-old.

Ah, and this tester added a full-size spare and fancy wheel for another $500 so if you’re mudding and pop a tread you’ll be able to continue your off-road safari. Note too that you can ford a stream or pond that’s 35.4 inches deep as the Rover is an expert at wading. Ground clearance is 8.5 inches normally, but can be adjusted to 11 inches for off-roading.

One should note that handling is fairly responsive, but with a slight bit of play in the wheel. But that will be fine once off-road where you don’t want the steering snapping too quickly on you as you crest a knobby ridge. And this Rover, like all others, is prepared to go off-road at any opportunity with its Terrain Response 2 system. There are six modes such as mud/ruts and snow so there are plenty of buttons to select virtually everything here, explaining the cost.

Low-traction launch and a hill descent feature also are standard and there’s a rear air suspension too. Ride is absolutely sublime for a big heavy truck.

One may also want to consider adding optional all-wheel steering. That allows the rear wheels to turn 7.3 degrees in the direction of the front wheels to improve handling and increase stability.

For the power hungry another option is a 4.4-liter twin-turbo V8 with 523 horsepower. That’ll cost you $122,975 because it only comes in the top-end Sport P530 First Edition.

That V8 is rated at 16 mpg city and 21 mpg highway while this version’s spunky 6-cylinder is rated 19 and 26. I got 20.7 mpg mostly around town.

Inside the high-rider (it’s a stretch to climb aboard) is a premium soft Windsor leather interior that smells like it’s fresh off the steer. This one was a gun metal gray and the trim was a smoked chrome that is highly reflective, but looks posh. Black veneer throughout adds another $410.

Seats are relatively flat and comfy with good hip support front and rear and the front seats offer three heat levels. Rear seats also are heated, but none of the seats, front or rear, are cooled. Rover also delivers a power tilt/telescope steering wheel, but it takes a $640 cold climate package to add a heated steering wheel, heated windshield, and heated washer jets for the windshield.

Luckily the heated wheel’s engagement button is easily found on the hub, along with a bevy of other buttons. Sadly the seat heat is controlled via the large info screen.

While I appreciate that Rover has gone away from the two giant info screens, the one that remains is still overwhelming to use and adjust while driving, too many choices with 16 icons on the home screen. For instance, just to turn on the seat heat one must first select Seats from among those 16 icons, then Seat Heat, then press a circle button to activate three heat choices and then press arrows to raise or lower the heat. Too much!

Put the seat heat settings on a console button and, boom, it’s done.

Overall the Rover’s interior is exquisitely quiet and the Sport now touts a giant sunroof to let in more light as you glide down the highway, another plus.

There are armrests on the front seats, but the driver’s feels confining.

Behind the second row seat is a good amount of storage space, 32 cubic feet, to be exact, and if you need more the rear seats quickly fold flat to roughly double cargo capacity.

As swell as this all is, there are a few niggling concerns. First, the driver’s door on the test ute did not always latch easily when pushed shut, requiring a second try, with increased effort, about half the time. Mysteriously there’s hidden storage under the cup holders too, not sure why, but a few have insinuated nefarious intent.

Look closely and you’ll see a door release in front of that big armrest. AWKWARD!

Add to that an oddly placed door release handle far forward on the door and blended into the armrest so it’s hard to even see. Despite being a short driver with the seat positioned fairly far forward that release required I slide forward and reach down to use it. Tall drivers with the seat well back will have an even longer awkward reach.

Rover’s three-memory seat functions are built in to the power seat position buttons on the doors. That’s easy to reach and see, but is an unusual way to set the memory functions.

And it remains hard to ignore the giant A-pillar/side mirror blind spot. Rover has tried to help that with a small vent-style window, but still the pillar and mirror are so big they partially block side views at 4-way stops and such.

Big sunroofs help bring light to the interior.

Finally, the power tilt/telescope wheel may be easy to adjust, but when in a comfortable driving position it can partially obscure the driver’s instrument pod. One might think designers would check that out with both tall and short drivers before settling on such a layout.

While some of these drawbacks might be tolerated in a low-cost, entry-level vehicle, they seem untenable at the Range Rover Sport’s $84,475 (including delivery) starting price. And remember, as previously stated, this crept up to $90,245.

There’s simply so much competition in this segment, much of it starting at $45,000 to $50,000, that the Rover’s plush ride, handsome looks and Grecian color scheme seem to come at quite a premium.

FAST STATS: 2023 Range Rover Sport SE

Hits: Muscular yet sophisticated looks, good power, nice handling, solid off-road ability (6 settings), giant sunroof, three-level seat heat and heated wheel, 3-memory seat settings, flat soft comfy leather seats, power tilt/telescope steering wheel and super quiet interior.

Misses: Big A-pillar/mirror blind spot, interior door release too far forward and camouflaged, big step up entry, driver’s door hard to latch, steering wheel partially obscures instrument pod, overwhelming info screen home page.

Made in: Solihull, England

Engine: 3.0-liter turbo/supercharged 6-cyl., 355 hp/369 torque

Transmission: 8-speed automatic

Weight: 5,387 lbs.

Wheelbase: 118 in.

Length: 194.7 in.

Cargo: 32-66 cu.ft.

MPG: 19/26

MPG: 20.7 (tested)

Base Price: $84,475 (includes delivery)

Invoice: $79,495

Major Options:

22-inch wheels, diamond turned w satin dark gray contrast, $1,550

Black roof, $1,000

Giota Green paint, $710

Cold climate pkg. (heated steering wheel, heated windshield, heated washer jets), $640

LED headlights w/signature DRL, $600

Full-size spare and wheel, $500

Black veneer trim, $410

Wi-Fi w/data plan, $360

Test vehicle: $90,245

Sources: Land Rover, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2023 Kia Telluride SX-Prestige X-Pro AWD

April 19, 2023 Mark Savage Leave a comment

Kia just keeps improving its luxurious, stylish SUV …

Even perfection can be improved upon, but often it’ll cost you.

In Covid-crushing 2020 I selected Kia’s magnificent new mid-size SUV, the Telluride, as my Zoomie Vehicle of the Year. The tested top-level SX AWD version hit roughly $44,000 at the time and was as near perfect as I could imagine.

Telluride was, and is, luxurious, comfortable, stylish and powerful, the perfect family hauler. While excelling at all that, a low $30 grand starting price made it more attractive than many of its long-time mid-size SUV counterparts. Even loaded it was economical and touted such a finely styled interior that many luxury utes were put to shame.

Now Kia has 10 Telluride trims (up from four) and the starting price has crept up to $37,255, including delivery, with AWD adding another $2,000. That’s not horrible, considering the average SUV now goes for $50 grand or more. But in expanding its trim levels Kia has decided to challenge the luxury utes on price in addition to features. Note too, the Telluride has been named to many Best Of lists, and is rated No. 1 in its segment by Kelly Blue Book. So my praise was not singular.

The new SX-Prestige X-Pro AWD (these names!) trim is now the top level Telluride and it has a price tag to match, starting at $54,350, with delivery. That’s entry-level luxury pricing even to the Logan Roys of this world.

But one must be cognizant that luxury sells and luxury pricing drives profits. Kia has adapted to the US auto market game well.

That’s not to say anything at all against the Telluride. It’s still near perfect as a family transport with its adjustable three rows of seating, its powerful 291-horsepower 3.8-liter V6 engine, its bevy of safety equipment and a ride that’ll make you question why anyone buys a bouncy truck-based SUV.

This is so well controlled and cushy that even the most delicate of your relatives will be impressed and ladle on the praise for you having “made it.”

Watch our video review: (130) 2023 Kia Telluride review by Mark Savage and Paul Daniel – YouTube

Handling too is fairly responsive for a large ute with a 114.2-inch wheelbase and nearly 200 inches in length. Usually these types of vehicles require more steering input to keep them centered in a lane. Not Telluride, which also touts an impressive 8.4 inches of ground clearance on this top-end model. Its lower level trims will just clear 8 inches.

This one and the X-Line trim are like so many utes aimed more at off-roading though. Seems the more you spend the more likely you are to rock crawl and scratch up your nice paint job among the brambles and mud fields. Not me!

So for instance this X-Pro loads on 18-inch all-terrain tires (a bit of road noise, but not bad), heavy-duty cooling, 500 more pounds of towing power, self-leveling rear suspension, a 110-volt inverter outlet, and 18-inch black alloy wheels, plus more muscular exterior styling cues.

Another superior dash layout and screen from Kia. Plus the seats are plush!

All fine and dandy, but for those of us who stay on the pavement it’s best to know that the Telluride has upgraded the interior some, although it was outstanding before. The infotainment screen grows to 12.3 inches from 10 and the instrument panel and info screen are joined as one slightly curved unit. That curve really seems to impress riders.

The standard Head-Up Display also grows from 8.5 inches to 10 inches.

Terracotta Nappa leather seats contrast nicely with the black dash and door trim.

All those screens are easy to see and read and the test truck’s Terracotta colored Nappa leather interior is gorgeous, costing just $295 extra. Seats are powered, heated and cooled, wide, and well-shaped while row two’s captain’s chairs are heated and cooled too. They also slide back and forth to allow reasonable legroom for rear passengers in row three. The Kia’s steering wheel also is heated.

Row three folds down to create a huge storage area if only four of you are traveling, but otherwise seven could ride in the Telluride. If you prefer seating for eight, that’s possible too with a second row bench seat.

Oodles of cargo room in Telluride with third row seats down.

Buttons under the power hatch allow quick fold-down of row two seats while row three must be lowered from inside the vehicle. That should be reversed.

Dash and screen controls are simple and should be the pattern for other makes, if only they would follow Kia and Hyundai’s lead. Buttons are big and well labeled and toggles control the heated and cooled seats, no need to play with the info screen. That infotainment system can now be updated over the air too, and WiFi is now standard. Plus you can program your smartphone as a digital key, if you’d like, to fire up the Telluride.

The turn signals activate cameras to show you the lane’s beside and behind you on the dash to avoid blind-spot issues and there’s a wireless phone charger in the bin under the dash’s center stack.

Two sunroofs let in plenty of light and wisely the larger one is for the back rows!

Overhead are two sunroofs, one right over that third row seat to brighten the perspective of row three occupants who often are sentenced to a shadowy atmosphere.

Oh, and if you find your kids in row three not normally able to hear your parental instructions, well, Kia offers Driver Talk, which directs the driver’s voice into the fancy Harman-Kardon stereo speakers so they pipe up in back to enable easy conversation with wee ones or digitally engaged teens.

Like to ask Alexa questions? Well, that’s available here too. Telluride is Google Assistant capable.

Basically, you name it, the Telluride has it at this level. Plus the Kia comes with a 10-year, 100,000-mile powertrain warranty. And to address the elephant in the room, because this is push-button start is has anti-theft protection. So no worries there.

On the driving safety front all is standard here from smart cruise with Stop & Go, to parking collision avoidance when backing up, parking sensors front and rear, blind-spot warning, forward collision avoidance with cyclist detection, rear cross-traffic collision avoidance and safe exit assist so you won’t open a door into oncoming traffic.

Naturally AWD comes on this model, but it’s optional at all trim levels.

As equipped this Georgia-built X-Pro ended at $55,120 including an extra $495 for its Midnight Lake Blue paint job. I’d call it a blue-gray that is pleasant, but not an eye-catcher. Remember you can still get the LX model with front-wheel drive at the sub-$40,000 price mentioned above and there are nine models at price points below this luxury model.

Gas mileage remains decent for a mid-size SUV. I got 20.3 miles per gallon in about 70% highway driving while the EPA rates this at 18 mpg city and 24 mpg highway.

Near perfection? Yes, to be perfect the Telluride would offer a standard hybrid system to help boost gas mileage, or better yet, a plug-in hybrid model so those runs to the grocery store and to shuttle the kids to their school events would be mostly gas- and pollution-free.

Not sold? Well there are numerous competitors. Top of that list is likely the Hyundai Palisade, a sister vehicle to Telluride with similar features and performance. Other strong competitors include Nissan’s Pathfinder, Toyota’s Highlander, Honda’s Pilot and then the Subaru Ascent, VW Atlas and Chevy Traverse.

Drive and compare, Kia is pretty sure it knows which one you’ll choose!

FAST STATS: 2023 Kia Telluride SX-Prestige X-Pro AWD

Hits: Sharp looking SUV inside and out, good power, ride and handling, plus AWD and 5 drive modes. Loaded with Harman/Kardon stereo, super center stack/console design, big screens, heated steering wheel, heated/cooled front seats, heated/cooled second row seats, turn-signal activated cameras, power hatch, useful third row seats, wireless charger, solid safety suite.

Misses: No hybrid model yet and price now reaches entry-level luxury level.

Made in: West Point, Georgia

Engine: 3.8-liter V6, 291hp/262 torque

Transmission: 8-speed automatic

Weight: 4,522 lbs.

Wheelbase: 114.2 in.

Length: 196.9 in.

Cargo: 21, 46, 87 cu.ft.

Tow: 5,500 lbs.

MPG: 18/24

MPG: 20.3 (tested)

Base Price: $54,350 (includes delivery)

Invoice: $51,966

Major Options:

Carpeted floor mats, $210

Midnight Lake Blue paint, $495

Terracotta interior color package, $295

Test vehicle: $55,120

Sources: Kia, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2023 Lexus GX 460

February 15, 2023 Mark Savage Leave a comment

Big-nosed, 3-row SUV feels old school, but remains a fun drive …

I’m beginning to feel a smidge like Little Red Riding Hood when it comes to new car and truck designs. My, what big grilles you have!

Lexus’ full-size SUV, the GX 460 was one of the first to glom onto the giant schnoz styling and it doesn’t get any more handsome with age. Some folks like that big honker though as Lexus sells more than 25,000 GX models annually. So it makes sense Lexus is sticking with the look it launched for the 2010 model year. Yes, that big grille (slightly modified) has been around 13 years.

Even so, I was expecting a more updated version for 2023 after driving the improved LX 600 last summer. That’s the supersized version of the former Toyota Land Cruiser, while the GX is 8 inches shorter and 550 pounds lighter, a luxury version of Toyota’s 4Runner.

That means even though it has a third-row seat the legroom is miniscule back there, and the GX still has the dreaded touchpad on its console, but no wireless phone charger. Interior updates are needed.

To Lexus credit it did sharpen up the cabin a bit recently, adding the 10.3-inch touchscreen that makes that silly touchpad redundant, mostly.

Certainly the GX looks muscular still, and its interior feels luxurious even with its fake leather NuLuxe seats, part of the test model’s Black Line Special Edition package, which adds $4,735 to the sticker. Beyond the black leather-like seats and a 360-degree camera system, Black Line mainly is an appearance package, including the handsome dark metallic green (Nori Green Pearl). Blackline also adds special black alloy wheels, black window trim and open-pore black ash trim. Adding black crossbars to the roof rack, however, adds another $405.

Ironically too the test SUV replaced the presumably special Black Line wheels with $1,550 F Sport wheels. Not sure I’d spend that much extra to have an F Sport logo on the wheel cap, but it’s your money!

I know I’m sounding a bit cynical (some might say snotty) about the GX, but I actually enjoyed driving it.

First, it had running boards so us vertically challenged folks could easily climb aboard, plus there are plenty of grab handles for additional leverage.

Watch Mark’s video: Having fun reviewing the 23 Lexus GX 460 – YouTube

The giant 4.6-liter V8, a rare commodity these days, is strong and sounds like it means business while creating 301 horsepower and enough torque to help it pull 6,500 pounds of trailer and gear. Sadly it drinks gas like a teen snarfing pizza. I got 15.2 mpg in about 60% city driving while the EPA rates the GX at just 15 mpg city and 19 highway.

Lexus sticks with its massive grille and logo, a look it pioneered in an earlier GX.

By comparison, the larger and heavier LX 600 delivers 19 mpg city and 23 highway with its more efficient 3.5-liter turbo V6 that cranks 409 horsepower. Seems GX might benefit from that turbo powerplant.

The LX also touts a 10-speed automatic while the GX sticks with the older 6-speed.

Handling is quite nice for a big ute, with an easy feel and light touch. There’s play in the wheel to be sure, but GX is easy to handle on the highway and steady winds didn’t push it about too much.

Ride for this body-on-frame truck is trucky though, meaning there’s more than a bit of bounce especially on crumbling Midwest roadways. The good news is that the GX, like the 4Runner, is designed for serious off-roading, so its AWD system is capable of handling muck, mud, and ruts. Controls for that are mid center stack on the dash. Ground clearance is a respectable 8.1 inches.

The GX’s kinetic dynamic suspension is aimed at helping handle that off-road bump and thump too, but the live rear axle is better for slopping about than handling cracked and rutted city streets.

The black interior seems awfully dark and the black wood trim only adds to that. Only satin silver air vents, door pulls, steering wheel spokes and top of the shifter lightening the look. Maybe some brighter seat stitching would help, but then this was a Black Line, so black is the preferred color for this model.

Seats are comfortable and easy to adjust with heated and cooled front seats including three levels of each adjusted by dials on the console. The steering wheel also is heated with the button to the left of the wheel.

GX features plenty of buttons for the climate controls, plus toggles for temperature adjustment, and push buttons and tuning and volume knobs for the 9-speaker stereo system. The touchscreen itself is easy to use and adjust, but a bit smaller than most new vehicles now offer, yet 10 inches seems enough.

Second row seats are comfy and roomy too, but the third row is only for short hauls and wee ones. With the seats up the cargo room is quite small behind the third row, but fine with it folded, and that is done manually. Those rear seats are pretty heavy.

Over the front seat is a small sunroof, again, most are larger or come in pairs these days.

A plus though are the headlight washers. I haven’t seen these in ages, but if you’re going off-roading in your GX you’ll love being able to squirt the lights to clean off muck.

Not much legroom in row 3, maybe try a new Grand Highlander.

Toyota/Lexus also continues to make standard most of the safety equipment one might want or need. Here that includes a pre-collision system with pedestrian detection, blind-spot monitor and cross-traffic alert, smart cruise control, lane departure alert, parking assist, and smart high beams. There’s also a trailer sway control for those who plan to tow.

One thing the larger and pricier LX 600 offers is a power hatch. Not even a hatch on GX, just a split tailgate, meaning the glass will fold upward and the tailgate swings out like a door. The vehicle is so tall that anyone shorter than about 6 feet won’t be able to put groceries in the tail by just opening the glass. And the tailgate, as with other SUVs and pickups, is so large that you’ll need to be careful in parking lots with that open, but then loading is simple.

No hatch here, just a giant rear door that adds to the old school look and feel.

All that said, the GX is considerably less expensive than the bigger LX, starting at $57,575, with delivery. This was that base model, but with the Black Line package and a few other options to push it to $64,550.

A Premium trim GX starts at $58,910 and the Luxury model at $68,230. An LX can run $100 grand.

Competitors are many and include the likes of the GMC Yukon, Jeep Grand Cherokee (newly revamped for 2023), Genesis GV80, Lincoln Aviator (which gets much better gas mileage), Honda Pilot, Ford’s rough-riding Bronco, Infiniti’s Q50, and the recently tested here Volvo XC90.

For the record, a Toyota 4Runner 4WD SR5 starts at $41,855 with delivery and through 8 trim levels jumps up to $54,445 for the TRD Pro, so nearly the Lexus starting price.

FAST STATS: 2023 Lexus GX 460

Hits: Distinctive grille, V8 power, true off-road ability, easy handling for big truck, AWD, luxury old-school interior, touchscreen, 3-level heated/cooled front seats, heated wheel, comfy seats, sunroof, third-row seat, good safety equipment, and headlight washers.

Misses: Poor mpg, massive grille, moderate sunroof, bouncy truck ride, third row has little legroom, still had console touchpad but no wireless charger, and split rear tailgate opens like door, not hatch.

Made in: Japan

Engine: 4.6-liter V8, 301 hp/329 torque

Transmission: 6-speed automatic

Weight: 5,130 lbs.

Wheelbase: 109.8 in.

Length: 192.1 in.

Cargo: 11.6/46.7/64.7 cu.ft.

MPG: 15/19

MPG: 15.2 (tested)

Base Price: $57,575 (includes delivery)

Invoice: $52.987

Major Options:

Black Line Special Edition (18-in. split six-spoke black alloy wheels, open-poor black ash trim, Boulder gray NuLuxe seats, black window trim, black roof rails, and 360-view monitor), $4,735

Door edge guards, $155

Chrome exhaust tip, $130

Black Line crossbars, $405

F Sport 18-inch alloy wheels, $1,550

Test vehicle: $64,550

Sources: Lexus, www.kbb.com

Photos: Mark Savage

hybrid, SUV/Truck Reviews

2023 Jeep Wrangler Rubicon 4xe

January 25, 2023 Mark Savage Leave a comment

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

January 18, 2023 Mark Savage Leave a comment

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

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

January 4, 2023 Mark Savage 1 Comment

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

SUV/Truck Reviews

2023 Lexus RX 350 Limited

December 28, 2022 Mark Savage Leave a comment

Restyled RX 350 still fills luxury SUV prescription, but …

Luxury and utility are ubiquitous with the Lexus RX 350, otherwise known as the unofficial soccer mom car of suburbia.

This SUV that started out more as a tall wagon when introduced in the U.S. market in 1998 has been the best-selling luxury vehicle here for the past 10 years. Here’s why.

It is Toyota reliable, offers AWD for safety in sloppy weather, has a taller stance for better outward visibility, isn’t too tall to make access a problem, is quiet inside with a leathery interior, holds five comfortably, plus kid cargo under the power hatch, and has good power and ride. Oh, and for a luxury crossover it was reasonably priced.

One can now argue that last point, as the base front-drive RX 350 now tips the financial scales at $48,550 and the AWD model at $50,150. But those other points remain the same. Lexus, the luxury arm of Toyota, has not futzed with success much these past 25 years, other than the RX like an overwhelming majority of vehicles continues to grow larger. For 2023 the wheelbase stretches another 2.4 inches while for styling its tail overhang seems to have shrunk.

If anything, the styling might have stagnated a bit although the chrome roofline trim’s wave down toward the tail continues to add a bit of flair. The hood’s nose though now bulges more (Ram pickup inspiration?) as if its giant grille isn’t noticeable enough. Still, for practical purposes, the RX is just what the doctor ordered.

Handling is moderately easy and simple to control, the multi-link rear suspension provides a well-controlled ride and the new powerplant, a 2.4-liter I4 gives the crossover plenty of acceleration with 275 horsepower and 317 pound-feet of torque. The only downside to this new engine, which replaces the old reliable V6 that had powered the RX for ages, is its growly nature. Accelerate hard and the RX’s air of luxury dissipates in a grumble that sounds more mid-priced than $50+k. The V6 sounded smoother.

Of course the point is to cut vehicle weight with a 4-cylinder vs. the V6 and with an 8-speed automatic to help gas mileage. To that point, the EPA rates the RX 350 at 21 mpg city and 28 mpg highway. Sadly in 30-degree weather I managed just 20.0 mpg in about 60% city driving.

But I did have the AWD available for when things got a little slick. Soccer moms and dads appreciate that too.

Watch Mark’s review: 2023 Lexus RX 350 review by Mark Savage – YouTube

Naturally Lexus loads the RX with all the relevant safety equipment one expects today, known here as Lexus Safety System+ 3.0. That includes a pre-collision system with pedestrian detection, intersection support (arrows flash on the screen to show vehicles approaching from either side), motorcycle detection, smart cruise control with curve speed management, and lane departure alert and steering assist.

That raised bulge in the nose and hood seems a bit much to me.

Other techy items include a digital key, intuitive parking assist, rear cross-traffic alert with auto braking, a head-up display, advanced parking which is an automatic parallel parking system, and Traffic Jam Assist, sort of an autonomous driving mode to help a driver in slow stop-and-go situations where the car can creep along and stay in the lane by itself. Nice for commuters or folks who regularly drive on congested highways.

In theory it frees a little time for a parent to scold a child or work an app or two on a cell phone.

Inside, the driver and occupants will feel sufficiently coddled as the gorgeous dark metallic blue test SUV scored dark gray and brown leather and suede seats with black upper door and dash surfaces. There’s even some suede trim in the door panels. Trim is a satin chrome and the info screen and air vent trim is a gloss black, while the console top is flat black. Overall there’s a hushed tone to the interior.

The test SUV also included handsome Mark Levinson stereo speakers in the doors. That stereo happens to add $1,160 to the price tag, but then you do get 21 speakers and excellent sound quality.

Wisely too Lexus has abandoned that touchy and inconvenient touchpad on the console that was used for tuning the radio and other info screen functions. Now there’s a ginormous 14-inch touchscreen mid-dash to find nearly all driver-selected functions, plus the radio tuning. It works much better than that pad.

A big info screen has been added and the touchy console touchpad eliminated.

The screen seems overly large, yet for us oldsters, it may be just the ticket.

Seats are typical finely contoured Lexus models with power up front and heated/cooled front and rear seats too, plus a heated wheel, a must here among the frozen tundra. There’s also a wireless phone charger and oodles of USB plugs front and rear.

Rear seats get heating and cooling controls.

Those rear seats also will power down to boost cargo space, already a generous 29.6 cubic feet behind row two. The second row seats also can be powered to a slightly reclined angle. Head and legroom are spacious in row two, another reason this is a primo family hauler.

I like that the RX steering wheel is powered too, so it’s simple to tilt or telescope for driver comfort and there are three seat memory buttons on the dash’s left. The driver’s seat and steering wheel also power back and up for easier entry and access once the ignition is off.

A panoramic sunroof is standard and manual sun shades grace the rear side windows, all completing the inner bling for RX 350.

One glitch on this tested pre-production RX 350, an annoying false driver attention warning beep. This happened a LOT, often when I was turning the steering wheel and my arm would cross in front of the driver’s instrument pod, I suppose breaking the electronic beam that was watching my eyes. One hopes that will be less touchy on production models.

Rear seats are roomy and panoramic sunroofs let in oodles of light.

I also am not a fan of the heated and cooled seat controls being located on the digital touchscreen. I feel they belong on the console for easy access whereas the RX used that spot for the auto stop/start button, a hill descent feature, a parking brake, and another off-roading button. Those will rarely be used. In the screen’s defense, the heated/cooled seats and heated wheel controls have an automatic feature so one could set them and forget them, although I found that leading to an over-warm derriere and palm on occasion.

One other design concern as more vehicles move to push-button door releases, copying Tesla. That push button confuses a fair amount of passengers who are looking for a lever. Even after they push the button they’re not sure if the door is to open by itself (it does on the Genesis G90), or if they should push it, pull up on the button area or what. This style change is a solution in search of a problem.

Lots of room for kid gear under the power hatch!

All of which returns us to pricing. I mentioned the basics earlier, but the tested RX 350 Luxury AWD model starts at an even more robust $58,150, including delivery. Adding just the stereo brings it to $59,310 and there are certainly more options that could push it to $65k.

There are a variety of trims for the RX 350 including hybrid models for most, including the Luxury edition. All those hybrids get better gas mileage as regenerative braking and the hybrid system provides modest electric power for early acceleration. I’d opt for a hybrid even though their power is slightly less at 246 horses. Its mpg ratings are 37/34, so quite the bump over gas-only.

A top-line RX 450h F Sport also is available starting at $62,750 and touts 366 horses and a 406 torque rating. Ironically the more powerful 450h gets better fuel economy at 27/28 compared with the tested gas-only Luxury edition, again thanks to hybrid help.

No doubt the RX 350 is still a sound choice for a family luxury SUV that even Goldilocks would consider Just Right!

FAST STATS: 2023 Lexus RX 350 Limited

Hits: Quiet and attractive luxury interior, AWD, controlled ride, fine safety equipment. Huge touchscreen replaces awkward console touchpad, comfy seats are heated/cooled front and rear, heated wheel, panoramic sunroof, power tilt/telescope wheel, wireless charger, power down rear seats, good cargo space.

Misses: Annoying false driver attention warning beeps, growly engine on heavy acceleration, heated seats/wheel controlled on screen, too many functions on screen, less used functions are buttons on console, push-button door release confuses riders. Modest MPG.

I like the chrome trim’s swoosh style to the hatch.

Made in: Cambridge, Ontario

Engine: 2.4-liter turbo I4, 275 hp/317 torque

Transmission: 8-speed automatic

Weight: 4,155+ lbs.

Wheelbase: 112.2 in.

Length: 192.5 in.

Cargo: 29.6 – 46.2 cu.ft.

Tow: 3,500 lbs.

MPG: 21/28

MPG: 20.0 (tested)

Base Price: $58,150 (includes delivery)

Invoice: $54,445

Major Options:

Mark Levinson PurePlay Surround Sound w/21 speakers, $1,160

Test vehicle: $59,310

Sources: Lexus, www.kbb.com

Photos: Mark Savage

#lexus

SUV/Truck Reviews

2022 Ford Expedition Limited 4×4

December 7, 2022 Mark Savage Leave a comment

Expedition proves big is in for size, and price …

Remember when buying a large SUV didn’t cost as much as your first or second house?

Then again, your house didn’t have smart cruise control, a panoramic sunroof, a 360-degree camera, or even a fancy Bang & Olufsen stereo with 22 speakers. Heck, most of us used to be happy with a couple big boxy speakers and a receiver with bass and treble controls.

Well, times are changing fast and big is definitely viewed as both better and necessary by many vehicle buyers today, despite the increased cost of gasoline. To meet that demand Ford has refurbished its large Expedition SUV and like every other maker has slathered on so much luxury that it rides like a living room atop velvet wheels.

The tested Expedition Limited 4×4 added a whopping $13,960 worth of options to the full-size off-roader already gussied up in its mid-level trim that starts at $69,040, including delivery. So this handsome blue-gray, Blue Tinted Clearcoat ($395 extra), hit $83,000 on the nose. My second home was only slightly more and did come with a ½-acre lot. Hey, it was a few decades ago!

Beyond the size and cost, and note there are three trims costing more, plus an Expedition Max that’s nearly a foot longer, the Expedition is a pleasant highway cruiser. That’s because it’s loaded with luxury and seven drive modes allowing a driver to take it off road or at least splash through mud and slush with the ultimate authority.

I enjoyed the body-on-frame truck, and you would too on a long highway jaunt as the interior is quiet, the leather seats well cushioned and shaped, plus the handling easy, if vague. In fact, there’s barely any road feedback yet still the big brawler is easy to corral in a lane.

Oh, there’s body lean in a tight turn, but there’s no Sport in this Sport-Utility truck, outside of the Sport drive mode you can dial in to firm the wheel, but still it only feels heavier, not sportier or more responsive. Other modes include Normal, Eco, Mud/Rut, Sand, Slippery, and Tow/Haul. There’s also a Pro Trailer setting for easier backing up with a trailer, presumably hauling a high-powered cigarette boat.

Power is not a concern, despite the disappearance of Ford V8s. No, the twin-turbo V6 EcoBoost engine normally creates 325 horsepower and 470 pound-feet of torque. But the test unit added the $9,880 option package that includes both a huge panoramic power sunroof and to the power point, an upgraded 440-horse version of the same engine. It also included a sport-tuned suspension, black painted aluminum wheels and a bunch more (see the stat box).

Towing? Yes, it’ll pull 9,300 pounds.

Shifting comes from a silky smooth 10-speed automatic and despite the sport suspension the Expedition’s ride is boulevard premium. Think old Caddy, Lincoln, or Buick sedan in their hay day.

Inside the Expedition is lined with black leather featuring red stitching, part of the Stealth package, and includes a flat black textured trim on the dash and console that is particularly snazzy and avoids nasty glare that gloss black trim often reflects. Trim around the trim is a chrome look.

No way to avoid the gargantuan 15.5-inch info screen mid-dash. It’s a $795 option here, replacing a 12-inch screen, which likely would be sufficient. No problem seeing this as it’ll overwhelm your eyeballs. Several friends told me it would be way too much for them to constantly look at, and I agreed in that it’s so big you struggle to find some of the touchscreen icons, such as those for heated and cooled seats and the heated steering wheel. Those need to be buttons that are easy to find on the console.

Most of the info screen’s functioning was good, and there’s a large volume knob embedded in the screen, a nice touch. But you must wait a minute for the screen to reboot every time you start the truck. Bigger isn’t always better!

Expedition is a three-row vehicle and roomy for up to eight passengers if you go with the standard second row bench seat. This one had captain’s chairs in row two (both heated), so would only accommodate seven. Cargo room is modest behind that third row, but large once it’s lowered and huge with both rear rows down. Remember there’s a Max version with another foot of cargo room in back.

This is a big beast with a roomy cabin and third-row seat, powered of course!

Ford puts power buttons inside the power hatch for lowering both the second and third row split seats, which makes it flexible for hauling long items, but still packing four or five passengers aboard.

Speaking of power, there are power-adjustable pedals and a power tilt/telescope steering wheel too, and a wireless charger in the console. Power running boards also deploy whenever the vehicle is unlocked or a door opened, and then re-fold after all doors have been shut for several seconds, or the ignition is turned on. I still worry about how these will survive Wisconsin winters, but I’m assured they will.

Not a huge fan of the rotary shifter, but one gets used to it.

Ford makes sure all the usual safety equipment is here, from smart cruise to lane control devices. All work fine.

A few odds and ends. Ford continues with its rotary gear shift knob on the console, which I still find a bit awkward, but I’m sure it’s here to stay.

That Stealth package also adds black accents in addition to the wheels, the badging is black as are the mirror caps and the tires are giant 22-inchers, meaning they’ll cost a fortune to replace, but then this is an $83k vehicle, so one assumes cost is a minor concern to the buyer.

Running boards are powered to aid in climbing aboard, and the sunroof is huge!

Likewise, gas mileage is nothing special. I got 17.8 mpg and the EPA rates this at 16 mpg city and 22 highway. Currently no hybrid Expedition is offered.

A base Expedition XL with rear-wheel-drive lists at $51,080 with delivery and one can add 4WD for about $2,000. That’s not inexpensive, but IS roughly $30 grand less than the tested Limited.

If you want or need more fancy features there’s the King Ranch and Platinum versions, the Platinum listing at $77 grand and easily exceeding $87,000 with options. A new more off-road worthy Timberline edition with additional ground clearance, bigger tires and underbody protection also was new for 2022.

One could imagine Expedition feeling overpriced, but consider the Chevrolet and GMC competitors, the Tahoe/Yukon and Suburban are equally pricy and the new Jeep Grand Wagoneer can hit $100,000 or more. Less pricey models are the Nissan Armada and Toyota Sequoia, depending on trims.

FAST STATS: 2022 Ford Expedition Limited 4×4

Hits: Handsome truck with oodles of power and room. Good ride, big towing capacity, off-road capable, seats 7 or 8, comfy seats, heated and cooled front seats, heated second row, heated wheel, good safety equipment, panoramic sunroof, power running boards, 7 drive modes, wireless charger, power pedals, power tilt/telescope wheel, pro trailer feature.

Misses: Vague steering, feels huge, monster info screen feels overwhelming, heated seats and wheel handled via screen, rotary shift knob takes getting used to.

Made in: Louisville, Ky.

Engine: 3.5-liter Ecoboost V6, 375 hp/470 torque

Transmission: 10-speed automatic

Weight: 5,837 lbs.

Wheelbase: 122.5 in.

Length: 210 in.

Cargo: 20.9-104.6 cu.ft.

Tow: 9,300 lbs.

MPG: 16/22

MPG: 17.8 (tested)

Base Price: $69,040 (includes delivery)

Invoice: $67,356

Major Options: Blue-tinted clearcoat, $395

Group 304A (panoramic roof, 3.73 Axle Ratio, black exterior badging, reverse brake assist, red brake calipers, 360-degree split view camera w/F&R washer, dual exhaust, floor mats w/logo, Ford Co-Pilot360 assist 2.0, black mirror caps, P285/45R22 tires, active 2.0 park assist, 22 speakers, engine sound enhancement radio equipment, enhanced active noise control radio equipment, Bang & Olufsen audio, black roof rails, power running boards, Stealth Performance Edition pkg. including red stitching, sport-tuned suspension & black painted aluminum wheels and 440-hp engine upgrade), $9,880

Heavy-duty trailer tow pkg., $795

CCD w/sport-tuned suspension, $995

ControlTrac w/3.73 EDLS, $1,100

15.5-in. info screen, $795

Test vehicle: $83,000

Sources: Ford, www.kbb.com

Photos: Mark Savage

Savage On Wheels

Category Archives: SUV/Truck Reviews

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2023 Volvo XC90 Recharge AWD Ultimate: Bright Theme

2023 Lexus RX 350 Limited

2022 Ford Expedition Limited 4×4

Honest car reviews both big and small

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Honest car reviews both big and small