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The Review Garage

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

2020 Toyota Prius is the Proto-Hybrid

by Jason Fogelson

As the automotive industry does its best to catch up, the 2020 Toyota Prius posts incremental improvements and additions. Prius has been the poster child for hybrid cars for over 20 years now, a beacon that identifies its owners as green and woke (and maybe a little self-congratulatory). Say what you will about image and perception, it’s hard to criticize the roomy, efficient Prius when it comes with an EPA rating of 52 mpg city/48 mpg highway/50 mpg combined when equipped with newly available (as of 2019) all-wheel drive.

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For 2020, Toyota has added more standard features to Prius, sweetening the pot. On the audio front, Apple CarPlay and Amazon Alexa have been added to the system’s capability. This is particularly welcome for users who find the Scout GPS app that links with Toyota’s Entune system lacking (I do), because they can now connect an Apple iPhone via a USB cable and have the Apple Maps app operate through the Prius’ infotainment screen. This works way better than Scout, in my experience, and lets you get a quick link between other information in your smartphone and your mapping program. Amazon Alexa functionality is great, too, if you’re willing to take the time to set up Alexa skills in the Alexa app. If you have iOT devices at home – smart lightbulbs, a smart thermostat, etc. – this can be very convenient and fun. These are the kind of tech upgrades that Prius should get – the kind that help integrate the vehicle into owners’ (users’) lives beyond transportation.

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The other big area of upgrade to Prius for 2020 is in standard safety systems. Toyota Safety Connect is now standard (with a free three-year trial subscription) on all Prius grades, including Emergency Assistance, Stolen Vehicle Locator, Roadside Assistance and Automatic Collison Notification. Similar to the tech upgrades in the audio area, this connectivity is also a smart, appropriate addition for Prius and its connected owners.

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Beyond those upgrades, the 2020 Prius is pretty much a carryover model, very similar to the 2019 Toyota Prius XLE AWD-e model that I reviewed last year for Forbes. This year’s test car had an optional feature that I very much appreciated: the $800 Advanced Technology Package that included a Head-Up Display (HUD). This bright, color projection above the steering wheel solved the slight unease that I feel with the Prius’ center-mounted instrument panel. With the HUD, I was able to keep my head straight, my eyes on the road, and still have visual access to my car’s speed and the activity of the hybrid system. I’m a big fan of a well-executed HUD in the first place, and on Prius I would consider it an essential feature, not an extra.

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My test vehicle, a 2020 Toyota Prius XLE AWD-e, came with a base price of $29,250. With options, including the HUD, $259 Carpeted Floor Mats, $299 Illuminated Door Sills, $125 Door Edge Guards, $69 Rear Bumper Applique, and $955 Delivery Processing and Handling Fee, the as-tested price was $31,757. Bracketed in the Toyota lineup by the new 2020 Corolla Hybrid (starting at $23,100) and 2020 Camry Hybrid (starting at $28,430), it’s not the only smart choice in the Toyota lineup – just the most visible.

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

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Photos (c) Toyota

2020 Hyundai Veloster Turbo Ultimate: A DriveWays Review…

by Frank A. Aukofer

If raucous high performance defines motoring excitement for you, consider the 2020 Hyundai Veloster Turbo Ultimate.

This is a compact, front-wheel drive hatchback with midsize room that is distinguished by three passenger doors. There’s a long door for the driver and two shorter doors on the right side. Having the third door is way preferable to squirming into the back seat of a two-door.

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Though it’s far from a sales standout in Hyundai’s lineup, the Veloster, depending on the version, qualifies as an economy car or all the way up to what some observers like to call a “hot hatch” — that is, a sports car in hatchback metal.

The Veloster has been part of the South Korean manufacturer’s lineup for almost a decade. For 2020, it comes in five trim levels: The base model, at $19,430, including the destination charge, comes with a 147-hp, 2.0-liter engine with 132 lb-ft of torque and a five-speed manual gearbox. Next up is the 2.0 Premium for $23,730, which adds a six-speed automatic transmission and other equipment.

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Both fall into the economy end of the equation, though they offer standard Apple Car Play and Android Auto as well as a suite of safety enhancements. Among them: forward collision mitigation and lane-keeping assist. They are solid, dependable daily drivers.

Move up to the next level and you get the stick shift Turbo R-Spec, which has a sticker of $24,080 and is a blast to drive because of its 1.6-liter four-cylinder engine that makes 201 hp with 195 lb-ft of torque. Get the same power with a dual-clutch seven-speed automatic transmission and the price jumps to $26,380.

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Which brings us to the tested Veloster Turbo Ultimate. It has the same power train as the Turbo DCT but more equipment and a bottom-line sticker price of $29,215. It comes equipped with blind-spot warning, rear cross-traffic alert, lane-keeping assist and automatic emergency braking with pedestrian detection,

The dual-clutch seven-speed automatic transmission is part of the Ultimate package. This type of automatic operates something like a manual gearbox but with two clutches alternately poised to engage the next gear instantly, computer controlled unless the driver opts to shift for himself or herself. The advantage is quicker shifts and improved fuel economy.

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The tested Veloster Turbo Ultimate was gorgeously gussied up with bright red paint topped by a glossy black top. You could argue that it had an arresting presence — likely attracting any police vehicle in sight.

Inside, the effect was similar, with light gray, perforated leather upholstery trimmed with red stripes. The front seats were supportive and comfortable, with seatbacks well bolstered to hold the torso in hard cornering on curving roads. Oddly, though the tester was well equipped, even with a head-up display, the driver’s seat had only manual adjustments.

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Once you awkwardly work your way through the narrow right rear-door opening, the back seat offered decent head and knee room for average-sized adults.

On the road, the Veloster Turbo Ultimate was a stellar performer. But it might be a good idea to bring along ear plugs or noise-canceling headphones. Combine the racket from the revving turbo engine and road noise stabbing into the cabin, ordinary conversation or listening to audio is off the table.

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Still, there’s excitement. With the snap shifts from the dual-clutch transmission, the Turbo Ultimate can nail 60 mph from rest in about six seconds, according to a test by Car and Driver magazine.

The steering is precise and responsive, though with a heavy feel, and communicates what’s going on at the front wheels. However, the ride, on anything but smooth asphalt, is harsh and upsetting.

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Equipment is extensive. As the top of the lineup, the Veloster Turbo Ultimate came with only one option: $135 carpeted floor mats. Included  were a motorized glass sunroof, 18-inch alloy wheels, navigation system, automatic climate control, premium audio with SXM satellite radio, wireless smart phone charging and LED headlights and tail lights.

Curiously, the Turbo Ultimate actually is not the ultimate Veloster. Hyundai has developed a new N high performance line for some of its models. The designation resembles F-Sport at Lexus, AMG at Mercedes-Benz, V at Cadillac, S at Audi, R-Type at Honda and M at BMW.

The Veloster N comes in two versions: Standard package for $28,530 and Performance package at $30,430. Both have 2.0-liter four-cylinder engines. The Standard makes 250 hp and the Performance has a 275-hp four-banger. That’s the ultimate.

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Specifications

  • Model: 2020 Hyundai Veloster Turbo Ultimate three-door hatchback.
  • Engine: 1.6-liter four-cylinder, turbocharged with direct injection; 201 hp, 195 lb-ft torque.
  • Transmission: Seven-speed dual-clutch automatic with manual-shift mode and front-wheel drive.
  • Overall length: 13 feet 11 inches.
  • EPA/SAE passenger/cargo volume: 90/20 cubic feet. (44.5).
  • Weight: 2,987 pounds.
  • EPA city/highway/combined fuel consumption: 28/34/30 mpg.
  • Base price, including destination charge: $29,080.
  • Price as tested: $29,215.

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

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Photos (c) Hyundai

Don’t Ignore the 2020 Acura RDX

by Jason Fogelson

Ignoring Acura is a mistake. While the brand has had its ups and downs in terms of awareness and popularity, its cars have never lacked in quality and passion. As the luxury brand of the Honda universe, Acura has a tall order to fulfil. Honda’s reputation for dependability, efficiency and competence is well-established, and Acura shares in that regard. If Honda and Acura share a deficit, it might be excitement. Even when the brands come up with an exciting vehicle, like the Honda Civic Type R or the Acura NSX, the limelight seems to fade quickly after launch. Blame a fickle audience; blame the marketing department; blame the shock of the new; it doesn’t matter. The fact is that most of us buy or lease our vehicles for a long-term relationship, and we’d be wise to consider factors beyond popularity and infatuation before making a commitment.

Advance Action

If you’re in the market for a compact luxury crossover, I’m going to point you in the direction of the 2020 Acura RDX SH-AWD Advance. I might be behind the curve on this, as RDX has sold over 450,000 examples over three generations since its launch in 2006.

RDX was all-new for 2019, the first Acura vehicle to be designed and engineered in the United States. It rides on an Acura platform, rather than a shared Honda platform as previous generations did. RDX is built in East Liberty, Ohio.

In a sea of automotive sameness, there are a few cool features that help RDX stand out in the crowd of compact luxury crossover SUVs.

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For drivers, there’s a completely transparent feature called “Torque Vectoring Super Handling All-Wheel Drive.” Torque vectoring is not new, but when properly executed (as it is on RDX), it can be a revelation. Simply explained, torque vectoring directs the twisting force on the wheels to the outside wheels on a turn, which can enhance control and turn-in. You probably realize that the inside and outside wheels rotate at different speeds during a turning maneuver. This is managed by a differential, which allows the wheels to spin as needed. A torque vectoring system takes this one step further – pushing the power toward the outside wheels during a turn. This can be done passively, by applying brake pressure to the inside wheel, or actively. RDX’s SH-AWD system can send up to 70% of the available power to the rear wheels, and up to 100% of that power to the side that needs it. In practical terms, what that means is that when you mash the throttle from a standstill while turning the front wheel, perhaps trying to make a right turn at a red light and merging into cross-traffic, RDX simply bites in, applying the power just how you need it, and you get a smooth, powerful merge, not a scary, out-of-control power slide. It’s very impressive, and compelling enough that you’ll want to try it over and over again. Torque vectoring is usually very challenging to explain and demonstrate – not in the RDX. The benefits are apparent at every corner.

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In another cool feature, Acura has taken an evolutionary approach to its infotainment system with the True Touchpad Interface. Everything operates intuitively, and as expected. The cool evolution is how easy it is to customize the system, and how it expands the widely used concept of favorites from the confines of individual apps to the whole system operation. There are eight primary “tiles” on the home screen that can be moved around to the user’s preference, and programmed individually with a firm press for specific actions across multiple functions. For instance, you can program a tile to start navigation to your home; another to dial a frequently called phone number; another to play music from a favorite SiriusXM channel; another to set climate control to your preferred function. Place the tiles so that your most frequently used functions are at the corners, and you’ve got quick, no-look access. It’s smart, easy to use, and best of all, easy to set up – no programming degree required.

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Not everything is perfect in the RDX. While I liked the character of its turbocharged 2.0-liter inline four-cylinder direct-injected gasoline engine (272 hp/280 lb-ft of torque), I found that I needed to select Sport mode in order to wake up its lagging acceleration. Left in “D” mode, the ten-speed automatic transmission simply took too long to respond to an insistent application of throttle.

I had no complaints about the comfort or fit and finish of the RDX, which I found to be exemplary all around. Acura’s paint quality is always great, and my test car’s Fathom Blue Pearl was particularly stunning.

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The 2020 Acura RDX SH-AWD Advance carried a list price of $47,700. Including a Destination and Handling fee of $995, my test vehicle had an as-tested price of $47,695, right in line with its stated competitive set of BMW X3, Mercedes-Benz GLC-Class, Audi Q5 and Volvo XC60. Tough to make a bad decision in that group. The only mistake would be to leave RDX out of consideration before making your decision.

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

Advance Beauty & Details

Photos (c) Acura

2020 Nissan Leaf SV Plus: A DriveWays Review…

by Frank A. Aukofer

Although Tesla gets most of the attention and expensive newcomers like the Porsche Taycan and Audi e-Tron get the praise, the almost-venerable 2020 Nissan Leaf continues as a decent, relatively inexpensive, alternative for anyone who wants an electric car.

We can give it the venerable title because the Leaf was the first modern mass-market electric car from a major vehicle manufacturer. Introduced in the United States in December, 2010, it was the best seller until recently, when the Tesla Model 3 passed it.

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But best-selling as an electric doesn’t compare with the resurgence of small-displacement fossil-fuel engines, which now dominate the market, mostly in crossover SUVs.

In 2019, electric cars  accounted for 1.9% of the U.S. sales of cars and light trucks. If you skip trucks and you’re just talking cars, it’s about 6%. So, motorist acceptance likely will not arrive for some years to come as manufacturers scramble for battery and charging breakthroughs.

But electric cars possess a great deal of innate appeal: They don’t pollute, they’re fuel efficient, have low maintenance costs, are quiet and relaxing to drive, never have to visit a service station and, best of all for people who enjoy driving, are natural great performers.

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The excitement common to all electrics comes from the nature of the electric motor, which produces maximum torque, or twisting force, immediately when they are switched on. That’s unlike gasoline or diesel engines, which deliver their maximum torque when they reach a certain revolutions per minute (rpm).

With the Nissan Leaf electric, you sit quietly at a stoplight as if the motor is switched off, though it’s still connected. The light changes and you punch the throttle pedal. Wham! You have full torque, enough with the nearly two-ton Leaf SV Plus to nail 60 mph in about seven seconds.

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You don’t even need a transmission to multiply the torque. The “force be with you” for acceleration and passing exists because of the motor itself. That’s why most electric cars list the transmission as “single speed automatic.”

Drive the around all day, even take a short trip — the advertised range is 215 miles with its 62 kilowatt-hour battery — then plug it into a 240-volt home or commercial charger overnight and it will be ready to boogie again the next day.

Of course, the downside of the Leaf and other pure electrics is the time required to recharge the battery. With a 240-volt charger, it takes about 11 hours, OK overnight. If you have access only to household current, figure on a couple of days. So long trips, unless meticulously planned  for charging stops and stays at rural motels, are likely out of the question.

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That likely will change as battery technology and charging equipment improve. Until then, most people will stick with their gassers, which can be refueled in minutes at an Interstate truck stop.

All of that said, the tested Nissan Leaf SV Plus is a nifty, even endearing choice. First, it’s a standard four-door hatchback with midsize room for five (though the center-rear passenger is dissed as usual) and plenty of space in a deep cargo area.

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The surroundings are familiar. There’s a simple knob on the console for shifting into forward, reverse and park. It’s different but not goofy. Instruments, controls and infotainment are all intuitive and mostly easy to figure out. If not, consult the owner’s manual.

It’s all set up for careful drivers who want to extend their range—and it works. First, there’s a B setting to augment the D for drive. Simply shift the knob a second time. It switches from a coasting mode on deceleration to one that more aggressively slows the Leaf. The regenerative braking helps recharge the battery while you’re driving.

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There’s also a so-called e-Pedal mode, activated by a switch on the console, that delivers even more aggressive regenerative braking that allows what is called “one pedal driving.” If you learn how to use it, you can re-charge the battery even more and never use the brake pedal.

The Leaf comes in five trim levels, with a starting price for the S version of $32,525, including the destination charge. Tested for this review was the SV Plus, which had a suggested price with options of $42,670. Others are the SV, S Plus and SL Plus

The tested Leaf posted an EPA city/highway/combined miles per gallon equivalent fuel economy of 114/94/104 MPGe.

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Specifications

  • Model: 2020 Nissan Leaf SV Plus four-door hatchback.
  • Motor: AC Synchronous Electric; 214 hp, 250 lb-ft torque; 62 kWh lithium-ion battery.
  • Transmission: Single-speed automatic with front-wheel drive.
  • Overall length: 14 feet 8 inches.
  • EPA/SAE passenger/cargo volume: 92/24 cubic feet.
  • Weight: 3,909 pounds.
  • EPA city/highway/combined miles per gallon equivalent: 114/94/104 MPGe.
  • Range: Up to 215 miles.
  • Base price, including destination charge: $40,675.
  • Price as tested: $42,670.

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

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Photos (c) Nissan

Avalon Hybrid Generates Grins

by Jason Fogelson

Through five generations of production since the 1995 model year, Avalon has been the flagship of the Toyota lineup in the United States. That doesn’t necessarily mean that it has been given a lot of respect or attention on the sales floor. Though it shares a platform, TNGA (Toyota New Global Architecture), with sibling Camry, Avalon sales in 2019 were one-tenth the number of Camry sales. Looking at Avalon Hybrid sales versus Camry Hybrid sales reveals a different balance. In 2019, Toyota sold 26,043 Camry Hybrid sedans, while selling 6,552 Avalon Hybrid sedans, about a 4:1 ratio – much closer than the overall numbers. What’s going on here?

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I decided to take the 2020 Toyota Avalon Hybrid for a week-long test drive to see if I could figure it out.

My test vehicle was a Limited trim level with a list price of $43,150. With options ($1,150 Advanced Safety Package; $259 Carpet Mat Package) and a $950 Delivery Processing and Handling Fee, my Parisian Night Pearl Avalon Hybrid carried an as-tested price of $45,489.

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Avalon spent its first four generations cloaked in blandness, but the new generation, which launched with the 2019 model year, is much more interesting and attractive. Sharper lines, a bolder snout, and, dare I say, sportiness to the exterior have livened up the big sedan. Still on the conservative end of the spectrum, but much better than before.

Inside, Avalon manages to achieve Lexus levels of luxury, but with a flair that matches Avalon’s newly spruced exterior design. I particularly like the way that the center stack is set off from the dashboard, putting the standard nine-inch touchscreen display at the top. My Limited model also included a 10-inch head-up display, which beamed information into my line of sight in the driver’s windshield – a very desirable safety feature, well-executed.

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Avalon is roomy and comfortable, notably so in the second row. The flexible TNGA platform has allowed engineers and designers to stretch the wheelbase by two inches over Camry, and to put that additional space to use in the second row of the Avalon, almost to executive sedan level.

Under the hood, Avalon Hybrid uses a 2.5-liter inline four-cylinder gasoline engine (176 hp/163 lb-ft of torque) and a pair of electric motors. One motor operates as a generator, engine starter and hybrid battery charger, while the other drives the front wheels and captures braking energy during regeneration. The drive motor has a maximum output of 118 hp. A continuously variable automatic transmission (CVT) directs power to the front wheels, with a net system horsepower rating of 215. The hybrid battery pack is a sealed Nickel-Metal Hydride (Ni-MH) type with a nominal voltage of 244.8. Systems that are designed to deliver extensive EV-only range have mostly switched over to Lithium Ion battery packs, which are more energy-dense (and more expensive) than Ni-MH. Avalon Hybrid is engineered for overall fuel efficiency, not pure electric range or operation – Toyota doesn’t even provide information on EV range, though there is an EV button on the center console. In practice, I found that it was nearly impossible to keep the Avalon Hybrid in EV mode, as the faintest push on the accelerator pedal kicked the car back into hybrid operation. In any event, Avalon Hybrid Limited is rated to achieve 43 mpg city/43 mpg highway/43 mpg combined – very impressive for a roomy five-passenger sedan with a 16.09 cubic-foot trunk and a 3,715-lb curb weight.

Center StackThe TNGA platform reaps big benefits for Avalon Hybrid when it comes to handling. While Avalon Hybrid isn’t exactly sporty, it is a sharp-handling, connected car that responds precisely to inputs, turns in sharply, and delivers a comfortable, controlled ride. Past generations of Avalon have been correctly criticized for being a little too floaty and cushioned, but those are voices of the past. While enthusiastic drivers will wish for quicker acceleration (get the gas-only V6 for that), few will complain at Avalon’s overall competence and comfort.

The big reveal for the Avalon Hybrid, and maybe its secret weapon, is the fact that choosing the Hybrid over the gasoline-only Avalon only adds $1,000 to the suggested retail price.

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The competition for a vehicle this size with a hybrid gasoline-electric powertrain is thin in this price range, from $37,000 for Avalon Hybrid XLE to $39,500 for Avalon Hybrid XSE to $43,300 for the 2020 Toyota Avalon Hybrid Limited.

I’d be very comfortable recommending the Avalon Hybrid to anyone who is looking for an efficient, luxurious, pleasant to drive and relatively affordable five-passenger sedan.

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

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Photos (c) Toyota

2020 Lexus GX460 Luxury: A DriveWays Review…

by Frank A. Aukofer

Although it is beginning to show its age, the 2020 Lexus GX460 has managed to stay relevant and even desirable among midsize premium sport utility vehicles.

The GX460 comes from the luxury brand of Toyota, with all the expectations of quality and durability that entails. But unlike most other new SUVs in its class, it is an older design that harks back to the days when most SUVs were built like pickup trucks, with body-on-frame construction.

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Though Lexus also produces crossover SUVs, which have unit-body construction like conventional sedans, it has stuck with the truck-like architecture for both of its top-line models: the GX460 and the LX570.

With that, it is out of sync with the avalanche of crossover SUVs in every price class that are taking over the market in the United States. Yet the LX460 is not alone. There still are quite a few truck-based SUVs struggling against the crossover onslaught.

The basic design has roots in the depths of the Great Depression when manufacturers started building tall station wagon-style vehicles dubbed Carryalls or Suburbans. Chevrolet’s Suburban made its debut 85 years ago, in 1935.

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Modern SUVs came along in the latter part of the 20th century with vehicles like the Jeep Cherokee and Wagoneer, and what became the most popular of its genre, the Ford Explorer, which made its debut in 1990 and soon became a best seller. Over the years, it alternated between a truck-based SUV and a unit body crossover and also provided the basis for the Lincoln Navigator.

The first clue that the Lexus GX460 is no longer a fully realized modern SUV comes when you give the turn signal lever a brief click, expecting the three flashes of the lights to indicate a lane change — a longstanding feature on European cars and now nearly universal. There’s no response. You have to click the lever all the way and then turn it off after you change lanes.

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Then there’s the lane departure warning, another safety feature especially aimed at inattentive driving. However, the GX460’s system does not include an assist feature to steer the wandering vehicle back in its lane.

Then there’s the so-called “refrigerator door.” Instead of the ubiquitous tail gate that opens overhead, the GX460 has a side-swinging door—not unlike the original Honda CR-V in the 1990s — that opens on the left side. Anyone loading cargo on the street has to stand in traffic. You could also argue that the 4.6-liter V8 engine with 301 hp and 329 lb-ft torque is also something of a relic in an age of powerful, turbocharged, small displacement engines. But there’s nothing like the Lexus V8’s surging, silky power, delivered to all four wheels through an unobtrusive six-speed automatic transmission.

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On or off the road, the GX460 is never out of breath or lacks power for the task at hand. It is a comfortable, serene highway cruiser with capable handling on curving roads, as well as one of the few vehicles of its size with a reputation for capability to negotiate serious off-road terrain.

Despite the fact that the Lexus GX460 last had a complete redesign a decade ago, it has kept up on safety equipment, off-road capability and luxury amenities. There are three rows of seats. On the tested GX40, there were captain’s chairs in the second row for a total of six-passenger seating. Mostly, owners likely will leave the tiny third-row seats folded flat to expand the stingy cargo space of 12 cubic feet. But to use the seats you must remove a big, clumsy cargo cover shade and re-install it.

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With the third row folded, there’s 47 cubic feet of space and, if you also fold the second row, a total of 65 cubic feet.

No surprise, the 2020 GX460 has most of the equipment and features any customer would expect of a modern luxury SUV with a base price of $65,290, including the destination charge. And, as equipped for this review, an as-tested price of $71,240.

There’s automatic emergency braking with pedestrian detection, blind-spot warning with rear cross-traffic alert; automatic headlight high beams; radar adaptive cruise control; headlight washers; LED lighting for headlights, fog lights, running lights and brake lights, intuitive parking assist, auto-leveling rear air suspension and trailer sway control.

On the amenities list, there’s plenty of posh luxury items that include power everything, perforated, heated and cooled leather upholstery, and a rear entertainment system, among others.

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Specifications

  • Model: 2020 Lexus GX460 Luxury four-door sport utility vehicle.
  • Engine: 4.6-liter V8; 301 hp, 329 lb-ft torque.
  • Transmission: Six-speed automatic with full-time four-wheel drive.
  • Overall length: 16 feet.
  • Height: 6 feet 2 inches.
  • EPA/SAE passenger/cargo volume: 129/12 cubic feet. (47, 65)
  • Weight: 5,260 pounds.
  • Towing capability: 6,500 pounds.
  • EPA city/highway/combined fuel consumption: 15/19/16 mpg.
  • Base price, including destination charge: $65,290.
  • Price as tested: $71,240.

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

Rear 3q RightPhotos (c) Lexus

Attracting Xennials in the 2020 Lexus UX 250h

by Jason Fogelson

I still find it difficult to think about a $40,000 vehicle as “entry level,” but the 2020 Lexus UX 250h is actually that – a doorway into the Lexus family. Lexus says that “UX” stands for “Urban Crossover,” and that the UX was designed to attract a micro-generation of Americans that they call “Xennials.” Xennials were born in the mid-1980s (putting them in their mid-30s now). They were born before the proliferation of smart phones and the internet, but they have come to adulthood in a digital culture. The 25 million American Xennials are connected, and comfortable with tech – so their cars have to be, too.

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UX comes with Apple CarPlay, Lexus+Alexa, Google Assistant, Voice Command and Siri Eyes Free. It gets a seven-inch full color display as standard equipment, upgradable to 10.3 inches when factory navigation is selected. The Lexus Enform Remote app is standard with a three-year trial period, easily loaded on iOS and Android smartphones for access to vehicle information and control functionality. A three-month trial of Lexus Enform Wi-Fi is included. Four USB ports are standard in the cabin, and a QI wireless charging pad is available for just $75. That’s a load of tech, and up-to-the-minute.

When I first explored the UX during a launch event for the 2019 model, I got caught up in the distinction between a crossover and a hatchback. Ultimately, I’ve decided that there is no hard line, and it doesn’t really matter – it’s more marketing talk than it is an actual set of rules or measurements. I’ve always liked hatchbacks better than notchbacks anyway, and I have come to appreciate crossovers more and more as they’ve gotten better to drive and less tied to their SUV roots. UX isn’t concerned with looking rugged, or pretending that it can go off-roading with a flock of Jeeps. It’s right there in the name: Urban Crossover. UX is sized and shaped for the city. It is compact, yet roomy, with 17.1 cubic feet of storage space behind its second row of seats.

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The interior is luxurious, but not overstuffed. It is tasteful, neatly tailored and still comfortable, with a nice material selection and great (Lexus-level) fit and finish. It’s got a Dwell flavor to it, rather than Architectural Digest – younger, more athletic and appropriate to a Xennial audience without pandering or losing the Lexus identity.

As a commuter/urban runaround, UX hybrid has the right powertrain and driving character. First of all, the EPA estimates that the crossover can achieve 41 mpg city/38 mpg highway/39 mpg combined – very respectable. It uses a 2.0- liter four-cylinder naturally aspirated (non-turbo) gasoline engine mated to an electric motor for a combined 181 hp, sent to the front wheels via a continuously variable automatic transmission (CVT) for maximum efficiency. Lexus estimates 0-60 mph times at 8.6 seconds, which will keep the UX 250h running with traffic, not ahead of it. The CVT can be a little monotonous and drone on the highway, but in everyday driving, it’s fine. Suspension and steering are similarly middle of the road, neither remarkably good nor bad. I wouldn’t want to take a long trip in the UX 250h, but that’s not what it’s built for. On a daily basis, it delivers exactly what it promises – a luxurious, pleasant, connected experience in a stylish, attractive conveyance.

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My test car was a 2020 Lexus UX 250h Luxury Hybrid with a suggested retail price of $39,550 ($43,625 as tested). That’s about 25% higher than the average price of a new car these days. The competition in the luxury compact crossover includes the BMW X2, Mercedes-Benz GLA-Class, Audi Q3, Volvo XC40, Acura RDX, Infiniti QX30, Cadillac XT4, and Land Rover Range Rover Evoque – none of which are hybrids. You also have to include the gasoline-only Lexus UX 200 as a competitor, running about $2,000 less than a similarly equipped UX hybrid.

Will the UX 250h draw Xennials the way Lexus hopes? Possibly. But low fuel prices on one side and increasing availability of EVs on the other side may put the squeeze on this urban contender.

Rear

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

Photos (c) Lexus

 

2020 Fiat 500X Trekking AWD: A DriveWays Review…

by Frank A. Aukofer

Whether someone becomes a fan of the 2020 Fiat 500X depends more on what the customer wants than the vehicle itself.

If the person’s orientation is toward a small crossover sport utility vehicle with some Italian styling panache, the 500X — especially in the Trekking trim tested for this review — would be a decent starting point.

2020 Fiat 500X Trekking Plus

If, on the other hand, the customer is seeking a small crossover with more versatility, including moderate off-road capabilities, the choice likely would be the 500X’s fraternal twin: the Jeep Renegade.

If off-roading, or even all-wheel drive, are not in the equation, there are many small crossovers at reasonable prices to check out, including the Toyota C-HR, Honda HR-V, Buick Encore, Subaru Crosstrek, Nissan Kicks and Rogue Sport, Hyundai Kona and Venue, Kia Niro and Seltos, and Mazda CX-3 and CX-30.

2020 Fiat 500X Trekking

The Renegade and 500X, products of Fiat Chrysler Automobiles, share engines and transmissions, and are built in an FCA factory in Melfi, Italy. They also are similarly priced, though the Jeep is a bit more expensive because of its all-terrain equipment.

But the 500X, depending on the trim level, is not a bargain either. There are four trim levels: Pop, Trekking, Sport and Trekking plus. Tested for this review was the Trekking, which had a starting price of $27,490, including the destination charge. With options, it topped out at $34,550. Other models’ base prices range from $26,085 to $30,990.

1.3-liter direct-injection turbocharged inline four-cylinder engine 

All use the same engine and transmission combination: a small displacement, 1.3-liter four-cylinder turbocharged engine that nevertheless makes 177 hp and 210 lb-ft of torque. All-wheel drive is standard, with a nine-speed automatic transmission — the same as the Jeep Renegade.

For such a tiny mill, the tested 500X felt strong on acceleration, though it was an illusion. There was some turbo hesitation off the line even with the standard idle stop-start turned off. Independent tests put the zero to 60 miles an hour acceleration in the eight-second range.

2020 Fiat 500X Trekking

Not particularly porky at 3,505 lbs, the 500X Trekking had respectable, though not outstanding, city/highway/combined fuel economy of 24/30/26 mpg.

With a fairly stiff suspension system and three adjustable modes — Auto, Sport and Low Traction — for  light off-roading, the 500X Trekking cruises fairly quietly on the public roads. But the ride is choppy unless the highway surface is pool-table smooth. However, the rigid underpinnings help the handling somewhat around curves.

2020 Fiat 500X Trekking Plus

There was no opportunity to evaluate the 500X Trekking off-road, though the all-wheel drive would come in handy in wintry and other nasty weather. However, the 500X doesn’t come across as an ideal road car for a long trip. The front seats are hard, with little bolstering and aggressive seatback cushions that could contribute to driver fatigue.

Outboard seating in back has adequate headroom for average-sized adults, although knee room is in short supply. As with many modern vehicles, the center-rear seat is a hard, uncomfortable perch compromised by intrusion of the front console and a prominent floor hump that leaves no space for feet so they must be widely splayed.

2020 Fiat 500X Trekking

Behind the rear seat is a cargo area that is small even by subcompact crossover standards. It measures just 14 cubic feet, about the same size as the trunks in some compact sedans. However, folding the rear seatbacks nearly flat expands the area to 32 cubic feet. Rear seatbacks are divided two-thirds and one-third.

The tested 500X came with an optional double-pane glass sunroof. However, following a current fad even in some expensive European cars, the sunroof shade was made of a sort of perforated cheesecloth, which allowed the admission of too much hot sunlight. Sunroof shades should be opaque.

2020 Fiat 500X Trekking

As it should be for its $34,550 sticker, which included a pricey $1,495 destination charge, the tested 500X Trekking came with a high equipment level. Standard items included SXM satellite radio, Apple CarPlay and Android Auto, FCA’s U-Connect infotainment system with a seven-inch center screen, Bluetooth connectivity with voice command, passenger-seat height adjuster (it pleases shorter companions), automatic headlights and fog lights.

Options included a $1,395 an advanced driver assistance group with forward collision avoidance, lane-keeping assist, blind-spot warning, adaptive cruise control, cross-path warning, rain-sensing windshield wipers, front and rear parking assist and automatic high headlight beams.

Italian cars have always come with a certain indefinable appeal, more traced to styling and flair than deadbolt reliability. Most of the world’s renowned super cars — Ferrari, Maserati, Lamborghini, Alfa-Romeo — come from the land of pizza, gelato and Vespa motor scooters.

2020 Fiat 500X Trekking Plus

Specifications

  • Model: 2020 Fiat 500X Trekking AWD 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: 14 feet.
  • Height: 5 feet 3 inches.
  • EPA/SAE passenger/cargo volume: 100/14 cubic feet. (32)
  • Weight: 3,505 pounds.
  • EPA city/highway/combined fuel consumption: 24/30/26 mpg.
  • Base price, including destination charge: $27,490.
  • Price as tested: $34,550.

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

2020 Fiat 500X Trekking Plus

Photos (c) FCA

Palisade: The New Three-Row SUV from Hyundai

by Jason Fogelson

The 2020 Hyundai Palisade is an all-new three-row SUV, replacing the Santa Fe XL with a bigger, more powerful, more luxurious SUV. The new name is intended to connote strength, stability and style in a very competitive segment of the marketplace.

Profile Left Sunset

Built in South Korea for the North American market, the Palisade rides on a new platform, and is longer, wider and taller by about three inches in each dimension than the Santa Fe XL that it replaces, and rides on a 114.2-inch wheelbase (four inches longer than Santa Fe XL). It uses a bigger, more powerful V6 engine and an eight-speed automatic transmission, adding two speeds to Santa Fe XL’s capability. Palisade’s interior is more spacious, including 4.5 additional cubic feet behind the third row and an additional inch of third-row legroom. Hyundai has simplified its packaging for Palisade, with a well-equipped base SE model and loaded Limited model bracketing a more configurable mid-trim SEL model, designed to address both value and aspirational buying trends.

Front 3q Right

My top-of-the-line Limited model test vehicle came a dual sunroof, heated and ventilated captain’s seats in the second row (no bench option), premium Nappa leather seating surfaces, a 630-watt Harmon Kardon premium audio system with 12 speakers, QuantumLogic Surround and Clari-Fi Music Restoration Technology, a 12.3-inch full digital display instrument cluster, a head-up display, surround-view monitor, blind-view monitor, and ambient lighting – all standard equipment on the Limited trim level, in addition to the arm-length list of other standard features and the Hyundai SmartSense safety suite. This sucker was loaded – and all of the features, except for an optional ($160) set of carpeted floor mats.

Profile Left

Palisade soaks up miles with ease, remaining composed over rough surfaces and cruising nicely when the roads get twisty. Selectable driving modes include Smart, Normal, Sport, and Snow, adjusting front and rear torque distribution, throttle and shift patterns at the turn of a center-console mounted knob. A heavy foot on the gas pedal induces some thrashy noises from the V6, which is otherwise quiet and smooth. Handling is smooth and composed, and Palisade exuded competence in all situations it faced. It’s really a pleasure to drive, and would make a great family road trip vehicle.

Engine

All Palisade models come with a naturally aspirated (non-turbo) 3.8-liter V6 engine with gasoline direct injection and four valves per cylinder with variable valve timing. Running on the Atkinson Cycle, the V6 puts out 291 hp and 262 lb-ft of torque. An eight-speed shift-by-wire automatic transmission with front-wheel drive or available all-wheel drive puts the power to the ground. Front-wheel drive examples of Palisade are rated to achieve 19 mpg city/26 mpg highway/22 mpg combined, while my all-wheel drive model was rated to achieve 19 mpg city/24 mpg highway/21 mpg combined.

Dash

Palisade is available in three trim levels: SE (starting at $31,550 with FWD, $33,250 with AWD); SEL (starting at $33,500 with FWD, $35,200 with AWD); and Limited (starting at $44,700, $46,400 with AWD). Add $1,045 to each for freight charges. A $2,200 Convenience Package and a $2,400 Performance Package can be added to SEL models, along with some standalone options. My test vehicle was a 2020 Palisade Limited AWD with a list price of $46,400, and an as-tested sticker price of $47,605.

Second RowThe three-row crossover SUV category is very well-stocked right now, including fresh entries like the Ford Explorer, Subaru Ascent, Volkswagen Atlas, and Toyota Highlander. The Mazda CX-9, Honda Pilot, Nissan Pathfinder, GMC Acadia, Chevrolet Traverse, Buick Enclave are also worth consideration. And don’t forget the Kia Telluride, which shares a platform (but no sheet metal) with the Palisade.

Third Row

The 2020 Hyundai Palisade is an elegant, competent, mid-size three-row crossover SUV that is a worthy successor to the Santa Fe XL. If you’re in the market for a new family vehicle, add the Palisade to your list for consideration.

Cargo

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

Rear 3q Left

Photos (c) Hyundai

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