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SUV/Truck Reviews

2023 Nissan Pathfinder Platinum 4WD

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Pathfinder a calm, quiet, smooth performer …

The Bath County Courthouse (Va.) provides Pathfinder’s backdrop.

Somewhere along the Skyline Drive overlooking Shenandoah National Park in Virginia the calm, quiet, and smooth performance of Nissan’s 3-row Pathfinder settled in.

We had driven through unplanted flat Midwestern farm fields and mountainous West Virginia only to settle for a week in Harrisonburg, Virginia. We were on a mission to donate a family heirloom quilt to the beautifully curated Virginia Quilt Museum located in that Shenandoah Valley city. Ironically, it’s also where the quilt was assembled by my wife’s 1840-era ancestors.

Pathfinder is a premium standard size SUV that smartly starts at family-affordable prices. This being the Platinum model, it slots in atop the lineup, which helps explain our traveling trio’s comfort.

First, the tester substituted captain’s chairs ($550 extra) for the second-row bench, making this capable of hauling seven instead of eight. That’s a tradeoff we could afford as we only needed three seats and oodles of luggage room. Pathfinder delivered.

If you need to haul folks in row three the Nissan touts EZ Flex seats, which means you press a button on the lower side or upper back of either row two seat and they fold and slide forward for easy row three access. A bar below the seat cushions allows a row two rider to scooch forward some to grant their siblings in back decent foot and knee room, better than many three-row SUVs, although Toyota’s upcoming Grand Highlander promises room for row three adults.

The Platinum Pathfinder also touts quilted semi-aniline leather seats for long-haul comfort. These were a soft gunmetal gray with chocolate trim that looked as luxurious as they felt. Seats are relatively flat too, which is particularly nice for a long drive. Everyone praised Pathfinder’s comfort level, and its quiet interior, except when the giant twin dual-pane sunroofs were uncovered, not opened. Retract the sunshade and a fair amount of additional wind noise enters the cabin.

That may have been due to the roof rails with crossbars on the roof. That adds $390 and would be needed if the third-row seats were occupied on a multi-state drive that required copious amounts of luggage to tag along.

Watch our video: (160) 2023 Nissan Pathfinder Platinum Edition Review by Mark Savage – YouTube

The Platinum model includes heated and cooled front seats and a heated steering wheel, much needed when we departed chilly Milwaukee. But the cooled seats aided comfort in 80-degree Virginia. The captain’s chair package included heat for the second row seats, plus they had armrests and a big removable console between the seats. Take that out and third row folks have more freedom to roam about the cabin.

Praise too that Nissan loves flat-bottom steering wheels that not only look sportier than round wheels, but free up a bit more legroom for entering and exiting. That said, a 5-5 driver such as myself found the power tilt/telescope steering wheel an advantage too when exiting. With power seat memory functions here I could zip that wheel up and away as I climbed out, but the memory function put it right back where I liked it to drive, once the ignition was engaged.

Standard too are an easy-to-use 9-inch infotainment screen (up from 8 in the lower trims), a WiFi hotspot, 360-degree camera, Nissan Connect Services via Sirius XM, and wireless Apple Car Play, but not wireless Android Auto. That’s a bit odd. There’s also an impressive Bose premium stereo with dual subwoofers.

The Platinum model also adds a 12.3-inch digital driver instrument cluster, wireless phone charger, the driver seat memory and power tilt/telescope steering wheel, plus a large HUD that is handy when traveling through rural areas where small towns strategically and suddenly drop the speed limit by 20 mph. Could help prevent a ticket. Sorry rural po-po!

As for drivability, well, Pathfinder is solid and steady and offers plenty of power with its stout 3.5-liter V6 that delivers 284 horsepower. Even climbing the steep Appalachians there was plenty of oomph, although the silky smooth 9-speed automatic did downshift to make better use of the engine’s torque. Note too that there’s a bit of a lag when pressing the accelerator, so it helps to anticipate the need for speed.

While we didn’t need any off-roading or snow-related drive modes, Nissan offers seven. Automatic did it for us, but there is Snow, Eco, Sand, Mud/Rut, Gravel, and Sport, which emphasizes power and firms steering effort some.

That’s the New River Bridge (W. Va) behind Pathfinder, an excellent family vehicle.

But I found the moderately responsive steering to be dead-on when highway driving, or maneuvering through mountain switchbacks. Pathfinder is easy to keep within its lanes, but in case you want help with that there’s smart cruise control that engages Nissan’s semi-autonomous driving system that buzzes and vibrates the wheel as the car approaches a lane marker. It was a bit oversensitive, but worked well.

I do wish the system could be switched off at times and just cruise control engaged, but the two are permanently linked.

Second and third row seats fold flat for extra cargo hauling.

This model includes AWD in case you do head off-road or live in a sloppy climate. And the Nissan Safety Shield suite includes every detector, assist, and warning system you’d expect today. All good!

Ride was mostly pleasant and controlled, but I noted as we hit Indiana, Illinois, and Wisconsin roads that it could be pretty firm. That was something I noted in my last Pathfinder review too. The ride isn’t’ harsh, but a little more cushion on sharp pavement bumps and pot holes would maximize Midwestern drivers’ comfort.

With three passengers and a load of luggage the ride seemed much more compliant than with just one or two aboard and no luggage in the big cargo area (45 cubic feet with row three down). An aside here, the thick rubber cargo cover mat ($345 extra) and seat-back protection system would be super for keeping the trunk clean when hauling gardening supplies, etc. However, they are hard to slide heavy suitcases on, especially the transition over the third-row seat folds.

Cargo mats are nice, normally, but hard to slide suitcases over.

One other niggling issue, the fuel filler door doesn’t pop open once pushed, as most do. It is unlatched once you press it, but one must pry it open with your fingers at that point. Could just be an issue on this one test vehicle after a bevy of journalists have slapped that door shut.

Pathfinder will tow 6,000 pounds too, so trailering is simple, but of course will cut gas mileage, which I found impressive for this size SUV. I managed 22 to 26.2 mpg, the better coming in the flatlands, while the lesser was during heavy-duty mountain driving. The EPA rates Pathfinder at 20 mpg city and 25 highway. One hopes a hybrid will be offered soon to further improve those numbers.

Pricing is pretty standard for this segment, so similar to that of Toyota’s Highlander, the Kia Telluride, Hyundai Palisade, Ford Explorer, Mazda CX-9 and Subaru Ascent.

The base Pathfinder goes for $36,295 in front-drive mode. Add $1,900 for AWD, and there is a new Rock Creek version that includes AWD and is aimed more at the off-road market. It starts at $44,355.

There are several other useful trims before the tested Platinum model that lists at $51,405 with delivery. With its added extras this one hit $54,785, right in the mid-section of the standard SUV market transaction price range.

Note this one added $790 for its Baja Storm (metallic tan) paint scheme. Some liked it, others not so much. I did notice though that the two-tone paint (roof is black) was $440 higher than on a similar Pathfinder I’d driven just a year before. That’s a pretty big bump.

If you can find a mid-level trim that suits your needs Pathfinder is a handsome, quiet road master the family can cruise cross-country in.

FAST STATS: 2023 Nissan Pathfinder Platinum 4WD

Hits: Roomy 3-row interior, stout power, 7 drive modes, AWD, flat-bottom steering wheel, complete standard safety equipment plus heated/cooled front seats, heated steering wheel, heated second row seats, dual-pane sunroof. Big instrument display, HUD, and easy-to-use info screen, EZ Flex second row seats, storage under cargo floor, power tilt/telescope wheel, along with quiet, stylish interior.

Misses: Firm ride, some accelerator hesitation, smart cruise engages semi-autonomous driving feature which can’t be disengaged while in cruise mode, fuel door doesn’t pop open easily.

Made in: Smyrna, Tenn.

Engine: 3.5-liter V6, 284 hp / 259 torque

Transmission: 9-speed automatic

Weight: 4,672 lbs.

Wheelbase: 114.2 in.

Length: 197.7 in.

Cargo: 16.6/45/80.5 cu.ft.

Tow: 6,000 lbs.

MPG: 20/25

MPG: 22-26.2 (tested)

Base Price: $51,405 (includes delivery)

Invoice: $50,022

Major Options:

Captain chair pkg. (heated 2nd row captain’s chairs w/removable console), $550

Cross bars, $390

Carpeted floor mats, captain’s chairs, $255

Cargo pkg. (cargo protector mat, net, cargo dividers, console net, first aid kit), $345

Lighting pkg. (illuminated kick plates, welcome lighting), $945

2-tone paint, $790

LED fog lamps, $345

Test vehicle: $54,785

Sources: Nissan, www.kbb.com

Photos: Mark Savage

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Car Reviews

2023 Nissan Z Performance

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Z (it’s only Z now) nails modern, yet retro, looks and power …

Not many car lines go all the way to Z.

But Nissan has been going all the way since 1969 when it launched the Datsun 240Z its long-hooded sports car for the rest of us. I thought of it as a mini-Corvette at the time and, well, I still do.

In fact, Nissan’s relaunched 2023 version, now just called Z, has a nose that reflects both past and present Corvettes with its sleek pointy snout. Yet the new model has been smoothed and the hatch roofline slimmed to give the care a sleeker look. The Z also has been powered up with a 400-horse twin-turbo V6 and given a spiffy new digital-laden interior to bring it in line with today’s usual electronic wizardry.

My pre-production test car (dealers are to get theirs soon) was a stunning Seiran Blue Metallic with black roof, that two-tone paint scheme adding $1,295 to the sticker. But if ever I’d pay extra for paint, this may do it. Folks looked, some gave a thumbs up, others came out of their houses to see it up close at the curb. No doubt Nissan nailed the modern, yet retro, styling.

No pretense of this being a family car or carrying more than two as there are just two seats here and a long cargo area under a glassy hatch, but still just minor cargo space. Again, there will just be two of you with a suitcase each and Z accommodates that. Golfers may have to make other arrangements and forgo a hand cart.

Styling aside, and that’s hard to even say, the tested Z Performance was a well-controlled rocket with those 400 rear-wheel-driving horses pushing this up and down highway entry ramps like it was heading out of the pits at Road America. Heck, it just might!

Watch Mark’s video: Mark Savage reviews the 2023 Z Car – YouTube

Unlike almost any other sports car the Z comes standard with a 6-speed manual, otherwise known as a standard transmission or stick shift. Younger drivers may not be aware, but this is the way many vehicles used to arrive, an automatic tranny costing extra. Ironically, today’s automatics (a 9-speed is optional) now get better fuel economy than the manuals, but that’s another issue.

The stick is fun and easy to slide between the gears, although the throws are longer than I had anticipated. Mazda’s Miata still has the shortest throws I’ve encountered, but this works nicely and the clutch is moderately weighted so not a leg cramper in stop-and-go traffic. My one initial concern was how hard I had to push the shifter down to slide it far right for reverse. I got used to it.

Also need to mention that there’s a SynchroRev Match system here to blip the engine and match its revs to the gear you’ve selected. So as you downshift into a corner that sweet burp of the engine lets your passenger know you’re a legit road racer. Thanks techies!

Nissan’s twin-turbo 3.0-liter engine is stout and smooth. It feels strong as you slip through the gears and can easily lead to tire squawks. This had low-pro performance 19-inch tires that gripped the road like crazy until we had an early fall monsoon. Shifting early to maintain traction was needed in the wet. All-season tires would help, but then you lose performance and, well, Performance is this model’s last name.

Handling as insinuated above was sports car fun, meaning responsive. Wheel feel is moderate and this steering wheel is wrapped in leather, as is the shift knob. The Nissan Z is well-balanced with neutral handling. I’ve heard some say it’s too easy to swing its tail, but until it rained I was having no issues.

Ride is firm as you’d expect in a car of just 100-inch wheelbase. Plus the Performance model adds a sportier tuned suspension, so if like me you prefer a bit softer ride (I’m 60+) then the standard Z may be a more comforting choice, plus it will save you some dough.

Z’s brakes also deserve a mention here. The Performance trim gets enhanced brakes with red calipers with Nissan labeling. Front and rear discs are vented 14 and 13.8 inchers, so stopping distance and quickness is awesome. I suspect the standard brakes aren’t too shabby either.

Inside Nissan designers have created a very comfy, livable interior that would allow for long highway jaunts.

The digital dash is clean and the 9-inch touchscreen (8-inch is standard) is big enough but not overpowering, plus simple to use. I had no issues and the Bose sound system is solid too.

Interior styling and the comfy seats likely will dazzle most riders though.

First, this one featured blue leather seats and blue dash and door trim under a soft black dash top. Door inserts are suede trimmed in leather and the seats feature a suede center section that’s perforated.

Console and dash are basically a matte black so no nasty sun reflections here, something other car makers could learn from. That console is trimmed in blue leather to add visual pop too.

Retro gauges, but more useful ones would be a help!

Atop the dash for a retro look are three gauges that might matter if you were racing as they tell Boost, Turbo Speedm and Volts. I’d challenge most folks to know what voltage their car should be showing on a gauge (about 14 here) and as long as I can feel the turbo boost I’m not sure I need a number placed on it. So while I appreciate the retro look, I’d say substitute more useful info such as a fuel gauge or clock.

Nissan’s performance seats are beautifully sculpted and fitted to encircle the driver and passenger so they don’t slide about, or even move, when the car is rocketing around tight rural highway twisties, or during a track day. Shorter folks may find these a bit too confining, but I loved the seats, which are partially powered. That’s right, there are two power buttons on the inside edge (toward the console) of the seat. These control fore and aft movement and the seat back’s angle. Takes a bit to get used to the location, but I did within a week.

The power seat controls are on the inside seat edge.

On the left side are manual controls to adjust the seat bottom’s angle and a height adjustment for the rear of the seat bottom. I’d like it to go just a tad higher, but I’m just 5-5. Nissan heats the seats too.

The Z’s steering wheel is a manual tilt/telescope model, but round and not heated. I’d prefer a flat-bottom wheel in any sports car and especially to create more knee room when one is shifting a manual and also when exiting. I found too that unless I could open the door to its maximum sweep I had trouble getting my right foot clear of its edge when getting out.

A couple other issues to consider inside. First, the cup holders are so far back on the console they are difficult to use, although easier for long-legged drivers who may position the seat all the way back. The storage box there also is way behind the elbow, but then again, this is a two-seater and space is limited, especially with a manual shift lever on the console.

There also is no wireless phone charger in the tray under the center stack, just a nice spot to lay your phone. And while I know this is a sports car with a throaty growl, road noise, especially on cement, can make listening to the radio a bit of a chore.

That hatch opens wide, but the cargo bay is mighty shallow.

I did like the three climate control dials, all of which can be set to automatic for fan speed, temperature and the directional. Nice!

Safety features are solid here too with smart cruise control, automatic emergency braking with pedestrian detection, a lane departure warning, and blind-spot monitor.

Fuel economy is nothing special, but you’re buying this for power, not efficiency. The EPA rates Nissan’s Z at 18 mpg city and 24 highway for the manual version and I got 22.8 mpg in a mix of city and highway. And yes, this drinks premium fuel.

Note that the automatic is rated better at 19 mpg city and 28 mpg highway.

Big disc brakes with red calipers confirm this is a sports car!

Pricing?

The base level Nissan Z is an absolute bargain for power, looks and handling, starting at $41,015, including delivery. So think of it as 400 hp for $40k. There are two more levels though, and these push the envelope a bit, exceeding $50k.

The tested Performance model starts at $51,015 with delivery and ended up at $53,210 adding just the snazzy paint job, illuminated kick plates ($500), and floor mats ($400). The top level Proto Spec lists at $54,015.

Z epitomizes modern fastback style sports car and is an automotive icon. At its base price it’s extremely attractive. Move up to the higher versions and you’re in the Audi TT and BMW Z4 range. So at that level you may just want to consider a Kia Stinger or Ford Mustang and get a rear seat to boot!

FAST STATS: 2023 Nissan Z Performance

Hits: Stylish 2-seater, excellent power, balanced neutral handling, good brakes, slick stick shift. Excellent seat comfort, heated seats, automatic climate control dials, good info screen size and function and good level of safety devices.

Misses: Firm ride, considerable road noise at highway speeds, tough exit when door isn’t 100% opened, awkward cup holder placement, no heated steering wheel, no flat-bottom wheel, long shift throws, no wireless charger, little cargo room and premium fuel preferred.

Snazzy door handle styling on the Z!

Made in: Japan

Engine: 3.0-liter twin-turbo V6, 400 hp/350 torque

Transmission: 6-speed manual

Weight: 3,507 lbs.

Wheelbase: 100.4 in.

Length: 172.4 in.

Cargo: 7.0 cu.ft.

MPG: 18/24

MPG: 22.8 (tested)

Base Price: $51,015 (includes delivery)

Invoice: N.A.

Major Options:

Illuminated kick plates, $500

Two-tone paint, $1,295

Floor mats, $400

Test vehicle: $53,210

Sources: Nissan, www.kbb.com

Photos: Mark Savage

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SUV/Truck Reviews

2021 Jeep Grand Cherokee L Summit Reserve 4×4

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Going bigger with three rows to carry more crew, plus cargo …

Jeep’s Grand Cherokee has been a stout and stylish off-road capable SUV with a strong niche in the marketplace, so it’s natural for Jeep to try and build on that with a longer version, the L.

Timing might not be in its favor with gas prices soaring at the moment, but a 3-row SUV that’s off-road capable, and loaded with luxury inside just might turn some heads away from the Chevy Tahoes, Ford Explorers, and Honda Pilots of the world. Time will tell.

But from a ride and comfort perspective the Grand Cherokee L, which debuted as a 2021 model, moves among the leaders in this SUV segment. Looks also set it apart, at least from a snout-view where there are the seven bars on the grille and a handsome nose that easily portrays a more sophisticated Jeep image.

Mine was a Silver Zynith ($395 extra) Summit Reserve 4×4 model with a black roof, the absolute top of the line. That means the price is waist-deep luxury level, but the interior certainly delivers on that with enough cowhide to worry any herd.

But let’s look at the dimensional and people-friendly basics.

First, the L is about a foot longer (11.4 inches) than the Grand Cherokee and provides much more cargo space under the hatch. Plus the third-row seat, while slightly elevated, delivers enough foot and legroom for an adult to ride in back. With its second row captain’s chairs though this version will only haul six.

Watch Mark’s video: Mark Savage reviews the 2022 Jeep Grand Cherokee L – YouTube

Getting to that rear row is easy enough too as the second row seats flip and slide forward, although unlatching them can be a little more difficult from the rear seat than when entering through the side door. Kids may want to exit between the captain’s chairs although there is a considerable second-row console there.

Easy access to the third-row seats, plus they power down from inside the hatch.

Also the third row can be powered down from inside the rear hatch and the second row seats also can be released from there for easy loading of long items. So functionally, this is a win for a family of six, or seven at lower levels where a second row bench is available.

Driving it?

Well, there are two engine choices, the tester coming with the more efficient 3.6-liter V6 that makes a strong 293 horsepower and creates 390 pound-feet of torque. A giant 5.7-liter HEMI V8 with 357 horses and a torque rating of 390 also is available

Couple this V6 with five drive modes, Rock, Sand/Mud, Snow, Auto, and Sport, and it’s possible to take the Grand Cherokee L off road into some serious muck and over rocks, small trees, etc. Jeep says this will ford 24 inches of water for cryin’ out loud. Plus the L will tow up to 6,200 pounds, so hook up the camper or pontoon boat and head to the state park.

Happily the extended Grand Cherokee also rides well on and off-road. There’s not much jostling to passengers, even on our crumbling Wisconsin roads, which if you think about it sort of reflect the rocky nature of some off-road trails. The Quadra-Lift air suspension does a superior job of smoothing the ride.

But the steering does not feel as heavy, nor as precise as one might imagine, more of a big luxury SUV feel, which (along with its price) makes me wonder if many L buyers will really take these off-road. Still, keeping it in its lane on the highway is no chore, but cornering at speed you’ll notice some body lean as you would with other large SUVs.

Inside, the Summit Reserve oozes luxury from the get-go.

Luxury is the key inside with quilted leather and real walnut trim on doors and dash.

First, it’s quiet. Second the seats and doors are bathed in an orangish tan Palermo leather that was a bit too orange for my liking, and the family frankly found it garish. It feels high-quality soft and there’s a diamond stitch pattern on the seat edges and doors that insinuates luxury. Dash and door tops are black and Jeep uses real open-pore walnut trim on the dash and doors. That’s impressive and one-ups most of the luxury and near-luxury makes.

Naturally those seats are heated and cooled up front and the rears are heated too. The $3,000 Summit Reserve option package adds cooling to the second row seats, while also tacking on active noise control, a 950-watt amp, deluxe suede-like headliner, and 21-inch tires and special wheels.

Jeep’s seats provide good support and there’s a power lower leg extension to aid long-legged drivers. Second row seats are equally comfy and the third row a little stiffer, but still not bad. Second row manual sun shades and a wireless charger are a $245 add-on, but seem like they should be standard on a luxury ute.

Yes, that’s real wood on the dash and doors. American walnut to be precise.

Yet Jeep also tacks on a $1,795 delivery fee to pad the price as delivery is only coming from Detroit, not off-shore.

Other goodies on the Summit Reserve include a heated steering wheel and giant two-pane sunroof, one of the biggest I’ve seen.

Jeep continues with its easy-to-use infotainment system and big info screen. This is simple to tune and see. The Summit Reserve adds a 19-speaker McIntosh stereo system that sounds great too, but in a premium model you’d expect premium sound.

The McIntosh audio sounds great but reflects at night.

One downside to the McIntosh system though, there are round-topped speakers tucked into the dash’s front corners. Their shape and reflective surface means that in night driving where there are streetlights over the highway a weird circular reflection or flash occurs in the corners of the windshield as you drive. It can be distracting.

Yet on the safety front the Jeep Grand Cherokee L packs everything you’d expect or want, from smart cruise control and lane departure assist to blind-spot warning and cross-path detection. Parking sensors watch all around, including sides (some extra beeps), there’s a 360-camera, pedestrian and cyclist emergency braking systems, and parallel and perpendicular park assist.

The test Jeep added an Advanced ProTech Group IV for another $1,995. It includes a head-up display, night vision w/pedestrian/animal detection, rear-view auto-dimming digital mirror, and interior rear-facing camera to help watch out for rear seat shenanigans.

OK, so the rear end isn’t so stylish, but it has a power hatch.

No running board was added though, so step-in height remains rather high as this has 8.5 inches of ground clearance. For the record, black steps cost $875, chrome steps $975.

All told the test vehicle went from a base price of $61,455, including delivery, to $67,090 after options, putting it solidly in the luxury segment.

I like the slim, elegant look of the Grand Cherokee L’s nose.

Of course, there’s a base model, the Laredo, which is rear-wheel-drive, but that just seems wrong for a Jeep. It starts at $40,685, but adding 4WD increases that to $42,685. The trim levels climb from there to Altitude, Limited, Overland, Summit and the tested Summit Reserve, all of which include 4WD. Fully equipped the Summit Reserve can eclipse $70 grand.

So far there is no hybrid L model, while several competitors do offer a hybrid. One might expect Jeep to add one soon.

Note too that the Wagoneer and Grand Wagoneer models are two more new 3-row SUVs available from Jeep. They are bigger yet, being 10 inches longer overall with a three-inch longer wheelbase and are capable of towing an additional 3,800 pounds.

I reviewed the Wagoneer earlier this year, and will test the Grand Wagoneer soon!

FAST STATS: 2021 Jeep Grand Cherokee L Summit Reserve 4×4

One more shot of the ritzy walnut trim.

Hits: Roomy 3-rows, quiet luxury interior, good power and ride, plus off-road capable. Heated/cooled leather seats, walnut dash/door trim, heated steering wheel and second row seats, giant sunroof, wireless charger, big easy-to-use info screen, five drive modes, power extendable lower seat cushion for driver.

Misses: Feels big and heavy, especially when cornering, big step-in height, so-so gas mileage and no hybrid available yet. High price and the fancy McIntosh stereo speakers in the dash reflect overhead street lights in windshield.

Made in: Detroit, Mich.

Engine: 3.6-liter V6, 293 hp/260 torque

Transmission: 8-speed automatic

Weight: 4,524 lbs.

Wheelbase: 121/7 in.

Length: 204.9 in.

Cargo: 17.2, 46.9, 84.6 cu.ft.

Tow: 6,200 lbs.

MPG: 18/25

MPG: 20.3 (tested)

Base Price: $61,455 (includes delivery and AWD)

Invoice: $63,884

Major Options:

Silver Zynith paint, $395

Summit Reserve Group (21-inch painted aluminum wheels, R21 all-season tires, Palermo leather seats, 19-speaker high performance audio, active noise control system, 950-watt amplifier, cooled rear seats, deluxe headliner, Palermo leather door trim), $3,000

Advanced ProTech Group IV (head-up display, night vision w/pedestrian/animal detection, rear-view auto-dimming digital mirror, interior rear-facing camera), $1,995

Luxury Tech Group V (wireless charging pad, manual second row window shades), $245

Test vehicle: $67,090

Sources: Jeep, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2022 Hyundai Palisade Calligraphy AWD

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8 people can ride in style in this upscale Calligraphy model …

Think stylish vehicles and you’d be wise these days to first turn your attention to Hyundai or Kia. The two South Korean carmakers have been breaking the staid auto world’s styling molds for several years now.

Case in point, the tested Hyundai Palisade Calligraphy, an 8-person SUV and family hauler that looks and feels way ritzier than it is. The grille, the lights, the interior, all are standout lookers and clothed in a Sierra Burgundy (think dark metallic red wine) the test SUV looked out of place in my 1950s subdivision. Even its color was trendsetting, or make that trend breaking.

In a world of gray, white and black vehicles (those are the three top-selling “colors” now) the dark red Palisade looked special. People pointed at it like I was hauling a Kardashian to the Oscars for crying out loud.

Really there’s not a lot new to talk about here. I praised the original 2020 Palisade after taking a trip to Louisville and back in it. Comfort, quiet, the snazzy interior and solid power from its 3.8-liter V6 all impressed. Now it gains a bevy of safety equipment as standard and this Calligraphy model is the top trim, so loaded with oodles of whiz-bangs that might be optional on other makes at this price.

So there are the looks, maybe too bold for some, but they can have their gray blend-in mobiles. I like the grille and snazzy lights front and rear. Happy with that V6 too as it delivers a strong 291 horses and smoothly via an 8-speed automatic with Shiftronic, which allows a driver to override the automatic with manual shifts, no clutch of course.

Handling is fairly quick too, making it extremely easy to control on the highway and ride is composed without being plush or floaty. A long wheelbase helps that.

AWD is $1,700 extra on all trim levels, but certainly makes sense in our sloppy Wisconsin climate.

Watch Mark’s video: Mark Savage reviews the 2022 Hyundai Palisade Calligraphy AWD – YouTube

Note too there are five drive modes, Comfort, Eco, Sport, Snow and Smart, which is said to learn your driving style and adjust the shifts to fit your needs and wants. Sport does enliven the acceleration a bit and firms steering too. Yet Comfort was fine 95% of the time; I mostly engaged Sport when zipping onto a freeway.

Did a lot of freeway driving in this too, probably 70% which made the trip computer predict I was getting 20.2 mpg, while in reality it was 19.5. That’s in the Palisade’s wheelhouse of 19 mpg city and 24 highway for the AWD version. The front-drive model earns 26 mpg on the highway. That could be important as gas prices head to the stratosphere.

But for family hauling Palisade is certainly competitive with other large SUVs and minivans on the gas mileage front.

It also has an advantage on many because it will haul eight passengers if you opt for the center row bench seat, no extra charge. Go with the more comfy captain’s chairs and it’ll haul seven adults. That’s right, there’s plenty of legroom in the third row and the one-touch second row seats slide forward easily to let a grownup crawl aboard with minimal grunting and groaning. Second row seats can be positioned to create reasonable foot and legroom for both second and third-row occupants. Bonus!

The third row of seats has adequate room and the second and third row fold flat too.

Granted storage behind that third row is not spacious, but will hold eight bags of groceries. Smartly Hyundai offers power third-row and second-row fold downs via buttons inside the rear hatch. So if you’re loading a lot of goods it’s simple to press a couple buttons and lower the seats for cargo hauling.

This interior is stellar in nearly all ways, and certainly from a quietness and styling standpoint. The tester was decked out in light gray (nearly white) Nappa leather with a bit of quilting pattern on the seatbacks and a sophisticated light tan to gray fake wood trim on the doors and dash. The wood is in strips with satin chrome trim between each layer. Classy!

Overhead is a soft gray simulated suede headliner that helps soak up any excess noise that somehow manages to creep into the cockpit. Trim on the console is a satin chrome herringbone pattern while the dash’s top is black and overhead is a power sunroof up front and power sun shade over a larger stationary roof for the rear two rows of seats.

Standard here is a heated steering wheel, heated and cooled front seats, heated rear seats and 360-degree backup camera along with wireless charger in the console and 10.25-inch infotainment screen that’s simple to use.

Fantastic dash design with large easy-to-use buttons and screen.

In fact, the Hyundai dash is so well designed it’s easy to figure out from the moment you sit in Palisade, no fumbling for knobs that aren’t there or hunting for vague icons that don’t let you know where to find the heat or radio. This is how interiors should function and Hyundai interior designers deserve a big pay increase.

Buttons are all large and logically laid out and the radio tuning is intuitive. No electrical engineering degree is required, a benefit for us less schooled, or old-school, drivers.

Need more? Well, the Calligraphy model comes with a snazzy Harmon Kardon stereo system including attractive satin chrome covered door speakers that look like a jeweler designed them. Sound is good and tuning is easy.

Beautiful design with wood grains atop the door and diamond-pattern leather too.

Flip a turn signal lever and cameras light up in round screens on the instrument panel, one for left turns, one for right, showing you the road and blind-spot behind you in that lane to avoid fender benders and curb scrapes.

Safety equipment is plentiful too, along with lane-keeping assist, forward collision avoidance, driver attention warning, smart cruise control and such, Hyundai adds blind-spot warning, rear cross-traffic alert, turn signals in the side mirrors and safe exit assist. This later item is becoming a norm now and alerts a person when a door is unlatched but oncoming traffic could be a danger. Still best to look over your shoulder, but this may help avoid losing a door when the driver or passenger is distracted. Cool too that the lane departure system can be turned off to avoid unwanted beeps as you dodge construction and pot holes.

Also standard on Calligraphy is a perforated leather wrap on the steering wheel, 20-inch wheels, puddle lamps and that fancy satin chrome trim. Standard on most models too is a power hatch, along with remote start and the excellent one-touch second row seats that quickly fold and slide forward for third-row entry.

For techies, Android Auto and Apple CarPlay are here, along with USB ports for the first two rows of seats.

Seats are quite comfy in most regards in all rows. The third row has a bit of a raised floor so that puts your legs at a slightly elevated angle. My only complaint is the power driver’s seat, which has a long lower cushion, meaning it hits the back of short driver’s knees and could be tiring on a long drive. Before buying, check that out if you’re 5-6, or shorter.

Finally let’s revisit Palisade’s value Palisade. First, a well-equipped minivan will cost you $50,000 these days, give or take a grand. Some SUVs will start there and work their way up to $60 grand or more.

This top-level test vehicle started at $49,615, including delivery, and added just floor mats (which should be standard on all vehicles now) for $215 to end up at $49,830.

If you’re budget is more mainstream and your doodad desires are in check, consider the base SE model at $34,575 with delivery and front-wheel drive. But the engine and mechanicals are the same as Calligraphy. An SEL model at $36,925 adds the captain’s chairs instead of 8-person seating, heated seats, power driver’s seat, remote start and three zone climate controls, so may be the best value.

The $46,815 Limited moves upscale with twin sunroofs, Nappa leather, an HUD and 360-camera, power-down third row seats, wireless charger, heated second row seats and the bigger info screen. Remember, adding AWD is an option for all trims, but so far no hybrid model is available.

Snazzy taillights on the Palisade.

Remember too that Kia’s Telluride is a kissin’ cousin to the Palisade and offers stunning styling too. Other competitors include Ford’s Explorer, Toyota’s Highlander, Honda’s Pilot, VW’s Atlas, and the new Jeep Grand Cherokee L (that means Long).

Palisade will haul any family in style in that $35,000 to $40,000 range, and if you can manage the Limited or Calligraphy it’s a luxury ride to be sure.

FAST STATS: 2022 Hyundai Palisade Calligraphy AWD

Hits: Sharp looking SUV, good power, ride and handling, plus AWD and 5 drive modes. Loaded with Harmon Kardon stereo, super center stack/console design, big screen, heated steering wheel, heated/cooled front seats, heated second row seats, turn-signal cameras, power hatch, useful third row seat, wireless charger, lane departure can be turned off.

Great looking headlight design too!

Misses: Driver’s lower seat cushion is long, hits back of short driver’s knees. No hybrid model yet.

Made in: Ulsan, So. Korea

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

Transmission: 8-speed automatic w/Shiftronic

Weight: 4,127 lbs.

Wheelbase: 114.2 in.

Length: 196.1 in.

Cargo: 18-86.4 cu.ft.

Tow: 5,000 lbs.

MPG: 19/24

MPG: 19.5 (tested)

Base Price: $49,615 (includes delivery)

Invoice: $47,319

Major Options: Carpeted floor mats, $215

Test vehicle: $49,830

Sources: Hyundai, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2022 Genesis GV70 3.5T Sport Prestige

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A new ute that Bond, James Bond, could love …

If James Bond were to drive a crossover/SUV (and I pray he doesn’t … ever) I’m convinced it would be a Genesis GV70, just for its looks.

This compact luxury SUV’s looks ooze confidence, sexiness and swagger, very Bondish. They seem to say to all other SUV buyers, “You made a mistake.” And they may have.

Genesis is all about luxury, but high-value luxury where you get more than you pay for or expect to pay. Here in the top-level GV70 Sport Prestige, the styling is fresh, the power raw, the cockpit elegant. One might expect the driver to wear a crisp white shirt with monogrammed cufflinks, a cummerbund and tux, and definitely a Rolex watch.

This athletic SUV is based on the spunky Genesis G70 sedan’s stiff platform, a good place to start if one enjoys frisky handling. There are electronically controlled multi-link suspensions front and rear with something Genesis calls Road Preview. It sees what’s coming and in milliseconds adjusts for it. That helps handling as you sweep through aggressive turns, but also creates a firm sports sedan ride. Some might prefer a little more cushion, but oh my, this was a hoot on twisting rural roads.

A silky 8-speed automatic linked with a throbbing twin-turbo 3.5-liter V6 harnesses power, but with a smoothness reserved exclusively for the upper classes. Gun this baby for a highway jaunt and the V6 tells you it’s about to kick some bootie while pounding out 375 horsepower. Torque rating? 391 pound-feet, thank you.

Boom, 0-60 mph in 4.9 seconds says Car and Driver. Who am I to quibble?

Five drive modes are standard and include Sport and an insane Sport+ that makes the GV70 feel like a twitchy thoroughbred being loaded into a starting gate, all its muscles tensed, ready to spring. Sport was enough to make the Genesis feel like it was ready to slice through the turns at Road America.

View Mark’s video review: Goose approved Genesis GV70 reviewed by Mark Savage – YouTube

I could easily see triple digits in Sport+ in a quick shot down an entry ramp. AWD also is standard with power being rear-wheel biased, but with 50% possibly being shifted to the front in slick conditions.

But this is no pretend powerhouse, those 375 horses make themselves known vocally through two gigantic exhaust outlets molded into the lower rear bumper’s fascia. Cannon ready to fire on the enemy often were of a smaller caliber.

If you’re crazy enough to race your GV70 or take it for spins at the drag strip, launch control is available in Sport and Sport+ mode. Be aware top speed is said to be 150 mph. You think You can beat that?

Yet performance is exactly what the exterior insinuates.

The test SUV’s matte gray (Melbourne Gray) paint scheme, a $1,500 extra, adds a sophisticated image more than a flashy paint job might. This shows subtle elegance goes with the impressive performance. Know that the matte finish shows dirt readily though and one must be careful when washing such a paint scheme. Some commercial car washes won’t do.

Inside, Genesis stylists created a quiet interior with flashy looks. Seats are a mix of leather and suede, the dash a dark brown up top with red stitching and red leather trim on the lower dash and extending into the door panels. Trim is carbon fiber on the console with matte chrome knobs and door releases along with a bevy of dash buttons.

A monster 14.5-inch touchscreen sits mid-dash and the instrument cluster is an impressive 3D display, managed by beaming slightly different digital images to each of the driver’s eyes, creating the illusion of depth. As cool as this looks, I’m old enough to remember analog gauges that were 3D, because they had actual depth. Just sayin’!

Check out the size of that info screen atop the dash … 14.5 inches!

There’s also a sharp heads-up display along with heated and cooled seats up front and heated ones in back. The leather steering wheel also is heated with all those climate controls on a dash touchpad. Normally I’d prefer these controls on the console, but this was easy to see and was quick to function. Sadly the heated seat settings are not remembered once the ignition is turned off.

Genesis seats are well shaped and the driver’s seat highly adjustable, including side bolsters and a massaging feature. Put your hand near the massage button on the bottom cushion’s side and it lights up three settings for pelvic, lumbar and full-body stretching. This is a perfect example of Genesis delivering more than a buyer might expect at the list price. Such a feature is usually a pricey option on German and some Japanese makes.

Snazzy carbon fiber trim on the console here.

As much as I liked the seat’s support I did note the bottom cushion seemed a bit hard after an hour of seat time. Some say the rear seat legroom is a bit tight too for a luxury vehicle. It’s not generous, but four or five average sized adults will easily fit.

On the up side Genesis delivers oodles of cargo space behind that second row seat, a bit of storage under the floor, and a power hatch. Overhead is a panoramic sunroof, which is standard as is a wireless charger. That’s tucked inside a small covered container at the front of the console. It looks a bit like a cupholder, but is easy to use and lets the driver know if a device has been left in the charger once the ignition is turned off.

Two giant exhaust pipes in back and Genesis’ twin horizontal bar lights.

A full load of safety equipment comes on the GV70 including smart cruise control and all the usual automatic warning systems and braking features, plus semiautonomous driving aids.

One item that caused some concern was the rotating dial for shifting gears. It’s right behind a similar, but slightly larger, rotating dial used for info screen and radio station selection. I mistook the radio dial for the shifter several times, until I noticed the shifter has a more textured ring. It’s also lighted at night.

Gas mileage is nothing special, but when performance is a key SUV selling point, fuel economy usually suffers. I managed just 17.5 mpg in a fairly even mix of city and highway driving while the EPA rates the GV70 with the twin-turbo V6 at 19 mpg city and 25 highway.

For better mileage consider the lower level GV70 2.5T models that feature a 2.5-liter single turbo I4 that delivers 300 hp and 22 mpg city and 28 highway.

Those more efficient models also have the benefit of looking just as sexy and bold as this one, but start at just $42,045, including delivery. Again, all models feature AWD.

A base GV70 3.5T lists at $52,600 including delivery or you can move up to the Sport Advanced model at $57,600 or the tested Sport Prestige model that includes both the Advanced and Prestige trim packages. While the Sport lists at $53,645 with delivery, adding those two packages pushes it to $63,545. With its special color this one was $65,045.

Other makes are easily that, if not $10,000 or more higher.

Fancy wheels? Why yes they are!

Genesis also has the warranty advantage on most competitors with a 10-year, 100,000-mile powertrain warranty, and three years or 36,000 miles of free maintenance. Again, more than one might expect, even for a luxury make.

You can check out the attached stat box for all the goodies in those Advanced and Prestige packages, but if you want the full luxury feel, those likely are add-ons you’ll want.

One final note, the 21-inch alloy wheels on this GV70 were spectacular, garnering comments from folks at the gas station (had to stop a couple times) and friends who thought them a terrific final touch.

Even the door panels look both sporty and elegant.

FAST STATS: 2022 Genesis GV70 3.5T Sport

Hits: Stellar looks, excellent power, sporty handling, 5 drive modes, and AWD. Stylish, quiet interior, with heated/cooled seats, heated wheel, panoramic sunroof, wireless charger, full load of safety equipment, massaging driver’s seat, carbon fiber trim, 3D instrument cluster, giant info screen and great warranty.

These are those 3D-style gauges, created via electronics, not actual depth!

Misses: Firm ride, somewhat hard driver’s seat bottom cushion, rear seat short of legroom, round shifter dial same shape as info screen adjustment dial and too close to it.

Made in: Ulsan, So. Korea

Engine: 3.5-liter twin-turbo V6, 375 hp

Transmission: 8-speed automatic

Weight: 4,584 lbs.*

Wheelbase: 113.2 in.

Length: 185.6 in.

Cargo: 28.9.-56.9 cu.ft.

Rear seat view, and separate climate controls.

Tow: 3,500 lbs.

MPG: 19/25

MPG: 17.5 (tested)

Base Price: $53,645 (includes delivery)

Invoice: $50,777

Major Options: Melbourne gray paint, $1,500

Sport Advanced package (Nappa leather seats w/sport pattern quilting, layered edge backlight trim, leatherette upper instrument panel and door panel trim, suede headliner, heated steering wheel, digital key, surround view mirror/blind-spot view monitor, remote smart parking assist, parking distance warning front/rear, parking collision avoidance assist, Lexicon premium audio w/16 speakers), $5,000

Sport Prestige package (21-inch sport alloy wheels, electronic limited slip differential, Nappa leather seats w/suede inserts, carbon fiber trim, 3-zone climate controls, heated second row seats, manual rear side sunshades, 12.3-inch 3D digital cluster, heads up display), $4,900

Test vehicle: $65,045

Sources: Genesis, www.kbb.com

Photos: Mark Savage

*Car and Driver magazine

Car Reviews

2021 Lexus IS 350 F Sport AWD

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Sport luxury sedan goodness; if it ain’t broke, don’t fix it …

Sorry if this sounds like a broken record (remember those?), but Lexus refuses to mess with success when it comes to its IS 350 sports sedan.

For instance, Lexus sticks with its trusted 3.5-liter V6, keeps the IS 350’s overall dimensions within an inch of its predecessor and delivers the same smooth luxury feel to go along with ample performance to still claim it as one of the best sports sedans for less than $60,000.

OK, so what DID change?

The tested Iridium Silver ($425 extra) test car, an AWD model, looks sleeker than its earlier models because Lexus has gone with its newer thin swept taillights and full-width light bar in back and thinner headlights that meld perfectly into the stylish creases of the hood and front fenders.

The look is stunning, although some may still argue that the large angular spindle grille here is garish. Well, pish posh because all luxury makes are going shamelessly crazy with large, visually striking grilles bedecked with monster logos on their noses. It’s ironic because all the grilles are uniquely shaped to identify the brand, so logos are mostly unnecessary accouterments.

Beyond styling, Lexus has strengthened its chassis, which makes for easier ride and handling tuning, while also cutting weight a bit with aluminum vs. steel control arms and lighter springs and anti-roll bars.

The standard touchscreen has been upgraded to a 10.3-incher, perfect for this size car, and the seats are covered in NuLux, a faux leather. You’ll likely not be able to tell it from the real deal as the surface is soft as a baby’s bottom.

For the tested F Sport the suspension and brakes are upgraded. There’s a double wishbone front suspension with gas shocks and a stabilizer bar and a multi-link rear suspension. Brakes feature 4-piston calipers with 13.1-inch discs in front and 11.7-inchers in back. Stopping power is excellent.

View Mark’s video: https://www.youtube.com/watch?v=qTgbQ-TaHio

Likewise the rest of the IS’s performance is what you’d expect. The 311-horse V6 is strong and will quickly propel the AWD sedan to highway speeds, although adding a turbo would surely make acceleration more exciting. That AWD system favors the rear wheels unless there’s a slippery surface, so the speed nearly always comes from those back wheels, 19-inchers, but more on that in a minute.

The V6 in the AWD models is linked with a Lexus 6-speed automatic, which some might think outdated as 8- to 10-speed trannies are grace many a luxu model as they mildly help boost gas mileage. But this one is perfectly suited here and delivers buttery smooth shifts. If you go with the rear-drive model an 8-speed automatic comes standard.

Handling and ride are pure sports sedan. You can toss the IS into corners with confidence as the steering is quick and the grip as sticky as a toddler’s fingers. No body lean either, and all that improves in Sport and Sport+ drive modes that are part of the F Sport package. The car also offers Eco, Normal and Custom modes.

Ride is firm but so well controlled by all those lighter and new suspension pieces that you feel a jiggle on railroad tracks or pot holes, but never a sharp rap to the tailbone. Ride is as confident and plush as the steering is taunt.

Inside the biggest upgrade, in my little mind, is the fine 10.3-inch touchscreen that also includes a radio tuning knob below it. No longer must you rely on the awkward haptic touchpad for tuning as you drive. The pad is still there to help access other screen functions, but is rarely needed. Finally!

Red enough for ya? Seats are comfy and look sharp too!

Lexus stylists are not shy, as the grille would indicate, so they deliver a black over red interior with matte medium red NuLuxe seats. The soft fake leather looks great too. Plus Lexus continues with some of the best seats in the biz with awesome hip and kidney support, a real pleasure to ride in these power seats. Plus the fronts are heated and cooled. Bravo!

Head and legroom are good up front and moderate in back, but if no one is super tall in the family everyone will fit comfortably. If you need more legroom, consider the Lexus ES.

Complementing the red seats is black dash and door trim at the tops along with red door trim with faux leather inserts below that. The lower dash is red plastic too and this is where I had a quibble. I expected a better finish. The lower door and dash plastic looked a bit too shiny and, well, like plastic. A matte finish would squelch some of that luster to better match the seats and upper dash.

Ironically, the rear seat door trim seemed much more muted and acceptable. Maybe the front trim was a one-off test car finish issue.

That black dash features red stitching as does the leather steering wheel, which really should be a flat-bottom number for a sport sedan. That would create easier entry and exit for driver knees. Good news though, the steering wheel is heated, much needed in northern climes.

Sharp rear lights with a full tail light bar!

The rest of the IS dash layout is fine, the touchscreen a winner, and the controls all easy to use and figure out. Oh, and Android Auto and Apple CarPlay are now standard.

The test car added mucho options, as seems the practice on Lexus models of late. A power sunroof, not panoramic but fine, adds $1,100. The other major interior add-on was a souped up Mark Levinson audio and navigation system with voice recognition. For $2,740 you get the touchscreen and nav, but the audio is crazy powerful with 1,800 watts (about 1,000 extra over the norm) and 17 speakers. Old folks with hearing difficulties will have no trouble grooving to Motown tunes now. And get this, there’s a CD player. Yes! Again, catering to the older demographic that may be intending to buy a luxo sport sedan.

What the IS doesn’t have is a wireless phone charger, a big oversight. Sure, you can plug a phone into outlets inside the console’s big well-padded armrest/storage box, but if you’re like me, it’s a lot easier to forget a charging phone that’s out of sight.

Other options include a park assist program with panoramic view mirror that runs $1,400 and the F Sport Dynamic Handling Package costing $3,800. It includes flat black BBS wheels that give the IS a high-perf look. And as mentioned above the sporty drive modes and an adaptive suspension system are part of the deal. Ash trim adds to the interior’s glitz and a small carbon fiber trunk lid spoiler are included in the package, along with a Smart access card key.

A triple beam LED headlight package for $1,250 is the last major spiff, but a few others provide thick plastic floor mats and illuminated door sills, etc.

Standard are all the electronic safety features you’d assume on a luxury sedan, and good news, the lane departure system can be turned off for easier city and construction zone driving.

The test car started at $45,925, with delivery, and all those options pushed it to $58,040. That’s well into the luxury range, but not unusual among competitors, such as the BMW 3 Series, Audi A4, Acura TLC, Mercedes C Class and Volvo S60.

It’s also not unusual for a high-performance car to need premium fuel. That’s suggested for this V6, although it will run fine on lower octane, just not as peppy. Gas mileage is just OK tough. I got 21.5 mpg in a mix of city and highway while the EPA rates this at 19 mpg city and 26 mpg highway.

Fancy BBS black wheels and giant rotors set off the wheels.

If less power is OK by you, then save some cash with an IS 300 that features a turbocharged I4 that creates 241 horsepower. It lists at $39,000 and also comes with a smaller 8-inch touchscreen. Adding AWD costs $2,000 but also upgrades to a V6 packing 260 horses.

For luxury sport sedans the IS continues to be a solid and comfortable choice, plus it includes a 6-year, 70,000-mile powertrain warranty. Its reliability and strong resale value don’t hurt either!

FAST STATS: 2021 Lexus IS 350 AWD

Hits: Sporty styling inside and out, smooth power and shifts, quick handling, AWD and big-time brakes. Large touchscreen, heated wheel and heated/cooled seats, sunroof, fancy audio system plus CD player, and lane departure control can be shut off.

Misses: No wireless charger, touchpad still a backup for touchscreen, no turbo to boost V6 power, front door panels/lower dash too plastic looking, and some would say grille is garish.

Made in: Tahara, Aichi, Japan

Engine: 3.5-liter V6, 311 hp

Transmission: 6-speed automatic

Weight: 3,800+ lbs.

Wheelbase: 110.2 in.

Length: 185.4 in.

Cargo: 10.8 cu.ft.

MPG: 19/26

MPG: 21.5 (tested)

Base Price: $45,925 (includes delivery)

Invoice: $42,782

Major Options:

Intuitive Parking Assist w/auto braking, rear pedestrian detection, and panoramic view mirror, $1,400

F Sport Dynamic Handling package (19-inch flat black BBS wheels, drive mode select w/Sport/Sport+/Custom modes, adaptive variable suspension, Ash heated/wood-trimmed steering wheel and interior trim, carbon fiber rear spoiler, Smart access card key), $3,800

Triple beam LED headlights, $1,250

Nav/Mark Levinson audio package (nav system w/10.3-in. touchscreen, Enform Dynamic nav system, voice command, destination assist, Mark Levinson 17-speaker and 1,800 watt premium surround sound system), $2,750

Premium paint, $425

Power moonroof, $1,100

Illuminated trunk sill, $450

Rear bumper applique, $85

Illuminated door sills, $425

All-weather floor mats, trunk tray, $290

Door edge guards, $140

Test vehicle: $58,040

Sources: Lexus, www.kbb.com

Photos: Mark Savage

Car Reviews

2022 Genesis G70 3.3T Sport Advanced

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Can a luxury sport sedan be a value leader? Yes, if it’s a Genesis G70 …

In the olden days, 1980s and 1990s, there were a few grunty sport sedans that wouldn’t send a buyer to Uncle Guido for a small loan.

That was then, this is now, and a loan is a near certainty. But, if a person wants to save some on his or her monthly payments Genesis has a sport sedan worth a looksee. It’s called the G70 and rides on a platform equivalent in size to a Toyota Camry.

So the G70 is a good sized car, but not a luxo limo with monster power and a price tag to match.

Nope, the G70 is extremely fast and handles like a similar sized BMW. It’s fun on the road and faster than nearly anything not costing way north of $50 grand. But the G70 isn’t cheap. It starts at a modest $38,550 for a base rear-drive 252-horsepower turbo I4 version and tops out at $51,445 for the Prestige model with its crazy fast 3.3-liter twin-turbo V6 cranking 365 horses.

The Himalayan Gray test car started at $45,245, that sparkly gray color adding $500, and features the twin-turbo V6. It’s what you’d want if you long for a performance car that looks sharp, but feels luxurious. This was the G70 AWD 3.3T Sport Advanced model, including a $4,300 Sport Advanced package. More on that in a bit.

I’d tested the more luxurious G80 sedan a couple months back and it’s the luxury liner limo with a performance edge, especially with its horsier V6. The G70 is a family sport sedan, a smaller firmer riding rocket ship.

Watch Mark’s video review: https://youtu.be/0xSgncjBmdc

Blasting off on a highway entry ramp it’s easy to eclipse triple digits and there’s more where that came from, which is why Car and Driver magazine puts its top speed at 167 mph. Yeow! That speed is achieved via AWD here. It favors the rear wheels unless the pavement is slick. Shifts via the 8-speed automatic are crisp and the G70’s 365 horsepower pushes you back into its leather seats, just like an old-time V8.

Of course there are drive modes (5 here) to accomplish that oomph. Both Sport and Sport+ will get your juices flowing while also firming the steering effort, but never to the point of being a burden to the driver. Steering is precise and makes the G70 an apex eater. Fun!

The down side is a stiff ride, yet not punishing. Still, that could be helped with softer seats, the G70s are a bit too hard in the butt pocket for a 60-something like me. I also noticed a bit more road/tire noise from the rear vs. the longer G80.

Braking is solid as you’d expect, but at slower speeds I found the brakes a bit grabby. Don’t forget this has AWD too, an aid to traction in winter slop. I’d want that even though it adds $2,000 to any G70.

Inside the test car looked great with gray perforated leather seats and lower door trim, a black dash and upper door trim giving this a modern two-tone appearance. Genesis uses patterned aluminum inserts in the doors and by the console-mounted shifter. Other trim is satin chrome for a classy look.

The white leather seats and trim ooze luxury and comfort.

Overhead is a panoramic sunroof and shade, while under the center stack is a wireless phone charger.

The Genesis info screen is 10.25 inches and easy to see and use. The digital instrument cluster also is attractive and I like the big climate control knobs on the center stack below the info screen. They can be synched or run separately to chill or warm your significant other.

Down below are metal-faced pedals and the power seats are simple to use, both front seats being 12-way adjustable. The leather seats feel fine to the touch, but I and my wife found the seat pockets too firm, which became tiring on a roundtrip to Chicago. However, the seats are heated and cooled, a nice thing during weather extremes. A heated steering wheel is standard while those cooled seats are part of the pricy Sport Advanced package.

Big screen, easy controls and metal-faced pedals create a stylish cockpit.

It also adds the sunroof and a cushion extender for long-legged drivers and tightening side bolsters, which are engaged in Sport and Sport+ modes. I liked that, just wish the bottom cushions were softer.

Other add-ons in that package include parking sensors, snazzy dark alloy wheels, that aluminum interior trim, a dark chrome diamond-patterned grille and a fine Lexicon 15-speaker premium sound system. A visceral aid is the variable exhaust valve system that makes that twin-turbo V6 sound special in Sport and Sport+ modes.

I dig this patterned aluminum trim on the doors and on the console.

And for the techy among us, a digital key system is part of the package. That allows you to use your cell phone as the car key. Great, unless you misplace your phone or leave it in someone else’s car.

Trunk space is less than many in this segment at just 11 cubic feet. A couple sets of golf clubs will likely fit though.

Safety equipment is as you’d expect with all but the parking sensor system standard.

Genesis packs in a lot, including its semi-autonomous driving system that keeps the car between a highway’s center and side lines. It works well and directs the car through high-speed turns too, although it sometimes warns you to put your hands on the wheel even though they already are. It wants you to keep them at the 10 and 2 positions. I also noticed on a long stretch of straight highway that the car sort of ping-ponged between the freeway lines, which felt a bit odd. I suggest holding the wheel as steady as you can to avoid that sensation.

On the plus side is the Genesis/Hyundai 10-year or 100,000-mile powertrain warranty, plus three years or 36,000-mile free maintenance, so oil changes and the like. There’s also a free towing service, connected Genesis devices services and map upgrades for that same period.

One minor annoyance, or oddity, is Genesis, Hyundai and Kia’s insistence on playing a little tune electronically each time the car is turned off and a door opened. I started laughing about it each time after a few days. Really reminds of a washer and/or dryer playing a tune when the load is finished.

Pricing and mpg? The test car with its turbo V6 is rated 17 mpg city and 25 mpg highway by the EPA. I got 20 mpg in a mix that was heavier on city driving and 25.4 in a mix heavy on highway driving. The trip computer was pretty close on its estimates and on one highway stint registered 31 mpg. Nice!

Pricing for this model is $45,245, with delivery and $50,045 with the big package and sparkly gray paint job. A Sport model with the horsey V6 lists at $42,100 with RWD and add $2 grand for AWD. All V6 models add larger brakes, a sport-tuned suspension, dual exhausts and variable ratio steering. Those prices are below the likes of Audi, BMW and Mercedes-Benz competitors.

Note too that visually the G70 upgraded a couple areas for 2022, with a diamond-patterned grille, refreshed look for the head and taillights, a trunk spoiler lip and a lowered rear license plate to clean up the tail. It creates a sharp package that looks ritzier than its price.

Final word: If looks, performance and practical pluses mean more to you than badge envy the Genesis G70 is a top compact sport luxury sedan choice.

FAST STATS: 2022 Genesis G70 3.3T Sport Advanced

Hits: Fast, sporty handling, classy inside and out, plus AWD. Sharp interior with sunroof, wireless charger, heated/cooled seats, heated wheel, solid safety equipment, great warranty, big climate knobs, metal-faced pedals, plus 5 drive modes.

There’s no denying the G70 delivers a sporty ambiance!

Misses: Firm ride and seats, rear seat is short of legroom, lane departure system sort of ping-pongs car between lines, touchy brakes and car plays funny tune once off and doors opened.

Made in: Ulsan, So. Korea

Engine: 3.3-liter twin-turbo V6, 365 hp

Transmission: 8-speed automatic

Weight: 3,887 lbs.

Wheelbase: 111.6 in.

Length: 184.4 in.

Cargo: 11.0 cu.ft.

MPG: 17/25

MPG: 20-25.4 (tested)

Base Price: $45,245 (includes delivery)

Invoice: $43,281

Major Options: Himalayan Graypaint, $500

Sport Advanced package (park distance warning, 19-inch sport alloy wheels, aluminum trim w/sport pattern, cooled front seats, sunroof, Lexicon 15-speaker premium audio, wireless charging, dark chrome grille, variable exhaust valve system, power driver seat bolster/extender, digital key), $4,300

Test vehicle: $50,045

Sources: Genesis, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2022 Acura MDX SH-AWD Advance

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Acura doctors up its MDX , prescribing excellence …

 Rare that an automaker skips making one of its best-sellers for a year, but Acura did that – sort of – with its popular MDX luxury sport-ute to ensure its 2022 MDX was a winner. It is.

            To be accurate, Acura didn’t skip a whole year of selling, just brought out the 2022 early, in February. It’s a looker and a strong performer.

            What changed?

            The exterior was restyled, picking up what Acura calls its Diamond Pentagon grille from the RDX model. It appears to be exploding out of the Acura’s nose, giving it a distinct visual to be sure. The rest is nipped and tucked for a more modern look with squinty headlights and thin taillights that flow from the accent line along its shoulders. Then there’s chrome around the windows and a chrome accent stripe on each side and across the lower tail.

            But MDX (Doctor X?) also becomes longer, lower and wider with great visual proportions plus 2.4 inches of increased third-row seat legroom, making it almost useable by adults. The chassis has been stiffened, which helps with suspension tuning, and there’s a new double wishbone front suspension too that helps its ride and handling. A revised multi-link rear suspension also aids the total package.

            An aluminum hood and front fenders cut a little weight too and inside there’s both wireless Android Auto and Apple Car Play now, along with our good friend, Alexa, to answer all questions, as best she can. She couldn’t immediately identify the driver, but you can train the system to know your voice and therefore respond to you personally.

            Acura delivers a pleasant, luxury oriented SUV that also feels sportier than most big utes while packing plenty of power, although gas mileage is nothing special. All MDX models are gasoline-only for now. Previously a hybrid was offered, but none is currently.

            See Mark’s video review: https://youtu.be/6tY0vgIDUms

            All those underbody changes have helped give the tested MDX SH-AWD Advance model a well-controlled ride that is more pleasant than many light-duty truck-based SUVs. This handles big bumps and cracked streets well. Ride is fairly firm, but never harsh and the sound-deadening here helps occupants feel isolated from the roughest of roads.

            Then there’s the returning 3.5-liter 290-horsepower V6 that gives the MDX the grunt it needs for clamoring to highway speeds, or pull up to 5,000 lbs. A new 10-speed automatic (up from 9) shifts smoothly and seems well mated to the V6.

Four drive modes, Comfort, Normal, Sport and Snow are controlled via a Dynamic Mode knob on the center stack. Normal and Comfort are so similar you’ll like choose one and leave it alone. Supposedly Normal firms the steering effort some, and I suppose it does, but not enough to matter. Each mode also slightly changes the instrument panel gauges (red gauge rings for Sport) and alters the engine’s sound and the interior’s lighting. The V6 delivers a throaty growl when called on to rip up to highway speeds, otherwise it’s quiet and civil. Sport of course accentuates the growl and firms the steering and ride considerably. That will probably work best in southern climes or out West where roads are generally smooth blacktop.

            That SH-AWD moniker in the SUV’s title means it includes Acura’s Super Handling-All-Wheel Drive system that shifts power to the wheels with the most grip. That’s handy here in winter, but also the torque vectoring it allows to the wheels even in the dry means there’s less push in corners. That aids the MDX’s handling and gives it a sportier feel than one might expect in an SUV that’s nearly 200 inches long.

            Base and Tech models come as front-drive, but the AWD system is available for an extra $2,000. Which provides our segue to pricing.

            These MDX models are luxury vehicles to be sure, so not surprising that the base lists at $47,925 with front-drive while the Tech model starts at $52,625. The A-Spec lists at $58,125 and the tested Advance at $61,675, with delivery. Both upscale models come with AWD standard.

            A performance Type S model is due later this year and will pack a turbo V6 creating355 horsepower. It is projected to start about $65,000.

            While most luxury utes deliver strong performance what may set one apart from the other is interior design and feel. On most such points the Acura scores well.

            I’ve mentioned the quiet, and it’s amazing. But the soft leather seats and trim coddle occupants. The tested Phantom Violet Pearl (looks black except in bright sun, then the violet sparkles in the deep paint job), featured black leather seats with gray stitching and similar door trim. The dash is black leather with black stitching.

            Open pore wood trim gussies up the door panels, as does satin chrome trim, also found on the steering wheel hub and dash.

The interior looks fine, although very gray, yet all the controls are easy to use.

            Everything works well here and controls are easy to see and understand. There are toggles for the dual climate controls, simple buttons and roller wheels for adjustments on the power tilt/telescope steering wheel’s hub, and that big knob for drive mode tuning.

            But there’s a touch pad to adjust the 12.3-inch info screen. Size is good, but that pad is best used when the vehicle is not in motion, either parked, or at a stoplight. It’s not as jumpy as some pads I’ve tested, and the firmer you tap or slide your finger on the pad the better it responds. But still, a touchscreen would be preferable.

Logical layout and easy buttons make for a comfy dash and center stack design.

            Seating is comfortable with good head and legroom in the first two rows. Row three will hold a small adult, but they won’t want to go cross country back there. Row three is best for children who are just beyond car seat requirements. Access to the seat is simple.

            Front seats are well shaped for good support, plus both seats offer power controls to extend or contract the lower cushion, lumbar or side bolsters. Massaging seats will be offered later. Front seats are heated and cooled while second row seats are heated and a heated steering wheel is standard on the Advance model.

            There also are parking sensors, a head-up speedometer display that is simply adjusted to suit the driver’s needs, and overhead is a giant panoramic sunroof with power sun screen. Manual screens can be raised on the second row’s side windows.

Door panel controls also look sharp and function well.

            All the usual electronic safety devices are here too, from blind-spot warning to automatic braking, a 360-degree camera, and smart cruise and lane control.

            Row three seats are easily folded down to increase storage space, which could be needed on a trip as there’s just 16.3 cubic feet of cargo room behind the third row. Although there is a good bit of storage under the MDX’s cargo floor too. The power hatch can be activated via fob, an interior button or by waving a leg by the rear parking sensors.

            Negatives? Really much the same as most large luxury SUVs, big A-pillars that when coupled with large side mirrors can obscure the front to side sightlines. Also that third row remains cramped, just less so than before, and gas mileage numbers aren’t impressive.

            I got 21.6 mpg in about 70% highway driving while the EPA says to expect 19 mpg city and 25 mpg highway. Front-drive models get 1 mpg better.

            But there’s a lot to like here and many features, some of which are optional on a few of the competing models. So if you’re in the market for luxury and a large SUV be sure to price each with the exact features you require. While the Acura may start at a little higher price than some, it is competitively priced once standard features are considered.

FAST STATS: 2022 Acura MDX SH-AWD Advance

Hits: Sharp-looking 3-row SUV, good power, sporty handling, nice ride and AWD for grip. Quiet luxury interior, power seat support adjustment, 4 drive modes, big info screen, heated wheel, heated/cooled front seats, heated rear seats, panoramic sunroof, motion-activated hatch, power tilt/telescope steering wheel, Alexa standard too.

Snazzy taillights add a classy touch to the SUV’s tail too.

Misses: Big A-pillars, limited third row foot/knee room, no touchscreen, just touch pad on console for info screen adjustment. MPG not impressive.

Made in: East Liberty, Ohio

Pentagon-shaped grilles seem to all be the rage!

Engine: 3.5-liter V6, 290 hp

Transmission: 10-speed automatic

Weight: 4,565 lbs.

Wheelbase: 113.8 in.

Length: 198.4 in.

Cargo: 16.3/39.1/95.0 cu.ft.

Tow: 5,000 lbs.

MPG: 19/25

MPG: 21.6 (tested)

Base Price: $61,675 (includes delivery)

Invoice: N.A.

Major Options: None

Test vehicle: $61,675

Sources: Acura, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

VW Atlas Cross Sport SEL R-Line Premium

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Shorter Cross Sport aims at slightly different buyer …

VW’s Atlas Cross Sport is shorter than the Atlas with a more sloped rear roofline.

Rarely are two vehicles as similar as the Volkswagen Atlas and Atlas Cross Sport. Rarer yet is my getting to test such a duo within weeks of each other.

This is the VW Atlas, which is longer, with a third-row seat and squarer rear styling.

A little more than a month ago I enjoyed the Atlas, which is about 5 inches longer than the self-proclaimed “sportier” Cross Sport. This was a handsome Tourmaline Blue Metallic (dark metallic blue) Atlas Cross Sport SEL R-Line Premium. That’s a monster name for a sport-ute that intends to lure buyers with its slightly more sloped roofline, shorter length and oodles of interior room, especially for cargo. Continue reading VW Atlas Cross Sport SEL R-Line Premium →

SUV/Truck Reviews

2021 Volkswagen Atlas SEL

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New VW Atlas is a 3-row Easy Rider …

Some vehicles stand out by not standing out. They are what I call Easy Riders, or maybe more appropriately Easy Drivers.

Such is Volkswagen’s restyled Atlas, the German firm’s mid-size crossover and one of its best-selling models in the U.S. market. VW restyled its nose and tail to give it more character. The grille is more pronounced and the body’s character lines make it look a bit more muscular with bulges high over the wheel wells.

The new look is more noteworthy than its original blandness, but still not something that will catch your attention at the drive-up window while you await your burger and fries. Continue reading 2021 Volkswagen Atlas SEL →