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.
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.
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
Lexus says it has 20 new or updated models coming over the next four and a half years and all will be electrified. While we know that Lexus has a new all-electric crossover coming next year and the brand aims to offer only battery electric vehicles in North America, Europe, and China by 2035, this isn’t an instant shift. In fact, the majority of its electrified models in the short years ahead will no doubt be hybrids and plug-in hybrids.
Considering this, it’s no wonder that Lexus put great effort into its all-new, 2022 NX crossover, since this model’s hybrid variant is expected to represent some 23 percent of Lexus sales over that four-and-a-half year window. The new generation Lexus NX crossover is attractive and right-sized, representing an important update to this subcompact crossover that delivers a freshened exterior with a slightly more aggressive appearance. It’s also slightly longer, wider, and taller than the previous generation. Among the notable design elements are a more refined spindle grille, new headlights, and full-width taillamps.
Four distinct powertrains are offered in the NX line. Conventionally-powered models use either a 2.5-liter or 2.4-liter turbocharged four-cylinder engine, the former delivering 203 horsepower and the latter 275 horsepower. Powering the NX 350h is a fourth-generation hybrid drive with a 189 horsepower, 2.5-liter four-cylinder engine and two-motor transaxle at the front, providing a combined 239 horsepower. An additional electric drive motor at the rear engages as needed to enhance traction.
The NX 350h hybrid is the most likely sales leader in the new NX lineup since it’s actually priced $500 below the gas version of this trim level. This pricing strategy encourages more drivers to enjoy a hybrid’s lower carbon emissions and superior fuel efficiency without the typical price penalty faced with most hybrid models. In this case, Lexus NX hybrid gas mileage is a combined 39 mpg compared to the gas model’s 25 mpg, a significant jump. That efficiency, plus an estimated 565 mile overall driving range, makes the NX 350h a desirable vehicle for commuting and everyday life.
At $14,600 more than the 350h hybrid is the uplevel 450h+ plug-in hybrid. This model also adds a rear motor for more power and all-wheel drive, plus a larger 18.1 kWh lithium-ion battery pack. Along with its hybrid efficiency of 36 combined mpg and a total driving range of 550 miles, the 450h provides drivers an estimated 37 miles of all-electric driving at an EPA estimated 84 MPGe. While this is a crossover, drivers will be able to run with, and in some cases outrun, some sporty vehicles because the 450h+ goes 0-60 mph in six seconds flat. Its hybrid-only counterpart, the 350h, accelerates from 0-60 mph in a still very respectable 7.2 seconds. The 450h+ is distinguished by a muscular-looking power bulge on the hood that accommodates the 450h+ powerplant.
During development, particular attention has focused on the inherent challenges that crossovers and SUVs face compared to lower profile cars that sit lower to the pavement. Recognizing these issues, like handling qualities in high winds and increased rollover potential compared to sedans, Lexus made this issue an engineering focal point for the new generation NX. This close attention found engineers addressing how suspension affects ride quality, handling, quietness, and overall driver confidence, and this attention has paid off with very confident handling characteristics in the NX.
The 2022 NX is nimble and very capable on twisty roads. Both hybrids in the lineup, the 350h and in particular the 450h+, instill confidence while carving sharp turns at speed without tire scrubbing or excessive lean and body roll. Ride quality is exceptional with no harshness over bumps or rough roads, and the cabin remains a quiet space along the way. Further enhancing its roadworthiness and all-weather capabilities is all-wheel drive, which comes standard on 350, 350h, and 450h+ models and is available on the base 250. Adaptive variable suspension is included on NX F Sport models to satisfy drivers seeking sports car handling relative to the NX’s size.
Inside, the model’s digital rear-view mirror is unique and another of the many very functional safety systems in this newly-designed NX 2022 line up. The cabin is well-appointed and comfortable, with four interior color offerings that can be selected in either leather or NuLuxe, a high-quality and eco-friendly synthetic leather alternative. Carrying capacity is increased by 14 percent in the new model’s cargo area for additional functionality. A standard Lexus Premium Audio system with 296 watts of power playing through 10 speakers has the sound quality to satisfy most owners. For audiophiles there is a premium 1800 watt Mark Levinson sound system with 12 channels powering through 17-speakers, something we think will outperform most drivers’ home audio system.
Lexus NX is well-connected and equipped with the latest in infotainment and driver assist systems. It offers a standard 9.8-inch touchscreen featuring a new and intuitive user interface. A 14-inch touchscreen is optional. Standard on all NX models is Lexus Safety System+ 3.0, the automaker’s latest suite of driver assist features. Among its many features are dynamic radar cruise control with curve speed management, oncoming pedestrian detection and braking, left turn oncoming vehicle detection and braking, risk avoidance emergency steer assist, road sign assist, and lane departure alert with steering assist. Remote park and over-the-air software updates are two of the auto industry’s latest high-tech features that have found their way to the NX.
The 2022 Lexus NX price range features a spread of $17,700 between the base NX and the NX plug-in hybrid, so there’s some serious decision making to be made depending on budget, needs, and level of desire for electrification. Conventionally-powered NX models start at $39,025 for the front-drive 250, $42,625 for the 350, and $47,725 for the 350 F Sport. Electrification begins with the 350h hybrid at $42,125 and moves upward to the plug-in 450h+ at of $56,725. Clearly, there’s something for everyone in the NX lineup.
While Jeep’s all-new Grand Cherokee is offered with 3.6-liter Pentastar V-6 and 5.7-liter V-8 engines, it’s the 4xe plug-in hybrid that really has our attention. The 4xe drivetrain is like that in the Jeep Wrangler 4xe introduced last year, which combines two electric motors, a 2.0-liter turbocharged and direct-injected I-4 gasoline engine, and a 400-volt, 17-kWh battery pack.
In Grand Cherokee 4xe, one motor replaces the conventional alternator and is used to power the engine’s start/stop functions and charge the battery. The second motor replaces the torque converter in the TorqueFlite 8-speed automatic transmission. Clutches control the power flow from this motor generator, enabling either pure electric power or a combination of torque from the motor and engine. In total, the system produces 375 horsepower and 470 lb-ft peak torque. Jeep is estimating an all-electric range of 25 miles, 57 MPGe fuel economy, and a total range of more than 440 miles. Towing capacity is rated at 6,000 pounds, a little lower than the 6,200-pound capacity of the V-6-powered 2021 Grand Cherokee.
Three different E Selec modes allow the driver to tailor the powertrain’s output to suit trip conditions. Hybrid mode combines torque from the motor and engine. Electric mode is used for pure electric propulsion until the battery reaches minimum charge or the driver demands more torque – while passing, for example – which engages the engine. When saving battery power for trail or inner-city driving is desired, eSave mode can be selected so the Grand Cherokee 4x3 runs on engine power only.
The Grand Cherokee has a long history of winning awards for its off-roading capability, and Jeep plans to maintain that legacy with the 4xe. Limited and Overland models are equipped with Jeep’s Quadra-Trac II drive system, with a two-speed transfer case and 2.72:1 low range ratio. Trailhawk and Summit models have the Quadra-Drive II system, which adds an electronic limited-slip differential in the rear axle. The Selec-Terrain traction management system, standard on all 4xe trim levels, offers five selectable terrain modes and modifies 4x4 torque split, throttle control, brake and steering response, the suspension system, and stability and ABS systems to suit those circumstances.
Jeep’s Quadra-Lift air suspension system, standard on all but the Limited model, can raise the Grand Cherokee up to 11.3 inches for greater ground clearance and automatically adjusts shock tuning for road or trail conditions. Skid plates protect the batteries mounted under the floor. High-voltage electronics are sealed and waterproof, enabling the 4xe to ford water up to 2 feet deep. Jeep has already tested the Grand Cherokee Trailhawk on California’s legendary Rubicon Trail, where it made the rocky Sierra Nevada crossing on electric power alone.
What makes the Grand Cherokee truly ‘grand,’ though, is its combination of rugged capability and civilized amenities. The 2022 version is “the most technically advanced Grand Cherokee ever,” says Jeep, with more than 110 safety and security systems that range from adaptive cruise control and blind-spot monitoring to an available night-vision camera with pedestrian and animal detection. A new Active Driving Assist program allows Level II automated driving.
The Grand Cherokee is also equipped with Jeep’s fifth-generation Uconnect5 infotainment system, which can be linked with up to three 10.1-inch and two 10.25-inch digital displays in the cabin. Apple CarPlay and Android Auto capability are built in, as is Amazon’s Alexa digital assistant and Fire TV. Video content can be streamed via an in-vehicle 4G Wi-Fi hot spot or a mobile device hot spot, or it can be downloaded and played without connectivity thanks to storage capacity in each rear high-definition display.
Jeep says its Grand Cherokee will arrive at dealerships later this year with the plug-in 4xe coming early in 2022.
The Hummer EV SUV will share key components with the Hummer EV pickup, from its Ultium powertrain platform to the open-air driving experience that comes from its removable Infinity Roof panels. Both the SUV and pickup are being touted as having significant off-roading chops, including the ability to ‘crab walk’ diagonally around trail obstacles thanks to four-wheel steering, and an Extract Mode that utilizes the Hummer’s Adaptive Air Ride suspension to raise the body some 6 inches out of harm’s way.
Because the SUV is shorter than the pickup – overall by about 10 inches and with a wheelbase nearly 9 inches shorter – GMC is promoting it as having ‘best in class off-road proportions.’ Those proportions, combined with its four-wheel-steering capability, do give it a tight turning radius of 35.4 feet, equal to that of the Chevrolet Bolt.
The smaller platform, though, does have a cost: less room for batteries. The Hummer EV SUV’s double-stacked battery pack contains 20 modules, while the Hummer EV pickup has 24. That means, on paper, anyway, the SUV is less powerful. The Edition 1 version of the SUV that will be available at launch is rated at up to 830 horsepower compared to the pickup’s 1,000. Range is shorter, too, at 300 miles compared to the pickup’s 350. Torque remains rated at up to 11,500 lb-ft, a number GM arrived at by multiplying the twisting force through the gear ratios in the Ultium platform’s front and rear drive units.
How Hummer configures that platform will be a key differentiator between Hummer EV SUV models. Edition 1 and 3X models will have three drive units, one to power the front wheels and one each for the rear wheels. The 2X and 2 models will have two drive units, one up front and one at the rear. The 2 will also have 16 instead of 20 battery modules, lower power output, and shorter range, but will be priced accordingly – 79,995 compared to $105,595 for the Edition 1.
Adding the Extreme Off-Road Package to an Edition 1 raises its MSRP by $10,000, for which the Hummer buyer receives 35-inch Goodyear Wrangler Territory tires on 18-inch wheels (22s are standard). Also provided are underbody armor and rock sliders, front and rear lockers, heavy-duty half-shafts, and the UltraVision camera system that provides up to 17 views around the vehicle to see the surrounding terrain, including under the body, in real time.
Those UltraVision images are among the infotainment channels broadcast on a 13.4-inch high-def touchscreen positioned between the driver and passenger. In front of the driver is another 12.3-inch information screen. GMC promises Hummer occupants a ‘multisensory, immersive experience’ with customizable features that can tailor not just the sound through the Bose entertainment system and the feel through the haptic driver’s seat, but also the SUV’s steering, suspension, and acceleration response. The center screen can also be used with an updated version of the myGMC mobile phone app to show satellite-rendered trail maps for navigating off-road. The revised app also tracks real-time energy consumption and can find local charging stations.
On the subject of charging, an optional Power Station generator can be used not just to charge personal devices and power recreational gear, but has the power (240v/25A/6kW) to charge other electric vehicles.
The low-floor, skateboard-like Ultium drivetrain platform has one other advantage: It affords several gear storage options. Folding the SUV’s rear seat flat and opening the powered tailgate reveals nearly 82 cubic feet of cargo space, more than GMC’s Acadia SUV with its second and third row seats folded. There is additional storage space hidden beneath the load floor and more in the Hummer’s front trunk.
GMC expects to launch the Hummer EV SUV in Edition 1 form in early 2023. It will be followed by 3X and 2X models in the spring of ’23, and the base 2 model in spring ’24.
Kia’s compact SUV entered its fourth generation in 2021 with a complete exterior makeover, increased legroom and cargo space, and a raft of driver-assistance systems that have been made standard equipment. Four engine choices are offered in the all-new Sorento, including a new turbocharged direct-injection four-cylinder hybrid. A plug-in hybrid version of the turbocharged four is being introduced in Europe but there’s no confirmation if this will be coming here to the U.S.
The 2021 Sorento is built on Kia’s third-generation N3 platform, which is lighter but also stronger than the outgoing version. This increases the SUV’s wheelbase by nearly 1.4 inches, improves noise/vibration/harshness characteristics, and driving dynamics. It’s also versatile enough to accommodate the Sorento’s electrified drivetrain.
Conventional Sorento powertrains utilize Kia’s 2.5-liter GDI four-cylinder engines. In naturally aspirated form the 2.5 GDI produces 191 horsepower, while a new turbocharged 2.5 GDI makes 281 horsepower and 311 lb-ft torque. The hybrid pairs a 1.6-liter version of the GDI turbo with a 60 horsepower electric motor fed by a 1.5 kWh lithium-ion-polymer battery. The engine/motor combination produces a total of 227 horsepower and 258 lb-ft torque, which is routed through a six-speed automatic transmission driving the front wheels. EPA fuel economy estimates rate the Sorento turbo hybrid’s efficiency at 39 city and 35 highway mpg, and 37 mpg combined.
Kia offers the 2021 Sorento in five trim levels, though the hybrid is available in the mid-range S and EX trims only. Many of the Sorento’s standard features are shared between the two, but the EX has a higher level of content, with equipment that includes LED fog lights, a panoramic sunroof, and wireless phone charger. Both the S and EX models are fitted with standard 17-inch alloy wheels and P235 tires.
There are a total of 16 standard and optional ‘Drive Wise’ advanced driver-assistance systems available for the Sorento. Standard ADAS systems on the hybrid model include blind-spot and rear-traffic collision avoidance, parking distance warning (rear-facing only on S, front and rear on EX), intelligent speed limit assist, forward collision-avoidance assist, driver attention warning, and lane-keep and lane-departure-warning systems.
The cost of entry for the new Sorrento is $29,390. Pricing starts at $33,590 for the Sorrento Hybrid S, with the uplevel Hybrid EX variant commanding three grand more at $36,590.
Somewhat smaller than Lincoln’s first plug-in SUV, the Aviator Grand Touring, the Corsair is a luxury-oriented, two-row crossover that injects comfort and class into a compact premium crossover segment dominated by European offerings. It's offered in both conventional gas- and plug-in hybrid-powered variants.
When one looks to Corsair, its distinguishing characteristics and luxury appointments mean there’s no mistaking it for anything other than a Lincoln. Its attractive design features creased and organic dynamic bodylines, a Lincoln-esque diamond patterned grille, and oversized alloy wheels. Inside is a premium leather-upholstered, wood-accented, and tech-rich cabin. The compact Lincoln Corsair Grand Touring lives large enough for four to five well-sized adults and a complement of weekend luggage.
At the heart of 2021 Corsair Grand Touring beats a 2.5-liter inline 4-cylinder, Atkinson cycle gas engine and a twin electric motor planetary drive system. A constant variable transmission transfers torque to the front wheels. A third motor producing 110 lb-ft torque is dedicated to driving the rear wheels, bringing the confident traction of all-wheel drive. Combined, this powertrain delivers an estimated 266 horsepower.
EPA fuel efficiency is rated at 33 combined mpg and 78 MPGe when running on battery power. It will drive 28 miles on its lithium-ion batteries with a total range of 430 miles. Conventionally-powered Corsairs net an estimated 22 city and 29 highway mpg, and 25 mpg combined .
A driver-centric cockpit offers infinitely adjustable and heated leather seating surrounded by wood and burnished metal accents. A comprehensive dash and infotainment display, back-up dashcam, pushbutton drive commands, head-up display, parking assist, and smartphone keyless access are standard or available. Top-of-the-line Co-Pilot 360 driver assist, electronic safety, and personal connectivity features are offered. Corsair Grand Touring’s 14.4 kWh battery module is located beneath the model’s body pan, resulting in a lower center of gravity and unobstructed rear deck cargo space.
The Corsair Grand Touring has an MSRP of $50,390, about fourteen grand more than the conventionally-powered base model. It's expected to make its way to Lincoln showrooms sometime this spring.
Lincoln’s new Aviator comes in two versions, the conventionally-powered Aviator and the Aviator Grand Touring plug-in-hybrid. Both luxury SUVs feature a 3.0-liter twin-turbocharged V-6 engine, which in the Aviator is rated at 400 horsepower and 415 lb-ft torque. The Grand Touring adds a 101 horsepower electric motor and a 13.6 kWh lithium-ion battery pack. Adding the electric motor to the V-6 increases output to a combined 494 horsepower and 630 lb-ft torque.
That kind of power means the Aviator Grand Touring has V-8 big block-like performance, with acceleration coming on strong courtesy of an electric motor that deliver loads of torque from zero rpm. Hybrid power also means better fuel economy than a conventionally powered model, with the Grand Touring variant offering an EPA combined fuel economy rating of 23 mpg, compared to 20 mpg for the all-wheel-drive version of the conventional Aviator. The Aviator Grand Touring comes only with AWD while the conventional model has the option of rear-wheel drive.
The Aviator Grand Touring uses Ford's innovative new modular hybrid transmission that’s also used in the Ford Explorer Limited Hybrid and Ford Police Interceptor Utility Hybrid It was created by essentially inserting an electric motor and disconnect clutch between the engine and torque converter on Ford's 10-speed SelectShift automatic transmission. The MHT shares about 90 percent of its components with Ford’s conventional 10-speed automatic.
Drivers are afforded 21 miles of all-electric driving in the plug-in hybrid for typical around-town needs. The Aviator Touring’s 13.6 kWh battery pack features under-floor packaging that does not infringe on interior space, so this 7 passenger SUV’s cargo-carrying capacity is not compromised when the third row seating is folded flat. Charging a depleted battery takes three-to-four hours using a 240-volt Level 2 charger.
All Aviators have five Lincoln Drive Modes that change the suspension settings, steering, shift points, and ride height with the optional Air Glide Suspension. The Aviator Grand Touring has two additional modes – Pure EV for all-electric driving and Preserve EV to save stored electrical energy for later use. The Aviator can tow 6,700 pounds while the Aviator Grand Touring can tow 5,600 pounds.
Lincoln's all-new Aviator offers a point of entry at $51,100 for the base rear-drive model, with the Grand Touring plug-in hybrid variant coming in at $68,900.
We’ve been driving Mitsubishi’s Outlander PHEV for 6,000 miles now as part of an ongoing experience with this long-term test vehicle. Over the months, our plug-in hybrid crossover has served as a daily commuter as well as our go-to ride for quick weekend getaways and the occasional longer trip. This time, we decided to see what it’s like to be behind the wheel on a genuine road trip for a solid week, from our offices on California’s Central Coast to the southern reaches of Washington State.
First, let’s say this: The capabilities of the Outlander PHEV plug-in hybrid – Green Car Journal’s 2019 Green SUV of the Year™ – lend a sense of confidence. We knew that we could charge the Outlander’s batteries when desired and convenient to gain about 22 miles of all-electric range during our travels, a nice plus. But we were also aware that taking the time for charging wasn’t necessary. This crossover’s EPA-rated hybrid range of 310 miles would be plenty to get us where we wanted to go, without hesitation or delays. That’s an important thing when packing a few thousand miles of combined day and late-night driving into a seven day period.
Our trip began by heading northbound from San Luis Obispo, California on US-101, where we crested the Cuesta Grade and continued toward the busy San Francisco Bay corridor three hours ahead. We were hoping an early departure would allow avoiding the unpredictable traffic there. Success! It turns out that late morning near the Bay Area provides a decent travel window with reasonably free-flowing traffic. Then it was onward toward Oregon on US-101, transitioning to I-680 and I-505 and ultimately the long stretch of I-5 that would take us to Washington State.
Since this was a road trip, adventure is built into the journey. That means if something interesting presents itself along the way, we may just stop to check it out. Sure enough, this happened less than an hour north of Sacramento, where a series of highway billboards enticed travelers to stop at Granzella’s Restaurant in Williams, a sleepy, postage-stamp-size of a city that’s home to about 5,000 people. It was lunchtime, so why not?
We found plenty of cars in Granzella's parking lot but also no wait inside. Food choices here are plentiful, with options for ordering from a fully-stocked deli or sitting down for a home-style meal in their restaurant. Being traveler-oriented, Granzella’s encourages you to wander around inside, checking out their sports bar, wine room, coffee bar, and olive room, plus of course the array of gifts aimed toward travelers. There’s also a separate Granzella’s Gourmet & Gifts store across the street and Granzella’s Inn across the way if an overnight stop is needed. We were on a tight time schedule, so it was back on I-5 for another 550 miles of road time before our anticipated arrival in Vancouver.
Daily experience in a long-term test car lends a thorough sense of what it's like to live with a vehicle, offering an opportunity to fully experience its capabilities. Beyond that, longer drives like this allow uninterrupted hours behind the wheel to reflect on a vehicle's features, large and small, that either enhance the driving experience or fall short of expectations.
We can say it is hard to find fault with the Outlander PHEV. This crossover provides a spacious and well-appointed cabin offering very comfortable and supportive seating for long drives, plus plenty of room to store all the stuff needed for long trips. Our considerable time on the road was made all the more pleasant since the Outlander PHEV’s ride is smooth and handling confident, with plenty of power for any driving situation we encountered.
Along the way we made good use of this model’s Apple CarPlay capability. Of course, driver assist systems like adaptive cruise control, forward collision mitigation, blind spot warning with lane change assist, rear cross traffic alert, and rear-view camera enhanced the driving experience and sense of safety. Its heated steering wheel is a real plus. While always handy, we really came to appreciate this crossover’s retractable cargo cover that kept things out of sight and more secure while parked at restaurants and hotels during our week on the road. We also made use of its convenient power lift gate multiple times every day.
The Outlander PHEV’s total driving range of 310 miles is well-suited to longer trips like this. Range is something we rarely think about on a daily basis since our everyday driving is typically less than 20 miles, so often enough we’re driving on battery power and there’s no need for gas at all. When we do drive farther to nearby cities, the Outlander PHEV seamlessly transitions from electric to hybrid power once the battery is depleted. There is no range anxiety because we can travel as far as needed on gasoline. Back in the garage, we charge again overnight and we’re once again driving on battery power.
It’s worth noting that the Outlander PHEV has a smaller gas tank than the conventionally-powered Outlander, 11.3 versus 16.6 gallons, resulting in less overall driving range than the conventional gas model. This is due to design changes for accommodating this PHEV’s 12 kWh lithium-ion battery pack and other PHEV drivetrain components. Packaging the vehicle’s electric componentry in this way means the battery and other necessary equipment do not infringe on passenger or cargo space, something that’s bothered us for years in some other electrified models. So, all things considered, we’re good with trading some hybrid range for additional roominess, especially since refueling at a gas station is quick and easy.
Speaking of ‘refueling,’ there was the potential for quickly charging at an array of public fast charge locations during our drive. A growing number of Level 3 charging opportunities are located along major routes in California and other states, and the Outlander PHEV is capable of CHAdeMO DC fast charging to 80 percent battery capacity in 20 minutes. We didn’t feel the need on this trip, though we have done this at other times.
That said, charging at the Level 2 charger at our hotel in Vancouver, the Heathman Lodge, was a real plus. Once we arrived in Washington, we plugged in several times to get an overnight charge and enjoyed our no-cost electric drives around town. During these drives the Outlander PHEV motors along on zero-emission battery power at an EPA estimated 74 MPGe.
Driving through Northern California and the Pacific Northwest, there’s no denying you’ll find some pretty incredible scenery ranging from mountain ranges, imposing dormant volcanoes, and awe-inspiring redwood forests to scenic coastlines, rivers, and lakes. You will also find an obsession with the mythical Bigfoot. Suffice it to say there will be plenty of places to stop with ‘Bigfoot’ included in their theme, and lots of opportunities to buy souvenirs. As a side note, we did an ‘On the Trail of Bigfoot’ road trip adventure and article several decades back, so this definitely brought a smile to our face.
Along our drive we had the opportunity to visit cities large and small, drive through a redwood tree, take in scenic coastal areas in Oregon like Newport and Lincoln City, and in general enjoy the benefits of a real road trip. Of course, there were stops at roadside fruit stands, interesting eateries, and places with character that simply called to us for a closer look. Photo ops were abundant.
During our trip we came to truly understand why Mitsubishi’s Outlander PHEV is the world's best-selling plug-in hybrid vehicle. Taking advantage of technology development and learnings from this automaker’s earlier i-MiEV electric vehicle program, the Outlander PHEV combines advanced parallel and series hybrid drive, along with Mitsubishi’s Super All-Wheel Control system technology developed through Mitsubishi's Lancer Evolution. Plus, for those with the need, the Outlander PHEV can tow 1500 pounds.
This is one high-tech crossover, offered at a surprisingly affordable entry price point of $36,095, considering the cost of competitive crossover SUVs with similar capabilities at tens of thousands of dollars more. It features efficient hybrid power that integrates a 2.0-liter gasoline engine and generator along with a pair of high-performance electric motors, one up front and one at the rear.
The Outlander PHEV operates in three modes automatically chosen by the vehicle's control system to optimize efficiency and performance. In Series Hybrid mode the electric motors drive the vehicle with the engine augmenting battery power and generating electricity to power the motors. Electrical energy is also delivered to the battery pack. The 2.0-liter engine assists with mechanical power at times when quick acceleration or hill climbing are needed.
Parallel Hybrid mode finds the gasoline engine driving the front wheels with the two electric motors adding additional power as required. The engine also charges the battery pack in Parallel Hybrid mode under certain driving conditions.
Then there’s all-electric driving solely on batteries, selectable with an ‘EV’ control on the center console. We have found EV mode ideal for around-town travel or regional drives near our offices, and in fact we’ve noted no discernable difference when driving in all-electric or hybrid modes.
While regenerative braking in all modes is done automatically with the vehicle feeding electricity back to the battery pack during coast-down, there’s the added advantage of controlling how aggressively regen works. This capability is controlled through six levels of regenerative braking selectable by convenient steering wheel paddles, with one mode allowing coasting for blocks.
The Outlander PHEV proved to be an exceptional vehicle for our Pacific Northwest adventures, offering everything we could want in a long-distance cruiser. With our road trip adventure now a pleasant memory, we’re looking forward to our continuing daily drives and explorations in our long-term Outlander PHEV test vehicle over the coming months.
Audi's new 2019 e-tron electric SUV joins Jaguar and Porsche in giving Tesla some serious competition. The automaker’s first-ever all-electric vehicle looks much like the rest of the Audi lineup, foregoing the temptation to go too futuristic or quirky in an effort to stand out as an electric. Its iconic Audi grille reinforces the sense of normalcy even as it handles the distinctly-electric job of directing cooling air to pass under the battery pack. Some electrification cues are provided, though, as the e-tron features slats running across the rear bumper that highlight the lack of tailpipes. Lights in the front are also designed to look like the bars of a charge status indicator. A dark colored section along the sides show battery pack location.
Efficient aerodynamics and other efficiency-enhancing touches were important in designing the e-tron, which features a drag coefficient of just 0.30. Features include cooling ducts for the e-tron’s front brakes and its adaptive, speed-dependent air suspension. Standard ultra-low rolling resistance 20-inch wheels are aerodynamically optimized. Full underbody cladding incorporates an aluminum plate to help protect the battery and also lower drag.
The e-tron's electric quattro all-wheel drive uses two asynchronous motors, each driving one set of wheels. Single-stage transmissions transfer torque to the axles via differentials. At moderate cruising speeds, the e-tron is powered mainly by the rear motor. The battery pack's location between the axles plus the low positioning of other drive components results in low center of gravity. Weight distribution is approximately 50:50. A driver can select from seven different driving modes, from comfortable to sporty, that alter suspension stiffness, steering responsiveness, and how aggressively the SUV accelerates.
Two electric motors accelerate the e-tron from 0-60 mph in 5.5 seconds with a top speed of 124 mph. It can tow up to 4000 pounds when equipped with the optional tow package. While EPA has yet to provide driving range numbers, testing in Europe resulted in 248 miles from the 95 kWh battery pack. EPA's testing here tends to yield somewhat lower range numbers.
Audi put heavy emphasis on recuperating as much energy as possible. Depending on driving conditions, terrain, and driving style, regenerative braking can provide as much as 30 percent of the e-tron’s range. The driver can select how aggressively the car uses this system, allowing for "one pedal" driving where taking the foot off the throttle will bring the car to a full stop using only regenerative braking.
The e-tron is available with a full range of standard or optional driver assistance packages including adaptive cruise assist, intersection assist, rear cross traffic assist, lane change and vehicle exit warning, and park steering assist. It comes in three trim levels - Premium Plus, Prestige, and First Edition. A panoramic glass sunroof is standard.
The popular Toyota RAV4 was fully-redesigned this model year to meet the requirements of today's ever-expanding SUV market. Now in its 5th generation, the 2019 RAV4 is built on the Toyota New Global Architecture (TNGA-K) platform and engineered to be more efficient. Both conventionally-powered and hybrid versions of the RAV4 are offered, with blue accents on the Toyota logo and hybrid badges the only visual cues that set the RAV4 Hybrid apart from its non-hybrid counterpart.
Power in the hybrid is delivered by Toyota’s Hybrid System II, which in this model uses a 2.5-liter, four-cylinder Atkinson cycle engine producing 176 horsepower and 163 lb-ft torque. The system’s two electric motors deliver 118 horsepower and 149 lb-ft torque to the front wheels, with 54 horsepower and 89 lb-ft torque to the rear wheels. Combined hybrid system output is 219 horsepower. All-wheel drive is a standard feature on the hybrid, and the RAV4 Hybrid is very capable off-roading as we proved during our time driving off-road trails and in challenging conditions.
The RAV4 Hybrid’s electronically-controlled, continuously variable transmission (ECVT) comes with sequential shift modes. Sport mode changes throttle mapping and the way the transmission operates for a more responsive feel. An Eco mode optimizes fuel economy. EV mode provides an extremely limited all-electric range using light throttle.
The hybrid’s nickel-metal hydride battery pack is located beneath the rear seat so interior space is not compromised. In fact, there is a bit more cargo room compared to the previous generation RAV4 since the battery pack is more compact. An 8.0-inch touchscreen displays the hybrid powertrain’s battery activity.
New to the 2019 RAV4 HV models, Predictive Efficient Drive essentially reads the road and learns driver patterns to help optimize hybrid battery charging and discharging operations, based on actual driving conditions. The system accumulates data as the vehicle is driven and ‘remembers’ features such as hills and stoplights, for example, and adjusts hybrid powertrain operation to maximize efficiency.
The 2019 RAV4 Hybrid is equipped with the second generation of Toyota Safety Sense (TSS 2.0), which includes a Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, Lane Departure Alert with Steering Assist, Automatic High Beam, Lane Tracing Assist, and Road Sign Assist. Blind Spot Monitor with Rear Cross Traffic Alert and Rear Cross Traffic Braking are standard on XLE grade and above, and optional for the LE. Limited grade adds standard Intelligent Clearance Sonar, which is available on XLE and above.
Other available safety technologies include a panoramic backup camera with customizable dynamic grid lines. The Limited grade adds a Bird’s Eye View Camera with perimeter scan, overhead 360-degree view, and curb view. Every model is equipped with Entune 3.0 multimedia, including Wi-Fi Connect powered by Verizon, Amazon Alexa, Google Assistant capability, and Apple CarPlay compatibility.
The RAV4 Hybrid achieves an admirable 41 mpg in the city and 38 mpg on the open road, at an entry price of $27,700.
In today's all-cars-look- alike world, the Cadillac’s 2019 XT4 takes exception. This upscale compact crossover features distinct features like sharp angles, a wide mesh-textured grill with a floating wreath and crest, prominent standard LED daytime running lights, plus unique headlights and large vertical taillights that will not be mistaken for another brand. The XT4 comes in Luxury, Premium Luxury, and Sport trims. The Sport trim gets a black mesh grille, body-color door handles, and black window trim, features that are chrome on other trims.
The XT4 is the first Cadillac to be powered by the brand’s new 2.0-liter turbocharged 4-cylinder, which uses what Cadillac calls a ‘tripower’ system featuring variable valve lift and cylinder deactivation. The smooth and refined engine produces 237 horsepower and 258 lb-ft torque, so this four-cylinder is quite capable of handling the two-ton XT4. A nine-speed automatic transmission is standard. It achieves an EPA estimated 30 highway mpg.
An available twin-clutch, all-wheel-drive system like that used on the XT5 is able to decouple the rear axle to improve fuel economy. This part-time all-wheel-drive system requires a double tap on a button to activate. Electro-hydraulically assisted brakes also help fuel efficiency by reducing parasitic losses from one crankshaft-driven belt. EPA numbers are 24 city and 30 highway with front-wheel-drive and 22 city, 29 highway mpg with all-wheel drive.
Optional Sport trim gets an Active Sport Suspension with adaptive dampers that react quickly to road conditions without being too stiff. The other models retain struts up front and a multilink setup at the rear. Eighteen inch wheels are standard, with 20 inch wheels optional on Premium Luxury and Sport trims, each with their own design.
Standard equipment includes blind-spot monitors, a rearview camera, and traction control systems. Optional are forward-collision warning with low- and high-speed automatic emergency braking, adaptive cruise control, automatic headlights, active lane control, and reverse automatic braking. A surround-view camera system, automatic parking assist, and a camera-based rearview mirror are also available. Cadillac’s highly advanced SuperCruise driver-assistance features are not offered on the XT4.
The XT4’s dash is dominated by an 8-inch touchscreen for infotainment and features Apple CarPlay and Android Auto compatibility. Cadillac’s CUE interface for its infotainment system adds a new dial-type controller. A near-field communication system simplifies the process of phone pairing, while wireless inductive charging pads boast faster charge times. The XT4 has 22.5 cubic feet of cargo room with both rows of seats in place. The back seat folds down for 48.9 cubic feet of storage.
The cost of entry for the base Luxury XT4 is $34,795, with the Luxury AWD trim level beginning at $37,295 and the Sport at $39.295.
Introduced as an all-new generation early last year, the popular and stylish Mazda CX-5 continues to impress with its overall functionality and notable efficiency achieved with its conventionally-powered SKYACTIV powertrain. The five-door compact crossover vehicle is available with either front-wheel or all-wheel-drive, both connecting to a six-speed automatic transmission. Sport, Touring, and Grand Touring trim levels are available. In keeping with the Mazda brand’s sporting image, the CX-5 is aimed at the driving enthusiast a bit more than most of its competitors, at a starting price of $24,150.
The CX-5 design reflects Mazda’s second-generation KODO – Soul of Motion design philosophy that embraces curves and subtlety, creating a handsome crossover that conveys uniqueness without wild design cues. Its mission – being a Mazda – is also to deliver a great driving experience. This is enhanced with Mazda’s exclusive G-Vectoring Control, which influences chassis dynamics through instantaneous changes in engine timing to reduce torque as needed for more accurate steering inputs, front tire contact, and stability.
Power is provided by a 2.5-liter four-cylinder DOHC engine that delivers 187 horsepower and 186 lb-ft torque. Unlike most of its competition, the engine is normally-aspirated and not turbocharged, with Mazda eking additional horsepower from this SKYATIV-G powerplant in other ways. One of those ways is the use of higher 14:1 compression, making this 2.5-liter Mazda engine the first mass-production four-cylinder to feature this high of a compression ratio.
At its introduction, this engine featured the first application of cylinder deactivation in a four-cylinder in the U.S., a move that enhances fuel efficiency by shutting down the outer cylinders under low load conditions while at cruising speed. Cylinder deactivation and an array of small improvements that reduce internal friction bring about a 1 to 2 mpg increase in fuel economy in this SKYACTIV engine, depending on driving conditions.
Beyond driving enjoyment, the CX-5 exemplifies what this automaker defines as ‘Mazda Premium,’ a concept the automaker has used to describe its recent new models. This focus is devoted to delivering an extra level of details, from unexpected design elements to high levels of craftsmanship or engineering unexpected in a vehicle’s class. These elements are appreciated in the CX-5, from a center console that’s been raised to lend a cocoon feel for the driver to heated rear seats and fast-charging USB ports for rear passengers.
Driver assistance systems include blind-spot monitoring and rear cross-traffic alert. Depending on trim level, Mazda’s i-Activsense package is standard or optional. This active-safety package features adaptive cruise control, automated emergency braking, and lane-keeping assist. There are also rain-sensing windshield wipers and automatic headlights. Apple CarPlay and Android Auto are still in the future, although a CarPlay retrofit will reportedly be offered by Mazda soon for those who need this feature.
The Kia Niro, Green Car Journal's 2018 Green SUV of the Year™, joins an increasingly crowded compact crossover SUV market but does so with some significant accomplishments in its corner. To begin with, the Niro is comfortable, nimble, and fun to drive, all important considerations even to drivers looking for ‘green’ and efficiency. It's also offered in hybrid, plug-in hybrid, and soon-to-come battery electric versions, so drivers have some pretty compelling options within the Niro family of vehicles. The Niro is a handsome model, and while we could quibble that many might view the Niro more a highly functional five-door, five-seat wagon than an SUV, there’s enough blurring of the lines between crossovers, hatchbacks, and wagons these days to enable classifying this in the crossover SUV category.
And what about efficiency, you ask? Well, prepare to be impressed. This crossover excels in that department with the Niro FE hybrid delivering an EPA estimated 52 mpg in the city and 49 mpg on the highway. Other variants in the line also offer very impressive fuel efficiency, with the LX/EX Niro rated at 51/46 mpg and the Niro Touring achieving 45/40 mpg. The Niro Plug-In Hybrid nets a combined 46 mpg.
The automaker’s first dedicated hybrid crossover is powered by a 1.6-liter, direct-injected 16-valve DOHC engine producing 104 horsepower and 109 lb-ft torque. An aluminum block is used for lightweighting and thus additional efficiency. A 43 horsepower, permanent-magnet synchronous AC electric motor/generator is integrated between the engine and a six-speed dual-clutch automatic transaxle. Maximum power output of the combined system is 139 horsepower with a total torque rating of 195 lb-ft. The engine uses the highly-efficient Atkinson combustion cycle, and with its exhaust-heat recovery system can achieve an impressive 40 percent thermal efficiency under certain circumstances. The new engine has dual cooling circuits for quickly warming up its aluminum cylinder head.
Energy for the electric motor is provided by a 1.6-kWh lithium-ion polymer battery pack located beneath the rear seat. Beyond the Niro’s highly efficient hybrid mode, this battery allows the vehicle to travel short distances under all-electric power at gentle speeds. Efficiency is enhanced by a Coasting Guide that helps direct a driver when to coast and when to brake.
Niro offers confident ride and handling with independent MacPherson struts and a stabilizer up front, and independent multi-link suspension at the rear. Vented solid disc brakes are used front and rear along with regenerative braking to generate electricity for the battery during braking and coast down. The Niro uses electric power-assist steering.
The Kia Niro is offered in four trim levels –base FE, mid-level LX and EX, and high-end Touring. Compared with the LX, the EX model has more interior comforts, adding standard heated front seats, rear A/C vents, upgraded trim, and an available sunroof. Touring models come with an eight-speaker Harman/Kardon system and also get power front seats and leather upholstery.
A rearview camera and 7-inch infotainment system with Apple CarPlay and Android Auto connectivity are provided. Loads of safety technologies are standard or optional including blind-spot warning with rear cross-traffic alert, adaptive cruise control, lane-departure warning, and autonomous emergency braking. Although this is a compact crossover, plenty of gear can be hauled along with 54.5 cubic feet of space available with the rear seats folded down.
The Niro PHEV has a much larger 8.9 kWh battery pack with a portion of this pack located in the spare tire well beneath the load floor. The plug-in’s electric motor is more powerful and delivers an EPA estimated 26 miles of all-electric range before reverting back to hybrid power, for a total driving range of 560 miles. Enhancing this range is a Predictive Energy Control function that evaluates the route chosen by the optional navigation system to maximize energy conservation, picking when to recharge the battery and when to use stored energy based on the speeds and topology ahead. It can also direct the powertrain to shunt electricity to pre-charging the battery in anticipation of long uphill grades. Rounding out the line will be a Niro battery electric variant coming next year, which was unveiled as a concept at this year’s CES Show in early January.
Kia continues to impress with the sophisticated styling of its new models and an eye for what American consumers are looking for, at affordable prices. The Kia Niro continues this tradition in a very big way by delivering style, functionality, and connectivity in a handsome and compelling compact crossover package.
Crossover SUV buyers looking to drive exclusively on electric power have a single choice today, and that’s Tesla’s Model X. Following in the footsteps of the Tesla Roadster and Tesla Model S, and ahead of the just-debuted Model 3, the Model X provides a unique driving experience for high-end buyers with its attractive design, advanced tech features, and zero-emission operation. While the model’s price tag means it’s not for everyone, Tesla fans will appreciate that the price of entry for the base Model X 75D has recently dropped by $3,000, to an MSRP of $79,500.
Beyond this full-size luxury crossover’s all-electric range of 238 to 289 miles, the model’s most distinctive features are its ‘falcon wing‘ doors and the largest panoramic windshield in production today. Model X doors articulate upward to enable easy access to second and third row seats, with the third row seats folding flush for more cargo capacity. The interior is designed to accommodate seven passengers with luggage carried in a front trunk or behind the seats. A recent $3,000 option enables both second and third row seats to fold flat to provide an expansive load floor.
Powering the Model X is an all-wheel drive system using two electric motors, one up front and another at the rear. The three models offered include the 75D, 100D, and P100D, with the number referring to their battery capacity in kilowatt-hours. The P in P100D stands for ‘Performance,’ with the $145,000 top version’s Ludicrous mode enabling acceleration from 0 to 60 mph in 2.9 seconds and a top speed of 155 mph.
Like Tesla’s Model S, the Model X uses AT&T to provide 3G and LTE Internet access to its onboard navigation and music services via Slacker. It also provides connectivity to the vehicle through Tesla’s iOS and the Android app, allowing remote adjustment of climate control settings along with other control features. Regular over-the-air updates add safety and navigation features, enhance performance, and improve the driving experience. Like other Teslas, the Model X can also be quick-charged at several hundred Supercharger locations along key transportation corridors in the U.S., which allows capturing an 80 percent charge in about 30 minutes.
Driver information is presented in a digital display in front of the steering wheel and a center-mounted, 17-inch touchscreen. Active safety technologies include side collision avoidance, parking sensors, and blind spot warning. Model X camera, radar, and sonar systems continually scan the surrounding roadway, providing the driver with real-time feedback to help avoid collisions. Model X is designed to automatically apply brakes in an emergency.
A sophisticated Autopilot system allows the Model X to match its speed to traffic conditions, stay within its lane, and steer around curves within a lane. It also enables automatically changing lanes with a tap of the turn signal. Our time behind the wheel of a Model X has shown Autopilot to provide a seamless, near-autonomous driving experience. For safety reasons and because this system is still 'learning,' Autopilot requires a driver's attention and hands are required on the steering wheel at set intervals. A ‘Summon’ feature allows the Model X to automatically park and unpark itself, plus open and close a garage door automatically. It can scan for parking spaces, alert a driver when one is available, and parallel park on command.
An available towing package with a high strength tow bar and two-inch hitch receiver allows the Model X to tow up to 5,000 pounds, although driving range will be diminished with the additional load. Software actively monitors trailer sway and applies braking as needed.
Tesla’s plug-in crossover aspirations don’t end with the Model X. In fact, the company has announced plans to produce the Model Y – a compact crossover – by 2020. The new model is expected to make use of much of the technology and architecture of the Model 3 and come at a more approachable price point than the Model X.
The advantage of a year-long test vehicle is that we’re better able to sample how it performs under all types of road and weather conditions, plus the sometimes challenging situations that life throws at everyone. In hilly Southeastern Ohio on the edge of the Appalachian range, our long term Honda HR-V conquered snow and ice covered roads with sure-footed traction, with its all-wheel drive system and traction control finding grip when grip was hard to find. Honda’s excellent anti-lock brake system delivered above average stopping power when the road surface was slippery. Combined with linear and positive steering response, those qualities provide for a very confidence inspiring winter driving experience.
Winter conditions can take a toll on fuel economy. The worst winter mpg we achieved was around 28 mpg and we were able to push efficiency into the mid to upper 30s with relative ease. Honda’s intuitive ECO Coaching system helps the process along with visual cues that change color with throttle position and speed.
The HR-V’s interior makes longer road trips quite comfortable. With the front seats all the way aft to accommodate my 6 foot, 2 inch frame, rear seat leg room is a bit compromised, but that’s to be expected in any compact SUV. In addition to its 60/40 split seat folding design and ability to deliver a flat cargo floor, the Honda’s Magic Seat configuration allows the bottom seat cushions to fold up out of the way to handle taller cargo.
Driving any compact SUV can be an education since not all competitive models achieve the high standards SUV drivers expect in comfort, performance, functionality, and convenience. Our 10,000 mile experience with Honda’s HR-V has scored high marks in all subjects and has definitely made our Dean’s List at the end of its freshman year.
We’ve been driving our 2016 Honda HR-V long-term test car for just over six months now and have enjoyed our daily experiences with this ‘right-size’ crossover vehicle. Based on the Honda Fit platform, the HR-V won top honors in last year’s 2016 Green SUV of the Year™ program. It impresses for a wide variety of important reasons, not the least of which is its ability to do its job extremely well – and might we add very efficiently – without the need for exotic powertrain technology.
The HR-V is propelled by a 1.8-liter, 140 horsepower four-cylinder that provides an admirable balance of performance and economy, as we’ve come to expect from Honda over the years. This i-VTEC 16-valve engine delivers power through a CVT automatic transmission that’s standard on all-wheel drive model like our HR-V EX-L Navi AWD tester. Unlike many constant velocity transmissions, the CVT in the HR-V has a pleasingly positive feel under both acceleration and braking. To further enhance the driving experience, the HR-V can be switched to Sport Mode, with dual paddle shifters providing more control over the CVT. A six-speed manual transmission is standard fare on front-drive variants with the CVT optional.
When introduced, the two-wheel drive CVT model scored an EPA fuel economy rating of 28 mpg in the city and 35 mpg on the highway, with the AWD version netting a slightly lower EPA mpg rating of 27 city and 32 highway mpg. With our typical efficient driving style we’ve found that we can regularly achieve average fuel economy of 32 mpg. During economical cruising on the highway, the HRV can easily be coaxed into the mid- to upper-30 mpg range.
For those who would like a little help with efficient driving, Honda has incorporated its Eco-Assist technology into the HR-V. Pushing the green ECON button on the dash programs the engine and transmission computer controls to operate at peak efficiency. A visual aide around the speedometer changes color to serve as an alert to indicate when the HR-V is being driven economically. Green is very efficient, light green is good, and white not so good, the latter typically displayed under conditions like hard acceleration.
Considering the HR-V’s compact exterior dimensions, interior space is impressive, particularly in the rear cargo area. With the rear seats folded flat it can swallow up nearly 59 cubic feet of gear, while offering the versatility of Honda’s fold-up rear bottom seat cushions for carrying taller items.
It’s common for most vehicles to offer a split folding rear seat these days, but Honda has taken rear seat versatility a step further with its innovative Magic Seat in the HR-V. In its basic form it functions as a 60/40 split bench that can be folded flat for longer cargo. The Magic Seat, however, can also accommodate taller cargo upright by folding the seat bottom up against the seat back for maximum vertical room. Beyond interior innovations like this, we are also impressed with the overall fit and finish found throughout the HR-V.
Most surprising is the way the HR-V adapts to everyday life. It is unassuming and friendly for those days when you just require transportation, yet fun to drive when you want to really take control and enjoy the driving experience. When driving gets a little more spirited, the HR-V’s solid feel, steering response, and braking performance instills confidence on the road. It accomplishes this without compromising comfort and ride characteristics. This is a vehicle you can drive cross-country with minimal fatigue.
With just over 7,000 enjoyable miles now on the odometer, we’ve found our long-term HR-V compact crossover fulfilling so many missions well, we just can’t imagine life without this in our test fleet. We’re looking forward to many more miles behind the wheel of Honda’s award-winning Honda HR-V. We’ll follow up a bit down the road with some Midwest cold and winter weather performance with the HR-V’s all-wheel-drive system.
