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SUV/Truck Reviews

2023 Kia Telluride SX-Prestige X-Pro AWD

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Kia just keeps improving its luxurious, stylish SUV …

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Made in: West Point, Georgia

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

Transmission: 8-speed automatic

Weight: 4,522 lbs.

Wheelbase: 114.2 in.

Length: 196.9 in.

Cargo: 21, 46, 87 cu.ft.

Tow: 5,500 lbs.

MPG: 18/24

MPG: 20.3 (tested)

Base Price: $54,350 (includes delivery)

Invoice: $51,966

Major Options:

Carpeted floor mats, $210

Midnight Lake Blue paint, $495

Terracotta interior color package, $295

Test vehicle: $55,120

Sources: Kia, www.kbb.com

Photos: Mark Savage

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hybrid, SUV/Truck Reviews

2023 Jeep Wrangler Rubicon 4xe

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Plug-in hybrid smooths Wrangler power, boosts mpg …

Jeeps come in all sizes these days and with multiple powerplant choices, the latest of which provided the grunt for the tested 4-door Wrangler Rubicon.

Here the power comes from a 2.0-liter turbocharged I4 with plug-in hybrid system using a couple electric motors to help boost gas mileage and smooth out acceleration. Jeep calls the hybrid a 4-by-E, emphasizing its legendary 4-wheeling system. I’ve tested 4xe (Jeep’s alphanumeric abbreviation) previously and found it quite effective and efficient.

It extends gas mileage and it’s easy to plug in, even to an old-school 110/120 garage outlet. A charge overnight nets 20 to 25 miles of electric range. If you have a 240-outlet it takes less than 3 hours for a full charge.

The white (only color that doesn’t cost $495 extra) Rubicon arrived just prior to our Christmas meat locker chill down and a full charge was closer to 20 miles, but still, that helps make around-town driving more efficient. Sadly I was limited by the cold on how much charging I could do with another car in the garage. So I mostly ran on gas, leaving me with disappointing mpg, but then again it was below zero for several days, always a hamper on mpg.

What I like about the 4xe is that it runs on hybrid power, a blend of gas and electric, by default. Or press a button on the left dash for all electric, or to Save Electric. One imagines that when playing off-road one might use electric power to smooth acceleration AND avoid emissions in the wilderness, keeping it cleaner for other outdoors lovers.

In addition, running on Save-E allows the engine and brakes to help regenerate some electric power to the batteries. So, for instance, driving around town I went from 10% power to 25%, giving me a couple more miles of electric range that I could kick in when wanted.

Aside from the 4xe system this Wrangler is all Jeep, meaning it’s mostly utilitarian inside, yet not Spartan. There’s a 4WD shift lever to engage for better traction in snow, which was needed and proved helpful, or into low-range settings for mudding and splashing about. One can argue how many folks sinking nearly $70 grand into a Jeep will do that, but by golly one certainly can. In fact, it’ll ford 30 inches of water, if asked.

The little turbo I4 here sounds like it’s working pretty hard and can get rather groany, but power seems fine and definitely smoother when the battery power is helping give it an electric assist from a stop. There’s a lot of road noise too thank to its big off-road tires and the canvass roof overhead.

Watch Mark’s video: 2023 Jeep Wrangler Unlimited 4xe review by Mark Savage and Paul Daniel – YouTube

I’d certainly prefer a solid top in winter, but this tester featured Jeep’s amazing Sky One-Touch power top that folds the canvas middle section of the roof back to let in the great outdoors when temps and monsoons allow. This unique feature doesn’t come cheap, a $4,145 option, but includes a rear window defroster and wiper, plus removable rear quarter windows.

Note that the doors are still removable on the Wrangler, but with this special roof the windshield will no longer fold down, a minor point to most of us.

Cool too that Jeep adds four auxiliary buttons below its center stack-mounted info screen and power window controls. That way one can add light bars and other accessories that can easily be programmed to work with a switch.

When off-roading one also can increase suspension travel by disconnecting the sway bar with a button on the stack.

For those of us keeping our SUVs between the highway’s white lines, the Rubicon 4xe is simple to control. The steering is extremely light (good for off-roading), but sufficiently vague to require some extra care when navigating quick turns and corners. The first inch of steering wheel input doesn’t really affect steering direction much.

Ride is generally pretty good, better and quieter than the Bronco I tested last year. But it’s Jeepy due to its two solid axles, so there is some bounce. Yet that is what many of its buyers claim to want as it provides a more exhilarating daily driving experience. Older drivers may prefer to add a cushion to the seats.

Yes, the seats and steering wheel are heated!

Speaking of which, the provided seats are plenty comfy and supportive, at least in front, for daily driving. There’s room for three adults in the rear seat too, although it helps if they are all on speaking terms. Headroom is generous, and limitless if the roof is retracted. Also, cargo room behind the second row seat is ample and the tested Jeep included all-weather floor and cargo mats for $170.

The Rubicon was not without its comfort perks either as heated front seats and a heated steering wheel were part of a $1,195 winter package that also added remote start, a Wisconsin and northern tier favorite. Seats were leather too and the dash was trimmed in a soft material, all black but trimmed in bright blue, the color most car makers use to signify electric battery-aided models. The leather adds $1,995 to the price tag.

That center stack may look intimidating, but it’s pretty simple to use.

While the info screen is modest at 8.4 inches it’s easy to read and use thanks to the UConnect system and large volume and tuning knobs. I had no problem adjusting the screen and its functions, plus it’s not overwhelming like the mega-screens in some SUVs.

Happy news too for off-roaders, there are grab handles all over the place, on A-pillars, dash, etc. Of course for us vertically challenged folks you’ll need one or more of those to enter the high-riding Wrangler as it has no running boards. Yet regular Jeep entry will help build upper body strength.

There are speakers in the solid bar overhead.

I couldn’t find a wireless charger here, but there are plenty of power plugs available. Note too that sun visors are a cheap hard plastic.

Pricing seems to put this in the luxury category when I always envision Wranglers, whether two- or four-door, primarily for serious off-roaders who will cake their wheels in mud.

A base Willys 4xe Sahara model starts at $57,500 including delivery and the upscale High Altitude lists at $63,235. Naturally off-roading is possible with any Wrangler, but the base for the Rubicon 4xe is $60,190 with delivery. The many options on the test SUV pushed this to $69,385, which might stir inhibitions about bouncing it off trees, bushes and rocks.

If not, well, more power to ya! But remember to plug-in every chance you get.

FAST STATS: 2023 Jeep Wrangler Rubicon 4xe

Hits: Off-road capability, plug-in hybrid, Jeepy looks. Room for five, good storage, heated front seats, heated steering wheel, sway bar disconnect for off-roading and good ground clearance. Light handling, plentiful grab handles, 4 auxiliary buttons, power folding top.

Misses: Pricey, vague steering, bumpy ride, tire noise, noisy engine, no running boards, no wireless charger, low mpg when only using gas.

Nothing says Jeep like the seven-bar grille!

Made in: Toledo, Ohio

Engine: 2.0-liter turbo I4, plug-in hybrid, 375 hp/470 torque

Transmission: 8-speed automatic

Weight: 5,318 lbs.*

Wheelbase: 118.4 in.

Length: 188.4 in.

Cargo: 27.7-67.4 cu.ft.

Tow: 3,500 lbs.

MPG: 49 electric-gas/20 gas only

Electric range: 25 miles

MPG: 16.7 (tested, prefers premium)

Base Price: $60,190 (includes delivery)

Invoice: $59,752

Major Options:

Leather seats, wrapped panel bezels, $1,995

Preferred pkg. 29V (Cold weather group, heated front seats, remote-start, heated leather-wrapped steering wheel), $1,195

Trailer tow/heavy-duty electrical group, $995

All-weather mats, $170

Sky One-Touch power top (removable rear quarter windows, rear window defroster, rear wiper/washer, storage bag), $4,145

Integrated off-road camera, $695

Test vehicle: $69,385

Sources: Jeep, www.kbb.com

Photos: Mark Savage

*=Car and Driver stats

Car Spots, Fun Stuff

Car Spot: Jeep Grand Cherokee SRT

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One of the fastest SUVs on the planet

OK, I’ll admit, I’m partial to this week’s car spot because I’m a Jeep guy and love going fast. A 6.4-liter V-8 pumps out 475 horsepower while a roudy exhaust note tells you that it’s an SRT. So what Jeep did was take a standard Grand Cherokee, plop in a bigger engine, give it more aggressive bodywork, a sport-tuned suspension, and upgraded brakes.

This bad boy was parked right next to one of its older brothers.

Car and Driver ripped one to 60 mph in only 4.4 seconds, just 0.2 second slower than a Dodge Challenger T/A 392. While its smaller relative was quicker in other acceleration tests, the Jeep matched the coupe’s hearty exhaust note and responsive throttle around town.

The SRT can haul more than just ass, 7,700 pounds of fun can be pulled behind. While the SRT excels in straight-line speed, it also corners surprisingly well given its size. Its powerful Brembo brakes also helped it stop from 70 mph in 168 feet, which equaled it’s more powerful brother, the Trackhawk which I drove up at Road America and it’s a total blast but came with a 100K price tag.

RELATED Video: Hop in and go for a ride with me in the Wrangler 392 Unlimited.

This Jeeps market remains strong. MSRP for the 2021 was $72,000. While Jeep did manufacture the WK edition a short time into the new model year, I don’t believe the SRT option was available. They are holding their value too. Expect to pay north of $50,000 for one in good condition. Get while the getting is good because with all this nonsense about V-8’s being bad for the environment, vehicles like this are going the the way of the dodo bird. So sad. Too bad too that the SRT brand is no more.

Note the spoiler on the back window. This guy is serious.

This Jeep checks all the boxes for me. It’s a Jeep, looks cool, has a big V8, makes a lot of noise, and can go off-roading! What more is there?

Be sure to check back next Friday for another one of my car spots along with some history behind it. Have a great weekend.

SUV/Truck Reviews

2022 Mitsubishi Outlander SEL 2.5 S-AWC

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Nissan partnership helps upgrade Outlander, fuel sales …

Pardon Mitsubishi if it feels like strutting a bit, chest out, chin up, wide grin.

You see, the Japanese automaker is on a roll, recording its eighth straight year of upwardly mobile sales in the giant U.S. market and its fourth in a row of 100,000+ sales. That’s still tiny by comparison with, well, just about any other make. But it’s still party time for a company with just four vehicles in its U.S. lineup.

Mitsubishi sells well around the world, but it has struggled over the past 20 years in the U.S. market until this recent uptick. Its products all have improved substantially in that period as the parent company has hooked up with Nissan to share platforms and hardware.

That brings us to the extremely attractive, new, and slightly larger 2022 Outlander SEL that will soon be Mitsubishi’s No. 1 seller. It rides on the Nissan Rogue chassis and features its powertrain. Rogue, by the way, is Nissan’s sales leader.

Using the Rogue as a platform for success while going ooh-la-la on the nose styling featuring giant three-tier headlights below slim modern slit headlights is bound to push Outlander far forward in the sales sector. Folks notice this one and the nose is a primary reason although the profile is smoothed and modern and the tail as handsome as SUV tails ever are.

Looks certainly can’t hurt, ask a Kardashian. But solid mechanicals and useful family transport are what will fuel word-of-mouth consumer cred. The Outlander has all that.

Its 2.5-liter 4-cylinder engine supplies ample power to the 3,681-pound SUV. Acceleration is smooth and satisfying for entering a highway, the automatic CVT doing a nice job of imitating a direct-shift model with 8 pre-programmed steps to mimic the feel of what we all think of as normal transmission shifts.

While not overly stout, the Mitsubishi will still tow 2,000 pounds of trailer and without the weight of a V6 the Outlander delivers excellent fuel economy. The EPA rates this at 24 mpg city and 30 highway and I can confirm the upper end as I cruised the highway about 80% of the time and logged 30.2 mpg.

This one will go off road some too, if needed. There’s 8.4 inches of ground clearance and 6 drive modes (Normal, Tarmac, Snow, Mud, Gravel and Eco), so slopping around a bit is acceptable. That Tarmac setting appears to be a Sport mod that stiffens the steering effort and aids low-end acceleration. Fine if you need it, but mostly you won’t.

Handling is easy and just responsive enough to feel well suited to either city or highway driving. The SUV is easy to keep in its lane on the highway, even on a blustery summer day. And while there is a wee bit of lean in turns the body remains well centered and the SUV simple to control.

Ride is quite pleasant on the highway but can be a bit stiff on bumpy city side streets. Never a severe ride, there is a bit of jiggle on big pot holes and pavement creases.

Yet the interior is so comfy and quiet that the family won’t squawk much.

The test SUV was a bright Alloy Silver Metallic with a light gray semi-aniline leather interior that looks fancier than the pricing indicates. The seats and door panels are quilted with a soft diamond patterned leather. That and the double-pane side front window glass help cut road noise and create a hushed quality to the interior.

The dash and door tops are black and there are brushed chrome look door releases, trim and air vent covers. A carbon fiber-look trim tops the door arm rests, along with more leather and there’s a tweed textured chrome trim and gloss black atop the console, which is a little wider than most so you may find yourself leaning your accelerator leg against it regularly.

Seats are well shaped and soft so quite comfy too, especially on a highway drive. The front seats also are heated.

Front and second row space is generous, plus there’s a third row seat for short hops with small ones snuggled in back. That third row neatly folds down into the cargo floor to create generous storage space and while row three may help for around town trips, it’s not really for a lengthy road romp. Loading cargo is easy as the SEL comes with a power hatch and there are remote seatback releases in back too.

Other interior details to consider?

  • The driver’s seat is powered and there are two seat position memory buttons on the driver’s door.
  • The shift knob on the console is quite wide and includes a push button for Park. And there’s a wireless phone charger in front of that, under the center stack.
  • This top-end SEL upgrades the standard 8-inch infotainment screen to a 9-incher. That seems just the right size and this one was easy to operate while driving.
  • Climate controls are handled with two large knobs and then buttons for fan speed and directional adjustments.
Quilted leather inserts soften the door panels.

About the only thing lacking here is a sunroof. Many utes and crossovers now offer panoramic ones standard on top-level trims. One is an option here as part of the $2,700 Touring package. That adds a head-up display, manual rear side sun shades, a Bose premium audio system with 10 speakers and heated steering wheel. Up to you Rockefeller.

Mitsubishi smartly includes its Mi-Pilot safety package as standard on all Outlanders. That packs a smart cruise control system, lane keep assist and lane centering, road sign recognition and a Stop & Go system to aid fuel economy.

The SEL also adds automatic high beam headlights, blind-spot warning and lane change assist, front parking sensors, driver attention alert, and rear cross-traffic alert and emergency braking.

More good news comes from the marketing department, in that Mitsubishi keeps Outlander affordable and a high-value family friendly small SUV. The base ES starts at $27,290 including delivery while this high-end SEL with AWD lists at $34,940. That’s still way below the average new vehicle starting price these days.

The test unit added just a Welcome package that includes carpeted floor mats, a touch-up paint pen, and a console tray mat) for $160, and a retractable cargo cover for $195 to end up at $35,295. That’s a bargain, especially considering Mitsubishi’s 10-year or 100,000-mile powertrain warranty.

For the record there are currently 7 trims for Outlander and all are standard with front-wheel-drive. Adding AWD is a $2,000 option. A plug-in hybrid is available too, but is a carryover of the former Outlander model, at least for now.

FAST STATS: 2022 Mitsubishi Outlander SEL 2.5 S-AWC

Hits: Sharp looks, especially the nose, plus AWD, good power and easy handling. Pleasant highway cruiser with good MPG and a third row seat. Roomy interior, big info screen, 6 drive modes for off-roading, dual climate controls, heated front seats, supportive seats with quilted leather, wireless phone charger, power rear hatch plus good standard safety devices.

Misses: No sunroof, ride can seem stiff on bumpy side streets and console is wide.

Snazzy wheels here!

Made in: Okazaki, Japan

Engine: 2.5-liter 4-cylinder, 181 hp/181 torque

Transmission: CVT automatic w/Sport

Weight: 3,681 lbs.

Wheelbase: 106.5 in.

Length: 185.4 in.

Cargo: 33.5-63.3 cu.ft.

MPG: 24/30

MPG: 30.2 (tested)

Base Price: $34,940 (includes delivery)

Invoice: $34,502

Major Options:

Welcome package (carpeted floor mats, touch-up paint pen, console tray mat), $160

            Cargo cover, $195

Test vehicle: $35,295

Sources: Mitsubishi, www.kbb.com

Photos: Mark Savage

Car Reviews

2023 Honda HR-V AWD EX-L

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Larger platform, refined styling make HR-V a better family car choice …

Surprises can be pleasing or concerning, something to celebrate or something to require pulling the bedspread up over your noggin.

Honda’s new 2023 HR-V, its small SUV/crossover, is full of the former, yet seeing a starting price of $24,895 I had concerns. I anticipated a homely yet efficient box on wheels, as per the first gen model that debuted as a 2016 model, a real party animal if you’re a family of accountants.

But nooooo, the restyled, redesigned HR-V now rides on Honda’s larger Civic platform, not the former’s Fit chassis. It’s longer, lower and wider, all good things for performance, while remaining svelte at just over 3,200 pounds.

The styling leans toward sleek with a roofline that elegantly sweeps down in back and a new nose and tail that look as modern as any competitor. Additional sound deadening, an active noise cancellation system, and acoustic glass make it quieter inside too.

But the big deal is a multi-link rear suspension to replace the former torsion beam, improving ride quality to the point of HR-V not feeling so small. It corners with confidence and the steering is lively too.

Power also increases from 141 horses to 158 from the new 2.0-liter I4. No turbo here, but that would make it a blast. Still, at this weight and with this crossover’s handling ability the HR-V seems perky and peppy and downright fun to drive, much like Mazda’s CX-30, almost.

The automatic continuously variable transmission is super smooth too, giving the HR-V solid off-the-line performance, almost like a regular variable gear tranny.

Watch Mark’s video: 2023 Honda HR V AWD EX L review by Mark Savage – YouTube

Honda equips the crossover with three drive mode toggles too, Normal, Eco and Snow, the latter being something us northern states folks appreciate. No Sport mode here to pump up the power, but I didn’t miss it, much. Yet Honda does include as standard a hill descent button on the console in case you get off road and need to slowly creep down an incline while retaining good traction.

Make no mistake, this new HR-V has no business going off-roading, but the tested EX-L model included AWD that will help traction in winter slop. AWD costs $1,500 on all three trims.

Honda is also generous with safety equipment with the base LX model featuring forward collision warning with automatic emergency braking, lane departure warning, lane-keeping assist, smart cruise control and automatic high beams. The tested EX-L adds low-speed braking control, parking sensors, driver attention monitor, and blind-spot warning too.

Slip inside the HR-V (still a less than inspired name) and the interior looks and feels roomy, but also more upscale than one might expect in this price range.

The Nordic Forest Metallic (a snazzy blue-gray that costs $395 extra) sported a black leather interior and black to gunmetal honeycomb dash trim that reflects that of the nose’s grille. This is real metal, if that matters to you, and adds a bit of youthfulness to a car aimed at – you guessed it – young buyers.

Incredibly the door panels, arm rests and any area where an elbow may touch are well padded to create a luxury feel. Remember the cheap hard plastic of previous value models? Not in this Honda.

The steering wheel is leather-wrapped and the EX-L model upgrades the info screen from the standard 7-incher to a 9-inch touchscreen that’s simple to use and see. There also are dual climate control dials below the screen and a wireless phone charger tucked under the center stack.

Honda includes a power driver’s seat here and both front seats are heated and well contoured. Honda redesigned its seats for the HR-V to create more support and that’s obvious for the lower back and hips. Front and rear seats also are roomy so four adults could easily take a trip in this crossover.

Lots of cargo room behind the split folding rear seats too. Gone are the former folding “magic seats”, but these seats fold flat and create a cavernous cargo hold if the rear seats are lowered. One thing you don’t get is a power rear hatch, but then this is a high value model and really, it’s not difficult to close a small crossover’s rear hatch.

I like the traditional console-mounted stick shift too because it’s simple to grasp and does not require you look down at the console as so many of today’s buttons and rotary knobs do.

OMG, a shifter you can actually get ahold of!

Did I mention the small sunroof? No, but you get that standard on the EX-L, along with a 180-watt 8-speaker audio system.

And all this costs just $30,195, including delivery, for the AWD-equipped EX-L. The test car added only the handsome blue-gray paint scheme, so listed at $30,590. As mentioned earlier the base LX starts at $24,895 and a well-equipped Sport model starts at $26,895.

One downside, for now, there is no hybrid model. Yet for a gas-only crossover the HR-V is rated at a solid 25 mpg city and 30 highway. The front-drive models get just a bit better mileage and I managed 30.6 in about 70% highway driving with up to four folks aboard.

Seems hard to beat this feature-packed small crossover considering Honda’s fine reliability record. Other challengers in this market include the sporty Mazda CX-30 and Subaru CrossTrek that feature AWD standard. The Toyota C-HR, Hyundai Kona and Kia Seltos also are solid competitors.

Don’t let anyone tell you there are no good cars/crossovers for $30 grand or less!

FAST STATS: 2023 Honda HR-V AWD EX-L

Hits: Confident handling, peppy power, good ride and AWD. Fine MPG, roomy and quiet interior, small sunroof, and wireless phone charger, plus 9-inch info screen, dual climate controls, power driver’s seat, well contoured seats, heated front seats and normal stick shift. Full range of safety features standard along with hill descent control.

Misses: No Sport mode among toggle drive-mode selections, no power hatch.

Made in: Mexico

Engine: 2.0-liter I4, 158 horsepower/138 torque

Transmission: CVT automatic

Weight: 3,219 lbs.

Length: 179.8 in.

Wheelbase: 104.5 in.

Cargo: 24-55.1 cu.ft.

MPG: 25/30

MPG: 30.6 (tested)

Base Price: $30,195 (includes delivery)

Invoice: N.A.

Major Option: Nordic Forest paint, $395

Test vehicle: $30,590

Sources: Honda, kbb.com

Photos: Mark Savage

#Honda

Electrics, SUV/Truck Reviews

2022 Volvo XC40 Recharge Twin Ultimate

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Nimble, powerful XC40 Recharge a bit shy on range …

Electric power is coming, and quickly, to some car makes, Volvo being a prime example.

Its compact SUV, the XC40, debuted just a couple years back, but now is available with full electric power from twin electric motors, one front, one rear. This version is known as the XC40 Recharge Twin Ultimate, one up from the base Plus model.

Price is appropriately luxury-based and today’s auto buyer must be prepared for some sticker shock for most electrics, but more on that in a few nanos.

From the performance standpoint, the nimble XC40 Recharge is packed with electrons and rated at 402 horsepower with a torque rating of 486. Like most electrics the acceleration is both smooth and instantaneous, easily capable of triple digit speeds within the confines of a highway entry ramp.

Also, like its gas-powered version, this XC40 handles well with a sporty flair. Steering is quick and precise, but with a heavier feel than the gas-only model. Ride, as in the earlier test drive is fairly well controlled, but still a bit chattery over crumbling Midwest roads. A longer wheelbase would help smooth that some as witnessed in some competing models.

Those are the basics, so let’s charge right into the electrics of this Volvo.

There are twin electric motors driving the front and rear wheels as the XC40 has full-time AWD. That’s great for Wisconsin and upper Midwest winters. But … the range is just 223 miles on a full charge. Laudably that’s up 15 miles from last year’s model, but still well short of some competitors. Think Tesla, VW’s ID.4, and Ford’s Mustang Mach-E, some of which even cost less.

The plug-in here is on the driver’s side rear quarter panel, much like a gas filler cap. Many electrics have the power in the nose or front driver’s side quarter panel. Wish the industry could agree where this should go. In my garage the front plug-ins are easier.

As with other electrics there’s a frunk, a small trunk up front that allows Volvo to put the charging cable up there. That’s fine, but with the outlet in the rear, storing it under the cargo floor might be preferable.

Watch Mark’s video: 22 Volvo Recharge Review – YouTube

Note too that charging is slow for most of us with 120-volt outlets. I got about 1% of charge per hour of charge, the equivalent of 2 miles of power. So, a 12-hour overnight charge netted about a 13 percentage point increase or 26 miles. I stopped at a ChargePoint (240-volt) charger (first ones I visited at the website’s suggestion were for a company’s employees, not the public), and it netted a 2% charge every 15 minutes, so 8% an hour, or 16 miles. Cost is roughly $1 an hour.

Still, unless you’re leaving the vehicle to charge overnight you’re not filling it up.

For the record, the EPA rates the Volvo at 92 mpge city and 79 highway as you use the charge faster at higher speeds and when the vehicle is under more stress, such as going up hills.

My experience is you’d be wise to top-off every night or two if commuting around town. I blew through about 25% of the charge running to the other side of town and to a friend’s house in a nearby suburb. Oh, and most electrics, including this Volvo, suggest only a 90% charge to preserve battery life, but cutting daily range.

Volvo’s shift-by-wire single-speed automatic tranny is fine and uses the power effectively. Plus there’s one-pedal driving as with other electrics, meaning you simply use the accelerator, rarely the brake.

Thor’s Hammer headlights are still a Volvo thing!

That’s 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 any coasting or braking helps recharge the batteries some, so in stop-and-go city driving you use less power as you’re constantly regenerating power, and there’s a gauge on the dash to show you that.

Beyond the power source, the XC40 is a fine luxury SUV with crisp good looks and an attractive interior.

This medium gray model, with a hint of sparkle, runs $695 extra. Gray is hot right now and most colors, even gray, cost extra on luxury makes.

Meanwhile, the interior is a soft gunmetal gray leather known as NuBuck. I thought it was fake leather originally, but a little research tells me it’s made from the top grain of the cowhide, said to be tougher so it’ll wear longer. Its surface is sanded to give it a consistent appearance that also feels a lot like suede.

That gave the XC40 interior a luxury feel and the leather seats and shifter both feature white stitching that add depth and definition. A silver and black patterned metal trim on the dash and doors adds a jeweled look, while the console top is mostly gloss piano black, which reflects some on sunny days. Then there’s an odd bit of gunmetal gray felt-like material that lines the console’s sides and inside door panels. It felt and looked more downscale than the rest of the interior.

Mid dash is a 9-inch touchscreen. This is the same as Volvo has been offering for several years that requires touching one of four menu choices to find the radio, navigation, etc. Then there are various screens beyond that, obtained by sliding the others. All that is too squirrely to deal with while driving once beyond the main screen.

There’s also a screen that tells you the current charge level and estimated miles of range you have. A button there will allow a driver to maximize the charge as it slightly decreases the SUV’s climate system (fan speed and temp). You’ll barely notice, but it did extend my range on one drive.

Volvo includes a fine Harmon Kardon stereo and a wireless phone charger in the console. Overhead is the requisite giant sunroof, but it can be a bit tricky to operate as you can tap or barely touch the overhead button or use a slide action that will either open, tilt or slide the sunshield back. Getting that right took several tries each time as it often wanted to open the entire roof when I just wanted the inner shield retracted.

Unsure of your range? Check the big info screen.

Seats are relatively comfy up front and roomy in back. The front seats are heated as was the steering wheel here, a $150 option that’s worth it for our clime. Oddly the seats weren’t cooled, something I’d expect at this price point. There also was no power tilt/telescope steering wheel.

The XC40 easily carries four adults and five can sneak in on a short ride. Plus there is generous cargo space under the power hatch. Volvo claims you could tow 2,000 pounds of trailer, but remember that will suck down your battery power more quickly and reduce range.

Pricing is at the upper end of this segment, especially considering range.

The base XC40 Recharge Plus starts at $56,495 with delivery while the tested Ultimate lists at $59,245. With just two options this one costs $60,090.

Competitors include the Mach-E, id.4, Tesla Y and the new Genesis GV60 that I hope to review this summer.

Here’s the frunk with the Volvo charging cord neatly wrapped inside.

If you prefer gas power, the XC40 touts a 2.0-liter I4 turbo with 248 horsepower that goes rocket fast in Dynamic mode and runs about $46,000 well equipped.

FAST STATS: 2022 Volvo XC40 Recharge Twin Ultimate

Hits: Good looks, excellent electric power, precise handling and full-time AWD. Big sunroof, heated wheel and front seats, big touchscreen, quality stereo, a stylish luxury interior, plus a full bevy of safety equipment.

Misses: Touchscreen (beyond main screen) is distracting to use while driving and no power tilt/telescope steering wheel or cooled seats in front. Chattery ride on rough roads and the electric charge range is limited to 223 miles.

A stylish tail on Volvos features vertical lights.

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: 4,763 lbs.

Wheelbase: 106.4 in.

Length: 174.8 in.

Cargo: 57.5 cu.ft. (rear seats down)

Tow: 2,000 lbs.

MPGe: 92/79

Base Price: $59,245 (includes delivery)

Invoice: N.A.

Major Options:

Metallic gray paint, $695

Heated steering wheel, $150

Test vehicle: $60,090

Sources: Volvo, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

Mazda CX-9 Signature

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Attractive styling, 3 rows make CX-9 a standout …

Family vehicles come in all shapes and sizes, but Mazda’s CX-9 mid-size SUV is among the more attractive 3-row options with its distinctive beak-like nose.

So many SUVs and crossovers are so darned boxy that it’s nice to see a distinguishing characteristic. Amazingly the CX-9’s design dates back to 2016, yet still looks fresh, although I suspect a freshening will be coming soon.

This one was a top-of-the-line Signature edition in a sedate dark Machine Gray Metallic ($595 extra). Black is the only color that doesn’t cost extra, but the smart money is on the Soul Red Metallic that is Mazda’s absolute best, and if you’re paying extra, well, it only makes sense. Plus the neighbors will suspect you’ve gotten a raise.

Still, several people complimented the Mazda’s look and this model is fine for transporting 6 people as there are captain’s chairs in the middle row. I drove it to Indianapolis for the Indy 500, and it comfortably carried three of us and our luggage, then six of us to the racetrack. Oh, the third row is stingy with foot and knee room, but is fine for hauling folks around town.

All CX-9 models also now come with all-wheel-drive, which is nice that a favored feature isn’t another add-on.

With just the color being an option here the Signature ended up at $49,030. A base Sport model that will seat seven due to its middle row bench seat, goes for $36,505, again with AWD. There are four other trims between the two extremes, the new Touring Plus trim that adds heated and cooled front seats, 20-inch alloy wheels, plus leather seats, is a prime choice at $41,660.

All will drive roughly the same as the engine, tranny and suspensions are identical.

Watch Mark’s video: Mark Savage reviews the 2022 Mazda CX 9 – YouTube

Mazda’s fine 2.5-liter SkyActiv-G turbo I4 delivers generous power, rated at 227 horsepower on regular gas and up to 250 hp if you sell a kidney and splurge on 93-octane premium fuel. Power is good and smoothly delivered via the SkyActiv-drive 6-speed automatic, which includes a console-mounted toggle to engage Sport mode. That firms the steering some and creates more low-end torque for faster getaways from stoplights. In either Normal or Sport the CX-9 hits highway speeds well before you run out of entry ramp.

Handling is typical Mazda responsive, making the CX-9 among the most fun SUVs to drive, especially below $50 grand. And the suspension is quite adept at soaking up bumps without the ride turning floaty.

A big grille, but not as overwhelming as many, plus it blends well with the hood.

Mazda also employs something it calls G-Vectoring Control Plus that adjusts the turbo engine and applies the four-wheel disc brakes based on steering effort. The upshot is that if a driver eases up on acceleration and begins a turn, the power from the AWD shifts toward the front wheels to provide increased traction. Not a big deal in dry summer weather, but it would be helpful in our sloppy winter and fall seasons.

Inside, the CX-9 interior tends toward luxury, yet the pricing is just below entry-level luxury models by other makes.

A luxurious looking interior with quilted leather seats gives the CX-9 a ritzy look.

The gray SUV went with a black over brown interior design, the seats being perforated brown Nappa leather with quilted leather outer edges and bolsters, plus white piping, all to insinuate luxury. Mazda uses real wood, Santos Rosewood, for trim on the dash and doors, but also adds a thin chrome ring atop the console, which is gloss black and therefore reflects on sunny days.

The steering wheel is leather-wrapped with the usual controls on its hub. Plus aluminum trim is used sparsely on the dash and doors, while big Bose stereo speakers fill the front lower door corners. All of this makes the CX-9 look and feel like a luxury vehicle.

This console and dash are easily seen and used while driving.

Seats are powered up front and include heating and cooling there, with just heated second row seats. Rear seat occupants also get their own climate controls and plug-ins for phones and other electronics in the big center console between the captain’s chairs. Third row folks have plug-ins too.

Everyone enjoyed the seat comfort, except the driver. While hip and back support is good, I found the butt pocket to be too hard and my tailbone was burning after about 100 miles. A lunch break was welcome, but the feeling returned further down the road.

Climate controls are easily adjusted via big buttons and knobs below the center dash air vents. However, Mazda’s radio is still clumsily adjusted via a console knob. There is no touchscreen. This remains a huge source of consternation and makes adjusting the radio and other on-screen activities difficult while driving. Good news? The screen is 10+ inches and mounted atop the dash.

The second row is roomy and includes a large console.

Mazda also includes wireless phone charging beneath the dash’s center stack and a navigation system is standard on Signature. However, the nav screen defaults to a fairly close-up view and reverts back to that even after using that center knob to adjust for a longer, say ¼- to ½- mile view to see what’s ahead. Ugh, if I adjust it, I want it to stay where I set it.

In back is the requisite power hatch and the third row seats easily fold forward to create a reasonable cargo area. There also is storage beneath the cargo floor and there are fairly large indentations to the sides behind the wheel wells, great for placing items you simply don’t want to trundle about.

A lot of room in back with row 3 folded down.

Mazda delivers a fine smart cruise control system and the safety equipment we’ve all come to love and demand, such as rear cross-traffic alert, blind-spot warning, 360-degree monitor, lane departure warning, lane keep assist, front and rear parking sensors, and an adaptive front light system.

Other goodies include manual second-row side window shades, 2 memory settings for the driver’s seat, visors with extenders, an inside release for the fuel door and one-step releases for the second row seats to allow for passengers to more easily slide into the third row.

There also is a sunroof, but it’s among the smallest I’ve seen the last couple years, just covering the front seats. Most SUVs and crossovers now offer dual-pane panoramic sunroofs, which I would expect the next generation CX-9 to include.

How’s this for handsome door panel styling and trim?

Also be aware that the center console is rather wide and leads to a bit smaller footwell space for the driver and front seat passenger.

Finally, on the practical fuel economy front, the EPA rates the Mazda at 20 mpg city and 26 mpg highway. I managed 25.9 mpg in mostly highway driving with three of us aboard and our luggage.

Hybrids will do better, but for its size (nearly 200 inches long) and weight (just over 4,400 pounds) the CX-9’s figures are more than competitive.

For families needing space, comfort and AWD, Mazda’s CX-9 is a solid, stylish, sensible choice.

FAST STATS: 2022 Mazda CX-9 AWD

Hits: Stylish looks, good power, sporty handling and smooth ride. Quiet interior, 3 rows of seats, power hatch, wireless charger, heated/cooled front seats, heated rear seats, smart cruise and solid safety devices, big climate buttons, large screen, sport driving mode, good mpg.

Misses: Console-controlled info screen is a clumsy pain, navigation defaults to close-up view even after adjustment, no touchscreen, small sunroof and firm butt pocket makes driver’s seat tiring on long drives.

Just can’t get enough of this nose and how it blends with the hood and lights. Bravo Mazda designers!

Made in: Hiroshima, Japan

Engine: 2.5-liter SkyActiv-G turbo I4, 227 hp/ 310 torque (250 hp, w/93 octane gas)

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

Weight: 4,409 lbs.

Wheelbase: 115.3 in.

Length: 199.4 in.

Cargo: 14/4-71.2 cu.ft.

MPG: 20/26

MPG: 25.9 (tested)

Base Price: $47,435 (includes delivery)

Invoice: $45,883

Options:

Machine gray metallic paint, $595

Test vehicle: $49,030

Sources: Mazda, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2022 Cadillac XT6 Premium Luxury AWD

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No big fins, but Caddy recaptures luxury in an SUV …

Luxury, and the perception of luxury, dictate price in the auto world, always have.

But today the statistical differences between vehicles within a segment often are miniscule, a half inch here, five horsepower there. Exterior or interior styling, and the vehicle’s brand perception are the differentiators. The decision to buy often comes down to these.

Is Cadillac still America’s most luxurious brand, or do you prefer an Acura, Lexus or one of the European makes, for which you generally will pay a premium?

Cadillac certainly would argue that it’s the No. 1 luxury brand made in the U.S., although Tesla could argue that point as it’s now No. 3 overall behind BMW and Lexus. Yet if you think traditional American brands, well Cadillac is still light years ahead of Lincoln in sales.

SUVs of course are the growing segment and that’s where this week’s XT6 falls. It’s a handsome, elegant mid-size SUV, and bigger than Caddy’s XT5.

XT6 is based on the GMC Acadia platform and premiered in 2020. On looks, inside and out, the Cadillac is a winner. Performance and luxury feel also should put it on any luxury 3-row SUV buyer’s must-drive list. Both XT models are sharply styled, particularly those vertical running lights up front and (it’s amazing to say this) its understated Cadillac crest-shaped grille.

The test ute was a sophisticated Rosewood Metallic, a sparkly red-tinted copper color ($625 extra) that was blessedly not gray, silver, or white, as are nearly all other SUVs on the market. The interior also featured an equally stylish, tasteful two-tone tan and black cockpit with semi-aniline leather seats topped by Cadillac crests atop their back cushions. The dash was tan over black with a glossy fake wood trim, silver Bose door speaker covers, and chrome trim around the dash and doors’ wood.

Cadillac’s center info screen is an 8-incher, somewhat smaller than those in many of its competitors, but easy to see. My only serious interior complaint is the glossy nature of that wood trim which morphs into a glare monster on sunny days. Matte finishes rock, so tone it down!

Like the similar Acura MDX tested last year everything functionally is exactly what you’d expect, sufficient for a luxury vehicle, but not standoutish.

Power churns from a 3.6-liter V6 that is not turbocharged. It cranks 310 horsepower so is strong enough to pull 4,000 pounds of trailer and motorized boy toys. MDX, by the way, pulls 5,000 pounds.

Ride is well cushioned with MacPherson struts up front and a five-link independent rear suspension. Here’s where Cadillac excels compared with many competitors who feel even their mid- to full-size SUVs must be sporty, right down to a rump-thumping stiff ride. Instead, Cadillac smooths the ride, isolating the passengers from even serious bumps and thumps. Bravo!

Handling is respectable and steering feedback a bit better than I’d expect in this size SUV. The XT6 was simple to control on the freeway and an easy ute to park.

The tested Premium Luxury model (mid-level of three trims) also sported AWD, which is easily accessed via a large button on the console. That drive mode includes Sport, Touring and Off-Road. Traction was good in moderate snow and the Sport setting automatically put the vehicle in AWD to best hook up the power to the pavement.

I used Sport only when needing a quick burst of speed. It helped smooth the acceleration and add more low-end torque, so a driver may prefer to use it, but the ute defaults to Touring. In Touring and AWD there was a bit of acceleration lag, a bit odd because this is a naturally aspirated V6, not a turbo, where lags are more likely.

Some might say that’s a disadvantage in that gas mileage is rated 18 mpg city and 25 mpg highway. Turbos usually achieve better. I got just 17.5 mpg, but admittedly we had a few sub-zero mornings during my test.

One might also expect a hybrid model to be available with enhanced mileage figures, but so far Cadillac doesn’t offer a hybrid XT6. There is a 9-speed automatic tranny though and that, in theory, aids fuel economy. It certainly shifts smoothly.

Safety equipment is as expected, including automatic braking with pedestrian recognition, lane-keeping assist and blind-spot warning. But other items are optional, somewhat surprising at this price.

For instance it takes a $2,350 technology package to add a HUD (head-up display), park assist with automatic braking, HD surround view and recorder, plus rear pedestrian alert and a rear camera mirror (hot trend) with washer.

Another $1,300 driver assist package adds reverse automatic braking, enhanced automatic braking and adaptive cruise control, now becoming standard across the industry. The package also adds the super annoying automatic seatbelt tightening feature. This over-snugs the belt just as you put the car in Drive, then loosens it. Useless!

A cool night vision option is $2,000, but obviously not needed. I did find it entertaining as it lights up on the dash when it sees a person or animal way ahead of you at night. During these dark winter days that could be especially helpful.

Cadillac’s interior offers everything one would expect in a luxury SUV from all that leather on the seats, steering wheel and horn cap ($5,000 platinum package) to the suede headliner.

Standard are heated front seats, wireless phone charger, power tilt/telescope steering wheel, OnStar, remote start, tri-zone climate controls, power hatch, heated steering wheel, panoramic sunroof and rain-sensing wipers.

A $750 comfort and air quality package adds heated rear seats, cooled front seats and an air ionizer. One minor annoyance here, the touchpad used to activate front seat heat or cooling, along with climate directional controls. The pad’s surface flexes just enough that it doesn’t always engage the first time it’s pressed, especially if the user is wearing gloves. The nearby temperature toggles are fine though.

The CUE system (Cadillac User Experience) also is upgraded to include a 14-speaker Bose Performance audio system, for $1,000. I mostly hear no difference, other than wattage, from most such systems, but this one really separated instruments’ sound during songs so that they sounded as if they were coming from various areas of the car. That was cool!

Note too this was a 6-passenger model ($800 extra) with captain’s chairs in the second row. A second row bench is standard and would allow the XT6 to carry seven. Room is generous in the third row, as the second row seats will slide forward. But the floor is raised in row three so knees ride a little higher than in row two. All seats are comfy, both soft due to the leather surfaces, and well-formed for hip support support. Cadillac also provides power buttons inside the power hatch to lower the third row seats, and buttons inside the second row doors to lower third row headrests and seats.

Good room in the third-row seat and it’s easy to get back here, or fold seats down.

Naturally the interior is extremely quiet.

XT6 also excels at cargo space, if either the third row, or second and third are lowered. The space is massive. With the third row in place there’s just room for a row of grocery bags behind the seat.

Two more add-ons to mention, one for $800 upgrades the headlight system, including curb spotlights that shine to the side when the turn signals are activated, plus lighted door handles, which are classy.

Optional too is a retractable cargo cover that adds $150 to the bottom line. You’re kidding right?

Attractive styling and door trim in the XT6.

Speaking of which, the starting price for the Premium Luxury’s bottom line is $56,040, including delivery. That’s less than most of the European competitors, but more than the MDX. And with its long list of options the tester hit $70,965. My first house cost half that much.

An entry-level Luxury model with 2.0-liter turbo I4 with 237 horsepower starts at $49,740. Adding AWD pushes it up $2,000.

A top-level XT6 Sport, which comes with AWD, red Brembo brake calipers, a torque vectoring differential, adaptive suspension and quicker steering, lists at $59,415.

Competitors beyond those listed include the likes of the Audi Q7 and BMW X5 at the higher price end, although the Caddy offers a better warranty. Or consider the Genesis GV80, Volvo XC90 or Lincoln Aviator nearer to the Caddy’s price range.

So many choices!

FAST STATS: 2022 Cadillac XT6 Premium Luxury AWD

Hits: Handsome 3-row SUV, good power, well-cushioned ride and AWD. Quiet luxury interior, 4 drive modes, heated wheel, heated/cooled front seats, heated rear seats, panoramic sunroof, power tilt/telescope steering wheel, wireless charger, HUD, comfy seats, oodles of storage (rear seats down).

Snazzy taillights and trim in back.

Misses: MediocreMPG and no hybrid available, dash’s fake wood extremely reflective, hesitant acceleration except in Sport mode, touch pad for seat heat and some climate controls flexes so doesn’t always engage first touch. 

Made in: Spring Hill, Tenn.

Engine: 3.6-liter V6, 310 hp/271 torque

Transmission: 9-speed automatic

Weight: 4,700 lbs.

Wheelbase: 112.7 in.

Length: 198.8 in.

Cargo: 12.6/43.1/78.7 cu.ft.

Tow: 4,000 lbs.

MPG: 18/25

MPG: 17.5 (tested)

Base Price: $56,040 (includes delivery)

Invoice: $53,440

Major Options:

Platinum package (semi-aniline leather seats, Modena leather-wrapped wheel, leather horn pad, suede headliner, premium floor mats, real-time damping suspension), $5,000

Technology package (HD surround vision, automatic parking assist w/braking, 8-inch color gauge cluster, HUD, rear pedestrian alert, surround vision recorder, rear camera mirror w/washer), $2,350

Night vision, $2,000

Driver assist package (auto seatbelt tightening, reverse automatic braking, enhanced automatic braking, adaptive cruise control), $1,300

Cadillac User Experience w/navigation, Bose Performance audio 14-speaker system, $1,000

6-passenger seating, $800

Premium headlamp system w/lighted door handles, $800

Comfort and air quality package (heated rear seats, air ionizer, cooled front seats), $750

Special paint, $625

Security cargo shade, $150

Test vehicle: $70,965

Sources: Cadillac, www.kbb.com

Photos: Mark Savage

Car Reviews

2022 Hyundai Santa Fe XRT AWD

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Mid-level XRT a stylish and primo family mover …

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

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

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

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

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

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

It excels at value.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

FAST STATS: 2022 Hyundai Santa Fe XRT AWD

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

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

Made in: Montgomery, Ala.

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

Transmission: 8-speed automatic w/Shiftronic

Weight: 3,810 lbs.

Wheelbase: 108.9 in.

Length: 188.4 in.

Cargo: 36.4-72.1 cu.ft.

Tow: 2,000 lbs.

MPG: 22/25

MPG: 22.6 (tested)

Base Price: $35,185 (includes delivery)

Invoice: $33,624

Major Option: Carpeted floor mats, $195

Test vehicle: $35,380

Sources: Hyundai, www.kbb.com

Photos: Mark Savage

Car Reviews, Electrics

2021 VW ID.4 AWD Pro S

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Electric VW well thought out, well-executed crossover …

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

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

RELATED: Paul Daniel navigates the electric car madness.

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

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

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

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

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

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

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

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

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

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

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

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

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

A closeup of the electric outlet’s plug.

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

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

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

VW’s instrument pod is delightfully simple.

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

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

This odd little knob turns to engage the gears!

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

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

The interior is two-toned and extremely elegant.

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

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

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

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

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

That power rear hatch opens wide for cargo.

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

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

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

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

FAST STATS: 2021 VW ID.4 AWD Pro S

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

Too much is accessed only through the info screen.

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

Made in: Mosel, Germany

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

Transmission: 1-speed automatic

That’s its name, ID.4!

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

Length: 180.5 in.

Wheelbase: 108.9 in.

Cargo: 37.5-73.5 cu.ft.

MPGe: 98/88

Base Price: $49,370 (includes delivery)

Invoice: $47,443

Major Options:

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

Test vehicle: $50,870

Sources: Volkswagen, kbb.com

*Car and Driver figs.

Photos: Mark Savage