Tag Archives: electric

Crossover Reviews, Electrics

2023 Toyota bZ4X XLE FWD

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All-electric crossover features a funky name, and interior …

Electric vehicles are growing in number, range, and pricing options.

That’s all well and good, but not all feel like a big step forward. When that feeling comes from a Toyota, it simply feels odd. It’s especially weird since Toyota and Subaru, two long-time winners in design and function, worked together on their kissin’ cousins, the bZ4X and Solterra, respectively.

I haven’t driven Subie’s Solterra, so judgment of that must wait, but the red and black bZ4X I tested during a chilly February spell left me, well, cold.

Where to start?

Well, the name is atrocious. No one in their right mind will even remember it as it’s so muddled, especially with a lowercase “b” while the rest is uppercase. Toyota says bZ4X stands for … hold on now … below Zero (get it?) as emissions are zero, but I’m pretty sure they can’t be below. The 4 indicates this is close in size to Toyota’s popular RAV4, and X means crossover. Got it? Stop giggling!

Assuming you’ll never tell anyone what your new vehicle’s name is, then consider its range. Electrics mostly have ranges of 280-310 miles now and often are AWD and those still  manage 250 miles of range. The Toyota (I won’t pound that alphanumeric cluster into your gray matter) is rated at 252 miles, so right at the edge of that range bubble, but note that this is a front-drive model.

Note too that Ford’s Mustang Mach-E, Volkswagen’s ID.4, Hyundai’s Ioniq5 and Kia’s EV6, all have greater range.

Not to pile on, but I never saw more than 201 miles of range when charging this in my garage with 120 power. But I charged for 30+ hours once when the batteries were at about 2/3 capacity and got just 40 miles of range. Frequently the digital screen would initially register 240 miles or so, but by the time I’d backed from my driveway, it dropped to 201 miles. My driveway is NOT 39 miles long.

Toyota says its compact crossover will fully charge from a low level in 9.5 hours on a Level 2 (240V) charger, or from a low level to 80% charge in 30 minutes on a fast charger (150kW, or more). It says going from near zero to full takes 50 hours on a common 120V outlet such as mine. My experience shows that to be optimistic in winter.

Add to that a few glitches, such as the regenerative braking boost pedal not working all the time. This is the button on the console that allows the driver to use one-pedal driving. That means you use the accelerator primarily and then there is boosted regenerative braking to slow the vehicle as you let off said accelerator. It recharges the battery more quickly than just driving like a gas-powered car and coasting to stoplights, etc.

It did work, just not all the time and would give a screen message saying it was disabled.

Then there was another message about the digital phone not connecting that continually popped up on the large infotainment screen. It offered two choices, retry for a hookup, or cancel. I hit cancel and the message would disappear, for about 2 minutes, then pop up again, and again, and again. First world problem, but annoying as all get-out and distracting.

There were some other issues, but we’ll get to those as I need to tell you, dear reader, how this Toyota drove. I wish I had better news.

Watch Mark’s video review: Toyota bZ4X Electric Crossover review by Mark Savage – YouTube

Certainly acceleration is good, as in all electrics. If you tromp the accelerator the Toyota jumps to life and quickly exceeds highway speeds. The power is smooth and quiet via the automatic tranny and power is rated at 201 horsepower. Fine!

But ride is stiff and choppy, sort of what one might expect from a short-wheelbase car, not a crossover on a 112.2-inch wheelbase. Handling is just OK, but feels heavy in turns. Naturally there’s a low center of gravity here with batteries located in the chassis, but a RAV4 feels much more nimble by comparison.

Couple that with a somewhat hollow or unmuffled sound to the interior which could be noisy at times. Additional sound deadening material is called for to dampen the noise level.

The Supersonic Red ($425 extra) and black exterior was fine, the black trim over the wheel wells being a bit more extreme than on most crossovers, so helpful in differentiating this model from other Toyota crossovers.

The driver’s instrument pod is tough to see as the wheel blocks the view.

Inside though, well, the design is early Jetsons like it’s trying too hard to be futuristic and that’s without a steering yoke like Tesla offers. That yolk IS available here, but this gray and black interior featured a regular steering wheel and textured cloth seats. All seats are manual.

The driver’s instrument pod is mounted high and far back in front of the tilt/telescope wheel that extends only at a low angle, all the moveable steering column’s hard gray plastic exposed, but matching the instrument pod’s hood. With a yoke one could probably see all the pod’s digital screen, but with this wheel short drivers will have to lay the wheel basically in their lap to fully view the screen.

A lot of storage under the bridge console, but hard to retrieve items from below.

Then there’s the giant long console that acts like a bridge over a monster open bin. Great for storage, but hard to retrieve any item as the console is wide creating an awkward angle to reach in, at least for a driver less than 6-foot-1.

Next to that, and in front of the passenger is a carpet or seat cloth-covered dash with no glove box. One assumes Toyota designers figure a family will use that big storage area beneath the console. I put the three driver’s type manuals in the door pocket to avoid them sliding back and forth in that bin, which they did initially.

Overhead too is a fixed-panel panoramic sunroof, good to let in light, but it can’t be opened. The shade to cover it is powered though.

This twin sunroof is just that, it’s fixed so won’t open.

Seats are well contoured and comfy, but again, manually adjusted. Dash buttons and the touchscreen are easy enough to use and there’s a wireless charger atop the console, but has a flip up cover to enclose it. That cover’s edge sort of gets in the way when retrieving a phone.

The Toyota will certainly carry four adults comfortably, and five will fit if needed. Storage room behind the split rear seat is good too, but there’s no power hatch, and this has a heavy hatch. For power one must move up to the top Limited trim level. This was the XLE and there are only two trims.

The Limited adds a 9-speaker JBL sound system, heated rear seats, a digital key, 20-inch alloy wheels, heated and cooled front seats, fake leather seating, an 8-way powered driver’s seat, 360-degree camera and the powered hatch. Range drops to 222 miles on Limited, Toyota says.

Cost jumps from a very reasonable $43,215 for the XLE model to $49,995 for the Limited. AWD (the Subaru system) is available as a $2,080 option and electric power is increased to 214 horsepower. The test vehicle settled at $44,409 with just its three options.

For the record, the Subaru version of this vehicle, the Solterra, comes standard with AWD, but starts at $46,220 to account for that.

Toyota also includes its fine Safety Sense 3.0 suite, even on this entry-level trim. It includes pre-collision warning with pedestrian detection, smart cruise, lane departure alert with steering assist, automatic high beams, and road sign assist. There’s also blind-spot monitoring and rear cross-traffic alert. That’s a benefit.

Note too that the weather package here adds $500 to the cost, but includes the all-important heated steering wheel and heated front seats.

It seems the bZ4X (sorry) was kept quite basic and given some odd design tweaks to keep it as low in cost as possible, plus allow this FWD model to slot in below its Subaru counterpart. I applaud the effort to keep costs down, but its interior styling and functionality is less than I’d expect from Toyota.

FAST STATS: 2023 Toyota bZ4X XLE FWD

Hits: Good acceleration, moderate cost for electric. Panoramic sunroof, big screen, heated and supportive front seats, heated wheel, solid safety systems, wireless phone charger.

Misses: Range limited to 201 miles in cold weather, stiff ride, heavy feel in turns, fairly noisy interior, sunroof doesn’t open, manual seats, no glove box, regenerative braking boost mode did not always work, no power hatch, odd dash, odd driver instrument pod, odd repeat digital messages on screen, and odd name.

At least the electrical outlet is easy to get at.

Made in: Japan

Power: Single electric motor (150 kW), 201 hp/196 torque

Transmission: Automatic

Weight: 4,266 lbs.

Wheelbase: 112.2 in.

Length: 184.6 in.

Cargo: 27.7-56.9 cu.ft.

MPGe: 131/107

Range: 252 mi/201 observed

Base Price: $43,215 (includes delivery)

Invoice: N.A.

Major Options:

XLW weather pkg. (heated steering wheel, heated front seats), $500

Supersonic Red paint, $425

Carpeted floor, cargo mats, $269

Test vehicle: $44,409

Sources: Toyota, www.kbb.com

Photos: Mark Savage

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Electrics, SUV/Truck Reviews

2022 Volvo C40 Recharge Twin Ultimate

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Fastback C40 puts a charge in electric SUV’s look …

Volvo’s swoopy-tailed C40 Recharge, a small SUV, is the epitome of form over function when it comes to styling.

Basically the C40 is identical mechanically with its XC40 Recharge, but instead of the traditional squared off crossover/SUV tail of the XC, the single C touts fastback styling resembling a coupe, thus the C designation. BMW pioneered this look a few years back, but to be honest, Volvo makes a better go of it visually.

This rear window slopes severely and there are two black vents of sorts above the window to give this a performance ambiance. Giant 20-inch wheels with fancy wide five-spoke wheels gives the C40 a Hot Wheels look that is aimed at turning the heads of younger buyers, which is also a strong demographic for electrics.

Cool taillights accent the slopped tail of the C40.

For visuals I gotta mention the cool jagged Z-shaped taillights too. They set the C40 apart like a red pocket square in a blah black suit jacket.

Before I go further, I must explain that any Volvo with Recharge in the name has a plug, so full electric, or plug-in hybrid.

Thus the C40 packs twin electric motors at each end to provide AWD traction and laudable power generated from a bevy of 78 kWh-lithium ion battery packs. Those also give C40 a low center of gravity, a consistent electric vehicle trait.

Power is absolutely phenomenal with a 0-60 mph time of 4.3 seconds, says Car and Driver. For the record, that’s coming from 402 horsepower with a neck-straining 486 pound-feet of torque. Press the acclerator and, wham, you’re off to the races.

 But I digress, what will turn heads is the looks of this AWD SUV/coupe (Scoupe?) and that form defeats a key function, outward visibility and judging where the bobtail ends when parallel parking.

That sloping rear window coupled with big headrests in the back seat allow for a miniscule rear view. That can hamper backing up, or avoiding a lane change as a fast-approaching car passing on either side while cruising the highway. I also found that backing into a curbside parking space was a bit of a challenge. Sure, there’s a 360-degree camera and alarms sound when the tail gets near another vehicle as you back into a spot.

But that alarm seemed premature, so when I got out of the car I found I had a good 4 feet of space left behind the stubby tail. I guess a driver will learn and adapt, but beeping alarms can dissuade from further backing when it’s actually clear. Just sayin!

Sometimes a vehicle’s tail can be more interesting than its nose.

Yet as I said in my earlier review of the XC40 Recharge, this is one fine-driving vehicle.

Read the XC40 (near twin) review: 2022 Volvo XC40 Recharge Twin Ultimate | Savage On Wheels

The C40 Recharge handles with a sporty flair, like its square-back sibling. Steering is quick and precise, but with a heavier feel than the gas-only XC40, although there is a way to adjust the steering feel here, if you need. Ride, as in the earlier test drive is fairly well controlled, but still can get bumpy (sort of a rocking motion) on crumbling area roads so that there are mild, but annoying, jolts to the interior. A longer wheelbase is needed to smooth that.

Still, buying an electric SUV with sleeker looks is probably a more important consideration than ride, especially since this is livable.

Is it just me or does this nose look a lot like Ford’s Mustang Mach-E?

I whined about range in my earlier review and that remains a concern. Tops is about 230 miles of charge. The info screen said I had 220 miles of range at a 97% charge after a 14-hour charge on my garage’s 120-volt line. That was fine as I found each night the standard electric outlet was getting me roughly an additional 20% charge, or about 40 to 50 miles.

If you let your batteries get to near 0 charge, it’ll take several days of constant charging to get back to 100%, or visit an Electrify America fast-charging station as those are free to Volvo owners at the moment. Volvo says a fast charge will boost C40 from 0 to 80% in about 40 minutes. Or, if you buy, you may want to upgrade to a 240-volt line in your garage for quicker charging.

A few other electrics still have better range, including the Volkswagen ID.4 at 260 miles, the Hyundai Kona at 258 and Tesla Model Y rated at 244 miles. So, consider your own driving habits. An acquaintance tells me he stopped twice between Minnesota and the Milwaukee area to charge his C40. I hear Tomah is a good stopping spot.

While many electrics feature a front-fender or grille-mounted charging plug, Volvo puts its outlet on the rear driver’s side quarter panel, where one often finds a fuel-filler door. And there’s a 1 cubic foot frunk that will hold the charging cable.

One other practical note about electrics, most offer one-pedal driving. Naturally there’s a brake pedal (which was a little too close to the accelerator here), but just using the accelerator is the way to go, just takes a few days to perfect the feel.

These sporty wheels remind of a Hot Wheels toy car.

One-pedal works because the electric motors brake the car quite quickly once you let off the go-pedal. In fact, it can feel rather sudden, so you quickly learn to feather off accelerator pressure to slowly coast to a stop. The upside is that any coasting or braking helps recharge the batteries (regenerative braking), so in stop-and-go city driving you use less power as you’re constantly regenerating power. There’s a gauge that’s part of the four basic info screen menus that will update you on your current charge status.

My test C40 was a pleasant Fjord Blue Metallic ($695 extra), a reflective blue-gray that gets looks and cheery comments. Inside, it was black and blue with the dash and trim being black, and the door and carpeted floor mats being a blue gray that matched the exterior.

This is not real leather, but what some are calling vegan leather. It’s plant based.

C40 is Volvo’s first standard interior not using leather, although it’s optional. Plant-based and recycled plastic bottles are used to create the seats and felt-like door trim, which looks good but feels a bit like a fake material. Trim around the 9-inch touchscreen is gloss black with chrome trim and the door release handles are a brushed chrome along with the steering wheel’s 3-spoke hub. Sadly this is not a power tilt/telescope wheel, but one supposes that saves a few electrons by keeping it manual.

Volvo’s console is a gloss black and the seats a grayish black with the outer edges feeling like fake leather and the inner cushions feeling more like velour. Stitching on the seat’s trim is white to add contrast.

A big vertical screen dominates mid-dash.

The dash is fine with digital readouts in front of the driver, including charge level, and the large info screen, but beyond the main screen it gets a bit confusing, although I’ve finally learned how to access the radio stations I want, so I suspect it’s about time for Volvo to change its Android-based system. Oh, and you can ask Google to give you info via its voice-recognition system. The nav map is spectacular.

Note too that the car starts as soon as you are inside with the fob and sit in the driver’s seat. It knows you’re there due to the seat pressure and all electronics start immediately so you can quickly put the C40 in gear. Park is a push button. When leaving you simply open the door and depart. The car’s radio continues until you lift off the seat to leave and then it shuts down.

Here’s the driver’s view of the instrument panel and tall info screen.

One oddball thing, the Volvo requires you lift the exterior door handle twice to open it. Or so I thought. I’ve since been informed that the doors unlock when you are in the vicinity with the fob in your pocket. Apparently, I was grabbing the door handle too quickly, thus the confusion. I’d just as soon that the fob not think for me.

Pluses include a wireless phone charger at the console’s front edge, a heated steering wheel, and heated and cooled front seats along with heated rear seats. The front seat controls are embedded in the touchscreen and Volvo’s seats are mildly contoured and comfy with power buttons on the sides and a two-memory system on the door to remember the driver’s seat settings.

There’s also a quality Harmon Kardon stereo that can enliven this extremely quiet interior. While overhead is a massive panoramic sunroof that was fine, mostly as it was never too hot or sunny while I tested the SUV. In southern or southwester climes the roof can get hot though as there is no sunshade to cover the roof, although it is tinted.

This is the battery info screen, showing range and current charge usage, 3 kWh.

Volvo also provides a full complement of safety devices including smart cruise control, blind-spot warning and lane departure, plus automatic braking and sign recognition.

A power hatch opens to generous storage space, plus the rear seats split 1/3-2/3 to further boost that space. There’s even a little extra storage beneath the cargo floor.

Pricing starts at $56,395, including delivery, for the base Core model for 2023 as 2022 models are spoken for. The mid-level Plus lists at $57,945 and the tested Ultimate at $61,195 with delivery for a 2023.

Door panel inserts are attractive but feel like a felt trunk liner.

Reportedly this is the first and only Volvo you can only order online, but one would imagine your Volvo dealer could help you do that if you were to visit a dealership. That’s where the car will be delivered.

Electrics are coming fast and furious now and Volvo promises to offer only electrics by 2030. It appears to be well on its way to delivering on that promise.

FAST STATS: 2022 Volvo C40 Recharge Twin Ultimate

Hits: Good styling in profile and back (especially taillights), excellent acceleration, precise handling and full-time AWD. Big sunroof, heated wheel and comfy heated/cooled front seats, big touchscreen, quality stereo, a stylish luxury interior, wireless phone charger, plus a full bevy of safety equipment.

Misses: No shade on sunroof and very limited rearview through back window. Touchscreen (beyond main screen) distracting to use while driving, no power tilt/telescope steering wheel and double action door releases. Bumpy ride on rough roads and the electric charge range is just 230 miles.

I just can’t get enough of these dramatic taillights!

Made in: Ghent, Belgium

Engine: Twin electric motors w 78 kWh-lithium ion battery, 402 hp/486 torque

Transmission: Shift-by-wire single-speed automatic

Weight: 4,710 lbs.

Wheelbase: 106.4 in.

Length: 174.8 in.

Cargo: 14.5 cu.ft.

Tow: 2,000 lbs.

MPGe: 94/80

Base Price: $60,845 (includes delivery)

Invoice: N.A.

Major Options:

Fjord blue metallic paint, $695

Test vehicle: $60,540

Sources: Volvo, www.kbb.com

Photos: Mark Savage

#Volvo

#Volvo C40 Recharge

#Volvo electrics

Car Reviews, Electrics

2022 Tesla Model S Long Range

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All the hype is real from a performance standpoint, but …

Finally, I have driven the future, a Tesla.

No, this wasn’t my usual one-week test drive of a manufacturer’s new vehicle. Tesla didn’t provide me the bright Pearl White Model S Long Range, a private owner did.

Tesla, you see, is the Apple of automakers where its own early-adopter cultish clan that by scarcity, word of mouth, and superiority of intellect choose its future customers. Ferrari understands.

But marketing aside, the trendy Tesla was at my disposal for a couple days in stinking hot Las Vegas, where I estimate a good 10% of cars are now Teslas. Makes sense as Teslas are made just over the border in Freemont, California. Plus gas prices have forever been crazy high on the West Coast, and pollution is a big concern there too. So going electric holds much appeal.

It really should, from a performance standpoint at least, to many of us.

If muscle cars or exotics with neck-stretching acceleration are your obsession, well, electrics should be your new best friend. All are fast because electrics deliver instant torque via direct drive electric motors and single-speed fixed gear transmissions. No lag, no waiting for a turbo to kick in. Like your electric razor or hair dryer, the electrons flow instantly. Boom, there it is!

I have driven other electrics, so that part wasn’t new. It was the whole Tesla experience that was different. And, let’s get this out of the way now. Whether you like Elon Musk or not, Tesla is the top-selling electric car maker.

So how’s a Tesla drive? What are its advantages? And …what are the Model S’s drawbacks?

Let’s take a look, and be forewarned this is not exactly like most of my test drives as it was such a short duration.

First, the S is a sport luxury sedan in all the ways you picture one in your mind’s eye.

It’s sleek, including door handles that fold into the body panels’ sides and pop out when it’s time to open a door. Oh, and it’s really a hatchback as the back window and trunk open as one. That surprised me, but I love it.

Power and handling are pure sports sedan. How so?

Well, the dual AC electric motors, one powering the front wheels, one the rear, create (and I’m not making this up) 825 horsepower along with 960 pound-feet of torque. Is that a lot? You bet. Consider that a new rear-engine Chevy Corvette makes 495 horsepower with 470 pound-feet of torque and will do 0-60 in 2.9 seconds and has a top speed of 184 mph, says Car and Driver. That’s a two-seat sports car, but still.

No engine here! There’s a frunk in front, great for storing charging cables, etc.

The Tesla Model S gets all that power from a 100 kWh lithium ion battery pack, which due to its substantial weight also gives the Tesla a low center of gravity that makes it handle like, well, a sports luxury sedan. The car feels well planted, handles turns with a precision you’d expect and its AWD means that even if you were running it in soggy weather or on slipper streets it’ll perform with gusto and confidence.

Ride, due to that weight (the car weighs more than 4,500 pounds) and a long wheelbase is excellent too. Smooth and silky it’s what I’d call a Buick or Lexus ride, but with a more performance-oriented stiffness to make the car feel connected to the road. I must say though that Las Vegas roads are generally so smooth that it’s not like testing a car in the frost-heave capital, Wisconsin.

Safety is copiously covered. All the usual blind-spot, lane-keeping and parking sensors are here, and ready to beep.

Yours truly at the wheel, er, yoke! I miss that steering wheel top!

Luxury? Well, this Model S starts at roughly $96,000 and most are selling for more like $105,000 and there’s a waiting list that can stretch many months.

So you’d expect luxury, and Tesla delivers. The body on the test car was spotless and seams were straight and equal. So reports of poor build quality didn’t show here.

Inside, the black leather seating was excellent too and the seats well-formed. They also were heated up front, but cooled would make sense for 110-degree Vegas. My advice, don’t wear shorts if you’re driving one in Vegas, Phoenix, the Southwest, etc.

A lot of leather here, plus a giant screen and a yoke for steering.

Of course what everyone talks about in Tesla’s interior is its aircraft-style yoke that replaces the age-old steering wheel, oh, and a gargantuan info screen. It’s overwhelming.

First that yoke. It takes some getting used to, but is easy to master especially for highway driving. Where I noticed it feeling particularly odd was during parking maneuvers or turning a tight corner where one would naturally grab the top of a steering wheel to turn it sharply. Not possible here, so spin that power steering yoke with your hand on one side of the yoke, or a finger under one of the spokes. That maneuver reminds of early 1960s cars with over-boosted power steering that could be spun with a finger.

A close-up of the yoke and digital driver’s screen.

Ironically the steering wheel was heated, totally unneeded in much of the South and Southwest.

Touchscreen? OK, it’s way too much and of course controls virtually every function known to mankind short of rocket launching, but since this is Tesla, that’s likely to come.

The navigation system makes you feel like you’re looking at an entire city map, so a driver will always want to pinch it to visually zoom in on where they were driving.

Can a touchscreen be too big? Yes it can!

Also, you can open garage doors, call up radio stations ad nauseam, use voice command to find apps, ask it for directions, order lunch, etc. Naturally there’s a screen for setting up or observing battery charging (done through the driver’s side taillight). Ironically there is no Android Auto or Apple CarPlay here though.

And get this, you engage the single-speed fixed gear automatic transmission via the screen too. Slide your finger UP along its left edge and the car moves forward. Slide your finger down the screen’s left edge and the car moves backward. Weird, but I suppose one would get used to it. One also supposes this will soon be the norm for electrics.

The soft leather rear seats are roomy and comfortable, with a console for controls.

Of course there’s a 360-degree camera that looks amazing on the screen and the Tesla stereo is a high-quality number that makes you feel you’re in a concert hall. Heck, it’s so quiet in here that it feels like symphony hall.

Overhead is a giant tinted panoramic sunroof, which looks super, but really needs a sun shade. Why? Well, even though tinted and supposedly deflecting the sun’s rays, the roof gets incredibly hot … at least in Vegas. How hot? You do NOT want to touch it. It’s painful to touch.

Other interior bugaboos include an extremely wide console that feels somewhat intrusive and sounds hollow if you tap it, plus shoulder belts that cannot be adjusted for driver height. That seemed particularly odd as nearly all cars, crossovers and SUVs now allow the shoulder harness to be moved up or down a few inches. This one was too high for me, so crossed the left edge of my neck. Not comfy.

It’s possible you didn’t know the Model S was a hatchback, but it is.

In back the hatch’s cargo area is generous and easily accessed. It’s rated at 25 cubic feet and don’t forget there’s a 3.1 cu.ft. frunk (front trunk). Might wanna keep your charging cable there though.

Speaking of electricity, a Tesla supercharger will give the vehicle a 200-miles boost in 15 minutes of charging. But most folks will overnight charge at home and that can take most of the night. For efficiency you’ll want a 240-volt garage charger. That ran $500 in Vegas and installation was another $600 or so, varying by electrician.

But a nearly full charge (Tesla recommends 90% to preserve battery life) will get a Model S roughly 400 miles of range, plenty for a week’s commute to most downtowns and one of Tesla’s key selling points as it leads the industry in charge range.

Fancy wheels, big brake rotors too, and low-pro tires.

Extras are rare. A full self-driving feature (and we’ve all heard the sad tales) costs $10,000 extra, while stylish Arachnid wheels add $4,500. They look cool, but cut your driving range by 9%, according to reports.

Folks needing more power can move up to the Model S Plaid for $131,900. It has three electric motors making a mere 1,006 hp. That may be a bit of overkill even for folks with self-confidence issues. Probably not!

FAST STATS: 2022 Tesla Model S Long Range

Hits: Sleek looks, excellent electric power, precise handling, smooth ride, plus full-time AWD. Big sunroof, 360-degree camera, heated wheel and front seats, big touchscreen, quality stereo, a stylish quiet and comfy interior, plus a full bevy of safety equipment. Roomy cargo area inside rear hatch.

Misses: Touchscreen overwhelmingly large, no shade on sunroof that becomes extremely hot to the touch, extremely wide console, shoulder belts height is not adjustable, no cooled seats, odd steering yoke and odd touch and slide transmission engagement on screen.

Made in: Fremont, Calif.

Engine: Dual AC electric motors w/100 kWh lithium ion battery, 825 hp/960 torque

Transmission: Single-speed fixed gear automatic

Weight: 4,561 lbs.

Wheelbase: 116.5 in.

Length: 196.0 in.

Cargo: 25.0/3.1 cu.ft. (trunk/frunk)

MPGe: 124/115

Base Price: $96,190 (includes delivery)

Invoice: N.A.

Major Option: Garage charger, $500

Test vehicle: $96,690

Sources: Tesla, www.kbb.com

Photos: Mark Savage

#Tesla

#Model S

#electric cars

#EV

Braking News

2022 Cars of the Year

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Savage names his top vehicles, the annual Zoomie Awards …

Zoomie art by Stuart Carlson

Last year’s Zoomies were all about monster speed and power, this year’s are all about hybrids, high value and family fare. That’s OK though, because that’s where most of us live.

While I was testing new Corvettes, Challengers, BMWs, Mercedes, Lexus LC 500s, and Dodge Durango SRTs in 2020, the minivans, hybrid crossovers and family sedans dominated 2021’s drives. And you know what? Nearly all were excellent, making some of my Zoomie choices as hard as picking your favorite child

So what’s a Zoomie?

It’s my annual choice of the top vehicle among the 50 or so I’ve tested in the past year. But there’s more than one great vehicle every 12 months, so I call out the best in various categories, from basic wheels to luxury rides. The purpose of Zoomie, since 1990, has been to select a vehicle for the masses, but one with styling flair, something that’s fun to drive, yet also delivers value. Zoomie is an everyperson’s car of the year, but with pizazz.

Zoomie always appears just as the Milwaukee Auto Show is about to roll into the Wisconsin Center downtown. This year the show runs from Feb. 26 to March 6, and not surprisingly is sponsored by area auto dealers.

This year I’ve divided the Zoomies into several categories, and as always, the best Zoomie wraps up the report. Let’s start with the now under-appreciated cars. With fewer manufacturers even making cars, this would seem to be a neglected market. But it’s not, some brands are still making great looking and driving cars, in all price ranges.

Best Cars:

Kia’s sexy K5 offers fastback styling and one of the sharpest grille-light combos around!

Entry-level: Kia K5 – The Optima was a fine family sedan and the newly restyled and renamed K5 is a sporty fastback with a refined ride coupled with good power and handling, but as with most Kia and Hyundai models, packed with content that normally costs extra on other makes. The turbo I4 kicks out 180 horses and gas mileage is decent too at 27 mpg city and 37 highway. I got 28.5. But starting at basically $29,000 the K5 makes a family look ritzier while delivering comfort and safety. Let’s address the elephant in the room here too as Kia and Hyundai models have been major targets of car thieves. Both assure that new models, all with push-button start, are much less likely to be stolen, so I feel confident touting the new models.

If you need to spend even less, the Hyundai Kona and Elantra are other strong bets for high value and good looks.

Sleeker Honda Accord now offers an excellent hybrid system for efficiency and value.

Hybrid: Honda Accord Hybrid – This was one of the easiest picks as the new Accord’s styling has been vastly improved so it looks sleeker and the hybrid system is as smooth and seamless as any on the market. The Accord satisfies with a quiet, comfy interior, easy-to-use controls, light and breezy handling, 212 hp from its Atkinson-cycle I4 and hybrid electric motors, and a superb ride. It’s rated 44 mpg city and 41 mpg highway. I got 31.3 mpg. And all this in a family-sized sedan that lists at $37,590.

Go ahead, try and tell me this isn’t one sharp-looking luxury sedan!

Luxury: Genesis G80 – Genesis is still newish to the market as Hyundai’s luxury brand, but the G80 looks like Bentley could have designed it with exquisite exterior proportions. Handling is effortless, power 300 horses strong from a turbo I4 and ride every bit a luxury ride. Interior styling is clean and simple with a giant info screen and content is generous from heated seats to solid safety equipment. Price as tested was $49,125. That’s way below similar sized European makes this well equipped.

Honorable mention to Volkswagen’s Arteon sedan, another fastback model with elegant styling. VW isn’t often considered a luxury brand, but Arteon could pass for entry-level lux!

Best Convertibles:

Oh yeah! MINIs are always fun, but going topless makes them even more liberating!

Entry-level: MINI Cooper S – I said in my review that driving a MINI is more fun than anything else you can do with your clothes on, and I stand by that. This new version has a drop-top that can be powered back to resemble a sunroof, or lowered entirely. On the test car that roof was a subtle darkened matte black Union Jack, and the paint job a not so subtle Zesty Yellow (lime greenish) that made it the focus of other drivers’ attention. Still, its 6-speed manual with a twin-turbo I4 that creates 189 horses and a 207 torque rating make it a hoot and a half to drive. The automatic is fine too. MINI is nimble and sporty with killer looks and a $33,000 base price.

A jewel of a car, now with a soft drop top and a sporty red interior, BMW’s M440i rocks!

Luxury: BMW M440i – Looking for the Rolex watch of cars? This sleek 4 Series convertible is a jewel of a car, fast, frisky, fun. But isn’t that what you expect from a luxury convertible that starts about $65 grand? BMW returned to a canvass top that gives the car a sportier, leaner look and it’ll even drop as you drive, up to 31 mph. Clever! The 3.0-liter twin turbo I6 cranks 382 horsepower and 364 in torque, plus a mild hybrid system helps its gas mileage (26.2 tested), incredible for a car that will hit 150 mph and whose handling, ride and braking are all aces. I’m stoked!

Best Crossovers/SUVs:

The perfect-sized Bronco Sport handles so well you’ll forget it’s a crossover.

Entry-level: Ford Bronco Sport – This is the first of many Fords in the 2022 list, and bravo for bringing back the Bronco name and some of its original styling to give off-roaders another strong choice. Watch out Jeep! This Badlands 4×4 model is perfectly sized for city driving and parking, exhibits excellent handling and enough power (250 horses) to be fun on highway or slopping in a mud bog. Riding on Escape’s platform you’d never know it to drive it as it feels so nimble. Plus pricing is milder than I’d expected, starting around $28,000 and topping around $38,000. The boxy styling reflects Land Rover and old-time Bronco and now seems fresh and exciting, again. Welcome back Bronco!

It’s only an honorable mention, but the CX-30 Turbo is a gem, and already won a 2021 Zoomie, before it had its hot rod turbo 2.5-liter engine!

Honorable mention goes to Mazda’s fabulous CX-30 Turbo. Regular readers may recall the CX-30 was last year’s Zoomie of the Year as it offers precise handling, good ride and solid power, plus AWD and fantastic looks (love it’s beaked nose), especially in red. But NOW it adds a 2.5-liter turbo to belt out 250 horses, making it a near perfect sporty crossover at an affordable price.

Hybrids:

Handsome and high-value the Kia Sorento screams BUY ME to families.

Entry-level: Kia Sorento – I had to split this category because the hybrid market is exploding for crossovers and SUVs and the Sorento is the cream of the current crop for affordable family crossovers. Its gas-only model is fine, but the hybrid wowed me. Get this, at $34,000 the hybrid manages nearly 10 mpg better (37.6 tested mpg) than the gas-only version, and of course the styling remains the same, along with a fine interior with stellar dash layout. Acceleration is even better in the hybrid and cornering seems improved too.

Luxury crossover buyers should keep an eye out for the Volvo XC60 hybrid. Gorgeous!

Luxury: Volvo XC60 Recharge T8 – This is where much of the auto world’s design and marketing efforts are aimed, the regular hybrid and plug-in hybrid luxury crossover market. Volvo took the styling lead a couple years back with XC60, now it adds a hybrid system to the torquey 2.0-liter supercharged and turbocharged I4 to slap out a crazy 400 horsepower. Wow, this sharp looker and handler will haul arsel. And starting at $62 grand, this isn’t even a high-end luxury crossover.

Need 3 rows of seating, great power and good looks? Acura’s MDX answers the bell!

Luxury: Acura MDX – This popular 3-row SUV grew a bit, getting longer, lower and wider, but adding an aluminum hood and front fenders to save weight and was restyled to look even more elegant. The result is a fine, yet not too large, luxury SUV with a touch of sportiness (remember the S in SUV stands for Sport). So with a 290-horse V6 and SH-AWD (that’s Acura nomenclature for Super-Handling-All-Wheel-Drive) the MDX can go about anywhere a luxury SUV needs to, and at speed with precise handling. Nice! Inside is super quiet with open-pore wood trim and all the amenities expected at $61 grand and change. Even your pal Alexa comes with.

Chrysler’s Pacifica is handsome, a plug-in hybrid and offers AWD, win, win, win!

Best Minivan: Chrysler Pacifica Hybrid – Chrysler has become one of the quiet Stellantis brands. That’s the former Fiat-Chrysler company that makes Jeep, Dodge, Chrysler, Ram, Fiat and Alfa-Romeo for the North American market. But when you think of the former Chrysler Corp. its minivans should be top-of-mind as they invented the modern minivan 35+ years ago. Pacifica is a smoothly styled van that continues to lead with innovations, including offering AWD and a hybrid version. Not all vans offer both. The plug-in hybrid system gives roughly 30+ miles of electric-only power and regenerative braking helps extend that in city driving. Acceleration is quick (260 hp), safety features are bountiful, comfort is uncompromised and pricing is competitive, if not a bit lower than most competitors.

Honorable mention is warranted because Kia’s Carnival debuted this past year and is a sharply styled minivan with metallic bling inside and out, plus features galore, and still in the $45,000 to $50,000 range. But so far it has no AWD or hybrid models, which may be a short-term concern. Still, it’s a delight to see and drive. It was also recently named the Midwest Automotive Media Association (MAMA) family vehicle of the year, so Midwest journalists agree, it’s a winner.

Not only is the Ford F-150 a best-seller, it also has a hybrid model with impressive MPG!

Best Pickup: Ford F-150 SuperCrew Hybrid – Ford continues to lead the pickup segment and in fact is adding an electric version, the Lightning. But the hybrid I tested was as perfect a pickup as is out there right now. It’s huge, tall, strong and efficient, plus offers a power generator in the bed that will power your house for hours, make that days, in an emergency. But all of the standard F-150’s strong points are here, plus the hybrid system that boosts gas mileage to a respectable 24/24 mpg rating. I got 20.5 mpg. That’s with the 3.5-liter V6 hybrid system that adds $3,300 to the price of a $52,000 SuperCrew Lariat model. Big pickups are not inexpensive!

This electric crossover features Mustang styling cues and stole its name from the muscle car, but it’s still a crossover. HOWEVER, it is very Quick!

Best Electric: Ford Mustang Mach-E – Ford opted to name its first mid-size electric crossover the Mustang Mach-E because it knew that Mustang name would bring it more attention than virtually any other Ford-owned name. They were right, and its styling, with some Mustang cues and logos, make it one of the better looking electric crossovers. Driving performance is strong too, its 88 kWh extended range battery and electric motors combining for 346 hp and a 260-mile range for the tested AWD version. 0 to 60 mph happens in 4.8 seconds, so it’s quick, like a gas-powered Mustang. While inside the dash looks decided modern (think Tesla as a target) with a massive 15.5-inch vertical info screen.

An honorable mention to VW’s ID.4, which falls a bit short on styling compared with the Mach-E, but also is available with AWD and a 250-260-mile range on a full charge. It’s comfy and well thought out, but has some quirks that kept it from the top spot here.

Now THIS is a Mustang! Mach I is a rocket whose power could make a macho man blush!

Most Fun: Ford Mustang Mach I – I know this seems like a Ford lovefest as we approach the top Zoomie award, but I’m a car guy and I love excellent power and handling so I had to include the venerable V8 gas-powered fastback Mustang Mach I. This is a no-apologies muscle car that looks fast, sounds fast and IS fast. It has a race-engineered GT350’s subframe and suspension, 6-piston Brembo disc brakes, re-tuned super precise power steering and a switch to engage or flip off the traction control. There’s Track and Sport+ drive modes in case you want to race the thing, and you likely will Want to. There’s also a TREMEC 6-speed manual standard to engage the 5.0-liter V8 that pumps 480 horsepower. Price is about $52 grand and, well, outside of some Hellcats and SRTs from Dodge, nothing much else touches this. A fantasy car for us aging, but still sporty, Boomers!

A quick honorable mention goes to the Dodge Durango Hellcat because it rips like it’s a dragster. Can you believe a 0-60 mph time of 3.5 seconds in a mid-size SUV? Believe it, but that’s what a supercharged 6.2-liter HEMI V8 with 710 horses will do for ya. A year earlier I drove the SRT version and was wowed by it, yet this ups the wow factor considerably.

Santa Cruz is stylish, offers great power, ride and handling, plus has a useful bed. Wow!

ZOOMIE: Vehicle of the year: Hyundai Santa Cruz – And now for something completely different.

Kudos to Hyundai for finally pushing the car world back into the compact pickup world that had been so successful with the likes of Ford Rangers, Chevy S10s, Datsun (later Nissan), Toyota, and Mazda pickups in the 1970s through the 1990s.

Hyundai calls Santa Cruz an SAV, Sport Adventure Vehicle, which is just so much marketing talk, but the point is this isn’t Just a pickup.

No, Hyundai has re-invented this market with a slick, stylish, California-chic pickup that doesn’t even ride on a truck chassis. Santa Cruz (perfectly named to ooze California-chic) rides on Hyundai’s Tucson crossover platform so it behaves like a crossover, not a bumpy bouncy body-on-frame truck. Ride is stellar and with its full cab it’s basically a crossover with a pickup bed, meaning the family fits just fine, but if one needs to haul bushes, dirt, or even dirt bikes it’s easy and cleaner than slopping said goods inside a crossover’s hatch.

That tonneau cover is strong enough you could stand on it!

Santa Cruz scores aces on power, ride and handling while also offering AWD if you need to tow a camper or small boat to the lake or a campsite. Two engine choices include a 190-horse 2.5-liter I4 and a turbo version with 281 horses for more serious fun. Prices range from a front-drive model with the base engine at $24,000 to the Limited with AWD and the turbo, pressing $40 grand. Still a bargain!

Not your Dad’s, or Grandpa’s pickup, it’s compact and efficient.

Color selection is fun and youthful, grayish green or blue-gray, for instance, while inside is a 10.25-inch info screen, simple dash layout and plenty of upscale content for the price, think heated and cooled seats, etc. And the bed, well, it has a cooler built-in for tailgating, steps designed into the corner of the bumpers for climbing aboard, a lockable tailgate, and with a retractable tonneau cover that is strong enough one could stand on it. Wow!

Certainly not everyone needs a mid-size or full-size pickup, and maybe more importantly, many of us can’t afford those $50-$70 grand monsters. If style, price and putting Fun into automotive Function are atop your shopping list, Santa Cruz is the compact pickup you’ve been looking for!

Braking News, Electrics

All-Electric Ford F-150 Lightning announced

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Ford to reveal F-150 Lightning May 19 with livestreamed event …

DEARBORN, Mich. – Ford announced today it was launching an all-electric pickup, the F-150 Lightning. The new F-150 Lightning will be revealed May 19 at Ford World Headquarters in Dearborn and livestreamed for millions to watch. 

This is Ford’s hybrid F-150, which is already available. The electric come out next year.

In a press release Ford said the F-150 Lightning “brings innovation, technologies and capabilities to the F-Series, America’s best-selling vehicle, combined with the power, payload and towing capability.”.

The reveal takes place at 9:30 p.m. EDT, May 19, from Ford World Headquarters and will be broadcast live with 30+ ways to watch across physical and digital destinations, including the Ford Facebook and YouTube channels, Twitter, key national publications as well as 18 locations such as Times Square in New York City and the Las Vegas Boulevard.

“Every so often, a new vehicle comes along that disrupts the status quo and changes the game … Model T, Mustang, Prius, Model 3. Now comes the F-150 Lightning,” Jim Farley, Ford President and CEO, said in a release. “America’s favorite vehicle for nearly half a century is going digital and fully electric. F-150 Lightning can power your home during an outage; it’s even quicker than the original F-150 Lightning performance truck; and it will constantly improve through over-the-air updates.”

Added Farley: “The truck of the future will be built with quality and a commitment to sustainability by Ford-UAW workers at the Ford Rouge Complex — the cathedral of American manufacturing and our most advanced plant.”     

Production of the F-150 Lightning begins next spring at the all-new Ford Rouge Electric Vehicle Center.

Ford already markets a hybrid F-150 that Savageonwheels.com reviewed earlier this year. It’s pictured here too.

See Mark’s review: https://savageonwheels.com/2021/04/07/2021-ford-f-150-4×4-supercrew-lariat-hybrid/

Car Reviews, Electrics

2021 Ford Mustang Mach-E Premium AWD

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Electric Mustang Mach-E a fine crossover, not a Mustang …

Marketing is an interesting and amusing craft and Ford’s marketers realize they really only have two ways to attract attention to their brand.

First is the F-150, the longtime best-selling vehicle in the U.S., and second is Mustang, its iconic muscle car that has been garnering admiration since 1965.

So, when Ford was about to launch its first full-electric crossover it needed a way to get reluctant potential buyers to at least consider the crossover. Calling it an Edge, Focus, or Probe, just wouldn’t give it the panache and garner the attention it deserved. Calling anything that’s not a pickup an F-150 could damage its top money maker.

So the Mustang Mach-E was born.

OK, the nose reflects Mustang’s look, but …

Essentially Mach-E is a fine mid-size crossover with a refined interior, massive 15.5-inch info screen replacing virtually all buttons and knobs, and enough seating and cargo room for a family of four, or five. If you’re in the market for a crossover, this deserves a look.

Ford designers worked hard to put a nose and tail on the Mach-E to give it a family resemblance to Mustang, think first cousin on you mom’s side, but with more girth. The three-bar taillights and the large Mustang pony logo on the nose and tail more than hint that this has Mustang DNA.

But the Mach-E is not a muscle car, but not due to a lack of power. No that feedbag is overflowing. The Mach-E is heavy and handles like a big SUV or crossover. There’s no throwing it into corners for precise apex clipping and hustling it out the other side like you’re Lewis Hamilton. Mach-E feels heavy and pushes into corners.

The tail has Mustang’s three-bar taillights.

Likewise ride feels more like that of a big SUV than a sporty, nimble pony car. The shocks seem to dampen the major jolts, but you feel the road more here than in most crossovers and cars of any sort. It’s a firm ride that the family may not appreciate in town. Highways, which tend to be smoother, are fine and expansion joints don’t upset the ride.

Yet two things DO stand out.

First, the Mach-E is distinctive in its styling so you know it’s not a jelly bean Tesla Y or more traditional looking Jaguar I-PACE. Second, and to the Mustang point, it’s a rocket sled on wheels.

See Mark’s video review: Mustang Mach E 1st Impressions by Mark Savage, SavageOnWheels.com – YouTube

The tested Rapid Red ($400 extra) model was the Mach-E Premium AWD with an 88 kWh extended range battery, a $5,000 add-on that many folks will want for its potential range. In rear-drive mode Ford rates its range at 300 miles, with AWD that falls to 270 miles. A full charge on the test model was right about 260 miles.

The electric motors in this Premium model create 346 horsepower and will boost this 4,394-lb. crossover to 60 mph in 4.8 seconds. Quick!

Torque is amazing and instant in Unbridled mode, what probably would be called Sport or Sport+ in a non-pony branded crossover. Mach-e has three modes accessed via the Mustang icon atop the giant info screen. Whisper is for normal driving, Engage is a happy medium between Whisper and Unbridled. Acceleration is quick in all, but definitely upgraded in Engage and crazy fast in Unbridled. My wife was wowed, and she rarely comments on my test vehicles.

Unbridled also firms the steering to add a more muscular feel, but like a Sport mode on a gas-powered car, you use more energy more quickly in Unbridled, so likely won’t want to just cruise the neighborhood in this performance mode.

Note too there’s a Propulsion Sound toggle on the screen that adds some fake engine noise to the acceleration, most noticeable in Unbridled so that you viscerally feel like there’s more power, at least in your ears. Another toggle lets you shift between one-pedal control, meaning the accelerator either allows the Mach-E to coast like a gas-powered car once you release it, or there’s the natural electric motor and regenerative braking pull that slows the vehicle more quickly. Think of a golf cart once you release the accelerator, or a slot car that slows nearly immediately after the juice is off.

I liked the feel and got used to it quickly, soon mastering the let-up as I approached a stop sign so the Mach-E would glide to a full stop just at the sign. This later setting allows the batteries under the rear seat and cargo area to recharge partially as the vehicle slows, thereby extending range.

The logo certainly says Mustang.

Driving became its own entertainment with the various modes, plus watching the small speedometer/range meter just above the steering column. Often the mileage range shrinks rather quickly compared with the percentage battery charge that remains.

Inside, the Mach-E goes all digital with that giant vertical screen that seems overwhelming at first, but you get used to it. Seeing a navigation map that large is particularly comforting, as is the 360-degree camera when you back up. Yes, there’s a beep as you back up to let folks know the quiet electric vehicle is coming.

Is that 15.5-inch screen big enough for ya?

Using the screen is pretty easy and finding radio stations, saving favorites, and turning up or down the climate control system where you slide a bar up or down with your finger. Likewise there’s heated seats and a heated wheel here. Everything, as mentioned before, is handled through the screen. Mine never jammed up, as some brands have in past vehicle tests.

The dash was a combo of black leather and tweed cloth, so very sophisticated looking while seats were black leather with gray stitching. A textured graphite gray insert spiffed up the dash face and a small amount of gloss black trimmed the console, which is mainly a dual-level storage tray and container. Gear shifts are handled via a round knob on the console and a wireless phone charger lies at the front of the cargo tray.

The dash is clean and attractive and delivers a high-tech sleekness.

Overhead is a solid panoramic sunroof that does not open, nor is there any sun shade. But it is seriously tinted to avoid overheating in the summer sun. While I appreciate the big sunroof I’d rather see a smaller one along with a solar panel up top, akin to the Hyundai Sonata roof that helps charge that hybrid’s batteries.

Seats are mildly contoured but comfy and easy to slide in and out of, with front seats powered and the driver getting a power lumbar support. Three memory setting buttons are on the door panel.

Mach-E’s rear seat is roomy enough for three, but particularly comfy for two adults. The power hatch in back reveals a large cargo area, although the cargo floor is higher than many due to the batteries beneath. There is, however, a storage bin there for the mobile charging system that you plug in to replenish the batteries. And there’s a frunk, a front trunk that holds another 4.7 cu.ft. of goodies.

Plenty of room under the power hatch for golf clubs and groceries.

No surprise among the safety features. They’re all here thanks to Ford’s Co-Pilot 360 system with blind-spot warning and cross-traffic alert, lane-keeping assist, adaptive cruise control, reverse brake assist, evasive steering, pre-collision assist with emergency braking and more. There’s also that 360-degree camera system which helps because visibility is a bit limited with big A-, B-, and C-pillars.

Know too that Ford offers several Mustang Mach-E models now with an even racier GT model coming soon. The base Select trim starts at $43,995, including delivery. It has a lower powered battery and creates 260 horsepower while being rear-wheel drive. Its range is 230 miles and the AWD version’s range is just 211 miles.

Don’t forget you get a frunk, a front trunk, that will hold a little cargo.

The tested Premium starts at $50,800 and as driven was $56,200 with the extended range battery being the big cost option. Range is rated 300 miles for RWD models and 270 for AWD. My experience was more along the 260-mile range with AWD. Ford says the test model beats Tesla’s Model Y in range. I’ve not tested a Tesla.

On the practical side, if you are purchasing any electric vehicle, you’ll want to install a 240-volt outlet in your garage for quicker charging. The normal 120-volt outlet seems to add about 3-4 miles of range per hour of charge, while the 240-volt outlet reportedly will add 20 to 30 miles per hour of charge.

With a 50% charge I left the Mach-E plugged into my 120-volt outlet for 24 to 26 hours and got it to 100%. Be aware that more and more car dealers, stores, hotels and such are installing fast chargers that you can tap into for a charge (electric and monetary). I’d recommend the PlugShare app for your phone to alert you to spots to recharge, if on a trip. There are other such apps too. Note that sometime the charging station listed is not available when you arrive, or is out of order, as was one at a chain gas station near my house.

Here’s the door release button and small handle for the front door.

The Mustang Mach-E is a speedy crossover with good range and a comfortable and functional interior. This represents what most electric vehicles will be like eventually from the surviving automakers. Marketers name dropping aside, at least this one has some style.

FAST STATS: 2021 Ford Mustang Mach-E Premium AWD

Hits: Distinct styling, monster power (3 modes), good handling, plenty of cargo space, roomy for 5 adults. Giant tinted sunroof, 15.5-inch vertical info screen, heated front seats and steering wheel, plus wireless charger and usual cadre of safety features.

Misses: No sun shade, stiff ride, big A- B- and C-pillars limit view, could use a solar roof panel to boost battery charge.

One more look at that giant infotainment screen.

Made in: Cuautitlan, Mexico

Engine: 88kWh electric battery/motors, 346 hp

Transmission: Single-speed automatic

Weight: 4,394 lbs.

Wheelbase: 117 in.

Length: 186 in.

Cargo: 59.7 cu.ft. + 4.7 cu.ft. (front)

Range: 270 mi.

Base Price: $50,800 (includes delivery)

Invoice: $48,100

Major Options:

Extended range battery, $5,000

Rapid red paint, $400

Test vehicle: $56,200

Sources: Ford, www.kbb.com

Photos: Mark Savage

Car Reviews, Electrics

2020 MINI Cooper SE Iconic Hardtop 2-door

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Who can’t love this face?

Electric MINI packs power, cuteness into a, well, mini package …

Have you ever driven an electric Go-Kart, maybe at an amusement park, in the Dells, or even an indoor karting track?

That’s what it’s like to drive the new electric MINI Cooper SE. Power is instantaneous and the car is a bullet off the line. It’s light and lively and a nimble handler that anyone would enjoy tossing around a small racetrack. In fact, it’s a rush to slam it around corners anywhere.

On the fun factor scale the electric MINI, signified with the E in the SE nomenclature, is a solid 10.

Cute? You betcha! Continue reading 2020 MINI Cooper SE Iconic Hardtop 2-door →

Car Reviews, hybrid

2016 Toyota Prius Four Touring

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New Prius Four looks better, drives better too …prius

Prius’s nerdy look is gone, so if you were one of those kids, like me, who had the mechanical pencil and pocket protector in high school, well, you’d best reconsider buying the hybrid.

Toyota has jazzed up the Prius in looks and performance. The bright “hypersonic” red ($395 extra) test car nearly glowed in the parking lot, plus it looks more trim and sporty than past models. Like other Toyotas the nose uses creases for styling that bring it to a noticeable point and the taillights feature sharp angles previously saved for sports cars. The profile is more that of a sporty hatchback now.

So if you’re looking for a hybrid that gets great gas mileage, and don’t mind looking a little trendy, instead of nerdy, the Prius Four Touring could light your fuse.

2016 Toyota Prius Four TouringThe newest Prius isn’t bulbous and chubby looking like past models, but it’s still a gas mileage champ. I got a fantastic 57.6 mpg, while the EPA rates this model at 54 mpg city and 50 mpg highway. I spent more time in town and driving in the 40-45 mph range. Continue reading 2016 Toyota Prius Four Touring →

Car Reviews, hybrid

2016 Toyota RAV4 XLE AWD Hybrid

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Toyota RAV4 hybrid = good mpg, sporty handling2016 Toyota RAV4 Hybrid

Funny, but I enjoyed driving the new Toyota RAV4 hybrid more than its gas-powered model that I had earlier this year.

This one seemed sportier, and that’s a contradiction to all things hybrid. Power seems a bit better, and is with a combined 194 horsepower for the hybrid vs. 176 for the gas-powered model. But handling seemed much more precise and sporty too.

RAV4 is a small ute/crossover and easy to park and steer. The wheel feels moderately light and the hybrid turns into corners well and is responsive. Wheel play is minor.

And while compared to the standard model it has more ponies to power it with the electric hybrid system working well via an electronic continuously variable transmission (ECVT), it’s not exactly quick. There’s still the electric whine when you let off the brake and a slow chug up to 15-20 mph. The harder you press the accelerator the crossover will respond though and get up to highway speeds fairly effortlessly. The down side is an engine that feels and sounds as if it’s working pretty hard.

2016 Toyota RAV4 HybridLike so many vehicles, there are drive mode selection buttons, here on the bottom of the center stack somewhat hidden behind the console-mounted gear shift knob. You can go Eco to save fuel or Sport for a bit more juice to the wheels. The bump up in power is minor, but every little bit helps sometimes. Continue reading 2016 Toyota RAV4 XLE AWD Hybrid →