The 2025 Toyota Crown Signia, a midsize five-seat hybrid, is neither the largest nor the fanciest set of wheels in the automaker’s gas-electric stable. But it just might fit the bill for those who find the full-size Sequoia or midsize Grand Highlander hybrids too big or too pricey and the RAV4 and outgoing Venza hybrids too small or unpolished.
Signia is a tall, wagon-like version of the Crown sedan that debuted in 2023 . It shares most of its parts with that model but starts at almost $45,000, about $4,000 more than the base Crown sedan. There won’t be a turbocharged performance-oriented Signia version like the top-of-the-line Crown Platinum sedan, at least not for the 2025 model year. Toyota calls it an SUV, but we think the Crown Signia is more wagon-like albeit with a slightly raised stance. It’s pricier than most of its likeliest competitors but offers a roomy cabin, good looks, and great fuel efficiency in exchange.
With its standard electronic all-wheel drive, we expect the Crown Signia to compete against the slightly smaller Subaru Outback as well as various trim levels of other midsize SUVs, including the Kia Sorento and Honda Passport. It may be a bit pricier than those, but as a hybrid it also is a lot more fuel-efficient, which could make up for the price difference over time.
It isn’t terribly powerful, but we found the highly efficient Signia to be a comfortable, nicely equipped, mostly quiet, and quite competent daily driver and long-distance cruiser that’s up to most tasks you’d care to throw at it.
The base Crown Signia XLE starts at $45,040 including Toyota’s $1,450 destination fee. It uses the fourth generation of Toyota’s hybrid drive system, configured for electronic on-demand four-wheel drive. Standard equipment includes fabric and imitation-leather upholstery, heated and ventilated eight-way power-adjustable front seats, a heated leather steering wheel, leather shift knob, two-zone climate control, a heated and flat-folding 60/40-split rear seat, and a customizable 12.3-inch driver’s information screen. Also standard are 19-inch alloy wheels and LED headlights, running light, and taillights.
Inside, the dash is dominated by a pair of 12.3-inch screens like Kia and Hyundai EVs, except not under a single pane of glass. There’s a multi-configurable digital driver’s information screen to the left along with a digital touchscreen for the infotainment system that dominates the center of the upper dash. Among the model’s other standard electronics is a six-speaker audio system, wireless phone charging, wireless Apple CarPlay and Android Auto compatibility, and five USB ports. Toyota’s Safety Sense 3.0 package of safety and driver assist is also standard along with power-folding exterior mirrors with turn signal and blind spot warning lights, and a kick sensor (hands-free) power liftgate.
The Limited starts at $49,440 with destination fee and builds on the XLE with 21-inch alloy wheels, leather upholstery, driver’s seat memory settings, a digital rearview mirror, rain-sensing windshield wipers, a panoramic glass roof, and an 11-speaker JBL audio system. Unlike some new Toyotas, the Crown Signia won’t have a two-tone paint option among its five exterior color choices. Standard exterior colors are black and dark gray. The others – red, white, and bronze – are $425 options. The Crown Signia’s two interior color choices are tan and black.
For an additional $1,865, the Limited can be upgraded with an optional Advanced Technology Package that adds to the standard safety and driver assist systems with front cross-traffic alert, lane change assist, and front and rear parking assist with automatic braking. Traffic jam assist is included in the package with a subscription to Toyota’s Drive Connect suite of connected car services. Also included are a panoramic 360-degree camera system with overhead and curb views, and power-folding exterior side mirrors with puddle lights and automatic tilt-down when the transmission is shifted into reverse.
The Crown Signia gets the basic Toyota HEV all-wheel-drive system with a 2.5-liter four-cylinder gas engine and two small electric motors, one for each axle. It isn’t intended to be a performance vehicle so suspension is tuned for comfort, making the Crown Signia more at home cruising on the open highway than being pushed on twisty roads. It is a fairly well-balanced vehicle, though and handles mountain roads with aplomb – and little bothersome body roll – until pushed to the limits of its all-season tires. There are three driver-selectable drive modes including Normal, Eco, and Sport, though there’s little difference in handling no matter the mode. Sport provides quicker throttle response while Eco slows it down and puts some limits on climate control system output to improve fuel efficiency.
The 240 horsepower hybrid system delivers 178 lb-ft torque from the gas engine with the electric motors providing additional torque – up to 134 lb-ft to the front wheels and 89 lb-ft to the rear. On-demand all-wheel drive is biased toward front-wheel drive, so the rear motor powers the rear wheels only when extra oomph or traction is needed. Among likely competitors, only the V-6 powered Honda Passport offers more horsepower.
The Signia powertrain provides okay, but not outstanding, grunt for passing and climbing hills and can manage a Toyota-estimated 0-60 mph sprint time of 7.1 seconds on flat ground. That’s almost half a second quicker than Toyota claims for the sedan with the same powertrain and may just reflect a real-world adjustment since some testers have timed the sedan at 7.2 seconds.
We were able to experience a Crown Signia Limited on a recent jaunt that combined freeways, country roads. and some steep mountain twisties. Along the way we found it to be quiet and comfortable for the most part, though it can get a bit loud inside when the gas engine has to work hard at peak demand and a buzzy whine permeates the otherwise hushed cabin. We missed the adaptive suspension that is standard in the Crown sedan’s Platinum trim, but overall found the ride quality to be good except over badly potholed asphalt. Braking is nicely linear without the mushiness sometimes felt in hybrids. Steering is responsive but could be a little quicker and, as with many electrically assisted setups, doesn’t relay a ton of road info to the driver.
In our 235 mile Southern California drive we achieved an overall 36 mpg in a Signia Limited without babying the throttle. Official EPA estimates for the model come in at 39 city/37 highway mpg, or 38 mpg combined.
Competitively, the Crown Signia’s fuel efficiency looks to be near the top of the class, trailing only the 2024 Toyota Venza’s 39 mpg combined rating. The all-wheel drive Kia Sorento hybrid is rated at 34 mpg combined, the Subaru Outback at 29 mpg combined, and the Honda Passport gets just 21 mpg combined. The Honda and Subaru are not available as hybrids.
The 2025 Toyota Crown Signia’s cabin mirrors that of the Crown sedan, although the SUV’s 60/40-split rear seats are more bench-like than the sedan’s back seat. Overall, the Crown Signia offers a more upscale version of the standard Toyota interior, bordering on Lexus-like. It is roomy, comfortable, and quiet except when the 2.5-liter gas engine is winding up.
Crown Signia is as much as five inches longer than its likely competitors and has a longer wheelbase, which tends to soften the ride and create more interior space. But it is also lower and narrower than its competitors, negating the spatial benefits of the longer wheelbase. While fairly roomy in the second row, the Signia has the least rear head and legroom of the competitive set. Up front, it beats both the Honda Passport and Kia Sorento in front legroom but trails the segment-leading Subaru Outback. It also has the least front headroom of the pack. All of those measurements except rear legroom, though, are within 1.5 inches from model to model.
Out back, the cargo floor measures a full 6.5 feet in length when the rear seatbacks are folded flat. With the seats up, total cargo bay capacity is 25.8 cubic feet. Drop the rear seats and that swells to 68.6 cubic feet. Either way, it is the least cargo capacity among competitors. The Signia is also rated to tow up to 2,700 pounds – think small utility trailer. But that, too, is less than most of its all-wheel-drive competitors provide. The Honda Passport is top of class at up to 5,000 pounds, the all-wheel-drive Sorento hybrid is rated at up to 4,500 pounds, and the Subaru Outback is rated at 2,700 to 3,500 pounds.
Bottom line: The new 2025 Toyota Crown Signia hybrid SUV should appeal to drivers who prefer wagon- or crossover-like functionality wrapped in a stylish, upscale and fuel-efficient package.
This was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
Our Prius Prime long-term test car was plugged in and ready for its usual around-town electric car duty, something it did with ease every day with its up to 44 mile range exclusively on batteries. It had been a while since we had to go beyond those all-electric miles and take advantage of the Prime’s long-range capabilities as a hybrid. Yep. A road trip was calling.
This time we’re heading out from Green Car Journal’s headquarters in San Luis Obispo on California’s Central Coast, up the Cuesta Grade, and through bucolic Paso Robles, one of the most important wine regions in California. But it isn’t wine we’re focused on this trip so we continue northbound amid wide-open countryside dotted with the occasional small city beckoning those needing fuel or food.
Our destination 145 miles ahead is the picturesque Monterey Peninsula, home of charming Carmel-by-the Sea, the laid-back Carmel Valley, and historic Monterey with its Fisherman’s Wharf and Cannery Row of Steinbeck lore. This is an area steeped in history that beckons one to experience and explore, with one of its highlights the dramatic 17 Mile Drive that winds along some of the most spectacular coastline on the planet. It’s no wonder that the Monterey Peninsula is an incredibly popular tourist destination that attracts visitors from all over the world.
Drawing our attention as auto enthusiasts is that the peninsula is the home of the annual Monterey Car Week, Pebble Beach Concourse de Elegance, The Quail Motorsport Gathering, and the Monterey Motorsports Reunion historic car races at nearby Raceway Laguna Seca. While this wasn’t our focus now, visiting Monterey in August provides some of the best auto enthusiast immersions possible anywhere. Beyond the week's many official gatherings, you'll find automotive eye candy in abundance plying the streets of Carmel-by-the-Sea and Cannery Row as classics and exotics show their stuff amid everyday life.
As the miles rolled by during our drive, we couldn't help but appreciate the accommodating features of our Prius Prime and how ideal it is for this, or really any, road trip. There were four of us this time – three adults and a child – with our Prius loaded with the gear and trappings required for a fun weekend getaway. As we made our way northbound it wasn’t lost on us that these days, a great majority of trips, local and long distance, are made in SUVs of one stripe or another. We've done plenty of that and the sheer number of these on the road during our drive illustrated their popularity. But we have a great interest in efficiency and the capabilities that family sedans and hatchbacks with a smaller footprint continue to bring to the highway. The Prius Prime is a poster child of this efficiency and functionality.
Speaking of efficiency, one can't help but be impressed with how frugal this Toyota plug-in hybrid is with a gallon of gas. While numbers can vary depending on speed, terrain, and driving style, it's a given that more often than not we're seeing 50-plus mpg displayed on our instrument panel, including on this trip. That's a testiment to the Prius Prime's newest-generation Hybrid Synergy Drive. This powertrain combines a 2.0-liter engine, 151 horsepower motor-generator, and 13 kWh battery pack to not only deliver this high level of efficiency, but welcome performance as well with its overall 220 horsepower. While we appreciate the ability to plug-in during travels to enable a degree of all-electric driving at an EPA rated 127 MPGe, we only did that before leaving home and upon our return from this quick weekend journey.
On our list of high points for this trip was stopping by Mission San Carlos Borromeo de Carmelo, also known as Carmel Mission, in Carmel Valley. The second of 21 missions established from 1769 to 1823 by Franciscan missionaries led by Padre Junipero Serra, the mission is fully restored and an important touchstone in the region’s history. We’ve traveled to all 21 missions in the California Mission System over the years and a stop at Carmel Mission was a must during this trip.
No trip to the Monterey Peninsula is complete without spending time exploring the many distinctive shops and eateries in quaint Carmel-by-the-Sea. There's no doubt this is an art town given the sheer number of art galleries present along its charming streets. Pastries? Sure. Unique and hand-made gifts? Absolutely, at an endless sea of shops. And dining experiences? There's no shortage to choose from, but you won't want to miss breakfast at Village Corner California Bistro or lunch at Clint Eastwood's Hog's Breath Inn.
There are so many activities to experience here that time isn’t on your side. A weekend getaway is always fun but additional days afford the luxury of taking in all the area has to offer. No matter how long a trip to this Central Coast jewel, you can't come to the Monterey Peninsula without a visit to the truly impressive Monterey Bay Aquarium, located on Cannery Row. That's how it was with us considering we had a five year-old in tow who patiently tagged along during our shopping in Carmel-by-the-Sea, visits to historic sites, and explorations of other points of interest. A visit here is truly a treat for kids and adults alike and a great way to cap off a Monterey Bay vacation.
The latest generation Prius Prime – now rebadged as the Prius Plug-In Hybrid for 2025 – has been a welcome change of pace from Toyota. Sleek, stylish, and unexpectedly fast, the debut of an all-new model in 2023 presented an unexpected departure from the pedestrian Prius stylings of old.
Don’t get us wrong: The Prius has always been a game-changer in its own right with its supreme efficiency and leading eco-consciousness. But it never was a model appealing to performance-focused auto enthusiasts or one drawing admiring looks from passers-by…until now.
Since we began our long-term test of a fifth generation Prius Prime XSE last year, we’ve found this hatchback’s overall driving experience to be just as we had hoped. While today’s Prime is similar to the previous generation with notable high efficiency and plug-in capability, there’s a world of difference that makes the model so much more compelling. First, there’s the styling. We don’t know what prompted Toyota to let its designers have at it with such a huge change in looks and an all-new ethos, but we do know what to say in response: “Thank you very much…great job!”
Beyond its now compelling appearance is the model’s newfound embrace of performance. The previous Prime used a 1.8-liter four-cylinder delivering 95 horsepower, augmented by its electric motor’s 71 horsepower. The new Prime ups the ante by nearly 100 horsepower, delivered by a 150 hp 2.0-liter engine and 161 hp electric motor. This extra power is immediately noticed and appreciated, especially during freeway driving when changing lanes and overtaking slower cars is a necessity. Plus, the extended range provided by the larger 13.6 kWh battery in this plug-in hybrid is a welcome addition, increasing electric driving range from some 25 miles to 44 miles of all-electric driving. EPA estimates the Prime XSE at an overall driving range of about 550 miles.
One of the things that often fascinates drivers is a plug-in hybrid’s ability to seamlessly blend the efficiencies of battery and hybrid drive during journeys beyond the Prime’s all-electric range. For example, on a recent roundtrip 600 mile drive down the California coast on the southbound 101 freeway, we experienced a peak combined 86.9 mpg during one segment of the trip after starting with a full charge. On the drive back and without having a charged battery, our mpg readings settled closer to 45 mpg while experiencing bouts of traffic and construction on the various highways heading back north.
On another 200 mile round-trip drive from California’s Central Coast to the Central Valley, our fuel economy remained an impressively stable 55 mpg on hybrid power alone. At times, driving conditions had degraded from a relatively clear evening and slowly gave way to dense fog. Despite the heavy fog conditions, the robust suite of technologies provided by Toyota’s Safety Sense 3.0 helped ensure a smooth and safe experience during this challenging drive with low visibility.
The assistive driving features on the Prius Prime have been indispensable on many drives taken during the past year. While many Toyota Safety Sense 3.0 systems are available, our favorites would be Proactive Driving Assist and the Traffic Jam Assist.
Adaptive cruise control typically feels more reactive than proactive, but the addition of features with the appropriately named Proactive Driving Assist helps make unfamiliar roads feel safer. Proactive Driving Assist complements Dynamic Radar Cruise Control and is a key component of the Toyota Safety Sense 3.0. Working in tandem with this system means that PDA is able to assist with breaking into curves, provide steering input to help keep you centered in the lane even during mild corners, and provide obstacle anticipation assist all at once.
Traffic Jam Assist is indispensable during drives with stop and go traffic, which was common during our drive down the California coast as we approached larger metro areas. This feature does require Toyota’s Drive Connect subscription to use, but I did find it worthwhile if stop and go traffic is a common experience. TJA operates at typical traffic jam speeds under 25 mpg and engages a host of other features, including hands free steering, acceleration, and braking during heavy traffic. Recording is also an option with Traffic Jam Assist as an added (but hopefully unneeded) feature during bumper to bumper traffic where collisions are statistically more likely. Recording is implemented during crash or crash-like events.
These driver assist features, in addition to the entire Toyota Safety Sense 3.0 suite, add comfort and an enhanced sense of safety during our frequent drives. Overall, longer drives feel less arduous with Prius Prime, which means we can focus on enjoying the road ahead and being behind the wheel of an entirely satisfying vehicle that’s comfortable and a joy to drive.
There’s no doubt that plug-in hybrids loom large on the minds of drivers today. One might assume this is a recent phenomenon given the constant media attention today. But really, this has been an ongoing area of interest for quite some time. In fact, some 17 years ago, Green Car Journal technical editor Bill Siuru penned a feature offering an overview of this interest. This article from our archives is worth sharing today since it not only indicates the reasons why plugging in is such a positive thing, but considering the interest at the time, it also illustrates the surprisingly long time it has taken to reach where we are today. Other revelations are included here, like the potential for vehicle batteries to be used for V2G (vehicle-to-grid) and V2H (vehicle-to-home) energy, and of course Volvo’s growing commitment to its electrified future. Here, we present this article from Green Car Journal’s fall 2007 issue.
Excerpted from Fall 2007 Issue: The tremendous interest in plug-in hybrid vehicles (PHEVs) is driven by many things, from a desire for greater fuel efficiency to decreasing emissions, achieving long-term reductions in fuel cost, and promoting energy diversity so we’re much less dependent on imported oil. Each of these is important to our future. Together, they make a compelling case for the PHEV that bears further exploration.
Plug-in hybrids could provide most of the environmental and fossil fuel-savings benefits long promised by battery electric vehicles (BEVs), but not yet delivered. Also called grid-connected hybrids, PHEVs overcome the biggest challenge of BEVs – insufficient range. With all-electric range of up to 60 miles, under most driving scenarios a PHEV can be a true zero-emission vehicle (ZEV), just like a BEV. In reality, however, plug-in hybrids offer much more since gasoline-electric hybrid power is ready to take over from all-electric drive once battery energy is depleted.
Initially, aftermarket suppliers like EnergyCS in California and Hymotion in Canada developed PHEV retrofit kits for popular hybrids like the Toyota Prius, Ford Escape Hybrid, and Mercury Mariner Hybrid. These have been quite expensive and aimed exclusively at fleets because of cost. Major automakers have now joined in. General Motors’ much-publicized Chevy Volt will be a PHEV with an all-electric range of 40 miles. According to GM, 75 percent of all commuters drive 40 miles or less to and from work. A plug-in Saturn Vue hybrid, in the works and possibly available in advance of the Volt, could double the fuel economy of any current SUV and provide some 10 miles of electric-only propulsion. Toyota, Nissan, Ford, and several other manufacturers have PHEVs in the works, as well.
While most hybrid cars, SUVs, light trucks, and PHEVs unveiled to date are parallel hybrids, several have followed a different approach with a series hybrid configuration. One of the latest is the Volvo ReCharge Concept. The ReCharge series hybrid uses an internal combustion engine solely to drive a generator for producing electricity that powers the vehicle’s electric motors. Essentially, the ReCharge is a battery electric vehicle with an internal combustion engine for range extension. This drive configuration allows the 1.6-liter, four-cylinder Volvo Flexifuel engine to operate in its optimum rpm range for best fuel economy and minimum emissions. An added advantage when not directly connecting an internal combustion engine to the wheels is much more design flexibility.
In this instance, the ReCharge uses four individually controlled electric drive motors for all-wheel drive. Individual wheel motors also allow optimum weight distribution and maximizing both traction and mechanical efficiency. Since a transmission is no longer needed, mechanical gear friction is reduced substantially. The ReCharge can run on battery power alone for just over 60 miles and also operate its engine on biofuels like E85 ethanol, all the while retaining the sporty performance of the Volvo C30 sport coupe on which it is based. For a 93 mile (150 km) drive starting with a full charge via an ordinary electric outlet, it will use less than three-quarters of a gallon of fuel, which equates to almost 125 mpg. A driver would rarely need to fill up the tank if driven less than 60 miles daily.
PHEVs offer us more than just emissions reduction and increased efficiencies. They also have the unique ability to supply large amounts of electrical power for uses other than just propulsion. This feature is being exploited in the plug-in hybrid Trouble Truck Project by a consortium consisting of the Electric Power Research Institute, Eaton, Ford Motor Co., and California’s South Coast Air Quality Management District. Trouble trucks, used by utility repair crews, are typically operated in residential neighborhoods. Since their internal combustion engines are left idling to power buckets, power tools, lights, and accessories, emissions and noise occur at job sites as a matter of course. Providing power through a PHEV’s battery and electrical system means continuous engine operation is no longer needed.
These PHEV trouble trucks use Eaton’s parallel pre-transmission hybrid system with either a Ford 6.8-liter V-10 gasoline engine or 6.0-liter V-8 diesel engine. Along with reducing consumption and emissions while traveling to and from worksites, the PHEV trouble trucks provide engine-off cab air conditioning and standby AC electrical generating capacity, including 5 kW of exportable power for at least six hours to power equipment. PHEV trouble trucks based on Ford’s F-550 truck chassis are used by Southern California Edison, Los Angeles Department of Water and Power, and Pacific Gas & Electric. This project will later expand to 50 Ford F-550-based trucks and E-450-based vans for utility and public fleets. Since the F-550 and E-440 chassis are widely used as shuttle buses, urban delivery trucks, cable service trucks, and even motorhomes, there’s every potential that volume production could reduce per-vehicle cost. In fact, PHEV technology could find a home in high-end motorhomes where, perhaps in conjunction with solar panels, it could replace noisy and polluting generators typically used to power on-board electrical components while parked.
PHEVs can produce so much electricity that excess energy could be supplied to the electrical grid using vehicle-to-grid (V2G) technology. V2G allows two-way sharing of electricity between PHEVs, BEVs, and the electric power grid. With V2G, an electric or plug-in hybrid vehicle not only could be plugged in for battery recharging, but under certain conditions could also send electricity back from the batteries to the grid. For instance, vehicles could store electrical energy generated during off hours for use during peak power demands. This would eliminate the need for utilities to buy expensive overcapacity electricity on the spot market or fire up older, and high-polluting, fossil fuel ‘peaker’ generating plants. To encourage consumers to participate in a V2G program, utilities could pay motorists for the use of their PHEV or BEV, or owners could sell back energy to the utility when demand is highest.
In what’s called V2H – or emergency home backup – a PHEV could be used for emergency power. For instance, the PG&E demonstrator supplies 9 kW hours of electricity and the average home uses about 2.5 kW of electricity an hour, which means that hours worth of backup power is available if needed. Volvo says the ReCharge Concept’s efficient generator, essentially an Auxiliary Power Unit (APU), is powerful enough to supply an entire house with electricity. Thus, with minor modifications it could be used in case of a power failure.
Like the BEV, the practicability and affordability of the PHEV is governed by battery technology and cost. Its greater all-electric range capability requires larger, heavier, and much more expensive battery systems to store additional electric energy. Plug-in hybrid Dodge Sprinter vans have a 14 kW-hour nickel-metal-hydride or lithium-ion battery system that provides 20 miles of electric-only power. In contrast, the Prius uses a 1.5 kW-hour battery pack for normal gasoline-electric hybrid operation. Ordinary hybrids require batteries that supply short bursts of electrical boost with a nearly constant state-of-charge to ensure battery longevity. PHEV batteries must provide this high power burst while additionally handling full charge to deep discharges like a BEV. Another concern focuses on whether enough electric power will be available should PHEVs become extraordinarily popular. However, a study by the Department of Energy’s Pacific Northwest National Laboratory says the nation’s existing electric power grid could support up to 180 million PHEVs.
All this is unfolding, now. Technology marches on, costs diminish through efficiencies, and interest drives further development...all good things that should bring the plug-in hybrids we desire to our highways sooner than later.
Cheap to own and cool to customize, mini-trucks from the likes of Chevy, Dodge, Ford, Isuzu, Mazda, and Toyota once offered a great way to get around on the cheap. They were light-truck-functional and fun. There was even a custom mini-truck culture that developed around these small pickups with customized examples everywhere, mini-truck clubs nationwide, and enthusiast magazines focused on reporting the latest mini-truckin’ trends.
It’s been decades now since the mini-truck phenomenon faded and these pint-sized trucks largely disappeared from our highways. But that doesn’t mean right-sized trucks aren’t a really good idea in an era of ever-bigger, heavier, and brawnier pickups on our roads. Without a doubt, full- and mid-size pickups fill a crucial need for a wide array of business and commercial needs, which makes them the perennially best-selling vehicles on the market. At the same time, their five-passenger cabins and diverse capabilities also make them attractive for a huge number of personal-use drivers who own pickups entirely for pleasure, recreation, and for occasionally hauling loads, towing trailers, or carrying gear. Clearly, smaller pickups that fulfill these needs could provide an attractive option while saving gas, carbon emissions, and cash.
That’s the aim of Ford’s Maverick, a compact pickup larger than the mini-trucks of old yet smaller than its mid-size brethren like the Ford Ranger, Chevy Colorado, or Toyota Tacoma. Maverick features pleasant exterior styling that appeals to any age buyer. It also has a strong work ethic and is equipped to do the job with its 54.4-inch long bed, 1500-pound payload capability, and 2,000 pound tow rating in base form. Check a few additional boxes on the order form and that tow rating jumps to 4,000 pounds.
Ford did a lot of things right when it introduced the Maverick three years ago. Built on a unibody platform with an eleven inch shorter overall length than even the mid-size Ranger pickup (38 inches shorter than the F-150) and a 40-foot turning diameter, the Maverick was designed brawny enough to warrant pickup-lover attention while also being small enough to be perfect for the city. It’s also great for the open road with the model’s hybrid engine delivering a combined 37 mpg EPA rating (42 city/33 highway) and over 500 miles of range.
Today, Ford has again flipped the powertrain script for the 2025 Maverick. When the all-new 2022 Maverick was introduced, it was the super-efficient 2.5-liter hybrid powertrain that was standard fare, featuring 191 horsepower, a variable speed transmission, and available exclusively in front wheel drive. Buyers could optionally choose a 2.0-liter EcoBoost four-cylinder delivering 250 horsepower and 277 lb-ft torque, backed by an 8-speed automatic transmission and available with either front or all-wheel drive. The EcoBoost choice was more powerful but less efficient, scoring an EPA combined rating of 25 mpg (22 city/29 highway).
Following its debut year, Ford made the EcoBoost engine standard with the hybrid available as a higher priced option. Now, recognizing the popularity of hybrid power, Ford has once again made the hybrid powertrain standard for 2025 Maverick buyers. Maverick hybrids are also now available with either two- or four-wheel drive capability.
The 2025 Maverick comes in five trim levels – XL, XLT, Lariat, Tremor, and Lobo – that start at $26,395 to $36,835 for the first three trims and run upward to $39,895 to $42,000 for the highest-end Tremor and Lobo. The latter two are high-performance specialty variants that champion a pair of popular customization themes, both powered exclusively by the more powerful EcoBoost engine.
Tremor is outfitted for rigorous off-road duty with underbody protection, special suspension tuning for handling uneven road surfaces, all-terrain tires wrapped around 18-inch aluminum alloy wheels, Hill Decent Control, and additional drive modes including Mud/Rut and Sand. Maverick’s latest Lobo variant lends sport truck appeal to the pickup with a lower ride height, torque vectoring, and street performance-tuned suspension, shocks, and steering. It also offers a “Lobo” drive mode intended for closed course driving. Its street performance image in enhanced with a black-painted roof, 19-inch black wheels, painted bumpers, and a unique front fascia.
While the Maverick is an affordably priced truck, it still provides a wide array of standard comfort, safety, and convenience features. Among these are a 13.2-inch center touchscreen, an 8-inch digital instrument cluster above the steering wheel, Ford SYNC 4 with connected navigation and enhanced voice recognition, Apple Car Play/Android Auto connectivity, and on-board 5G WiFi. All Mavericks are also now equipped with Ford’s Co-Pilot360 technology suite. This provides pre-collision assist with automatic emergency braking, lane-keeping aid, a rear view camera, and auto LED high-beam headlamps.
Optionally available are items like a wireless phone charger, power locking tailgate, and 110-volt cab and bed outlets. Additional driver assist options include adaptive cruise control, blind spot monitoring, cross-traffic alert, lane centering with evasive steering assist, and Pro Trailer Hitch Assist. New-for-2025 is a 360-degree camera that enables a split view of what’s immediately behind and ahead of the vehicle along with cross-traffic views.
In the end, the Maverick reinforces what everyone in Texas already knows: Just because you don’t need a truck every day doesn’t mean you might not want one. The Ford Maverick not only speaks to this desire but also makes owning a pickup more appealing for a great many buyers with its more compact form, high efficiency, and approachable cost of entry. The addition of off-road and sport truck choices expands the Maverick’s compelling nature even further.
About that “first car” thing? Look, we know it’s a truck. But at a starting price of just over $26,000, the Ford Maverick really is the perfect first – or entry-level – car for anyone looking for some pretty cool transportation…and it comes with a highly functional truck bed as a bonus!
Green Car Journal has closely followed the evolution of the Toyota Prius since our early hands-on experience at Toyota’s Arizona Proving Grounds in mid-1997. Here, we piloted a Toyota Corona test mule powered by an exotic gas-electric powerplant concept that was unlike anything we had driven before. Little did we know that this test car’s Toyota Hybrid System would make its way in production form to the automaker’s all-new Prius, a model that debuted later that year at COP 3, the third United Nations climate conference. This is where the landmark Kyoto Protocol international treaty was adopted to mitigate greenhouse gases and climate change.
The Prius was there to make a statement that Toyota recognized the environmental challenges ahead and was prepared to lead. Prius sales began in Japan in 1997 and expanded worldwide in 2000. The rest is history. In the 27 years since the Prius was introduced, this hybrid has stayed true to its original mission as a model of high efficiency and low carbon emissions. It has shape-shifted over time, starting out as a quirky subcompact sedan and then morphing into a hatchback with a distinctive and easily-recognizable profile.
Now in its all-new fifth generation, Toyota’s Prius is a true game changer presenting as a wondrous liftback with a whole new outlook that far transcends eco consciousness, though that is still the core of its being. Today’s Prius is now sleek and visually compelling, extraordinarily fuel efficient at up to 57 combined mpg, and delivers surprising levels of performance for an eco-champion priced at just $27,950.
For an additional five grand the model’s plug-in hybrid variant, Prius Prime, features all this along with a more powerful 13 kWh lithium-ion battery that brings an EPA estimated 45 miles of electric driving and up to 600 miles of overall range. Along with its admirable EPA estimated 52 combined mpg as a hybrid, Prime achieves up to 127 MPGe when running on its batteries.
Prius Prime’s considerable battery electric range makes it the ideal electric vehicle for a great many who wish to drive zero emission every day, but also want the ability to tackle longer trips seamlessly. This characteristic, and so many others that elevate the model above its peers, distinguished Toyota’s Prius Prime as Green Car Journal’s 2024 Green Car of the Year®.
Performance in a traditional sense, like quick acceleration and impressive driving dynamics, has never been expected of a Prius. That wasn’t its mission. This changes in a big way with the new Prius presenting as a driver’s car, a model that speaks to car enthusiasts who value appealing style and a fun-to-drive nature alongside environmental performance. The new Prius Prime’s 220 system horsepower, delivered by a 2.0-liter engine and 161 hp electric motor-generator, changes the performance equation with nearly 100 more horsepower and a third greater torque than the previous generation Prime. That extra power is a big deal and drivers will appreciate Prius Prime’s surprising ability to sprint from 0-60 mph in just 6.6 seconds.
Greater performance aside, the most noticeable change in the new Prius is clearly its attention-grabbing, smoothly sculpted design. We know this first-hand. Over the past few months, we’ve spent significant time behind the wheel of an uplevel ($39,670) Prius Prime XSE long-term test vehicle equipped with this model’s full complement of advanced electronics and a cabin smartly upholstered in leatherlike SofTex. Inevitably, we get looks, questions, and overt signs of appreciation from a great diversity of people during our drives, many of them drivers of earlier Prius models and others who simply love the car’s forward-leaning and distinctive look.
We get it. The new Prius exudes a sporty appearance with its low roofline and sweeping aerodynamic profile, lending homage to the Prius of old while transforming its look into something more compelling. Once attention moves beyond the car’s most noticeable and eye-catching feature, there’s plenty inside to appreciate as well. Here, one finds a comfortable and functional cabin featuring a pleasing balance of tech, comfort, and style, with a distinctive instrument panel design that takes its cues from Toyota’s bZ4X electric car.
We’ll be sharing our experiences of daily life with the Prius Prime in the months ahead, and no doubt, more stories of interactions with others who find the all-new Prius as compelling as we do.
A growing number of car buyers are showing a keen interest in hybrids, those super-efficient cars, trucks, and SUVs that combine the benefits of both electric and internal combustion power. For some, it’s all about stellar fuel economy. Others see a hybrid as an easy entry into electrified vehicles without taking the more unfamiliar leap to a plug-in model, or paying the extra cost.
Whatever the motivation, we’re huge believers in hybrids because of their many obvious benefits. Ready to bust a move? Here are 10 fuel efficient hybrids from five automakers that deliver 37 to 57 combined mpg, available with a reasonable manufacturer’s suggested retail price (MSRP) of $25,000 to $34,000. Yeah, we realize that some models could be in short supply at times and others may be so popular dealers are tempted to add on a mark-up over and above the MSRP. It that’s the case then keep looking since cross-shopping dealers online is pretty straightforward these days and you may find a better deal just a short drive away.
We’re behind the wheel of our Toyota RAV4 long-term test vehicle and just looked at the instrument cluster’s mpg reading. It’s showing 43 mpg toward the end of our 150 mile cruise on the 101 freeway along California’s Central Coast. There was no traffic to speak of, so we had kept our ride at a fairly steady state around 65-70 mph, reasonable for this stretch of California highway though far short of the much faster speeds and stop-and-start driving experienced in Southern California.
The surprise? This welcome fuel efficiency was achieved without hybrid or plug-in power. We were piloting a Toyota RAV4 XLE crossover powered by a 2.5-liter four-cylinder that, at the time we started our adventure, came with a manufacturer’s suggested price of $29,085, topping out at $33,987 after options. Adding to the surprise is that EPA rates this RAV4 at 34 mpg on the highway and 27 mpg in the city. We were beating that by a long shot, not through crazy hypermiling techniques but simply by easy driving without unnecessary bursts of acceleration or driving at higher speeds.
Look, reality check: While that kind of better-than-EPA fuel efficiency can’t be expected as a matter of course – because, let’s face it, we aren’t always driving traffic-free and there are times when we want to go fast – it is possible, as our experience showed. There is a lesson here for anyone who wants to optimize efficiency and lessen their carbon emissions while driving conventional vehicles. High fuel efficiency is out there for those who actively seek it.
During our drives, the RAV4 consistently delivered all the power we needed, seamlessly delivered to pavement through an 8-speed electronically controlled automatic transmission. Riding on independent MacPherson strut suspension up front with multi-link suspension at the rear, we found ride and handling on the money, as we would expect from Toyota. Along the way we have also appreciated filling up with regular 87 octane gas rather than the premium that some models require, which costs up to 35 to 40 cents per gallon more than regular grade in our area.
Inside this RAV4 is a well-appointed interior with an 8 inch multimedia touch display offering Apple CarPlay and Android Auto connectivity. Nicely bolstered seats provide plenty of comfort as the miles drift by. While our RAV4 came with cloth seats and we prefer leather (or these days, artificial leather), Toyota’s SofTex synthetic leather seating only comes with the uplevel XLE Premium trim at nearly $3,000 more, so cloth it is. Hauling life’s usual stuff is well handled with 37 cubic feet of storage behind the rear seat and 70 cubic feet total with the rear seat folded.
Cloth seats aside, our only complaint, and it’s a mild one, is the RAV4’s stop-start system sometimes engages a bit too abruptly from a stop, something we have experienced in other models with stop-start functionality as well. We chalk that up to the quest for maximum efficiency as the engine is shut down after a pause when stopped, then automatically started again when the brake pedal is released.
After six months in our long-term test fleet and some 5,000 miles on the odometer, we can say this: Toyota’s RAV4 is a rock-solid choice for those looking to drive a conventionally powered small SUV at a price a great many can afford. We still find ourselves beating EPA mpg estimates by at least a few mpg if we’re focused, but most of the time we are in the range of the 27 to 34 mpg efficiency expected of this model, depending on whether we’re doing city or highway driving. We’re pretty enthused with our daily drives in this RAV4 test car and looking forward to sharing our continuing experiences in the months ahead.
Alfa Romeo, one of Italy’s legendary performance brands, returned to the U.S. market in 2006 to reassert its Italian heritage with the sporty 4C. Since then, the Guilia coupe and Stelvio SUV have done an admirable job relaunching the brand.
The newest Alfa, the Tonale luxury subcompact SUV, speaks to buyers here that overwhelmingly skew toward crossover and SUV models. The Tonale, with its performance styling, advanced engine/battery technology, all-wheel drive, and high levels of utility, offers a combination that has never before been available in an Alfa Romeo.
Tonale is not only Alfa’s first hybrid powered car of any kind, but also its first plug-in vehicle. When fully charged – which takes somewhere under three hours with a Level 2 charger – the Tonale will deliver an EPA estimated range of 33 miles on battery power alone. With a combined average rating of 29 mpg and 77 MPGe (miles per gallon equivalent) on electric power, total range on both gas and electric power brings about 360 miles of driving.
Green Car Journal editors' recent time behind the wheel of a Tonale allowed experiencing how this sporty and efficient Alfa performs on the open road and while negotiating the meandering, twisty canyons of California's Central Coast. As with all Alfa Romeos, performance is expected, and in this case delivered via Tonale’s 1.3-liter MultiAir turbocharged four-cylinder engine that provides 180 horsepower to the front axle. The rear axle is separately powered by a 121 horsepower electric motor generating 184 lb-ft torque. The sum of all this is a best-in-class power rating of 285 hp and 347 lb-ft. torque, all in. A 15.5 kWh lithium-ion battery provides power for the electric drive system. An integrated high-voltage belt starter-generator mounts to the engine to assist in delivering smoother drive cycle transitions and start-stop capability. Notably, at times we found the Tonale delivering slightly more than its rated 33 mile battery electric range.
The Tonale sports a host of family friendly features that allow this stylish Alfa to hold lots of things, as SUVs are required to do. Along with the ability to transport your stuff, the Tonale’s standard content is also quite high. Among its many systems are Adaptive Cruise Control, Intelligent Speed Assist, Blind Spot and Rear Cross Path Alert, Lane Departure and Lane Keep Assist, and Forward Collision Warning with Automatic Emergency Braking for pedestrians. Yep, they are all there. Level 2 autonomy with Traffic Jam Assist is also available, as is an optional 360-degree camera system.
Three versions of the Tonale are available, starting with the Sprint edition, then the Ti, and finally the high end Veloce version that we drove. All three feature an excellent Uconnect 5 system with information displayed through a 10.25- inch center-mounted touch screen and a 12.3-inch drivers’ dashboard screen. Each screen can be customized by the driver to display the data most desired. In addition, an on board Alexa system allows connecting to the vehicle via voice commands – no inputs necessary.
The Tonale is one of the best looking subcompact SUVs on the market with its exceptional style and signature Alfa Romeo grille set into the surrounding bodywork. Its sculpted side profile flows past cool alloy wheels and is pure Italian. An elegant interior continues to delight, with a blend of brushed aluminum and suede-like seat upholstery. The stamp of Alfa approval adorns each seat back – very cool.
Alfa Romeo’s Tonale is covered by a four year/50,000 mile limited warranty with a full powertrain warranty for the same length of time. Pricing for the base Tonale Sprint is $43,845 with the Ti coming in at $46,500 and the Veloce $51,040. The Tonale Veloce we drove, with its extras and destination charge, featured an as-tested price of $57,290.
Kia’s Carnival minivan, or MPV as it is officially referred to by the Korean automaker, has been part of the Kia lineup here since 2022. Kia’s previous minivan, the Sedona, was replaced by the Carnival after a 20-year run. Now, the 2025 Kia Carnival returns to the fold after receiving a mid-generation refresh and an efficient new hybrid powertrain.
The 2025 Kia Carnival HEV carries a good amount of optional equipment along with its new refresh. It’s built on a joint Hyundai-Kia N3 platform shared with other models like the Hyundai Santa Cruz and Kia Sorento. Four trim levels are available, ranging from the entry-level LSX trim, mid-range EX and SX trims, and the range-topping SX Prestige trim. All trims carry identical power, space, and fuel economy ratings.
Powering the 2025 Carnival HEV is Kia’s 1.6-liter turbocharged inline-four paired with a 54 kW electric motor, which utilizes a 1.49 kWh lithium-ion battery pack. Thanks to the aforementioned power sources, the Carnival HEV produces up to 242 horsepower and 271 lb-ft torque. A six-speed automatic transmission handles the Carnival HEV’s power, and front-wheel drive is the sole drivetrain option. For those not interested in a hybrid powertrain, the Carnival also comes with a 3.8-liter V-6 borrowed from the Kia Telluride that manages 290 horsepower and 262 lb-ft torque. Handy hybrid-exclusive driving aids include electrification-vehicle motion control that allows users to adjust the amount of regenerative braking and E-Ride, which helps smooth out bumps with the help of a specially-tuned suspension.
The new Carnival HEV’s styling takes inspiration from Kia’s ‘Opposites United’ design language that aims to combine the rugged looks of an SUV with the familiarity and comfort of an MPV (aka SUV). The front fascia embodies this motif best, with chiseled lines and a muscular radiator grille. A pair of crystal-like headlights sit above the grille and feature Kia’s Star Map daytime running lights. Down its flanks, the Kia MPV retains much more of a minivan look with typically large windows and doors. At its rear, the Carnival again takes up the SUV look and dons a pair of angular Star Map LED taillights along with a repositioned license plate mounting area, allowing for a cleaner rear hatch look. Those whose tastes run to the dark side will enjoy the optional Carnival Dark Edition appearance package that adds black exterior accents. Buyers have a choice of 17 or 19 inch wheels, the latter offered in two different styles.
Inside, the Carnival is just as novel and futuristic. Designers utilized simple shapes and three-dimensional effects through the use of optional ambient lighting. Seating for up to eight passengers is still a hallmark of the Carnival, along with a class-leading maximum cargo space of 145.1 cubic feet. Second-row seats can be removed and third-row seats can fold into the floor for uninterrupted cargo space.
An available twin-12.3-inch digital display takes center stage and does the job of both the infotainment and digital gauge cluster screens. A 12-inch infotainment screen and a 4.2-inch digital gauge cluster screen are standard. Other optional tech upgrades include a full-color head-up display and a Full Display Mirror, which replaces the standard rearview mirror with a camera and display. Seven USB-C ports are standard within the Carnival along with two handy 115-volt power inverters. Saying the phrase “Hey Kia” will activate the Carnival’s multi-zone voice control, allowing users to control or adjust systems like climate control or open and close windows. Brand-new for the Carnival is an available Connected Car Rear Cockpit system, which uses two 14.6-inch monitors and allows entertainment streaming from select platforms.
Carnival features a litany of standard and available advanced driver assistance features. Among these is standard Forward Collision Avoidance Assist, which detects imminent vehicle or pedestrian collisions and assists with steering and/or braking to avoid them. Other available safety features include Junction Crossing, Evasive Steering Assist, and Lane-Change Oncoming, among others.
The 2025 Kia Carnival is poised to make waves in today’s family mover field, though some competitors like the Chrysler Pacifica plug-in hybrid and Toyota Sienna hybrid won’t make it easy. Pricing for the 2025 Carnival will be released as the model gets closer to going on sale this summer.
Mazda’s new 2024 CX-90 is the automaker’s replacement for its long-popular CX-9 and serves as the brand's flagship three-row model. It’s longer, wider, and lower than the earlier CX-9 and features many improvements relating to space, efficiency, power, and style. Importantly all engine options are now hybrids with one of them a plug-in hybrid variant.
The CX-90 employs a front-engine, rear-wheel-bias powertrain with Mazda’s i-Activ all-wheel-drive system standard across all trim levels. Its three hybrid engine choices start with an entry-level 3.3-liter inline-six turbo producing 280 horsepower and 332 lb-ft torque. A more powerful 3.3-liter Turbo S delivers 340 horsepower and 369 lb-ft torque. Both the Turbo and Turbo S utilize Mazda’s 48-volt M-Hybrid Boost mild-hybrid system. Those looking for an ability to drive exclusively on battery power should look to the CX-90’s turbocharged 2.5-liter plug-in hybrid version, which produces 323 horsepower and 369 lb-ft torque using a 17.8 kWh battery.
All engines are rated at a combined 25 mpg, with the plug-in version topping out the range with a combined rating of 56 MPGe when running on battery power. The 2.5-liter PHEV option offers a total 490 mile driving range with the ability to drive exclusively in electric mode for 26 miles. Among the three engine options, 11 trim levels are available in total, ranging from the entry-level Select up to top-line Premium Plus. The availability of these trim levels depend on engine selection with the Turbo trim offering five and both the Turbo S and PHEV versions offering three.
A low-slung and hunkered-down appearance conveys a subtle sportiness in this crossover SUV that Mazda has been keen to showcase in the rest of its recent lineup. The front fascia is minimal when compared to other current full-size crossovers, but is in no way boring. A large black grille acts as a centerpiece and is accented with a chrome insert running beneath the grille, swooping up to meet the headlights at both ends.
The CX-90 features flared wheel arches and a muscular persona along its flanks. It’s complemented with a low roofline and smooth lines along the doors that reinforce a sporty and elegant demeanor. At the rear, two slim LED taillights extend toward the middle of the hatch while a discreet, curved spoiler sits at an upward angle above the rear window. A chrome accent sits at the bottom of the rear end, finishing its run around the entirety of the CX-90.
Mazda has taken great care to deliver a more accommodating interior than the earlier CX-9, with the CX-90 going above and beyond. A commanding and wide-set dash greets drivers with a large center console dividing the front seats and a 12.3-inch infotainment screen perched atop the dash. Traditional Japanese design and modern practicality blend together in a unique-to-Mazda fashion, exemplified by a sewing technique called Kumihimo, a classical Japanese book-binding practice that’s used to produce a hanging stitch pattern on the dash. Nappa leather and real-wood trim is an option throughout the cabin, along with tone-on-tone fabrics. Up to 75.2 cubic feet of carbo space is available with the second and third row seats folded flat.
The CX-90’s tech and safety options are ample with all trims receiving Mazda’s i-Activsense Safety package that includes Smart Brake Support, Blind Spot Monitoring, and Mazda Radar Cruise Control. Brand new for 2024 is Mazda’s See-Through View monitor that uses cameras positioned throughout the exterior to create a 360 degree perspective, allowing drivers to better park and maneuver in tight spots.
Mazda’s CX-90 is an exemplary replacement for the CX-9 and comes at an entry price of $39,595.
Toyota’s full-size Highlander SUV has been with us since 2001 and has developed a loyal following. Unlike its utilitarian body-on-frame competitors of the era like the Chevy TrailBlazer and Jeep Grand Cherokee, the Highlander emerged with a unibody platform that delivered a much more comfortable and car-like ride. This, in addition to Toyota’s reputation for reliability and value, enabled the Highlander to blossom in popularity. Now Toyota has expanded upon its celebrated Highlander with the much anticipated and more spacious Grand Highlander SUV.
New for the 2024 model year, the Grand Highlander is built on Toyota’s GA-K platform and shares it with countless other Toyota models including the original Highlander. In the case of the Grand Highlander, Toyota modified this platform with a longer wheelbase and wider track to allow for expanded interior comfort. Three trim levels are offered including base XLE, mid-range Limited, and top-line Platinum.
Buyers also have a choice of three powertrain options. A 2.4-liter turbocharged inline-four cylinder featuring 265 horsepower and an eight-speed automatic transmission is standard. Next up is a 2.5-liter inline-four Dynamic Force hybrid with two electric motors, a combination that pushes out 245 horsepower and connects to a CVT transmission. The most powerful choice is Toyota’s Hybrid MAX powerplant offering 362 horsepower and 400 lb-ft torque. This uses a 2.4-liter turbocharged motor with two electric motors coupled to a six-speed automatic transmission. EPA estimated combined fuel economy is 24 mpg for the 2.4-liter turbo, 36 mpg for the hybrid, and 27 mpg for the Hybrid MAX.
Front-wheel or all-wheel drive is available on all but the Hybrid MAX variant, which comes with all-wheel drive as standard fare. Driver selectable Sport, Eco, and Normal drive modes allow tailoring the driving experience with all powertrains. Off-pavement adventures are further enhanced in Hybrid MAX and gas AWD variants with Multi-Terrain Select driving modes for Rock & Dirt, Mud & Sand, and Snow.
Toyota has not forgotten that SUVs are often used to haul things, whether camping gear, home improvement supplies, or toys for the kids. There’s plenty of room for all since the Grand Highlander has 20.6 cubic feet of stowage capacity behind the third row seat and 57.9 cubic feet with the second row seats folded. With second and third rows folded flat, the Grand Highlander boasts an impressive 97.5 cubic feet of total storage space. Those who need to tow gear along on their journeys will find that the Grand Highlander delivers here as well. The Dynamic Force hybrid comes with a tow rating of 3,500 pounds while the gas variant and Hybrid MAX models up the ante with the ability to tow up to 5,000 pounds.
The Grand Highlander expands upon Toyota’s current design language. At the front of the SUV, a familiar large gloss-black grille is situated front and center. A pair of functional air curtains sit below and diagonally, allowing air to flow over the front wheels to reduce drag. A discreetly muscular hood sits high atop the front end. Down the sides, very large windows are a hallmark of the Grand Highlander’s look, allowing as much light into the cabin as possible. At the rear, a large roof spoiler spills out atop the similarly large rear window. A pair of slim and stark LED taillights line either end of the rear hatch.
Inside, Toyota conveys what it believes the Grand in Grand Highlander should represent. Ample room is present throughout, with tons of charging ops and storage space. For example, a total of 13 cupholders and seven USB-C ports are present. Soft-touch materials are peppered throughout the space, including on seats and armrests. Up front, a standard 12.3-inch infotainment system sits center-stage with climate control buttons positioned beneath. A standard 8-inch digital gauge cluster sits in front of the driver with a 12.3-inch digital cluster optional. Both the second and third row seats make use of the same soft-touch materials and offer more examples of abundant storage.
A generous amount of tech and safety features are included in this SUV. Wireless Apple CarPlay and Android Auto are standard, along with over-the-air update capability. A one-year free trial for Toyota’s Drive Connect is included that makes Intelligent Assistant, Cloud Navigation, and Destination Assistant available to drivers. Toyota Safety Sense 3.0 is included as well, with Proactive Driving Assist and an Emergency Driving Stop System that will attempt to safely stop the vehicle if the system senses an unresponsive driver.
With the addition of the Grand Highlander in Toyota’s already-ample SUV lineup, buyers now have a new and appealing choice ideally positioned between the mid-size Highlander and full-size Tundra-based Sequoia, at a base price of $43,070. No doubt, Toyota’s long-popular Highlander has paved an extremely successful path for the new Grand Highlander to follow. We imagine that legions of buyers attracted to the many charms of the Highlander but yearn for a roomier package will find the new Grand Highlander an intriguing new option at the showroom.
The Chevrolet Trax was introduced as an affordable crossover option in 2013 and has enjoyed moderate success in North America and Asian markets since its arrival. Now entering its second generation, the 2024 Trax is set to replace the now-canceled Chevrolet Cruze, keeping price a primary concern for entry-level buyers while maintaining an exciting aura that General Motors hopes will attract younger buyers.
Chevrolet utilizes the GM VSS-F platform for the 2024 Trax, a front-engine, front-wheel-drive configuration for compact SUVs and crossovers. Five trim levels are available including the entry-level LS and 1RS, mid-range LT and 2RS, and top-end ACTIV trim. The Trax is available in front-wheel-drive only.
Trax is powered by a 1.2-liter DOHC turbocharged three-cylinder engine sporting 137 horsepower and 162 lb-ft torque. Power is delivered to the road through a six-speed automatic transmission. The little inline three-cylinder earns an EPA estimated 28 city/32 highway/30 combined fuel efficiency rating.
In a stylistic leap forward for the Trax, it’s evident that Chevrolet used its larger Blazer model as an inspiration for this updated model. A familiar chiseled front end is present along with slim LED running lights that sit atop a recessed headlight assembly. The use of body lines is plentiful with all lines ending at a large, trapezoidal grille taking center stage.
Along the sides, Trax takes on a muscular appearance with a wide stance and slightly flared wheel arches. A diagonally placed crease runs along the bottom of the doors with another crease shooting off of the C-pillar into the rear door. Its 7.3-inch ground clearance allows for a more rugged and capable presence.
Looking rearward, the muscularity continues with an inset and chiseled rear hatch that mimics the front grille’s trapezoidal design, with the hatch flanked on either side with attractive angular taillights. A sharply sloping rear window reaches up to a small roof spoiler that slightly curves around the top of the window.
Chevrolet has also made a significant effort in redesigning the interior of the Trax with yet more angles and body-colored accents used here. Available contrast stitching adds sporty style on both front door inserts and seats, along with body-colored seat piping. Even the shift boot gets a sporty touch. Camaro-inspired circular HVAC vents are placed at both corners of the dashboard. Easy-to-clean rubber is used on all frequently touched surfaces, such as the center and door armrests. A standard eight-inch or available 11.3-inch infotainment screen sits in the middle of the dash. The cabin takes on a driver-centric feeling with the infotainment screen and center dials oriented toward the driver. This subcompact crossover seats five and offers 25.6 cubic feet of cargo area, expanding to 54.1 cubic feet with the rear seats folded flat.
Tech and safety have been thoroughly implemented throughout the new Trax. Here, Chevrolet employs its Chevy Safety Assist 2 driver assist software that includes Automatic Emergency Braking, Pedestrian Braking, and Lane Keep Assist, among others. Both infotainment systems feature Apple CarPlay and Android Auto capability, with the optional 11.3-inch variant offering wireless connectivity for those applications.
The 2024 Trax is taking on a large responsibility as it has to fill the gap left by all of Chevrolet’s previous compact sedans, all the while remaining as affordable as possible. This new iteration is poised to do just that at a very agreeable starting price of $21,495, with an attractive appearance to boot.
Ford’s Ranger pickup stormed back into the market in 2019 after an eight year hiatus, keen to take on the likes of other midsize pickups such as the Toyota Tacoma, Chevy Colorado, and GMC Canyon. Despite receiving good reviews and many accolades, the Ranger has not sold as well as Ford had hoped. The all-new, fifth generation 2024 Ford Ranger seeks to change that. While heeding the importance of the Ranger as a popular global product, the new model has been developed with the U.S. market in mind. This change speaks to complaints that the previous generation Ranger was designed first for the Europe and then adapted for sales here.
The new Ranger shares Ford’s T6 mid-size pickup platform with the second generation Volkswagen Amarok, a pickup VW sells only in offshore markets. This new iteration of the Ranger platform features beefier construction with a fully boxed high-strength steel frame, which is both wider and longer than the previous generation. It has also been raised to offer improved ground clearance. Ford estimates a maximum towing capacity of 7,500 pounds along with a payload capacity of 1,805 pounds. Three trim levels will be offered including a base XL, mid-range XLT, and top-line Lariat.
Two fuel efficient engine options are available for the 2024 Ranger, starting with a base 2.3-liter EcoBoost inline-four delivering 270 horsepower and 310 lb-ft torque. A 2.7-liter EcoBoost V-6 shared with the F-150 and Bronco joins the lineup to offer higher performance with its 315 horsepower and 400 lb-ft torque. Both motors are paired with a 10-speed automatic transmission. Upping the excitement ante but far less efficient is the Ranger Raptor, a twin-turbo 405 horsepower off-road version of the Ranger featuring tons of unique equipment and specs. While many had speculated that a plug-in hybrid or fully electric version of the new pickup could be coming – with hopes running high for a Ranger hybrid after Ford’s debut of the Maverick hybrid pickup for the 2022 model year – that still remains just speculation.
Rear-wheel and part-time four-wheel drive are available, with the latter offering shift-on-the-fly capability allowing drivers to transition from two- to four-wheel drive at any speed under 55 mph. An electronic locking rear differential is also optional on both rear and four-wheel-drive applications to improve traction under challenging off-road driving conditions.
The all-new Ranger features a front fascia reminiscent of its F-150 big brother with a familiar wrap-around LED running light surrounding the headlights. While the F-150 and Ranger share similar design cues, the Ranger still takes on a look of its own with a brawny, high-slung bumper featuring a small opening for the Ranger’s intercooler with air active-shutters. When equipped with the FX4 Off-Road package, the Ranger includes a visible skid plate that protects the front differential and transmission from rugged terrain.
New touches set the new Ranger apart from the previous generation. Along the sides, smoothed wheel well arches replace the more boxed-out design of its predecessor, making its overall appearance appear a bit more grown up. Front fender badging appears above a functional fender vent designed to better cool front brakes under heavy use. At the back, Ford integrated optional side steps that allow easier access to the cargo bed without requiring the tailgate to be opened.
The Ranger’s rear design has been reimagined and is more angular, highlighted by smoked LED taillights and ‘RANGER’ embossed at the bottom of a newly designed tailgate. Its pickup bed now boasts two additional inches of width and features optional 120- and 400-volt power sources. Five- and six-foot bed choices are available depending on cab configuration, though only the crew cab configuration is available for now.
Ford has redesigned the Ranger’s cabin to offer a much more refined experience. The dashboard has been refreshed and features new and stylish HVAC vents and a two-story glove box design with an inset storage tray in between. Door panels and seats now incorporate a cross-stitched design and include ample door pocket storage. The driving position is higher with better visibility and features a standard 8-inch digital instrument cluster with a 12.4-inch cluster available.
Taking center stage is a standard 10-inch or optional 12-inch integrated infotainment screen with Apple CarPlay and Android Auto capabilities. The infotainment system utilizes Ford’s SYNC 4A operating system that’s capable of over-the-air software updates. A new electronic E-shift gear selector is present on the center console along with a four-wheel-drive select-shift dial for 4WD models. Rear seat functionality is improved with the seat backs now offering fold-flat capability that effectively transforms the rear passenger area into additional cargo space. That, paired with under-seat storage compartments and the pickup’s wider cargo bed, makes the new Ranger even more versatile for recreation or work.
An array of driver assist systems are standard or available. Among these are trailer-adaptable blind-spot monitoring, adaptive cruise control with stop-and-go, and Ford’s Active Park Assist 2.0 that allows drivers to remotely parallel or perpendicular-park their Ranger using the FordPass Connect smartphone app. Also handy for trailering are functions like Pro Trailer Backup Assist and Trailer Reverse Guidance, which use cameras to display different angles that aid drivers in accurately and safely backing up their trailers.
Ford ‘s Ranger has been an enduring choice for compact and mid-size truck buyers since it first appeared as a 1983 model. Now, with its appealing new generation Ranger, Ford is poised to capture the imagination of mid-size truck buyers who would otherwise consider the likes of competitors Toyota Tacoma and Chevy Colorado. With the entry price of a base Ranger XL SuperCrew coming in at $34,160, order banks opening imminently, and deliveries beginning late this summer, we’ll know how successful the new Ranger will be soon enough.
You know the drill. Get in the car, commute to work, run your usual errands, and at regular intervals stop at the gas station to fill up. It’s a routine that’s been ingrained in the driving psyche for decades. If you want to simplify, then consider a move from gas and instead drive electric. Driving an EV is not a panacea to life’s constant demands but all in all, it calls for less of your time and attention. Here are a few reasons why driving an electric vehicle may be for you.
How much is your time worth? Charging an EV’s battery can conveniently be done at home with a garage charger, through a growing public charging network, and increasingly at workplace chargers. Those regular trips to gas stations? Cross them off your list, forever. Another benefit that can save time – and frustration – is the ability for solo EV drivers to use high occupancy vehicle (HOV/carpool) lanes in some states, which can shave plenty of time off a commute.
Electricity is a far cheaper way to fuel a car than gasoline. In fact, electric motors are so much more efficient than internal combustion engines, the most efficient electric vehicle today nets an EPA combined city/highway rating of 140 MPGe. The savings don't stop there. If you charge at home, additional savings can be realized by signing up for an electric utility’s favorable electric vehicle rate plan, then timing a charging session during a plan’s specified hours.
Vehicle maintenance is key to a healthy vehicle. Tune-ups keep a typical car running its best over the long haul, making the most efficient use of the gas it consumes and optimizing combustion so it produces fewer tailpipe emissions. One of the important benefits of an electric vehicle is that maintenance needs and costs are significantly diminished. Simply, there are far fewer moving parts in an EV than a conventional internal combustion vehicle, which means there’s less to take care of and fewer appointments needed for service.
Electric vehicles today are almost universally more expensive than those powered by traditional internal combustion engines. But if you want one, the federal government – along with many states, electric utilities, and other sources – can make it easier to buy an EV with generous subsidies of many thousands of dollars. The most valuable of these subsidies comes from the recently passed Inflation Reduction Act of 2022, which offers a potential clean vehicle tax credit up to $7,500 if you buy a new plug-in electric vehicle and up to $4,000 on a qualifying used EV.
Driving an EV makes a statement. We’ve seen this over time as Toyota’s Prius hybrid made its way to U.S. highways just over 20 years ago and was embraced by environmentalists and celebrities. The instantly recognizable profile of the Prius was part of the attraction, which shouted, “Look, I care about the Earth!” To many, that was reason enough to drive a Prius. To a whole lot of others it was just kind of obnoxious. Thankfully, today’s expanding field of eco-friendly electric vehicles offer a different approach. Some feature futuristic design cues that push the envelope in a positive way, but most are so mainstream you have to look for EV badging. Either way, your immediate circle of influence will recognize that you’re driving an electric vehicle and that confers positive status.
Rather than following the industry’s massive trend toward models powered exclusively by batteries, Toyota is confident there’s a better way forward. Its strategy is to optimize the use and environmental impact of batteries by offering a diversity of electrified vehicles consumers will actually buy and drive in great numbers, thus leveraging the potential for carbon reduction. This clearly plays to the automaker’s strength: hybrids and plug-in hybrids. There’s the all-electric Toyota bZ4X, of course, and other battery electric Toyota models to come. Just don’t expect that’s all the world’s largest automaker will be offering in the short term.
Enter the 2023 Toyota Crown sedan, this automaker’s newest hybrid. Toyota’s all-new Crown is somewhat of a milestone since so many automakers are killing off their sedans in favor of uber-popular crossover SUVs. In many cases, those crossovers are less SUV than mildly oversized hatchback, but that’s the auto industry for you. The Crown is a sophisticated looking sedan that doesn’t pretend to be something it is not, though it does offer a few twists.
The Crown has an interesting history, first debuting in 1955 as Toyota’s first mass production passenger vehicle before making its way to the States three years later, distinguished as the first Japanese model here on our shores. It had a 17 year run before it was retired from Toyota’s U.S. showrooms.
Now it’s back in all new form as a full-size, four-door sedan available in XLE, Limited, and Platinum grades. While it is a sedan measuring in just a bit larger than Toyota’s popular Camry, the Crown also integrates a slightly taller roofline, thus the ‘twist.’ This taller roof flows rearward into an elegant sportback design, accented by thin blade-style rear taillights. The front features blade running lights, sharp headlights, and a distinctively imposing grille design that’s come to signify Toyota and Lexus products these days. Its sides are handsomely sculpted and accented by large alloy wheels and wheel well cladding.
Beneath the hood resides one of two available hybrids, no surprise since this a Toyota and hybrids are its game. The more efficient of the two-motor hybrid models is powered by a fourth-generation, 2.5-liter Toyota Hybrid System (THS) that Toyota says should net an estimated 38 combined mpg. It connects to an electronically controlled continuously variable transmission.
Those looking for higher performance may opt for the Platinum grade, which comes standard with a 2.4-liter turbocharged HYBRID MAX powerplant, the first application of this more powerful Toyota hybrid system in a sedan. Delivering power to the road through a direct shift six-speed automatic transmission, the HYBRID MAX boasts 340 horsepower for spirited performance and offers a Toyota-estimated 28 combined mpg. All grades come with electronic on-demand all-wheel drive. A plug-in hybrid variant is said to be coming but details are not yet available.
The Crown’s cabin is designed to deliver a premium feel, featuring nicely bolstered front seats with 8-way power adjustment, intelligent controls, and wireless Qi charging with an array of readily accessible ports to accommodate today’s electronic devices. A Multi Information Display ahead of the driver provides the usual instrumentation along with selectable functions, including hybrid information that coaches eco-driving for netting maximum efficiency. In addition, a 12.3-inch center Toyota Audio Multimedia display features Apple CarPlay and Android Auto integration and is audio and touch capable.
Upholstery is either Softex and black woven fabric or leather, depending on grade. A panoramic moonroof standard on Platinum and Limited grades lends an additional feel of openness to the cabin. LED ambient lighting adds to the interior’s ambiance and upscale feel. Significant effort has been devoted to creating a relaxed and quiet cabin environment through extensive placement of sound-deadening materials throughout plus the use of acoustic glass.
Toyota Safety Sense 3.0 is standard across all grades to enhance safety on the road. This includes such desired features as pre-collision with pedestrian detection, dynamic radar cruise control, lane departure alert with steering assist, blind spot monitor, and rear cross traffic alert. Other assist features such as automatic high beams, road sign assist, rear seat passenger reminder, and hill start assist control are also standard fare for all versions of the Crown. Those stepping up to the Platinum trim level also get Toyota’s advanced park system that identifies available parking spots and allows automated parallel and reverse/forward perpendicular parking.
Toyota’s Crown is a timely addition to this automaker’s lineup, giving fans of the brand a new, more exciting sedan option just as the more conservative Avalon sedan is heading off into the sunset. Pricing has not yet been announced but we figure the Crown will start somewhere in the neighborhood of the low $40,000s. We also expect this new model to be a hit for Toyota, serving the automaker well as it hones its hybrid and plug-in hybrid strategy while continuing to evolve its future electrified product line.
Paying today’s crazy-high gas prices bring on some pretty serious reactions and a certain amount of denial. Many wonder when this will end. Some get angry. Others suck it up and just pay the price, figuring it will return to a reasonable cost at some point. Many are considering electric cars for the first time. But what can you do about it right now to cut your gas bill, in real time, with the car you’re driving?
The thought of boycotting your local gas stations is a pleasant thought but won’t work unless you’re already driving electric. You still need to get the kids to school, go grocery shopping, and get business done. You need some real options that make sense and can be done pretty easily.
Here are some strategies that come to mind. None involve dumping your car and getting a new one. We know that’s not always possible, especially today with unreasonably high car prices due to current conditions. You need to keep driving your everyday ride but just have to do something about the high gas costs that are wrecking your budget. So, consider giving these tips a shot.
YOUR ACTION PLAN
1. Start here: Don’t drive as much. Really, this isn’t as painful as it sounds. We’ve grown accustomed to our cars providing mobility on demand. That’s a good thing when it isn’t hurting our wallets or contributing to growing oil dependency. It’s not so good today. So plan ahead. Combining your day’s errands into sequential trips one after another is a great strategy. This is an easy way to save fuel, cut your gas bill, and lessen your carbon footprint. It will also decrease tailpipe emissions by eliminating unnecessary cold-starts when your car’s emissions control system is least effective.
2. Ease off on the pedal. Okay, maybe you’re not really hot rodding your way down the street. But chances are good you’re not thinking about taking it easy from one traffic light to the next. Light accelerator pressure and a conscious effort to avoid quick starts and stops do make a difference in fuel economy, sometimes a pretty big one. Give it a try. While you’re at it, smooth out your pedal pressure at highway speeds as well by using your cruise control whenever appropriate.
3. Feeling the need for speed? Let it go. It’s easy to creep past posted speed limits without thinking about it. That’s especially on urban highways where traffic often tends to move well beyond 65 mph. We’ve found some freeways regularly flowing at 80 mph and sometimes more. The problem is that fuel efficiency diminishes rapidly above 60 mph. The EPA points out that each 5 mph driven above that speed has the net effect of costing you about 20 cents more per gallon.
4. Do you need premium? If you’re filling up on mid-grade or premium fuel, check to see if you really need to do this. Some high-compression engines do require higher octane fuel to run properly. In fact, serious engine damage could result from using a lower grade fuel than is specified in your owner’s manual. But if you don’t need premium fuel you shouldn’t be filling up with it. Premium fuel costs about 20 to 40 cents more per gallon but doesn’t provide better performance in engines designed to run on regular. If you’re fueling up with premium and don’t need to, you’re essentially pumping cash out your tailpipe. Not a pleasant thought, is it?
MORE MONEY SAVING TIPS
5. Pressure can be a good thing. Check your tire pressure weekly and keep your tires aired up to the recommended psi. This is so simple you’d assume everyone does this regularly. Not so. And that’s too bad since tires with low pressure create greater rolling resistance that can cost you up to 3 percent in fuel efficiency. Tires heat up while you drive, so checking pressure while hot will give an artificially high reading. Make a habit of checking tire pressure before driving when your tires are cold. You might also consider buying more fuel efficient low rolling resistance tires the next time your car is ready for new treads.
6. Cash or card? This is an obvious one. Gas stations typically have prices posted for regular, mid-grade, and premium fuel. Two sets of prices are often shown, one for cash and one for credit/debit cards. You’ll often note that the cash price is significantly lower, often 20 cents per gallon less than if you use a card. So, you know what to do.
7. Shop around. Like any business, gas stations have competition. It’s often the case that gas prices can vary by as much as 50 cents per gallon, maybe more in a geographical area. We’re not suggesting that you waste gas by trolling for the lowest price, but do pay attention to posted prices as you go about your daily drives. You’ll see which stations tend to offer the lowest gas prices. One of the best ways to price shop is with a free service like GasBuddy that allows you to search online for your area’s lowest gas prices. Make the process even easier by downloading the app so you can check on price fluctuations on your phone whenever it’s convenient during your travels.
One of the motivations to go hybrid is the promise of significantly higher fuel efficiency. This has never been lost to us at Green Car Journal, though it did take quite a few years to catch on with car buyers in general since the very first Honda and Toyota hybrids were introduced here more than two decades ago, followed by the first gas-electric SUV, the Ford Escape Hybrid.
Today, the reasons to opt for a hybrid are more evident than ever. In the midst of historically high gas prices, we seriously appreciate that the Ford Escape Hybrid we drive every day is amazingly fuel efficient. Even though we complain like everyone else whenever we fill up now, we gripe perhaps a bit less because we know our Escape is consistently delivering its promised 41 mpg combined fuel economy. As many know quite well, EPA fuel economy estimates lend an idea, but not a promise, of what actual fuel efficiency expectations should be for any given model. In this case it’s spot on based on a lot of miles on the road.
We feel compelled to point out that the Escape, which Ford introduced as an all-new generation in the 2020 model year, is a bit of a tease. True, Ford made waves at its introduction by offering a pair of EcoBoost four-cylinder engines, an efficient hybrid, and promising a plug-in hybrid. But the ever-changing automotive field that’s been hugely impacted by the pandemic and a persistent silicon chip shortage upended lots of plans, including the rollout of the new Escape and in particular the Escape PHEV.
To wit: Whatever the reason – though the pandemic likely had as much to do with it as anything – the abundance of new-generation Escapes on Ford dealer lots was significant in 2020 and 2021. Loads of 2020 Escapes were still being heavily promoted and discounted well into the 2021 model year, with the same occurring with 2021 models when 2022 Escapes were on sale. That meant some pretty sweet deals for those on the hunt for a new crossover SUV.
That’s all changed now that the chip shortage has become entrenched, new car availability tightened considerably, and prices shot upward across the board. Amid this changing backdrop, the highly-anticipated 2020 Escape PHEV variant never happened. The aforementioned challenges and a battery issue delayed the planned plug-in hybrid intro here until late in the 2021 model year.
When the all-new, fourth-generation Escape debuted it did so with a lower and smoother look and a distinctively more car-like front end than earlier iterations. A bit longer and wider with a slightly lower roofline, the popular crossover features slightly more interior space with additional rear legroom and up to 37.5 cubic feet of useable stowage behind the rear seats. A Panoramic sunroof is available on specific models like the Escape Hybrid Titanium we drive daily.
Gasoline and standard hybrid variants of the Escape are offered with front- and four-wheel-drive, while the plug-in hybrid comes exclusively with front-wheel drive. Our Escape Hybrid test car’s combustion part of the power equation is a 2.5-liter Atkinson cycle four-cylinder engine. This engine is augmented with two electric motors that bring total combined system power to 200 horsepower. A PowerSplit electronic continuously variable transmission (CVT) transfers power to the road. The hybrid is energized with a 1.1 kWh lithium-ion battery pack positioned under the floor.
Start-stop engine technology enhances efficiency, though we’ve found it to be a bit abrupt under certain conditions, like when backing out of a driveway on brief battery power and then shifting into drive. Every time, we’ve found the changeover from electric to combustion power happens within seconds of moving forward and feels more noticeable than we’d like.
Being the car enthusiasts that we are, there’s always a yearning to eke more performance from many of the most efficient vehicles we test drive. But honestly, the Escape Hybrid hits a pretty impressive sweet spot. Acceleration and overall performance are just what you need in an efficient compact SUV, with its 200 horsepower delivered confidently and seamlessly whenever needed for passing or just a bit of fun on twisty roads.
Inside, this compact SUV strikes a good balance of comfort and economy of space, the latter expected in a crossover in this segment and the former not always delivered in smaller SUVs. In this case, the Escape Hybrid feels like a good fit. There’s plenty of seating and elbow room up front and a good amount of space for rear seat passengers. Of course, squeezing three adults in the back is possible since this is a five-seater, but we’ll bet that most families will have at least a few younger passengers in the rear so three side-to-side adults riding along will be a rarity. Legroom in the back is reasonable though things can get cramped if tall folks are up front and seats are adjusted considerably back. Adding comfort to the rear are 60/40 split back seats offering limited recline and the ability to slide rearward to add extra legroom when needed.
Escape Hybrid offers an array of desired comfort, infotainment, and driver assist systems to enhance safety and the driving experience. Our Titanium model includes a 12.3-inch digital instrument cluster and center 8-inch touch screen display. Ford Co-Pilot360 features include Adaptive Cruise Control with Stop-and-Go, Lane-Centering, Evasive Steering Assist, and Voice-Activated Navigation. Wi-Fi for up to 10 mobile devices is provided through FordPass Connect. We found USB connections in the front console to be handy, along with the 110-volt AC outlet located in the rear seat area below the center console’s air register. For everyday drives when the weather turns colder, we especially like the heated steering wheel and front seats, which come up to temperature surprisingly fast.
Our considerable time behind the wheel of the Escape Hybrid has found us appreciating its welcome compact SUV functionality, satisfying performance, and comfortable ride. It has proved to be an enjoyable and dependable daily ride that lends some comfort during these times of exceptionally high gas prices. An additional benefit is that the Escape Hybrid runs on less pricy regular grade gas and its combined gas-electric power provides a 550 mile driving range that means fewer fill-ups…something that’s just fine by us.
Photography by Sheree Gardner Cogan