The NX 300h does stand out in the crowd from other compact crossovers with a chiseled look: Deep creases along the side, angular headlights, and the distinct spindle grille. My tester came finished in an orange color which helps amplify various design traits. The NX is also spacious for a compact luxury crossover. There is plenty of legroom for both front and rear-seat passengers. Rear headroom is at a premium for tall passengers, especially when ordering the optional panoramic sunroof. Where the NX falls flat is in ergonomics. For example, if you want to turn on the heated steering wheel, you need to press a button on a small control panel that is positioned towards your left knee. This is also where you find the switch to turn on the auto high beams and other settings. Who thought this was a good idea?! Then there is Lexus Remote Touch - a small touchpad that provides input for the 10.3-inch infotainment system. One wrong swipe or press on the touchpad means you’ll end up on a different screen or changing a different setting. It also makes using Apple CarPlay or Android Auto very unintuitive. The NX 300h’s power comes from a 2.5L Atkinson-Cycle gas engine paired with an electric motor. Output is rated at 194 horsepower. The 300h is only available as an all-wheel drive model. If most of your driving is around town, the NX Hybrid will impress. The electric motor helps add some pep to the acceleration and makes it a pleasure to drive. Where the powertrain falters is on the highway. It takes a noticeable amount of time to get up to speed and passes need to be planned out. Fuel economy figures for the NX 300h aren’t too shabby for the class. EPA figures are 33 City/31 Highway/30 Combined. My average for the week landed at 31.2 mpg. Handling is a bit of a surprise as the NX 300h feels confident around a winding road with minimal body roll. Ride quality is excellent with bumps of all sizes soaked up. Lexus still hasn’t ironed out the transition from regenerative braking to four-wheel disc braking, making it difficult to modulate the brakes. I feel mixed on the NX 300h. On one hand, the hybrid powertrain does give it a slight advantage over most of its competitors in terms of fuel economy. It can also be a nice place to sit in. But in other areas, the NX 300h does lag behind competitors - primarily in terms of ergonomics, infotainment, and performance if you’re doing a large amount of highway driving. The biggest issue is the price. My tester stickers at $50,905 which puts you in the realm of the RX. Unless you can score a decent deal on an NX 300h, wait for the next-generation model due out later this year. 
UX 250h
The only differences between this 250h and 200 F-Sport I drove last year in terms of looks are no sporty touches (mesh grille and side skirts), and new wheels. I liked the F-Sport, but the standard UX takes the cake when finished in this Nori Green color. The interior comes well furnished with leather upholstery, soft-touch materials, dual-zone climate control, and power adjustments for the seat. Front seat passengers will not have any issues finding a position that works, but they may be surprised with the low seating position. Those sitting in the back will like the amount of headroom on offer, but legroom can vary depending on where the front seats are set. Compared to standard UX and its small cargo area, the UX 250h’s space is even smaller. It measures 17.1 cubic feet, about 4.6 cubic feet smaller than the UX 200. This decrease in space is due to the battery pack which sits underneath the cargo floor. Infotainment duties are provided by Lexus Enform with Remote Touch. On the plus side, Lexus has finally added Android Auto compatibility, alongside Apple CarPlay. On the negative side is the Remote Touch touchpad which is imprecise and difficult to make fine selections. I can only hope that a new touchscreen system is around the corner. Under the NX 250h’s hood is Lexus Hybrid Synergy Drive which comprises of a 2.0L Atkinson-Cycle gas engine and electric motor to produce a total output of 181 horsepower. Unlike other UXs, the 250h comes standard with all-wheel drive via an electric motor on the second axle. Performance characteristics are similar to the NX 300h; does very decently around town with the added thrust of the two electric motors, but falters in terms of highway driving and passing. Fuel economy is pretty impressive for this vehicle - 41 City/38 Highway/39 Combined on the EPA cycle. My average for the week landed around just over 39. Handling is pretty impressive with little body roll and steering having some nice heft when turning. The suspension tries its best to smooth over bumps, but the standard run-flat tires do mean some will make their way inside. The UX 250h is an intriguing option in the subcompact luxury crossover class. The fuel economy figures and handling characteristics help it stand apart from other models. But the small cargo area and infotainment system are major negatives.  Disclaimer: Lexus Provided the crossovers, Insurance, and One Tank of Gas
Year: 2020
Make: Lexus
Model: NX
Trim: 300h
Engine: 2.5L DOHC 16-valve Dual VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles
Driveline: CVT, All-Wheel Drive
Horsepower @ RPM: 154 @ 5,700 (gas engine); 141 (electric motor on front axle); 67 (electric motor on rear axle); 194 (combined)
Torque @ RPM: 152 @ 4,400
Fuel Economy: City/Highway/Combined - 33/30/31
Curb Weight: 4,180 lbs
Location of Manufacture: Tahara, Aichi, Japan
Base Price: $39,070
As Tested Price: $50,555.00 (Includes $1,025.00 Destination Charge)
Options:
Premium Package - $3,270.00
Navigation/Mark Levinson 14-Speaker System - $2,920.00
Triple-Beam LED Headlights - $1,515.00
Panoramic Back-up View Monitor - $800.00
Premium Paint - $595.00
Power Back Door with Kick Sensor - $550.00
Intuitive Park Assist with Auto Braking - $535.00
Leather Heated Steering Wheel - $150.00
Auto-Dimming Rear View Mirror - $125.00
Year: 2020
Make: Lexus
Model: UX
Trim: 250h
Engine: 2.0L 16-Valve DOHC, VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles
Driveline: CVT, All-Wheel Drive
Horsepower @ RPM: 181 (combined)
Torque @ RPM: N/A
Fuel Economy: City/Highway/Combined - 41/38/39
Curb Weight: 3,605 lbs
Location of Manufacture: Miyawaka, Fukuoka, Japan
Base Price: $39,550
As Tested Price: $43,625 (Includes $1,025.00 Destination Charge)
Options:
Triple-Beam LED Headlights with Auto-Leveling - $1,660.00
Parking Assist, with Rear Cross-Traffic Alert - $565.00
Head-Up Display - $500.00
Heated Steering Wheel - $150.00
Windshield Deicer - $100.00
Wireless Charger - $75.00

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The NX 300h does stand out in the crowd from other compact crossovers with a chiseled look: Deep creases along the side, angular headlights, and the distinct spindle grille. My tester came finished in an orange color which helps amplify various design traits. The NX is also spacious for a compact luxury crossover. There is plenty of legroom for both front and rear-seat passengers. Rear headroom is at a premium for tall passengers, especially when ordering the optional panoramic sunroof. Where the NX falls flat is in ergonomics. For example, if you want to turn on the heated steering wheel, you need to press a button on a small control panel that is positioned towards your left knee. This is also where you find the switch to turn on the auto high beams and other settings. Who thought this was a good idea?! Then there is Lexus Remote Touch - a small touchpad that provides input for the 10.3-inch infotainment system. One wrong swipe or press on the touchpad means you’ll end up on a different screen or changing a different setting. It also makes using Apple CarPlay or Android Auto very unintuitive. The NX 300h’s power comes from a 2.5L Atkinson-Cycle gas engine paired with an electric motor. Output is rated at 194 horsepower. The 300h is only available as an all-wheel drive model. If most of your driving is around town, the NX Hybrid will impress. The electric motor helps add some pep to the acceleration and makes it a pleasure to drive. Where the powertrain falters is on the highway. It takes a noticeable amount of time to get up to speed and passes need to be planned out. Fuel economy figures for the NX 300h aren’t too shabby for the class. EPA figures are 33 City/31 Highway/30 Combined. My average for the week landed at 31.2 mpg. Handling is a bit of a surprise as the NX 300h feels confident around a winding road with minimal body roll. Ride quality is excellent with bumps of all sizes soaked up. Lexus still hasn’t ironed out the transition from regenerative braking to four-wheel disc braking, making it difficult to modulate the brakes. I feel mixed on the NX 300h. On one hand, the hybrid powertrain does give it a slight advantage over most of its competitors in terms of fuel economy. It can also be a nice place to sit in. But in other areas, the NX 300h does lag behind competitors - primarily in terms of ergonomics, infotainment, and performance if you’re doing a large amount of highway driving. The biggest issue is the price. My tester stickers at $50,905 which puts you in the realm of the RX. Unless you can score a decent deal on an NX 300h, wait for the next-generation model due out later this year. 
UX 250h
The only differences between this 250h and 200 F-Sport I drove last year in terms of looks are no sporty touches (mesh grille and side skirts), and new wheels. I liked the F-Sport, but the standard UX takes the cake when finished in this Nori Green color. The interior comes well furnished with leather upholstery, soft-touch materials, dual-zone climate control, and power adjustments for the seat. Front seat passengers will not have any issues finding a position that works, but they may be surprised with the low seating position. Those sitting in the back will like the amount of headroom on offer, but legroom can vary depending on where the front seats are set. Compared to standard UX and its small cargo area, the UX 250h’s space is even smaller. It measures 17.1 cubic feet, about 4.6 cubic feet smaller than the UX 200. This decrease in space is due to the battery pack which sits underneath the cargo floor. Infotainment duties are provided by Lexus Enform with Remote Touch. On the plus side, Lexus has finally added Android Auto compatibility, alongside Apple CarPlay. On the negative side is the Remote Touch touchpad which is imprecise and difficult to make fine selections. I can only hope that a new touchscreen system is around the corner. Under the NX 250h’s hood is Lexus Hybrid Synergy Drive which comprises of a 2.0L Atkinson-Cycle gas engine and electric motor to produce a total output of 181 horsepower. Unlike other UXs, the 250h comes standard with all-wheel drive via an electric motor on the second axle. Performance characteristics are similar to the NX 300h; does very decently around town with the added thrust of the two electric motors, but falters in terms of highway driving and passing. Fuel economy is pretty impressive for this vehicle - 41 City/38 Highway/39 Combined on the EPA cycle. My average for the week landed around just over 39. Handling is pretty impressive with little body roll and steering having some nice heft when turning. The suspension tries its best to smooth over bumps, but the standard run-flat tires do mean some will make their way inside. The UX 250h is an intriguing option in the subcompact luxury crossover class. The fuel economy figures and handling characteristics help it stand apart from other models. But the small cargo area and infotainment system are major negatives.  Disclaimer: Lexus Provided the crossovers, Insurance, and One Tank of Gas
Year: 2020
Make: Lexus
Model: NX
Trim: 300h
Engine: 2.5L DOHC 16-valve Dual VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles
Driveline: CVT, All-Wheel Drive
Horsepower @ RPM: 154 @ 5,700 (gas engine); 141 (electric motor on front axle); 67 (electric motor on rear axle); 194 (combined)
Torque @ RPM: 152 @ 4,400
Fuel Economy: City/Highway/Combined - 33/30/31
Curb Weight: 4,180 lbs
Location of Manufacture: Tahara, Aichi, Japan
Base Price: $39,070
As Tested Price: $50,555.00 (Includes $1,025.00 Destination Charge)
Options:
Premium Package - $3,270.00
Navigation/Mark Levinson 14-Speaker System - $2,920.00
Triple-Beam LED Headlights - $1,515.00
Panoramic Back-up View Monitor - $800.00
Premium Paint - $595.00
Power Back Door with Kick Sensor - $550.00
Intuitive Park Assist with Auto Braking - $535.00
Leather Heated Steering Wheel - $150.00
Auto-Dimming Rear View Mirror - $125.00
Year: 2020
Make: Lexus
Model: UX
Trim: 250h
Engine: 2.0L 16-Valve DOHC, VVT-i Four-Cylinder, Electric Motors on Front and Rear Axles
Driveline: CVT, All-Wheel Drive
Horsepower @ RPM: 181 (combined)
Torque @ RPM: N/A
Fuel Economy: City/Highway/Combined - 41/38/39
Curb Weight: 3,605 lbs
Location of Manufacture: Miyawaka, Fukuoka, Japan
Base Price: $39,550
As Tested Price: $43,625 (Includes $1,025.00 Destination Charge)
Options:
Triple-Beam LED Headlights with Auto-Leveling - $1,660.00
Parking Assist, with Rear Cross-Traffic Alert - $565.00
Head-Up Display - $500.00
Heated Steering Wheel - $150.00
Windshield Deicer - $100.00
Wireless Charger - $75.00

Walking around the Venue, you become surprised at how small this crossover is. It comes in at 13 feet long and just under 6 feet wide, making it slightly smaller than the Accent sedan. The design is very chunky and boxy, which helps with maximizing interior space. The front has some interesting design traits such as a similar grille seen on larger Hyundai crossovers and a split headlight arrangement. With a large glass area and tall roof, the Venue feels very open and spacious. Finding a comfortable position upfront is no problem and the seats provide a good balance of comfort and support. The rear legroom is a bit tight for any over six-feet. Cargo space is on the small end with 18.7 cubic feet with the rear seats up and 31.9 with them folded. The Nissan Kicks as a comparison offers 25.3 and 53.1 cubic feet of space respectively. The interior design is quite pleasant with contrasting plastics used on the dash and door panels. I also like how all models get an eight-inch touchscreen with Apple CarPlay and Android Auto as standard. Power for the Venue is a 1.6-liter four-cylinder with 121 horsepower and 113 pounds-feet of torque. The base SE has a six-speed manual as standard*, while a CVT is optional. My SEL tester only comes with the CVT. Power goes to the front wheels only. If most of your driving takes place in an urban area, then the Venue is a perfect partner. It responds quickly off the line and can keep with the flow of traffic. The small size and quick steering make it a breeze to nip around and fit into tight parking spots. The highway is a different story as it takes the engine a bit of time to get up to speed. I should note that isn’t exclusive to the Venue as all cars on the subcompact class experience this issue. Fuel economy is rated at 30 City/34 Highway/32 Combined. My average landed around 30.2 mpg in a 60/40 mix of rural and city driving. Having a short wheelbase usually means a pretty choppy ride. But the Venue’s suspension does a surprising job of minimizing the impacts. For the money, the Venue is surprisingly well equipped. All models come with automatic headlights, automatic emergency braking, lane departure warning, and an eight-inch touchscreen. The SEL is the sweet spot adding 15-inch alloys, automatic climate control, and a six-speaker audio system. It also allows you to order the Convenience package that adds blind-spot monitoring, rear cross-traffic alert, and a sunroof. The Venue is perfect for someone who is looking for a new car and lives in an urban environment. The small size, nimble nature, and list of equipment make it a strong contender in the growing subcompact crossover class. But if you need more cargo space or planning on driving on the highway more than the city, save up a little bit more money and move up to a Kona. (*Author’s Note: Hyundai dropped the six-speed manual for the 2021 model year.)

Palisade Limited
The Palisade is certainly a looker. Take the front end. There is a unique grille shape with a massive chrome surround, flanked by a split headlight arrangement. The Limited adds more a bit more chrome along with the windows and a set of 20-inch multi-spoke wheels. I think the abundance of chrome is a bit much. The interior could make some people at sister brand Genesis a bit envious. My Limited tester featured a suede headliner with openings for the dual glass roof panels; quilted door panels, and aluminum trim used throughout. Technology is another strong point to the Palisade. Similar to the Hyundai Sonata I drove earlier, the Palisade Limited comes with a reconfigurable 12.3-inch gauge display and a 10.2-inch infotainment system. Both are vibrant and easy to read even in direct sunlight. Hyundai's infotainment system still leads the way in being easy to use. Space is plentiful for front and second-row passengers. Third-row passengers get short-changed on legroom and seat padding. Limited and SEL come with seating for seven, while the base SE seats up to eight. Cargo space is in the mid-pack with 18 cubic feet with all seats up, 45.8 with the third-row folded, and 84 with all seats folded. The Palisade comes with a 3.8L V6 producing 291 horsepower and 269 pound-feet of torque. An eight-speed is teamed with either front-wheel or all-wheel drive. My tester had the latter. I never felt that I was looking for more power from the V6. Whether I leaving from a stop or needing to make a pass, the V6 and eight-speed automatic delivered a smooth and steady stream of power. Fuel economy is average for three-row crossovers. EPA says the Palisade AWD will return 19 City/24 Highway/21 Combined. I saw 22 in my week-long test. Ride quality could rival some luxury sedans as various road imperfections seem to be ironed out. Road and wind noise is almost non-existent. To be clear, the Palisade isn't trying to be any sort of sporty crossover. But I was surprised at how well it minimizes body roll when on a winding road. Considering Hyundai's past attempts at a large three-row crossover, the Palisade is a clear winner. The interior is class-leading, it offers a pleasant ride, performance is smooth, and the trademark value proposition is here. The Limited seen here comes in at just under $48,000 with destination. What may set some away is the Palisade's styling, which I'll admit I did like for the most part. Disclaimer: Hyundai Provided the Venue and Palisade; Insurance, and One Tank of Gas
Year: 2020
Make: Hyundai
Model: Venue
Trim: SEL
Engine: 1.6L DPI Four-Cylinder
Driveline: Front-Wheel Drive, CVT
Horsepower @ RPM: 121 @ 6,300
Torque @ RPM:  113 @ 4,500
Fuel Economy: City/Highway/Combined - 30/34/32
Curb Weight: 2,732 lbs
Location of Manufacture: Ulsan, South Korea
Base Price: $19,250
As Tested Price: $23,405 (Includes $1,120.00 Destination Charge)
Options:
Premium Package - $1,750.00
Convenience Package - $1,150.00
Carpeted Floor Mats - $135.00
Year: 2020
Make: Hyundai
Model: Palisade
Trim: Limited AWD
Engine: 3.8L GDI D-CVVT 24-Valve V6
Driveline: Eight-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 291 @ 6,000
Torque @ RPM: 262 @ 5,200
Fuel Economy: City/Highway/Combined - 19/24/21
Curb Weight: 4,387 lbs
Location of Manufacture: Ulsan, South Korea
Base Price: $46,625
As Tested Price: $47,905 (Includes $1,120.00 Destination Charge)
Options:
Carpeted Floor Mats - $160.00

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Walking around the Venue, you become surprised at how small this crossover is. It comes in at 13 feet long and just under 6 feet wide, making it slightly smaller than the Accent sedan. The design is very chunky and boxy, which helps with maximizing interior space. The front has some interesting design traits such as a similar grille seen on larger Hyundai crossovers and a split headlight arrangement. With a large glass area and tall roof, the Venue feels very open and spacious. Finding a comfortable position upfront is no problem and the seats provide a good balance of comfort and support. The rear legroom is a bit tight for any over six-feet. Cargo space is on the small end with 18.7 cubic feet with the rear seats up and 31.9 with them folded. The Nissan Kicks as a comparison offers 25.3 and 53.1 cubic feet of space respectively. The interior design is quite pleasant with contrasting plastics used on the dash and door panels. I also like how all models get an eight-inch touchscreen with Apple CarPlay and Android Auto as standard. Power for the Venue is a 1.6-liter four-cylinder with 121 horsepower and 113 pounds-feet of torque. The base SE has a six-speed manual as standard*, while a CVT is optional. My SEL tester only comes with the CVT. Power goes to the front wheels only. If most of your driving takes place in an urban area, then the Venue is a perfect partner. It responds quickly off the line and can keep with the flow of traffic. The small size and quick steering make it a breeze to nip around and fit into tight parking spots. The highway is a different story as it takes the engine a bit of time to get up to speed. I should note that isn’t exclusive to the Venue as all cars on the subcompact class experience this issue. Fuel economy is rated at 30 City/34 Highway/32 Combined. My average landed around 30.2 mpg in a 60/40 mix of rural and city driving. Having a short wheelbase usually means a pretty choppy ride. But the Venue’s suspension does a surprising job of minimizing the impacts. For the money, the Venue is surprisingly well equipped. All models come with automatic headlights, automatic emergency braking, lane departure warning, and an eight-inch touchscreen. The SEL is the sweet spot adding 15-inch alloys, automatic climate control, and a six-speaker audio system. It also allows you to order the Convenience package that adds blind-spot monitoring, rear cross-traffic alert, and a sunroof. The Venue is perfect for someone who is looking for a new car and lives in an urban environment. The small size, nimble nature, and list of equipment make it a strong contender in the growing subcompact crossover class. But if you need more cargo space or planning on driving on the highway more than the city, save up a little bit more money and move up to a Kona. (*Author’s Note: Hyundai dropped the six-speed manual for the 2021 model year.)

Palisade Limited
The Palisade is certainly a looker. Take the front end. There is a unique grille shape with a massive chrome surround, flanked by a split headlight arrangement. The Limited adds more a bit more chrome along with the windows and a set of 20-inch multi-spoke wheels. I think the abundance of chrome is a bit much. The interior could make some people at sister brand Genesis a bit envious. My Limited tester featured a suede headliner with openings for the dual glass roof panels; quilted door panels, and aluminum trim used throughout. Technology is another strong point to the Palisade. Similar to the Hyundai Sonata I drove earlier, the Palisade Limited comes with a reconfigurable 12.3-inch gauge display and a 10.2-inch infotainment system. Both are vibrant and easy to read even in direct sunlight. Hyundai's infotainment system still leads the way in being easy to use. Space is plentiful for front and second-row passengers. Third-row passengers get short-changed on legroom and seat padding. Limited and SEL come with seating for seven, while the base SE seats up to eight. Cargo space is in the mid-pack with 18 cubic feet with all seats up, 45.8 with the third-row folded, and 84 with all seats folded. The Palisade comes with a 3.8L V6 producing 291 horsepower and 269 pound-feet of torque. An eight-speed is teamed with either front-wheel or all-wheel drive. My tester had the latter. I never felt that I was looking for more power from the V6. Whether I leaving from a stop or needing to make a pass, the V6 and eight-speed automatic delivered a smooth and steady stream of power. Fuel economy is average for three-row crossovers. EPA says the Palisade AWD will return 19 City/24 Highway/21 Combined. I saw 22 in my week-long test. Ride quality could rival some luxury sedans as various road imperfections seem to be ironed out. Road and wind noise is almost non-existent. To be clear, the Palisade isn't trying to be any sort of sporty crossover. But I was surprised at how well it minimizes body roll when on a winding road. Considering Hyundai's past attempts at a large three-row crossover, the Palisade is a clear winner. The interior is class-leading, it offers a pleasant ride, performance is smooth, and the trademark value proposition is here. The Limited seen here comes in at just under $48,000 with destination. What may set some away is the Palisade's styling, which I'll admit I did like for the most part. Disclaimer: Hyundai Provided the Venue and Palisade; Insurance, and One Tank of Gas
Year: 2020
Make: Hyundai
Model: Venue
Trim: SEL
Engine: 1.6L DPI Four-Cylinder
Driveline: Front-Wheel Drive, CVT
Horsepower @ RPM: 121 @ 6,300
Torque @ RPM:  113 @ 4,500
Fuel Economy: City/Highway/Combined - 30/34/32
Curb Weight: 2,732 lbs
Location of Manufacture: Ulsan, South Korea
Base Price: $19,250
As Tested Price: $23,405 (Includes $1,120.00 Destination Charge)
Options:
Premium Package - $1,750.00
Convenience Package - $1,150.00
Carpeted Floor Mats - $135.00
Year: 2020
Make: Hyundai
Model: Palisade
Trim: Limited AWD
Engine: 3.8L GDI D-CVVT 24-Valve V6
Driveline: Eight-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 291 @ 6,000
Torque @ RPM: 262 @ 5,200
Fuel Economy: City/Highway/Combined - 19/24/21
Curb Weight: 4,387 lbs
Location of Manufacture: Ulsan, South Korea
Base Price: $46,625
As Tested Price: $47,905 (Includes $1,120.00 Destination Charge)
Options:
Carpeted Floor Mats - $160.00

4Runner Venture Edition
Not much has changed outside since we last checked out the 4Runner in 2016. It still has a blocky and chunky look that helps it stand apart from other SUVs. This Venture model adds several goodies such as TRD wheels, blacked-out trim pieces, and a Yakima roof rack; perfect if you decide to go adventuring. Inside, Toyota has made a massive update to the infotainment system. A larger eight-inch touchscreen running an updated version of Toyota’s Entune system is standard. This change makes it so much easier to operate the system either parked on while on the move. It doesn’t hurt that this system also brings forth Apple CarPlay and Android Auto. Aside from this, the interior hasn’t changed. There is plenty of space for those sitting in the front or back, and controls are well marked. Power comes from the old, but reliable 4.0L V6 with 270 horsepower and 278 pound-feet of torque. This is paired with a five-speed automatic transmission. The base SR5 can be equipped rear-wheel or four-wheel drive, while other trims only come with four-wheel drive. The 4Runner’s performance is adequate. Around town, the V6 can get up to speed quickly and smoothly. But it struggles when trying to get up to higher speeds. Adding an extra gear would allow for more flexibility in terms of performance. It would also help fuel economy as I saw 15.4 mpg for the week. EPA figures are 16 City/19 Highway/17 Combined. My average for the week landed at 15.4 mpg. The 4Runner’s roots of being an old-school SUV show up prominently when driving on pavement. It has noticeable body roll-around turns and the ride quality is rough. One area that I sadly did not get to test was the off-road capability. With such features as Multi-Terrain Select and Crawl Control, this helps make the 4Runner very capable off-road. The 4Runner should be considered by someone who wants to venture off-road. For those who are planning to commute or go on family trips while on pavement, Toyota has other models that should be considered first.
Land Cruiser Heritage Edition
The Heritage Edition adds some nice touches to the Land Cruiser’s exterior such as 18-inch BBS wheels with a bronze finish, black accents for the front grille, and vintage-style “Land Cruiser” badges on the rear pillars. The Heritage Edition does lose the entry steps found on the standard model, making it somewhat difficult to get in and out. The interior looks somewhat boring in terms of the design, but Toyota nails the materials. Wood trim, supple leather, and soft-touch materials make this a very pleasant place to be in.  Despite having one of the larger screens in Toyota’s utility lineup, the Land Cruiser’s infotainment system leaves a lot to be desired. Using an older version of Entune, it feels sluggish and the graphics look somewhat dull. No Apple CarPlay or Android Auto to be found here as well. Anyone sitting in the front or second-row will have no complaints about space or comfort. No third-row is available on the Heritage Edition which helps boost cargo space from 41.3 cubic feet (with the third-row folded) to 53.5. Under the hood is a 5.7L V8 engine producing 381 horsepower and 401 pound-feet of torque. This is paired with an eight-speed automatic and a full-time four-wheel drive system.  Performance from this engine is impressive considering the Land Cruiser’s curb weight of almost 6,000 lbs. It will move away from a stop much faster than you first think. The only place where the engine seems to run out of steam is on the highway. The eight-speed automatic does an excellent job of providing smooth and quick shifts. I do wish it wasn’t giddy with trying to shift into top gear quickly. Fuel economy isn’t great with EPA figures of 13 City/17 Highway/14 Combined. I only got 13 mpg during my week. I was surprised at how well the Land Cruiser drove on pavement. It felt stable and provided a ride that made even some of the roughest roads feel smooth. There is a fair amount of body roll when cornering, but that is to be expected considering the size and intended purpose of this vehicle. I am bummed that I didn’t get the chance to take the Land Cruiser off-road during my week. But from reading other reviews, very few vehicles can match what is on offer. How to sum up the Land Cruiser Heritage Edition? This is a vehicle that will not impress most due to the poor fuel economy and aging infotainment system. But for a small group who are wanting something that can take them anywhere and back, and do it in comfort, the Land Cruiser is the right vehicle. (Addendum: As I post this review a few months late, I have some news on the Land Cruiser. Earlier this month, Toyota unveiled the next-generation model with a new twin-turbo V6 replacing the V8. The outside doesn't look that much different from the current model, but the interior has underwent some major changes. It is unclear whether or not we'll see this model arrive in the U.S. The best chance we possibly have is next-generation LX. Stay tuned. -WM)
Disclaimer: Toyota Provided the SUVs, Insurance, and One Tank of Gas
Year: 2020
Make: Toyota
Model: 4Runner
Trim: Venture
Engine: 4.0L DOHC 24-Valve V6
Driveline: Five-Speed Automatic, Four-Wheel Drive
Horsepower @ RPM: 270 @ 5,600
Torque @ RPM: 278 @ 4,400
Fuel Economy: City/Highway/Combined - 16/19/17
Curb Weight: N/A
Location of Manufacture: Tahara, Aichi, Japan
Base Price: $44,285
As Tested Price: $48,877 (Includes $1,120.00 Destination Charge and $730.00 Keep It Wild discount)
Options:
Kinentic Dynamic Suspension Suspension System (KDSS) - $1,750.00
TRD Pro Exhaust - $799.00
Power Tilt/Slide Moonroof - $730.00
Running Boards - $345.00
Cargo Floor Mats & Cargo Mat - $269.00
Door Edge Guard - $79.00
Year: 2020
Make: Toyota
Model: Land Cruiser
Trim: Heritage Edition
Engine: 5.7L DOHC 32-Valve VVT-i V8
Driveline: Eight-Speed Automatic, Four-Wheel Drive
Horsepower @ RPM: 381 @ 5,600
Torque @ RPM: 401 @ 3,600
Fuel Economy: City/Highway/Combined - 13/17/14
Curb Weight: 5,715 lbs
Location of Manufacture: Toyota, Aichi, Japan
Base Price: $87,645
As Tested Price: $89,239 (Includes $1,295.00 Destination Charge)
Options:
Glass Breakage Sensor - $299.00

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