Tag Archives: Lincoln Navigator

2022 Toyota Tundra Capstone CrewMax

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

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

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

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

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

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

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

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

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

Pull a trailer and take out a second mortgage.

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

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

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

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

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

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

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

A lot of leather and luxury inside the Capstone edition.

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

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

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

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

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

Airy cockpit with a panoramic sunroof, roomy rear seat!

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

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

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

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

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

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

Manual rear window sunshades are standard on Capstone.

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

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

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

No mistaking what this truck’s name is.

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

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

FAST STATS: 2022 Toyota Tundra Capstone CrewMax (Hybrid)

Snazzy headlight styling on Tundra.

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

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

Made in: San Antonio, Texas

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

Transmission: 10-speed automatic

Weight: 5,710 lbs.

Wheelbase: 145.7 in.

Length: 233.6 in.

Cargo bed: 5 ½-foot

Tow: 11,450 lbs.

MPG: 19/22

MPG: 19.8 (tested)

Base Price: $75,225 (includes delivery)

Invoice: $70,357

Major Options:

Special paint color, $425

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

Ball mount, $50

Test vehicle: $76,760

Sources: Toyota, www.kbb.com

Photos: Mark Savage

#Toyota Tundra

#Tundra Capstone

#Toyota

2022 Jeep Wagoneer Series II

Giant Wagoneer moves Jeep WAY upscale …

Jeep’s massive new Wagoneer is its latest attempt at a halo vehicle, an upscale mount to lure hoity toity suburbanites looking for their third or fourth SUV to put in their 4-stall garage. Makes sense, profits are huge at this end of the market, just ask ALL the manufacturers.

But there were so many glitches and oddities that disturbed me with Jeep’s new Wagoneer (its last version sold in 1991) that I’m sure to be branded a Jeep heretic, a non-believer, a crabby old timer who probably didn’t suck down enough prune juice at breakfast.

I’m sorry if that’s what you think. I like many Jeeps and Wagoneer has many selling points. But it also has too many things that don’t make sense.

Incredibly Jeep also thinks so highly of its Wagoneer and, heaven help us, the even more upscale Grand Wagoneer, that it forgot to label this one a Jeep. That’s right, the only places you’ll find the Jeep brand name is inside the headlight fixtures and on the lower portion of the windshield.

That said, the Wagoneer name is spread across the hood and rear hatch, so it appears Jeep is making Wagoneer their upscale brand, like Lexus is to Toyota, Acura is to Honda, etc.

This latest rolling land fortress puts up impressive numbers though.

First, it is 214.7 inches long, rides on a 123-inch wheelbase, 22-inch tires, and weighs more than 5,900 pounds. That translates into a full-size SUV capable of hauling eight people, or just seven if one opts for captain’s chairs in row two instead of a bench. Unlike many 3-row SUVs though, there is ample room in row three for adults, while still leaving decent cargo room behind that third row.

This bad boy is Big with a capital B, front to rear and side to side.

On the power front Jeep opts for its 392-horsepower 5.7-liter HEMI V8, no sissified turbo V6 for this man handler. It’s got plenty of grunt and will tow up to 10.000 pounds.

I hesitate to say this, but you CAN get more power with the Grand Wagoneer that packs a throbbing 471-horse 6.4-liter V8. Of course you’ll pay more and as the Wagoneer earns just a 15 mpg city and 20 mpg highway rating from the EPA, imagine your fuel bill for the Grand now that we’re beyond $4 a gallon. I paid $68 for a ¾ tankful in a week’s drive (before gas prices skyrocketed), which came to 15.3 mpg vs. 16 on the trip computer. About half was highway driving.

Watch the video: Mark reviews the new super-big Jeep Wagoneer – YouTube

Ok, so gas mileage is my first bugaboo, and the low number comes despite Wagoneer having an eTorque 48-volt mild hybrid system with cylinder deactivation and variable cam timing to improve gas mileage. Seems a regular hybrid system would be called for in such a big beast, but so far that’s not offered.

Off-road ability is good. Wagoneer will ford 2 feet of water, but it’s not Trail-Rated, at least yet. There are five traction settings adjusted by a toggle on the console. Those include Auto, which is the default, Sport (in a Jeep?), Sand/Mud, Rock, and Snow.

Here’s my bugaboo though. We had snow during my test drive and I drove 20+ miles in that setting, which provided good grip. But after a stop for several hours I came back out and engaged Wagoneer’s Snow mode again (the Jeep resets automatically to Auto each time the ignition is turned off) and after 5 minutes the system flashed a dash light warning that 4WD was disabled and it remained that way for the rest of my 20-mile drive. Hmmm! Disabled just as I needed it. Not helpful. For the record, the next day after the car had rested overnight the system worked fine. Glitch?

Add this glitch to that. Same night, and while the heat settings were all in the 70-degree range, and the dual system set to Auto, after 10 minutes there was no heat. After futzing with the info screen for several minutes to adjust where the heat was to come from – vents, and turning the fan all the way up, just five settings, I finally got heat to move. A few minutes later I shifted it back to Auto, but still no fan action. Next day, it was fine. Hmmm, glitch No. 2!

No Jeep labeling back here, this is just a Wagoneer … a new luxury brand?

Let’s move on to looks. I like the Wagoneer’s nose as it features the usual 7-slot Jeep grille, but from the side and rear the Wagoneer looks like a block of steel that was cut into a rectangle and put on wheels. Yawn!

For those who like bling and who appreciate their, and Jeep’s American heritage, designers place small chrome US flags on both front doors next to the Wagoneer logo. I had one veteran question the taste of using the flag on a non-military vehicle. You be the judge.

Here’s that U.S. flag emblem, another Wagoneer badge, plus a much-needed running board.

Inside there’s no arguing the comfort and room. This feels like your great uncle’s leather-chair filled den on wheels. Head and legroom are generous throughout, that square roofline helping give tall folks oodles of noggin space. Seats are well formed and comfy and both the front and second row seats are heated, as is the steering wheel. Bravo! Front seats also are cooled.

No denying this is a leathery luxury interior, with all the fixins!

Sadly, like most new vehicles that are controlled through a giant touchscreen, and buttons surrounding said screen, the heated and cooled seats, heated steering wheel and those for the passenger, along with whatever drive mode you’ve selected, all need to be reset after every engine shutdown. First-world problem to be sure, but in my 5-year-old Subaru, and in many cars with manual seat-heat buttons they stay on the setting you place them in so when you turn the vehicle back on they do NOT need to be reset. In an $83 grand truck (yes, that’s the price) I’d expect the electronics to be smart enough to remember previous settings.

Big touchscreen? Oh yeah! Virtually all functions, even heated seats, go through it.

Not aiming this rant solely at the Wagoneer, but at many high-end info screen controlled vehicles. Also it’s hard to turn these heated items on if you are wearing gloves, the most likely time you’ll need to turn them on.

One final rant, or two, on the electronics, the seats sometimes turn themselves off, assuming you’ve warmed. However, in sub-zero temps seats are Not always so warm after 10-15 minutes. Likewise defrosters should never turn themselves off. Those of us in northern climes need these on all winter, no defaults to off please. Oh, and the five-pane instrument panel screen is way too much info and way too hard to adjust to the way a driver may like it. Interior designers need to know that folks live in cold climates and need buttons to work when a person is wearing gloves and that most of us don’t have time to program our basic instrument panel like we’re working on a 25-inch monitor.

On the plus side there is plenty more though. That screen is huge, there’s a giant sunroof overhead and a second smaller one with manual shade over the third row. The stereo is a 950-watt McIntosh with 19 speakers and 3D surround system, and Android Auto and Apple CarPlay are standard.  Inside this black leather-lined, fake gray wood-trimmed interior is quiet as your uncle’s den too. Wind and tire noise are minimal.

There’s a third-row seat with plenty of room.

The hatch is powered and sometimes opens when you just walk by it, and there are even power adjusted pedals to help us shorties get the accelerator to where we like it. A power tilt/telescope steering wheel is standard too as is all the electronic safety equipment we’ve come to expect, like emergency braking, a 360-degree camera, blind-spot warning, smart cruise control and lane-keeping assist. Oh, on that, the Wagoneer also chimed at me to “Put Hands On Wheel,” but they already were, just a smidge above the 10 and 2 positions. Hmmm, glitch No. 3!

There is a wireless phone charger here, along with manual side window sun shades for the second row, plus the second row seats slide forward to create more third-row passenger room or cargo space. Wagoneer has 8 USB ports standard, or 11 if you buy the rear-seat entertainment package for $2,195.

Need cargo space, not seat space? Fold row three down flat. Bingo!

That leads us to cost, and again, Wagoneer is intended for the upper echelon buyer. This Series II model starts at $72,995 including $2,000 for delivery (Wow!) and $3,000 for 4-wheel drive. Jeep added $9,930 is options, but didn’t specified for what in its pricing info.

Total was $82,925, country club membership not included. A rear-drive Series I model (not available at this posting) is to start at $59,995 including delivery. A Series III model with air suspension, HUD and Quadra-Trac II AWD lists at $78,995.

That’s not out of line with the likes of GMC’s Yukon Denali, Lincoln’s Navigator or Cadillac’s Escalade. All are mammoth and so luxurious that it’s unlikely any will ever go off-roading. But isn’t that what a Jeep is for?

FAST STATS: 2022 Jeep Wagoneer Series II 4×4

Hits: A Jeep on steroids, off-road capability, five drive modes, solid V8 power with huge tow ability, will carry up to 8 passengers. Giant sunroof plus smaller one for row 3, power hatch, the usual safety equipment and 4WD, naturally. Super quiet interior with oodles of leather, heated and cooled front seats, heated steering wheel, heated second row seats. Power adjustable pedals and steering wheel, comfy seats, giant touchscreen. 

Big console and row two folks get controls too!

Misses: Huge and so luxurious it likely will never go off-road. Screen and electronic controls, such as heated seats, all reset after ignition is off. Bummer! AWD function disabled itself during a snowstorm, apparently a mistimed glitch. Hard to engage seat climate buttons when wearing gloves and they turn themselves off when they shouldn’t. 5-panel electronic instrument screen way too complex to use while driving, overly complex in general.

Made in: Warren, Mich.

Engine: 5.7-liter HEMI V8, 392 hp/404 torque

Transmission: 8-speed automatic

Weight: 5,960 lbs.

Wheelbase: 123 in.

Length: 214.7 in.

Cargo: 27.4-70.8-116.7 cu.ft.

Even the tow hooks are giant!

Tow: 10,000 lbs.

MPG: 15/20

MPG: 15.3 (tested)/16.0 (computer)

Base Price: $72,995 (includes delivery and AWD)

Invoice: $71,875

Major Options:

Not fully listed by Jeep, but total $9,930

Test vehicle: $82,925

Sources: Jeep, www.kbb.com

Photos: Mark Savage

2020 Ford Expedition Max Platinum 4×4

Expedition Max redefines big luxury truck …

There’s big, and then there’s Max. In this case Max is Ford’s new Expedition Max, as if the original Expedition weren’t large enough. Apparently it was not.

The Max is nearly a full foot longer than the original’s 210 inches and this special Burgundy Velvet Metallic ($395) test SUV was the Platinum edition with 4-wheel-drive, the tippy top of Ford’s SUV lineup.

And let’s get this out of the way right up front, it’s priced like the Platinum edition it is, starting at $81,505 with delivery and checking in at $84,065 as equipped. That’s way up there and competes well with its cousin, the Lincoln Navigator, which with 4WD lists at $76,185. Note too that Navigator’s twin-turbo V6 creates 450 horsepower, while the tested Ford’s 3.5-liter EcoBoost V6 delivers a healthy 400 hp. Continue reading 2020 Ford Expedition Max Platinum 4×4