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2023 Genesis GV60 Performance

Electric crossover delivers power, luxury and looks …

Each new electric vehicle that hums sweetly into my driveway seems closer to what consumers ultimately will want and demand, some even exceed those desires in clever ways.

The smartly future-forward styled Genesis GV60 Performance, a top-end luxury electric crossover, is a prime exceeder. Two examples being the first-ever facial recognition system on a consumer vehicle, and further setting the pace for gadgetry supremacy is its rotating crystal sphere shifter. More on both in a sec.

But, and not to be a Debbie Downer here, range and price remain the biggest hurdles all electrics must overcome and here the GV60 gets close, but with its lower-cost Advanced model that features more range.

The tested Uyuni White ($575 extra) Performance version features just a 235-mile range, while its Advanced model touts a more substantial 280-mile range. Simple science, performance and power suck up range.

Let’s get at the specifics for the GV60, which I consider one of the best looking EVs to date. Its cousins, the Hyundai Ioniq5 and Kia EV6, are the others, each with a distinct style.

With the Performance moniker you expect rocket-like thrust, ego-stroking horsepower and miniscule 0 to 60 mph times. The GV60 Performance delivers.

Its twin 215-horsepower electric motors, one for the front wheels, one for the back, deliver 429 hp. (Not sure why it’s not 430!) But that is Not enough my friend. No, there’s a Boost button on the steering wheel to compete with Tesla’s Insane setting. The booster rocket button delivers another 54 hp for a total of 483 and a torque rating of 516.

Boost lasts for 10 seconds and trust me (see video) will push the AWD GV60 to 100+ mph in the short distance of an average highway entry ramp. Boost is a literal blast that can make even the most jaded auto writer laugh out loud.

Car and Driver reports a 3.7-second 0 to 60 time and a top speed of 151 mph, in case you’re late for a board meeting.

Watch Mark’s review video: Mark Savage review of the All Electric GV 60 Genesis – YouTube

Watch another on GV60 tech: Genesis GV60 EV tech – YouTube

While there are three drive modes, Eco, Comfort, and Sport, the Boost button overrides and will allow you to thumb your nose at the exotic or muscle car/truck at the stoplight next to you. Eco, by the way, does considerably help extend battery range as it puts more charge back in the pack under coasting and braking action.

Comfort softens the ride and is perfect for city driving as steering is easy and the long wheelbase and electronically controlled suspension here soften pot holes and create a lovely luxury ride. Sport naturally firms up the suspension and steering effort.

Those batteries add heft (GV weighs nearly 4,800 pounds) and lower the vehicle’s center of gravity to make it handle like a sport sedan and eliminate body roll in turns. Whether cruising the highway or rocking along our lunaresque city streets the GV60 feels calm and comforting.

Standard AWD provides strong traction and the 21-inch Michelin tires offer solid footing, including after a rain. Yet I must note that I did spin the tires a couple times after hitting the Boost button.

Getting into the GV60 is easy with a fob in your pocket, or you can use the Genesis smart key app, OR you can use its facial recognition system. Say what?

Yep, the driver’s side B-pillar has a facial recognition system built in. Once programmed you just stand by the car’s side and peer into the spot you can see on the pillar and it will unlock the car in a Jetson-like few seconds. So far, the crossover does not fold up into a briefcase.

Once inside the high-tech hijinks continue once you press the Start button. The fancy crystal sphere on the console that glows a light red will rotate the crystal side down and up pops the dimpled shifter knob to rotate to the appropriate gear setting. Press the button at its center and the GV60 returns to Park. That also happens if you simply turn off the vehicle. .

The crystal sphere rotates into a shifter ball!

The look inside is as clean and futuristic as most of us want, while still offering some familiar buttons.

That starts with the dash’s dual 1-piece screen that houses 12.3 inches of driver digital instrument panel and 12.3 inches of infotainment screen. Easy to see, certainly. Plus easy to use after just a day of driving. Below that is the climate control unit with toggles for temperature selection and buttons for directing the airflow from the wide air ducts just above and along the dash.

A wide dual screen makes viewing gauges and info easy and simple.

The usual cruise and computer control buttons are on the steering wheel hub and there’s a wireless charger in the console, just vertically insert the phone in front of the armrest. Simple, and if you forget the phone a friendly semi-human sounding voice will remind you it’s charging as you open the door to exit.

Seats are wonderful. The test unit featured a navy blue leather interior and dash with yellow stitching to create a sophisticated, yet youthful, look. Both front seats also are powered and the driver gets a four-way power lumbar adjustment along with power side bolsters for more lateral support. Long-legged drivers will appreciate that the lower cushion also will extend to support those daddy long legs.

This Navy Blue leather interior with yellow piping looks ritzy.

The front seats are heated and cooled and the rear seats heated. Genesis also adds a heated steering wheel, a must in our northern clime.

GV60 comes standard with nearly everything else you’d ever want, and some of which you might not care about. There’s a power tilt/telescope steering wheel, giant sunroof and power shade (but the roof, like in a Tesla, does not open), a Head-Up Display, and a fine Bang and Olufsen stereo. One misplaced roller button control, the volume for that stereo is at the center of the console between a couple other buttons. Generally these are on the steering wheel hub, an easier spot to find it while driving.

Need big power for 10 seconds, press this Boost button!

Safety features? Oh my, everything but mind controls for other drivers.

Standard are forward collision avoidance and assist, lane keeping assist and lane follow assist, blind-spot collision avoidance assist (including cameras that show your right- and left-side blind spots when the turn signals are engaged), a surround view monitor, rear cross-traffic collision avoidance and assist, smart cruise, Stop & Go, driver attention warning, high-beam assist, parking distance warning, parking collision avoidance and remote smart parking, if you trust your car to just pushing a button to park. I’m sure I’ve missed something, but you get it, as in you get everything currently known to mankind.

The electric plug-in charging is like all other electrics in that using your garage charger at the standard 120 volts is nearly useless. I plugged in overnight and got a 3% boost. You’ll want to install a 240-volt charger if you purchase an electric vehicle, including this one.

The hatch opens wide to swallow luggage or lumber, just fold down the rear seats.

The good news is that at a fast 800-volt charger the GV60 will go from 10 to 80% power in 18 minutes, says Genesis. It reports a 400-volt charger will take 73 minutes to do the same and with a 240 at your home it’ll go from 10% to fully charged in 7 hours.

Genesis also wants to encourage you to travel in the GV60, so it provides 3 years of free charging at Electrify America chargers spread across the country. Over time, and thanks to the federal infrastructure bill approved by Congress, there will be more chargers in place making longer distance travel easier to plan.

My minor complaint on charging is that the GV60’s plug is on the passenger’s side rear quarter panel. I’d prefer it on the driver’s side so it’s nearer a wall plug in a garage.

For the record, the test GV60 was made in South Korea, but future models are to be built at Hyundai’s Montgomery, Alabama, plant.

Pricing is the last bugaboo that electric must overcome and the GV60 gets it half right, sort of. Realizing this is a luxury vehicle with a quiet high-end interior loaded with features and a comfy ride befitting its luxury nature, the tested Performance model lists at $68,985, including delivery. Only the paint job was extra, for a suggested price of $69,560, and demand is high enough you’ll probably have to pay at least that.

Going with the Advanced model that includes a few less features and less power at “just” 314 horsepower yet still an amazing 416 pound-feet of torque, saves you $10 grand. It lists at $59,985, still not pocket change, but for a luxury make it’s in the ballpark.

Note that the Kia and Hyundai electrics mentioned earlier and riding on the same platform start at considerably less. Note too that none of these makes currently meet the new U.S. qualifications for a $7,500 tax break, although future models made in the U.S. may. Be sure to know before you buy.

FAST STATS: 2023 Genesis GV60 Performance

Hits: Future forward styling inside and out, good power + Boost button, easy handling, luxury ride and AWD. Clean stylish dash, big dual 1-piece screen, crystal sphere shifter, face recognition entry, heated/cooled and supportive front seats w/power side bolsters, heated rear seats, HUD, multiple drive mode, sunroof w/shade, solid safety systems, B&O stereo, power tilt/telescope and heated wheel. Wireless phone charger w/left behind alert.

Misses: Range limited to 235 miles, sunroof doesn’t open, plug-in is on passenger’s side rear quarter panel, radio volume roller is on console instead of steering wheel hub, costly.

Genesis headlight styling is clean and elegant!

Made in: So. Korea (future builds in Alabama)

Power: 2 160kW electric motors w/77/4 kWh battery, 429-483 hp/516 max. torque

Transmission: 1-speed reduction gear

Weight: 4,769 lbs.

Wheelbase: 114.2 in.

Length: 177.8 in.

Cargo: 29-54.7 cu.ft.

MPGe: 97/82

Base Price: $68,985 (includes delivery)

Invoice: $68,985

Major Option: Uyuni White paint, $575

Test vehicle: $69,560

Sources: Genesis, www.kbb.com

Photos: Mark Savage

2022 Volkswagen Tiguan SEL R-Line

VW’s handsome compact crossover an efficient high-value drive …

Volkswagen was once the automotive love child of my Boomer generation, but time changes things and VW has become one of the back markers in the U.S. auto market, although not worldwide.

Lately it has turned much of its attention to electric vehicles, the ID.4 crossover/SUV tested last December is a prime example. These are well thought out and executed vehicles, yet VW has not abandoned gas-only powered models just yet, in fact it revamped its popular compact crossover, the Tiguan for 2022.

What Tiguan has going for it is efficiency, handsome looks and handling that puts many other crossovers and small SUVs to shame. That, is a key feature that remains from the second gen 2018 Tiguan that I reviewed, and thank goodness.

Some crossovers still make do with lazy steering, but that’s not in VW’s DNA. This tester being the top-level SEL R-Line model with standard AWD (4 Motion VW calls it) was a blast to drive and I ran it around a variety of winding roads where it excelled.

Tires have grown from 18 to 20-inchers, these being Pirellis and they eagerly grip the road and combined with the AWD the light and nimble Tiguan feels downright sporty and stuck to the pavement.

Plenty of power here too with the returning 2.0-liter turbocharged I4 generating 184 horsepower and 221 pound-feet of torque. There is a slight hesitation when the aluminum-clad accelerator pedal is tromped, but after that little hiccup Tiguan jumps to highway speeds with ease.

Ride is mostly well controlled with an independent suspension at all corners, but it can get a bit choppy on particularly uneven Midwest secondary roads and city streets. Thankfully the cockpit is well insulated so not much road noise is transmitted to the interior, making it feel more refined than a few competitors.

VW also delivers a variety of drive modes to make Tiguan more useful in snow and muck. There are Snow, Off-Road Automatic and Off-Road Custom settings along with the more standard Eco, Normal, Sport and Custom modes all engaged via a dial and button combo on the console. The key to more fun motion is Sport because it pumps up the engine performance and shifts from the 8-speed Tiptronic automatic to give Tiguan a more aggressive launch.

The Off-Road modes can help when winter arrives or if pulling a light boat trailer or camper into a state park camp site or along a dirt road. Tiguan will pull up to 1,500 pounds.

New this year are outward tweaks including LED headlights and taillights along with a more refined nose that makes Tiguan appear tailored and svelte as opposed to the popular Thor-inspired musclebound look many crossovers and SUVs favor.

Inside VW added digital gauges in this refresh and the dash and screens are well laid out and easy to use, even while driving. Not all crossovers can make that claim.

The 10-inch touchscreen for info and radio is just the right size and two inches larger than in lower trim levels. Sadly the infotainment screen takes quite a while to engage when the vehicle is first started.

Below that screen are touchpad type climate controls where a driver slides a finger along the controls to raise or lower temperatures or fan speeds. I’m not a huge fan, but it worked fine, although not sure how great it would work in winter when a driver is wearing gloves.

Miraculously VW also sees fit to equip the SEL R-Line with heated and cooled front seats, a win for budget-minded crossover buyers in the northern climes where both can be needed within a week’s changeable weather.

A flat-bottom wheel is welcome in the new Tiguan.

Other interior pluses include a flat-bottom leather-wrapped steering wheel, a wireless charger under the center stack and a big sunroof with shade.

Seats? Well, that’s a derriere downside as these are quite hard, front and rear so that after about an hour’s drive your bum will start to ache, unless your tushie is more padded than mine. A younger, and fit, passenger agreed that these were among the hardest seats she had ridden in.

The driver’s seat is powered though, including a power lumbar to help provide lower back comfort and the second row seats are quite roomy, allowing for taller passengers to easily fit. Likewise the storage room behind row two seats is generous and there’s a power hatch in back for easy access. Rear seats fold down nearly flat and while there were manual release levers in the cargo area I could not get them to unlatch the rear seat backs.

Despite that flat-bottom wheel I also found tight knee space under the steering column so exiting the Tiguan required some care to not bang a knee. This is primarily a problem for shorter drivers as they, like me, will have the seat a little further forward for comfortable pedal pushing.

Outside the test crossover was a beautiful Atlantic Blue Metallic, a dark sparkling blue, while the interior was gray perforated leather for the seats, while lower trim levels offer cloth or a fake leather seats. The dash was black on top but the lower 2/3 was gray to match the seating. Same with the doors and trim, but a black and gray stripped insert that sort of looked like wood is used as door and dash trim.

This SEL model also packs a fine 480-watt Fender audio system.

VW includes a good selection of safety equipment including automatic emergency braking, blind-spot warning, lane assist (mild corrections) and smart cruise control among others.

Gas mileage is good for a compact crossover with an EPA rating of 21 mpg city and 28 mpg highway. I beat that with mostly highway driving that netted 30.8 mpg.

Pricing is a happy surprise too as the base front-drive Tiguan S with the smaller info screen and cloth interior lists at $27,785, including delivery.

There’s also an SE at $31,415, this trim adding the power hatch, dual-zone climate controls, fake leather seats, wireless charging, blind-spot warning, lane-keeping and smart cruise control, making it a preferred choice while still economical.

The SE R-Line Black model jumps up to $34,245 but adds the panoramic sunroof, front and rear parking sensors, 15-color ambient lighting and a leather-wrapped steering wheel. Adding AWD to any model except the tested SEL costs $1,500.

The tested SEL R-Line lists at $37,790 with delivery and this one added no options. The highest trim level includes a heated steering wheel, 360-degree camera, road sign recognition system, automatic high beams and a self-parking system, plus the items mentioned earlier.

Note too that the front-drive models come standard with a third row seat, but experience shows this is quite tight so only useful for small children and for short duration rides. No third row is available in the AWD models such as the tester.

Tiguan is certainly a high-value compact crossover that competes well with the market leaders such as Toyota’s RAV-4 and Honda’s CR-V. For ride and handling the other good choices are Mazda’s CX-5 and Subaru’s Forester, although they offer a bit less cargo room. The new Mazda CX-50, which is 5 inches longer than the CX-5, should be considered if increased interior space is vital.

FAST STATS: 2022 Volkswagen Tiguan SEL R-Line

Hits: Handsome styling, nimble handling, good power and AWD. Large easy to use screen, digital climate controls, heated/cooled front seats, various drive modes, big sunroof w/shade, wireless charger, power hatch.

Misses: Hard seats,tight knee space to steering column for short drivers, info screen slow to start, some acceleration hesitation and choppy ride on uneven roads.

Made in: Puebla, Mexico

Engine: 2.0-liter turbo I4, 184 horsepower/221 torque

Transmission: 8-speed Tiptronic automatic w/Sport

Weight: 3,856 lbs.

Length: 186.1 in.

Wheelbase: 109.9 in.

Cargo: 37.6-73.4 cu.ft.

Tow: 1,500 lbs.

MPG: 21/28

MPG:  30.8 (tested)

Base Price: $37,790 (includes delivery)

Invoice: $37,122

Major Options: None

Test vehicle: $37,790

Sources: Volkswagen, kbb.com

Photos: Mark Savage

2022 Volvo XC60 B6 AWD R-Design

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

2022 Hyundai Santa Fe XRT AWD

Mid-level XRT a stylish and primo family mover …

Reviewing the top-tier models, the crème de la crème that each manufacturer rolls into their press fleets is the norm for automotive reviewers. There’s no sympathy for this I know, but somebody must suffer to inform the masses.

That’s why this week’s mid-level Hyundai Santa Fe XRT AWD was as odd as a 60-degree day in December. Yet it was refreshing and something I would encourage.

The Santa Fe XRT is what “average” families drive, or possibly afford.

Today’s new cars now average nearly $40,000 and trucks and larger SUVs are into the $50,000+ range. And that was before pandemic-induced shortages pushed some vehicle prices even higher.

The XRT, aimed at younger and off-road imagining buyers, starts at $35,185 and the tester was just $35,380, adding only floor mats. Bingo!

At that this Santa Fe includes all-wheel-drive, an 8-inch touchscreen, adaptive cruise control, all the mainline safety features, and an impressive warranty. It’s also roomy enough for four to five adults and has so much cargo room it’s almost unfathomable that a buyer would ever need to use the roof rails up top.

It excels at value.

That starts with a sharp exterior with T-shaped lights up front and a light bar across the tail. Plus the XRT goes blacked-out sporty (sexy?) for trim. The tester was Portofino Gray, so nearly black, while the big grille is blacked out, the roof rails and side moldings the same and each side gets abbreviated running boards that are the perfect height for adults or kids to climb aboard, but not awkwardly large.

Guess what? The special XRT wheels also are black. The look is distinctive.

Watch Mark’s video review: https://youtu.be/gd4EFOe5eyo

XRT is all about appearances though, there’s no increase in power from Santa Fe’s base 2.5-liter I4. It delivers just 191 horsepower with a torque rating of 181. That’s sufficient for family travel, but will not stir your inner rally driver.

Acceleration is mild unless you turn the Drive Mode selector knob on the console to Sport. That both increases low-end power by adjusting shift points in the 8-speed automatic while also firming the steering. In Sport the engine growls more under heavy acceleration, which some may like, but it intrudes on the otherwise quiet interior.

Handling is good in all modes, but again, sportier in Sport. The Hyundai corners well and feels on the edge of sporty for handling among mid-size crossover/SUVs. Other drive modes are Comfort, Snow and Smart. I used Smart mostly because it adjusts to the driver’s inputs, helping acceleration a bit if you get on the gas harder for instance.

Ride is quite nice, well controlled even on our pock-marked Wisconsin roads and scaling uneven railroad tracks like some larger SUVs. Again, this model also tacked on AWD, normally a must in northern states like Wisconsin.

Santa Fe’s interior is stylish and among the best laid out among vehicles, no matter their price point.

XRT features a black cloth interior with super supportive seats that were much more comfortable than those in earlier versions of the Santa Fe. The material is soft and pleasant with a somewhat nubby pattern and the driver’s seat is powered with power lumbar adjustment. Front seats also offer three levels of heat, but even the low setting is pretty toasty.

An 8-inch touchscreen is easy to use and the climate controls arranged below are simple to read and use. A 10-inch screen is available in higher-end trims. Santa Fe also features a push-button transmission on the console. That takes some getting used to and I’d prefer a shift lever or knob that one can easily grab without looking at it, something buttons require.

The instrument cluster is clear and easy to comprehend while driving. It also changes its gauge faces to red if the Santa Fe is slipped into Sport mode.

One odd placement is the vertical phone charger. It’s easy to slide a phone into the console slot right next to the driver, but flat console chargers seem easier and are simpler to retrieve a ringing phone while driving.

The instrument panel does warn you if you are leaving the phone in the car once the ignition is off though. A gauge on the panel also tells the driver when the car in front is pulling away from a stoplight, in case your attention is diverted and you remain stationary.

Note too that because this is a mid-level trim there is no sunroof or heated steering wheel, something a Wisconsin driver might prefer.

Interior space is roomy as previously mentioned and there are two under-floor storage areas in the cargo compartment. Hyundai provides a power hatch too and power rear seat back releases inside the cargo area. Another plus, the manual side window sun screens for row two passengers.

Hyundai doesn’t scrimp on safety devices, even at this mid-level trim. In addition to adaptive cruise control there’s blind-spot warning, automatic emergency braking, lane keep assist and driver attention alert that knows if you’re nodding off or not looking forward regularly. Everything worked fine, but the lane departure chime is annoying. Preferable is the system simply nudging the vehicle back to the lane’s center, which it also does. No chime is needed, unless it satisfies a corporate lawyer or two.

Hyundai’s cool T-shaped headlights give the nose a unique look.

Another practical concern is gas mileage. The EPA rates this at 22 mpg city and 25 mpg highway. That’s about average for non-hybrid models, and Hyundai now offers a hybrid Santa Fe. I got roughly the middle of that rating at 22.6 mpg in about 60% highway driving with two folks usually aboard. The hybrid models are rated at 36 mpg city and 31 highway.

If even the XRT’s $35 grand pricing is too rich for your bank account, consider either of the two lower trim lines. The base SE with front-wheel drive lists at $28,395, and again, adding AWD is $1,700 extra for all but the top Calligraphy trim.

The SEL model that is better equipped than SE goes for $30,225, while power seekers will want the Limited or Calligraphy models, both with the turbocharged I4 that makes 277 horses. They also get better highway gas mileage at 28 mpg, but just 21 mpg city.

A FWD Limited lists at $40,185 and the Calligraphy at $43,885 and comes with AWD standard.

Icing on the cake? Standard is Hyundai’s 10-year, 100,000-mile powertrain warranty, plus it now includes free maintenance for 3 years and 30,000-miles, along with 5-year, 50,000-mile roadside assistance.

If a smaller crossover is what you prefer, Hyundai offers the fine newly restyled Tucson, while folks with larger families may find the Palisade SUV more to their liking.

FAST STATS: 2022 Hyundai Santa Fe XRT AWD

Hits: Sharp redesign, good ride and handling, plus AWD. XRT offers more aggressive look, plus cool T-shaped lights, a power hatch, clear button arrangement on center stack, nice visuals on instrument cluster, heated front seats, large cargo area w/underfloor storage, roomy interior, wireless charger, rear side window screens, power lower rear seats, and solid safety devices. Low running boards make for easy access.

Misses: Engine has mild power, growly under heavy acceleration. No sunroof or heated steering wheel, push button transmission takes some getting used to, lane departure chime is annoying.

Made in: Montgomery, Ala.

Engine: 2.5-liter I4, 191 hp/181 torque

Transmission: 8-speed automatic w/Shiftronic

Weight: 3,810 lbs.

Wheelbase: 108.9 in.

Length: 188.4 in.

Cargo: 36.4-72.1 cu.ft.

Tow: 2,000 lbs.

MPG: 22/25

MPG: 22.6 (tested)

Base Price: $35,185 (includes delivery)

Invoice: $33,624

Major Option: Carpeted floor mats, $195

Test vehicle: $35,380

Sources: Hyundai, www.kbb.com

Photos: Mark Savage

2021 VW ID.4 AWD Pro S

Electric VW well thought out, well-executed crossover …

Electric car haters might as well tune out right now as this review of Volkswagen’s new ID.4 all-electric crossover/SUV might melt your battery pack and explode your motherboard.

That’s because the ID.4 is an extremely well-thought-out and executed EV that most families would enjoy. Like other crossovers and SUVs, it is roomy inside, offers a comfortable ride, a quiet (electrics are quiet by nature) interior, and for us Wisconsinites, there’s AWD.

RELATED: Paul Daniel navigates the electric car madness.

This was the top-level ID.4 AWD Pro S model in Dusk Blue, a mid- to deep metallic blue conjoined with silver roof pillars and a black roof thanks to the $1,500 Gradient package.

ID.4 comes as either a rear-drive Pro or AWD Pro S model. The difference, other than AWD, is that there’s an electric motor front and rear for the Pro S and that gives the ID.4 295 horsepower and 339 lb.-ft. of torque. The rear-drive model has just 201 horsepower and milder torque.

Another difference, the RWD model has a 260-mile range while the AWD’s range is rated 250 miles, although in our 20- to 40-degree weather the most I got on a full charge was 235 miles.

Under hood is still crowded, but with an electric motor and supporting wares.

For the technically inclined this new VW, which is just slightly smaller than VW’s gas-powered Tiguan, uses two 82 kW lithium ion battery packs with 288 pouch style cells that ride in an extruded aluminum case in the floor for power. One electric motor powers the front wheels, another the rear. The batteries are charged via a plug-in charger that neatly stores under the cargo bay’s floor. A standard 120-volt outlet as in my garage slowly adds about 1 to 1.5 miles per hour of charge. A 240-volt charger reportedly more than doubles that.

Naturally there’s range anxiety if one were planning an inter-state trip in the ID.4, but VW has an answer for that, free charging at Electrify America charging stations of which there are about 2,550 nationwide with nearly 5,500 charging stalls. Many are located in Walmart lots and an app will help you find them. A fast charge from 5% up to 80% takes about 40 minutes, just long enough to sample a Slurpy with a side of Slim Jims.

Related video: Shhhhh! Mark Savage reviews the 2021 VW ID 4 AWD Pro S – YouTube

VW says ID will be its sub-brand for electric vehicles and the German carmaker is pushing to have half its sales be all-electric by 2030 with close to 100% by 2040. Much of that is pushed by stricter emission rules in Europe than in the U.S.

ID.4 competes with the likes of Ford’s new Mustang Mach-E, although the VW is more family friendly whereas the Mustang is more performance oriented, not surprising considering its name.

The VW features better ride than Mach-E despite a considerably shorter 108.9-inch wheelbase. Handling is good, but only sporty in the Sport drive mode, one of five. Acceleration is smooth and quiet (some electric whine, naturally), but not rocket ship fast, just quick.

VW claims a 0-60 mph start of 5.4 seconds with the AWD and 7.6 seconds with the rear-drive model. Then again, this is a family crossover/SUV, so you’re likely not planning any dragstrip action. Let’s be honest, most Mach-E drivers aren’t either.

Check out the electronic fuel filler, just where a gas tank door might be located.

For the record the EPA rates the VW at 98 MPGe city, 88 highway. The big info screen readout told me I was getting about 2.5 miles per kWh. So 10 hours of charging should net me about 25 miles of charge. Cruising on the highway I saw the figure hit 2.7 kWh.

A closeup of the electric outlet’s plug.

The key for moms and dads is that the ID.4 is a useful crossover that easily caries four or five adults while offering oodles of storage room behind the second row seats. There’s a power hatch and under-floor storage there too.

VW’s interior is comfy and looks more Star Wars than Saved by the Bell, meaning digital to the max. With a few exceptions it’s quite functional.

First, there’s a small driver’s instrument pod with speedometer and battery mileage readout attached to the manual tilt/telescope steering wheel column. So adjusting the wheel never blocks a driver’s vision of the pod. Bravo!

VW’s instrument pod is delightfully simple.

The other centrally mounted info screen controls virtually everything else and is a bit more than 12 inches. A 10-incher comes on the RWD model. Once you play with it a bit you’ll understand its levels, but there are a few fixes needed. First, there’s no dedicated radio button so you must access it by punching a square button on the left that apparently is Home. Beyond climate controls a radio is the second most used item, so requires a dedicated icon below the screen.

That’s where the climate controls are accessed, but sadly that includes the heated seats and steering wheel. Those should be on the console or steering wheel for easier access. That’s especially important because only the driver’s heated seat setting is remembered once the vehicle’s ignition is switched off. The heated wheel should be recalled too. A friend who adores VW agreed and also noted that the touchscreen was somewhat slow to respond to input too, resulting in double-punching some screen icons.

This odd little knob turns to engage the gears!

Another item that takes some getting used to, but becomes normal within a week’s drive, is the gear-shift selector, a knob attached to the right side of the instrument pod binnacle or hood. Rotate it forward for Drive and back for Reverse. Park requires pushing the end of the knob. Note too that rotating the knob forward twice shifts drive mode into one that allows more aggressive regenerative braking when the vehicle is coasting. Normally the ID.4 coasts like a standard car, but in this B mode the electric motor braking engages more aggressively to boost battery charge and you’ll find yourself using less brake pedal.

The upside of the shifter locations is that this allows for a wide-open console with oodles of storage space and a roll-top storage bin that includes the wireless phone charger. It’s easy to get at and to see, if you leave the bin opened.

The interior is two-toned and extremely elegant.

My test vehicle featured a brown leather dash top and door trim along with perforated black leatherette seats and satin chrome dash trim and door releases and side air vents. Trim on the screens, arm rests and console were piano gloss black. Front seats also come with captain’s chairs armrests that fold back.

Overhead is an absolutely massive panoramic sunroof and shade. The roof is fixed, so does not retract.

Here’s a good view of the simple, stylish dash and instrument pod.

Seating is well shaped and comfy with powered front seats, plus VW wisely goes with a flat-bottom steering wheel to create more knee room when entering and exiting the crossover. I should note that the ID.4 climate system heats extremely quickly too, a big plus in winter and ironic considering the bad ol’ days of the original Beetle’s horrible heater.

On a practical note, the plug-in port for the charger is located on the rear passenger’s side, much as you’d find with a standard fuel-filler door. That will work for some folks, but if your garage’s electrical sockets are on a driver’s side wall or front of the garage, as are mine, this requires you to back the ID.4 in for a charge. Not optimal, and all other EVs I’ve driven had their port in the nose or just in front of the driver’s door, both seem better locations.

That power rear hatch opens wide for cargo.

Pricing? First, remember there’s a $7,500 government tax incentive on most electric vehicles. Those will disappear as each manufacturer’s sales move behind the government-set maximums.

But the current base Pro model lists at $41,190 with delivery and the tested Pro S at $49,370 with delivery. With its Gradient package this hit $50,870.

Additionally the tester was built in Mosel, Germany, because it’s an early model. But future ID.4s are to be built at VW’s Chattanooga, Tenn., plant. VW reports it will make a lower-cost entry-level ID.4 there, with a starting price expected in the $35,000 range.

ID.4 proves that automakers are closing in on affordable electrics that meet family needs and offer reasonable range. This is just the start, more range and more models will be coming along in the next few years. Watch this space!

FAST STATS: 2021 VW ID.4 AWD Pro S

Hits: Smooth, quiet,comfy, plus AWD. Roomy crossover with good handling, ride and power, and 230-mile range in cold weather. Usual standard electronic safety features. Five drive modes, massive panoramic sunroof, heated seats and wheel, fast interior heating, power hatch, comfy seats, flat-bottom wheel, wireless phone charger.

Too much is accessed only through the info screen.

Misses: Climate controls accessed only through touchscreen, no dedicated radio entry to touchscreen, touchscreen somewhat slow to respond, heated wheel not included in climate memory when restarting crossover, odd shift knob by instrument pod, plug in on rear passenger’s side, not convenient for garage plugs.

Made in: Mosel, Germany

Engine: 2 electric motors, 82kWh lithium battery pack, 295 horsepower/339 torque

Transmission: 1-speed automatic

That’s its name, ID.4!

Weight: 4,559 lbs. (RWD), 4,884 lbs. (C&D*)

Length: 180.5 in.

Wheelbase: 108.9 in.

Cargo: 37.5-73.5 cu.ft.

MPGe: 98/88

Base Price: $49,370 (includes delivery)

Invoice: $47,443

Major Options:

Gradient package (20-inch alloy wheels, black roof, silver accents & roof rails & roof accents), $1,500

Test vehicle: $50,870

Sources: Volkswagen, kbb.com

*Car and Driver figs.

Photos: Mark Savage

2022 Hyundai Santa Cruz Limited AWD

Well-timed compact pickup reflects crossover roots …

Few ideas are totally new in the auto world, but often they feel new, or simply put, the time is right.

Take Hyundai’s brilliant new Santa Cruz, a crossover’s crossover, a mix of crossover comfort and convenience and a pickup’s utility. Meshing the two most popular forms of transport today seems as smart at Reese’s mixing chocolate and peanut butter.

At media events Hyundai has gone out of its way to insist the Santa Cruz is not a pickup, but a Sport Adventure Vehicle, a SAV not an SUV. Yet you can be sure that what most folks will see here is a stylish compact pickup.

Yet this isn’t the first time this combo has been tried, nor a funny naming scheme cropped up. Remember Subaru’s BRAT? Probably not. It was a cute pickup that Subaru called a Bi-drive Recreational All-Terrain Transporter. Sounds like something an astronaut might trundle around the moon. That lasted from 1978 through 1994 and then returned, sort of, from 2003-2006 as the Baja, a crossover SUV and pickup with a decidedly stylish exterior. About the same time Ford peddled the Explorer Sport Trac. All featured AWD.

All this is a long way of saying Hyundai’s Santa Cruz is going to be an absolute monster hit. It’s the right blend at the right time. Starbucks would be pumpkin spice proud.

Hyundai based the Santa Cruz on its fine Tucson crossover, a biggish compact with unit-body construction so it behaves like a car, not a truck. Designers worked hard to keep the interior roomy like a Tucson and then turned the rear from an enclosed hatch to a marvelous multi-function compact pickup bed. Santa Cruz is a delight to drive, to ride in and to look at.

The lines seem modern and decidedly un-He-Man obsessed like all those truckier pickups. This is a family hauler first, a macho dirt and shrub hauler second, and with virtually no thumb on the macho scale. Santa Cruz looks youthful, fun, and manageable.

Yet Santa Cruz scores aces on power, ride, and handling with AWD also available if you plan to tow your boat or camper off the beaten path. Hyundai designers seem to have thought of everything.

Watch Mark’s video: https://www.youtube.com/watch?v=bMxZrb3_8Ew

Consider that Santa Cruz offers two engine choices, a decent 190-horse 2.5-liter I4 at a great front-drive entry-level price of $23,990. Meanwhile the tested upper end Limited AWD model adds a turbo to that engine to crank an impressive 281 horses with a torque rating of 311. That’s available in the SEL Premium and Limited, both with standard AWD and listing in the near $40,000 range.

My Limited was a subtle Sage Green (grayish green that costs $400 extra) that was quick to highway speeds and its 8-speed duel-clutch automatic transmission shifted seamlessly. The AWD gave it good traction in the wet, tested well on roads coated with damp leaves in late fall. Engine noise was minimal and the SAV (OK, I said it) felt stout on the highway with little wind disturbance or noise.

But it’s the ride and handling that easily communicates Santa Cruz is NOT a pickup. This one shouts crossover, not truck. The Hyundai has a moderately long wheelbase at 118.3 inches and a smooth ride to confirm it. Bumps and rough pavement are minor occurrences, not tailbone stingers or cranium rattlers. If you love rock ‘n’ roll, buy a truck.

Handling is light and easy. Turn in to a tight curve and there’s just a touch of body lean, but no tail wagging as most trucks are wont to exhibit at higher speeds. AWD calms it and weight seems well distributed here, no nose heaviness. A similarly sized Nissan Frontier driven the following week, for instance, felt much more trucklike with heavy steering feedback and effort. I should have to work that hard?

And get this, I didn’t even need a running board to climb into Santa Cruz.

In fact, comfort is as important as utility here, reflected in interior styling that is space-age sleek, but useful, not gimmicky.

Seats are perforated black leather, the dash black with a gloss black trim line wrapping from the doors across the dash and framed with satin chrome trim. More satin trim on the wheel’s hub and seat backs below the headrests, and additional gloss black trim atop the door armrests and overhead around the sunroof and light controls. Spiffy!

Hyundai’s touchscreen is 10.25 inches wide and simple to use. There also are big simple climate controls, plus a Diffuse button to spread the warm air all around.

 The driver gets a power seat while the passenger’s seat is manually adjusted. Both are well shaped for comfy hip and lower back support. Rear seat folks have good head and legroom too, plus the seatbacks are carved out to provide more knee room in row two. There’s storage space under the rear seats too.

Front seats are heated and cooled in the Limited, which also touts a heated steering wheel. All those controls are on the front of the center armrest/storage box, so easy to locate and use. Perfect!

Below the center stack is a wireless phone charger, USB and 12-volt outlet. Other buttons on the console are for hill descent to control speed when off road, a 4WD lock button, and camera button to allow a full 360-view at any moment.

There’s also a Bose premium sound system and navigation in the Limited, and a sunroof overhead.

All that is unexpectedly refined and family friendly, but what sells me on Santa Cruz, for the utilitarian family side of my pea brain, is the creativity and usefulness of the pickup bed.

There’s a step in the bumper and the tonneau cover easily retracts while there’s a cooler under the bed.

First, I’m short and Hyundai has smartly designed steps into the corners of the rear bumpers and mid-bed below the tailgate, making for easy bed access.

Second, the lockable tailgate is an easy-lower model that doesn’t slam down on your leg if you unlatch it while standing just behind the truck. Ford’s new Maverick compact pickup still has the old flop-down tailgate.

Third, there’s a sturdy retractable tonneau cover with a strap attached underneath so you can release it and toss cargo in the back, then pull the strap to close it. Hyundai says that tonneau will support a lot of weight too, insinuating that even I could stand on it without causing damage.

Need more?

Fourth, there’s hidden storage beneath the composite truck bed. Unlatch that and hide valuables, or fill it with ice and you’ve got a cooler for Packer or Brewer tailgating. Yes there’s a plug there to release the water.

Fifth, inside a small removable side panel is a 115-volt power inverter so you could plug in a TV, or power equipment if needed.

One more thing, Hyundai has designed the truck bed wheel well covers to support plywood, so you can create shelving in the back of the bed to carry additional items, or, well, plywood. Clever!

Snazzy taillights in back too!

All told Santa Cruz will carry 1,568 pounds of stuff in the bed, and it will tow up to 5,000 pounds of trailer, watercraft of snowmobiles. Just like a truck!

Then there’s the usual safety equipment including driver attention and forward collision warning, lane-keep assist, and automatic emergency braking. To get blind-spot warning, rear cross-traffic warning and assist, plus safe-exit warning you need to move up to the upper trim levels. Limited includes it all.  

Gas mileage is OK, certainly better than most pickups. I got 24.8 mpg in about 60% highway driving with up to four folks comfortably aboard. The EPA rates Santa Cruz at 19 mpg city and 27 mpg highway for the AWD model. In fairness, the new Maverick has better ratings and a hybrid system that can get 42 mpg. One suspects a hybrid Santa Cruz will be coming soon.

Credit Hyundai for continuing its stellar 10-year or 100,000-mile powertrain warranty and now adding a 3-year, 36-month free maintenance plan that will include all your tire rotations, oil changes and fluid topoffs. Again, more value for the family.

Pricing is attractive throughout the range too, starting at $25,175, with delivery, for the SE front-drive model with its non-turbo engine. There’s also an SEL Activity FWD model at $31,645 that includes more equipment. Adding AWD to either costs $1,500.

The SEL Premium model is the first with the turbo engine and AWD standard and lists for $36,865 including delivery. The tested Santa Cruz Limited starts at $40,905 with delivery, and with its special color and carpeted floor mats ended at $41,500.

If you think that’s a lot you haven’t priced a pickup or loaded crossover lately.

Thin lights reflect a crossover look.

Some would say Santa Cruz is a market leader, but it’s a market of one, maybe two right now. Honda’s Ridgeline, another civilized pickup, is larger, and Ford’s Maverick (just now debuting) is aimed squarely at pickup buyers with a more macho look, but competitive price.

Santa Cruz is for families with outdoorsy leanings and urban cowboys who don’t own a cowboy hat.

FAST STATS: 2022 Hyundai Santa Cruz Limited AWD

Hits: Stylish crossover/pickup inside and out, good power, excellent ride and handling, plus AWD. Full safety system, big touchscreen, heated/cooled seats, heated steering wheel, wireless charger, sunroof. Useful bed with 2-tier storage, hidden compartment/cooler, electrical outlet, composite bed, easy-retract tonneau cover. Solid build and warranty/maintenance plan.

Sharp looking wheels add even more style to the Santa Cruz.

Misses: Zilch

Made in: Montgomery, Ala.

Engine: 2.5-liter turbo I4, 281 hp

Transmission: 8-speed dual-clutch automatic w/Shiftronic

Weight: 4,164 lbs.

Wheelbase: 118.3 in.

Length: 195.7 in.

Payload: 1,568 lbs.

Tow: 5,000 lbs.

MPG: 19/27

MPG: 24.8 (tested)

Base Price: $40,905 (includes delivery)

Invoice: $39,329

Major Options: Sage gray paint, $400

Carpeted floor mats, $195

Test vehicle: $41,500

Sources: Hyundai, www.kbb.com

Photos: Mark Savage

2022 Subaru Ascent Onyx edition

Biggest Subaru offers three rows, more comfort …

Subaru has this love-all thing going with the environment, and who can blame it. National Parks and dogs are universally loved and tying your sales to either seems a no-brainer. I mean baseball and apple pie had already been tried.

Subie’s latest love is the Ascent, its large SUV, although it’s only moderately large, keeping in mind that its customers likely won’t want to pull a Queen Mary-size trailer to the campgrounds. It’s unique too in that while being only modestly big it can seat up to eight people, the third row being best for short hauls and assuming a second-row bench seat. The tester had second-row captain’s chairs, so could carry seven.

To sexy up its models Subaru has added Onyx editions, which means trim is blacked out, such as the grille, roof rails, wheel well cladding, mirrors, a rear spoiler, and exterior badging. Even the Onyx’s special 20-inch aluminum alloy wheels are black. The effect is somewhat slimming and stealthy. Plus this one was Autumn Green Metallic, which means a somewhat gray green with some sparkle, but a shade that mostly serves as forest camouflage.

Ascent is easily the most comfortable Subaru. I own an Outback and the ride in the longer wheelbase Ascent is light years smoother, not that the Outback is harsh. Handling too is nimble considering this is a 196.8-inch long vehicle. Most large utes feel big and somewhat cumbersome, not the Ascent. A trip out Holy Hill way proved its grip and stability in sweeping turns littered with falling leaves, and its comfort on some questionable rural roads.

Power is another water bottle in Ascent’s backpack. Subie is known for its boxer engines, also known as horizontally-opposed as the pistons move back and forth nearly horizontally like a boxer’s arms. This is the newer 2.4-liter turbocharged four-cylinder that pounds out 260 horsepower, enough to gallop up to highway speeds with ease while dispensing only moderate engine drone, something my Outback has aplenty.

Power is linked to the AWD system via a Lineartronic CVT or continuously variable transmission. Subaru and Nissan seem to have figured these out best among the automakers, their purpose being smooth and efficient power that saves fuel. I’ll drone on about that in a bit.

But shifts seem properly stepped and smooth, which creates further comfort for the fam.

Watch Mark’s video: https://www.youtube.com/watch?v=_zV11YraQPI

Inside, the Onyx edition gets all jiggy with fake carbon fiber trim on the dash and doors and figuring you’ll likely be hiking and biking the seats are made of a soft StarTex water-repellant material. It looks a bit like leather but is actually more cushioned and feels softer to the touch, but remains easy to clean.

Seats here are gray with charcoal-colored trim and gray stitching. Dash and doors are black except for the fake carbon fiber trim while door releases are chrome and there’s satin chrome finish by the console shifter. Gloss black trims the center stack and 8-inch touchscreen. A smaller 6.5-inch screen comes in base models.

I like how the touchscreen works, and that there are knobs for volume and tuning. There’s also tri-zone climate controls standard, meaning separate front seat controls, plus a system for the second row occupants.

A $2,200 option package upgrades to that 8-inch screen, which I like better than the massive reflective screen now in Outbacks. Other goodies in the package include a cargo cover, which can be stored under the cargo floor, a voice-activated Tom-Tom navigation system, smartphone integration, Apple CarPlay and Android Auto along with a spectacular panoramic sunroof. I only wish wireless phone charging were part of this gig.

This is the right size of screen, not too big, or too small!

But standard here are heated seats and the heated steering wheel for the Onyx, plus there’s a power hatch and all the safety equipment that Subaru has to offer via its EyeSight system.

That encompasses a lot and it functions efficiently. There’s blind-spot warning, adaptive cruise control, lane keeping and centering, emergency braking, automatic high beams, and steering responsive LED headlights.

I also like the X-mode button on the console that is meant for off-roading. It is basically a hill-descent system to keep the vehicle, which has 8.7 inches of ground clearance, from over accelerating down a steep incline or loose soft or rocky surface. That allows the driver to better maintain control when off road.

Second row seats fold and slide forward for third row access.

I’d be remiss to not mention the excellent head and legroom in front and row two. Row three is tighter on leg and knee room. Occupants will want to talk nice to row two folks so they will slide their seats forward a bit.

Also a plus for all Subarus is the A-pillar and mirror placement on the doors. There’s a sealed vent window between the two that give better side sightlines than in most SUVs and crossovers, notorious for their monster A-pillar/mirror combos that obstruct side views.

Note too that cargo space is modest behind that third row seat, but wonderful once it is down. So if you need a third row on occasions, but not always, Ascent is a healthy hauler of both people and gear. It also will pull 5,000 pounds, so campers and two-up trailers are no problem.

Two things that could be improved though are interior noise levels and gas mileage. I noticed more road and wind noise in Ascent than in some competing SUVs and crossovers. It wasn’t a racket, just more noticeable than in a few others.

MPG is my bigger concern. I love the outdoors and clean air and national parks and all that as much as the next person. But I managed just 21.7 mpg in a fairly even highway to city mix. EPA says 20 mpg city and 26 highway for Ascent. After driving the marginally smaller Kia Sorento hybrid a week earlier and netting 37.6 mpg I was shocked by the low average here. Subaru needs a hybrid system, and now, for its entire lineup. Hybrids are a stepping stone to cleaner air and better climate, so you’d think would be a major part of Subie’s technology platform. Other brands already are there.

Lecture complete!

Finally there’s price, and here the Ascent continues to impress, as did all its driving characteristics. The Onyx starts at $39,120, including delivery. With its option package it hit $41,320, just a smidge above the average new car price.

Lesser models are more affordable of course. The base, which seats eight, lists at $32,295 while the top-level Touring starts at $45,445.

Ascent is atop Subaru’s lineup in performance, comfort and family utility. Its MPG needs work.

FAST STATS: 2022 Subaru Ascent Onyx

Hits: Roomy, high-value AWD SUV with good power, nimble handling, comfy ride. Big sunroof, heated seats and steering wheel, will seat up to eight. X-mode good for off-roading, soft easy-clean well-formed seats, power hatch, good sightlines and broad range of safety equipment.

Misses: No wireless charging, interior could be quieter. MPG not impressive, could use hybrid system.

Made in: Lafayette, Ind.

Engine: 2.4-liter turbo boxer 4, 260 hp /277 torque

Transmission: Lineartronic CVT automatic

Weight: 4,542 lbs.

Wheelbase: 113.8 in.

Fancy black wheels are part of the Onyx edition.

Length: 196.8 in.

Cargo: 17.6-86.0 cu.ft.

Tow: 5,000 lbs.

MPG: 20/26

MPG: 21.7 (tested)

Base Price: $39,120 (includes delivery)

Invoice: $36,648

Major Options:

Package (cargo cover, panoramic moonroof, STARLINK 8.0 nav, 8-in. high-res touchscreen, smartphone integration, Apple CarPlay, Android Auto, Bluetooth, voice-activated nav by TomTom), $2,200

Test vehicle: $41,320

Sources: Subaru, www.kbb.com

Photos: Mark Savage

2021 Kia Sorento Hybrid EX

Hybrid Sorento a family hauler with a smaller carbon footprint …

Families looking for economy, but needing people-hauling ability, and whose social consciousness nags them about cutting their carbon footprint, should be dancing a conga line toward Kia dealers for a Sorento Hybrid.

This family hauler was redesigned for 2021, along with its cousin, Hyundai’s Santa Fe, both reviewed earlier. Now comes the Sorento hybrid that gets roughly 10 mpg better than the internal combustion engine (ICE) model, yet isn’t a budget buster.

A base ICE-powered model lists about $31,000 while a hybrid starts about $34,000.

Performance? Not much difference between the two in everyday driving.

Acceleration is good, maybe a bit more accelerator effort in the hybrid, but even with a 6-speed automatic in place of the 8-speed dual-clutch with the ICE version, shifts are smooth. Plus the electric often powers Sorento up to 20+ mph so it’s quiet. (There’s a mild beep outside to warn pedestrians when you back up.) The ICE and electric power switchovers are seamless.

Handling is solid too, as in the ICE model with reasonable corner turn-in and not much body lean, if any. I mean the batteries seem to give this a lower center of gravity to feel even more solid on the highway than the previous versions, not that that was needed. Plus the weight seems to quiet the ride on city streets so they are only a bit jiggly. Highways feel like you’re riding on satin.

Kia’s hybrid system mates electric battery-powered motors with a small 1.6-liter turbocharged I4. Combined the systems deliver 227 horsepower compared with 281 horses from the 2.5-liter turbo I4 in the upscale gas version, or 191 horses in a base ICE model. Yet it is torque that pushes or pulls a vehicle up to speed. Torque here is rated a more than respectable 258 lbs.-ft. vs. 311 with the more powerful gas engine.

Any of these will get Sorento up to highway speeds with ease, just the hybrid or larger ICE will do it with more authority. Note there are just three drive modes with the hybrid as opposed to five in ICE models. This one has Eco (the default), Sport, and Smart, which purportedly learns your preferred driving style and mimics it.

Eco was fine in town. I switched to Sport only when on the freeway as it delivers more acceleration and firms the steering for less highway lane fade.

A big plus, in addition to lower emissions, all that Eco driving saves fuel. The hybrid’s electric power comes from capturing power during deceleration and via regenerative braking. I got 37.6 mpg while the trip computer was an enthusiastic 41.6. Still, that compared with 25.7 mpg in the ICE model tested in summer. EPA estimates are 39 mpg city and 35 highway.

Quick calculations show an average driver at that rate would save $444 a year on fuel. There’s no electric cost as this isn’t a plug-in hybrid. That’s coming shortly though. Note that if you drive more than the average 12,000 miles a year you’ll save even more.

All that is so practical, and Sorento is all of that.

Yet as I’ve said before this Kia is handsome with a good-looking nose featuring a hexagonal grille pattern while the tail features snazzy two-bar vertical LED taillights, one shy of looking an awful lot like Mustang’s taillights. Similar to the fancy upscale X-Line Sorento driven earlier, this EX trim model includes a satin chrome accent on the C-pillar, plus the same around windows and a decorative chrome doodad overlapping the front fender and doors. Snazzy!

All Sorentos are nearly identical in size too and come standard with three rows of seats, plus offer optional captain’s chairs in the second row, a segment exclusive. Santa Fe models don’t offer the third row.

So Sorento seats six or seven. The tester opted for the captain’s seats in row two, so would seat six. I like that this opens up some foot room for third row occupants and gives them another path out of the SUV/crossover.

Also Kia has designed a push button atop the second row seats, next to the headrests, and another at the seat’s base. Press these and the row two seats fold and slide forward, making for easy exits from row three. A little friendly persuasion of row two occupants to slide their seats forward a bit also aids leg and foot room in back. Still row three is best for pre-teens as the third row seats are low-riders (close to the floor) so a person’s knees ride up near the chest.

Being a family hauler dictates that safety is of utmost importance. No worries here.

Sorento packs plenty of safety systems. Standard are adaptive cruise control, blind-spot warning, forward collision avoidance and assist with cycle recognition, rear cross-traffic avoidance, lane-keeping, safe-exit assist, and parking sensors. Better yet, the lane-keeping can be turned off to avoid odd steering patterns in town when there’s construction and debris to dodge.

Inside the test vehicle is attractive and well arranged. First, the dash and doors include a sort of quilted metal look to give the EX a bit of a jeweled appearance. Other trim on air ducts and the instrument pod and door releases is satin chrome while around the screen and by the gauges is a gloss black trim with matte black and silver on the console to avoid reflections.

Handsome door styling and snazzy quilted metal trim.

Seats are a light gray perforated leather-like material, plus are heated. The driver’s seat is powered, but the passenger’s seat is manual and both are mildly contoured. I find the bottom cushion a bit hard, but comfy enough for city driving. The dash is black as are the tops of doors and trim. 

Mid-dash is a 10-inch screen that’s easy to see and simple to use. Buttons and knobs are well arranged and labeled. I also like the dual level air vents that adjust to aim air where you need it. Visuals are nice too.

Overhead is a panoramic sunroof with power shade, an SOS system and a power hatch in back. Below the center stack is a wireless phone charger that’s easy to use, better than the Santa Fe’s arrangement. Just remember your phone when you get out of the vehicle. I forgot mine several times. Some vehicles warn you if a phone is in the charger. Not here.

The EX trim is not the top of the line, so it is missing a few things that come on fully loaded vehicles, such as a navigation system and AWD. In Wisconsin the later is most important. It runs $1,800 to $2,300 extra, depending on the Sorento’s trim level. That’s a bit unusual. AWD often is a standard option price, about $2,000.

Note that the hybrid model only is recommended for towing 2,000 lbs., the same as the lower horse ICE model. And unlike the ICE models that are made in Georgia, the hybrids are assembled in South Korea.

Pricing, which was touched on earlier, is attractive for such a well-equipped and designed SUV/crossover. Base price for the tested EX model is $37,760, including delivery. With just the snazzy bright metallic red paint as a $445 option, this one settled at $38,205. Add AWD and you’re at about $40,000.

A base hybrid starts about $34,000 and a plug-in hybrid Sorento will list about $41,000. Like most plug-ins, it’s expected to have about a 32-mile fully charged electric range.

The taillights remind me of those on Mustangs, you?

Gas-powered (ICE) models run from $30,500 up to $44,000 if well equipped.

Choices abound with Sorento, from trim levels to power plants. If cutting pollution is high on your list along with family safety and comfort this hybrid is a desirable choice.

FAST STATS: 2021 Kia Sorento Hybrid EX

Hits: Handsome redesign, good handling, ride, fine power, but exceptional MPG. Panoramic sunroof, third row seats, power hatch, 10-inch screen, clear button arrangement, nice visuals on instrument cluster, heated front seats, large cargo area if rear seat down, roomy interior, wireless charger, and stout safety device lineup.

Misses: No navigation system at this trim level and AWD is optional.

Made in: Hwasung, So. Korea

Engine: 1.6-liter turbo I4 GDI hybrid, 227 hp/258 torque

Transmission: 6-speed automatic

Weight: 3,979 lbs.

Wheelbase: 110.6 in.

Length: 189.4 in.

Cargo: 12.6, 38.5, 75.5 cu.ft.

Tow: 2,000 lbs.

MPG: 39/35

MPG: 37.6 (tested)

Base Price: $37,760 (includes delivery)

Invoice: $38,545

Major Option: Runway red paint, $445

Test vehicle: $38,205

Sources: Kia, www.kbb.com

Photos: Mark Savage

2022 Infiniti QX55 Sensory AWD

New QX55 a fun mix of fashion and luxury …

Mixing fashion and fun in a luxury SUV/crossover is about as commonplace as legislators agreeing on something.

Yet Infiniti has done it with its new QX55 for 2022, and this comes after its launch of the near perfect QX50 for 2021. That SUV/crossover also slots in to the compact to mid-size range, sort of a tweener, not that there’s anything wrong with that.

The QX55 rides on the same platform and has an identical wheelbase, but is about 1.5 inches longer than the QX50 with a much more stylish rear end and profile that insinuate fastback and sporty as opposed to square back and utilitarian. Coming or going the QX55 looks as sporty and spiffy as a guy in a black crewneck sweater while donning a tweed blazer with leather elbow patches.

Some vehicles simply look snazzy. This one does. Doesn’t hurt that it was bathed in a brilliant metallic red called Dynamic Sunston, a $900 option. (Wouldn’t it be fun to dream up these color names?) Nor did it hurt that its interior was a creamy soft light gray leather trimmed in charcoal-colored soft finishes for dash and doors.

Styling aside for a moment, the QX55 mostly excels for its nimble and energetic driving coupled with a supple yet responsive ride. These are tough mixes to get just right, but Infiniti manages it.

There’s an alacrity to the handling that makes this Infiniti seem more sport than utility. The turning radius is modest so the SUV/crossover feels more crossover than truck, almost sport sedan. Point the toothy nose toward a turn’s apex and the turn-in is swift and the grip from 20-inch tires and a standard AWD system is dead on.

Power is identical to the QX50 with a high-tech 2.0-liter variable compression turbo I4 (VC-Turbo) kicking out 268 horses and 280 pound-feet of torque. The power is smooth and well managed by the slick shifting CVT. Not all CVTs are this good, but Nissan/Infiniti have pretty well mastered these and they also mildly help gas mileage.

Related Video: Ride along with Mark

But it’s the VC-Turbo that still merits a special mention. Nissan worked on this system for 20 years before perfecting it. No one else has. Variable compression means it can automatically vary the piston’s stroke and thereby change compression as the driver demands more or less power. That makes a more efficient engine, and one may surmise could extend the life of ICE (Internal Combustion Engines).

This efficient VC-Turbo engine is special.

I got 24.1 mpg in a mix heavier on freeway driving and the EPA rates this at 22 mpg city and 28 mpg highway.

Any way you look at this power plant though, it provides oodles of oomph to aid the QX55’s agility and fun-worthiness. One drawback, the engine sounds like it’s working pretty hard under full acceleration, so can thrum more than one might expect in a luxury vehicle. All this is more pronounced in Sport mode than in any of the other three drive modes, engaged via a console toggle. Smartly the QX55’s power chant calms quickly and it cruises in relative silence on the freeway.

Ride also is pleasant, something that often can’t be said for SUVs and larger crossovers. The suspension here takes the edge off crude city bumps and pavement crumbles and in fact there’s a bit of sporty firmness to help the Infiniti feel in tune with the road.

Move inside and the cockpit is impressively quiet with acoustic glass to silence wind and road noise along with enough sound deadening to immediately impress that this is a luxury vehicle. That leather interior makes a good impression too as does the stylish design and trim that confirm the QX’s upscale leanings.

Infiniti gives the QX55 a sharp and stylish interior.

Light gray semi-aniline leather seats are soft and moderately supportive, yet comfy. There’s light gray stitching in the dash and doors plus black open-pore maple trim on both dash and doors with a satin chrome trim encompassing the wood. Gloss black trim surrounds the upper info screen and a flat black finish keeps the console from reflecting sunlight. Gray leather also trims part of the console and center armrest.

Seats are heated and cooled and the info screen simple to use, plus this bad boy offers up a Bose Performance Series stereo with 16 speakers that stimulates the ears. There’s also wireless Apple CarPlay and Android Auto. Navigation and traffic update info is included while the radio functions are adjusted on a second lower screen with climate and seat buttons all around it for easy access and functionality.

Adding to the luxury feel is a power tilt/telescope steering wheel, power hatch and sunroof. That hatch is motion-activated so can be opened with the wave of a foot below the bumper.

Plenty of head and legroom here for front and rear seat occupants too. No third-row seat as this isn’t a land yacht, but good storage behind the rear seat at 26.9 cubic feet and more than 54 cubic feet if you fold down the rear seats. Its sister, the QX50 has more cargo room, as it’s boxier, so if you haul a lot the 50 might be your better bet.

Those slanting C-pillars are stylish, but big, so limit rear visibility.

Must mention too that the A-pillars and C-pillars are thick, so can limit outward visibility. Of course there’s a 360-degree camera to help in parking lots, a plus. The top-trim Sensory model that I had also includes smart cruise control and ProPilot Assist, Infiniti’s semi-autonomous driving system. It engages with cruise control only, so doesn’t impede lane construction dodging in town. Smart!

On the freeway this allows you to punch in a speed and let the crossover do most of the lane watching and slow-traffic avoidance. You MUST keep hands on the wheel though or it’ll let you know you’ve been negligent. I really like this system compared to most.

Is that logo on the monster grille big enough for ya?

All the other usual safety systems are here too and all trims come with blind-spot warning and forward emergency braking.

Three trims are offered, all with AWD. The Luxe starts at $47,525, while the mid-level Essential is $52,625 and adds leather seats and the spectacular Bose 16-speaker system. This top Sensory model loads on all the goodies and that smart cruise and ProPilot system at $58,075, including delivery.

Style is uppermost in the Infiniti designers’ minds.

With only a couple minor options the tested QX55 settled at $60,250. That’s competitive with the likes of BMW’s X4, the Mercedes-Benz GLC, Land Rover Evoque and equally sporty and fun Alfa Romeo Stelvio.

I fawned over the QX50, but this QX55 is way sportier looking and driving. Can I have one of each?

FAST STATS: 2022 Infiniti QX55 Sensory AWD

Hits: Sporty styling and handling, good power, nice ride plus AWD. Luxurious, quiet interior, comfy heated/cooled seats, Bose premium stereo, 4 drive modes, easy climate buttons, power hatch, power tilt/telescope steering wheel, sunroof and lane departure only engages with smart cruise control

Misses: Big A- and C-pillars limit visibility and Sport makes engine noisier than expected in luxury crossover.

Made in: Mexico

Engine: 2.0-liter VC turbo I4, 265 hp /280 torque

Transmission: CVT automatic

Weight: 4,065 lbs.

Wheelbase: 110.2 in.

Length: 186.3 in.

Cargo: 26.9-54.1 cu.ft.

MPG: 22/28

MPG: 24.1 (tested)

Base Price: $58,075 (includes delivery)

Invoice: $55,374 (KBB Fair Purchase Price)

Major Options:

Exclusive paint, $900

Lighting package (welcome lighting, illuminated kick plate), $925

Cargo package (reversible cargo mat, cargo blocks, console net, cargo net, rear bumper protection film), $350

Test vehicle: $60,250

Sources: Infiniti, www.kbb.com

Photos: Mark Savage

2021 BMW X5 xDrive45e

Smooth plug-in hybrid adds power, better fuel economy to SUV

Luxury and power are as ubiquitous as peanut butter and chocolate. BMW knows that and blends the two with just a smidge of social consciousness in its latest X5 mid-size SUV/crossover.

Its full name is X5 xDrive45e.

What that means is that the power now comes from a plug-in hybrid system that combines a mild 48-volt hybrid’s electric power with a silky 3.0-liter inline-6 with twin turbos. Power is 389 horsepower and it’s as smooth and seamless as any engine or hybrid system on the market.

Jamming the accelerator still delivers a velvety romp up to triple digit speeds, but now with the hybrid’s electric power you can toddle around town for 30 miles using only the electric power. Or you can toggle between Sport, Hybrid, Electric or Adaptive on the console and use or conserve your electric charge.

I switched to Sport as I was heading onto the freeway knowing I’d need that electric power when I got downtown, and let’s face it, if you’re going to be cutting your car’s emissions doing so in a more congested urban area makes the most sense.

The plug-in works like all others I’ve driven. Pull the plug and charger from the compartment under the hatch’s floor and plug into a standard 120-volt outlet in the garage. You get about one mile of charge per hour of plug-in time. So, overnight I ended up with 15 more miles. That means I can use no gas running to the grocery, Target or wherever in the neighborhood. Plug in again and the next day I’m likely at a full charge for a longer drive.

Combined with the gas power I got 28.3 mpg and this is rated from 20 mpg gas-only, up to 50 mpge on electric.

Typical plug-in hybrid outlet on the driver’s side.

Forget about the hybrid system, which is easy to do while driving, and the X5 remains one of the top mid-size luxury SUVs. It’s big and feels it at 5,646 pounds. But this is a BMW, so it handles well, turns into corners with a fair amount of precision and is easy to keep in its lane on the freeway.

Most surprising was the excellent ride, but then it does feature an air suspension system that once you’ve ridden on it you’ll wish it were on every SUV in the market. Trust me, I’ve had nice SUVs in the past, but few coddle like this one.

Watch Mark’s video review: X5 xDrive45e review by Mark Savage – YouTube

Of course that xDrive moniker means the BMW has AWD so is great in sleet, slush and snow. And the $650 M Sport brake package gives it excellent stopping power plus the calipers are a snazzy blue, which was a nice accent to the Arctic Gray Metallic ($550 extra) paint scheme. That’s dark gray with a hint of blue sparkle in it.

Boosting the X5’s looks is the M Sport package itself that adds $5,500 to the sticker, an already stout $66,395. For that you get all sorts of trim and appearance upgrades including Shadowline exterior trim, aluminum tetragon interior trim, high-gloss Shadowline roof rails, Vernasca leather seat trim, an M steering wheel and M Star-spoke bi-color wheels and an aero kit to smooth out airflow over the boxy body.

The other major add-on is the Executive Package, which from its name lets you know who may not be able to afford this. At $4,050 it adds a huge panoramic Sky Lounge sunroof and shade, rear manual side sunshades, 4-zone climate control, a head-up display, wireless phone charger, Harmon Kardon surround sound system with gesture control (not what you think!) a WiFi hotspot, Bluetooth and Icon adaptive LED headlights with Laserlight. Those are fancy headlights, but sadly do not shoot out real (Austin Powers style) l-a-s-e-r-s.

By the way, gesture control means a driver can rotate a finger (not just that one) clockwise in front of the infotainment screen and it will turn up radio volume, or the other way to crank down the sound. While on the stereo, the big 12.3-inch touchscreen also includes eight radio memory buttons under the screen, getting back to old-school channel selection. Bingo!

Two-tone black and white leather looks sharp here.

The X5’s interior is, as you’d expect, a snazzy leather stronghold with white leather seats in the test vehicle, plus white lower trim on the doors and dash, the tops of which are black. That Vernasca leather is real leather but with a stamped artificial grain and artificial coatings that makes for easy cleaning.

There’s also a spectacular jewel-like metal trim (tetragon shaped and part of the M Sport package) that graces the dash and console, with a metal clad cubby door able to retract over much of the console to reveal the wireless charger and cup holders. Satin chrome trim also accents the leather-clad steering wheel and the door releases.

Love the jewel look of the satin chrome trim on the dash and center stack.

Seats are comfy, as they should be. But BMW enhances its power controls here with $750 multi-contour seats, meaning they have multiple lumbar and side bolster adjustments. Plus the lower seat cushion can be extended to aid long-legged drivers. Seat memory buttons are included too.

But here’s the thing. To add heated front and rear seats costs $350 extra and $250 more for the steering wheel and armrests to be heated. I’d expect heated seats and wheel to be standard at this high-end luxury pricing, and the armrests, well, whatever. You should probably be driving, not resting arms. Just sayin’! Oh, and no cooled seats here. Funny, most $50 grand vehicles offer those as standard now.

Another view of the snazzy stack. A lot of buttons here too!

As for safety equipment, the X5 includes what you’d expect, plus adds a Drivers Assist Pro package with extended traffic jam assistant and active driving assistant, semi-autonomous aids. I find these often are too intrusive and push the vehicle hard toward the lane’s center often when not wanted, as in a work zone with lanes that shift and also when other cars sag into your lane and you try to dodge them this pushes you back toward the other car. Couldn’t turn this one off altogether either.

Add to that a cruise control system that was much more complicated than others I’ve tested. Yikes, push a button and set a speed. That should do it, even on these smart cruise systems.

A few other points to ponder.

First, the X5 is not just beauty it’s also beast enough to tow 7,200 pounds, so trailering is very possible. Note you’ll pay $550 extra for the trailer hitch.

And cargo space is fine at 33.9 cubic feet behind the second row seat, or 71.2 cubic feet if that seat is folded flat. A release under the power hatch allows quick rear seat folding too. A third row seat is available on some X5 trim levels, but it appears that only offers room for small kids in row three. As is, this one will haul five adults comfortably.

Underneath the test ute added 21-inch M wheels with performance tires for $950. Certainly the tires aided grip, but to me these looked a bit outsized for the X5. That’s a personal taste thing as the 19-inchers that are standard would do just fine.

Finally, the test vehicle hit a Rockefeller-like $81,695 after adding 10 options. A base (if you can call it that) xDrive40i starts at about $60 grand and includes AWD and a fine 335-horse 3.0-liter I6 twin turbo.

Move up to the M50i version and the price jumps to $83,795, but you get a monster V8 pumping 523 horsepower and you can thumb your nose at the environment, and nearly everyone else as you rocket away from a stoplight.

FAST STATS: 2021 BMW X5 xDrive45e

Hits: Excellent power, ride, handling plus AWD and plug-in electric to aid emissions and mpg. Four drive choices, panoramic sunroof, heated wheel/armrest and front/rear seats, wide touchscreen, multiple seat adjustments, 8 stereo memory buttons.

Cool wheels and blue calipers!

Misses: Heated seats and wheel cost extra, no cooled seats, complicated cruise control ties into semi-autonomous driving system.

Made in: Spartanburg, S.C.

Engine: 3.0-liter twin turbo I6, 389 hp

Transmission: 8-speed automatic

Weight: 5,646 lbs.

Wheelbase: 117.1 in.

Length: 194.3 in.

Cargo: 33.9-71.2 cu.ft.

Tow: 7,200 lbs.

MPG: 20/50 (w/electric)

MPG: 28.3 (tested)

Base Price: $66,395 (includes delivery)

Invoice: $62,315

Options:

Arctic Gray Metallic paint, $550

Drivers Assist Pro pkg. (extended traffic jam assistant, active driving assistant pro), $1,700

M Sport pkg. (See story), $5,500

Executive package (panoramic Sky Lounge LED roof, rear manual side sunshades, glass controls, 4-zone climate control, Icon adaptive LED w/Laserlight, head-up display, Harmon Kardon surround sound system, wireless charging, gesture control, WiFi hotspot, enhanced USB & Bluetooth), $4,050

21-inch M wheel with performance, $950

M Sport brakes w/blue calipers, $650

Trailer hitch, $550

Front/rear heated seats, $350

Heated front armrests/steering wheel, $250

Multi-contour seats, $750

Test vehicle: $81,695

Sources: BMW, www.kbb.com

Photos: Mark Savage