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There's no denying that the Ford Maverick has been a smash hit for Ford, with sales increasing dramatically in its first 4 years on the market. At its base price, the Maverick is Ford's least pricey vehicle, but Ford has introduced a full range of trim lines, powertrain options, and colors so that customers can build the compact truck of their dreams. For 2025, Ford introduced the Lobo trim for the Maverick, a sport oriented street-truck trim that reminisces about the sport trucks from the 90s and early 2000s. Unlike some other "sport" trims, the Maverick Lobo actually has some bite. Ford Engineers raided the parts bins of some of their storied performance vehicles to build the Lobo. The 8-speed automatic has been replaced with a 7-speed unit from the European Ford Focus ST and calibrated specifically for the Maverick. The transmission and oil coolers from the 4k towing package are installed to keep things cool though towing with the Lobo is limited to 2,000 lbs. Stopping is managed by dual-piston calipers, also from the Ford Focus ST. The all-wheel drive system is poached from the off-road oriented Maverick Tremor and features a twin-clutch torque vectoring rear unit, while steering rack is a retuned version from the European Ford Kuga. The suspension is retuned for sportier driving and lowered 0.5-inches in the front and 1.1-inches in the rear. The only engine available is the same 2.0-liter Ecoboost available on most other Mavericks, detuned this year to 238 horsepower from 250 due to the addition of an exhaust particulate filter, however it still makes a healthy 275 lb-ft of torque at 3,000 RPM. When getting rowdy on a track, drivers can activate Lobo-mode that changes the transmission shift points, throttle response, and torque vectoring while dialing back on stability control. Ford says that Lobo-Mode should be thought of like Mustang's Track-Mode, and should only be used on closed courses. While Lobo means "Wolf" in Spanish, he 2025 Ford Maverick Lobo is not wearing sheep's clothing. The Lobo gets a unique and menacing looking shovel nose grille, a unique body-color lower fascia, and rolls on 19-inch black turbine wheels. A black painted roof is there by default, but as on my tester, it can be deleted to body color. Only one interior color choice is available in the Lobo, Black Onyx, but it comes with unique dual-contrast stitching and embossed Lobo details. Even with the dark colors, the interior doesn't feel stark as there are plenty of blue trim and interior detailing to keep things interesting. Lone Wolf Manufacturers left the street-sport truck niche over a decade ago deciding instead to focus their special models on off-road prowess. The Maverick's sole competitor in the compact pickup segment, the Hyundai Santa Cruz, doesn't come with a street-sport trim. To sample Ford's restoration of this segment of the market, I traveled on a particularly rainy day to the Pocono Mountains in Pennsylvania for a day of testing with Ford and other brands. While weather and road conditions prevented me from pushing the Maverick Lobo to anything close to an extreme, I still came away very impressed. Ford engineers took these performance parts and made the Lobo a true next generation street truck. The ride is firm without being harsh, and this wolf always feels ready to pounce. Corner lean is nearly non-existent at sane speeds. Steering turn-in is fantastic and responsive, there are sports sedans with sloppier steering than what's in the Lobo. In casual driving, you can hustle the little truck up a wet, windy mountain road at speeds faster than you probably should. The one area enthusiasts might miss is the lack of bark. The sound and exhaust uses the same inside-voice tuning that all other turbo Mavericks get. Keeping in mind that this truck more for autocross than drag racing, forget about the 238-horsepower rating and instead focus on the 275 lb-ft @3,000 rpm available. In standard drive mode, the 7-speed automatic does its job in a crisp, business-like fashion, but in sport mode it is far more generous with downshifts, letting you dig deeper into that thick turbocharged torque curve. Lobo mode, though untested on my trip, allows the transmission to hold those lower gears longer even with a lift of the throttle which is where that torque vectoring gets activated when necessary. Except for the open-air trunk out back and the upright, elevated setting position, piloting the Maverick Lobo through the curvy mountain roads feels remarkably similar to any mildly hot hatch out there, and that in itself is an accomplishment. Part of the Pack The bones of the Maverick Lobo are obviously still all Maverick. As part of the 2025 model year, Ford included a bunch of updates across the Maverick lineup. The center screen has been updated to a new 13.2-inch unit, replacing the rather modest 8-inch screen from earlier years. Graphics appear clear and crisp and the new Sync4 system with wireless Apple CarPlay and Android Auto operated smoothly during my test. All 2025 models now include a WiFi hotspot that allows Sync4 to receive over-the-air updates. HVAC controls are, unfortunately, primarily touchscreen based. In other trims, the Hybrid is now available with all-wheel drive and an optional 4k towing package. There are two phone storage spots in a compartment under the screen, one of which is powered with a wireless charging mat, an option available in the 702A equipment package. One thing I struggle with when first getting in any Maverick is the seating position. It does take me a minute to get it configured to a position I feel comfortable, and yet something still feels off. That feeling dissipates as I get a few miles down the road when suddenly I realize that everything just fits. If you are test driving a Maverick for the first time and something doesn't feel right, just give it a few miles before making any rash decisions. The one exception to this is the screen that feels oddly angled downward, but that may just be due to my height. Room for two is fantastic. Room for four is good for a compact crew cab, but will feel snug for those long of leg. Don't expect to haul 4 full-size Americans on a long trip comfortably. The Lobo is based off the Maverick XLT trim and includes all of the Lobo trim performance and appearance features as well as Ford CoPilot360. My tester was equipped with the 702A equipment package, a $5,495 upgrade, roughly equivalent to a Lariat-trim that includes: 400W Inverter (Cab + Bed Includes Cubby Cover) with USB Console Rear Acoustic Windshield All-Weather Floor Liners, Front and Rear (with Carpet Mats) Ambient Lighting Bed Tie Down Locking Rails with Two (2) Locking Bracket Bedliner – Tough Bed Spray-in B&O® Sound System by Bang & Olufsen® with HD Radio™ (8 Speakers Including Subwoofer) Connected Navigation (1-year included) Dual Rear USB Dual-zone Electronic Automatic Temperature Control Ford Co-Pilot360® Assist 2.0 Heated Seats Heated Steering Wheel Power Moonroof Power-Sliding Rear Window Visors – Driver and Front Passenger – Illuminated Wireless Charging Pad Pro Trailer Backup Assist Pro Trailer Hitch Assist After destination charges, the 2025 Ford Maverick Lobo comes in at $37,625. My tester with the 702A Equipment package rang up to $42,325. That may seem high, but with so much equipment included and the lack of competition, I still think it is a fair price. However, the Maverick is built in Mexico and is being impacted by tariffs, so that price could fluctuate in the future. With the market's shift away from cars towards trucks and SUVs, the hot hatch segment dwindled significantly, however the Ford Maverick Lobo makes a very compelling case as an equipment substitution. I'm sure Ford will sell every one they can build. #IMPASpringBrake View full article
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There's no denying that the Ford Maverick has been a smash hit for Ford, with sales increasing dramatically in its first 4 years on the market. At its base price, the Maverick is Ford's least pricey vehicle, but Ford has introduced a full range of trim lines, powertrain options, and colors so that customers can build the compact truck of their dreams. For 2025, Ford introduced the Lobo trim for the Maverick, a sport oriented street-truck trim that reminisces about the sport trucks from the 90s and early 2000s. Unlike some other "sport" trims, the Maverick Lobo actually has some bite. Ford Engineers raided the parts bins of some of their storied performance vehicles to build the Lobo. The 8-speed automatic has been replaced with a 7-speed unit from the European Ford Focus ST and calibrated specifically for the Maverick. The transmission and oil coolers from the 4k towing package are installed to keep things cool though towing with the Lobo is limited to 2,000 lbs. Stopping is managed by dual-piston calipers, also from the Ford Focus ST. The all-wheel drive system is poached from the off-road oriented Maverick Tremor and features a twin-clutch torque vectoring rear unit, while steering rack is a retuned version from the European Ford Kuga. The suspension is retuned for sportier driving and lowered 0.5-inches in the front and 1.1-inches in the rear. The only engine available is the same 2.0-liter Ecoboost available on most other Mavericks, detuned this year to 238 horsepower from 250 due to the addition of an exhaust particulate filter, however it still makes a healthy 275 lb-ft of torque at 3,000 RPM. When getting rowdy on a track, drivers can activate Lobo-mode that changes the transmission shift points, throttle response, and torque vectoring while dialing back on stability control. Ford says that Lobo-Mode should be thought of like Mustang's Track-Mode, and should only be used on closed courses. While Lobo means "Wolf" in Spanish, he 2025 Ford Maverick Lobo is not wearing sheep's clothing. The Lobo gets a unique and menacing looking shovel nose grille, a unique body-color lower fascia, and rolls on 19-inch black turbine wheels. A black painted roof is there by default, but as on my tester, it can be deleted to body color. Only one interior color choice is available in the Lobo, Black Onyx, but it comes with unique dual-contrast stitching and embossed Lobo details. Even with the dark colors, the interior doesn't feel stark as there are plenty of blue trim and interior detailing to keep things interesting. Lone Wolf Manufacturers left the street-sport truck niche over a decade ago deciding instead to focus their special models on off-road prowess. The Maverick's sole competitor in the compact pickup segment, the Hyundai Santa Cruz, doesn't come with a street-sport trim. To sample Ford's restoration of this segment of the market, I traveled on a particularly rainy day to the Pocono Mountains in Pennsylvania for a day of testing with Ford and other brands. While weather and road conditions prevented me from pushing the Maverick Lobo to anything close to an extreme, I still came away very impressed. Ford engineers took these performance parts and made the Lobo a true next generation street truck. The ride is firm without being harsh, and this wolf always feels ready to pounce. Corner lean is nearly non-existent at sane speeds. Steering turn-in is fantastic and responsive, there are sports sedans with sloppier steering than what's in the Lobo. In casual driving, you can hustle the little truck up a wet, windy mountain road at speeds faster than you probably should. The one area enthusiasts might miss is the lack of bark. The sound and exhaust uses the same inside-voice tuning that all other turbo Mavericks get. Keeping in mind that this truck more for autocross than drag racing, forget about the 238-horsepower rating and instead focus on the 275 lb-ft @3,000 rpm available. In standard drive mode, the 7-speed automatic does its job in a crisp, business-like fashion, but in sport mode it is far more generous with downshifts, letting you dig deeper into that thick turbocharged torque curve. Lobo mode, though untested on my trip, allows the transmission to hold those lower gears longer even with a lift of the throttle which is where that torque vectoring gets activated when necessary. Except for the open-air trunk out back and the upright, elevated setting position, piloting the Maverick Lobo through the curvy mountain roads feels remarkably similar to any mildly hot hatch out there, and that in itself is an accomplishment. Part of the Pack The bones of the Maverick Lobo are obviously still all Maverick. As part of the 2025 model year, Ford included a bunch of updates across the Maverick lineup. The center screen has been updated to a new 13.2-inch unit, replacing the rather modest 8-inch screen from earlier years. Graphics appear clear and crisp and the new Sync4 system with wireless Apple CarPlay and Android Auto operated smoothly during my test. All 2025 models now include a WiFi hotspot that allows Sync4 to receive over-the-air updates. HVAC controls are, unfortunately, primarily touchscreen based. In other trims, the Hybrid is now available with all-wheel drive and an optional 4k towing package. There are two phone storage spots in a compartment under the screen, one of which is powered with a wireless charging mat, an option available in the 702A equipment package. One thing I struggle with when first getting in any Maverick is the seating position. It does take me a minute to get it configured to a position I feel comfortable, and yet something still feels off. That feeling dissipates as I get a few miles down the road when suddenly I realize that everything just fits. If you are test driving a Maverick for the first time and something doesn't feel right, just give it a few miles before making any rash decisions. The one exception to this is the screen that feels oddly angled downward, but that may just be due to my height. Room for two is fantastic. Room for four is good for a compact crew cab, but will feel snug for those long of leg. Don't expect to haul 4 full-size Americans on a long trip comfortably. The Lobo is based off the Maverick XLT trim and includes all of the Lobo trim performance and appearance features as well as Ford CoPilot360. My tester was equipped with the 702A equipment package, a $5,495 upgrade, roughly equivalent to a Lariat-trim that includes: 400W Inverter (Cab + Bed Includes Cubby Cover) with USB Console Rear Acoustic Windshield All-Weather Floor Liners, Front and Rear (with Carpet Mats) Ambient Lighting Bed Tie Down Locking Rails with Two (2) Locking Bracket Bedliner – Tough Bed Spray-in B&O® Sound System by Bang & Olufsen® with HD Radio™ (8 Speakers Including Subwoofer) Connected Navigation (1-year included) Dual Rear USB Dual-zone Electronic Automatic Temperature Control Ford Co-Pilot360® Assist 2.0 Heated Seats Heated Steering Wheel Power Moonroof Power-Sliding Rear Window Visors – Driver and Front Passenger – Illuminated Wireless Charging Pad Pro Trailer Backup Assist Pro Trailer Hitch Assist After destination charges, the 2025 Ford Maverick Lobo comes in at $37,625. My tester with the 702A Equipment package rang up to $42,325. That may seem high, but with so much equipment included and the lack of competition, I still think it is a fair price. However, the Maverick is built in Mexico and is being impacted by tariffs, so that price could fluctuate in the future. With the market's shift away from cars towards trucks and SUVs, the hot hatch segment dwindled significantly, however the Ford Maverick Lobo makes a very compelling case as an equipment substitution. I'm sure Ford will sell every one they can build. #IMPASpringBrake- 19 comments
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- ford
- impaspringbreak
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In the C&G garage for the week is the 2020 Hyundai Palisade Limited AWD with a sticker price of $47,605. This is Hyundai's newest SUV, at least until the diminutive Hyundai Venue takes its place at the other end of the size spectrum. The first impression I got from the Palisade was how big it is. Even though it is around 7 inches shorter than a Buick Enclave, it looks bigger and beefier. Being a Limited means that it is in top trim with only carpeted floor mats as an additional option. It's powered by a 3.8 liter naturally aspirated V6 producing 291 HP and 262 lb-ft of torque and equipped with start/stop. On my quick initial test drive I found the start/stop function to be unobtrusive and quick to restart the vehicle when I was ready to roll. Another immediate impression was with the sound quality of the Harmon Kardon sound system. I hooked my phone up via USB and Android Auto took over, playing my favorite Pandora station loud and clear. Another feature I like is the video display in the dash when using the turn signal. It helps clear any blind spots one might have in this big SUV. So while you're stuffing your faces with turkey this Thursday, think of questions you have about the 2020 Hyundai Palisade and post them below. View full article
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Reader Reviews are submitted by our readers of vehicles they test drive or rent. If you would like to submit a Reader Review, e-mail [email protected] I recently had a current-gen Nissan Sentra as a weekly rental. I had driven one before, but it was the last-gen model, and I’ve reviewed it on this forum. This rental unit had slightly over 30,000 miles on it. I gave the last-gen model a mostly positive review for its “can do” aspects and excellent fuel mileage. Now, looking at this new one, it almost makes the last-gen model look a little dowdy. You’ll notice a couple of things with the new model rather quickly in addition to its more aesthetically pleasing exterior. First, as you drive off, this Sentra handles more nimbly and corners more flatly. The ride is also controlled, and, for the price point, road and tire noise isn’t too intrusive. The interior is nicer in a lot of small ways. My rental had the leather option in the SR trim with contrast stitching in the seats. However, the seat shape is very comfortable, and so are the adjustments, which are electric for the driver. That said, the fit and finish throughout are nicely done for the price point. The Sentra’s dashboard is also an exercise in logic and simplicity. It is very symmetrical. The toggles for instrument panel functions take some exploration, but the settings are easy to work with once you figure it out. Settings on the steering wheel-mounted controls are also easy to decipher but could be inverted from the car you may be used to driving. The connection of a phone is much easier than on many other vehicles and having the Bluetooth eagerly reconnect upon returning to the car seems better than in other cars of different sizes I’ve driven. My only complaint would be the climate control panel. It may look simple, but I could never quite get the air conditioning right. Again, this new Sentra’s hallmark features are its connected handling, a decent enough ride, good fuel economy, and generous room for its size, including the trunk’s capacity. I especially liked the excellent visibility all the way around. Gone is the “opera window” in the sail panel of the last model. Rather, the division of the rear door is done with vertical trim, and the views out back are excellent with a pillar that doesn’t intrude much and a backlight that curves subtly rather than too flatly. In the engine bay is a 2.0-liter 4-cylinder engine that is normally aspirated. In both this Sentra and in the Altima, Nissan is going with familiar normally aspirated 4-cylinder engines and CVTs, the latter of which they’ve commonly offered for at least a decade. Hopefully, their CVTs’ service life and sturdiness have improved. Mostly, the CVT behaved well with some quirky and episodic subtle lags picking up speed from a stop, especially when cold. The engine is up to the task of everyday driving, but it gets rowdy when pushed. For the money, the Sentra offers a lot of features, and that’s a good thing. Safety features such as numerous alerts and emergency braking are included. The rear-view camera goes without saying and it’s a decent one, save some murky views when it’s too moist outside. They also have releases for things grouped on the driver’s side of the dashboard and going toward the floor –trunk release, hood release, and fuel door release. The gap cap was a conventional pressurized one. I really like having a secured fuel filler door. One “neat” feature is the lane departure and traffic sensing side sensors. Rather than being on the exterior mirrors, they are now inside and just inboard from the exterior mirrors, and, if things get too close or you get too close to things, they will chime. That means they are work beautifully with one’s peripheral vision and this was much appreciated. There are more pluses than minuses here. This new Sentra has more “personality” than before. I think that the current Nissan Sentra has improved quite a bit. Its competitors would be the Toyota Corolla, the Hyundai Elantra, the Kia Forte, and the Honda Civic. These would be in the same category if being rented. Since its most lauded competitors would be the Corolla and the Civic, I’ll address those. First, I have not driven a Honda Civic, which has gotten more attractive and more like the Accord over the years. However, compared to the Toyota Corolla, in my opinion, the gap narrows. The interior is more appealing than that of the Corolla. In terms of styling, its exterior side view and rear view are sportier and more attractive, but less so up front, where the overused Nissan design vocabulary is up against the overused Toyota design vocabulary. Where the Toyota might shine brighter is in its legendary reliability and longevity. However, if a person foresees a shorter holding period or plans to keep it no more than 100,000 - or 150,000 - miles, this distinction may become moot. I enjoyed spending a week and several hundred miles in this compact and practical mid-sized sedan. -
From the album: 2023 Nissan Sentra - Reader Review
The trunk room of the 2023 Nissan is generous for a compact -
From the album: 2023 Nissan Sentra - Reader Review
It's all here and convenient for the driver: trunk release, fuel door release, and hood latch release -
From the album: 2023 Nissan Sentra - Reader Review
This is what direct injection/ignition looks like and there are the manifolds at the right, the kind (the material!) of which we would not see in yesteryear's muscle cars -
From the album: 2023 Nissan Sentra - Reader Review
A standard Nissan normally aspirated 4-cylinder engine is under the hood and most service points are easy to see and identify -
From the album: 2023 Nissan Sentra - Reader Review
They come on while starting the car, but these blind spot indicators are great and they readily light up when necessary and are also very easy to pick up with one's peripheral vision -
From the album: 2023 Nissan Sentra - Reader Review
For how much car they have to work with, the rear seat legroom should be acceptable for average sized adults -
From the album: 2023 Nissan Sentra - Reader Review
I was very pleased with the visibility and this is a big improvement over the last-gen model -
2023 Nissan Sentra - shifter and cupholders
trinacriabob posted a gallery image in gallery_category_3
From the album: 2023 Nissan Sentra - Reader Review
Push button start right above the gear selector and you can see some of the stitching on the trim here -
From the album: 2023 Nissan Sentra - Reader Review
Pluses: the infotainment screen is easy to work with and the power connections give you all the choices - Minuses: I don't like the cheaper circular vents and I had a hard time calibrating the air conditioning since it was a little humid -
2023 Nissan Sentra - gauges and speedometer
trinacriabob posted a gallery image in gallery_category_3
From the album: 2023 Nissan Sentra - Reader Review
This is how things should be laid out ... except for the message, which I told them about upon returning it, that's where the digital speed readout would be -
From the album: 2023 Nissan Sentra - Reader Review
Actually, it's more fun to use a sunroof, even if not pulled back, when it's scenic and cool outside -
From the album: 2023 Nissan Sentra - Reader Review
Comfortable and supportive bucket seats ... I believe the same seat is used if outfitted in cloth -
From the album: 2023 Nissan Sentra - Reader Review
With a few minor exceptions, a symmetrical and appealing dashboard is in front of you -
From the album: 2023 Nissan Sentra - Reader Review
An overall view of the interior upon opening the passenger door. -
From the album: 2023 Nissan Sentra - Reader Review
More jellybean-like side view showing sunroof and the stranger applique Nissan is using these days between the C-pillar and the rest of the body; again, visibility was excellent -
From the album: 2023 Nissan Sentra - Reader Review
Angled rear view: better than in the last-gen Nissan Sentra -
From the album: 2023 Nissan Sentra - Reader Review
Side view of the 2023 Nissan Sentra -
From the album: 2023 Nissan Sentra - Reader Review
Angled front view: the conventional Nissan grille lives on -
Reader Reviews are submitted by our readers of vehicles they test drive or rent. If you would like to submit a Reader Review, e-mail [email protected] I recently had a current-gen Nissan Sentra as a weekly rental. I had driven one before, but it was the last-gen model, and I’ve reviewed it on this forum. This rental unit had slightly over 30,000 miles on it. I gave the last-gen model a mostly positive review for its “can do” aspects and excellent fuel mileage. Now, looking at this new one, it almost makes the last-gen model look a little dowdy. You’ll notice a couple of things with the new model rather quickly in addition to its more aesthetically pleasing exterior. First, as you drive off, this Sentra handles more nimbly and corners more flatly. The ride is also controlled, and, for the price point, road and tire noise isn’t too intrusive. The interior is nicer in a lot of small ways. My rental had the leather option in the SR trim with contrast stitching in the seats. However, the seat shape is very comfortable, and so are the adjustments, which are electric for the driver. That said, the fit and finish throughout are nicely done for the price point. The Sentra’s dashboard is also an exercise in logic and simplicity. It is very symmetrical. The toggles for instrument panel functions take some exploration, but the settings are easy to work with once you figure it out. Settings on the steering wheel-mounted controls are also easy to decipher but could be inverted from the car you may be used to driving. The connection of a phone is much easier than on many other vehicles and having the Bluetooth eagerly reconnect upon returning to the car seems better than in other cars of different sizes I’ve driven. My only complaint would be the climate control panel. It may look simple, but I could never quite get the air conditioning right. Again, this new Sentra’s hallmark features are its connected handling, a decent enough ride, good fuel economy, and generous room for its size, including the trunk’s capacity. I especially liked the excellent visibility all the way around. Gone is the “opera window” in the sail panel of the last model. Rather, the division of the rear door is done with vertical trim, and the views out back are excellent with a pillar that doesn’t intrude much and a backlight that curves subtly rather than too flatly. In the engine bay is a 2.0-liter 4-cylinder engine that is normally aspirated. In both this Sentra and in the Altima, Nissan is going with familiar normally aspirated 4-cylinder engines and CVTs, the latter of which they’ve commonly offered for at least a decade. Hopefully, their CVTs’ service life and sturdiness have improved. Mostly, the CVT behaved well with some quirky and episodic subtle lags picking up speed from a stop, especially when cold. The engine is up to the task of everyday driving, but it gets rowdy when pushed. For the money, the Sentra offers a lot of features, and that’s a good thing. Safety features such as numerous alerts and emergency braking are included. The rear-view camera goes without saying and it’s a decent one, save some murky views when it’s too moist outside. They also have releases for things grouped on the driver’s side of the dashboard and going toward the floor –trunk release, hood release, and fuel door release. The gap cap was a conventional pressurized one. I really like having a secured fuel filler door. One “neat” feature is the lane departure and traffic sensing side sensors. Rather than being on the exterior mirrors, they are now inside and just inboard from the exterior mirrors, and, if things get too close or you get too close to things, they will chime. That means they are work beautifully with one’s peripheral vision and this was much appreciated. There are more pluses than minuses here. This new Sentra has more “personality” than before. I think that the current Nissan Sentra has improved quite a bit. Its competitors would be the Toyota Corolla, the Hyundai Elantra, the Kia Forte, and the Honda Civic. These would be in the same category if being rented. Since its most lauded competitors would be the Corolla and the Civic, I’ll address those. First, I have not driven a Honda Civic, which has gotten more attractive and more like the Accord over the years. However, compared to the Toyota Corolla, in my opinion, the gap narrows. The interior is more appealing than that of the Corolla. In terms of styling, its exterior side view and rear view are sportier and more attractive, but less so up front, where the overused Nissan design vocabulary is up against the overused Toyota design vocabulary. Where the Toyota might shine brighter is in its legendary reliability and longevity. However, if a person foresees a shorter holding period or plans to keep it no more than 100,000 - or 150,000 - miles, this distinction may become moot. I enjoyed spending a week and several hundred miles in this compact and practical mid-sized sedan. View full article
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At an event in May, I got to spend some time with the 2020 Kia Telluride. The Telluride is an all-new model for Kia, though it is based on the Kia Sorento’s platform. Being a good bit longer than the 7-passenger Sorento, it is substantially roomier inside, allowing for 7 or 8 passenger configurations depending on trim level. The version I tested was the top of the line SX package with all-wheel drive and an additional Prestige Package. Kia makes standard a whole host of active safety equipment. Thankfully, I didn’t get to test any of the more important ones. One important safety feature on my shopping list is Smart Cruise Control with Stop and Go, and the Kia has it standard. On appearance alone, Kia is going to have a hit on their hands. Though on the same platform as the Kia Sorento, the Telluride strikes a handsome square and almost truck-like silhouette. The overall look is of a vehicle even bigger than it is. Up front are an attractive set of headlight clusters with yellow surround daytime running lamps. As this is a new entry to the segment, Kia spells out the model name across the front of the hood making sure you know what model vehicle it is. It still manages to look classy. My tester had the black 20-inch wheels, LED headlamps, and rear fix-glass sunroof that comes with the SX trim level. Because this was the top of the line SX with Prestige Package, it came with beautiful Napa leather chairs, second-row captain chairs, heads up display, and premium cloth headliner and sun visors. The overall fit and finish of my tester was excellent. Switchgear is nicely weighted and has a premium, if not luxury, feel to it. The styling inside is handsome if conservative, and passengers could be fooled into thinking they were in a vehicle of higher pedigree. While it is roomier than the Sorento, is it still smaller than some of its primary competition. The Honda Pilot, Chevrolet Traverse, and Buick Enclave all boast roomier interiors. Still, second-row comfort was good and third-row accessibility is acceptable, though best left to the kids. My experience with the Telluride’s 10-inch infotainment system was limited, however, it is based on the same UVO system found in their other vehicles. Even in its native modes, I find Kia UVO to be one of the easier systems to use, but if you use the included Android Auto and Apple Car Play most often, you won’t be in the native system much anyway. The only engine option on the Kia Telluride is a 291 horsepower 3.8 liter direct-injected V6. Torque comes in at 261 lb-ft, about average for this segment. Coupled to the engine is an 8-speed automatic, and if you check the box for an additional $2,000, you get an active AWD system. The system constantly monitors traction and via a controller in the cabin, the driver can select between 80/20 (Comfort and Snow), 65/35 (Sport), and 50/50 (Lock, best used for off-roading). If you do care to do off-roading, you have 8-inches of ground clearance to play with. Towing capacity is 5,000 pounds which again is pretty much the expected capacity for the segment. EPA fuel economy is rated at 19 city / 24 highway / 21 combined. The 2020 Telluride has not yet received a crash test rating. Though the engine only puts out 261 lb-ft of torque, the 8-speed automatic makes quick work of it and acceleration is sufficient at a reported 7.1 seconds. Engine noise is hushed and refined. One of my favorite things about the Kia Telluride is its ride. The suspension is soft and comfortable. The big 20-inch wheels can slam hard if one hits some more serious potholes, but overall this is one of the nicest riding big SUVs. That soft suspension does have a downside; body roll and handling are not what you would call sporting. Though the steering is precise and well weighted, the big Kia hefts and leans through corners. Take it slow with grandma in the back and all will be well. The towing package adds a hitch receiver and a load leveling suspension. Kia is not a brand known for luxury vehicles, but in SX Prestige trim, this Telluride can certainly count as one. That leads us to the price. At $46,860 after destination charges, the Telluride handily undercuts the competition, some of which don’t even offer the level of active safety technology the Kia offers as standard. If you’re shopping in the large SUV segment, the Kia Telluride is definitely one to add to your test drive list. Year: 2020 Make: Kia Model: Telluride Trim: SX Engine: 3.8L Gasoline Direct Injected V6 Driveline: All-Wheel Drive Horsepower @ RPM: 291 hp @ 6,000 rpm Torque @ RPM: 262 lb.-ft. @ 5,200 rpm Fuel Economy: City/Highway/Combined - 19/24/21 Curb Weight: 4482 lb. Location of Manufacture: West Point, GA Base Price: $31,690 As Tested Price: $45,815 Destination Charge: $1,045 Options: SX Prestige Package - $2,000 Carpeted Floor Mats - $210 Carpeted Cargo Mat w/ Seat Back Protection - $115 -
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
