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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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Car Reviews, hybrid

2023 Volvo S60 Recharge AWD Ultimate (Black Edition)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

FAST STATS: 2023 Volvo S60 Recharge AWD Ultimate

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

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

Made in: Ridgeville, S.C.

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

Transmission: 8-speed automatic

Weight: 4,450 lbs.

Wheelbase: 113.1 in.

Length: 187.4 in.

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

Tow: 2,000 lbs.

MPG: 74 elect./31 gas

MPG: 32.0 (tested)

Base Price: $59,045 (includes delivery)

Invoice: N.A.

Major Options:

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

Black metallic paint, $695

Bowers & Wilkins premium audio, $3,200

Test vehicle: $63,690

Sources: Volvo, www.kbb.com

Photos: Mark Savage

Car Spots, Fun Stuff

Car Spot: The Nissan Cube

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You can see the French influence in its design …

Every time I see one of these I expect that when it stops a bunch of clowns will jump out of it. Kelly Blue Book loved the Cube naming it one of the coolest cars under $18,000 in 2009 and the following year listed the Nissan Cube as one of its Top 10 Road Trip Cars. But not all the media loved it. Cars.com wrote that when the Cube gets above city speeds it’s a dog: It handles like a skateboard, surrenders to highway crosswinds, and has the passing power of a 1990s econobox. Ouch!

Mileage? Not so good, only combined 20 MPG. Launched first in Japan and then the US, it came from the Nissan-Renault hookup, and I think the French influence is obvious.

One thing is for sure, it does stand out in a parking lot.

According to Nissan designers, the interior was inspired by the “enveloping curves of a jacuzzi to promote a comfortable and social atmosphere.” Um, sure, I guess. Nissan even developed an extended line of accessories for Cube to help encourage personalization.

The Cube had seating for five.

These included multicolor appliqués that could be placed around air vents and window switches, utility hooks and elastic bands in different colors, variable color LED accent lighting for the footwell and cup holders, and a sculptured piece of color-coordinated shag carpet that sits in a shallow well on the top of the dash. Shag carpet, I remember that!

RELATED Post: 5 cars that will never be classics and the Cube is one of them.

The rear door opened like a regular side door.

At its peak in 2010, the Cube remained firmly a niche vehicle, selling 22,968 units, but from there it started dropping like a rock, shaped like a cube, down to 2,965 through eight months of 2014 according to Nissan. The Cube was dropped for the 2015 model year. Duh!

Thanks for stopping by and have a great weekend. Be sure to check back next Friday when I have another one of my car spots along with some of its history.

Crossover Reviews

2023 Mazda CX-5 2.5 Turbo Signature AWD

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Perfect sized CX-5 Turbo continues to excel, remain a bargain …

Only a year separated me from my last review of Mazda’s top-seller the CX-5, a snazzy looking compact crossover, but only a week separated me from testing its new stablemate, the CX-50.

There’s going to be confusion in the marketplace with such similar names, er numbers, but maybe that’s Mazda’s plan. Confusing the newer CX-50 with the lineup’s hit may be marketing genius. Maybe!

Yet to me the CX-5, is simply a near perfect size for urban adventures on crumbling city streets and yet it’s a delight on the highway too. That’s because it’s fairly light, is agile and at its upper trim levels it’s speedy due to its turbocharged engine.

And … this is no small thing … the Mazda CX-5 simply looks better than most of the competition, a sporty aggressive snout, slick looking tail and the best color available on a mainstream car today, Soul Red Crystal Metallic. That’s a bright metallic red reminiscent of the Candy Apple Red of my youth. It lights up the car and makes it shine in any parking lot, even on the dreariest of days.

Soul Red costs $595 extra and I can think of no better value for an option these days, at least visually. No fancy wheels or blacked out grille even comes close.

But crossovers are a dime a dozen to be sure, so why, beyond looks, do I love this compact crossover like it’s my grandkid?

Add performance and value to looks, plus an interior that leans heavily toward luxury with a quiet and soft leathery feel from the steering wheel to the seats to the dash. CX-5 also packs plenty of comfort and safety equipment and drives like a sports sedan, nearly.

Value sometimes seems like a dirty word in today’s auto market that favors luxury makes and size over affordable monthly payments. But Mazda wins here with a base price (including delivery) of $27,975 for the 2.5 S model. Note too that all CX-5s come standard with AWD.  

At that entry level you’ll get a standard non-turbo 2.5-liter I4 with 187 horsepower, but that’s better than much of the competition’s base models. Move up to the 2.5 Turbo though and the CX-5 will scamper up to highway speeds. All models use a fine 6-speed automatic with a Sport mode, and Off-Road setting too if you take the fishing boat or camper into a county or state park

That boosted engine creates 227 horses on regular fuel and if you can afford premium, well, it’ll pound out 256 horses. Torque is 310 lb.-ft. on regular gas and 320 with premium. Zero lag as that turbo kicks in quickly, such as entering a highway at 70+ mph. Top speed is rated at 130 in this top-level Signature model and Car and Driver magazine says this will do 0-60 mph in 6.1 seconds. That’s plenty quick for a family hauler!

Watch Mark’s video: https://youtu.be/iSRViqdxZfc

Gas mileage is nothing special, rated at 22 mpg city and 27 mpg highway by the EPA. I got just 22 mpg in about 60% city driving and some aggressive highway ramp runs. That’s what I’d managed in the same basic vehicle a year earlier.

Handling is precise and sporty as this crossover is easy to push into tight turns and feels as stable as many sport sedans. AWD helps of course, but balance in the Mazda is excellent.

Engineers worked to further smooth the ride in last year’s model and that remains the same for 2023 delivering a composed ride that actually felt better than the longer wheelbase CX-30 that’s tuned more for off-roading. Braking is strong with vented front discs and solid rear discs.

Mazda delivers plenty of standard safety equipment too, including smart cruise control, blind-spot monitor, lane keeping assist and warning, along with the 360-degree camera and cross-traffic alert. And a major plus, the lane departure can be turned off via a button on the lower left dash, meaning you don’t need to fight the system when in construction zones or dodging pot holes that require you to straddle a lane marker.

Mazda also touts something it calls G-Vectoring Control Plus that helps put power to the appropriate wheel in cornering to aid control. You’ll never notice, but as stated earlier, the CX-5 corners particularly well.

Inside this Mazda continues the car maker’s ways of creating quiet and luxurious feeling materials that seem to hit beyond their weight. For instance the fake leather seats have a softer feel than some real leather, plus the dash and door armrests feel soft. They are not the typical textured plastic found in lesser crossovers.

There’s also chrome trim on the air vents and along the doors and dash. The console is trimmed in gloss black and the lower steering wheel hub is chrome.

The turbo model also comes with a sunroof, heated steering wheel along with heated and cooled front seats, heated outer rear seats, plus dual climate controls, and a Bose stereo with 10 speakers. A wireless phone charger under the center stack is also standard and a much better location than in the newer CX-50, which was awkwardly located partially beneath the center armrest/storage box lid.

Again there’s a 10.3-inch screen as in the CX-50. It’s wide so easy to see and not so tall as to block visibility out the windshield. Sadly, as in the CX-50, it’s not a touchscreen, but is controlled via a dial on the console. Not a fan as it’s clunky to adjust while driving. There is a volume knob on the console though, which is handy, plus volume buttons on the steering wheel hub. That wheel needs to be a flat-bottom design though!

I like the seats as they are supportive and the driver’s is powered. Nice lower back and hip support here. Rear seat room is fine for two, but tight for three and the CX-5 has a tad more headroom than the longer CX-50, although that model has more legroom. Know your rear seat passengers’ body styles for proper fit. Those rear seats also partially recline, which could help quiet rowdy family members on a long trip as they could easily nap.

The hatch is powered and there’s reasonable storage space behind the rear seat, just not quite as much as some others in this class offer. Still, it’ll hold suitcase for four and if there are just two or three on the trip those rear seats fold flat to create a larger cargo area.

While pricing starts at roughly $28 grand this top tier Turbo Signature model listed at $40,925, plus the cool red paint job to end at $41,520. That’s well below the average new car price of $45 grand.

For comparison’s sake, Subaru’s Forester starts at a bit lower price, as do the Kia Sportage (tested recently) and its cousin, the Hyundai Tucson. While the market leaders Toyota’s RAV-4 and Honda CR-V begin about the same price as this snazzy Mazda. Those later two offer hybrid models too, while the Mazda does not yet.

Crossover intenders really need to drive a CX-5 with the turbo to remind themselves what driving fun feels like.

FAST STATS: 2023 Mazda CX-5 2.5 Turbo Signature AWD

Hits: Stylish inside and out, excellent turbo power, responsive handling, composed ride, plus AWD standard. Spectacular color, interior feels luxurious, wide screen, sunroof, heated steering wheel, heated/cooled front seats, dual climate controls, 360-camera, smart cruise and safety systems, Bose stereo, comfy supportive seats, power hatch, and wireless charger. High-value, fun drive.

Misses: Still not a fan of console-controlled info screen. Could use flat-bottom steering wheel.

Made in: Hiroshima, Japan

Engine: 2.5-liter SkyActiv-G I4, turbo, 227 hp (256 hp/310 torque w/premium gas)

Transmission: SkyActiv-drive 6-speed, automatic w/Sport mode

Weight: 3,867 lbs.

Wheelbase: 106.2 in.

Length: 179.1 in.

Cargo: 31-59.3 cu.ft.

MPG: 22/27

MPG: 22 (tested)

Base Price: $40,925 (includes delivery)

Invoice: $39,380

Options:

Soul Red Crystal paint, $595

Test vehicle: $41,520

Sources: Mazda, www.kbb.com

Photos: Mark Savage

#Mazda

Car Spots, Fun Stuff

Car Spot: Classic CJ-7

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One of the many AMC cars found in my driveway growing up ,,,

For those of you that don’t follow this blog regularly, I have a fondness for the vehicles built by American Motors, mostly because my dad worked for the company from 1963 to 1989. 1970 was a special year because AMC swung for the fences and bought Jeep from Kaiser Automotive. It was a huge risk that ended up paying off big for the company and most likely saved it for another 17 years. It’s also the reason Chrysler bought AMC in 1987.

AMC Jeep rain jacket my dad got while working for the company. Mine now and it’s not for sale!

Yet from hanging out on some Jeep forums I know there are AMC haters that say the firm messed up Jeep and maybe there were some areas, like the use of plastic in interiors, that were not wins. But overall AMC took the Jeep brand to the next level transforming it from a smallish firm engaged mainly in military and overseas vehicle business into a bigger, company with some of the hottest-selling sport-utility vehicles in the world .

That includes this week’s spot that I found at the Chicago Auto Show in February, a CJ-7. This is the CJ-5’s big brother being 10 inches longer.

Upgrading the Jeep lineup was a smart move and another beneficiary of the AMC purchase as the brand now had access to AMC’s dealer network. In 1970 that consisted of just more than 250,000 dealers, whereas when Kaiser owned Jeep it was tiny and its profits came from selling Jeeps to the military and via civilian contracts, which had become a money-loser by the time AMC bought it.

RELATED Spot: See its bigger brother the M715

CJ-7 spot in Jeep exhibit at the 2023 Chicago Auto Show

Step one for AMC was getting their engines into the entire Jeep lineup. The very old F-head four was an easy cut, but many have questioned dropping the popular Buick-based 225 V6. However, the AMC inline 6 cylinders, 232 and 258 ci, had advantages in their smoothness. The 232 also made roughly the same net power as the V6.

The tooling was sold back to GM, and it had a long life back in the GM stable. The longer-stroke AMC 258 would be the middle option, and the top dog was AMC’s new 304ci V8, a first for Jeep.

This one featured the 304 V8.

AMC kept making improvements to the brand. A dealer-installed radio became available in 1973, and air conditioning became available via dealerships in 1975. Electronic, breaker-less distributors replaced breaker-point Delco distributors for the full engine lineup.

AMC kept the same basic interior for a while then later adding the plastic.

In 1975, the tub and frame were modified from earlier versions. The windshield frame and windshield angle were also changed. Another change was going from a Dana 44 to an AMC-manufactured model 20 that had a larger-diameter ring gear but used a two-piece axle shaft/hub assembly instead of the one-piece design used in the Dana. The CJ-7 featured an optional new automatic all-wheel-drive system called Quadra-Trac.

A lot of aftermarket items were added to this CJ.

For 1977. Power disc brakes were an option as well as the “Golden Eagle” package, which included a tachometer, clock, and air conditioning among the many new options. Other trim packages included the Renegade, Golden Hawk, and Laredo.

In addition, there were Special Editions, the Limited (2,500 units limited edition luxury models), and the Jamboree Commemorative Edition (630 numbered units built for the 30th anniversary of the Rubicon Trail). It is the rarest CJ-7 and one of the rarest Jeeps of all time, placing it in the same rarity class as the 1971 CJ-5 Renegade-II. It is the most heavily optioned CJ ever built and it was the Rubicon of its day. Like the 1970 AMX, all units are uniquely numbered via a dash plaque. There was even a Levi’s Edition. Ultimately CJ-7s were in production for 11 model years from 1976-1986 and 379,299 were built.

AMC branding everywhere.

But 1983 was really the end of the line for the CJs. AMC was still tight on cash and needed to do upgrades because of much publicized rollovers. The decision, AMC killed the CJ name and renamed the Jeep the Wrangler. Boom, gone were the lawsuits.

With CJ gone it was the last in a line of civilian Jeeps dating back to 1945. Having experienced them, they were a blast to drive. Too bad the lawyers got to that original design.

This one’s even been “duck duck jeeped”

What are they worth now? According to Hagerty, a 1980 Renegade with a 304 can sell for as much as $44,500. An ’81 is worth slightly more at $50,000. Even the rare ones I mentioned above are not selling for what most might think. Why? Well, maybe one reason is that they’ve looked about the same. I would love to own one but, well, you know how it goes.

Thanks for stopping by and be sure to check back next week for another one of my spots along with some of the history behind it. Have a great weekend.

Car Reviews, Crossover Reviews

2023 Mazda CX-50 2.5 Turbo Premium Plus

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New crossover bigger than CX-5, aimed more for off-road use …

What do you do when you’re a smaller auto manufacturer, but you have one big hit in the hot crossover market?

Make another slightly larger version of it, right?

Welcome to Mazda’s world. The Japanese car maker has constantly been putting stylish and superb handling vehicles on the road, but other than the MX-5 Miata sports cars, the others rarely garner many buyers. That is until the Mazda CX-5 hit the market and gave compact crossover buyers a sportier looking and handling option, yet below luxury pricing.

Bingo, CX-5 moves to the top of Mazda’s success list.

Well, it’s still making the CX-5, but Mazda imagined if could be even better, well, at least bigger. So now comes the CX-50 (don’t be confused), which is about six inches longer, rides on a four-inch longer wheelbase, weighs 50 pounds more, and will tow 3,500 pounds, up 1,500 from the slightly smaller CX-5.

Mazda also followed the lead of every other crossover/SUV maker and raised CX-50’s ride height to enable marketers to tout it as more off-road worthy. OK, I know some folks bang ditches, mash mud and straddle boulders, but really?

No, the CX-50, even with 8.6 inches of ground clearance is meant for towing a small camper or boat to a state park camping site, not going axle deep in mud. It’ll do that and even has an off-road setting on its M-Drive toggle on the console. That also includes Sport and Comfort modes, the latter of which you’ll be using 99% of the time.

Funny though, we had an 8-inch snow dump while I was testing the CX-50, and I found the standard AWD was only partially effective and not nearly as helpful as my wife’s Subaru Outback AWD. I could still spin the tires and slip-slide around corners. I even toggled into Off-Road mode to see if that might help. If it did, it was barely noticeable. That said Mazda says its AWD system is designed to keep the vehicle moving even if a front and back wheel are off the ground. I didn’t try that.

Don’t go all mental on me now. Driving the CX-50 is a blast on dry or simply wet pavement. This being the 2.5 Turbo Premium Plus model it was loaded with goodies, most importantly the 2.5-liter SkyActiv-G four-cylinder with a turbo that kicks in quickly and delivers punchy performance. Horsepower is 227 normally, but can jump to 256 if you opt for 93-octane premium fuel.

Watch Mark’s video: 2023 Mazda CX 50 review by Mark Savage & Paul Daniel – YouTube

I like this powerplant even better in Mazda’s smaller CX-30 crossover as it gives it almost a tall sports car feel. But acceleration is quite good here as the CX-50 rushes up to highway speeds and the six-speed automatic handles all that power just fine.

Handling too is a Mazda hallmark and continues here. Steering feels heavy and precise so there’s no play in the wheel and the suspension lets you push it harder into a corner than you might most compact crossovers.

But anticipating that its customers will be bouncing around the off-trail rocks and mud a bit, Mazda has stiffened the CX-50’s suspension as compared with its popular predecessor, the CX-5. That may help off road, but in town where pot holes and chippy pavement are the main obstacles, the ride is overly firm. Some riders may opt for the CX-5 just for that reason, despite the longer wheelbase here.

Braking is fine and safety equipment is well represented too. For instance there’s a blind spot monitor, front and rear parking sensors, a 360-degree monitor, rear smart braking that come in the Premium Plus trim. Other standard safety equipment includes lane keeping and departure assist, rear cross-traffic alert and rain-sensing wipers.

A beautiful near luxury interior graces the CX-50.

Even if Mazda didn’t nail the exterior styling, as it always seems to with an aggressive beak-line nose, its interiors are top shelf, often feeling like they belong in at least entry-level luxury vehicles. It spoils riders in this pearl white (Wind Chill) tester with reddish-brown leather-trimmed seats and black accents. These are extremely well shaped and supportive, although a tad hard. That color is also used for accent stitching in the black door panels and across the black dash. Quite spiffy.

Other trim is chrome such as on air ducts and the steering wheel’s hub is loaded with satin chrome buttons so is a bit less reflective.

A wide screen atop dash, but too bad it’s not a touchscreen.

Everything is easy to see in the CX-50, especially the large 10.25-inch screen embedded neatly atop the dash, not looking like a bolt-on iPad as in many vehicles. But it’s not a touchscreen. Mazda insists, as other makes used to, that a knob on the console is the best way to get at info, nav, and radio functions while driving. It is not!

The system remains way too confusing to use unless the vehicle is parked and you have some time on your hands.

Otherwise the button array for the dual climate controls are easy to use as are the heated and cooled seat controls. Sadly the heated steering wheel button hides under the driver’s side temperature knob, so that requires a bit of care to engage. Likewise the wireless phone charger is tucked into a gap at the front of the split center armrest. Not so hard to put the phone in, but awkward to get out.

Good legroom in row two, plus a big sunroof creates a bright cockpit.

This interior has more legroom in the second row seats than the CX-5, a plus, but slightly less headroom. Long-legged, but short torsoed riders rejoice! Storage space remains fairly generous behind that split seat, which will lower to boost cargo room. Yes, there’s even a spare tire under the cargo floor. I know some vehicles have abandoned that practice, a tough lesson if you don’t know until you need it. The rear hatch also is powered and includes a wiper.

Overhead are Mazda’s first twin sunroofs and a powered shade. Bravo. While this trim level also includes heated rear outboard seats, a plus for Wisconsin buyers, and a fine Bose 12-speaker sound system with the volume knob on the console, or controlled via buttons on the steering wheel.

In addition to a touchscreen the Mazda also could use a flat-bottom steering wheel to reflect its sporty nature and allow for more knee room when the driver exits the crossover, mostly important for vertically challenged drivers.

Pricing remains a pleasant surprise, same with the CX-5. A base 2.5 model that uses the same engine, but sans turbo, goes for $28,825 with delivery. Horsepower is 187 and the digital info screen is smaller at 8.8 inches.

Move up to a turbo model and you’ll start negotiating at $38,425 and the tested Premium Plus lists at $43,575. It added only the pearl white paint for $395, but go with Soul Red, it’s way cooler. Total cost here was $43,970, a bit below average new vehicle pricing.

There are 10 trims, so one for each toe or finger, but a Meridian model aims even more strongly at the off-road market and comes standard with all-terrain tires and 18-inch alloy wheels. It lists at $41,620.

CX-50 offers a slim, handsome tail. Not all crossovers do!

I was a bit disappointed in the gas mileage around town, managing just 22.6 mpg although to be fair it was fairly cold and snowy during this drive. The EPA says to expect 23 mpg city and 29 highway, right in the wheelhouse of other AWD compact crossovers. Also, in a purely highway drive I managed 28 mpg.

Note to readers: Mark will be testing Mazda’s CX-5 again very shortly, so watch to see how that compares with this newer CX-50. Plus watch for his annual Zoomie top vehicle awards coming next Sunday.

FAST STATS: 2023 Mazda CX-50 2.5 Turbo Premium Plus

Hits: Stylish, excellent turbo power, responsive handling, plus AWD standard. Interior feels luxurious and roomy, wide screen, twin sunroofs, heated steering wheel, heated/cooled front seats, heated rear seats, dual climate controls, smart cruise and good safety equipment and cargo space, Bose stereo, comfy supportive seats, power hatch, wireless charger.

Misses: Not a fan of the console-controlled info screen, this needs touchscreen. Ride is over firm, but well-controlled. AWD still allowed squirrelly feel in snow and modest MPG. Could use a flat-bottom steering wheel and the wireless phone charger is awkwardly located.

Made in: Huntsville, Alabama

Engine: 2.5-liter SkyActiv-G I4, turbo, 227 hp/310 torque (256 hp, w/93 octane gas/320 torque)

Transmission: SkyActiv-drive 6-speed, automatic w/Sport mode

Weight: 3,907 lbs.

Wheelbase: 110.8 in.

Length: 185.8 in.

Cargo: 31.4-56.3 cu.ft.

MPG: 23/29

MPG: 22.6 (tested), 28.0 (hwy. test)

Base Price: $43,575 (includes delivery)

Invoice: $42,517

Options:

Wind Chill Pearl (white) paint, $395

Test vehicle: $43,970

Sources: Mazda, www.kbb.com

Photos: Mark Savage

Diecast cars, Fun Stuff

Ford GT Heritage Edition Prototype

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Autoart launches a gorgeous 1/18 scale Heritage edition …

No doubt in my mind that the original Ford GT40 was the most beautiful enclosed race car ever and the street versions created by Ford since 2017 are likewise top-shelf designs, both retro and cutting edge.

The flying buttresses on each side, just behind the doors, that allow air to rush through to provide downforce are both beautiful and inspired. They also helped Ford race these successfully at Le Mans and in IMSA sports car endurance races the past several years, further enhancing Ford’s race cred.

Now Ford has announced the final run of these exquisite gas burners, and with it they revealed a variety of Heritage editions. Autoart is modeling three of the current Heritage trims. Our sample car is Wimbledon White (an off-white) with Antimatter Blue (nearly black) trim.

Officially this is known as the 2022 GT 1964 Prototype Heritage Edition, honoring the first GT/101 Prototype of the Ford GT. That got the GT40 ball rolling until the breakthrough year of 1966 when drivers Ken Miles and Lloyd Ruby won the 24 Hours of Daytona in a Ford GT. In fact, the Fords took the top three spots before heading off to Le Mans in France where they would also sweep the podium, and then win three more years in a row.

The History

So now 57 years after those Daytona 24 and Le Mans wins comes these Heritage models of the Ford GT that debuted in 2017 and now wraps its production run. The modern version touts a 3.5-liter twin-turbo V6 that makes an incredible 660 horsepower while producing 550 pound-feet of torque.

That translates to a top speed of 216 and Car and Driver tells us it’ll do 0-60 mph in 3 seconds flat, or 0-100 mph in 6.2 seconds. Freaky fast, although McLaren and Bugatti can boast slightly better, but then they cost more, generally.

Although these current Ford GTs are not for you and me. They list at $500,000 and the Heritage models add another $100k on top of that. Once purchased their value will hit $1 million or more due to scarcity though, so if you’ve got the spare cash they could be a fine investment.

All have 7-speed automatic dual-clutch trannys and boast dual titanium exhausts that are said to give their engines a distinctive and racy roar. I’ve only heard them online,  but I know how great the Mustang GTs sound, so it’s likely.

Another cool feature, hollow taillights to help dissipate heat, and double bi-spoke carbon fiber 20-inch wheels, plus carbon-ceramic brakes to keep the Ford GT light, and stop it quickly.

While the Ford GT rides on a 106.7 inch wheelbase it’s just 43.7 inches high, so it can’t be called a GT40, and GT43.7 is pretty awkward. The supercar weighs just 3,381 pounds.

The Model

               As for the model, it offers all the detail you’d expect at this price, an opening rear engine cover, flip-out scissor style doors, a small opening frunk with white coolant containers inside, and a rear spoiler that can be raised with a release under the car’s tail. Front wheels are posable too.

               The paint job is superb, although I gotta say the Antimatter Blue is so dark you’ll think it’s black unless in direct sunlight. That blue covers the nose and then is repeated in a wide racing stripe over the roof and tail, including the spoiler.

               The GT has dark mesh grille work atop the nose beside the frunk and the headlights are highly detailed HD models with a clear lens covering the elements beneath. There’s more dark mesh grille work under the nose, which naturally features a Ford blue oval logo.

               Carbon-fiber finished side rocker panel skirting run along the lower door edges and car’s body with a black multi-finned diffuser tucked under the tail. There’s a Ford license plate back there too. The twin center exhausts are matte silver to reflect the titanium pipes on the original, and the big round red taillights are hollowed at the center.

               Under the windowed rear hatch it’s easy to see the top of the twin-turbo V6 with labeling that says Powered by Ford. There’s not a lot else to see as mock carbon fiber trims the engine and acts as a shroud around it. Note there is a tiny pentagonal trunk with flocked flooring in back too.

               Flip up those doors for a decent view of the Lightspeed Blue interior with black dash and wheel, but it all looks very dark, although in proper light you can see the two bucket seats are dark blue. There’s a GT logo atop each floor panel beside the seats and atop where a rocker panel would be if those doors didn’t include the car’s bottom edge as part of the door. This is all as in the original car, naturally.

               The Ford GT’s racing steering wheel features a flat top and bottom and the dash detail is good, including a hood over the gauges with more fake carbon fiber trim atop that and the dash’s leading edge. Again it’s dark inside, so you’ll need a flashlight to see much detail. Yet you are really not buying a 1/18 scale Ford GT to look at the interior, it’s the exterior that screams speed and generates excitement.

               That extends all the way down to the wheels, which are black to reflect the original’s carbon fiber wheels. Plus there are drilled disc brake rotors behind those wheels with silver Brembo calipers. The black wheels also feature black and silver GT center caps.

               Other details to note are large white mirrors on black stalks that extend quite a ways to allow a driver to see around the flying buttresses and the car’s muscular hips. More black mesh in the air ducts in front of the rear wheels too, and Ford is emblazoned just in front of those wheels and above the carbon fiber ground effects skirting.

               Autoart also plans two other Heritage Editions, a red No. 16 with gold and white stripes to represent cars raced by the Alan Mann team, and a gold and red version representing Holman Moody, the famous Ford-backed race team. Both will be the same price as this first release, $240, and are available for pre-order at the Autoart website.

Vital Stats: Ford GT Heritage Edition Prototype

Maker: Autoart
Scale: 1/18
Stock No.: 72926
MSRP: $240

Link: Autoartmodels.com

Car Spots, Fun Stuff

Car Spot: Mazda RX-7

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Please bring the rotary engine back, in a sports car.

MotorTrend loved the RX-7 when it was introduced in 1978 calling it “Sleek, Functional and Fast: An Affordable 2-Seater For the Enthusiast” It was the answer to sports car lovers’ dreams, being attractive, fun to drive, and at $7,195, a bargain competing against other cars in the American market like the Porsche 924, Datsun 280Z and, possibly even the Corvette. Add to that, it came with a lightweight Wankel rotary engine.

Early Rx-7 ad I found in my collection.

This wasn’t the first time Mazda had rolled the dice on a rotary. They spent more than 15 years working out the kinks as many owners of RX-2s, 3s, and 4s had been plagued with expensive seal replacements and some seized engines. Then there was the argument between the American distributor and EPA over gas mileage figures. Its estimated gas mileage was 19 mpg city, 29 mpg highway, and 23 mpg combined. The 1.1 L 12A engine was rated at 100 hp at 6,000 rpm allowing the car to reach speeds of more than 120 mph. The RX=7 went from 0-60 in just over eight seconds. I call that pretty good for a small engine.

Found this pristine 1979 at The Automobile Gallery in Green Bay, WI

It didn’t take long to see Mazda set out making a racing version. Body panels, fender flares, front air dam, and a rear spoiler made the RX-7 look like a racer. And for the serious competitor, it was possible to get a full-race peripheral-port engine with modified combustion chamber, 2-throat 45 DCLE Weber carburetor, and deletion of those power-robbing emissions controls. All that could add up to a horsepower potential of 220 plus.

Looks like it just came from the factory.

Perhaps that “Wankel rotary” thing didn’t have Americans convinced because just less 20,000 cars were sold in the first year. However, the next year sales more than doubled to 54,000. Sales would bounce around that number until 1987 when they dropped to 38,000 and it was downhill from there until the RX-7’s final year of production, 1995 saw just 1,999 produced. There were more than 800,000 Mazda RX-7s made. I had a chance to drive two 1983s, my then soon-to-be wife’s blue one, and a friend’s red one. They were a blast!

These are certainly affordable vehicles to own and drive now. Hagerty values for the 1979 Mazda RX-7 GS ranges from $5,500 in Fair condition all the way up to $45,800 in Concours and they are trending up. I found a bunch of them on Bring a Trailer (BaT) for less than $10 grand.

Even though the rotary engine died because of its inherently poor thermal efficiency, Mazda is bringing it back. Unfortunately, not in a sports car, but it’s being turned into a range-extending generator for its forthcoming MX-30 electric SUV.

Thanks for stopping by and be sure to check back again next week for another one of my car spots along with some of its history. Have a great weekend and tell your friends.

SUV/Truck Reviews

2023 Lexus GX 460

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

FAST STATS: 2023 Lexus GX 460

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

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

Made in: Japan

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

Transmission: 6-speed automatic

Weight: 5,130 lbs.

Wheelbase: 109.8 in.

Length: 192.1 in.

Cargo: 11.6/46.7/64.7 cu.ft.

MPG: 15/19

MPG: 15.2 (tested)

Base Price: $57,575 (includes delivery)

Invoice: $52.987

Major Options:

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

Door edge guards, $155

Chrome exhaust tip, $130

Black Line crossbars, $405

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

Test vehicle: $64,550

Sources: Lexus, www.kbb.com

Photos: Mark Savage

Diecast cars

1969 Pontiac Royal Bobcat Grand Prix Model J

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Auto World creates a rare souped up Ponty with a V8 …

Back in 1969 GM was in the midst of its popularity and market share dominance with Chevrolet, Oldsmobile, Buick, Cadillac and Pontiac cars all selling like Mary Jane at a Stones concert.

But the tide was turning and the many stellar designs of the 1960s were about to come crashing into the flat, blah styling and gas crisis of the early 1970s, plus the influx of Japanese makes with much better reliability.

The Grand Prix, a popular Pontiac nameplate, still exuded style with a long lean look and a nose that still resonates as car makers keep going back to a big proboscis up front to differentiate their brands from competitors. Thus we have the 1969 Pontiac Grand Prix, here gussied up in the rare Royal Bobcat Model J version that was a super limited edition thanks to the work of Royal Pontiac of Royal Oak, Mich.

Only 12 of these babies were produced and now Auto World has gone and made its own Limited Edition 1/18 scale die-cast model for collectors.

It’s sharp.

The History

First a little history. Grand Prix was redesigned for 1969 with a look that John DeLorean, Pontiac’s GM and later founder of DeLorean Motor Co., wanted to remind buyers of old luxury. Think Duesenberg, Cadillac, or Packard. Opera windows were soon to follow.

But for now the Pontys hoods were long with a raised pointed section that led to a giant arrow-like nose that was all chrome. Apparently, then and now, the bigger the nose and grille, the more luxurious and prestigious the vehicle. The profile was sleek, but seemed stretched to extreme, and DeLorean loved using SJ and J as special models, just as in the classic car days of the 1930s.

Well, Royal Pontiac had been souping up Pontiacs for much of the post-WWII era and so it was natural that it would want to perk up the new Grand Prix, even if it looked more luxurious that muscular.

First, it added a tachometer to the hood so a driver, maybe at the drag strip, could easily see its readout while tromping the gas pedal. Think of it as an early Head-Up Display. All Royal models were then ordered with GM’s optional 428 High-Output four-barrel carbed V8 that is said to have made 390 horsepower. That’s a lot of oomph now, and was then too.

Sharp engine details under the Ponty’s big metal hood.

The compression also was raised and the engine used the same camshaft as Ponty’s Ram Air III system for added power. Tim (the Toolman) Taylor would be proud.

Royal also ordered its 12 special models in Matador (did AMC know?) Red with painted white three-quarter roofs that were popular at the time. That left a red hoop over the roof’s rear, sort of like a visual roll bar.

The Model

               This model faithfully delivers on the Royal Bobcat (why a Bobcat I don’t know) look with a thick red finish and white roof, along with plenty of chrome. Front and rear bumpers and the nose are chrome, naturally, plus door handles, mirror and side rocker panel trim. Silver paint traces the wheel wells and windows, plus five little hash marks as a decorative design on the C-pillars.

Everything opens here, just like other Auto World die-cast models.

               That hood tach is represented by a domed reverse scoop, but really stands out as something unusual on this model. Cool!

               Headlights are etched to look realistic and surrounded by squared silver trim plates while there’s also a Royal GP ’69 Michigan license front and rear.

Under the massive hood is a finely detailed V8 with blue engine block, chrome air cleaner, plus copious plumbing and wiring. Auto World includes all the fluid containers too and a big fan shroud.

In back the trunk opens to reveal a spare tire and you’ll also find Grand Prix spelled out in lettering below the trunk’s keyhole.

               Inside, the dark red interior has well molded seats with horizontal ribbing and chrome trim while the dash is full of round gauges that are recessed to add depth. The steering wheel is a matching dark red with three spokes. But it looks a bit too plastic, although experience tells me the late 1960s and early 1970s GM steering wheels were often a slick plastic that turned sweaty in summer. We had a ’69 Olds Cutlass with a sweaty wheel.

               Again Auto World creates a fine undercarriage with suspension and exhausts visible for collectors who like to put their cars in cases with mirrored bases. However, like other Auto World cars, this Pontiac comes in a box with windows all around that make it easy to display this Ponty just as it is.

               This is a rare Pontiac, but one that still delivered both power and style.      

Vital Stats: 1969 Pontiac Royal Bobcat Grand Prix Model J

Maker: Auto World
Scale: 1/18
Stock No.: AW1273
MSRP: $119.99

Link: Autoworldstore.com

Sharp box for display too!