Car Reviews Archives

2022 Honda Civic Hatchback Overview

by Mark | Jul 10, 2021 | 0 comments

The 2022 Honda Civic Hatchback in the new paint color of Boost Blue Pearl. (All photos courtesy of Honda)

Take a look at the handsomely redesigned 2022 Honda Civic Hatchback with its claimed Euro-inspired exterior. The fresh styling smooths the loud angles, vents, and peaks of the previous hatchback. The new speed-line stance of the 2022 model is almost luxury-class in its presence.

The 2022 hatchback builds on the same styling as the new Honda Civic sedan, which has just gone on sale. In addition, the compact hatchback will be built in the U.S. for the first time at Honda’s Greensburg, Ind., plant. Production is scheduled to begin later this year, and cars are expected in dealerships in the fall.

Read my 2022 Honda Civic sedan first look here.

It is no surprise that Honda aimed the Civic Hatchback at young, active buyers. The hatchback has a sportier driving character, Honda says, and will again be available with a short-throw six-speed manual transmission.

Honda debuted the 2022 Civic Hatchback during the Civic Tour “Remix” performance on the Honda Stage YouTube Channel. Watch the 51-minute video here.

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Front seats of the 2022 Honda Civic Hatchback

The driver area has a clean design with improved outward visibility, Honda says.

Ride and handling

The hatchback’s suspension and steering were developed in Europe and fine-tuned for North America.

The rear track is wider by 0.5-inch for added stability, and the additional 1.4-inches of wheelbase help smooth out its ride quality, Honda says. In addition, new rear lower control-arm bushings promote better straight-line stability and turn-in. The new hardware also reduces noise and vibration inside the cabin. In addition, the electronic power steering has been re-tuned for better feedback and improved straight-line stability.

The suspension and steering upgrades resulted in a smoother and more precise feel in turns, Honda says. Other chassis updates include low-drag front brake calipers and low-friction wheel bearings that reduce rolling resistance.

The foundational improvements will benefit any planned higher-performing models, such as the Civic Si and Type R. But Honda will not confirm or deny future plans for those models. However, those sportier models have long been part of the Civic line.

A front view of the 2022 Honda Civic Hatchback

The coupe-like profile of European sportbacks inspired the hatchback’s exterior styling, Honda says.

Powertrains

The Honda Civic Hatchback will be available in two engine choices for the first time. The previous model had just a turbocharged,1.5-liter four-cylinder.

Both engines will be available with a six-speed manual transmission or continuously variable automatic. The CVT was revised for improved fuel economy, and new step-shift programming simulates physical gear changes under hard acceleration.

The entry LX and Sport trim levels will have a 158-horsepower, 2.0-liter four-cylinder. The engine produces peak torque of 138 foot-pounds at 4,200 rpm.

A 180-hp, turbocharged 1.5-liter four-cylinder powers the EX-L and Sport Touring trims. The engine produces peak torque of 177 lb.-ft. from 1,700-4,500 rpm, also on 87 octane fuel.

Fuel economy ratings for the 2022 models have not been released, but expect the mileage to be comparable to or better than the 2021 hatchback. The base 2021 CVT model has mileage ratings of 31 mpg city, 40 highway, and 34 mpg combined on 87 octane. The six-speed manual in base models has ratings of 29/37/32 mpg city/highway/combined.

1.6-inches widened the hatchback’s cargo opening.

What’s new on the Civic Hatchback?

Lightweight composite hatch structure reduces hinge size for a clean roofline;
The enhanced structure is 19-percent stiffer in torsional rigidity;
Rear legroom was improved by nearly 1.4 inches;
The cargo opening was widened by 1.6 inches;
Boost Blue Pearl and Smoky Mauve Pearl are new paint colors.

Civic Safety

Standard safety features in the Honda Civic Hatchback include10 air bags, including side rear-seat bags, and the Honda Sensing suite of safety and driver-assistive technologies. A new single-camera radar-based system provides a longer and wider field of view. The system also adds Traffic Jam Assist.

Honda Civic Hatchback Pricing

Pricing for the 2022 model has not been announced. However, for comparison, the 2021 Civic Hatchback has starting prices of $23,215 to $30,415, including the freight charge from Japan.

2021 Toyota Venza Hybrid Crossover

by Mark | Jun 30, 2021 | 0 comments

The Toyota Venza Hybrid is a new urban crossover that focuses on technology, intuitive performance, and design

An exterior view of the 2021 Toyota Venza

The all-wheel-drive Toyota Venza has starting prices of $33,745 to $41,075. (Toyota)

Venza is a very targeted vehicle in the popular sweet spot of midsize, five-seat crossover SUVs. Venza is more of an urban crossover that focuses on technology, intuitive performance and sophisticated design, Toyota says. The two-row Venza is positioned between the RAV4 and Highlander, which are considered more adventurous crossovers.

The electrochromic glass roof can switch views from transparent to frosted. (Toyota)

A Brought-Back Nameplate

The nameplate was brought back from a prior Toyota Venza that was sold in the U.S. from 2008-2015. The new 2021 Venza for North America shares a foundation with the Japanese-market Harrier crossover SUV. But the Venza is most comparable to the RAV4 Hybrid, with which it shares the majority of hybrid hardware.

Projector LED headlights on the Venza Limited. (Toyota)

2021 Toyota Venza Overview

For the U.S. the Venza is a hybrid-only model with standard on-demand all-wheel drive. The electronically smart system uses a separate rear-mounted electric motor to power the rear wheels when needed. The driver does nothing to engage the system, it’s all done through a multitude of sensors.

The gasoline-electric powertrain is comprised of a 2.5-liter direct-injection four-cylinder gas engine, three electric motors, and a lithium-ion battery pack.

Venza might be compared to such five-seat competition as the Ford Edge or Nissan Murano. But as an all-wheel-drive hybrid, it is in a class of its own. And with its high-quality interior materials, it is more of a premium choice than the Ford or Nissan.

Compared to the RAV4 hybrid, the Venza is 5.7 inches longer with a 1.3-inch lower roofline. And it is heavier by 133 pounds, which cuts about 1 mpg from fuel-economy ratings.

2021 Toyota Venza Pricing

Venza is sold in three all-wheel-drive trim levels. Starting prices range from $33,745 for the entry LE to $37,275 for the XLE and $41,075 for the Limited. Pricing includes the $1,175 freight charge from Aichi, Japan.

Today’s Limited tester was $43,200 with the Star Gaze panoramic roof ($1,400) and Advance Technology package ($725). The tech package includes a head-up windshield display with speed and hybrid-system indicators.

The expansive electrochromic Star Gaze roof is a unique luxury feature in this mainstream segment. The driver can switch the glass from a transparent view to a frosted one. Back-seat passengers will appreciate the softer light and reduced glare of direct sunlight. But it is a pricey courtesy that I’d like better for $400.

The Limited is well equipped with features like smart-key locking and push-button ignition, Softex-trimmed upholstery, a rearview camera with guidance lines, and a bird’s-eye view with perimeter scan. There’s even a rear camera lens washer.

Interior features include heated and ventilated front seats and heated steering wheel, digital rearview camera mirror, nine-speaker JBL premium audio, and a 12.3-inch touch screen and touch-capacitive controls. The dynamic navigation system features an enhanced 2D landmark display with lane guidance and freeway exit displays.

Connectivity features include Bluetooth phone and music, Apple CarPlay (with Siri), Android Auto (with Google Assistant), and Amazon Alexa.

Find lease and purchase pricing incentives here.

The capacitive touch screen in the Venza

The capacitive-touch controls for heat-fan-temp are logically grouped, but it takes eyes from the road to make adjustments. (Toyota)

2021 Toyota Venza Warranties

Standard warranty coverage for Venza is 3 years or 36,000 miles bumper to bumper. It includes 2 years or 25,000 miles of factory scheduled maintenance with 24-hour roadside assistance. The powertrain is covered for 5 years or 60,000 miles.

Hybrid warranty coverage includes 10 years or 150,000 miles for the battery and 8 years or 100,000 miles for the hybrid system.

2021 Toyota Venza Performance

Venza’s gasoline-electric powertrain combines a 2.5-liter direct-injected four-cylinder engine with three electric motors. Two motors are at the front wheels and one at the rear for AWD.

The gas engine has 176 horsepower, which rises to an overall total of 219-hp with the 88-kW (118-hp) permanent-magnet synchronous motors. A rear 40 kW (54 hp) motor powers the AWD. The lithium-ion battery pack totals 252 volts among 70 cells at 3.6 volts per cell for 650 volts maximum.

The continuously variable transmission (eCVT) has a sequential shift mode and selectable driving modes of normal, eco, and sport. An EV mode allows electric-only driving at low speeds for short distances. There’s also a “downshift” feature to boost regenerative braking.

The regen-braking and EV modes will be engaging to some, but I did not feel the need.

The fuel economy ratings seem achievable at 40 mpg city, 37 highway, and 39 mpg combined, on 87 octane fuel. (That compares to the RAV’s 41/38/40 mpg.)

Setting cruise control at 68 mph, I quickly worked up to 38.4 mpg combined on highway runs. My around-town mileage was consistent at 32-35 mpg in my test week of 232 miles. When finished, the computer indicated 312 miles to empty. With the 14.5-gallon tank, a long-distance commuter could expect well over 500 miles to a fill-up.

Total system power is 219-hp with the gas engine and electric motors. (Toyota)

Reading the Road

Among Venza’s advanced technologies is the driver-selectable Predictive Efficient Drive. It uses the navigation system to analyze driving habits and memorize road and traffic conditions to help optimize hybrid battery charging. The PED system learns repeating routes and can predict when and where the vehicle is likely to slow down or stop. Through so-called “optimum accelerator pedal release timing guidance” the system can help reduce fuel and battery consumption.

PED can also help optimize battery charging and discharge ahead of hills or traffic congestion. When approaching a downhill section, for example, the system is designed to apply more engine braking to boost the charge going to the hybrid battery.

Venza’s Driver-Assist Systems

The standard Toyota Safety Sense 2.0 allows Level 2 semi-autonomous driving. The system integrates all-speed dynamic radar cruise control and lane change assist, front cross-traffic alert, and pedestrian alert.

Always keep both hands on the wheel while using the semi-autonomous features.

The system capably keeps the car centered in the lane, but like most systems, it will randomly shut off. That might be due to variable light and road-surface conditions. This type of safety system will be beneficial for those drivers who have daily commutes in heavy traffic. The sensors are an extra six eyes on the road to watch for less-attentive drivers.

The safety system includes a pre-collision system with pedestrian detection, lane tracing assist, lane departure alert with steering assist, road sign assist, full-speed dynamic radar cruise control, and intelligent high beams.

2021 Toyota Venza Safety Features

Venza’s safety designs earn top stars from two testing agencies. The National Highway Safety Administration ranked it five stars overall, with five as the top rating. In frontal collisions, the Venza earned four stars for driver-side protection and five stars for the front passenger. It aced the overall side crash category with five stars each in side barrier and pole tests, front and rear seats. And four stars for rollover risk.

The Insurance Institute of Highway Safety gave it a Top Safety Pick for the XLE and Limited models with the LED projector headlights and high-beam assist.

Contributing to its high rankings is Toyota Safety Sense (TSS 2.0) active safety systems. Other standard safety features on all trim levels are eight air bags, stability and traction controls, brake-force distribution, brake assist, blind-spot monitor with rear cross-traffic alert.

Ride and Handling

The Venza might be considered a citified version of the RAV4 Hybrid, but I found it to be very different. The exterior styling is urban-attractive with the look of an electrified vehicle.

It is very quiet rolling over most highway surfaces even with the 19-inch Bridgestone Ecopia tires. These “green” tires have a fairly hard treadwear rating of 600, but that also translates to warranty coverage of 70,000 miles.

Braking is absolute with vented 12-inch front discs and 11.1-inch solid rear. It will take time for the driver to adjust to brake-pedal pressure. Stepping on the pedal can feel like an on-off switch as it passes through the inch or so of regen-gap to the actual grip of braking.

At 3,913 pounds, the Limited can feel weighty on lumpy road surfaces as the independent suspension works to control the heaves of imbalance. The ride quality is robust and secure, yet soft and comfortable. It’s more about easy driving than getting happy on a twisty road, but I’m sure that’s OK for this buyer.

2021 Toyota Venza Interior

Because Venza is an “electrified” platform, it needs some underfloor capacity for battery storage. The result is a high-riding vehicle but without tall interior space, which feels low and wide.

Aerodynamics are maximized by its sleek exterior design and sloping roof. Front headroom for some might be a bit low at 38.1 inches with the Star Gaze roof, or 38.6 inches without. The front legroom of 40.9 inches is competitive but potentially limiting to the big-and-tall set.

The Limited’s interior is well dressed in soft-touch materials. There is neat stitching and the plastics throughout have a quality appearance top to bottom.

A door panel in the Venza shows quality materials and assembly

The Limited’s interior is well-dressed. (Toyota)

All models have an eight-way power driver seat (with seat cushion tilt). The front passenger has just a four-way adjustment, but it should really be six-way, with height adjustment.

The power driver’s seat smartly includes an auto slide-away function, which automatically moves to the rearmost position. It will be a valued asset to drivers of all sizes. The rake of the windshield and roofline creates the potential for a duck-and-enter sequence.

There is a command-center design to the driver area, but it’s not all that efficient for small-item storage. The shift console is largely consumed by the shifter, but a row of shift buttons would allow more space for a place to lay a phone.

There is a charging e-bin just ahead of the shifter with a pair of USBs, an audio aux-in, and a wireless charging pad. But space might be slim for those with big hands.

The capacitive-touch controls for heat-fan-temp are logically grouped on a tier just above the shifter, but it takes eyes from the road to stab at raising the temp or adjusting the fan speed. Lower-trim models have a simpler pair of large dials for temp control and a tier of hard buttons for fan speed and vent flow.

Digital Mirror

The Limited also has a digital rearview mirror, which is intended to improve visibility behind the vehicle. It can be handy when passengers’ heads or stacked cargo gets in the way of rearward views. But because I wear glasses, my eyes struggle to focus quickly enough when I glance at the mirror, so I just flip it to manual mode.

Driver sightlines are generally open. There is a small corner glass at the windshield pillars for a snip of cornering view. Over-the-shoulder views are slightly crimped by the tapering rear side glass and the front seat’s broad upper shoulder bolsters also complicate peripheral views. But the wide bird’s-eye view camera system gives an around-view and a perimeter scan for fully functional parking.

The turning circle is tighter than many midsize sedans, at 37.4 feet with 19-inch tires or 36.1 ft. with 18s.

Back Seats and Cargo Area

The rear headroom isn’t bad at 36.9 inches or 38.1 without the pano roof. But it would help rear entry if the doors were engineered to open a few degrees wider or for easier access when buckling a child into a car seat.

Legroom of 37.8 inches is more than generous, but with long legs in front, the space seems almost cramped. A lowish exhaust tunnel benefits (occasional) three-across seating. But all passengers will enjoy the big pano roof and its light-switching mode.

The lithium-ion battery pack is small enough to be installed under the rear seats, so it does not take up any cargo or passenger space.

Cargo space is tight for a midsize SUV at 28.7 cubic feet behind the back seat. The roofline is low at 28 inches from floor to ceiling and the lift-up to the floor is tall at 32 ½ inches. The entry opening is wide at 39 inches. Fold the 60/40 back seat for 6 feet of long-item length.

There is some deep basement storage (where the standard tonneau cover can be stored) and there is an actual alloy wheel for the temporary spare.

Back seat legroom of 38.3 inches is generous unless someone tall is seated ahead.

Why Buy the Toyota Venza?

Carmakers can lead the public to fuel-saving vehicles, but the purchase rate is wildly variable. Toyota has been masterful at giving that cup of cold water rather than dumping a bucket of technology over the heads of buyers.

The Venza brings the number of 2021 Toyota hybrids to 10 – and the fuel-cell-powered Mirai makes it 11 electrified vehicles.

There is remarkable simplicity for the highly electrified Venza. Use as much or as little as you wish, while enjoying its forefront styling and upscale interior. It can be driven as “just a car” and still earn more than 35 mpg.

2021 Toyota Venza Hybrid Limited Specifications

Body style: midsize, 5-seat crossover SUV with on-demand all-wheel drive

Engine: 189-hp, direct-injection 2.5-liter 4-cylinder; 163 lb.-ft. torque at 5,200 rpm

Electric motors: 2 88-kW 118-hp, permanent-magnet synchronous front; 40 kW rear

Hybrid battery pack: Lithium ion; 252 volts; 70 cells; 3.6-volts per cell; 650 volts maximum

Combined net power: 219-hp

Transmission: eCVT with sequential shift mode

Fuel economy: 40/37/39 mpg city/hwy/combined; 87 octane

Base price: $41,075, including $1,175 freight charge; price as tested $43,200

Ford Maverick Pickup Pricing Dilemma

by Mark | Jun 18, 2021 | 0 comments

The 2022 Ford Maverick has good small-truck styling and stance. (Photos courtesy of Ford)

BY MARK MAYNARD

I grew up with a 1969 F100 on the farm and I still like pickups no matter how ugly or bad they smell. But they have gotten just too damn big, cumbersome and expensive.

Writing my story about the 2022 Ford Maverick, a possible return to pickup sanity, I considered how this good-looking compact might fit in my city life.

I don’t like the Ford Ranger. It’s too expensive and too cheaply outfitted, which is Ford’s plan to keep its F-150 the top-selling nameplate. And, to me, the Ranger felt to be an Americanized convert from another country, which it is.

Maybe the Maverick could be a truck for me.

I considered the midrange hybrid XLT 4WD, which starts at $23,775, including the freight charge from Mexico. But in spec’ing out “my” truck at Ford.com, I learned that 4WD is only available with the turbocharged 2.0 four-cylinder. That preference would add $3,305 for the engine and AWD and it pushed the starting price to $27,080.

I’ve lived with a front-drive 2008 Ford Escape since 2012 (and have had no major problems with it), so I figured I can let go of my wish for 4WD. And maybe there would be fewer electronic issues with the higher-tech features on the Lariat.

After noting the many compromises in “building” my Maverick, I pushed ahead.

I checked the box for a Maverick XLT SuperCrew hybrid in the no-cost color of Velocity Blue. Among the 10 color choices, Cyber Orange has a $495 premium and Alto Blue and Hot Pepper Red are $390 upgrades. Standard no-charge colors are black, silver, white, Area 51 (a medium gray), Cactus Gray (more the hue of caulking putty) and Carbonized Gray (a darker gray).

The hybrid powertrain was more important to me than 4WD. And I preferred the XLT’s two-tone Navy Pier fabric upholstery because Ford Leather is just ‘meh’ in appearance after a few months of use.

Prickly Price Points

I then added my picks for option packages and accessory items that were permitted for that trim level:

•Ford Co-Pilot360 driver-assist systems $540;

•XLT luxury package ($2,345), which included such features as eight-way power adjustable driver’s seat, 400-watt inverter, bed tiedown locking rails, spray-in bedliner, full-size spare, heated side mirrors with body-color skull caps, heated seats and leather-wrapped steering wheel, LED bed lighting and trailer hitch.

•Manual rear sliding window $155;

•Dual bed lights $200;

•Cargo bed net $70;

•All-weather floor liners (including carpeted mats) $175;

•Console vault $390

The options came to $3,310 toward the total of $27,085, not including other fees.

The two-tone fabric interior in the Maverick XLT.

Going through Ford Finance with a 5 percent APR and 10 percent down, the monthly would be a painful $461 for 60 months. A 3-year term would be $731. And pushing out to a 6-year term would be $393.

Before putting money down, I’d need to test drive this teacup pickup to be certain this Maverick is the disruptor Ford hopes it is.

Otherwise, I’ll wait a couple of years and buy used. Or whatever compact pickup comes along next.

What are your thoughts about compact pickups?

Ford Maverick Overview

by Mark | Jun 17, 2021 | 0 comments

The compact-class Ford Maverick goes on sale this fall with innovative functionality and reasonable pricing

Maverick’s exterior styling is upright and squared off. (All photos courtesy of Ford)

BY MARK MAYNARD

What this country needs is a tough little pickup truck that doesn’t require 84-month financing. Ford Motor hopes it has prepared such a segment disruptor with its 2022 Ford Maverick. This compact-class pickup was conceived as a doer, not a pretender and it is aimed at “people who never knew they wanted a truck,” Ford says.

Maverick goes on sale this fall as a five-passenger four-door pickup. It will have a choice of two four-cylinder engines — and most notably a gasoline-electric hybrid. Maverick will be sold in three trim levels in front- or all-wheel drive. Pricing starts at $21,490 and includes the $1,495 freight charge from the Hermosillo Assembly plant in Sonora, Mexico.

“Maverick challenges the status quo and the stereotypes of what a pickup truck can be,” Todd Eckert, Ford truck group marketing manager, said in a statement. “We believe it will be compelling to a lot of people who never before considered a truck.”

Maverick’s starting price makes it $150 less expensive than Ford’s least expensive vehicle, the EcoSport subcompact crossover. And it is $5,420 less than the starting price of the midsize rear-wheel-drive 2021 Ford Ranger SuperCab at $26,910.

The interior design is straightforward and durable.

Maverick Architecture

The Maverick is 11 inches shorter than the midsize Ranger. And is built on the unibody architecture with the Bronco Sport, Escape, and Lincoln Corsair SUVs. About 60 percent of the Maverick’s parts are shared with the Bronco Sport.

As a unibody pickup — not the typical ladder frame of larger pickups — there is no gap between the cab and the bed. Rail-cap protectors run the length of the bed and curve vertically to end at the top of the back window. The design adds dent and ding protection as users load and unload from the side of the bed, Ford says.

Maverick First Edition

Available for the first model year only is the Maverick First Edition, $32,360. It is built off the Lariat trim level. Its special features include graphics on the hood and lower doors, a soft tonneau cover, body-color door handles, and a gloss black roof and side mirrors. The hybrid model is fitted with 18-inch black-machined wheels and nonhybrid models ride on 17-inch aluminum wheels. Available paint colors will be Carbonized Gray, Area 51, or Rapid Red, which is special for the First Edition.

An FX4 off-road package ($800) is available for all-wheel-drive XLT and Lariat models. The package adds all-terrain tires and suspension tuning, additional underbody protection, and drive modes of mud-rut and sand.

Check the build and price website at Ford.com.

Maverick Powertrains

Maverick will have a choice of two powertrains. The standard, front-wheel-drive hybrid model has a 2.5-liter Atkinson-cycle four-cylinder with a continuously variable transmission. It has total system power of 191 horsepower and 155 foot-pounds of torque with the electric motor. The electric traction motor is engineered and manufactured in-house.

The hybrid powertrain has a projected EPA-estimated fuel-economy rating of 40 mpg city, Ford says. And owners can expect 500 miles of range on a tank of 87-octane gasoline.

The optional engine ($1,085) is the 250-hp turbocharged 2.0-liter EcoBoost four-cylinder with 277 lb.-ft. of torque. This engine is paired with an eight-speed automatic transmission. The tow rating doubles to 4,000 pounds when optioned with the 4K Tow Package ($745). That rating is enough to pull a 21-foot boat, Ford says.

Driver-Assist Systems

Ford’s Co-Pilot360 technology includes standard pre-collision assist with automatic emergency braking and automatic high beam headlamps.

Available options include Adaptive Cruise Control with Stop and Go, Blind Spot Information System with Cross-Traffic Alert and Lane Centering with Evasive Steering Assist.

Maverick Interior Design

Lead interior designer Daniel George calls Maverick “the ultimate first vehicle for my kids.”

What’s key, he said, was understanding how people actually use the stuff they bring in, rather than just expecting them to find places to stash it.

An example of such functionality is the door panels that have a split design to allow a one-liter water bottle to sit upright rather than rolling around on the seats. The door pockets are huge and have lots of vertical clearance to place a tablet or notebooks, George said in the release. There also is a storage bin under the rear seats that is large enough for such items as a volleyball, laptop bags, rollerblades, or tools.

The cleverly designed door panel in the Maverick pickup

Door panels can hold a one-liter water bottle and a tablet.

Simple But Not Basic Cabin

The Ford Maverick customer wants simple but not basic, said Barb Whalen, who led the team in choosing materials and colors.

The goal was to have an interior that is straightforward and durable with a well-built feel, she said. The interior was designed for function, purpose and ease of cleaning.

The infotainment system in the Maverick Lariat.

Electronic features include a standard 8-inch center touch screen.

Unique textures and materials were used, such as reground carbon fiber for strength and visual interest. The dash panel has a stonelike finish, Whalen said. It is similar in appearance to a super-durable synthetic countertop.

“We strategically placed pops of color for functionality — creating an energetic space you want to be in,” she said.

Electronic features include a standard 8-inch center touch screen with Apple CarPlay and Android Auto infotainment. The standard FordPass Connect feature has embedded Wi-Fi for up to 10 devices. FordPass also allows owners to use their smartphone to find the truck, check its fuel level, lock and unlock the doors and start or turn off the engine.

A view of the loaded bed of the 2022 Maverick pickup

The bedsides are low for easy unloading.

Multitasking systems

FITS — Ford Integrated Tether System — is a multitasking solution for passengers in the back seat. A FITS slot at the back of the front console will accommodate a variety of features in the accessory package. It includes cup holders, a trash or storage bin, and a double hook for grocery bags and purses.

There also are under-seat storage dividers. And Ford is working to publish the slot geometry so people can 3D-print their own solutions. Those accessories can be stored in multiple slots under the rear seats.

The unique tailgate of the Maveick can be propped open at 45 degrees.

The tailgate is rated for 500 pounds.

A “Flexbed” Makerspace

“The whole bed is a DIY fan’s paradise,” said Keith Daugherty, an engineering specialist who helped develop Maverick’s bed.

The team’s innovative “Flexbed” system will help ease cargo-packing dilemmas and transform the bed into a complete makerspace.

There is an optional bolt-in cargo-management system, Daugherty said. And owners can bolt steel C-section channels to the bed to create their own setups.

The Maverick pickup has storage under the back seat

Under-seat storage.

Segmented Storage Options

Storage can be segmented with by 2-by-4s or 2-by-6s fitted into slots stamped into the side of the bed. A raised floor can be created for flat transport of full plywood sheets. Special racks can be made for bikes, kayaks, and other sporting gear. The bed also has two tie-downs, four D-rings, and threaded holes in the bedsides.

“Customers can scan the FLEXBED QR code in the bed for some interesting ideas to get started,” Daugherty said.

Sheets of plywood stacked into the bed of the Maverick.

The payload can accommodate up to 18 sheets of plywood.

Prewired Power

DIY projects, tailgating and camping will get a boost from prewired 12-volt electrical power on either side of the back of the Maverick’s bed.

There also are options for 110-volt, 400-watt outlets. One outlet is in the bed and one is in the cabin, said Gaby Grajales, an electrical engineer on the Ford Maverick team. The 110-volt outlets have enough juice to power phones, laptops or small TVs. The power source can also charge cordless tools or run a small corded tool, such as a jigsaw,

There’s also a storage cubby built into the bed side of the XLT that is large enough to keep a ball hitch or air pump. The Lariat has two cubbies.

A 110-volt household plug in the Maverick’s bed.

Ford Maverick By The Numbers

Maverick has a payload of 1,500 pounds and a tow rating of 2,000 pounds. That’s enough to haul a pair of personal watercrafts or a good-sized pop-up camper, Ford said in a release.

All models have four-wheel disc brakes with ABS.

A bedside storage box in the Ford Maverick.

A bedside storage cubby.

Tailgate Multifunction

Drop the tailgate to extend the 4.5-foot-long bed to 6 feet. Maverick’s tailgate has a halfway-open position that can be handy to support up to 18 sheets of 4-by-8-foot plywood on the tailgate lip and wheelhouses.

The tailgate can support 500 pounds and has tie-down clamps that double as bottle openers. Almost any size adult can reach over the sides and grab items off the floor, Ford says.

Segmented storage in the Maverick bed.

Inch Count

The Ford Maverick is 199.7 inches long on a wheelbase of 121.1 inches. It stands 68.7 inches tall and is 83.5 inches wide at the side mirrors. Lift-in height to the bed is 30.1 inches.

The bed is 54.4 inches long and 53.3 inches wide or 42.6 inches wide between the wheelhouses.

The base curb weight for the hybrid model is 3,674 pounds. The EcoBoost model has curb weights of 3,563-3,731 lbs.

The back seat in the Lariat model.

Maverick Competitors

Several midsize pickups have been redesigned or significantly updated this year. They include the Honda Ridgeline and Nissan Frontier. The Hyundai Santa Cruz is only size-comparable competitor to the Maverick, so far. It goes on sale this summer.

The 2022 Maverick will go on sale this fall.

Maverick Assets and Issues

Pickup trucks are an American institution. Many pickup-intenders, however, have lost interest because even the midsize models have gotten so large and expensive.

Maverick could be a refreshing choice that supports the lifestyles of mainstream motorists rather than the truck taking over the lifestyle. But there could be diminished appeal with only one cab configuration. An extended-cab model would be desirable for many.

The base $21,490 MSRP is attention-getting, but that is for the entry XL model. Most transaction prices for the XLT and Lariat will be closer to $27,000 or $35,000 with AWD and a few extras.

Maverick has a manageable 40-foot turning circle. Because of that owners won’t have to use their other, smaller car to run errands. And, in turn, the Maverick could become the family’s only “car.”

Mazda CX-30 Review — The Young Sophisticate

by Mark | Jun 8, 2021 | 0 comments

The 2021 Mazda CX-30 Turbo crossover doesn’t seem as small as a subcompact and is more premium in its interior presence than some in this segment

There is sophisticated simplicity to the Mazda CX-30 2.5 Turbo. (Photos courtesy of Mazda)

BY MARK MAYNARD

Horsepower isn’t everything at Mazda, but it makes a defining statement in the 2021 CX-30 Turbo subcompact crossover. This very likable SUV crossover debuted just a year ago as a callout to the brand’s drive toward premium — premium vehicles and premium dealership experiences.

The campaign focused on the refined touch points of vehicle interiors and fine-edge engineering under the skin. With, of course, the Mazda-infused love of driving.

For 2021, the 2.5-liter turbocharged four-cylinder builds on the standard 186-hp, 2.5-liter non-turbo engine. Mazda says the turbo engine has a peak 250 horsepower when feeding the engine premium fuel or 227-hp with 87-octane junk food. Peak torque comes on strong with 320 foot-pounds at 2,500 rpm with premium fuel or 310 lb.-ft. torque at 2,000 rpm on 87 octane.

Industry sources say to expect a CX-30 midcycle freshening in 2023.

Inside, the CX-30 environment is lean, dark, and determined.

Sizewise, the CX-30 slots between the subcompact CX-3 — which goes away after this year — and the compact CX-5. The CX-30 is marketed toward young drivers and couples starting a family. But its quiet and smartly designed interior will appeal to all ages.

Competitors include the Honda HR-V, Hyundai Venue, Jeep Compass, Mitsubishi Eclipse Cross and Nissan Rogue Sport.

Mazda CX-30 Pricing

Sold in four trim levels for the standard 2.5-liter model and three choices for the 2.5 Turbo, all with a six-speed automatic transmission. The non-turbo models are front- or optional all-wheel drive. The Turbo models include AWD.

Starting prices for non-turbo models range from $23,335 to $29,875, including the $1,175 freight charge from Salamanca, Mexico. Add $1,400 for AWD.

For those who enjoy the zoom of driving a Mazda, the move up to the Turbo from a 2.5 Premium is just $1,350. The 2.5T has starting prices of $31,225, $33,625 and $35,225 for base, Premium and Premium Plus, today’s tester.

With four options, the top-line CX-30 2.5 Turbo Premium Plus AWD tester was $36,220, which seemed fully priced for a subcompact vehicle. But it is a showcase of advanced technologies in a crossover that doesn’t seem as small as a subcompact and is more premium in its interior presence than some in this segment.

Options on the tester included Soul Red crystal metallic paint, $595; all-weather floor mats, $125; cargo cover $150; and stainless-steel rear bumper guard. But I would have happily added another $295 for wireless phone charging. For any new vehicle costing more than $35K that simple electronic aid should be included in the standard equipment.

The Premium Plus elements include content of the Premium model, such as the heads-up windshield driving display, adaptive (turning) headlights, 12-speaker Bose audio, LED headlights and taillights, heated steering wheel, leather-trimmed upholstery, Mazda Navigation (with 3-year Traffic and Travel Link Trial), paddle shifters, a power liftgate and satellite radio.

Premium Plus adds an auto-dimming driver’s side mirror, Traffic Jam Assist, parking sensors front and rear, 360-deree view monitor, Smart City Brake Support-Reverse and rear cross-traffic braking.

Find special pricing offers here.

Interior detail in the door panel of the Mazda CX-30

The interior has layers of depth in the interior design.

CX-30 Turbo Fuel Economy

I’d opt for the thoroughbred (premium) fuel, even though fuel economy isn’t what you might expect of a subcompact SUV, though the turbo CX-30 has standard all-wheel drive. The official ratings are 22 mpg city, 30 highway and 25 mpg combined. In a week’s test, my driving brought an average of 19 to 22 mpg around town and up to 34.6 mpg for highway driving, which might have risen a bit higher on a longer commute.

Commuters could expect nearly 400 miles of driving range from the 12-gallon fuel tank.

The six-speed automatic gives quick shifts and keeps the engine in the power band.

Mazda CX-30 Turbo Performance

With a curb weight of 3,505 pounds, the CX-30 Turbo has good power to weight. And it brings the eagerness expected of a turbocharged Mazda. Sport mode fills the acceleration gap between fuel economy and fun.

True to Mazda’s philosophy, the CX-30’s keen drivability shows the harmony of the hardware. With a well-engineered steel-spring suspension, the CX-30 has an appetite for apex cornering, despite a torsion-beam rear axle. A torsion beam axle is often used in small utes because it is flat and doesn’t cut into cargo space. But in nearly all other applications, the torsion-beam setup feels unforgiving and clunky. Mazda engineering vaporized such concerns and the result is a sport sedan in little-ute pajamas.

Dive into a corner and there is no upsetting heave-ho as the suspension transitions the weight. The first time you experience this unexpected performance, you’ll want to do it again. The organically smooth electric steering and reassuring grip of four-wheel-disc braking have luxury-class refinement not expected of a mainstream subcompact.

Mazda Driver-Assist Technologies

Mazda’s i-Activsense safety package almost allows Level 2 semi-autonomous driving. The grouping of technologies includes radar cruise control with stop-and-go function (0 to 90 mph), lane departure warning with lane-keep assist and blind spot monitoring with rear cross-traffic alert.

The calibrations of lane-keeping assist will not prevent the car from crossing the highways lines or Botts dots. But it does alert the driver and will guide the car back into the lane when needed. Just don’t drive without hands on the wheel.

CX-30 Safety Features

The stars shine brightly for the CX-30 in NHTSA’s crash-test ratings: It earned the government agency’s highest five-star overall rating for driver and front passenger; five stars in the side crash test for front and rear seats; and four stars for low rollover risk. Learn more at SaferCar.gov.

Standard safety features include eight air bags, electronic brake-force distribution with brake-assist, driver attention alert and blind spot monitoring with rear cross-traffic alert.

Handcrafted Finesse

There is nothing disruptive in the exterior styling, which is pleasing and balanced, though the body looks large for its wheels. The separator is inside and how Mazda expanded roominess to almost compact-class accommodations.

There is handcrafted appeal in the Premium models. The leather-trimmed upholstery is tender to the touch and beautifully stitched for a patina that will age handsomely.

CX-30 Interior Function

Inside, the environment is lean, dark and determined with slender finesse. There is subtle use of brushed chrome, soft-touch manmade materials and gloss-black or carbon trim elements. Even the plastics appear to be of the same caliber throughout — without a ragged edge.

There is an openness to the front-seat area. There are 37.8 inches of headroom, with the sunroof, but it might not be suited to all members of the big and tall club. Sightlines are good at the side mirrors. They stand on their own and aren’t attached at base of the windshield pillars, which often creates a long blockage. But the smallish back glass and wrap of the pillar are limiting to rear-corner views.

Driver controls are refreshingly simple. The slim shelf of controls for heat-AC-fan works well for aim-and-touch adjustments while keeping eyes on the road. The 8.8-inch-wide top screen gives a broad view for navigation and vehicle info. But the rearview camera image uses a smaller portion of the screen when wider would be better. And even a front view would be helpful, or at least parking alerts, to avoid poking the shark nose into whatever is ahead.

The glove-soft leather of the three-spoke steering wheel made me want to keep both hands on the wheel, which is heated in the Premium Plus.

Back Seat and Cargo Area

The subcompactness of the CX-30 is felt in the back seat, but the doors open wide to aid access or to reach a child seat. The raised bench is comfortable — for smaller adults — with lots of footroom. There is a respectable 36.3 inches of max legroom, but the tall exhaust-transmission tunnel limits three-across comfort. There are no charging ports, though a cable stretched from the USB in the front armrest box could suffice.

There’s a usable square of cargo space, 20.2 cubic feet, but fold the 60/40 seats for about 5.3 feet of length.

There is a functional cargo space of 20.2 cubic feet. Fold the 60/40 seats for about 5.3 feet of length.

Why Buy the Mazda CX-30 Turbo?

There is a sophisticated simplicity to the CX-30 2.5 Turbo. It is a discriminating entry that demonstrates the Mazda mantra of “why, how and what a vehicle should be.” For drivers who enjoy driving, there are intangible rewards to ownership.

The Soul Red Premium Plus AWD tester was $36,220.

2021 Mazda CX-30 2.5 Turbo Premium Plus AWD Specifications

Body style: subcompact, 5-seat, 5-door SUV crossover

Engine: Skyactiv-G direct-injected and turbocharged 2.5-liter 4-cylinder

Power: 250-hp using premium fuel or 227-hp with 87 octane); 320 lb.-ft. torque at 2,500 rpm on premium fuel or 310 lb.-ft. torque at 2,000 rpm with 87 octane

Transmission: 6-speed automatic

Fuel economy: 22/30/25 mpg city/hwy/combined; premium recommended

FEATURES

Standard equipment includes: smart-key locking with push-button ignition, power sliding-glass moonroof, rearview camera, radar cruise control with stop and go, 8-way power driver seat with power lumbar and memory presets, heated front seats, electric parking brake, 60/40 split fold-down back seat, rear privacy glass, leather-wrapped steering wheel and shift knob

Safety features include: 8 air bags, electronic brake-force distribution and brake-assist, driver attention alert and blind spot monitoring with rear cross-traffic alert

PRICING

Base CX-30 Turbo price: $35,225, including $1,175 freight charge. Price as tested $36,220

Options on test vehicle: cargo cover $150; all-weather floor mats $125; Soul Red metallic paint $595; and stainless-steel rear bumper cover $150

Warranty: 3 years/36,000 miles bumper to bumper with roadside assistance and 5 years/60,000 miles powertrain

Mark Maynard

2021 Lexus IS 350 F Sport review

by Mark | May 21, 2021 | 0 comments

Coupe charisma in a born sport sedan

With its 2021 mild redesign, Lexus appears to have positioned the compact-midsize IS sedan as a style-conscious choice. (Lexus)

BY MARK MAYNARD

Don’t expect to drive anywhere incognito in an Ultrasonic Blue Mica 2.0 2021 Lexus IS 350 F Sport. The mild refresh of this sport sedan has gone all-in to turn heads with coupe-charisma styling.

Maybe it was the searing blue paint or the slashing, swept-back body lines, but young men along street corners turned to give it an approving jaw-jut nod.

It’s a tough design job these days to lure drivers from their SUVs. Many of those high-riding vehicles have credible performance attributes concealed in a glorified family vehicle.

The driver area is hands-on, compact but orderly.

With its 2021 redesign, Lexus has positioned the compact-midsize IS sedan as a style-conscious choice. It’s a born sport sedan. If the Lexus loyalist wants a more traditional sedan, there is the midsize ES and it is one of the top-selling sedans in the luxury segment and the brand’s top-selling four-door.

The midsize luxury segment is dominated by the Audi A4, BMW 3-series, and Mercedes-Benz C-Class, with which the IS is most commonly compared. Those slightly larger competitors have taken the more formal styling direction for family function. And while those competitors also have fearsome performance models they also have fearsome pricing to create the badass family car.

2021 Lexus IS 350 F Sport infotainment screen.

An expansive new 10.3-inch touch screen is part of the Mark Levinson navigation package.

The IS is more of an alternate ego sedan — right-sized and contemporary.

For 2021, the lineup doesn’t rise to the peak performance levels of some competitors, but neither does its pricing. However, a more wicked variant is set to debut a new line of performance models this fall. The upcoming IS 500 F Performance will be gratuitously powered by a naturally aspirated 472-horsepower, 5.0-liter V-8 engine. With peak torque of 395 foot-pounds at 4,800 rpm, Lexus claims 0-60 acceleration in 4.5 seconds.

Lexus IS pricing

Seemingly insignificant design elements for the 2021 Lexus IS 350 F Sport reinforce long-term ownership.

The current IS has three model choices, in rear- or all-wheel drive, with three power choices.

The entry rear-wheel-drive IS 300 has a 241-hp, 2.0-liter, turbocharged and intercooled four-cylinder engine and eight-speed automatic transmission. Its pricing starts at $41,525, including the $1,025 freight charge from Kyushu, Japan. The 2.0-liter engine was updated for 2021 with an adaptive transmission control that helps determine the most appropriate gear for each driving situation based on driver input.

The IS 300 AWD, powered by a 260-hp, 3.5-liter V-6 and six-speed automatic transmission, starts at $42,500.

The IS 350 F Sport is powered by a 311-hp, 3.5-liter V-6 and eight-speed automatic. Pricing starts at $43,975 for rear-drive or $45,974 for AWD.

Today’s tester, the 2021 Lexus IS 350 F Sport, was $55,220. Among its options were the Ultrasonic Blue Mica 2.0 paint ($595) and Dynamic Handling Package ($4,200).

Other options added up quickly, such as the power moonroof ($1,100), triple beam LED headlights with automatic dimming ($1,250) and navigation system with Mark Levinson audio ($2,750). And intuitive parking assist with auto braking, rear pedestrian detection, and panoramic view monitor added $1,400.

How does the F Sport drive?

The 311-hp, 3.5-liter V-6.

The force of the V-6 just feels right in this car. The engine is not rabid in its bite, but it digs in with satisfying force. With 280 foot-pounds of peak torque at 4,800 rpm, there is quick uptake of launch power. Lexus cites acceleration to 60 mph in 5.6 seconds, which is competitive with the standard-model competitors.

The eight-speed automatic with paddle shifters provides timely shift points, but punch up Sport-plus and let the V-6 do the talking. There is a satisfying sense of tightness between steering input, braking, and absolute roll-on of throttle.

Close quarters

2021 Lexus IS 350 F Sport red interior is only available with the F Sport dynamic handling package, $4,200.

The IS cabin has the close-quarters feel of a performance coupe. The front seat area is accommodating for the tall driver with 38.2 inches of headroom and a very long 44.8 inches of legroom.

It’s a hands-on experience for accessing switches and other controls — meaning that the area is compact and orderly. But there is not a lot of storage space for small items. The shift console, for example, is packed with the shifter, a touchpad to access the upper touch screen and a controller dial for performance modes, and a pair of cup holders. Oddly, there is no wireless phone charging.

Sightlines are open across the fenders at the front windshield corners and side mirrors, which are offset from the body. Over-the-shoulder views are more complicated with the fastback wrap of the rear glass, but it’s workable for lane changes.

The rearview camera, with its 360-degree view, is an asset in tight parking situations. And the turning circle of 34.2 feet is unbelievably tight for any four-door car.

With a trim curb weight of 3,748 pounds, the fuel economy ratings are competitive at 20/28/23 mpg city, highway and combined, using the required premium fuel. In a week of driving, my average fuel economy ranged from 23.4 to 25.7 mpg, with more highway driving. Its large, 17.4-gallon fuel tank helps extend the cruising range.

Performance of the 2021 Lexus IS 350 F Sport

2021 Lexus IS 350 F Sport tire and wheel.

The rear-drive F Sport has 19-inch staggered-width alloy wheels with summer tires; AWD models get all-season rubber.

As a sport sedan, the cabin is well soundproofed but the staggered-size,19-inch Bridgestone Potenza RE050A tires (235/40 front, 265/35 rear) are ultra-high performance. At highway speeds, the tires will spin up noise and even wander a bit on rain-grooved concrete interstate highways. The super-sticky treadwear rating (UTQG) of 140 is among the lowest I’ve tested on any performance car. Do not expect high mileage — and as Bridgestone advises, these tires are not intended to be driven in near-freezing temperatures, through snow or on ice.

The electronic adaptive variable suspension can get very busy on some stretches of concrete highway that feels like bobbling. But on blacktop and most other non-concrete roads, the F-Sport-tuned ride is a honed carving knife.

Safety

The stars shine brightly for the IS in NHTSA’s crash-test ratings. It earned the government agency’s top five-star overall rating with four stars for driver and front passenger; five stars in the side barrier and pole test for front and rear seats; and five stars for low rollover risk.

A-D-A-S

The Lexus Safety System+ 2.5 allows Level 2 semi-autonomous driving while keeping both hands on the wheel. The system integrates enhanced all-speed dynamic radar cruise control and lane change assist, front cross-traffic alert, and pedestrian alert.

The taillights in the 2021 IS 350 F Sport

The F Sport styling treatment includes unique front and rear bumpers, grille surround, rear spoiler and exhaust tips.

The driver-assist system capably keeps the car centered in the lane, but like most systems, it will randomly shut off. Sometimes the system gets confused by light-colored road-surface conditions and highway lines that are broken up and uneven. The safety system will be beneficial for those drivers who have daily commutes in heavy traffic. It is an extra six eyes on the road to watch for less-attentive drivers.

The safety system includes a pre-collision system with pedestrian detection, lane tracing assist, lane departure alert with steering assist, road sign assist and all-speed dynamic radar cruise control.

Back seat

As a five-seater, the back-seat legroom is tight at 32.2 inches, with a tall exhaust-AWD tunnel that compromises center-position footroom.

The smaller size of the IS is felt in the back seat. The area is quite compact with just 32.2 inches of a knees-up and butt-down legroom, divided by a tall exhaust-AWD tunnel.

At 10.8 cubic feet, trunk space is a couple of cubic feet smaller than the competition. But space is still very usable for travel getaways, and the back seat folds 60/40.

Why buy the Lexus IS 350 F Sport?

For those not needing to wedge a family into the back seats, the IS 350 F Sport is a flag of don’t-tread-on-me independent thinking.

And here is my review of the Lexus LS 500 F Sport

SPECIFICATIONS

2021 Lexus IS 350 F Sport RWD

Body style: compact, 5-seat, 4-door sedan with rear- or AWD

Engine: 311 hp, direct-injected 24-valve 3.5-liter V-6; 280 lb.-ft. torque at 4,800 rpm

Transmission: 8-speed automatic with paddle shifters

0-60 mph: 5.6 seconds

Fuel economy: 20/28/23 mpg city/hwy/combined; premium fuel required

SPECIFICATIONS

Fuel tank: 17.4 gal.

Trunk space: 10.8 cu. ft.

Front head/leg room: 38.2/44.8 in.

Rear head/leg room: 36.9/32.2 in.

Length/wheelbase: 185.4/110.2 in.

Curb weight: 3,748 lbs.

Turning circle: 34.2 ft.

Safety features include: 10 air bags, traction and stability controls, brake-force distribution, blind-spot monitor with rear cross-traffic alert

• Lexus Safety System+ 2.5 includes pre-collision system with pedestrian detection, lane tracing assist, lane departure alert with steering assist, road sign assist, all-speed dynamic radar cruise control and intelligent high beams

PRICING
Base price: $43,925, including $1,025 freight charge; price as tested $55,220

Options on test vehicle: Power moonroof $1,100; triple beam LED headlight with automatic dimming $1,250; navigation with Mark Levinson audio $2,750; intuitive parking assist with auto braking, rear pedestrian detection and panoramic view monitor $1,400; Ultrasonic Blue Mica 2.0 paint $595; Dynamic Handling Package, $4,200

Where assembled: Kyushu, Japan

Warranty: 4-years/50,000-miles basic with roadside assistance with free 1st and 2nd scheduled maintenance services and lodging for emergency breakdowns 100 miles from home; and 6-years/70,000-miles powertrain