The Car Doctor's Automotive Reviews
AAA’s Car Doctor, John Paul, regularly reviews new cars on the lots. From high-end vehicles to smaller, affordable cars, he’ll get you started on your new purchase. The best consumer is an informed consumer, so be sure to do your research before making any purchase, new or used. And, once you own your shiny new wheels, ask the Car Doctor any questions to keep it running smoothly on the road.
2023 Reviews by AAA's Car Doctor, John Paul
2023 BMW XM+
BMW has a new high-performance SUV with more power than most drivers will need. While it competes in the market with the Porsche Cayenne or Maserati Levante, the XM is a plug-in hybrid that is available with one transmission and engine choice and comes in only one trim level. (Other BMW M models — the X3, X4, X5 and X6 — have various performance levels to choose from.) The XM comes with a twin turbocharged plug-in hybrid drivetrain that develops an impressive 644 hp and 590 pound-feet of torque, powering all four wheels through an 8-speed transmission. It’s powerful and sporty, but if you have a desire for more, you can wait until 2024, when BMW introduces a Label Red edition. That model will use the twin-turbo V-8 engine, combined with a high-performance electric motor, that develops a ridiculous 738 hp and 738 pound-feet of torque, sprinting from 0 to 60 mph in just 3.7 seconds.
This is a big, powerful vehicle, weighing just over 3 tons, with good overall handling, powerful brakes and little body roll on turns. The ride is firm, perhaps too firm for less-than-perfect Northeast roads. (I felt every pothole and crack in the asphalt.) The engine has a tunable exhaust that goes from fairly quiet to raucous and even in EV Mode can produce a V-8 engine sound in the cabin. Two push buttons on the steering wheel allow the driver to preset driving modes. For example, one can be set for eco-driving, with a soft ride and lighter steering, and the other can be set to loud exhaust, sport performance and minimum traction control. Since this is a plug-in hybrid, there is a full-electric mode; BMW claims about 30 miles of EV range. You’ll need a full night to charge using a standard house current, and about four hours to fully charge with a Level II 240-volt charger.
The cabin is interesting but slightly odd. The roof has a recessed panel with lights around the edge, slightly reminiscent of a fancy limousine. The rear seating area is referred to as a lounge area, where the seat backs cradle the passengers, and the charging cable fits into an interior matching leather satchel. My biggest complaint is with the infotainment control system; overall, I found it too difficult to use safely. Having to use a combination of voice command, and BMW’s iDrive and touch screen causes confusion. For example, adjusting the climate control to anything other than “automatic” requires you to access a menu with a dizzying array of options. It took too many steps to get the fan up to speed when a simple knob would do. Although the voice command system works quite well, a few easy-to-use knobs and buttons would be nice.
There are plenty of cup holders, cubbies and a large center console, but the glove compartment which had a large door was rather small. The rear cargo area is fairly large with 64 cubic feet with the rear seats folded. The front-row seats have many adjustable positions, including side bolsters and a massage feature. Once the seat was adjusted, I found it comfortable and supportive, although my wife never found a suitable position. The shifter was frustrating. Although it looked like a conventional floor shifter, it toggled from Park to Reverse to Drive to manual shift mode. I found myself struggling on several occasions after I backed out of a parking spot to shift the vehicle into Drive. I’m sure it would become familiar over time, but a basic function like shifting should not require a learning curve.
The BMW XM is not a vehicle for everyone. It is big and powerful … and expensive. With a base price of $160,000, it’s likely to be of interest to only a few in the market looking for a hybrid, sporty SUV.
Check out the photo on the Car Doctor’s Instagram: https://www.instagram.com/p/CrayttPLJac/?utm_source=ig_web_copy_link
2023 Kia Telluride SX+
The mid-size SUV is one of the most popular vehicle classes of the last 20 years. Last year alone, about 2.76 million were sold, translating into about 7,500 every day.* There’s literally a model for everyone. One of the newer entries is the Kia Telluride, which hits the market with plenty of options. There are 11 trim levels in front- or rear-wheel drive. Our test drive was conducted in the well-equipped, 7-passenger, top-of-the-line all-wheel drive SX-Prestige.
The Telluride impresses with a smooth, quiet ride and reasonably precise handling. Some vehicles drive bigger than their actual size; this mid-size SUV feels smaller and more maneuverable than its competitor. The steering is light and easy for parking lot maneuvers and steadily adds a weighted feel as speed increases. Kia continues to use a traditional V-6, normally aspirated engine that produces nearly 300 hp, rather than a turbo- or supercharged four-cylinder engine. This design provides more than enough acceleration to reach 60 mph in about seven seconds. The tradeoff for this traditional design, however, is fuel economy. The EPA rates Telluride at 18 mpg/city and 24 mpg/highway. I averaged about 20 mpg in mostly city driving.
The interior of the Telluride is dominated by the 12.3-inch panoramic displays with navigation, surround view monitor and Head-Up display. The major controls are well-placed and offer minimal distractions. Interior features include a wireless phone charger, rear seat alert with ultrasonic sensors, heated steering wheel, and heated and cooled power-adjustable front seats. The X-line package offers more ground clearance than other models, standard 20-inch wheels, roof rails, tow package and self-leveling suspension.
The seats are very supportive and comfortable, and a large sunroof adds to the open-air feel of the cabin. Even adults will find the second-row seat comfortable, though the third row is best suited for kids. Cargo space is plentiful: 21 cubic feet with all seats in use, 46 cubic feet with the third row folded, and an admirable 87 cubic feet with all rear seats folded down. The Prestige trim also includes a convenient 120-volt outlet in the rear seating area, perfect for charging laptops, camping supplies and even cordless tools. As with most newer vehicles, safety features are abundant, including forward collision avoidance (which works even with bicyclists and when turning left through intersections), safe exit assist warning, forward and reverse parking sensors, cross-traffic alert, smart cruise control with stop and go technology, and rear parking collision avoidance.
Overall, the Kia Telluride is a good choice if you’re looking into a mid-size SUV. With its towing capacity of 5,000 pounds, it’s a practical vehicle for family road trips. The combination of stylish design, comfortable interior and great suite of safety and convenience technology makes the Kia Telluride one of the top mid-sized SUVs in the market today.
*Source: Sam Fiorani, Vice President of Global Vehicle Forecasting, AutoForecast Solutions
2023 Mazda CX-50+
The Mazda CX-50 is a more rugged vehicle in the Mazda lineup, sharing its platform with the CX-30 crossover, and having the same engine and six-speed automatic transmission as the CX-5. Where it differs is in its ability to handle a variety of driving situations; there is slightly more ground clearance and heavy-duty suspension to handle off-road conditions. Buyers have a choice of a 2.5-liter four-cylinder 187 horsepower engine or a turbocharged 227 horsepower. Interestingly, the turbocharged engine gains 29 horsepower when running on 93 octane premium fuel. The CX-50 comes in an abundance of trim levels, nine in all. Our road test was in the top-of-the-line Turbo premium, which had an attractive leather interior, panoramic sunroof, 10-inch infotainment display with Apple CarPlay and Android Auto, wireless phone charging and connectivity. With 20-inch wheels and just about every electronic and safety feature possible, the CX-50 has a luxury car look and feel.
The CX-50 is competent on the road, and the turbocharged engine gives it a sporty quality, unlike most other crossover SUVs. The engine is certainly powerful enough for day-to-day driving and hustles the CX-50 to 60 mph in just under seven seconds. The ride is comfortable — soaking up pavement breaks and other small bumps in the road — without being too stiff. I didn’t take the CX-50 off road but with its all-wheel drive and a bit higher ride, this SUV should do just fine on the road less traveled. Like many vehicles in this class, it comes with a full suite of driver assistance features, such as lane keeping assist, adaptive cruise control, lane departure warning and, in our test vehicle, 360-degree camera views.
The interior of the CX-50 feels a bit tighter than the CX-5, although the fronts seats are comfortable and supportive. While the rear seat offers seating for three, this vehicle is most comfortable for four adults. The tilt and telescoping steering wheel and multiple seat adjustment options make it easy for drivers of any size to find a comfortable position. I did notice some blind spots when backing up due to the roof line and window design. It was slightly hard to see the right rear corner of the car, so the 360-degree cameras were beneficial. The cargo area is quite generous, with 31 cubic feet of room with all the seats in use. With rear seats folded there is a very generous 56 cubic feet, suitable for all kinds of gear. Fuel economy during my test drive averaged 25 mpg, and the EPA fuel economy numbers are 23 mpg in the city and 29 mpg on the highway.
The 2023 Mazda CX-50 is comfortable to drive, handles well and offers a high-class interior with premium touches throughout. Somehow Mazda found a way to meld fun to drive and rugged off-road capability into a tidy package — and still manages some “zoom zoom.”
2023 Nissan Z+
The Nissan Z is back — and better than ever. This latest iteration pays homage to the original Z cars with its interior and exterior styling, but it is updated, modern, and a joy to drive. I was a fan of the original Datsun 240Z with its potent engine, elongated hood, and solid handling. Over the years, the changes made were not for the better. But this Nissan Z is the best version to date.
The 2023 Nissan Z comes in three trim levels: Sport (base model), Performance, and a limited production Proto Spec. Our road test was in the manual transmission Performance model. All Z cars come with the same 3.0-liter twin-turbocharged V-6 engine and six-speed transmission or automatic transmission with paddle shift.
The V-6 engine requires premium fuel and develops 400 horsepower. With 350-pound feet of torque, this translates into a car that scoots when the accelerator is pushed. While manual transmissions are not very popular these days, I enjoyed driving a car with a true clutch. The shifter had a fairly solid feel but the travel between gears seemed a bit long for a sports car. The ride is good for a rear-wheel drive, two-seat sports car, but the handling is where it truly excels. When pushed hard there was a bit of body roll, but it is very controlled and comfortable. The car has plenty of grip and stays well-connected to the road. This Z car is almost too quiet. I would have liked to hear a bit more exhaust tone; a sporty burble would have added to the driving experience. The large disc brakes pull this car to a stop in short order, just as they should.
The Nissan Z is low to the ground — and depending on your size and age, might present a challenge to enter or exit the low-slung seats. However, the seats are supportive and comfortable with a combination of manual and electric controls. Overall, the dash looks uncluttered but up to date. The instrument panel offers a nice combination of contemporary and classic design, and three gauges over the infotainment system bring back memories of classic models. There is a large touch screen with buttons for major functions that minimize distractions. The nine-inch touch screen with navigation is nicely integrated and there is wireless Apple CarPlay and Android Auto. The Nissan Z is technically a hatchback and the cargo capacity is only about seven cubic feet. There is a bit high lift to get heavier items into the cargo bay.
Safety is addressed with all the expected current technology, including lane keeping warnings, auto headlight, blind spot warning, and rear cross-traffic alerts. The high-resolution back-up camera is much needed, due to blind spots with this vehicle.
This latest iteration of the Nissan Z has stunning good looks, a solid ride and handling, and a powerful engine that adds to the driving enjoyment. While not perfect, the 2023 Nissan Z is very good. These days, most companies are introducing their latest electric SUVs and pickup trucks, so it’s nice to see there are still great sports cars being produced.
2023 Infiniti Q50+
The growing popularity of SUVs and trucks have compelled many manufacturers to stop producing sedans. However, while trucks and SUVs account for more than 80% of new vehicle sales today, many drivers still prefer a roomy, dependable sedan. There are plenty of good choices in the marketplace, from Toyota. Honda, Nissan, Mercedes and more. Our test vehicle, the Infiniti Q50, is a five-passenger mid-sized sedan powered by a 300 horsepower 3.0-liter twin turbo-charged engine. The Q50 comes in three well-equipped grades: Luxe, Sensory, and Red Sport 400. Each grade is available with INFINITI's Intelligent All-Wheel Drive and standard rear-wheel drive. The engine is connected to a seven-speed automatic transmission.
The cabin of our Q50 Sensory was nicely equipped with the latest comfort and convenience features, such as remote start, intelligent cruise control, rain sensing wipers, LED headlights and taillights, HD infotainment display with wireless Apple CarPlay, Android Auto, and a Wi-Fi hotspot. Safety is addressed with automatic high-beam headlights, predictive forward collision warning, blind spot warning, lane departure warning and back-up collision intervention.
The front seats of the Q50 are comfortable and supportive and have plenty of adjustments to satisfy drivers of just about any size. The rear seating area has seatbelts for three, but the “just average” head and legroom make it most comfortable for two adults. Controls in the Q50 are quite good, with simple easy-to-use buttons and switches for lights, wipers, and climate control. I found the mostly touch-based infotainment display a bit too distracting for the driver. While it can be set up as a dual-screen arrangement, when one screen is touch-based and other control-based, it ends up being awkward to use. Frankly, the controls on this model are functional but a bit dated compared to other luxury and near-luxury sedans. Storage also seemed a bit scarce; there are cupholders and cubbies, but I found space lacking to put a couple of phones. The trunk is also only about 14 cubic feet with a center pass through and a 60/40 folding rear seat. The overall opening is small, limiting luggage capacity or the ability to carry a bulky box or larger item.
On the road, the Infiniti Q50 reminds me that’s it is a luxury sports sedan. The twin-turbo-charged 300 horsepower V-6 engine delivers lively performance and feels quick. The seven-speed transmission shifts smoothly and crisply. The handling absorbs pavement breaks and bumps while still feeling well connected to the road. The steering is a bit light and lacks feedback, feeling more like a luxury car than a touring sedan. Those looking for more performance should consider the Red Sport edition, which adds an additional 100 horsepower and improved handling. Fuel economy is rated by the EPA at 19 mpg in the city and 27 mpg on the highway. During my time with the Q50 I averaged about 23 miles per gallon in a mix of mostly city driving.
The Q50 by Infiniti is competent and enjoyable to drive but is also a bit dated. The engine and transmission and all-wheel drive are strong points, but the design and other features hamper an otherwise good vehicle. If a touring sedan with a V-6 engine is of interest, the Q50 offers value with a list price of about $50,000.
2023 Land Rover Defender MHEV+
There are plenty of luxury SUVs on the road today, but not many that can accommodate up to eight passengers and handle off-road travel. The Land Rover Defender is of the few that can do both. The Defender comes in three versions, with numbers representing different vehicle sizes: the two-door Defender 90 (medium), Defender 110 (large) and Defender 130 (extra-large). I drove the 130, which can carry eight people as well as cargo. I didn’t try putting that many adults in the vehicle; I suspect it would be quite cozy. At just over 17.5 feet long, the Defender 130 is an imposing vehicle that garners attention. It comes with a choice of two engines: a plug-in hybrid (PHEV), capable of 32 miles on electric power, or a mild hybrid (MHEV), a 3.0-liter six cylinder that makes an impressive 395 horsepower and equally impressive 406-pound feet of torque. This translates into a vehicle that can tow up to 8,200 pounds when properly equipped and hustle to 60 miles per hour in 7.5 seconds. Not bad for a vehicle that weighs in at 5,570 pounds.
The interior of our Land Rover Defender was nicely equipped with plenty of bins, cupholders and cubbies, a large infotainment display and a combination of knobs and buttons. As with many vehicles produced by Jaguar Land Rover, I found the infotainment system distracting and frustrating to use. To offset my annoyance, I did find that the voice command system worked quite well, so I could tell the car what I wanted it to do when I couldn’t find the request on the infotainment screen.
The transmission shifter was an electromechanical setup. It took a few tries to get used to shifting from park to reverse or drive. Handling and braking were outstanding; the brakes seemed more than capable of stopping this nearly three-ton vehicle in a panicked stop. The air suspension system made the handling of this large vehicle surprisingly good. Even during quick turns, the Defender stayed relatively flat. Although I used this vehicle primarily for urban duty, it has some very respectable off-road capability. The all-wheel drive management system has settings for just about any terrain imaginable. This Defender can travel through 35 inches of water and has up to 11.5 inches of ride height. Under normal conditions, the Defender 130 sits at 8.5 inches of ground clearance. It comes with a convenient setting to lower and raise the vehicle to when loading cargo.
The seats were quite comfortable, even in the second and third rows, although getting into the third row required some gymnastics. The back rows are manual folding; at nearly $93,000, I expected to see power folding seats. With the second and third row folded there is 76 cubic feet of space, although the seats don’t fold completely flat which can make loading heavier items a two-person job.
The Land Rover Defender 130 is not for everyone. Its large size makes it difficult to park and maneuver in ordinary, daily driving. However, if you have a need to carry more than five people and tow a heavy boat, horse or camping trailer, this may be a good choice. And if paved roads are only a suggestion for you, give the Land Rover Defender 130 a look.
Fiido L3 Electric Bike+
I’m pedaling away from my usual reviews of four-wheeled vehicles to take a different path; this is a review of the Fiido electric bicycle. Fiido makes a variety of electric bikes including fat tire, multi speed, and – the subject of my “road test” – a folding commuter-style bike.
This commuter model is not designed for off-road adventures but makes a good choice for in-town cruising. Powered by a large, 48-volt electric battery connected to a brushless 350-watt motor, it provides quick acceleration and a top speed of 16 miles per hour. There are three pedal-assist modes and one full-electric mode.
In a pedal-assist mode, the Fiido will travel 124 miles; in all-electric mode the range is about 80 miles. Keep in mind total range can vary on height and weight of the rider as well as temperature and terrain.
Although this is a very small bike with 14-inch tires (similar to what you’d find on a kid’s bike), the Fiido is fully functional and reasonably comfortable. The seat, frame and handlebars are all adjustable and can adapt to riders from five feet to six-feet-four inches tall. Maximum weight is 260 pounds. The seat is wide and comfortable, and the seat post contains a shock absorber to smooth out the bumps. At six feet tall I found the bike comfortable, although I’m sure I looked a little goofy on such a small bike.
While in pedal mode or pedal assist mode I felt a little cramped, though in full battery mode with my legs stretched out, I was actually quite comfortable. There is a bright LED headlight, a smaller brake light and rear reflector to enhance visibility, and the front and rear disc brakes work well. A small cargo rack over the rear wheel holds essentials. I was impressed with the overall build quality; the welds are nicely finished and overall construction is solid.
The more I rode this electric bike the more I considered it a sit-down electric scooter. It was most comfortable when I was not pedaling, and it felt stable and secure at all speeds. The most impressive feature is its ability to fold into a small size simply by unlocking a couple of levers. When folded, the tires are just about parallel, so the bike rolls quite easily. This is an advantage for commuters wanting to bring it into work or school, but it’s also small enough to keep in the trunk of your car for pleasure riding or alternate transportation. With a price of less than $1000, the Fiido has good range and excellent overall performance. While I have not reviewed many electric bikes, this seems like a great choice for anyone with an RV or boat, or who just wants to leave their car at home for a few shorter trips.
2023 Chevy Tahoe+
Despite a trend toward smaller cars and electric/hybrid vehicles, those looking for a big SUV still have a few choices. There are still quite a few choices for big SUVs in market, including the Ford Expedition, Nissan Armada, GMC Yukon and – the subject of our road test – the Chevrolet Tahoe. The Tahoe is available in rear-wheel or four-wheel drive, and has six trim levels, the LS, LT, RST, Z71, Premier and High Country. Engine choices include a 5.3-liter V-8 that makes 365 horsepower and 383-pound feet of torque; a 3.0-liter diesel that develops 277 horsepower and 460-pound feet of torque; and a 6.2-liter V-8 that develops 420 horsepower and 460-pound feet of torque. Our road test was in the four-wheel drive, 6.2 liter V-8 with the near-luxury RST trim.
I usually drive a small SUV, so I was surprised that the Tahoe doesn’t drive as big as its size suggests. It is quiet on the road and feels athletic for its size and weight. Performance from the big V-8 engine was surprisingly quick. While no one would ever confuse the Tahoe with a sedan, it handles very well, due in part to the independent rear suspension. Our test vehicle came with an optional sport performance package, which included magnetic ride control, a feature once only found on Cadillacs and the sporty Corvette. Visibility from the driver’s seat is good with very few blind spots.
The Tahoe can seat up to eight passengers. The front seats had a myriad of adjustments to accommodate any size driver and were heated and cooled. The second row slides for extra legroom, and the third row had more than enough space for adults. Our test vehicle had three-zone climate controls to keep all the passengers comfortable. With the second and third rows folded, cargo space is cavernous at 123 cubic feet. When all seats are in use, the space behind the third row is a respectable 25.5 cubic feet. The controls are generally well placed with good mix of knobs and buttons rather than relying on the touch screen. All models of the Tahoe are equipped with a 10.2-inch touchscreen that includes Apple CarPlay, Android Auto, and even a Wi-Fi hotspot. Our tester had the optional Bose stereo system and rear-seat entertainment system with two large displays mounted behind the front seatbacks. Overall, the infotainment system was quite easy to master.
The traditional column shifter was replaced by a button arrangement on the dash which took a little getting used to. Like many of today’s newer vehicles, the Tahoe has a push-button start and a remote starting feature, which is handy for cooling or warming the cabin before heading out. There is a large center console, a decently sized glove compartment, plenty of cupholders, and additional storage in the door pockets and seat backs.
Our tester had the optional running boards which made entry and exit easy. Vehicle safety is addressed with automatic emergency braking, front pedestrian braking, forward collision alert, front and rear park assist, and a one of the best HD rear-vision cameras I have experienced. On the other hand, fuel economy was awful, with an EPA rating of 14 mpg in the city and 18 mpg on the highway. According to the on-board trip computer, I averaged a little over 15 mpg. Premium fuel is recommended for maximum performance.
The 2023 Chevrolet Tahoe is not for everyone, but if you need a strong, capable vehicle that can seat eight adults and can tow up to 8400 pounds when properly equipped, it’s a very good choice.
2023 Kia Niro PHEV SX+
The Kia Niro is a small, front-wheel drive crossover vehicle. Part wagon, part compact utility vehicle, this second-generation Niro is available in three different configurations.: hybrid (gas and electric, no plug); fully electric; and plug-in battery electric hybrid (PHEV). The fully electric model has a range of 253 miles and can recharge from 10% to 80% in just 45 minutes using Level III charging. My road test was conducted in the PHEV, SX Touring Edition.
The Niro PHEV pairs the 1.6-liter gasoline engine with a 62kW electric motor, resulting in a total system output of 180 hp and 195 pound-feet of torque. If you have a Level II charging station at home or use a commercial Level II charging station, you can fully charge the battery in about three hours. If you use a conventional 120-volt house current, charge time increases to almost seven hours.
Your driving habits should also be considered when looking at an EV. The average commute in the U.S. is about 41 miles; the Niro’s range when fully charged is about 33 miles. Once the battery is exhausted, the Niro becomes a conventional gas/electric hybrid, getting an EPA-rated 48 mpg. With a nearly 10-gallon fuel tank, the Niro PHEV has a total range of about 500 miles.
Overall driving performance is good, and merging with fast-moving traffic in both electric and hybrid modes is stress-free. The six-speed dual clutch automatic transmission shifts smoothly, and the paddle shifters make it fun to drive. The ride is a bit firm and can get a bit jittery over cracked pavement. Steering is light at low speeds and stiffens up at highway speeds; this feels a little too artificial though and lacks a road feel at times.
Safety is addressed with a full complement of standard advanced driver assistance features which include: forward collision avoidance with pedestrian detection capability, which assists with braking if needed; lane keeping assist which helps detect lane markings and provides steering input while driving; lane following assist detects lane markings and vehicles ahead and helps center the vehicle; the driver attention warning system analyzes the driver’s attention level and prompts when it’s time to take a break. The Niro also comes with blind spot collision warning and rear cross-traffic collision avoidance. An optional highway driving assist system is available; this integrates the functionality of lane change assist, forward collision avoidance, and cruise control with machine learning, which will autonomously drive the car in a pattern that learns and represents the habits of the owner/driver. As with any of these systems, they are helpful but will never replace a fully engaged driver behind the wheel.
The interior of the Niro is comfortable yet frustrating. I found the front seats firm enough to provide good lower back support but soft enough to be comfortable. There is plenty of headroom and legroom. The rear seat is too firm and lacks support; it’s suited for two adults at best. Kia uses a dual touch screen that toggles between the climate control and sound systems. Depending on the setting, something as simple as adjusting the temperature requires toggling between screens or using steering wheel controls for the radio. I prefer the “old fashioned” knobs and buttons which are easier — and less distracting – to use. Since this is a utility vehicle, it does have very usable storage and cargo space. There are plenty of bins and cubbies to hold phones and sunglasses, and adjustable cup holders. Kia has added plenty of USB ports for all passengers, a sign of the times. The cargo area behind the rear seats is 19 cubic feet; with the rear seats folded it expands to nearly 55 cubic feet, making this very practical for moving smaller items and boxes.
With 33 miles of electric range and nearly 500 miles of total range, the Kia Niro PHEV is a good choice for anyone considering an EV but is concerned about running out of power. It’s practical, fuel-efficient, easy to drive, and worth a look as an entrée to the growing EV market.
2023 Jaguar F-Type R+
I don’t often test sports cars, especially luxury sports cars, but this one I enjoyed. Driving the Jaguar
F-Type performance R edition brought back memories of the first time I saw the legendary Jaguar XKE. Like the original XKE, the F-Type offers stunning good looks and a very striking design. It will easily catch attention on the road.
The standard Jaguar F-Type is powered by a 444 horsepower, 5.0-liter V-8 supercharged engine connected to the rear wheels. Horsepower and torque number are bumped up to a staggering 575 horsepower and 517 pound-feet of torque that powers all four wheels through an eight-speed automatic transmission. The result is a car that can go from 0 to 60 mph in 3.5 seconds, and has a top speed of over 185 mph. While I don’t ever recommend driving that fast, this is an impressive easy-to-drive car for day-to-day driving as well.
The ride is comfortable while handling fast curves flawlessly. The exhaust creates a delightful V-8 growl that gets a little throatier with a push of a button. Should you care about fuel economy in such an expensive sports car, it’s actually quite good. The EPA fuel economy ratings are 16 mpg in the city and 24 mpg on the highway. Premium fuel is required. Safety is addressed with what is now standard fare in many new vehicles: lane keeping assist, emergency brake assist, driver condition monitoring, and traffic sign recognition with adaptive speed control.
Jaguar didn’t skimp on the interior, which is quite striking with a suede cloth headliner, sun visors and Oyster Windsor leather seats. A large, fixed sunroof adds an open feel to the cabin. The driver and passenger seats are comfortable and supportive and are both heated and cooled. The two-zone climate control system lets both driver and passenger adjust their own temperature. A heated steering wheel adds to the driving comfort on a cool morning. Like many cars today, much of the infotainment system relies on a touch screen; while this is aesthetically pleasing, it can be distracting to use.
There is a decent-sized glove compartment, center console and cubbies. Sports cars are not known for their cargo carrying ability and this Jaguar is no exception, with only 14.4 feet of cargo space. Visibility to the front of the car is quite good and the driver’s seat has plenty of adjustments to accommodate drivers of just about any size. The tilt and telescoping steering wheel assists in finding the perfect driving position. Visibility to the sides and rear can be difficult. Even with careful mirror adjustments, vehicles can sneak into your blind spot and the small rear window limits the view.
Overall, the Jaguar F-Type R is an outstanding sports car that delivers a dynamic driving experience, stunning good looks and a beautiful well-crafted interior you would expect from Jaguar. If you are looking for a luxury sports car that offers both power, passenger comfort and refinement, the F-Type R is definitely worth considering.
2022 Reviews by AAA's Car Doctor, John Paul
2022 Hyundai Tucson Limited Hybrid+
The Hyundai Tucson is a compact SUV that competes with the Honda CR-V, Toyota RAV4 and Ford Escape. The Tucson is available in a variety of trims and models; there are 10 models from the base trim, hybrid, plug-in hybrid and the sporty N-Line. Our road test was in the Tucson Limited with hybrid drivetrain. Unlike the base model that uses the 2.5 normally aspirated engine, the hybrid uses a 1.6-liter turbocharged engine. All-wheel drive is standard with the hybrid or plug-in hybrid models; all other models are front-wheel drive, with all-wheel drive as an option.
Performance from the hybrid drivetrain is quite good. The combined power output of the engine and electric motor is 226 horsepower and 258 pound-feet of torque. The six-speed automatic transmission nicely matches the engine and just “feels” better than a Continuously Variable Transmission (CVT). In day-to-day driving, this hybrid drives like any other vehicle. Unlike some vehicles that shut off at idle, the Tucson starts smoothly and without hesitation from a stop. The engine delivers plenty of performance to merge with oncoming traffic or pass a slower vehicle. The steering is good for an SUV, though not as sharp as some of the competition. The handling combines decent driving dynamics while balancing a comfortable ride. Fuel economy is rated by the EPA at 37 mpg in the city and 36 mpg on the highway. I averaged a very respectable 36 mpg.
The interior of the Tucson is modern with a clean design. While I prefer a conventional shift lever, the Tucson comes with a push-button shifter which works well. The large touch screen is bright and combines the infotainment and climate control. While other Hyundai models use knobs for the radio tuning, the Tucson includes this in the touch screen, which is more distracting. A digital instrument panel (becoming more common on Hyundai vehicles) does not wash out in bright light and incorporates a blind spot monitor camera system. When using the left turn signal, a gauge displays what’s on your left side; the right turn signal displays the right side of the vehicle. Other safety features are present, including smart cruise control, automatic emergency braking, front and rear parking distance warning and a driver monitor system which can suggest when a driver needs a break. One feature (or novelty depending on your point of view) is remote Smart Parking Assist. This system allows the car to pull out of a parking space without a driver in the vehicle — which can be quite handy when someone parks too close to allow easy entry into the vehicle.
Other notable interior features include Apple CarPlay and Android Auto, wireless phone charging, power liftgate and push-button start. The front seats are quite comfortable and supportive; with the combination of the tilt telescoping steering wheel, it should fit drivers of most sizes. The rear seat is roomier than the previous model, as is the cargo area.
With a contemporary design, premium safety features and outstanding fuel economy, the 2022 Hyundai Tucson is setting the standard for a compact SUV. And, with Hyundai’s legendary warranty, the Tucson is a winner.
2022 Mitsubishi Eclipse+
The Mitsubishi Eclipse is a compact SUV that competes with the Hyundai Tucson, Ford Escape and Jeep Compass. The Eclipse comes in four trim levels — all using the same 1.5-liter 152-horsepower turbocharged engine connected to an automatic transmission — and is available in front-wheel or all-wheel drive. Our road test was in the SEL S-AWC, an all-wheel drive model with a sporty feel.
On the road, the 1.5-liter turbocharged engine provides sprightly performance, and the engine is rated at only 152 horsepower and 184 foot-pounds of torque. This translates into adequate vehicle acceleration, although it hardly qualifies as a “hot rod.” Under hard acceleration, the engine gets buzzy. The continuously variable transmission (CVT) had a paddle shifter to add to the sporty feel, but in reality, didn’t do much to improve the performance. Overall handling is sufficient; the ride goes from slightly jarring on some roads to wallowing a bit while going around turns. The electric power steering doesn’t give the driver much feedback, but the tight turning radius makes for easy parking lot maneuvers. At highway speeds, the ride is much quieter than the 2020 model. Unlike some other small SUVs, the Eclipse Cross can tow 1,500 pounds, making it capable of towing a jet ski or lightweight camping trailer. Fuel economy averaged about 26 mpg according to the onboard computer system which I thought seemed a bit low.
Our test model came equipped with a full complement of safety technology including forward collision mitigation with high-speed braking and pedestrian detection. There was also lane departure warning and a Head-Up display. The Apple CarPlay made connecting my phone simple, but, like many of these systems, there were some functionality issues when using my phone for navigation. The radio controls are simple and straightforward, although the display has a dated look compared to other similar vehicles.
The cabin of our upscale model was finished in leather interior with both front and rear heated seats and a heated steering wheel. There is plenty of headroom but long-legged drivers may need a bit more room. Overall, the driving position offers good forward on-road visibility. The overall seat height and door opening provides comfortable entry and exit. The unique styling of the vehicle limits visibility to the rear, but the multi-view camera system compensates. The rear seating is comfortable for two adults and can fit three for shorter trips. An optional sunroof adds to the open-air feel and was reasonably quiet when open. With all seats in use, the cargo area is decent but expands generously with the split rear seats folded down.
The Eclipse Cross by Mitsubishi offers a significant number of features and an outstanding warranty. In addition, the styling is contemporary without trying to be the class standout. The Eclipse Cross is trying to be sporty but just doesn’t have what it takes. As I stated for previous models, if you are looking for a perfectly adequate compact SUV and can live with a few shortcomings, the Eclipse Cross is worth a look.
2022 Kia Carnival SX+
Kia’s newest vehicle is replacing its Sedona minivan but calls the Carnival a “multipurpose vehicle.” The Carnival is designed like an SUV but has all the features of a minivan, including seating for up to eight adults, loads of cargo space and plenty of family-friendly features.
The Carnival is available in several trim levels (LX, EX, SX and SX Prestige), all powered by a 290-horsepower V-6 engine coupled to an eight-speed automatic transmission. Depending on seating configuration, the Carnival seats seven or eight adults in three rows of seats; our road test was in the SX trim with seating for eight. A particularly nice feature in the highest trim level is heating, ventilation and recliner-like leg support in the second row of seating. The Carnival SX is very well-equipped with nearly every possible option including a live passenger view video system, two-way intercom system, 360-degree surround view cameras, USB chargers in all three rows of seats as well as two 120-volt outlets. Other features include sliding and removable second row seating, dual screen rear entertainment, wireless phone charging, remote engine start, Apple CarPlay and Android Auto. Notable safety technology in the SX package includes forward collision avoidance with bicycle monitoring, lane keeping, safe exit assist (warning of approaching traffic before you open the door), smart cruise control and rear cross-traffic alert.
The Carnival has a soft and controlled ride with smooth steering, which is what you would expect in a minivan. Visibility is very good and only gets better when you use the 360-degree camera system. The 290-horsepower engine has more than enough power to merge with busy traffic or pass a slower moving vehicle. The engine power develops at higher engine speeds and requires a solid push on the accelerator to get the most out of this V-6 engine. There are several drive modes — normal, sport and Eco — and I found the normal or Eco modes fit my driving style and were the most comfortable. Sport mode in a minivan just seems unnecessary. The Carnival is capable of towing up to 3,500 pounds, enough for a small boat or camping trailer. Fuel economy is rated by the EPA at 19 mpg in the city and 26 mpg on the highway. According to the onboard computer I averaged 24 mpg.
The interior is what sets this minivan apart from the competition. Our SX model was wrapped in a good-looking leather interior with premium accents throughout. Only occasionally did I find a piece of plastic trim that took away from the upscale look and feel. The controls and infotainment system are well thought out and offer minimal distraction when driving. The front seats were multi-adjustable and, with the combination of a tilt/telescoping steering wheel, should accommodate drivers of any size. After a few hours of driving, I found the front seats began to get uncomfortable and a bit too firm. The middle and third-row seating caused no passenger complaints, and at 6 feet tall, I could fit comfortably in any row. Minivans are all about utility, carrying passengers and cargo. Cargo capacity is 40 cubic feet and, with the third row folded and the second row, expands to a cavernous 145 cubic feet. The side doors are power sliding and have conventional power windows unlike older minivans that had fixed glass. The rear tailgate also has power opening and closing.
In the past, if you wanted a minivan the best choices were the Odyssey from Honda, the Pacifica from Chrysler and the Sienna from Toyota. The Kia Carnival MPV is now a notable competitor, offering an outstanding warranty, the latest safety and electronic features, and stylish good looks.
2022 Hyundai Santa Cruz+
The Hyundai Santa Cruz is a four-door compact pickup truck that is smaller than most of its competition. At 196 inches long, it’s 15 inches shorter than the Honda Ridgeline, and 17 inches shorter than the Toyota Tacoma. The Santa Cruz is available in four trim levels: SE, SEL, SEL Premium and the Limited. The SE and SEL models are front-wheel drive — with all-wheel drive optional — and are equipped with a conventional 8-speed automatic transmission and a 2.5-liter four-cylinder engine that develops 191 horsepower. The Premium and Limited have standard all-wheel drive, a sporty 8-speed dual-clutch transmission, and a turbocharged four-cylinder engine that develops 281 horsepower. Our road test was in the top-of-the-line Santa Cruz Limited.
The Limited’s engine provides plenty of power, and with 311 pound-foot (torque), should be able to easily handle off-road travels or tow a small boat or camping trailer. The ride is comfortable, even with the optional 20-inch wheels, and steering and handling are quick and responsive. A 40-foot turning diameter makes for easy maneuvering.
Front seats are comfortable and roomy with plenty of head and legroom. The view from the driver’s position is good; Hyundai did a great job of eliminating blind spots. There are plenty of USB and 12-volt power points as well as a 115-volt outlet in the cargo bed. The controls are well thought out, with bright, easy to read gauges. I appreciated the conventional shifter rather than a push-button arrangement. Our test model had an optional larger high-resolution 10-inch touch sensitive display, which was easy to read even with the sunroof open. The navigation system is intuitive, and the voice command worked quite well. The radio volume and tuner are adjusted through switches on the steering wheel, but I think knobs would be better and lead to less driver distraction.
Rear-seat legroom is tight when the front seats are pushed all the way back. While nicely padded on the seat, the backs are upright and can’t be adjusted. At 6-feet tall I was reasonably comfortable as long as the front seat was moved up a bit. The cargo bed is only about 4-feet long but comes with a multi-position tailgate that allows for carrying longer objects safely. There is a built-in trunk in the bed that is both lockable and can serve as a cooler. Payload capacity is listed between 1,500 and 1,753 pounds depending on the model. Our test model also had the optional sliding and lockable bed cover which was rugged enough to stand on.
Safety is addressed with a suite of standard and optional equipment. Standard equipment includes forward collision avoidance with bike and pedestrian detection, lane keeping assist and driver attention warning. Optional safety features include blind spot collision avoidance assist, highway driving assist, surround view monitor and rear cross-traffic collision avoidance assist. In addition to the safety features, there is also remote vehicle starting with seat heating or ventilation and a heated steering wheel. Fuel economy averaged about 24 mpg during my test drive.
The all-new Santa Cruz by Hyundai competes with both pickup trucks and smaller SUVs. With its lockable storage you can keep items safe and out of sight, and the composite cargo bed is ready for trips to the home improvement store or tailgating at your favorite sporting event. The Santa Cruz is a great first pickup truck for people who don’t even know they need one.
2022 Nissan Frontier+
While most buyers think of Ford, GM or RAM when it comes to pickup trucks, there are other choices to consider. One is the all-new Nissan Frontier, which the manufacturer calls “an authentic mid-size truck.” The Frontier has a range of body, drivetrain and equipment configurations that can be tailored to fit individual customer needs. It’s also available in two grades — S and SV — as well as King and the more spacious Crew cab version. Other choices include two- or four-wheel drive, five- or six-foot cargo bed length, and an off-road version — the subject of our road test — the Frontier PRO-4X.
All models of the Frontier are powered by the same 3.8-liter V-6 engine that makes 310 horsepower and 281 pound-feet of torque, which was more than enough power in our PRO-4X test vehicle. The nine-speed automatic transmission shifts smoothly and confidently. As the name implies, the PRO-4X is a four-wheel drive vehicle; although I did not have much of a chance to go off-road, it certainly appears to have more than enough capability. The PRO-4X has a two-speed transfer (2WD/4HI/4LO) case and a locking rear differential, upgraded suspension and skid plates under the vehicle to protect it when the going gets tough. Unlike some other four-wheel drive vehicles, there are no computer-aided drive modes to help with off-road and snowy weather conditions. As a novice to off-road driving, I appreciate a little electronic help from time to time.
Previous Frontier models rode stiffly and handled like they were manufactured in the 1950s, but the latest Frontier rides and handles well. The steering is a bit heavy but feels better connected to the road. The cargo capacity is just over 1,600 pounds and the Frontier can tow up to 6,720 pounds when properly equipped. Fuel economy is not great; the EPA gives the Frontier a rating of 17 mpg city, 22 mpg highway. I averaged 19 mpg in a mix of city and highway driving.
The interior of the Frontier PRO-4X is nicely laid out in a manner that I would call both stylish and utilitarian. While the materials would never be confused with a luxury vehicle, the seats are comfortable and supportive with quality materials. The rear seats lack a bit of support and padding, but two adults can fit comfortably, and three adults for a limited drive. The infotainment system of the Frontier has improved with a large, bright intuitive display, wireless phone charging and controls that are easier to use. The interior has plenty of power outlets, including a 120-volt outlet, and Apple CarPlay and Android Auto for seamless integration with your mobile phone. Our tester had the optional $990 technology package which included lane departure, blind spot warning, cross-traffic alert, rear automatic braking, intelligent cruise control and high beam assist. Our model was equipped with the Intelligent Around View 360-degree monitor which is great for tight, off-road travel as well as parallel parking. Also optional on our tester were heated outside mirrors, heated steering wheel and seats, and remote car start — a much appreciated feature on cold Northeast mornings.
The Frontier was introduced in 2004 and it really couldn’t compete with the competition of the day. This 2022 model offers plenty to like. If you want a truck but full-sized is too big, the Frontier may be a perfect fit for you; a truck with tough good looks, powerful V-6 engine — with the ability to be a daily commuter or take you on the road less traveled.
2022 Mazda MX-30+
The MX-30 is Mazda’s first all-electric vehicle. This subcompact SUV has a low center of gravity that keeps it planted to the road and makes it fun to drive. The electric motor produces 143 horsepower and 200 pound-feet of torque which, when compared to the similar-sized Chevy Bolt, seems underpowered, but acceleration is good.
Although this new vehicle looks very contemporary, the range is very much like an EV from 2012. It can only travel a little over 100 miles on a full charge, less than half the range of the Bolt. This may be adequate for the city or for an average 35-mile commute, but not for longer drives. The Mazda’s smaller battery charges quickly: Level 3 charging brings the battery to 80% charged in 30 minutes; Level 2 charging takes about 5 hours; a standard 120-volt house current will take 16 to 20 hours. While most EV owners find Level 2 charging the most efficient home charging system, anyone considering the MX-30 needs to evaluate their driving patterns and charging options.
The MX-30’s design includes two conventional front doors and two back doors that swing outward on rear mount hinges. This design eliminates the door pillar, allowing for easier access to the back seat. The front seats are reasonably comfortable and offer plenty of head and legroom. At six feet tall, the rear seat is tight, but I was able to sit in the rear seat with the front seat positioned closer to the wheel. The unique back door arrangement also offers the opportunity to carry larger-sized cargo.
The interior cabin design falls between a premium look and “IKEA funky.” Nothing felt inexpensive, just a bit too contemporary for my tastes. Major controls — including the shift and infotainment system — require a bit of a learning curve to master. For example, the conventional-style shifter requires an odd jog from side to side to shift in and out of park. The infotainment system uses a combination of controls, including a console-mounted rotary knob that looks sleek but is awkward to use.
Safety features are well-addressed with lane departure warning, smart cruise control, and front and rear emergency braking. The ride is a bit firm but that also helps with the handling. The cargo area is typical of a subcompact SUV, and the 20 cubic feet are roomy enough for trips to the supermarket or a local weekend getaway.
If you’re looking for an electric vehicle that is fun to drive and are an urban driver or have less than a 30-mile commute, the MX-30 is a stylish choice. However, if you drive longer distances or the limited 100-mile range creates anxiety, you might want to wait a bit. Later in 2022, Mazda will offer the MX-30 as a Plug-in Hybrid Electric Vehicle (PHEV), with a range-extending rotary engine generator that will charge the battery as needed.
This Mazda MX-30 has a starting price of $33,470.
2022 Ford Bronco+
Everything old is new again. The original full-sized Ford Bronco debuted in 1966 and went through a series of changes until the last one rolled off the assembly line 30 years later. Now, the Bronco is back, and the big V-8 engine has been replaced by smaller turbocharged engines: a four-cylinder that develops 275 horsepower or a twin-turbocharged V-6 engine that develops 315 horsepower. Both engines produce incredible torque for their size. Interestingly, horsepower jumps by about 10% when premium fuel is used.
All Broncos come in four-wheel drive and both engines can be mated to a 10-speed automatic transmission. In a rare feature, the four-cylinder engine can be connected to a 7-speed manual transmission. There are six unique trim levels, and you can choose two- or four-door models, as well as hardtop or soft top. Our road test was in the four-door, four-cylinder Badlands edition. In this version, the roof panels are removable; for the more adventurous, doors are also easily removable. A nice feature of the Badlands includes side mirrors that are mounted to the windshield pillar, so they are still useable with the doors removed. In addition, all four doors can be stored in the vehicle.
The Bronco can handle the roughest terrain. At the center of the Bronco’s off-road ability is Ford’s electronic road management system dubbed G.O.A.T. (Goes Over Any Terrain), with settings to handle rock crawling, mud, sand and other difficult-to-maneuver driving situations. Two 4x4 systems are available: a two-speed electronic shift-on-the-fly transfer case, and an optional advanced system featuring a two-speed electromechanical transfer case with an auto mode for on-demand selection between high and low range. Normally when a vehicle is tuned for serious off-road travel, on-road driving suffers. This isn’t the case with the Bronco, which is fun to drive on any surface. The boxy Bronco looks and feels big, but the tiedowns on the front fenders improve overall sightlines. Out on the highway there is some road, wind and tire noise, but it’s not objectionable considering the Bronco rides on big 35-inch off-road tires. Fuel economy is less than stellar, even with the four-cylinder engine, and I only averaged about 19 mpg in a mix of highway and city driving.
I found the cabin comfortable and roomy, with easy-to-use gauges and controls. The interior had a bit of a retro feel, but the technology is completely up to date. The Ford Sync system integrated easily with my mobile phone. A complete array of electronic safety features available include automatic emergency braking, park assist, driver monitor, pedestrian detection and night vision. The front seats offer plenty of head and legroom, and even with the front seats pushed all the way back, there was plenty of legroom in the back seat for taller passengers. The cargo area is generous at 83 cubic feet with the rear seats folded. As nice as the Badland’s interior was, there was a little too much plastic trim, which took away from some of the higher-quality elements.
The newest Ford Bronco has a combination of off-road ability, on-road civility and the latest technology. If you are looking for off-road capability and general coolness, the Bronco might be a good choice.
2022 Ford Bronco Sport+
The Ford Bronco Sport is the smaller version of the Bronco and comes in several trim levels — Base, Big Bend, Outer Banks, Badlands and First Edition. Our road test was in the Outer Banks edition, which received plenty of attention wherever I drove it. All models, except the Badlands edition, are powered by the same 1.5-liter turbocharged three-cylinder engine. While three cylinders is odd, the engine makes 185 horsepower and 190-pound feet of torque. (This is about 70 more horsepower than the original Bronco II that had a 2.8-liter V-6 engine!). While hardly a hot rod, there is certainly enough power to merge with fast moving traffic or navigate hilly off-road terrain. Our Outer Banks edition of the Bronco Sport was very well-equipped with just about every option needed, including dual-zone climate control, remote start, heated seats, and steering wheel standard safety features such as cross-traffic alert, lane-keeping assist, automatic emergency braking and the electronic terrain management system with five G.O.A.T. (Goes Over Any Terrain) modes.
The interior is comfortable and functional, with room for four adults — five for shorter rides. I found the front seats comfortable, but it took a bit of adjusting the 8-way seats to find something just right. With the front seats pushed back, there is a lack of legroom in the rear, which is typical of most small SUVs. The boxy design makes it easy to see every corner, and it is a comfortable vehicle to get in and out of. During my time with the Bronco Sport, I was also moving out of my home, and the cabin provided ample room to stack boxes and gear, especially with the rear seats folded. One of my favorite features that you don’t often see these days is the flip-up rear glass. This is a great feature for carrying long objects with the tailgate closed.
On the road, the 1.5-liter engine provided peppy performance. But the transmission — while generally smooth — occasionally seemed to stay in a higher gear a bit too long. Fuel economy is respectable at 25 mpg in the city and 28 mpg on the highway. I averaged just about 26 mpg overall. The Bronco Sport rides well for a vehicle that was designed to go off-road. The steering is a bit light and vague, but typical of many electric power steering systems — and is just lacking an old-fashioned steering feel.
There is a lot to like about the Bronco Sport — good looks, true off-road capability and more technology than most vehicles in its class. If driving takes you on the roads less traveled, the Bronco Sport is a great choice. Moving up to the Badlands edition gives you the more powerful 2.0-liter four-cylinder engine that develops 245 horsepower. If you never drive off-road and most of your driving is a highway commute, the Ford Escape may be a better choice.
2022 Acura RDX+
For some time I considered the Acura RDX as nothing more than a gussied up Honda CR-V. Today the Acura RDX Crossover has evolved into its own distinct personality. Offered in five trim levels — Base, Technology, A-Spec, Advanced and PMC Edition — the 2022 Acura combines a comfortable ride with sharper handling. The Advanced and PMC levels come with standard all-wheel drive; the lower trims are offered in front-wheel drive with all-wheel drive optional. All trims are powered by the same 2.0-liter turbocharged four-cylinder engine that develops 272 horsepower and an equally impressive 280 pound-feet of torque. Our road test was in the A-Spec Advance package.
The 272-horsepower engine responds quickly when taking off from a stop and has plenty of power to pass a slower-moving truck or merge with fast-moving traffic. The 10-speed automatic transmission shifts quickly and efficiently. The ride was slightly firm with good isolation from pavement breaks and potholes. The handling was sporty but the steering was slightly heavy, although it still felt well-connected to the road. When driving a bit aggressively, the all-wheel drive system added to the connected road feel. There are also four adjustable driving modes (snow, normal, ECO and sport), with the sport mode providing a decidedly more responsive feel. During my road test, I averaged 25 mpg in an even mix of city and highway driving.
The RDX A-Spec package in my vehicle included (among other features) leather-trimmed seats, 20-inch alloy wheels, adaptive cruise control, automatic emergency braking, lane-keeping assist, heated and ventilated front seats, heated steering wheel, remote start, wireless Apple CarPlay and Android Auto, Head-Up display, surround view camera, heated windshield and hands-free power tailgate.
The cabin is quieter this year due to additional sound deadening and acoustic glass. The interior feels quite spacious for a compact SUV, and the two-tone seats in our model were attractive. The front seats provide very good support and should remain comfortable for extended drives. Rear seating is comfortable for two adults and there is decent head and legroom. The controls are generally good, although I would have preferred a radio tuning knob as opposed to a touchpad, which is fairly intuitive but distractive and harder to use. Acura uses a push-button shifter, which is not complicated but requires more practice than a conventional shifter. Additional buttons control the heated seats, interior climate and other systems, which is better than a touchscreen but make the instrument panel look busy. There are about 30 cubic feet of cargo space with the rear seats in use that expands to 59 cubic feet with the rear seats folded. Like many luxury vehicles today, the tailgate is power open and close.
The new Acura RDX is further refined and combines a comfortable ride with sharper handling. The entry-level luxury package makes the RDX roomy, fun to drive, loaded with the latest technology and a solid contender in the compact luxury SUV market.
2022 Cadillac XT4 Premium Luxury+
2022 Chevrolet Trailblazer+
One of the most popular segments in the SUV market is the subcompact category, which includes the popular Kia Soul, Mazda CX-3, Honda HR-V, Buick Encore and — the subject of our road test — the Chevrolet Trailblazer. The Trailblazer comes in four trim levels with a choice of two 3-cylinder engines and two transmissions. The Trailblazer is a front-wheel drive vehicle, but all-wheel drive is an option. Our road test was in the all-wheel drive model with the ACTIV option, which allows a bit more off-road capability.
Lower trim levels come with a standard 1.2-liter engine and a CVT transmission. The all-wheel drive ACTIV version has a more powerful 1.3-liter turbocharged engine and a conventional automatic transmission, which develops 155 horsepower and a 174 foot-pounds of torque. The engine is connected to a nine-speed automatic transmission that is well-suited to the engine output. There is plenty of acceleration for everyday driving, due in part to the quick-developing torque (engine’s force) which allows this compact SUV to hustle into traffic. Trailer towing is possible but is limited to 1,000 lbs. When pushed, the engine gets a bit raspy but the noise is not objectionable. While driving, there is a bit of road and tire noise, perhaps due in part to the more aggressive Sport Terrain tires, but nothing unexpected for a small SUV. The overall ride is comfortable; a bit firm around town but never jarring, even on rough roads. On the highway the Trailblazer is comfortable with a solid and secure ride. It’s not a sports sedan, but it is nimble enough on twisting roads. The ACTIV suspension package adds some off- road capability and should be nicely suited for Northeast winters. Fuel economy averages 28 mpg, although I expected a slightly higher number.
The interior of the Trailblazer is quite comfortable. The 10-way power driver’s seat took a bit of fiddling, but once adjusted provided all-day comfort. Unlike the last subcompact SUV I evaluated — the Chevrolet Trax — the Trailblazer had few blind spots, offered good all-around visibility and was easy to drive. The Trailblazer sits up a little higher than some other vehicles, which allows for easy entry and exit. The rear seating is reasonably comfortable and even six-footers will get in and out without a struggle. Cargo area is surprising with almost 55 cubic feet of cargo area with the rear seats folded and 25 cubic feet with all the seats in use. Safety technology is well-addressed with forward collision warning, automatic emergency braking with front pedestrian braking, following distance indicator, auto high beam LED headlights and lane keeping assist with lane departure warning. Our tester also had wireless cellphone charging and wireless Apple CarPlay. Controls are generally well-placed, although I would prefer a proper radio tuning knob.
The Chevrolet Trailblazer doesn’t excel at any one thing but overall is a competent vehicle. It has decent fuel economy, good visibility, and is easy to get in and out of. If you don’t need a bigger vehicle but still want to run to the home improvement store or occasionally pick up bulky items, the Chevy Trailblazer is a good choice.
2022 Mercedes-Benz GLE 450+
The Mercedes-Benz GLE is a mid-sized luxury SUV that comes in five configurations: GLE 350, GLE 450, GLE 580, AMG GLE 53 and — the highest performance version — the AMG GLE 63S. All models are equipped with standard all-wheel drive with the exception of the 350, which has rear-wheel drive and optional all-wheel drive. Our road test was in the six-cylinder GLE 450.
The GLE 450 comes well-equipped with popular features including keyless start, Apple CarPlay and Android Auto, LED headlights and taillights, power seats, tilt and slide sunroof. However, there are additional options available which will quickly drive up the price. If you include safety features such as active lane change assist, active emergency braking, evasive steering, cross-traffic systems, the acoustic comfort package, automatic adaptable suspension as well as appearance packages, these will add nearly $18,000 to the base price of the vehicle.
On the road, the GLE 450 has more than enough power to get the job done. The six-cylinder turbocharged engine develops 362 horsepower and an equal amount of torque. This translates into a vehicle that sprints to 60 mph with plenty of power to spare. What is also interesting is that, according to the EPA, this six-cylinder engine is slightly more fuel efficient than the four-cylinder engine. This is partially due to the EQ-Boost system, which provides electric motor boost to the gasoline engine. Think of it as “hybrid lite.” The system provides about 21 extra horsepower of force in short bursts to add momentum to the vehicle, allowing it to coast more while using less fuel. This system also adds one of the smoothest auto start/stop systems I’ve seen, and the nine-speed transmission shifts easily and precisely. The handling — with the optional electronic suspension system — was good. When set in comfort mode the ride was soft; with the flick of a switch though, the driver can choose sport mode, providing a tighter and more controlled feel. However, even in sport mode, I found the steering slightly slow to respond when pushed hard.
The cabin was nicely outfitted with soft, supple leather seats, wood trims and aluminum accents. Once adjusted, the seats were very comfortable and should be suitable for longer distances. The major seat controls are placed on the doors but features such as lumbar and bolstering where somewhat hidden in the infotainment system. A touchpad on the center console allows for interaction with the infotainment system, and the screen is also touch-sensitive. The menus were a bit confusing though and didn’t follow the logic found in most other vehicles. The optional acoustic package kept the interior quiet. The rear seats were comfortable with plenty of legroom for a taller passenger. Cargo area was quite good for a midsized SUV and I was pleased to see Mercedes added an actual temporary spare tire under the floor, rather can a flat tire kit.
The Mercedes-Benz GLE 450 is both practical and stylish. It has the ability to handle on- and off-road challenges, and has a sophisticated and tasteful appearance for an SUV. While the GLE 450 certainly matches — and, in some cases, even beats — the competition, when spending up to $80,000 for a vehicle, it’s a good idea to shop around.
2022 Hyundai Tucson PHEV+
The Hyundai Tucson is a compact SUV that competes with the likes of the Toyota RAV4, Honda CR-V and Ford Escape, among others. The Tucson is available in several trim levels and powertrain options. The standard Tucson comes in five trim levels including a base model, N Line performance trim, XRT off-road version and a premium Limited edition. There is also a hybrid version that comes in three trim levels; and the subject of our road test —the plug-in hybrid (PHEV) — comes as the SEL or premium Limited version. The PHEV Tucson boasts a 35-mpg combined EPA mileage with 33 miles of all-electric range. Combined gasoline engine and electric motor delivers 261 horsepower.
Although the Tucson is classified as a compact SUV, it feels quite roomy inside. The front seats are comfortable, and the cabin feels open and airy. The rear seats have seat belts for three, but my experience proved head- and legroom was adequate for two adults. With plenty of adjustments for the driver’s seat, it’s easy to find a comfortable seating position. The controls are oddly simple yet frustrating to use. In other models, Hyundai provides a combination of touch screen and knobs for major controls. In the PHEV, unfortunately, the infotainment system is touch screen only, making it too distracting to use while driving. The Tucson has wireless phone charging and wireless Apple CarPlay built into the system, allowing everything from your phone — iPhone and Android — to display on the touch screen. Although there are a few steering wheel controls and voice commands available, adding knobs and buttons would alleviate these distractions.
Hyundai also includes a three-year subscription to Bluelink® connected car service which allows remote starting, locking and climate control setting through your phone. Like many manufacturers, Hyundai uses a push-button shifter and push-button start and stop. A handy feature of the Tucson is that when you push the button to stop the engine, it automatically shifts into park. I have never been a fan of shift by wire systems, but this one is simple and intuitive.
All the latest safety features are available, including lane keeping assistant, smart cruise control, driver attention warning, lane following assist and blind spot warning with collision avoidance. Two additional safety features include a safe vehicle exiting systems that warns a parallel-parked driver if a vehicle is approaching from behind. There is also an alert to remind drivers to check the rear seats before exiting the vehicle.
Driving the PHEV Tucson is a pleasant experience. The handling and ride are comfortable and typical of smaller SUVs. The 33 miles of all-electric range is limited compared to typical electric vehicles but can reduce your trips to the gas station. While I had the PHEV Tucson, I averaged daily drives of about 30 miles. At the end of the day, I plugged into a 120-volt outlet and found the battery fully charged by morning. With a 14.3-gallon gas tank and an EPA of 35 mpg, the range with a fully charged battery and a full tank of gasoline is well over 400 miles.
The Hyundai Tucson PHEV is a great SUV for someone who is not ready to purchase an all-electric vehicle. With its simple recharging, the battery and electric motor can manage the average daily drive, and a gasoline engine reduces range anxiety.
For a photo of the latest Tucson PHEV, go to: https://www.instagram.com/p/CguMrGWLXAY/
2022 Chevrolet Bolt+
The Chevrolet Bolt is a small all-electric car that is easy to like. It’s available in two trim levels: the 1LT and the more upscale 2LT, which was the subject of our road test. Both levels are equipped with the same motor: a single 200 horsepower electric motor that makes an impressive 266-pound feet of torque with power coming from a 65-kilowatt battery. Like most electric cars, the battery is mounted under the floor which adds stability. The EPA claims a range of 259 miles on a full charge, although I experienced a slightly more than 275 miles of range when fully recharged.
The cabin was roomy and comfortable for a small car. During my time with the Bolt, I had four adults on board and all were comfortable. The cabin is nicely laid out with a large infotainment screen and a nice mix of knobs, buttons, and a touchscreen. I found the entire setup simple and far less distracting than those of many other vehicles. The front seat was a little lacking in under-thigh support but offers plenty of adjustments and was comfortable overall. There are plenty of cupholders, power points, and bins and cubbies for storage, though the glove compartment is rather small. There are seatbelts for five, but the Bolt is most comfortable with only two adults in the back seat. For a small car, cargo area was good at 16.5 cubic feet behind the rear seats. The is also a small storage area under the floor, which comes in handy to keep smaller items hidden. Like most new cars today, the Bolt is compatible with Apple CarPlay and Android Auto. In both cases the system is wireless, and the Bolt also has a handy wireless charging pad in front of the pushbutton shifter. Although I prefer a conventional shifter design, the pushbutton worked well, and it took very little time to get comfortable with it.
The Bolt is very nice to drive. It quickly gets to 60 mph in just under seven seconds, and the sport mode adds a bit more zip. Like many electric cars, the push of a button allows you to switch to one-pedal driving. Basically, when you remove your foot from the accelerator, the regenerative braking kicks in and allows you to slow down and come to a complete stop without ever using the brake pedal. This saves on brake wear and tear and helps charge the batteries. Safety is addressed with forward collision braking, lane keeping assist and surround view camera. To be honest, the Bolt is nimble and easy to park, and I never found myself looking at the 360-degree camera.
The Bolt’s navigation system can locate charging systems, which makes long drives easier. The 270-mile range is certainly well more than I would drive on most days. Recharge times vary depending on the type of charging available. Level three fast charging can add about 100 miles in 30 minutes. Level 2 charging varies depending on the installation but will 26 to 39 miles of charging per hour. At home I used a standard outdoor 110-volt outlet and that adds about four miles of range per hours. For the Bolt owner that doesn’t drive more than 50 miles in one day, this may be all that is needed. The Bolt is one of the most inexpensive electric cars on the market and functionally, one of the best. If you are looking for a compact electric car that is fun to drive and has nice features and storage for everyday driving, look at the Chevy Bolt.
To check out a photos of the Bolt go to - https://www.instagram.com/p/CgVaccVsYl8/?utm_source=ig_web_copy_link
2022 Honda Passport+
The Honda Passport SUV is a shorter, more aggressive version of the popular Honda Pilot. With two rows and seating for five, this vehicle is a hidden gem in the mid-sized SUV category. The Passport is available in four trim levels: EX-L with two-wheel drive; EX-L with all-wheel drive; the top-of-the-line Elite; and the subject of our road test, the TrailSport. This model comes with an expanded list of standard features, including power adjustable heated front seats, an 8-inch Display Audio System with Apple CarPlay and Android Auto integration, wireless smartphone charging and remote engine start. Our TrailSport featured standard all-wheel drive, and a 10mm increase in track width to improve stance and stability. The tires, which are relatively quiet on the highway, have more of an off-road tread and rugged look. Also, the TrailSport looks a bit different than its siblings with its unique grille treatment, and more aggressive front and rear bumpers that include silver skid plate designs. The TrailSport also features power folding side mirrors (handy for avoiding damage on narrow trails) and a heated windshield wiper “parking” area to keep wipers from icing up.
The cabin features orange contrast stitching and the TrailSport logo embroidered on the head restraints and molded into the heavy rubber all-weather floor mats. Most controls are well-placed, and the large infotainment display is bright, clear and doesn’t wash out with the sunroof open. I’m not a huge fan of the push-button shifter, but after a few days of driving it became second nature to use. Two drawbacks to the infotainment system: the radio lacks an easy-to-use station selector knob and Apple CarPlay and Android Auto require a wired connection to function.
There are plenty of storage bins and 12-volt power points for electrical accessories, as well as a 120-volt power outlet. Safety is addressed with what are now typical driver safety features, such as forward collision warning and automatic braking, lane departure warning with lane mitigation assist, blind spot warning, multi-angle rearview camera and automatic high beams. The front seats are comfortable and supportive, and the rear seats are roomy for two adults (possibly three for a shorter trip).
On the road, the 18-inch tires and wheels provide good handling and a slightly firm yet comfortable ride. The 280-horsepower V-6 engine gives the Passport a surprisingly quick feel and the nine-speed transmission shifts smoothly and confidently, always landing in the right gear. Fuel economy is not a strong point; the EPA rates the Passport at 19 mpg city and 24 mpg on the highway. I averaged just about 20 mpg overall.
The Honda Passport is worth a look, particularly if you don’t need three rows of seats and want seating for four. It can handle moderate off-road travel, carry lots of cargo and tow a boat, camper or trailer.
To see photos of the Honda Passport TrailSport go to: https://www.instagram.com/p/CguOf93LGr4/?utm_source=ig_web_copy_link