Mark, Author at Maynards Garage

Toyota Tundra Capstone Hybrid Pickup Review

by Mark | Jan 12, 2023 | 0 comments

Tripping the white fantastic in the 2023 Toyota Tundra Capstone with its white-and-black leather cabin

The 2023 Toyota Tundra Capstone has an exclusive white-and-black leather interior. Capstone pricing starts at $77,040. (Photos courtesy of Toyota)

The 2023 Toyota Tundra Capstone has an exclusive white-and-black leather interior. Pricing starts at $77,040. (Photos courtesy of Toyota)

The Toyota Tundra pickup has long been dogging the tailgates of the Ford F-150, Chevrolet Silverado, GMC Sierra, and Ram 1500. Though the Tundra has always been capable, its presentation seemed dumbed down to fit an outdated perception of the American pickup. Even its exterior styling was a mashup of “Fordamrolet.”

With a thorough redesign for 2022, Toyota has elevated the Tundra with style and technologies — for better and worse.

A few years ago, at a big four-wheelers desert run, I watched a Tundra throwing rooster tails of synchronized sand art as it swept up a steep dune. It was a dealership truck (by the license plate) and optioned with the TRD package. The truck’s ability was remarkable because this stock Tundra always made it to the top of the big dune, while caged buggies and fat-tired crawlers failed. It seemed insulting to the modified rigs. And a prime selling opportunity.

Toyota learns and evolves quickly. The 2023 Toyota Tundra lineup has seven trim levels, from basic work trucks to high luxury. But more than the basic trucks, luxury models have been added steadily.

Now in its third generation, the new Tundra was introduced for 2022. It was designed in the U.S. and built in Texas at Toyota Motor Manufacturing (TMMTX) in San Antonio.

At long last, the restyled Tundra breaks loose from most comparisons to the Big 3 pickups and plows through the air with a mug that won’t be confused as a Fordamrolet.

But just as it is challenging to master a foreign language, there is something uniquely American about a pickup. And not all foreign makers can master the lingo. Toyota is catching up.

Front headroom is almost 10-gallon tall at 39.3 inches with Capstone’s standard panoramic moonroof.

Front headroom is almost 10-gallon tall with Capstone’s standard panoramic moonroof.

Tundra Redesign Challenge

“Technical muscle” was the Tundra design mantra for the 2022 makeover.

Inside the Tundra Capstone, the design group applied premium materials in high-contact areas, including wrapped armrests and pads across the dash and doors.

Toyota says that high-strength steel throughout the chassis increased rigidity considerably over the previous generation Tundra. Aluminum is used in critical areas to reduce weight. Frame cross members are more than doubled in size for reinforcement and additional rigidity. For the Limited model and above, the cab mounts to the frame with hydraulic mounts for a quieter ride.

Tundra’s bed of sheet-molded compound (SMC) is lightweight and extremely strong, backed by aluminum reinforcing cross members, Toyota says. An SMC bed is resistant to denting, impact dings, and rust corrosion.

Tundra Tailgate Tricks

There has been a small revolution in pickup tailgates. Some now offer a step-and-grab bar that folds away. Others have drop panels that form steps or accommodate a fifth-wheel trailer hitch. Some have a wider section for a work-site bench or even a connection for a Bluetooth audio system. Some have a tailgate measurement strip and indents for a cup or can.

Toyota’s innovation is the power tailgate release in the left-rear taillight. Just give it an elbow bump when walking up with an armload of gear, or release the tailgate from the key fob. And there is a power bed step at the driver-side left corner; the step lowers with the tailgate.

Toyota says that the Tundra tailgate benefits from light-weighting construction and is 20 percent lighter than the previous generation.

7 Tundra Trim Levels

As before, the new-gen Tundra is sold in two four-door body styles: Double Cab and CrewMax.

Double Cab models have bed-length choices of 6.5 feet or 8.1 feet. CrewMax models can have a 5.5-foot bed or the new 6.5-foot bed.

The 2023 Tundra lineup has seven choices: SR, SR5, Limited, Platinum, 1794 grades, TRD Pro, and Capstone. Rear-wheel drive is standard, with optional four-wheel drive.

At its introduction years ago, the Toyota Tundra Limited might have been the most luxurious choice. But as $70,000 has become the new $50,000 pickup, Toyota added a Platinum model and then the slightly more expensive 1794 with some Old West influences. The Tundra TRD, $9,000 more than the 1794, is the off-road package, but it’s pricey, starting at $70,000. And now the Tundra Capstone wears the luxury boots, and it is priced as such.

The Capstone is the halo choice with standard four-wheel drive, a CrewMax cab, 5.5-foot bed, and exclusive white-and-black leather cabin. Pricing starts at $77,000 or $79,000 with the one big factory option package. A wide range of accessories — including ball-hitch mounts, bed extenders, a dash camera, console safe, tie downs, racks, spray-on bedliner, or a hard tonneau cover — can nudge the price beyond $80,000.

High-luxury pickups don’t make practical sense, but they are impressive at the marina launch and equestrian events. Most Tundra sales are for midrange models, of course, but Toyota has to keep up with the Fordamrolets. And these country coaches are rich with options, including pearlescent paint, hand-tooled semi-aniline leather, and the most advanced technologies. If a passenger car can be so equipped, so can a pickup.

The 14-inch screen provides big-screen camera views.

2023 Toyota Tundra Pricing

Tundra starting prices range from $38,760 for the entry rear-wheel-drive SR to $77,040 for the top-line Capstone iFORCE MAX with standard 4WD. Pricing includes the $1,795 freight charge from San Antonio.

The SR model is the basic work truck. Moving up to the SR5, $44,265, creates a more functional tow vehicle with a Class IV towing hitch and seven-pin wiring harness. Also included are tow-haul and tow-plus driving modes, 18-inch alloy wheels, and a power vertical or horizontal rear window.

The TRD Pro, $70,315, is factory primed for off-road capability. Its features include:

Multi-terrain select with crawl control;
A 1.1-inch lift with Fox shock absorbers;
Electronically controlled locking differential.

Special TRD Pro features include a heritage-like “Toyota” grille with LED light bar and marker lights, 18-inch matte-black forged-aluminum BBS wheels, and a 12-speaker JBL audio system.

The Capstone iFORCE MAX tester was $79,174 with these options:

Adaptive variable suspension with load-leveling rear height control air suspension $1,045;
Wind Chill Pearl paint $425;
Ball mount $65;
Non-skid spray-on bedliner $579.

Find current Tundra pricing and offers here.

Tundra Hybrid-Related Warranties

Toyota’s basic 36-month/36,000-mile new-vehicle warranty applies to all components other than normal wear and maintenance. Additional 60-month warranties cover the powertrain for 60,000 miles and corrosion with no mileage limitation.

Hybrid-related components, including the battery control module, hybrid control module, and inverter with converter, are covered for 8 years or 100,000 miles, whichever comes first.

The hybrid battery has coverage of 10 years or 150,000 miles, whichever comes first.

ToyotaCare covers regular factory-scheduled maintenance and 24-hour roadside assistance for two years or 25,000 miles, whichever comes first.

iForce Powertrains and Fuel Economy

Tundra has two 3.5-liter, twin-turbo iFORCE V-6 powertrains, both with a 10-speed automatic transmission. The transmission has a sequential shift mode, uphill-downhill shift logic, and tow/haul driving modes.

The sophisticated engine design uses Toyota’s D-4ST direct injection and port injection.

The entry V-6 for the SR trim has 348 horsepower and 405 foot-pounds of torque at 2,000 p.m. The uplevel engine for the rest of the models has 389 hp and 479 lb.-ft. torque at 2,400 rpm.

The i-FORCE MAX hybrid twin-turbo V-6 is available only in the TRD Pro and Capstone trim levels. The hybrid powertrain has 437 horsepower at 5,200 rpm, and 583 lb.-ft. of torque at 2,400 rpm.

Hybridization combines the V-6 and motor generator with a clutch in the bell housing between the engine and transmission. A 288-volt sealed nickel-metal hydride battery is under the rear passenger seats.

The motor generator adds power through the transmission. But parallel hybrid components function during engine start-up, EV driving, electric assist, and energy regeneration.

The electric motor does most of the work at speeds below 18 mph. Then the gasoline engine engages for power in the mid- and high-speed range. When using tow/haul mode, the engine is in full internal-combustion control.

a view of the i-FORCE MAX hybrid twin-turbo V-6 437 horsepower and 583 lb.-ft. of torque at 2,400 rpm.

The i-FORCE MAX hybrid twin-turbo V-6 437 horsepower and 583 lb.-ft. of torque at 2,400 rpm. (Mark Maynard photo)

i-FORCE MAX Performance

The torque is particularly well-suited for transporting livestock, boats, and travel trailers. The roll-on of acceleration is not abrupt and does not launch the truck with tire-spinning force. Instead, the power progressively moves out, preserving whatever is in or on the trailer and, perhaps, a bit of fuel.

Fuel-Economy Ratings

Though more powerful, the hybrid iFORCE MAX engine has the best EPA-mileage ratings of the Tundra line: 20 mpg city, 24 highway, and 22 MPG combined.

That mileage compares to the standard iFORCE V-6, with mileage ratings of 18/24/20 mpg for the SR trim and 18/23/20 mpg for the upper trims.

In my week of driving the hybrid iFORCE MAX, I worked up to a combined city-highway mileage rating of 15.6 mpg, with much highway cruising. With careful acceleration, the 32.2-gallon tank could stretch range to almost 500 miles.

A photo of the Captone's 22 inch alloy wheels and tires

The Capstone gets the largest Tundra wheel size of 22 inches.

Interior Function

Americans like big pickups because there is plenty of room in the cabin. The lowly passenger sedan has been mercilessly downsized to meet fuel economy and emissions standards.

With Capstone’s standard panoramic moonroof, Tundra’s front headroom is almost 10-gallon tall at 39.3 inches. There is room for large adults to spread out and plenty of storage and stash places.

Standard Capstone equipment is in the specs box at the end of this story. Among its luxury features are 10-way power seats, heated and ventilated. Power running boards are a welcome feature for a leg up to the front or rear seats.

A huge help in parking is the panoramic view monitor, which includes an overhead side-panel view panel of the truck. The color graphics are excellent on the 14-inch audio multimedia screen.

Back seat headroom is also tall (36.9 inches), and legroom is adult comfortable at 41.6 inches, even if there is a tall driver ahead.

Back-seat legroom of 41.6 inches is adult comfortable, even if there is a tall driver ahead.

Ride and Handling

Tundra had been a hold-out for rear leaf springs, but a new multi-link suspension has replaced the old. The change to a more carlike suspension provides a smoother ride, especially when the bed has no weight.

The multilink suspension has not hurt towing or payload. The maximum towing capacity for Tundra increases 17.6 percent over the previous generation, to 12,000 pounds. Toyota says the maximum payload increases to 1,940 pounds, an improvement of more than 11 percent.

For the first time, a rear air suspension system is available with automatic and manual leveling functions. Another first for Tundra is the available Adaptive Variable Suspension system. Toyota says that AVS improves ride quality and handling by continually adjusting damping force based on road conditions.

You might mistake the semi-aniline leather for Lexus upholstery, but the ride quality is still pickup truck. The multilink suspension, and particularly the adaptive suspension, eliminates the empty-bed chatter on the highway, but without cargo, in the bed, you’ll know this truck has working-class roots.
Braking

To put the binders on a six-ton towing capacity (6,095 pounds at the curb) requires hefty brakes. The Tundra has power-assisted and ventilated four-wheel discs. The large, 13.9-inch front discs have opposed dual-piston calipers. The rear 13.6-inch discs use single-piston calipers.

While lesser trim levels have a max towing rating of 12,000 pounds, the Capstone is rated for 10,340 pounds.

The Tundra Capstone has a tow rating of 10,340 pounds and a max payload of 1,485 pounds.

The Intimidation Factor

The full-size pickup today is designed to be intimidating. These are the broad-shoulder linemen in the scrimmage for recognition. The bigger, the better, which works well in the open plains, mountain terrain, and desert regions. Not so much in the city.

With the intimidation factor, however, comes too much mass in the design solely to impress the competition. Depending on the cab size, whether extended or full and the bed length, a typical full-size pickup turning circle ranges from about 40 to 52 feet and more.

The wheelbase of the Tundra Capstone CrewMax is 145.7 inches (a tick over 12 feet), and this rig is 80.2 inches wide, not including the large side mirrors. Its width is comparable to the competition, and so is its length of 233.6 inches or 19.5 feet with its 5.5-foot bed. The Capstone’s turning circle isn’t terrible at 48.6 feet. But these packers are not nimble when navigating city streets. Parking is a consideration when heading out on errands.

The Capstone was like steering a stormtrooper in its Wind Chill Pearl (white) paint ($425) and two-tone white and black interior. The height of the hood opening is 4 feet from the ground and another half foot taller with the (unnecessary) hood bulge.

Sightlines across the wide hood and blunt front end are challenged. It takes time to become comfortable navigating city streets. The iForce Max hood scoops are like epaulets on a commander’s uniform — ornamental, but they show who has the big swinging sword. The pair of scoops flanking the hood are nonfunctional except to complicate sightlines at the fenders.

A close up of the nonfunctional hood scoops for the iMax hybrid engine.

The iForce Max hood scoops are ornamental.

Light Duty vs. Heavy Duty

The Big 3 competing pickups, however, also offer heavy-duty versions. These have higher tow ratings, spring rates, and payload capacity. The H-D models are typically a half-inch to an inch wider, a few inches taller, and about 10 to 18 inches longer. Toyota appears to split the difference by offering a one size Tundra with dimensions landing between half-ton and three-quarter-ton ratings, or light vs. heavy duty.

And that’s why the Tundra feels bigger than it needs to be. Driving the Capstone in town was like steering a stormtrooper in its Wind Chill Pearl (white) paint ($425) and two-tone white and black interior. The height of the hood opening is 4 feet from the ground and another half foot taller with the (unnecessary) hood bulge.

The iForce Max adds to the sightline complexity with a pair of non-functional “scoops” flanking the rear of the hood. They are ornamental — like epaulets on a commander’s uniform — but they show the troops who has the big swinging sword.

Sightlines across the wide hood, side mirrors and blunt front end are challenged, made more complex with the faux iForce Max scoops. It takes time to become comfortable navigating city streets.

Why Buy the Toyota Tundra Capstone?

All new full-size pickups on sale today offer pretty much the same thing. It just depends upon the church in which you believe. The brands copy each other and then make a modification to offer something unique. And then boast that their way is the truth and the light.

The Tundra will appeal to those disciples of Toyota. And in my experience, Toyota puts a little more effort into more precise engineering to do it right the first time.

The Tundra Capstone, with its white leather interior, isn’t a work truck or for the construction, boss pulling into muddy work sites. It’s not for the off-road adventurer. It’s not especially suited for the homeowner loading up at the building supply center. It can fill all those roles, but the Tundra Capstone will be most at home when hitched to a horse trailer for prestigious shows or riding events. You’ll also find the Capstone at the marina, steering a big boat down the ramp. In those venues, the Tundra Capstone will make a stunning statement — and vigorous use won’t cause undue harm to the pristine interior.

A studio shot of a rear three quarter view of the white Tundra

Hydraulic frame mounts provide a quieter ride on Tundra Limited and higher trims.

Toyota Tundra Capstone Specifications

Body style: full-size, 5-seat pickup with 5.5-foot bed

Engine: 437-hp, 3.5-liter, twin-turbocharged iForce Max V-6 Hybrid with water intercoolers and electric motor-generator; 583 lb.-ft. torque at 2,400 rpm

Hybrid components: Parallel hybrid system with permanent magnet electric motor-generator located between engine and transmission;

Electric motor output: 48 hp and 184 lb.-ft. torque

Hybrid battery: 288-volt nickel-metal hydride with 240 cells; 1.87 kWh capacity

Transmission: 10-speed sequential shift mode automatic, with uphill-downhill shift logic and tow-haul driving modes; 4WDemand part-time 4WD with electronically controlled two-speed transfer case (high/low range)

Fuel economy: 19/22/20 mpg city/hwy/combined; 87 octane or higher

Towing capacity: 10,340 pounds

Max payload: 1,485 pounds

Max tongue weight: 1,117 pounds

BY THE NUMBERS

Fuel tank: 32.2 gallons

Front head/leg room: 39.3*/41.2 inches *w/moonroof

Rear head/leg room: 36.9/41.6 inches

Shoulder room, front and rear: 65/ 62.4 inches

Length/wheelbase: 233.6/145.7 inches

Width/height: 80.2/78 inches

Curb weight: 6,095 pounds

Turning circle: 48.6 feet

FEATURES

Standard Capstone equipment includes: power tilt-slide sunroof, semi-aniline upholstery, 12-inch digital gauge display; 10-inch head-up windshield display, 10-way power adjustable (heated and ventilated) front seats with 4-way lumbar, heated and ventilated rear seats, 14-inch audio multimedia screen with 12-speaker JBL audio system with subwoofer, Apple CarPlay and Android Auto apps, 22-inch dark chrome alloy wheels, aluminum reinforced composite bed with 120-volt AC power outlet and LED lighting, auto-leveling LED headlights, power running boards and bed step;

Safety features and technologies include: 8 air bags, precollision system with pedestrian detection, full-speed range dynamic cruise control, lane-departure with steering assist, lane-tracing assist, road sign assist, blind-spot monitor, trailer backup guide with straight path.

PRICING

Base 2023 Capstone price: $77,040, including $1,795 freight charge; price as tested $79,174

Options on test vehicle: Adaptive variable suspension with load-leveling rear height control air suspension $1,045; Wind Chill Pearl paint $425; ball mount $65; non-skid spray-on bedliner $579

Where assembled: San Antonio, Texas

Curtiss Goupil Duck

by Mark | Jan 10, 2023 | 0 comments

The birdlike design of the 1917 Curtiss Goupil Duck was based on a monoplane glider by French engineer Alexandre Goupil in 1883

A blackl and white photo of a 1917 Curtiss-Goupil Duck, which was quite birdlike in design.

The 1917 Curtiss Goupil Duck became a patent battleground between aerospace founder Glenn Curtiss and the Wright Brothers. World War I settled the matter. (Photo from the Paul S. Maynard archive)

BY MARK MAYNARD

My dad, Paul Smith Maynard, worked for nearly four decades in aviation as an engineer. His specialty was metals, or metallurgy. Among his tasks was to determine at what point a metal part would fail. He experimented with new, lightweight metals and honeycombed metals that were lighter but strong. He evolved into rocketry, so I consider my dad a rocket scientist, though he would decline that attribute.

Dad began his career in about 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., an early pioneer in making flying machines. It was founded by Glenn Curtiss, the father of naval aviation, and the Wright brothers, renowned for history’s first flight. Dad worked at the plant in Columbus, Ohio, where I was born in 1954.

Post-World War II, Curtiss-Wright shut down its Aeroplane Division in 1948 and sold the assets to North American Aviation. Dad was among the assets moved to NAA, which was a leader in aerospace contracts. It eventually would merge again and become Rockwell International, also in Columbus.

Occasionally, dad would bring home glossy PR photos of airplanes and prototype or maybe a chunk of some special metal. Lately, I’ve been going through his boxes of work paperwork and found a trove of early warplanes and other prototypes from Curtiss-Wright to Rockwell.

Among the pictures was this black-and-white image of a 1917 Curtiss Goupil Duck on floats. It emerged during a pissing match between Glenn Curtiss and the Wright Bros. The Wrights felt that certain elements of wing design fell under their patent of 1906, based on “wing warping.”

The Patent Battle

With their patent, the Wrights hoped to gain a monopoly on manned flight. The patent would require anyone building aircraft to pay a royalty to them. It is a fascinating story, well told by Airways magazine.

In 1908, Glenn Curtiss sought to circumvent the Wright’s patent by using ailerons, rather than wing warping. Ailerons use moveable flaps in the wings, which are considered more efficient and simpler for lateral control.
Among my dad’s photos was this 1917 Curtiss Goupil Duck, which used a design by French engineer Alexandre Doupil’s birdlike monoplane glider from 1883.

The plane was never developed. At the start of World War I, the U.S. government persuaded Wright to release the patent for combat aircraft to be developed.

Boeing KC-97G Stratofreighter

by Mark | Jan 10, 2023 | 0 comments

A 1953 black and white image of a Boeing KC 97G Stratofreighter on takeoff, exhaust spewing from its four engines.

According to Wikipedia, the KC-97 Stratofreighter was an aerial refueling tanker variant of the C-97 Stratofreighter. (Photo from the Paul S. Maynard archive)

Cleared for Takeoff!

Boeing KC-97G Stratofreighter

BY MARK MAYNARD

This circa 1953 photo appears to show a big Boeing KC-97G “Stratofreighter.” According to the Museum of Aviation at Robins Air Force Base in Georgia, its wingspan was 141 feet, 2 inches, and it was powered by four Pratt & Whitney R-4360s of 3,500 hp each and two General Electric J47s of 5,970 lbs. thrust each.

At 117 feet, 5 inches long with a height of 38 feet, 4 inches, the plane weighed 153,000 lbs. max. and was capable of cruising at 230 mph with a top speed of 400 mph and had a range of 2,300 miles.

According to Wikipedia, the KC-97 Stratofreighter was an aerial refueling tanker variant of the C-97 Stratofreighter, based on the Boeing B-29 Superfortress.

The U.S. Air Force began operating the KC-97 in 1950.

“[The plane’s] cavernous upper deck was capable of accommodating oversize cargo accessed through a very large right-side door. Transferable jet fuel was contained in tanks on the lower deck (G-L models). Both decks were heated and pressurized for high-altitude operations. The boom operator lay prone, viewing operations through a window at the bottom of the tail, a configuration later used on the KC-135.

The KC-97G had a dual role of aerial refueling tankers (underwing fuel tanks) and cargo transport. In addition to the plane’s aviation gasoline for the piston engines, the tanker also carried jet fuel for its refueling mission.

“While it was an effective tanker, the KC-97’s slow speed and low operational altitude complicated refueling operations with jet aircraft,” according to the Wiki report. “B-52s typically lowered their flaps and rear landing gear to slow the aircraft enough to refuel from the KC-97.”

There were 592 KC-97G models built.

Kia Telluride: What’s New for 2023

by Mark | Jan 5, 2023 | 0 comments

A 1,000-mile round-trip road trip in a 2023 Kia Telluride in near-luxury and complete comfort

An exterior view of a 2023 Kia Telluride sport utility vehicle in wolf gray

The 2023 Kia Telluride SX-Prestige X-Line tester was $53,825 with options for Wolf Gray paint ($495) and carpeted floor mats ($210). Pricing includes the $1,335 freight charge from West Point, Ga. (Photos by Mark Maynard)

I had just unpacked from a 1,000-mile round-trip road trip in a 2023 Kia Telluride and wasn’t ready for the drive to end. It was a holiday getaway with the girlfriend-wife and her sister and brother-in-law to spend Christmas with the sisters’ brother and wife in Santa Cruz. It was the quintessential getaway of four retirement-age friends rolling along in near luxury and complete comfort.

With its 291-horsepower V-6, there was plenty of power for secure acceleration — with all of us, our gear, and the Telluride’s all-wheel-drive curb weight of 4,482 pounds. Hefting such poundage still returned a combined fuel economy of 21.2 mpg to a max of 25.6 — on the recommended 87 octane.

To call the Telluride an SUV is almost disrespectful. The clumsy term with negative impact has endured from the early truck-based “sport utility” vehicles. And most of these were seldom sporty or provided much utility.

A view through the windshield from the driver's seat on a rainy day.

Sightlines are unobstructed over the fenders and over the shoulder.

Road-Trip Ready Telluride

The test vehicle was an upper trim level Telluride SX-Prestige V-6 with all-wheel drive and the new-for-2023 X-Line treatment. The new X-Line and X-Pro trim levels have some off-roading traits. X-Line and X-Pro trims have a slightly raised ride height (about a third of an inch), 20-inch black wheels, a unique black grille, trailering tow mode, and upgraded traction control for better control on gravel and sand.

Somebody could forgive such a blunt front end for some interior wind noise, but the Telluride is better soundproofed than some luxury SUVs I’ve tested. Conversations do not wash out in a wall of white noise or road harshness, thank you very much in part to the Michelin tires.

With three rows, the Telluride has seats for seven with the second-row captains’ chairs or eight seats with a second-row bench. The three-position third row is kid class in legroom, but it folds flat into the floor, making it ideal for lots of luggage. We could stow all the suitcases, the cooler of homemade foods and goodies for holiday meals, and the presents. It all fit below the rear window line, but if cargo must be stacked to the headliner, the Telluride has a digital rearview camera that gives a wide-open rearward view. (It is a welcome feature when pulling a trailer.)

There is no need for running boards to climb aboard (even with the X-Line lift). And all four of us had captain’s chairs, heated and ventilated, with rear side sunshades. The front seats are power-adjustable, including lumbar, with seat-bottom thigh extension for the driver.

Dual pane sunroofs in the Telluride SX create a light and pleasurable space for passengers.

Dual pane sunroofs in the Telluride SX Prestige.

2023 Kia Telluride Pricing

Telluride is sold in 10 trim levels: LX, S, EX, EX-X-Line, SX, SX-X-Line, SX-X-Pro, SX Prestige, SX Prestige X-Line, SX Prestige X-Pro. Entry-level LX, S, EX trims are front-wheel drive; AWD is optional ($2,000) and includes Michelin tires. Trims of SX and above have standard, active on-demand AWD.

The powertrain for all trims is a 291-horsepower, Atkinson cycle 3.8-liter, direct-injected V-6, and eight-speed automatic transmission. The tow rating is 5,000 pounds or 5,500 for the SX X-Pro.

Starting prices range from $37,025 for the LX to $54,120 for the top-line SX Prestige X-Pro. Today’s SX-Prestige X-Line tester starts at $53,120, and with options for Wolf Gray paint ($495) and carpeted floor mats ($210), the sticker price was $53,825. All manufacturers’ retail pricing includes the $1,335 freight charge from West Point, Ga.

Kia’s new vehicle warranty coverage is 5 years or 60,000 miles bumper to bumper with roadside assistance. The powertrain has coverage of 10 years or 100,000 miles.

Find current pricing and incentives here.

Second row legroom in the Telluride is very long at 42.4 inches.

Second-row legroom is grand at 42.4 inches.

Telluride Interior Function

Because the cabin has door-to-door shoulder room of 61.6 inches, interior roominess is maximized.

The contemporary cabin design is open with contemporary with design elements of brushed metal trim and light gray wood in the tester. The plastics have an appealing texture, with attentive assembly to all panels. The headliner, roof pillars, and visors are wrapped in soft microsuede. Large sliding sun visors have large, covered mirrors.

There are 39.5 inches of front headroom and long legroom of 44.1 inches. Sightlines are open and further empowered by the around-view camera. (The Telluride is a big vehicle, but the camera system with an overhead side view is empowering when parking and backing out of the space.)

The shift console is efficiently designed with a large charging bin with a wireless pad, 12-volt plug and two USBs. The drive-mode controller (comfort, sport, smart, eco, etc.) takes up just a small square of space, with the nearby electric parking brake switch.

A heated steering wheel.

Sturdy grab rails flank each side of the console, and there is yet another USB in the dual-level armrest box.

There is no confusion when reaching for climate controls or to access the navigation system, radio or other media choices. But the navi system was a struggle to use, so we used the Waze smartphone app.

Telluride has almost as many USB ports as cup holders (12). There are up to six USB chargers, five of which are the more modern C-Type. But there is one “old-style” A-Type USB in the e-bin.

Back Seats and Cargo Space

The second-row captain’s chairs are road-trip ready. They recline and, in the SX, are heated and ventilated. Legroom is grand at 42.4 inches maximum. With no step rail, placing a child in a car seat is much easier.

The back side of the front armrest console has a pair of cup holders; down low is a 12-volt plug and a 115-volt, 150-watt household outlet. Plus, there is a charging USB notched into the front seatback sides, with a bag hook in each seatback.

An electronic AC controller in the headliner allows control of fan speed, vent flow, and temperature; the controller panel also packages a pair of large reading lights. The moonroof is a welcome skylight, but it would be nice to have a separate sunshade control switch, not just the main controller up front.

Entry to the third row is via a one-touch button to tilt and slide the captain’s seats, with a nearby grab handle for leverage. The three-seat bench, with legroom of 31.4 inches, is snug for adults but fun for youngsters. The seats recline, and the area is stocked with reading lights, cup or box holders, and two more charging USBs.

The cargo area is 4 feet wide and square with up to 7 feet in length with both rows folded, but the captain’s chairs prevent a contiguous floor, such as for sleeping. Behind the third row is 21 cubic feet of grocery capacity. And below the floor is some usable basement space, with storage for the roller shade.

The second-row seats tip and slide for third-row access.

Telluride’s V-6 Performance

I’ve long believed in electric and electrified vehicles, so a V-6 combustion engine might seem indulgent. But it is an asset for a vehicle of this size. The Telluride’s combustion V-6 uses the Atkinson cycle design for fuel efficiency. Together with auto stop-start at idle, the direct-injected engine can be considered a mild hybrid. With 262 foot-pounds of torque at 5,200 rpm, the power response is unhesitating in Sport mode and guarded in Eco mode.

In this round-trip road trip of almost 1,000 miles, my average fuel economy ranged from 21.2 mpg to a high of 25.6. The sweet spot for interstate cruising with cruise control was a consistent 22.8 mpg. With that mileage, the 18.8-gallon tank could provide a cruising range of around 425 miles.

I couldn’t complain about the fuel economy with a cabin of four adults, tooling along between 70 and 80 mph. The Telluride SX curb weight is 4,524 pounds, plus another 700 pounds or so with people and luggage.

I drove the entire trip in Eco mode, thinking that would stretch the mileage. But I also was surprised to find that Eco mode was capable of stiff acceleration when needed, but it wasn’t all that quick to respond to an urgent demand for get-going power.

The transmission also has modes for Smart, Sport, and Comfort. Each mode applies different calibrations for the engine, transmission, and steering effort.

When I’m creeping along in commuter traffic, I dial up Sport mode. There is enough added kick to guard my line against impatient drivers who have to try to cut in front.

291 hp and thrifty fuel economy of 18 mpg city, 24 highway and 21 mpg combined.

Telluride AWD Ride and Handling

In Eco mode, the steering weight is comfortable and appreciated when hands are on the wheel for 8 hours. The wheel has an easy roll in tight parking situations but was never vague at speed. And the suspension and Michelin tires help the Telluride track steady at high speeds without wandering. Driving the Telluride SX X-Line — with self-leveling rear suspension — never felt heavy, nor was there body lean in cornering. For my passengers, there was no mention of queasiness — and that’s high praise for a road-trip vehicle or for parents with children prone to motion sickness.

Four-wheel disc brakes are reassuring with 13.4-inch vented rotors front and solid 12-inch rotors rear.

The wide navigation and camera screen in the dashboard

Dual 12.3-inch-wide display screens for driver info and navigation and camera system.

Telluride Safety Technologies

The multi-tasking shift console with e-bin and wireless charging pad.

The multi-tasking shift console with e-bin and charging pad.

Kia’s advanced driver assist systems contribute to a much more relaxed driving experience.

Highway Driving Assist 2 (standard on upper trim levels) is a semi-autonomous system that requires both hands on the wheel. But the vast network of safety technologies functions as an array of eyes to keep the Telluride on course. The system gives accurate lane centering, and not once did the Telluride drift wide in cornering or cross the highway lines or Botts dots.

Among the safety features are seven air bags, navigation-based smart cruise control, and Intelligent Speed Limit Assist. The list of driver-assist technologies is highlighted below in ADAS Technologies.

Active On-Demand AWD

Kia’s active on-demand all-wheel-drive system distributes torque between the front and rear wheels. Depending on road conditions and driver action, the system continually redistributes the amount of power transferred fore and aft.

In everyday driving, Eco and Comfort modes can direct 20 to 35 percent of the power to the rear wheels. Sport, Smart, and Snow modes can deliver up to 50 percent of the power to the rear wheels. AWD Lock”sends power evenly to all four wheels.

A gloss-black front wheel and Michelin tire on the Telluride with X-Line treatment

The Telluride X-Line gets 20-inch Michelin Primacy 245/50 tires and gloss-black wheels.

What’s New for 2023?

The Kia Telluride was a smash success when it debuted in the spring of 2019 as a 2020 model. It had the right look and the right stance — substantial and engaging. And 2023 brings a range of updates for Telluride.

The 2023 Kia Telluride has some freshened exterior styling, mainly for a more rugged yet refined look, Kia says. Among the tweaks are the following:

Revised vertical headlamp design with optional LED headlights and fog lights;
New front fascia and grille;
Revised taillights and new rear fascia and trim;
New wheel designs for every trim;
Three new exterior colors: Midnight Lake Blue, Dawning Red, Jungle Green;
X-Line trim replaces the former Telluride Nightfall Edition;
Downhill Brake Control, which helps keep a controlled descent on steep roads.

The Telluride X-Line has a unique, black grille treatment.

The Telluride X-Line has a unique grille treatment.

New 2023 Convenience Technologies

Standard upgraded 12.3-inch navigation screen (increased from 10.3 inches);
Optional full display mirror with HomeLink;
Optional Smart Power Liftgate with “Auto Close” function;
Kia Connect services for embedded connectivity:
Available Digital Key: Allows compatible iPhone, Apple Watch, and Samsung Galaxy smart devices to be used as a virtual vehicle key to lock, unlock and drive. Digital keys can be shared with friends and family over text messages on available devices;
In-vehicle Wi-Fi Hotspot connects up to five devices to 4G LTE-based internet;
Automatic over-the-air updates for maps and infotainment;
Kia Access App for Apple Watch and Samsung Galaxy smartwatch to access such features as remote climate control and door lock/unlock;
Stolen vehicle tracking and immobilization capability;
Connected Routing: The server-based system will calculate the optimal route using real-time and predicted traffic information. The cloud system uses past driving information to learn the driver’s preferred route;
Smart Speaker Integration: Amazon Alexa or Google Assistant can remotely control some functions, such as remote start.

There is rewarding quality to the stitching and precise alignment of interior panes.

Expanded ADAS Technologies

The 2023 Advanced Driver Assist Systems add several new technologies:

Intelligent Speed Limit Assist — ISLA: Can detect a road’s maximum speed limit in some cases, provide alerts to the driver and even limit the speed of the car depending on the settings (standard);

Navigation-based Smart Cruise Control – Curve — NSCC-C: In certain circumstances, the smart cruise control can lower the vehicle’s speed proactively before upcoming curves in the road (available);

Highway Driving Assist 2 — HDA 2: A driving convenience system that helps to maintain a predetermined distance from the vehicle detected in front, keep the vehicle within detected lane markers on certain highways, and assist in lane changes under certain conditions (optional; HDA 1.5 is standard);

Forward Collision Avoidance – Junction Turning — FCA-JT: Detects oncoming vehicles while turning left at an intersection (junction). If the system detects that a collision might be likely, the system may apply the brakes to help slow or stop the car (standard);

Forward Collision Avoidance – Junction Crossing — FCA-JC: Is designed to detect crossing vehicles while passing through an intersection. If the system detects that a collision might be likely, the system may apply the brakes to help slow or stop the car (available);

Forward Collision Avoidance – Lane Change Oncoming — FCA-LO: Designed to give steering input to help prevent collisions if the system detects oncoming vehicles while passing other vehicles (available);

Forward Collision Avoidance – Lane Change Side — FCA-LS: Provides steering input to help prevent collisions if the system detects cycles or vehicles in front of the car while changing lanes (available);

Forward Collision Avoidance – Evasive Steering Assist — FCA-ESA: Gives steering input to help prevent collisions if the system detects obstacles, pedestrians, or vehicles in front of the car while driving straight (available).

Looking through the open driver-side door at the front seats.

Front headroom is tall at 39.5 inches, and the driver seat is 8-way power adjustable.

Why Buy the Kia Telluride?

The Telluride is big but efficient, even nimble for a vehicle that is 16.4 feet long. After 12 hours in the saddle, the seats began to feel like leather saddles. But only seat massagers would have prevented that. Still, I stepped out at fuel stops without stiffness or back pain. And I was always eager to climb aboard and continue the adventure.

After our trip, it was a sad wave goodbye to the Telluride. If it had fit easily in my garage, it would have been a keeper.

A rear three quarter view of the wolf gray Telluride with gloss black alloy wheels.

The Kia Telluride X-Line package adds such features as raised, bridge-type roof rails, body-color door handles, and exclusive 20-inch wheels.

2023 Kia Telluride SX-Prestige X-Line V6 AWD Specifications

Body style: large 7-seat, 5-door SUV

Engine: 291-hp, direct-injected 3.8-liter V-6; 262 lb.-ft. torque at 5,200 rpm

Transmission: 8-speed automatic with active on-demand AWD

Fuel economy: 18/24/21 mpg city/hwy/combined; 87 octane recommended

BY THE NUMBERS

Towing capacity: 5,000 pounds

Fuel tank: 18.8 gallons

Cargo space: 21 to 46 cubic feet

Front head/leg room: 39.5/41.4 inches

2nd-row head/leg room: 38.8/42.4 inches

3rd-row head/leg room: 37.8/31.4 inches

Length/wheelbase: 196.9/114.2 inches

Width/height: 78.3/ 70.5 (with roof rails) inches

Curb weight: 4,524 pounds

Turning circle: 38.8 feet

FEATURES

Telluride SX-Prestige Standard equipment includes: smart key entry with push-button ignition and remote start, digital key (for smartphone app use), digital rearview mirror, Nappa-leather trimmed seat upholstery, 10-way power front seats with driver-seat memory, heated steering wheel, heated and ventilated front and rear seats, dual panoramic 12.3-inch panoramic displays with navigation, wireless phone charging pad, surround view monitor and blind-spot view monitor, head-up display, Kia Connect with free 1-year trial, Harman-Kardon audio system;

SX-Prestige exterior features include: 20-inch alloy wheel, dual sunroofs (2nd row fixed), LED headlights, smart power liftgate, power-folding side mirrors with turn signals, roof rails, and rear privacy glass.

Standard safety features and technologies include: 7 air bags, Forward Collision Warning, Forward Collision Avoidance Assist with Pedestrian & Cyclist Detection, high beam assist, lane departure warning, lane keeping assist, blind spot collision warning, driver attention warning, rear cross-traffic collision-avoidance assist, parking distance warning – reverse, lane following assist, safe exit assist;

Kia Drive Wise Driver-Assist Technologies: Forward collision avoidance (cyclist and junction turning), blind spot collision warning, rear cross-traffic collision-avoidance assist, safe exit assist, highway driving assist 2, parking distance warning forward and reverse, smart cruise control with stop-and-go, parking collision avoidance assist, reverse.

PRICING

Telluride SX-Prestige X-Line base price: $53,120, including $1,335 freight charge; price as tested $53,825

Options on test vehicle: Wolf Gray paint $495; carpeted floor mats $210

Where assembled: West Point, Ga.

Warranties: 5-years/60,000-miles bumper to bumper with roadside assistance; 10-years/100,000-miles powertrain

Industry News

2023 San Diego International Auto Show

by Mark | Dec 31, 2022 | 0 comments

The auto show "selfie" icon on blue carpet with a big gold star

The “selfie’ icon at the San Diego International Auto Show. (Photos by Mark Maynard)

Something old, something new, something borrowed, and some things that will totally blow you away

BY MARK MAYNARD

The big San Diego International Auto Show is back after a 2-year pandemic-induced hiatus. The show is ongoing in the San Diego Convention Center through Jan. 2, 2023.

As all regional auto shows in the U.S. regain their footing following the pandemic (and manufacturers’ shift from plowing ad dollars into these shows), this show will look much the same upon entry, but the show floor is smaller. The immense space was cropped at the western end, where the Exotics Vault and other specialty vehicles were displayed. Those show favorites are reorganized in other areas.

There are still many classics and outrageous vehicles to be seen. In my Friday morning visit, I saw no concept vehicles, but several new vehicles were not yet on sale. Among them are the Toyota Prius Prime plug-in hybrid and the Dodge Hornet, which will be the first dedicated plug-in hybrid from Stellantis.

The major automakers on display are Chevrolet, Chrysler, Dodge, Ford, Honda, Hyundai, Jeep, Kia, Lexus, Mitsubishi, Nissan, Ram, Toyota, and Volkswagen.

The New Car Dealers Association of San Diego County presents the San Diego International Auto Show.