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The Review Garage

Rating the best and worst in cars, SUVs, trucks, motorcycles, tools and accessories.

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Frank A. Aukofer

2020 Nissan Titan SL Crew Cab: A DriveWays Review…

by Frank A. Aukofer

Pickup trucks, especially those that are similar to the 2020 Nissan Titan SL 4X4 Crew Cab, are as much a phenomenon as utilitarian work vehicles.

Think about it. How often do you see a pickup loaded with furniture, cabbages, appliances or potted palm trees? And how often do you see empty pickups with only the driver threading his or her way through urban rush-hour traffic?

2020 Nissan TITAN SL

Of course, much depends on where you live. If you’re commuting in a big city, the pickups you see are likely substituting for the subway or bus. If you live in a rural area in Texas or the Central Valley in California, you’re likely to see them loaded with hay, cabbages or lettuce.

Americans love pickups. Around the world, they are small work trucks for people who need to haul stuff and can afford something more than a skinny-tired motorcycle on crowded streets, piled high with goods—and maybe even mom and one of the kids.

2020 Nissan TITAN SL

In the U.S., pickups are mostly giant vehicles that can carry a ton of cargo and tow motor homes or boats on trailers. They are undeniably popular with buyers, many of whom have no real need to haul trash to the dump or sod for the back yard. They are often family cars used occasionally to haul lawn chairs and kayaks to the beach.

In 2019, a banner year for motor vehicle sales, Americans bought 17,108,156 cars, pickups, SUVs, crossovers, vans and assorted specialty vehicles. Of that number, six full-size pickup nameplates accounted for 2,550,659 sales — or 14.9% of the total.

2020 Nissan TITAN SL

Leading the exclusive pack of six, as it has for nearly 40 years, was the Ford F-Series with 896,526 sales. It was followed by Ram at 703,023, Chevrolet Silverado at 575,600, GMC with 232,323, Toyota Tundra at 111,673 and the subject here, the Nissan Titan with 31,514.

Note that the sales statistics include all versions of a particular pickup. For example, the Ford F-Series includes the light duty F-150 as well as Super Duty models F-250, F-350 and F-450. The same goes for the other nameplates.

2020 Nissan TITAN SL

Unless you are a pickup enthusiast, you might scratch your head over why a buyer might choose a Chevy Silverado 1500 or Ford F-150 over the Nissan Titan SL that is the subject here. After all, they’re all about the same size with plenty of power — in the Titan’s case a 400-hp, 5.6-liter V8 engine that makes 413 lb-ft of torque.

The Titan is 19 feet long with four doors and 98 cubic feet of passenger space, along with a payload rating of 1,697 lbs and the capability to tow 9,240 lbs, according to Nissan’s specifications.

2020 Nissan TITAN SL

Competing pickups obviously can match or exceed that so perhaps the clincher has to do with price. The Titan is not particularly cheap, with a sticker price of $61,160. But the tester was the top-of-the-line SL with four-wheel drive and options that would do justice to a luxury car, including such items as automatic emergency braking, adaptive cruise control, Nissan’s comfortable “zero gravity” seats, dual-zone automatic climate control, panoramic sunroof, around-view rear camera, memory settings for the power seats and steering wheel, blind-spot warning, SXM satellite radio, and Apple CarPlay, Android Auto and Bluetooth connectivity, among others.

The interior was as luxurious as it was accommodating, with perforated leather upholstery and wood grain trim. The back seat offered generous room for three with a center-rear seat that was almost as comfortable as the outboards.

2020 Nissan TITAN SL

So the question might be: Why does the Nissan Titan sit in sixth place among full-size pickup trucks with sales in five digits, way behind the other brands? There are many reasons, but a prominent one is loyalty. U.S. pickup buyers are notoriously loyal to their chosen brands.

Still, to some non-pickup people, pickups are basically alike. They all do pretty much the same thing, so there’s little reason not to shop around and pick what suits you, never mind that your family has always driven GMCs or Rams.

The tested Titan, driven empty, had the choppy ride typical of heavy-load carrying pickups. But it cruised nicely at freeway speeds, with only the muted drone of its mighty V8 engine. The nine-speed automatic transmission shifted easily and the Titan’s handling, even on curving roads, was capable and secure — as long as you didn’t go too fast.

2020 Nissan TITAN SL

Specifications

  • Model: 2020 Nissan Titan SL 4X4 Crew Cab four-door pickup truck.
  • Engine: 5.6-liter V8; 400 hp, 413 lb-ft torque.
  • Transmission: Nine-speed automatic with four-wheel drive and two-speed transfer case.
  • Overall length: 19 feet.
  • Height: 6 feet 4 inches.
  • EPA/SAE passenger/cargo volume: 98/47 cubic feet (estimated).
  • Weight: 5,603 pounds.
  • Payload: 1,697 pounds.
  • Towing capability: 9,240 pounds.
  • EPA city/highway/combined fuel consumption: 15/21/18 mpg. Premium fuel required.
  • Base price, including destination charge: $58,785.
  • Price as tested: $61,160.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2020 Nissan TITAN SL

Photos (c) Nissan

2020 Genesis G90 RWD 5.0 Ultimate: A DriveWays Review…

by Frank A. Aukofer

A knowledgeable onetime editor of automobile reviews thought the 2020 Genesis G90 “looks like a Chrysler.”

That person shall remain nameless, having actually mentored a famous reviewer, who sadly is not among us any more but who learned the craft from the editor, now retired.

Front 3q Left Static

It can be viewed as a tribute to the infant Genesis brand, to be thought of in the same breath as some of the famed Chrysler and Imperial models of yore, which were right up there in prestige with Lincoln, Duesenberg and Cadillac in the homeland.

The Genesis G90 follows a modern trend in which popular automobiles have spun off their own luxury brands, taking the good will the manufacturers have developed from providing interesting, reliable and even exciting cars and developing new models to command higher prices and prestige.

Genesis G90

Photo: James Lipman

Prominent in this concept are Japan’s Lexus, the luxury brand of Toyota, and Acura, gestated from Honda. In an earlier era, Ford begat Mercury and Lincoln, and now we have used-to-be humble Hyundai beguiling us with Genesis.

It’s just getting started. Originally introduced as the top-line Hyundai Equus from the South Korean manufacturer, the G90 became the pinnacle of a separate luxury brand in 2017. It is now on its way to becoming its own special entity with a lineup of premium sedans and upcoming crossover sport utility vehicles. Up first is the 2021 Genesis GV80 later this year.

Genesis G90

Photo: James Lipman

For now, the G90 stands as the flagship, offering the performance, luxury orientation and reputation as established marques that include Mercedes-Benz, Lexus,  BMW, Jaguar, Acura, Audi, Cadillac, Lincoln and even Volvo — but with the South Korean basic principle of offering more bang for the bucks.

Sure, if keeping up with and exceeding the Joneses at snazzy cocktail  parties is your thing, prattling on about owning a Genesis G90 will not score as many conversational points as talking about your daily driver with the Mercedes three-pointed star or the leaping Jaguar on the hood.

Genesis G90

Photo: James Lipman

The Genesis G90, as of now, doesn’t have that sort of panache. But if you’re in interested in a slick, smooth luxury car and you are without unlimited financial resources, you can substitute — in your psyche, at least — a G90 for that BMW 7-Series or Mercedes S-Class and pocket about 20 grand in savings.

The best part, except for the status that goes with the blue and white spinning propeller or the three-pointed star, is you won’t be short-changed from the feel behind the wheel. The G90 is as capable as any sedan in the large luxury class, with all the accouterments you might specify.

Genesis G90

Photo: James Lipman

The tested Genesis G90 RWD 5.0 Ultimate four-door comes with a velvety 420-hp, 5.0-liter V8 engine that delivers 383 lb-ft of torque. The power gets to the rear wheels through an eight-speed automatic transmission. Also available is a turbocharged 3.3-liter V6 with 365 hp. All-wheel drive is an option with either engine.

The G90, with its imposing new grille, is an inch more than 17 feet long with 113 cubic feet of space for passengers and a trunk of 17 cubic feet. City/highway/combined fuel economy of 16/24/19 mpg is not outstanding but, hey, this is a luxury car, not a Chevy Spark.

Genesis G90

Photo: James Lipman

With luxury cars, it’s about feedback and ambiance. The Genesis G90 communicates tactile sensations from the steering wheel that is characteristic of premium sedans. It’s also mausoleum silent in highway cruising, nearly as quiet as an electric, though there’s some muted growl under hard acceleration.

The ride is creamy but controlled and the handling on curving roads is competent and confidence inspiring. But don’t mistake the G90 for a sports sedan. Its forte is sedate motoring, even at extra-legal speeds.

Genesis G90

Photo: James Lipman

The G90 Ultimate is set up for maximum comfort and serenity for four. Surroundings are done up with premium wood trim and soft, perforated leather seats with heating and cooling all around. In back, the outboard passengers get sun shades on the windows and power seat adjustments, along with infotainment screens mounted on the front seatbacks.

The center armrest in back houses climate and other controls, and can be tucked up to accommodate a fifth unfortunate passenger, who gets relegated to a hard, uncomfortable perch. There are seatbelts and headrests for three persons in back, as well as a pass-through into the trunk for skis or other long objects.

The suggested price for the G90 Ultimate came to $76,695, not for everybody — but in this snooty class it’s a bargain.

Genesis G90

Photo: James Lipman

Specifications

  • Model: 2020 Genesis G90 RWD 5.0 Ultimate four-door sedan.
  • Engine: 5.0-liter V8; 420 hp, 383 lb-ft torque.
  • Transmission: Eight-speed automatic with rear-wheel drive.
  • Overall length: 17 feet 1 inch.
  • EPA/SAE passenger/trunk volume: 113/16 cubic feet.
  • Weight: 4,850 pounds.
  • EPA city/highway/combined fuel consumption: 16/24/19 mpg.
  • Base price, including destination charge: $76,695.
  • Price as tested: $76,695.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Genesis G90

Photo: James Lipman

Photos (c) Genesis

2020 Ford F-250 4X4 Diesel: A DriveWays Review…

by Frank A. Aukofer

So they say you’re not a real pickup truck person unless the $72,955  price tag  on the Ford F-250 Super Duty doesn’t faze you — even the $10,495 extra for the 6.7-liter turbo diesel engine.

Pickup fans are special, not like the rest of us, and many dote on oil-burning compression-ignition engines because of the torque, which translates into ginormous power. The Ford F-250 Super Duty’s V8 diesel conjures 1,050 lb-ft of the stuff, likely enough to pull down your grandfather’s barn or uproot that oak tree in the front yard.

2020 F-250 King Ranch

On the tested Crew Cab pickup, the torque, along with 475 hp, makes its way to all four wheels — if you wish — through a lusty 10-speed automatic transmission. A transfer case allows you to select two-wheel drive or even low range four-wheel drive for maximum grunt in the boonies.

You likely wouldn’t want to test your diesel F-250 in some trackless terrain, however, because it is one huge mother. Despite its 8.5 inches of ground clearance, this cookie is nearly 21 feet long and as tall as an NBA point guard, with all that implies for getting hung up on a rocky hump somewhere. Make sure you have a chase vehicle — a Land Rover Defender or Jeep Wrangler diesel.

2020 F-250 King Ranch

They would be there for minor repairs — changing a tire or refreshing the SXM satellite radio. But forget dragging it out of the muck or riprap. It weighs 6,568 pounds — and that’s empty — and though you probably wouldn’t venture off-road with a load of up to 7,850 lbs, it would be daunting. Maybe try a lift out with a CH-53K chopper from the U.S. Marine Corps, which can carry four Humvees.

No. The F-250 Super Duty likely will find its niche somewhere else, perhaps providing bragging rights at the local truckers’ saloon, or hauling some rich guy’s $300,000 Sea Ray fishing boat to the local marina for an afternoon of grouper fishing with the guys and gals from the corporate Presidents’ Club.

2020 F-250 King Ranch

For some, it likely will be all about image and a certain amount of practicality. The F-250, for all of its capabilities, can function as a family conveyance — as long as the parents and kids can handle the climb up into the cab. Don’t bother bringing the oldsters unless you’re willing to shoulder-boost their fannies.

Once inside, things get commodious. Unlike luxury cars, with their bulbous floor humps, the F-250 has a flat floor, especially important in back, where there are three actual comfortable seats with airy head room and plenty of stretch-out space for knees. Up front, the driver and passenger are similarly accommodated, with a smartly designed console that likely could accommodate a newborn calf but more likely a laptop and a box of decent Dominican cigars for rest stops.

6.7L Power Stroke diesel V8 third-gen

Except for some bouncing around from the choppy ride when empty, the Super Duty F-250 will carry five of you to the beach house in North Carolina’s Outer Banks, with everything you need or want tucked safely away in the cargo box, protected if you’re smart by the old shower  curtains in case of rain — or a custom bed cover if that’s your preference.

On the road, despite its bulk, the Super Duty cruises without curious behavior. There’s some drone from the diesel engine but not as much as you might expect. It tracks cleanly in a straight line and, if you don’t get silly about chasing Mazda MX-5 Miatas or Toyota Supras, handles curves without anxiety.

10-Speed Transmission

You won’t get killed at the gas pumps. Diesel engjnes are way more economical than our usual gasoline chuggers. Though the government doesn’t require economy numbers for machines in the F-250’s class, a test run of city, freeway and twisting roads for this review showed 18.5 mpg.

Though it’s a puzzle to many automobile enthusiasts, who value performance — and especially the tactile handling of sports-oriented roadsters, sedans, GTs and super cars — pickup trucks have much to recommend them.

Sure, they’re big, ponderous, usually thirsty and, by car standards, crude and clunky. But they obviously have a place in the automotive firmament, especially in the United States, their birthplace and nationality. Like Ford’s Super Duty F-250 4X4 Crew Cab pickup truck, they deserve their place, regardless of whether some of us get it.

2020 F-250 King Ranch

Specifications

  • Model: 2020 Ford Super Duty F-250 4X4 Crew Cab pickup truck.
  • Engine: 6.7-liter V8 diesel, turbocharged; 475 hp, 1,050 lb-ft torque.
  • Transmission: 10-speed automatic with four-wheel drive high and low range.
  • Overall length: 20 feet 10 inches.
  • Height: 6 feet 10 inches.
  • Ground clearance: 8.5 inches.
  • EPA/SAE passenger/cargo volume: 132/65 cubic feet.
  • Weight: 6,568 lbs.
  • Payload: Maximum 7,850 lbs.
  • Towing capability: 24,200 to 37,000 lbs., depending on equipment.
  • Combined city/highway fuel consumption (observed): 18.5 mpg.
  • Base price, including destination charge: $53,710.
  • Price as tested: $72,955.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2020 F-250

Photos (c) Ford

2020 Hyundai Kona EV Ultimate: A DriveWays Review…

by Frank A. Aukofer

As electric vehicles go in 2020, the Hyundai Kona motors at or near the front of the pack.

The Kona EV is a small crossover sport utility vehicle, similar in many respects to the Kia Niro, no surprise because Hyundai owns almost one-third of Kia and the South Korean sister companies share engines and transmissions, though they do their own styling, other engineering and tuning.

Large-37051-2020KonaElectric

The Hyundai engineers have squeezed about as much power and range as possible from the Kona’s electric motor, which makes 201 hp and 291 lb-ft of torque, sent directly to the front wheels. There’s no need for the torque multiplication of a conventional automatic transmission because electric motors deliver maximum torque the instant they are switched on.

Unlike Kona gasoline-engine models, the EV comes only with front-wheel drive. All-wheel drive is not available. Still, independent tests have demonstrated that the EV is slightly quicker off the line than the Kona with the 175-hp, 1.6-liter turbocharged four-cylinder gasoline engine.

Large-37020-2020KonaElectric

With a base curb weight of 3,750 lbs, that amount of power enables the Kona to scamper to 60 mph in the six-second range — not bad for what is described as a subcompact sport ute that has interior space of 111 cubic feet. That’s as much as a midsize sedan, though the back seat has a shortage of knee room.

Moreover, it is stingy with natural resources. With no fossil fuels directly involved — the electricity comes off the same grid as the juice that feeds your TV set and kitchen range — the Kona EV is rated by the Environmental Protection Agency as equivalent to 132 mpg fuel economy. And that’s around town. On the highway, the so-called MPGe is 108 and overall the happy owner gets 120 MPGe.

Large-37031-2020KonaElectric

Better yet, this little scooter is a joy to drive. The 64 kW hour battery pack, which enables an advertised range of 258 miles on a charge, is located under the floor. The lower center of gravity makes for a more stable set around curves, though the weight and suspension tuning makes for a choppy ride on rough surfaces. Of course, the Kona is blissfully silent at any speed.

Part of the reason for the decent range is an aggressive regenerative braking system. When the driver lifts off the throttle, the Kona immediately slows down, feeling as if the brakes had been applied. The energy produced goes right into the battery pack.

Large-36970-2020KonaElectric

The driver can control the system’s regeneration with paddles on the steering wheel, to the point where so-called one-pedal driving is possible. Much like the BMW i3, the Kona can be carefully driven without ever using the brake pedal.

There are three selectable drive modes: normal, sport and eco. Normal enhances the regenerative braking and eco shuts down some systems like the heating and air conditioning to extend battery life. Sport puts more power on tap, similar to higher engine revs on a gasoline-engine vehicle.

Large-36989-2020KonaElectric

Though there’s an onboard charger and a cord to plug into a standard 110-volt household outlet, it’s not anybody’s first choice because it would take a couple of days to get a full charge from a depleted battery pack. Better to use a 240-volt Level 2 charger at home, which can do the trick in about 9.5 hours overnight. If you have access to a commercial Level 3 DC charger, you can top up the Kona’s battery pack in about an hour.
Kona EV prices start at $38,310, including the destination charge, for the SEL trim level. Others are the Limited, at $42,920 and the top-line Ultimate, tested here, at $46,520. All versions get automatic emergency braking with pedestrian detection and lane departure warning with lane keeping assist.

Large-36961-2020KonaElectric

The Ultimate also came with blind-spot warning, rear cross traffic collision alert, DC fast charging capability, navigation system, SXM satellite and HD radio, head-up display, leather upholstery, heated and ventilated front seats, motorized glass sunroof, adaptive cruise control with stop and go, Apple Car Play and Android Auto connectivity, LED lighting and rain-sensing windshield wipers.

In the current panoply of electric sedans and crossovers, the Kona EV stands out in a group that includes the Nissan Leaf, Chevrolet Bolt and, of course, its garage-mate Kia Niro. But it also looks capable against  such higher-priced machines as the Jaguar E-Pace, Audi E-Tron and even the Tesla Model 3.

Large-36979-2020KonaElectric

Specifications

  • Model: 2020 Hyundai Kona Electric Ultimate four-door crossover sport utility vehicle.
  • Motor: 356-volt electric; 201 hp, 291 lb-ft torque.
  • Transmission: Single-speed direct drive automatic with front-wheel drive.
  • Overall length: 13 feet 9 inches.
  • Height: 5 feet 1 inch.
  • EPA/SAE passenger/cargo volume: 92/19 cubic feet.
  • Weight: 3,750 lbs.
  • EPA Miles Per Gallon Equivalent city/highway/combined fuel consumption: 132/108/120 MPGe.
  • Advertised range: 258 miles.
  • Base price, including destination charge: $46,295.
  • Price as tested: $46,430.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Large-36981-2020KonaElectricPhotos (c) Hyundai

2020 Jeep Gladiator Mojave, Renegade Trailhawk 4X4: A DriveWays Review…

by Frank A. Aukofer

This is a tale of two Jeeps: The flyover model and the Italian Job. Former is the new Gladiator Mojave pickup truck, tricked out to validate those videos showing Jeeps launched airborne off sand dunes; the latter is the Renegade Trailhawk, a small crossover sport utility vehicle with modest off-road credentials.

2020 Jeep® Gladiator Mojave

That they are both Jeeps, with what that implies, goes without saying. The vehicles, which date back to World War II, have maintained their reputations as solid, go-anywhere military and civilian machines that can handle almost any terrain anywhere. Jeep now is a division of Fiat Chrysler Automobiles (FCA).

The decision to squish two Jeeps into one DriveWays review happens because of circumstances. In the case of the Renegade Trailhawk, which is assembled at a Fiat factory in Melifi, Italy, and uses 63% Italian parts — hence the Italian Job moniker — there have been few changes since the 2019 model year.

2020 Jeep® Renegade Trailhawk

It uses the same 1.3-liter turbocharged four-cylinder engine, which delivers 177 hp and 210 lb-ft of torque to all four wheels through a nine-speed automatic transmission. The Renegade’s underpinnings are similar to that of the less capable Fiat 500X.

On the road, the Renegade Trailhawk is not particularly fast though noisy under hard acceleration. Like almost all Jeeps, it has a choppy ride. The handling, however, is reasonably competent because of its small size.

2020 Jeep® Renegade Trailhawk

Unlike some other Renegade models, the Trailhawk is “Trail Rated,” meaning it comes with off-road equipment, including all-terrain tires, skid plates and a two-speed transfer case for the four-wheel drive. There’s also hill descent control, and four selectable driving modes: automatic, snow, sand, mud and rock.

2020 Jeep® Renegade

If you plan to drive mostly on paved roads, there are other choices in small crossovers, including Renegades that are not trail rated. Among them: Kia Seltos, Hyundai Kona, Mazda CX-30, Nissan Kicks, Toyota C-HR and Honda HR-V.

The Renegade starts at $23,770, including the destination charge. The tested Trailhawk model started at $29,290 and, with options, had a  sticker of $35,770.

*    *   *

At the other end of the spectrum in this evaluation is the Gladiator Mojave 4X4, a new version of the Jeep pickup truck. It is a sort of evil twin of the Gladiator Rubicon, which is designed for serious off-road duty like that found on the famed Rubicon trail in the Sierra Nevada Mountains of California and Nevada, traversed by all manner of Land Rovers, Jeeps and trucks with four-wheel drive.

 

2020 Jeep® Gladiator Mojave

The entry-level Gladiator pickup, with a six-speed manual gearbox,  was previously featured in a DriveWays review, and the new Mojave shares many parts and features with that machine. It uses the same 3.6-liter V6 engine with 285 hp and 260 lb-ft of torque and an eight-speed automatic transmission with a two-speed transfer case. However, the Mohave is a higher trim level, more akin to the Rubicon. The base Gladiator with the six-speed manual gearbox had a base price of $35,040 and, as tested, came to $36,330. The Mojave model tested here had a base price of $45,370 and, with many options, climbed to $61,795.

2020 Jeep® Gladiator Mojave

Traditional off-roading is mostly done in tough terrain like the Rubicon trail at walking speed, challenging driver skills and vehicle capabilities. But you’d hardly know it to witness some advertising videos, which often show four-wheel-drive vehicles racing at high speeds around desert locales like Mexico’s Baja California.

2020 Jeep® Gladiator – interior

Those machines are often modified. But the new Gladiator Mojave was specifically designed for that sort of off-road duty. It has some of the same equipment as the Rubicon model, and adds a beefed up frame as well as stronger shock absorbers and suspension system parts. Though it can do some of the same rock crawling as the Rubicon model, it can manage higher speeds through rough outback.

2020 Jeep® Gladiator – interior

There was no opportunity to evaluate those Mojave bones. The  introduction in the California desert between Ocotillo Wells and Borrego Springs was canceled because of the Covid-19 pandemic. So for now the focus is on pavement performance.

2020 Jeep® Gladiator 3.6 Liter Pentastar V-6 engine

It has the typical choppy Jeep ride and, with solid axles front and rear, the Mojave requires frequent steering corrections on straight-line roads. But its heft, stiff suspension and fat tires keep it tracking well on curves, though you wouldn’t want to be chasing Porsches or Corvette Stingrays.

But they wouldn’t want to chase the Mojave at the beach either.

2020 Jeep® Gladiator Mojave

Specifications

  • Model: 2020 Jeep Gladiator Mojave four-door pickup truck.
  • Engine: 3.6-liter V6; 285 hp, 260 lb-ft torque.
  • Transmission: Eight-speed automatic with four-wheel drive, two-speed transfer case and manually locking rear differential.
  • Overall length: 18 feet 2 inches.
  • Height: 6 feet 4 inches.
  • EPA/SAE passenger/cargo volume: 109/36 cubic feet.
  • Weight: 4,970 pounds.
  • Payload: 1,200 pounds.
  • Towing capability: 6,000 pounds.
  • EPA city/highway/combined fuel consumption: 17/22/19 mpg.
  • Base price, including destination charge: $45,370.
  • Price as tested: $61,795.

*    *   *

2020 Jeep® Renegade Trailhawk

  • Model: 2020 Jeep Renegade Trailhawk 4X4 four-door crossover sport utility vehicle.
  • Engine: 1.3-liter four-cylinder, turbocharged; 177 hp, 210 lb-ft torque.
  • Transmission: Nine-speed automatic.
  • Overall length: 13 feet 11 inches.
  • Height: 5 feet 6 inches.
  • EPA/SAE passenger/cargo volume: 100/19 cubic feet.
  • Weight: 3,320 pounds.
  • Towing capability: 2,000 pounds.
  • EPA city/highway/combined fuel consumption: 22/27/24 mpg.
  • Base price, including destination charge: $29,290.
  • Price as tested: $35,770.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2020 Jeep® Gladiator Mojave

Photos (c) Jeep

2020 Honda CR-V Hybrid Touring: A DriveWays Review…

by Frank A. Aukofer

The Honda CR-V has had an enviable run for nearly a quarter of a century as a premier crossover sport utility vehicle. But the 2020 CR-V Hybrid, the first time it has arrived with gasoline-electric power, contends as the best ever.

Though it has slipped over the last three years in its annual sales battle with the Toyota RAV4, also a compact crossover SUV, Honda has sold more than five million CR-Vs in the US since its introduction in 1997. Toyota had a head start in 1996, but through 2019 the RAV 4 came up short of the CR-V with 4.2 million sales.

2020 Honda CR-V Hybrid

The RAV4 also started with a hybrid power train in 2015, which boosted sales considerably. Now, with electrification the buzz word everywhere in the vehicle industry, the CR-V should get a boost as well.

With all-wheel drive, the CR-V Hybrid uses a hybrid system similar to that on the front-drive Honda Accord. It consists of a 2.0-liter gasoline engine that delivers 143 hp and 129 lb-ft of torque connected to an electric motor. Another electric motor connects to the rear differential. Combined, the three power sources make 212 hp and 232 lb-ft of torque.

2020 Honda CR-V Hybrid

Though the primary reason for a hybrid is fuel economy, this Honda system also gives solid performance — more than any other model in the CR-V lineup. The zero-to-60-mph acceleration time is in the seven-second range, but it feels faster.

It is an amiable companion in any driving situation. With good insulation and noise-canceling technology, it’s quiet on the highway, with the substantial road feel of a more expensive performance SUV. It is responsive to steering inputs and tracks capably on curving roads.

2020 Honda CR-V Hybrid

There are three selectable drive modes: Sport, Econ and EV. The last, pure electric drive, is not often available — and then only for a few miles when the battery pack gets fully charged by the gasoline engine. Mostly, the hybrid system switches so seamlessly among the power sources that you’re barely aware that you’re driving a hybrid.

Sport mode is the most engaging. It tightens the suspension system and steering, giving up some ride quality but better overall feel. Econ slows things down but you can defeat some of that by simply flooring the brash pedal.

2020 Honda CR-V Hybrid

The downside of the hybrid power train is its battery location under the rear cargo floor. Though it doesn’t wipe out any cargo space, it eliminates space for the spare wheel and tire. Honda substitutes a so-called tire repair kit and roadside service. The kit might help with a leak but is useless for a blowout.

There are four hybrid trim levels, starting with the LX, priced at $28,870, and followed by the EX at $31,380, EX-L which adds leather upholstery and a power tailgate. The top-of-the-line Touring tested here had a sticker price of $37,070. Prices include the destination charge.

2020 Honda CR-V Hybrid

All versions come equipped with Honda Sensing, a suite of active driver aids. They include collision warning, automatic emergency braking with pedestrian detection, adaptive cruise control, lane-keeping assist, blind spot warning and traffic-sign recognition.

The Touring CR-V Hybrid, in keeping with Honda’s tradition of avoiding long lists of options, comes as fully equipped as any buyer might want. Among the features: Dual-zone automatic climate control with air filtration, automatic walk-away locking, power tail gate, navigation system with voice recognition, premium audio with SXM satellite and HD radio, Apple Car Play and Android Auto, multi-view rear camera, Bluetooth connectivity, wireless smart phone charging, heated front seats and steering wheel, and motorized glass sunroof, among others.

2020 Honda CR-V Hybrid

Though classified as a compact crossover, the CR-V Hybrid has the interior space of a large sedan — a total of 136 cubic feet, or 16 more than the government’s definition of a large car at 120 cubic feet. Passenger space rivals that of a midsize car while the 33 cubic feet for cargo is way above any sedan.

There’s plenty of  elbow and knee room inside for five passengers, although as usual the poor soul in the center-rear space gets disrespected with a high perch and a hard cushion. Front seats and outboard rear seats, upholstered on the tested Touring in perforated leather, are well bolstered and supportive for long-distance drives.

Bottom line, there’s little question that this fully developed and sophisticated crossover enhances the CR-V’s already recognized reputation.

2020 Honda CR-V Hybrid

Specifications

  • Model: 2020 Honda CR-V Hybrid Touring four-door crossover sport utility vehicle.
  • Engine/motors: 2.0-liter four-cylinder gasoline, 143 hp, 129 lb-ft torque; two electric motors; combined 212 hp, 232 lb-ft torque. 1.4 kWh lithium-ion battery pack.
  • Transmission: Single-speed direct with all-wheel drive.
  • Overall length: 15 feet 2 inches.
  • Height: 5 feet 7 inches.
  • EPA/SAE passenger/cargo volume: 103/33 cubic feet.
  • Weight: 3,763 pounds.
  • EPA city/highway/combined fuel consumption: 40/35/38 mpg.
  • Base price, including destination charge: $37,070.
  • Price as tested: $37,070.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2020 Honda CR-V Hybrid

Photos (c) Honda

2020 Volkswagen Atlas Cross Sport 2.0 SE: A DriveWays Review…

by Frank A. Aukofer

The leaders at Volkswagen weren’t kidding when they tacked the “Sport” designation on the 2020 Atlas Cross Sport 2.0 SE.

Sure, it likely was dreamed up to boost sales of the company’s new midsize crossover sport utility vehicle. Throughout automotive history, the marketing gurus have worked to manipulate buyers’ brains into automatically applying certain attributes to their vehicles.

2020_Atlas_Cross_Sport_-_Tourmaline_Blue_-_SE_with_Technology-Large-10946Think Pontiac GTO, Dodge Hellcat, Ford Mustang Shelby GT, Chevrolet Corvette Stingray, Volkswagen Golf GTI, Honda Civic Si, Buick Grand National, Ford F-150 Raptor, Cadillac’s V models, Mercedes AMG, BMW M, Porsche Turbo and Subaru WRX STI, among others.

Mostly, the appellations denote actual performance. But sometimes they are simply slapped on in the middle of a model run to boost the inevitable lagging sales.

That’s not the case with the Atlas. It started out as a full-size, three row crossover sport utility vehicle that, for some families, could substitute for a minivan, though it is somewhat short on cargo space.

2020_Atlas_Cross_Sport_-_Tourmaline_Blue_-_SE_with_Technology-Large-10945Now Volkswagen has expanded the Atlas horizons with the Sport, which has an entirely different character from its three-row sibling and lives up to its “sport” designation.

It’s a midsize crossover SUV with 112 cubic feet of space for passengers in the first and second rows, with a generous cargo space of 40 cubic feet. Fold the seatbacks flat and the cargo area expands to 78 cubic feet, plenty to haul all the stuff for your kid’s freshman year in college.

You’d think that would satisfy a lot of customers. But VW also has infused this bulky crossover with performance bones. Though it is 16 feet 4 inches long, 5 feet 8 inches tall and weighs 4,228 pounds, it validates the old canard about “German feel” with responsive handling and a ride that won’t produce fatigue on a long trip.

2020_Atlas_Cross_Sport_-_Tourmaline_Blue_-_SE_with_Technology-Large-10951Belying its size, it attacks twisting roads with some of the aplomb of a sports sedan: capable 4Motion all-wheel drive and communicative steering with good feedback. Of course it’s no match for a Bullitt Mustang or a Mazda MX-5 Miata but it can hold its own with a host of other vehicles.

Power comes from a 2.0-liter four-cylinder engine with 235 hp and 258 lb-ft of torque, delivered through an eight-speed automatic transmission. City/highway/combined fuel economy of 18/23/20 mpg is not outstanding but that’s the tradeoff for the performance.

2020_Atlas_Cross_Sport-Large-10326The engine is turbocharged but you’d be hard-pressed to notice. There’s almost no turbo lag, although there is a hesitation if you use the idle stop-start system, which shuts down the engine at stoplights and then cranks it up when you take your foot off the brake. Fortunately, you can disable the stop-start with the touch of a button, as was the script for this review.

There also are driver selectable settings for different on- and off-road drive modes: Normal and snow, as well as off-road and off-road custom. Hill descent control is included for challenging boondocks courses.

2020_Atlas_Cross_Sport_-_Tourmaline_Blue_-_SE_with_Technology-Large-10937There’s no manual-shift mode for the automatic transmission — thus no steering-wheel paddle shifters — but it’s not needed. You can easily select “sport” instead of “drive” with the console mounted shifter and rocket off  with instant snap-shifts in the stoplight drag races simply by keeping your foot to the floor.

On the road, the Atlas Sport is mostly a quiet cruiser with enough engine drone to alert you to the power under the hood. The only time it gets annoying is when you hit the “max” button on the air conditioning. Then the engine and blower sounds become a racket that overpowers even loud audio.

2020_Atlas_Cross_Sport_-_Tourmaline_Blue_-_SE_with_Technology-Large-10935The Atlas Sport has a starting price of  $31,565, including the destination charge,18-inch aluminum-alloy wheels, full LED lighting, blind spot monitor, rear traffic alert, and Wi-Fi capability.

The test vehicle was a mid-level SE model with a technology package that included adaptive cruise control, forward emergency braking with pedestrian detection, wireless smart phone charging, park distance control, power lift gate and SXM satellite radio. Inside, the look leaned toward the austere, with perforated black leather upholstery and attractive gray faux wood trim.

But the price was reasonable, slightly more than  the average of a new car in this era. The base was $38,865, including the destination charge and, with an option of a special Aurora Red metallic paint job,  the bottom line sticker came to $39,495. It’s a decent hunk of a crossover for the money.

2020_Atlas_Cross_Sport_-_Tourmaline_Blue_-_SE_with_Technology-Large-10938Specifications

  • Model: 2020 Volkswagen Atlas Cross Sport 2.0 SE w/ Technology four-door crossover sport utility vehicle.
  • Engine: 2.0-liter four-cylinder, turbocharged; 235 hp, 258 lb-ft torque.
  • Transmission: Eight-speed automatic with 4Motion all-wheel drive.
  • Overall length: 16 feet 4 inches.
  • Height: 5 feet 8 inches.
  • EPA/SAE passenger/cargo volume: 112/40 cubic feet.
  • Weight: 4,288 pounds.
  • Towing capability: 2,000 pounds.
  • EPA city/highway/combined fuel consumption: 18/23/20 mpg.
  • Base price, including destination charge: $38,865.
  • Price as tested: $39,495.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2020_Atlas_Cross_Sport_-_Tourmaline_Blue_-_SE_with_Technology-Large-10933Photos (c) Volkswagen

2020 Acura MDX AWD A-Spec: A DriveWays Review…

by Frank A. Aukofer

To paraphrase Erasmus: in the land of multiplying bitty crossovers, the luxury 2020 Acura MDX still reigns.

Desiderius Erasmus, in the 15th or 16th century, famously wrote, “In the land of the blind, the one-eyed man is king.”

The maxim is interpreted to mean that even someone with limited abilities or opportunities can be dominant over and considered special by those who have fewer abilities and opportunities.

Front 3q Left WhiteIt is apt when considering the new MDX, and other luxury crossover SUVs, awash in a flood of subcompact, compact and midsize crossovers.

Many of the newer small crossovers have much to recommend them: low prices, practicality over any four-door sedan, good performance and handling, and decent fuel economy.

They are named Kicks, Corsair, GLA, C-HR, Venue, Enclave, QX-30, HR-V, Niro, Kona, X1, Renegade, Seltos, CX-3 and Trax, among others. Some are luxury; most are popular priced.

Front 3q Right RedAs good as most of them are, many buyers aspire to something bigger, more luxurious and comfortable, with better performance and, important to some, reputation and presence. Those sentiments are what gave rise to luxury crossovers — at a time when truck-based SUVs like the Ford Explorer and Jeep Wagoneer of the last century dominated what then was a tiny slice of the market.

Mercedes-Benz was the first to introduce a luxury SUV, the ML-320 in 1998, though then it was not a crossover but a proper body-on-frame hauler built like a truck. It was followed in short order by the Lexus RX and the Acura MDX, both built with unit-body construction like automobiles, which the ML-320 also morphed into. The MDX distinguished itself by starting out as the first three-row, seven-passenger crossover SUV.

DashIt remains that way in 2020 and fits the interpretation of the famed Erasmus admonition. It is not a perfect vehicle, meaning it has some limitations, but it has been dominant in the marketplace.

Acura brags that it was the retail sales champ among three-row luxury competitors in 2019, beating Lexus, Mercedes, BMW, Audi, Infiniti, Tesla and Volvo then and in every year since 2010. The claim gets some argument because it counts only sales to individual buyers and ignores fleet sales.

Nevertheless, Acura also says the MDX is the best selling three-row luxury SUV of all time, and has completed its eighth straight year of sales higher than 50,000.

Center ConsoleNo vehicle is perfect and the MDX A-Spec tested for this review is no exception, fitting the Erasmus definition of limited capabilities in some areas. The most obvious: It seats seven passengers, but only four of them comfortably.

The front bucket seats, done up in suede-like Alcantara cloth with leather trim, are supportive and comfortable for both long-distance cruising and challenging mountain curves. The same goes for the outboard rear seats.

Unaccountably, however, the center-rear seat, despite a flat floor, has a hard, uncompromising cushion that would be torture on a long trip. The second-row seats can be adjusted as much as five inches fore and aft, but there’s no way to divide the knee room to prove space for second- and third-row passengers.

2020 Acura MDX A-Spec

The third row is tiny, difficult to access for all but athletic youngsters, and without decent space for adults. So it’s best to think of the MDX as a two-row crossover with the third row folded to open a giant cargo area, usable mainly for extra passengers in emergencies.

So much for the MDX’s limited capabilities. In other respects, especially the driving experience, it is a superb performer despite its two-ton heft and length of 16 feet 4 inches.

WheelThere’s an old adage that says small vehicles should drive big and big vehicles drive small. The MDX, for all of its bulk, drives small. On curving roads, the MDX feels soft and flexible while also clipping corners with the composure of a smaller vehicle tuned for sporty handling.

Buttressing the handling is Acura’s integrated Dynamics System, which provides driver-adjustable settings for steering effort, throttle responses and, with SH-AWD (super-handling all-wheel drive), torque vectoring to tighten cornering. Settings are Comfort, Normal and Sport, but the differences are small and handling remains confident.

Under the hood lies Acura’s 3.5-liter V6 engine, as smooth a power plant as you can find anywhere. It makes 290 hp with 267 lb-ft of torque, or twisting force, delivered to Acura’s SH-AWD through a nine-speed automatic transmission with a manual shifting mode. It’s a personality any driver would embrace.

RearSpecifications

  • Model: 2020 Acura MDX AWD A-Spec four-door crossover sport utility vehicle.
  • Engine: 3.5-liter V6; 290 hp, 267 lb-ft torque.
  • Transmission: Nine-speed automatic with manual shift mode and all-wheel drive.
  • Overall length: 16 feet 4 inches.
  • Height: 5 feet 7 inches.
  • EPA/SAE passenger/cargo volume: 138/16 cubic feet.
  • Weight: 4,303 pounds.
  • Towing capability: 5,000 pounds.
  • EPA city/highway/combined fuel consumption: 19/25/21 mpg. Premium fuel.
  • Base price, including destination charge: $55,895.
  • Price as tested: $55,895.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Rear 3q Left WhitePhotos (c) Acura

2020 Mazda CX30 AWD: A DriveWays Review…

by Frank A. Aukofer

Not only does the all-new 2020 Mazda CX-30 get an extra digit in its model number, it apparently plugs a hole in the Mazda lineup that nobody noticed.

It slots in the Japanese manufacturer’s crossover sport utility vehicle lineup between the slightly smaller CX-3 and the slightly larger CX-5. The question is why. The answer lies somewhere among Mazda’s marketing mavens.

2020-Mazda-CX-30_001Consider: The CX-30 is 14 feet 5 inches long with 94 cubic feet of passenger volume and 20 cubic feet of cargo space.

The smaller CX-3 is five inches shorter, at 14 feet long, with about half the cargo space and eight cubic feet less for passengers: 86 cubic feet and 10-12 cubic feet for cargo, depending on the trim level.

The larger CX-5 is six inches longer than the CX-30, at 14 feet 11 inches long with 102 cubic feet of space for passengers and 31 cubic feet for stuff. We’ll see which of the three models buyers prefer.

2020-Mazda-CX-30_003The CX-30 also is a ‘tweener on engine power and fuel economy. In most respects, it resembles the Mazda3, which is built as a four-door hatchback or conventional four-door sedan. They share the same engine — a 186-hp, 2.5-liter four-cylinder with 186 lb-ft of torque, or twisting force.

If you’re the sporting type who likes manual gearboxes, your only choice is a front-drive Mazda3 Hatchback. The four-door comes only with the six-speed automatic transmission, the same as the all-wheel drive 3 hatchback and the CX-30.

With similar power, prices, appointments and underpinnings, both models fit Mazda’s current campaign to take its entire lineup more upscale. It shows in the CX-30’s interior, done up with quality materials and workmanship. The CX-30 has the same cargo space of 20 cubic feet as the 3 and just three cubic feet more for passengers.

2020-Mazda-CX-30_013The main difference between the two is the CX-30’s taller crossover profile, which is not a demerit. Its 5 feet 2 inch height doesn’t feel like it causes much perceptible disadvantage in ordinary handling. Curving roads are easily conquered with little body lean and good steering feedback.

At 2.5 liters, the engine is large for a four-cylinder. But it’s naturally aspirated, meaning no turbocharger, which in turn means no dreaded turbo lag, that hesitation while the turbo spools up after you mash the accelerator pedal.

Throttle response on the CX-30 is prompt, both off the line and in passing, with a zero to 60 miles an hour acceleration time in the seven-second range, almost the same as the 3 hatchback. The six-speed automatic transmission transfers the power to the wheels with no hiccups. If you don’t want to be shiftless, steering wheel paddles enable you to shift for yourself.

2020-Mazda-CX-30_004Freeway merging poses no problems and the CX-30 has long-distance comfort, although you have to put up with engine drone at cruising speeds. Though it’s not fatiguing, you always know the engine is working. It’s not unlike some European luxury cars, which always seem to announce the presence of an internal combustion power plant under the hood.

The front seats have good support and plenty of bolstering for spirited driving on curving mountain roads. The outboard back seats are similarly accommodating though a bit tight on space for anyone nearing six feet tall. As usual these days, the occasional passenger who gets exiled to the center-rear position is punished by a hard cushion, big floor hump and intrusion of the front console.

2020_Mazda_CX-30_Interior_11With front-wheel drive, the base CX-30 has a starting price of $22,945, including the destination charge. Tested for this review was the  premium all-wheel drive version. It had a starting price of $30,645 and, with options, a bottom-line sticker of $31,670.

Yet it was as well equipped as almost anyone would specify for new wheels. It included modern safety equipment: adaptive radar cruise control with stop and go, rear cross traffic alert, blind-spot warning, tire pressure monitoring and smart brake support with collision warning and pedestrian detection.

2020_Mazda_CX-30_Interior_5The smart brake support comes coupled with Mazda’s Distance Recognition Support System (DRSS) that displays the distance to the vehicle ahead. In addition, the system includes a warning alarm of the risk of a collision with the car ahead, helping a driver maintain a safe following distance.

There’s modern infotainment from Apple Car Play and Android Auto, navigation system, motorized glass sunroof, power rear lift gate, heated front seats, power driver’s seat with memory, and LED lighting.

2020_Mazda_CX-30_Interior_1Specifications

  • Model: 2020 Mazda CX30 AWD four-door crossover sport utility vehicle.
  • Engine: 2.5-liter four-cylinder; 186 hp, 186 lb-ft torque.
  • Transmission: Six-speed automatic with manual shift mode and all-wheel drive.
  • Overall length: 14 feet 5 inches.
  • Height: 5 feet 2 inches.
  • EPA/SAE passenger/cargo volume: 94/20 cubic feet.
  • Weight: 3,390 pounds.
  • EPA city/highway/combined fuel consumption: 25/32/27 mpg.
  • Base price, including destination charge: $30,645.
  • Price as tested: $31,670.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2020-Mazda-CX-30_005Photos (c) Mazda

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