SUV Review: Hyundai Tucson Limited and PHEV AWD

 Hyundai, Reviews  Comments Off on SUV Review: Hyundai Tucson Limited and PHEV AWD
May 132024
 

Tuscon PHEV

As one of the newest automotive brands in the United States car market, selling its first model in 1986, Hyundai has had to get creative regarding design and generous regarding features in order to compete—its five-year bumper-to-bumper, 10-year powertrain warranty is a worthy example. Redesigned in 2022, the Tucson compact SUV bears Hyundai’s new look but also its creativity, regarding technology and generosity, vis-à-vis standard and available features that help it stand out in its segment. Latino Traffic Report (LTR) has had the chance to test drive two different Tucson models, the Limited and the PHEV plug-in hybrid.

Tucson Limited

Blind spot camera view in IP.

There was a lot to like about the Tucson Limited with AWD  especially the Nixie tube display option on the infotainment system, heated and cooled seats, panoramic sunroof, a blind spot camera display in the instrument panel (IP), and an average of 31.1 miles per gallon (mpg) on the test drive. Powered by a 2.5-liter four-cylinder engine matched to an eight-speed transmission with paddle shifters, it was slow to accelerate but the Sport drive mode (one of three) added more power and improved the response. The as-tested MSRP came to $37,454.

Hyundai elevated its low emission vehicles further with the Tucson plug-in hybrid electric vehicle (PHEV), also tested by LTR. For those concerned with the environment but are still not ready to give up the combustion engine, plug-in hybrids offer a good transition because they help stretch fuel economy by offering some miles of electric-only range. In the case of the Tucson PHEV, overnight charging produced 33 miles of range, enough for a trip to the grocery store or back and forth to work, if located nearby. Also significant is that charging was done on the standard 120-volt plug when more and more electric vehicles are requiring a Stage 2, 240-outlet plug or charger for overnight charging.

Tucson PHEV dash.

During the test drive, the PHEV achieved an average mpg of 41.9 mpg and 51 mpg with the electric mileage included in the calculation.

Unfortunately, hybrids, plug-ins, and EVs remain the top-of-the-line models in any segment, which translates into a hefty price tag, and the Tucson PHEV was no exception.  The as-tested price came to $46,105.

It also translates into more bells and whistles, like a panoramic sunroof, a proximity key with push-button start, heated and ventilated front seats, smart cruise control, and a 10.25-inch IP and center-stack touchscreen.

Pricing for the 2024 Tucson starts at $28,875.

Sí: Both Tucsons tested offered extra features and cool technology, plus exceptional fuel economy.

No: The Tucson PHEV is costly and the Tucson Limited’s engine was wheezy and lacked power.

 

 

Premium Hybrid Review: 2024 Lexus LC 500h

 Lexus, Reviews  Comments Off on Premium Hybrid Review: 2024 Lexus LC 500h
Jan 302024
 

Getting behind the wheel of a six-figure vehicle can be intimidating, especially if it’s not yours. When the Atomic Silver 2024 Lexus LC 500h arrived for a Latino Traffic Report test drive, it made quite an impression with its super car exterior design including hidden door handles and tail lamps that were inspired by the glow of a jet’s afterburners. Officially designated a premium touring coupe, the LC 500h offers a first-class driving experience for the auto enthusiast with deep pockets.

Lexus revealed the gas-powered LC 500 in 2016 and the 500h hybrid followed shortly after. In order to be competitive, premium coupes must check several boxes and the LC 500 ticked off most. Beyond its striking design, it promised a driving experience usually reserved for sports cars.

Less of a performance vehicle than its sibling, the 500h hybrid powertrain includes a 3.5-liter, six-cylinder engine that produces 295 horses and 258.2 1b.–ft. of torque assisted by two electric motors and matched to a multi-stage hybrid automatic transmission. Five drive modes, including Normal, Custom, Comfort, Eco, and Sport Plus, can be used to enhance performance further.

The EPA estimated fuel economy for the hybrid is 26 miles per gallon (mpg) in the city and 33 mpg on the highway. The as-tested model achieved an average of 25.1 mpg in mostly city driving. Fuel economy, however, may not be what prospective buyers care most about.

Sleek and low with an aerodynamic lift in the back and sitting on 21-inch forged alloy wheels, the hybrid version shares the same head- turning exterior design of its gas-powered sibling. The interior on the test model also raised the bar for bells and whistles with opulent two-tone (white and dark blue) heated and cooled leather seats with suede accents and piping, leather-wrapped steering wheel and shift knob, and suede-like Alcantara trimmed door panels. There is a back seat, but it’s nearly impossible to access, even for a diminutive adult, but it could be used for extra cargo room.

Super user friendly, particularly when setting the 20 preset channels, its infotainment touchscreen measured 12.3 inches, now standard throughout the lineup. The center instrument cluster, however, needs to be updated. Other standard premium features include a panoramic view monitor, and Intuitive Parking Assist. The test model included a few options like the Bespoke Build Package ($3,200) that allows customers to select from a mix of performance and styling components exterior/interior trim, and colors, the Mark Levinson audio system ($1,220), and the white and blue interior ($1,900).

Beautiful inside and out, the as-tested price for the 2024 Lexus LC 500h coupe came to $109,705. Pricing starts at  $100,450 including destination fees.

Si: If you’ve got buckets of money, love hybrids, and want a car that turns heads, the LC 500h is worth considering.

No: While it’s as striking as its gas-powered sibling, the hybrid lacks its performance and the fuel economy was just OK, and for the price, there should be a massage function for the front seats.

 

Plug-in Hybrid SUV Review: 2023 RAV4 Prime XSE

 Reviews, Toyota  Comments Off on Plug-in Hybrid SUV Review: 2023 RAV4 Prime XSE
Nov 162023
 

For SUV buyers who want versatility but would also appreciate better fuel economy and premium features, Toyota has an option, the RAV4 Prime plug-in hybrid. It’s not an EV per se but it does allow owners to plug-in at home, still with a 120-volt outlet, and get 42 miles of electric range. That range enhances the EPA estimated fuel economy to an average of 94 miles per gallon (mpg) while driving on combined power. The average gas fuel economy is 38 mpg.

Latino Traffic Report (LTR) recently test drove the 2023 RAV4 Prime XSE with all-wheel drive. Charging at home produced a range of 43 miles, which was a little better than the EPA estimate. It also achieved an average fuel economy of 36.9 mpg during the test drive.

Some newer electric vehicles EVs require owners to purchase a Level 2 charger or install a 240-volt outlet to charge so the ability to fully charge with a 120-volt outlet added convenience to the experience.  However, because the charge plug was located on the right side rather that the left, it had to be backed into the garage to charge, which was a little inconvenient.

Like all hybrids, RAV4 Prime represent the top-of-the-line trim which brings premium features to the test model like its impressive 10.5-inch multimedia display (a seven-inch display is standard) that was easy to manipulate, particularly when setting presets. The 12.3-inch LCD instrument cluster, however, was a little more difficult to configure and a bit plain.

Available in a choice of SE or XSE grades, the top-of-the-line XSE comes equipped with an 11-speaker JBL Premium Audio including subwoofer and amplifier. The test model came with heated and cooled seats with red accent stitching, heated outboard rear seats, leather-trimmed steering wheel and shift knob with red stitching, and USB A and C ports, happy news for older cell phone owners, and 19-inch alloy wheels.

Any model that includes a Blind Spot Monitor with Rear Cross-Traffic Alert as a standard feature gets an immediate advantage on the competition, and that includes the RAV4 Prime. Additional safety features on the test model included a pre-collision system with pedestrian detection, and dynamic radar cruise control, among other features.

As a RAV4 it still offers the utility expected with three drive modes, from Eco to Trail, for better versatility and 33.5 cubic feet of rear cargo room for enhanced utility.

It’s powered by a 2.5-liter, four-cylinder engine with 176 horsepower and 165 lb.–ft of torque. On the road, the engine did not lag and the steering feel was tight and confident. The two-tone exterior color combination added $425 to the price and the Premium Package added $2,585 as well as a color head-up display, a panoramic roof, and a foot activated liftgate.

Pricing for the 2024 RAV4 Prime starts at $44,835. The as-tested MSRP came to $51,918.

Sí: The RAV4 Prime presents a premium option for SUV fans who want better fuel economy.

No: Placing the charging outlet on the right side made it awkward to charge.

 

EV Review: 2023 Toyota bZ4X

 Reviews, Toyota  Comments Off on EV Review: 2023 Toyota bZ4X
Sep 172023
 

Toyota may have been slow to join the electric vehicle (EV) bandwagon but that’s about to change. All-new for 2023, the bZ4X starts a process at Toyota to grow its EV inventory. Toyota plans to expand to around 70 electrified models globally by 2025.

Offered in two grades, XLE and Limited, in both front-wheel and all-wheel drive (FWD and AWD), Latino Traffic Report (LTR) recently had the chance to review the bZ4X Limited AWD, the top-of-the-line model. While the electric range did not meet expectations, it did offer the comfort and convenience of an SUV with added premium touches.

Toyota defines electrified vehicles to include hydrogen fuel cell electrics, hybrids, plug-in hybrids, and now battery electric vehicles. According to the automaker, electrified vehicles accounted for about a quarter of Toyota’s total sales volume in the United States last year.

Size enhances the bZ4X’s capability and versatility.  The compact SUV is 3.7 inches longer than the RAV4, at 184.6 inches with a 6.3-inch longer wheelbase. For added convenience, cargo volume comes to 27.7 cubic feet behind the second row, but the second row does fold flat for added cargo volume.

The bZ4X comes standard with a 12.3-inch widescreen Toyota Audio Multimedia system with a three-year trial to Drive Connect that gives access to the voice activated Intelligent Assistant, Cloud Navigation, and Destination Assist. Also included as a three-year trial service, the Toyota App allows users to stay connected to their bZ4X with Remote Connect to activate headlights, unlock the rear hatch, and remote start the vehicle, among other commands and provides an easy-to-use map (essential on EVs) to find nearby charging station locations.

The test model included the available fixed panoramic roof and a power sunshade and heated and ventilated seats in the front and heated seats in the back.

Favorite standard safety features on all models include a blind spot monitor, tire pressure monitor with a view of each tire, and dynamic radar cruise control.

While the list of standard features is impressive, the bZ4X did have functional challenges, particularly regarding plug-in charging. According to Toyota, the test model should have an EPA estimated max range of 222 miles (the more basic XLE trim can reach a max range of 252), however, it only had 189 miles of range when delivered and during the weeklong test drive, the maximum range achieved from home charging was 149 miles. While it should charge with a conventional 110-volt outlet, Toyota does recommend installing a 220-volt outlet for quicker home charging. The 100-plus-degree Texas heat could also have hampered charging. Hot or cold, EVs don’t like extreme temperatures and EV buyers should take that into consideration.

Removing the charge chord required unlocking the vehicle and while this seemed bothersome at first, considering the rise in stolen charge cables, perhaps it’s worth the bother, especially for those without a garage.

For added convenience, however, Remote Charging capabilities, including checking the charge status, are also included with Remote Connect on the bZ4X and one year of unlimited complimentary charging at all EVgo-owned and operated public charging stations nationwide.

Pricing for the 2023 bZ4X starts at $43,350. The as-tested price came to $52,468.

Sí: The bZ4X comes with a healthy list of premium and convenience features.

No: The electric range is not competitive, especially when charging on a 110v outlet.

 

Hybrid Review: 2023 Accord Hybrid Sport

 Honda, Reviews  Comments Off on Hybrid Review: 2023 Accord Hybrid Sport
Jul 092023
 

In 2022, Honda announced that as part of its electrification strategy in North America, the company would discontinue the Insight and focus on increasing the hybrid volume of core models, specifically, the CR-V, Accord, and in the future, the Civic.  Honda expects that hybrids will eventually make up 50 percent of the sales mix of the Accord and CR-V.

That can make a redesign tricky but for 2023 the all-new Accord has made a good redesign from the previous generation even better. Latino Traffic Report (LTR) recently got to test the new hybrid version, the Accord Hybrid Sport and it achieved an average fuel economy that should make the Accord, America’s best-selling model for the last 51 years, according to Wards Intelligence cumulative United States light vehicle sales, even harder to resist.

The eleventh generation Accord comes in six trim levels, starting with the turbocharged LX and EX and topped by the hybrid-powered Sport, EX-L, Sport-L and Touring. The previous generation Accord achieved a successful redesign with a bolder, sleeker look than its predecessor. The all-new 2023 version refines that look even more with a longer hood and a flowing fastback roofline creating a premium silhouette.  The horizontal LED taillights also highlight the Accord’s new configuration.

An all-new, fourth-generation two-motor hybrid-electric system with a pair of electric motors that are now mounted side-by-side and matched to an all-new 2.0-liter Atkinson cycle four-cylinder engine with direct fuel injection power the hybrid. The combination produces more power with increased torque output of 247 lb.–ft. of torque and a 204 horsepower.

Attention to detail distinguishes the Accord’s interior with a standard 10.2-inch digital driver configurable instrumentation display. It made some information available, like a compass or average fuel economy, but the missing tire pressure information was notable. The dash also has a mesh accent running the length of it which is a nice replacement for ubiquitous carbon fiber details.

For the infotainment system, a seven-inch touchscreen in the center is standard but the test model came with the 12.3-inch color touchscreen, standard on top trims. Hoping to be on-trend, Honda no longer offers SiriusXM satellite radio on certain models, including the Accord, opting to offer Google built-in with Google Assistant, Google Map, and Google Play capability with the latest apps and services instead. USB ports have also been replaced by two USB-C ports. Luckily, there was still a 12-volt socket that can be used to plug in an adapter to charge older phones. However, that may have been why Apple Car Play, also standard, did not present itself during the test drive. Some old tech, like a volume knob, did make the cut.

For added convenience, the 2023 Accord’s rear seats fold down to expose 16.7 cubic feet of trunk space, the most cargo room in its class, according to Honda.

To test its advertised estimated fuel economy of 41 miles per gallon (mpg) on the highway and 46 mpg in the city, a road trip seemed like a good plan. Only 54 miles from San Antonio, Bandera, TX holds a few surprises like these dinosaurs at the local natural history museum. The drive through the Texas Hill Country was picturesque, quiet, and comfy. The 48.6 average mpg the hybrid earned was an added plus, beating the estimated average fuel economy of 44 mpg.

Pricing for the 2023 Accord starts at $28,390 with destination fees. The as-tested price came to $33,445.

 

Sí: The all-new 2023 Accord is beautiful and the hybrid version offers amazing fuel economy.

No: Honda may regret leaping forward with new tech at the expense of older features like satellite radio.

 

Bumped-up Bolt, Racy Equinox Add to Chevrolet’s SUV Options

 Chevrolet, Reviews  Comments Off on Bumped-up Bolt, Racy Equinox Add to Chevrolet’s SUV Options
Apr 012023
 

By Andy Stonehouse

I remain just a little confused about the “U” part of the new Chevrolet Bolt EUV, i.e. electric utility vehicle, the marginally enlarged new version of the existing and extremely affordable Bolt electric car. Families looking for hauling capacity are probably better served pricing out a traditional, actual SUV like Chevy’s Equinox RS—or wait a year and check out the 2024 Equinox EV, on its way.

But if you’re one of those hearty electric vehicle (EV) advocates who’d like reliable and largely domestic technology, at just over $43,000 (a price that includes the $2,200 Super Cruise package) it’s another option, with all-wheel drive (AWD) also available. More impressively, the standard Bolt now sells for about $27,000, both prices before any of the now-confusing array of EV credits.

The 2023 Bolt EUV Premier is a good indication of what GM’s emerging range of EVs will be like, both inside and out, that is, rather understated in its interior design, perhaps even sparse by other brand standards, with a very grey plastic interior, large and simple-to-read displays for your EV stats, and a slightly more versatile 56.9 cubic feet of storage with the rear seats dropped.

In terms of EV performance, it’s still pretty impressive, with an official EPA range of 247 miles on a full charge, in warm weather, on flat roads, at sea level. Your actual results will vary. During my drives, the readouts told me I got up to 4.1 miles per kilowatt-hour.

Given that it’s only 3,589 pounds, lighter than a Tesla Model 3, it also goes like hell, pretty much all of the time. There’s 947 pounds of battery (the new Hummers’ batteries are about 2,300 pounds, by comparison), but Bolt EUV can make its 200 horsepower, 65 kilowatt-hour system feel like you’re driving a go-kart, and absolutely fly.

It is not, however, imbued with performance brakes or performance suspension, and though the modified shape means taller rear seat headroom, I would keep its diminutive size in mind while attempting land-speed records. Maybe take it easy and use the easy-to-activate one-pedal driving, or yank on the left-side-of-the-wheel regeneration paddle for more electronic braking.

Charging stats suggest you’ll get up to 95 miles of range with a super-fast charger, or between 25 and 37 miles of range per hour at a Level II (220 outlet) charger, with seven to 10 hours required for a full charge there.

.

Meanwhile—and actually more affordable than the Bolt’s EUV version—the Chevy Equinox offers a sprightly, pleasant and more capacious experience, with a 1.5-liter turbo providing surprisingly effective motoring and an easy 30 mpg.

Assembled in Mexico, the $36,020 Equinox RS AWD is not quite as plain as GM’s even-smaller, Korean-made models, with a tastefully downsized rendition of Chevy’s SUV designs—lots of sculpted swoops, red outline stitching and the RS’s blacked-out leather seats, dark chrome and black on black everywhere else, including the wheels and roof rails. You can also go super-austere and get a standard front-wheel drive version of the car for a $26,600 starting price.

The 175 horsepower from that little turbo made for a largely pleasant weekend of 350 miles of highway driving earlier this year, with somewhat lower mileage in the uphill stretches but steady numbers in the higher 20s elsewhere. Car and Driver complained how much it missed the Equinox’s old 2.0-liter engine, as you might expect them to do. With a curb weight less than the Bolt EUV, I think budget-minded drivers might find the Equinox just right.

Space here is of course not Escalade-level but also not bad, with 63.9 cubic feet of storage with the rear seats dropped, and almost 30 cubic feet behind those seats. Rear seat room is also pleasant, with almost 40 inches of leg room.

An $895 entertainment package added a heated steering wheel, USB plugs and an eight-inch color touchscreen.

Si: The Bolt EUV offers a competitive range for an EV. The Equinox RS offers good performance for an SUV.

No: The Bolt EUV offers less utility than its name implies. The Equinox’s turbo engine lacks the power of its predecessors.

Andy Stonehouse is a guest contributor to Latino Traffic Report and a freelance automotive journalist based in Lakewood, Colorado. All photos are stock, not as-tested, and feature European models.

 

 

 

 

 

 

Premium SUV Review: Lexus NX 350

 Lexus  Comments Off on Premium SUV Review: Lexus NX 350
Mar 132023
 

All new in 2022, the Lexus NX 350 enters its second generation with a sharper look on the outside and advanced technology inside. Latino Traffic Report (LTR) recently test drove the NX, specifically the Luxury trim level. From its Circuit Red leather-trimmed quilted seats to its Lexus Interface multimedia system, the as-tested NX embraced its premium tag.

Covering all its bases, Lexus makes three versions of the NX available including a hybrid, the NX 350h, and a plug-in hybrid electric (a first for Lexus), the NX 450h+. LTR tested the gasoline-powered NX 350 with all-wheel drive (AWD).

Matched to an eight-speed transmission, the turbo-charged 2.4-liter four-cylinder engine produces 275 horsepower and 317 lb.–ft. of torque and speeds from 0–60 in 6.8 seconds. It has an EPA estimated fuel economy of 22 miles per gallon (mpg) in the city and 29 mpg on the highway. It averaged 22.5 mpg on the weeklong test drive.  Its performance was further enhanced by paddle shifters and the standard Drive Mode Select with Normal, Eco, and Sport options.

Redesigned from the inside out, the NX reflects the Lexus DNA with a “refined” spindle grille. It also adds a new block LEXUS rear badge and full-width tail lamp. The sleek exterior look is complemented by a plush interior. Standard features include a power moonroof, wireless charger, and dual zone climate control. The Luxury trim added the afore perforated leather-trimmed seating, head-up display, 14-inch touchscreen (a 9.8-inch one is standard), real wood accents, and thematic ambient lighting, among other features.

Lexus seems most proud of its new technology featured in the new NX, starting with Lexus Interface Assistant that enables a voice-activated interaction with its multimedia system, from the phone to climate control.  Intelligent Assistant accesses convenience features like weather and points of interest (POI) searches with navigation. Add Wi-Fi Connect and it can access audio streaming.

The Lexus Interface Cloud Navigation system offers 100 percent cloud capability and integrated Google POI data. While this service and other connected services like Safety Connect and Service Connect, are nice, they all require a paid subscription to access them after the trial term ends.

On a more basic level, AppleCarPlay and Android Auto are now standard on all NX models and the radio channel preset function was simple and intuitive though 18 channels seemed to be the  maximum of presets. If there was an ability to expand that number, it wasn’t apparent.

Standard on all-new NX models is the Lexus Safety System+ 3.0 that includes nifty features like right and left turn oncoming pedestrian/vehicle detection and braking, dynamic cruise control, and Road Sign Assist, it doesn’t include the blind spot monitor because it’s standard.

Lexus hasn’t left off utility on the NX. With the rear seats folded, the cargo room expands by 14 percent to 46.9 cubic feet.

Pricing for the 2023 NX 350 starts at $44,665. The as-tested price came to $55,225.

Sí: The all-new NX 350 improves on looks and functionality.

No: Much of the new technology requires a subscription.

Premium SUV Review: 2023 Cadillac Escalade-V

 Cadillac, Reviews  Comments Off on Premium SUV Review: 2023 Cadillac Escalade-V
Feb 202023
 

Driver’s side view of the 2023 Cadillac Escalade-V under the arch at Arcosanti in Arizona.

By Andy Stonehouse

Can a car change you? And if so, do you want to take on the personality of a 682-horsepower, fire-breathing, $150,000 box of Texas-built Cadillac, an end-of-an-era monster that makes Corvette noises and conforms to almost no standard societal norms?

Close up of the 2023 Cadillac Escalade-V’s supercharged 6.2L V-8 engine.

Well, sure. For the price of two Hellcat Widebodies, two Camaro ZL1s, or a pile of Ford GT-somethings, Cadillac has produced the complete antithesis to its upcoming family of electric vehicles.

The 2023 Escalade-V is a striking and rather conspicuously over-the-top automobile designed to outdo other brash statements such as the 577-horsepower Mercedes AMG G63 (though the Benz is still $30,000 more expensive), yet still haul seven passengers.

If you’d yearned for a full-size American SUV that’s capable of 4.4-second runs to 60 mph, exhaust noises that  scream and crackle, and parked on 22-inch wheels, this is it.

Semi-aniline leather, and heated/ventilated and massaging front seats of the 2023 Cadillac Escalade-V.

Yes, a lot of questions come along with such a vehicle. Is it truly and unbelievably different than the base Chevy Suburban you can get for approximately $90,000 less—a vehicle of the same size and general capacity? Well, yes and no.

For this price point, I’d kind of expected Escalade-V to at least come with the new Super Cruise semi-autonomous driving system, or maybe a hot tub or controls covered in Swarovski crystals. Even a refrigerated console box would have been cool. Sadly, none of those were present.

Interior finishes are indeed premium, with lots of polished wood, an Alcantara headliner, and a beautifully perforated dash top. The Escalade-V’s extra-chiseled looks do set it apart from its Suburban/Yukon/standard Escalade siblings, but it’s still basically the same tallish box as they are.

As mentioned in previous reviews of the newer General Motors full-sized SUV platform, the benefit is rear-seat access and head room that will allow adults to perhaps more than temporarily be seated in the third row. The captains’ chair second-row seats sort of drop and squat out of the way; you just have to navigate around slightly oversized TV monitors attached to the back of the front seats.

Scale is gigantic up front, too, with a super-broad and tall console that’s so large you simply cannot reach over and try to pick up something on the passenger seat. You also get power running boards, helpful for access, as well as blacked-out, bugle-styled exhaust tips, ultra-bright vertical brake lamps and lighting in the rear, and very nice 18-spoke alloy wheels.

But none of that is quite as important (or, costly) as the hand-assembled 6.2-liter supercharged V8, with 682 actual horsepower and 653 pound-feet of torque. It is quite the technological achievement, and when noisy acceleration is required, the Escalade-V delivers.

As I found on my first outing, it’ll (happily) hit a rev limiter at about double the standard U.S. highway speed limit, which will help you from destroying the vehicle, maybe, as high-speed handling was strictly a straight-line kind of deal.

I did appreciate the fact that the Escalade-V handled in a relatively civil and even large-sporty fashion when driven more slowly, capably taking curves and riding along firmly on its adaptive air-ride suspension—which seemed to readjust itself at every stop sign.

Like the Corvette, almost every aspect of the Escalade-V’s driving can be adjusted—braking, shifting, chassis control, even exhaust noises – and hitting the somewhat hidden V switch ahead of the oversized 10-speed auto shifter puts everything into max mode.

That results in somewhat stabby braking, but those banquet dish-sized front discs and red Brembo calipers up front are fully capable of bringing Escalade-V out of orbit, so that’s reassuring.

Fuel consumption is as expected, ranging between about 11 miles per gallon (mpg) and an unlikely 28 mpg I got coming back into Denver; the EPA sticker suggests you will spend $13,000 more on gas over a five-year period than an average car, and get 16 highway mpg.

Sí: The Escalade-V delivers on its promise of unmatched performance in its segment.

No: For the price, the Escalade-V doesn’t set itself apart from its more affordable full-size siblings offered by GM.

Andy Stonehouse is a guest contributor to Latino Traffic Report and a freelance automotive journalist based in Lakewood, Colorado. All photos are stock, not as-tested, and feature European models.

 

 

 

 

 

 

 

Car Review: 2022 BMW 2-, 4-, and 5-Series

 BMW, Reviews  Comments Off on Car Review: 2022 BMW 2-, 4-, and 5-Series
Dec 312022
 

M440i XDrive Gran Coupe

By Andy Stonehouse

BMW sedans might seem best suited for more warm/dry-weather, but the proliferation of xDrive all-wheel-drive (AWD) systems on many of them does provide excellent versatility for anyone needing mountain and wintry use. I keep asking for more of BMW’s X-model SUVs to test but in the meantime, here’s everything you ever wanted to know about their sometimes bewilderingly expansive world of two- and four-door cars. At least it’s not as complicated as the Mercedes-Benz catalog.

BMW M2 two-door coupe.

Doing this numerically, the tour begins with the new BMW 2-Series, a diminutive but striking model that looks perhaps a bit like a slightly larger Subaru BRZ, but does not behave (or cost) anywhere near that recently renewed, low-priced sports machine.

I had two performance variants of the petite 2-Series, the very exclusive and utterly fantastic/terrifying M2 CS edition ($95,545), and a more grounded but still enthusiastic M240i xDrive ($57,295). The very small two-door M2 edition (rifghr)  included a 3.0-liter inline-six, twin-turbo with 444 horsepower, hellaciously wide race tires, gold 19-inch wheels, and $8,500 carbon ceramic brakes, plus a real six-speed manual transmission.

M240i in purple and white

The M2 was frankly so vivid and vicious and outright scary that I saved my drives for a single late-summer jaunt up the winding highway to Colorado’s 14,000-foot-plus Mt. Evans, cramming myself into the race seats and experiencing race-car-level hilarity that rivaled the output of $150,000 supercars.

The level of structural rigidity makes M2 the antithesis of a

commuter’s delight—or any all-season practicality—but a layer of Alcantara trim on pretty much every seating and elbow/wheel surface does lighten up the feel of what really is a track-centered machine. If that’s what you desire, the M2 CS delivers.

The M240i, by comparison, behaved more like a traditional small car, although it is not slouchy in any way, compared to its race-car edition. The 3.0-liter here still produces 382 horsepower and with metallic purple and red paint jobs as options, it’s one very striking little coupe. Mine was a more sedate Mineral White but the M-level trim here included such details as white, blue, and red digitized bursts printed on the insides of the ultra-contoured doors, plus sporty 19-inch wheels and sport brakes.

BMW 430i

I cruised all the way from Northern Colorado to Pueblo one snowy morning and the M240i’s xDrive AWD system and some real winter tires made it seem like a safe and pleasant experience, and plenty fast when you want it to be. Simply do not plan to ever access those tiny rear seats, and be prepared to continually rest your left knee against the door panel on longer trips.

There has been an understandably polarized reaction to BMW’s 4-Series automobiles and their very unconventional front looks and gawd-awful gigantic nostrils (grille), but that didn’t stop me from driving 760 miles from Denver to Santa Fe, New Mexico, and back, and enjoying the ride in the hardtop, xDrive version of the 430i.

Yes, strange men did frequently yell at the car in the parking lot (maybe that’s a New Mexico thing), but the $60,520 coupe was often the classiest car in the county. While it lacked the pure cataclysm of power found in other models, I also got a real 42 miles per gallon (mpg) over my entire trip, and had to be just a tad more vigilant while doing two-lane passing jobs.

A somewhat more practical and perhaps less visually divisive version of the 4-Series, the quasi-hatchback M440i Gran Coupe model ($67,520) seemed like an entirely different animal, though that vexing, digitized calamity of a grille remains. It comes with a 3.0-liter turbo tuned to 382 horsepower, like the M240i, but the additional real estate here, including a full-sized back seat and almost SUV-styled storage in the rear, makes it feel like a much more substantial kind of deal. The most surprising thing is how competently this fuller 4-Series behaves, with an elegant, upscale expansion of the 3-Series package, including bits like ultra-aerodynamic side mirrors, beautiful highlight-painted wheels, and performance brake calipers. That cut and curved rear roofline does eat into rear visibility.

Finally, after a sea of somewhat smaller options, the grandeur and the style of the 540i xDrive sedan ($77,935) truly stands out. Power here is right in the middle, with 335 horsepower and standard light-hybrid boost from a 48-volt electrical system, but I was impressed by the 34 mpg I generated and the vehicle’s responsiveness.

M540i

It definitely felt like a whole different class of car after those New Mexico miles in the basic 4-Series, with a more spacious and nuanced experience accentuated by optional roll stabilization and dynamic damper controls. Anything constrained or squeezed in the smaller models gets the fuller treatment here, including the talk-to-me Intelligent Personal Assistant system on the gloriously wide and bright navigation display.

If you feel a little cheated on the power but love the space, the new M5 packs 600 horsepower. Let us save that for summertime.

Si: If you want responsivity and sport appeal, BMW’s M family still reigns supreme, with upgrades available at almost every size in the car (and SUV) family.

No: Base price is pretty much a non-concept with BMW; unlike Kia, your list of options and add-ons, some not that exotic, can dramatically boost the cost of any Bimmer.

Andy Stonehouse is a guest contributor to Latino Traffic Report and a freelance automotive journalist based in Lakewood, Colorado. All photos are stock, not as-tested, and feature European models.

SUV Reviews: Ford Bronco Sport, Badlands, and Everglades

 Ford, Reviews  Comments Off on SUV Reviews: Ford Bronco Sport, Badlands, and Everglades
Dec 162022
 

Bronco Badlands.

Reintroduced in 2021, the Bronco’s return to Ford’s lineup had been eagerly anticipated since it was last seen in 1996. Latino Traffic Report had the opportunity to test drive three Bronco models—the Badlands, the Sport, and most recently, the Everglades. Each midsize SUV had a different buyer in mind, but they also had a lot in common including the ability to turn heads.

Bronco Sport.

For starters, the new Broncos sport a striking exterior, though the circular headlights do borrow a little from the Toyota FJ Cruiser. The four-door versions (Sport and Everglades) were much easier to climb in and out of, while getting to the back seat on the two-door Badlands was nearly impossible— it’s definitely a younger person’s vehicle.

Both models begged to be taken off-road to engage the Terrain Management System with

Goes Over Any Type of Terrain or G.O.A.T. that includes seven driver-selectable modes from Normal to Rock Crawl for off-road driving

Bronco Everglades.

Off-roaders in swampier climates, will appreciate the Everglades, hence the name, the latest edition to the Bronco lineup, which was built with wet conditions in mind. It comes with an interior that allows for easy cleaning with vinyl seats and rubber floormates, a factory installed snorkel, and 35-inch tires. For those who don’t have the opportunity to test the off-road capability, street cruising can still be fun, supported by Ford’s super comfortable seating.

The Sport test model came with an appealing two-tone green and gray felt upholstery, an attractive digital display, a user-friendly infotainment system, a power moonroof, and seating for five. The Badlands test model came with black vinyl seats with leather trim, the available 12-inch touchscreen infotainment in the center stack paired with SYNC 4 system with voice recognition, and 360-degree camera.

A 2.0-liter EcoBoost engine with 250 horsepower and 277 lb.–ft. of torque and matched to an eight-speed automatic transmission powered the Sport and earned an average fuel economy of 23 miles per gallon. The Badlands and Everglades models were powered by a 2.3-liter EcoBoost inline four-cylinder engine with 275 horsepower and 315 lb.-ft. torque, matched to a seven-speed manual transmission on the Badlands and a ten-speed automatic transmission on the Everglades. The Badlands achieved an average mpg of 20.7 and the Everglades 15.8 mpg.

Hecho at Ford’s Hermosillo, Mexico plant, pricing for the 2022 Bronco starts at $31,055.

The As-tested MSRP for the Bronco Badlands and Sport was $52,060 and $56,240 for the Everglades.

Sí: True to its off-road heritage, the Bronco will not disappoint its fans, old or new.

No: The Bronco Badlands limits access to the back seats and fuel economy is nothing to boast about for any model.