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Mazda CX-70 PHEV Review

by | Aug 8, 2024 | 0 comments

Mazda CX-70 PHEV Review

Mazda expands its groundbreaking e-SkyActiv PHEV powertrain to the midsize 2025 CX-70 SUV crossover

A black suv in motion.

The 2025 Mazda CX-70 PHEV midsize SUV crossover has starting prices of $56,000 and $59,000. Mazda’s e-SkyActiv PHEV powertrain gives 26 miles of battery driving. (Photography by MazdaUSA or as credited)

Jump To Special Features

Engineered for Electrification
2025 Mazda CX-70 Pricing
PHEV Performance
Battery Charging
Ride and Handling
Safety Features
The Crafted Cabin
Colossal Cargo
Why Buy the Mazda CX-70 PHEV?
Specifications

BY MARK MAYNARD

The 2025 Mazda CX-70 is a bewildering example of “Second verse, same as the first!” The CX-70 is a new nameplate for the brand, but it is not, technically, a new vehicle. It is a variant of the CX-90 and largely unchanged except for having two fewer seats. Both 2025 CX models, on sale now, have several updates.

The CX-90 is a midsize, all-wheel-drive, three-row SUV crossover with six-cylinder or plug-in hybrid powertrains. The two-row, five-seat CX-70 is a perplexing addition because it has the same dimensions and powertrains as the CX-90.

Manufacturers often create variant SUV models, such as the Volkswagen Atlas and its variant, the Atlas Cross Sport. It is genius marketing because the “coupe” or sport variant crops rear interior space in favor of fashion. And the flashier body style can cost more.

Mazda made no body-style changes to the CX-70 but charges more for it—about $2,700 more than the gasoline-powered CX-90. The CX-70 PHEV (plug-in hybrid) has a larger price premium—$4,455 more than the CX-90 PHEV. However, Mazda says the CX-70 “has a higher level of equipment out of the box and has a slightly more streamlined list of trims, compared to CX-90.”

Deleting the third row only saved about 69 pounds, with no improvement to the fuel economy. But there is a lot of subfloor cargo space, with an optional organizer for $100.

Time will tell if buyers favor the CX-70 for its added cargo space or the CX-90 for its three-row functionality.

Red Nappa leather with red stitching throughout the cabin recalls the 100th Anniversary Special Edition Miata MX-5.

Red Nappa leather with red stitching recalls the 100th Anniversary Special Edition Miata MX-5.

Engineered for Electrification

The CX-70 is built on Mazda’s large platform, shared with the CX-90, and engineered for electrification. The CX-70 has two powertrains featuring some form of electrification. The e-SkyActiv G 340-horsepower 3.3-liter turbocharged inline-six engine integrates M-Hybrid Boost. The second choice is the advanced e-SkyActiv G PHEV, with the same charge-while-driving feature as the CX-90.

The salvation comes from a second plug-in hybrid model with Mazda’s e-SkyActiv PHEV powertrain. From my research, only Volvo offers a charging mode while driving for its XC60 T8 Recharge and XC40 Recharge SUVs. Volvo’s “Hold and Charge” function can charge and bank electric power for later use or charge the battery while driving.

Mazda’s e-SkyActiv PHEV powertrain consists of an inline four-cylinder engine, an electric motor, and a 17.8-kWh battery pack. The direct-injected 2.5-liter engine makes 189 hp with premium fuel or 185 hp with regular unleaded. The engine is paired with a 68-kW electric motor, which adds 173 hp and 199 lb.-ft. of torque at a very low 400 rpm.

Combined system power is 323 hp when using premium fuel or 319 hp with regular unleaded. Peak torque of 369 foot-pounds at 4,000 rpm is the same with regular or unleaded fuel.

The CX-70 PHEV has an estimated battery-powered driving range of 26 to 32 miles and a combined driving range of 490 miles. That peak range, however, depends on the use of air conditioning, seat heaters, and other electronic features.

The dash-top infotainment screen has a 12.3-inch color display and 360-degree camera system with See-Through View and Trailer Hitch View.

The 12.3-inch color infotainment display has a 360-degree camera with See-Through View and Trailer Hitch View.

2025 Mazda CX-70 Pricing

The 2025 Mazda CX-70 is sold in two turbocharged powertrains: a gasoline inline six-cylinder and a four-cylinder plug-in hybrid PHEV.

Inline-six-cylinder models are offered in five trim levels of CX-70 3.3-liter. Starting prices range from about $42,000 to $57,405, including the freight charge of $1,455 from Hofu, Japan. All CX-70 models are richly equipped with entry-luxury features and interior materials. Standard equipment includes:

  • Keyless entry;
  • Leather-trimmed upholstery;
  • Eight-way power driver seat;
  • Extensive safety features and technologies.

The six-cylinder powertrains are turbocharged with 48-volt mild-hybrid boost. An eight-speed automatic transmission helps stretch fuel economy. EPA mileage ratings are 24 mpg city, 28 highway, and 25 mpg combined on the recommended premium fuel. The engine also functions on 87 octane but at slightly reduced power ratings.

The 2025 CX-70 PHEV plug-in hybrid is sold in two all-wheel-drive trim levels with eight-speed automatic transmissions. The entry PHEV Premium starts at about $56,000, with interior color choices of gray or black. Standard equipment includes 21-inch alloy wheels, a power sliding-glass panoramic moonroof, and a 12-speaker Bose Centerpoint Surround Sound System.

Today’s review of a CX-70 PHEV Premium Plus costs $59,275, with one option for Melting Copper paint, $450.

For a pricing comparison, the 2025 Mazda CX-90 PHEV has starting prices of $51,400, $56,355, and $59,405. Pricing includes the $1,455 freight charge.

CX-70 Options and Special Offers

There is a choice of six paint colors for both CX-70 models, but only Jet Black Mica is no-cost. Of course, there is Mazda’s special Soul Red Metallic, $595, and Rhodium White, also $595. My tester came in the striking Melting Copper Metallic, $450.

Worthwhile accessories include the retractable cargo cover, $275, and a cargo net, $60. The premium carpeted floor mats are appropriate for this luxury SUV, $240, rather than the standard carpet mats. I would also opt for the padded carpeted cargo liner, which cost $275. Besides protection, the padded mat can add a layer of soundproofing. Mazda also offers several accessories for pet access and seat protection.

Find current Mazda pricing here. Look for special offers here.

At the time of publication, there were no special offers for the CX-70 PHEV. However, the CX-70 3.3 had a lease offer of $357 a month for 33 months, with $3,999 down. The term allows 10,000 miles a year.

There also was a purchase incentive of 3.9 percent financing for up to 60 months. Other offers include:

  • $1,000 Mazda loyalty reward;
  • $2,000 lease-to-lease reward;
  • $500 military appreciation for lease or purchase.
The driver faces a 12.3-inch digital gauge display.

The driver faces a 12.3-inch digital gauge display.

Mazda Warranty Coverages

Mazda might be moving on up to a premium level, but its warranty coverage is basic: 3-years or 36,000-miles. However, hybrid components, including the battery, have a warranty of 8 years or 100,000 miles. In California, the hybrid battery has coverage of 10 years or 150,000 miles.

CX-70 Performance

All Mazda CX-70 models have turbocharged powertrains with M-Hybrid Boost, a 48-volt mild-hybrid system with stop-start at idle.

Mazda’s plug-in powertrain integrates a turbocharged 2.5-liter e-SKYACTIV-G four-cylinder engine and a 68 kW electric motor. Total system power is 323 hp, and the battery-electric driving range is 26 to 32 miles.

The uplevel e-SKYACTIV G 3.3-liter gas Turbo S engine has 340 horsepower and 369 foot-pounds of torque at 2,000 rpm. Mazda recommends premium fuel for peak horsepower or 319 hp from 87 octane. It has fuel economy ratings of 23 mpg city, 28 highway, and 25 mpg combined.

There is little mileage difference between the entry 3.3-liter Turbo engine, which has 280 hp and 332 lb.-ft. torque at 2,000 rpm using the recommended 87 octane. Its mileage ratings are nearly identical, with 24 mpg city, 28 highway, and 25 mpg combined.

The CX-70 battery is in the far back left side of the engine-motor bay under a plastic shroud. Pop off the shroud for access, but there is a cable in the way of securely reaching the positive post. And the battery’s positive post is under a separate cap, which makes it more difficult to secure a clamp. Mazda should have included a separate positive charging post somewhere convenient under the hood.(Mark Maynard photos)

The CX-70 battery is in the far back left side of the engine-motor bay under a plastic shroud. Pop off the shroud for access, but there is a cable in the way of securely connecting to the positive post. (Mark Maynard photos)

The engine-motor bay has the upscale features of hood struts, not a prop rod. However, when the 12-volt battery needs a jump start, getting a solid connection will be a challenge. The battery is in the far left back corner under a plastic shroud. Pop it off for access, but there’s another cable in the way. The battery’s positive post is under a separate cap, making securing a clamp difficult. Mazda should have included a separate positive charging post somewhere convenient under the hood.

Image shows the awkward 12-volt battery placment.

Awkward battery placement.

And the battery’s positive post is under a separate cap, which makes it more difficult to secure a clamp.

The battery’s positive post is under a separate cap, which makes it more difficult to secure a clamp.

Why Use An Inline-6 Engine?

There are many reasons why Mazda moved away from a V-6 engine to an inline 6. (The six-cylinder is used in non-hybrid models).

Among the reasons, an inline-6 keeps the engine nice and narrow, a spokesperson said. The design creates slight efficiency in the powertrain. Also, with the CX-70’s double-wishbone front suspension, the inline engine benefits steering feel and stability, he said. However, it also has a wider suspension compared to more economical suspensions. And that also benefits a tighter turning circle because the turn angle was increased. Still, the turning circle with 21-inch tires is a broad 41.2 feet — a deal killer for me. Rear-wheel steering would be a good option if tire sizes get any bigger.

8-Speed Automatic Transmission

Power flow to the axles is rear-biased, channeled through an eight-speed automatic transmission. Gas models have manual steering wheel shift paddles, while PHEV models use the paddles to adjust the regen deceleration force.

I experienced rough transmission shifts, sometimes on deceleration or electric mode as I rolled on power. Could that be a problem down the road?

Mazda says its plug-in hybrid has a comparable level of performance to the inline-6 models. Sport gives a more immediate launch force but is not aggressive. Get on the gas hard, and acceleration can be swift. However, passing power takes a heavier foot at speed on the interstate.

Multifunctional Performance

The e-Skyactiv plug-in system has multifunctional performance, Mazda says.
In Normal mode, the hybrid system will prioritize EV battery driving when there is sufficient battery charge.

When the battery’s charge is below 20 percent, the system will keep the gas engine fired to charge the battery to make EV assist available.

An EV mode can be engaged through the Mi-Drive controller on the shift console.
When the accelerator pedal reaches the kick-down switch, the gas engine can turn on in EV mode. When this occurs, the system puts CX-70 back into Normal mode for quicker acceleration.

The PHEV performance while on gasoline power felt the same as with the electric boost.

PHEV Battery Charging

Electric vehicle charging times, to 100 percent:

  • Level 1 (household 120-volt AC): 6 hours and 40 minutes;
  • Level 2 (240V AC): 1 hour and 30 minutes.

I have a Level 2 home charger in my garage, but I didn’t need it for this test. While driving in town, the e-Skyactiv system added charge incrementally. However, it is a lot quicker to charge at highway speeds, where it becomes a dollars-and-sense asset to commuters.

The CX-70 has a sturdy footprint from Falken Ziex CT 60R all-season tires, 275/45. There also is a temporary spare rather than an “inflation system.”

The CX-70 has a sturdy footprint from Falken Ziex CT 60R all-season tires, 275/45.

Ride and Handling

The CX-70 PHEV feels to be of robust construction. It is not sporty to drive, but it has confident handling under pressure and in evasive maneuvers.

For handling control, Mazda’s so-called Kinematic Posture Control applies light brake force to the inside rear wheel during cornering. Because the CX-90 platform is rear-drive based, KPC minimizes the tippy feel for more natural poise through corners.

Mazda does not use adaptive dampers to help smooth the ride. The steel spring suspension underpinning the CX-70 lays down a luxuriously compliant — almost carpeted — ride on smooth surfaces. But the attitude swiftly changes over rough roads with jarring impacts. There is much trucky head toss over speed bumps and driveway entrances. But that suspension is hefting a curb weight of 5,198 pounds.

The variable assist steering force feels overly firm at low speeds, at least too stiff for two-finger tooling through mall garage parking.

At speed on the interstate, the CX-70 is settled and confident.

I have grown to appreciate (and somewhat trust) Level 2 semi-autonomous driving assist in heavy traffic. These systems keep watch on the lanes and will work with navigation to speed up and slow the vehicle, usually to a stop in heavy traffic. Mazda has enhanced its driver-assist technologies for full Level 2 semi-autonomous driving.

The hands-on assistance is accurate in lane centering without a freak-out of loud alerts should an overtaking vehicle cut in too close.

An open studio image shows the whole interior.

Among the CX-70 safety features are eight air bags, hill start and hill descent assist, off-road traction assist, blind-spot monitoring, rear cross-traffic alert, and lane-keep assist.

Safety and Advanced Technologies

Mazda has armed the CX-70 with layers of safety features and advanced technologies.

Among the features are eight air bags, hill start and hill descent assist, off-road traction assist, blind-spot monitoring, rear cross-traffic alert, lane-keep assist, and front and rear parking sensors.

Driver-assist technologies are thorough, including:

  • Radar cruise control with stop-and-go and automatic speed limit adjustment;
  • Blind-spot assist;
  • Emergency lane keeping;
  • Traffic sign recognition (which does not require a data plan);
  • Secondary collision-reduction system;
  • Smart brake support reverse;
  • Front cross-traffic alert with front cross-traffic braking.

New to the CX models is Cruising & Traffic Support, an automatic system also called Unresponsive Driver Support. This emergency-only system will decelerate and stop the vehicle if it detects that the driver is unresponsive to escalating alerts.

The 2025 Mazda CX-70 and CX-90 PHEVs have earned a 2024 IIHS Top Safety Pick. Read the report here.

Both PHEV models include a power sliding panoramic moonroof with tilt.

Both CX-70 PHEV models include a power-sliding panoramic moonroof with tilt.

The Crafted Cabin

Contemporary materials and harmonious colors and textures have a near-luxury presence throughout the cabin. Perforated Nappa leather seats in the Premium Plus model are supportive and comfortable for the hours between fuel stops. The steering wheel and shift lever are wrapped in rich, glove-soft leather.

The driver seat has eight-way power adjustments with a strong lumbar inflator. In the Premium Plus package, the front passenger also gets an eight-way power adjustment, up from the standard four-way power.

Most controls and readouts are ergonomically placed, with a functional mix of digital and manual buttons and switches. The 12.3-inch digital gauge array changes configurations according to the drive mode. Some categories, however, could be clearer to page through.

The 12.3-inch full-color center infotainment display is simple to access with the shift-console controller. It contains the usual lineup for phone connections, apps, navigation, connected services, audio, and other elements. The screen peeks above the center stack of AC and other climate controls, where the display is not prone to glare.

The rearview camera screen is divided into a broad view and an overhead view. Mazda has also added a unique “See Through View” for a wide-angle rear or front view.

The shift console is large and broad but constrained in space, yet there are other areas for small-item storage. The seatbelt reminder alert is especially annoying and insistent.

There are four charging USBs throughout the cabin, all of which are Type C. The wireless charging pad is in a nook at the base of the instrument panel. There is also a 12-volt plug at the charging e-bin for those with an older radar speed detector.

A door panel of the CX-70 shows the premium materials and precise assembly

The interior has an immaculate presence with quality materials and assembly.

Interior Function

There is full-bodied cabin space in the first and second rows. Because the PHEV’s battery pack is situated in the center of the floor structure, it does not compromise interior space.

Front headroom of 39.6 inches with the panoramic sunroof should suit most adults 6-foot-plus. With shoulder room of 59.2 inches (door to door), there is room to spread out while resting elbows on nicely padded armrests at the doors and center console.

Sightlines are unobstructed across the hood and out the back glass. Side mirrors are on the doors, not the windshield pillars, eliminating sightline issues while cornering. Spray-arm wipers are a smart feature for precise windshield cleaning.

Cabin soundproofing is traffic-calmed around town, but there is noticeable highway wind noise at the roof and side windows.

New for 2025 is Alexa built-in, a first for a Mazda crossover. Drivers can ask Alexa to change the temperature, the radio station, and even to control smart home devices.

Among the desirable features of the CX-70 PHEV Premium Plus are Nappa leather-trimmed upholstery, ventilated and heated front seats, and keyless locking with push-button start. The tester’s list of features and advanced safety technologies is in the specifications box below.

Looking at the open cargo area

Generous cargo space is 42 inches wide at the tailgate opening, with 50.1 inches in length behind the back seat.

The cargo area with a variety of materials and a big cooler

The padded carpeted cargo liner is a useful option, $275.

Colossal Cargo

All CX-70 models have a split 60/40 second-row bench with seatback recline and a center foldout armrest. (Only the CX-90 offers second-row Captain’s chairs.)

The second row has tall headroom of 38.4 inches and max legroom of 39.4 inches, with fore-aft slide and recline. Back doors open wide to almost 90 degrees, an asset when buckling toddlers in child seats.

With the back seat folded, the rear cargo space could almost fit a sheet of plywood. The liftgate entry is 42 inches wide and 30 inches tall. Fold the back seat about 8 feet in length.

A standard 1,500-watt converter is an uncommon perk and an option for most other makes. It is handy for powering an air compressor, device chargers, or other gadgets.

Also new to the CX-70 are power folding rear seats from two buttons on the cargo side wall.

The subfloor storage compartment option, $100

The cargo area sub-trunk has an optional organizer accessory, $100.

Why Buy the Mazda CX-70 PHEV?

There are more than a dozen choices of plug-in hybrids in many price ranges. Mazda’s CX-90 and CX-70 plug-in hybrids are unique for their on-road charging capability.

Mazda marketers say the 2025 CX-70 is aimed at well-off empty nesters. However, this roomy SUV crossover will appeal to any well-off owner, with or without children.

I am not convinced that a CX-70 has more appeal than a three-row CX-90. The third row folds flat, providing as much cargo capacity as the CX-70. I understand that Mazda wanted another CX in the showroom; I just wish it were not as big as the CX-90.

There is a Mazda CX-60 in Australia, Japan, and Europe. Its powertrain choices are similar to those of the CX-70 in the U.S., including a plug-in hybrid. The big difference between the CX-60 and the CX-70 is size. It is 14 inches shorter, making it closer in size to the U.S.-spec Mazda CX-50.

Of course, Mazda will not speak of “future product,” only to say, “We’re focused on our current product line-up.”

You do not have to buy the top-line CX-70 PHEV Premium Plus model, but the tester shows how Mazda is moving its design and interiors upscale.

Get insider owner intel from the CX-70 forum.

A rear side view of a black CX-70

The 2025 Mazda CX-70 has standard all-wheel drive and a combined gas-electric cruising range of 490 miles.

Mazda CX-70 PHEV Specifications

Body style: midsize 5-passenger, 5-door AWD SUV crossover

Hybrid powertrain: 2.5-liter direct-injected four-cylinder engine and 68 kW electric motor;

Engine power: 189 hp at 6,000 rpm (185 hp with regular unleaded);

Engine torque: 192 lb.-ft. at 4,000 rpm with premium fuel, 184 lb.-ft. on regular unleaded;

Electric motor: 68 kW e-Skyactiv PHEV; 173 hp at 5,500 rpm; 199 lb.-ft. torque at 400 rpm;

Combined system power: 323 hp, using premium fuel; 319 hp with regular unleaded

Peak torque: 369 lb.-ft. at 4,000 rpm, with regular or unleaded fuel;

Battery: 17.8 kWh lithium-ion

Battery weight: 178 pounds

Estimated driving range: 26 to 32 miles battery electric; 490 miles combined driving range;

Transmission: 8-speed e-Skyactiv Drive automatic transmission with manual shift; with i-ACTIV all-wheel drive; drive modes of Sports/Off Road/Towing/EV

Fuel economy equivalent: 56 MPGe, combined gasoline and electric

Charging times, to 100 percent:

  • Level 1 (household 120-volt AC): 6 hours and 40 minutes
  • Level 2 (240V AC): 1 hour and 30 minutes

BY THE NUMBERS

Towing capacity: 3,500 pounds

Fuel tank: 18.5 gallons

Cargo space: 39.6 to 75.3 cubic feet

Front head/leg room: 39.6*/41.7 inches *w/moonroof

Rear head/leg room: 38.4/39.4 inches

Length/wheelbase: 200.8/122.8 inches

Width/height: 84.9*/68.7** *mirror to mirror; w/shark fin antenna

Curb weight: 5,198 pounds

Turning circle: 41.2 feet

FEATURES

Standard CX-70 PHEV Premium Plus equipment includes: keyless locking and push-button start, 8-way power adjustable driver’s seat with power lumbar support and 2-position memory, 8-way power adjustable passenger seat, Kinematic posture control, quilted Nappa leather upholstery (1st and 2nd-row outboard seats), power panoramic sunroof, electric parking brake, carpeted floor mats (both rows);

Digital assets: 12.3-inch full-color center display; wireless Apple CarPlay and Android Auto; Bluetooth phone and audio; Bose 12-speaker audio system; 360-degree camera system with trailer hitch view;

Driver-assist systems: Mazda Radar Cruise Control with stop and go with speed limit assist; emergency lane keeping; blind spot assist and monitoring; road keep assist; head-on traffic avoidance assist, Cruising and Traffic Support, driver attention support; front cross-traffic alert; front and rear parking sensors; lane-departure warning and lane-keep assist; rear cross-traffic alert; traffic sign recognition.

Safety features include: 8 air bags, blind-spot monitoring, ABS with brakeforce distribution; stability and traction controls with trailer sway control; hill-descent control and hill-launch assist; roll-stability control; secondary collision reduction.

CHASSIS COMPONENTS

Braking: 4-wheel ventilated discs with brakeforce distribution and brake assist; 13.7-inch vented rotors front, 13.8-inch solid rotors rear;

Steering: Electric power rack-and-pinion with variable assist; 41.2-foot turning circle;

Suspension: 4-wheel independent with front double wishbone and rear multilink with stabilizer bar;

Tires and Wheels: 21-inch alloy wheels with machine-cut finish; Falken Ziex CT 60R all-season tires, 275/45; temporary spare.

PRICING

Base price CX-70 PHEV Premium Plus: $58,825, including $1,395 freight charge; price as tested: $59,275

Options on test vehicle: Melting Copper metallic paint $450

Where assembled: Hofu, Japan

Warranties: 3-years/36,000-miles bumper to bumper with 24-hour roadside service; 5-years/60,000-miles powertrain; hybrid components including battery 8-years/100,000-miles, and 10-years/150,000-miles for California

Lexus TX 500h F Sport Review

by | Jun 21, 2024 | 0 comments

Lexus TX 500h F Sport Review

I loved testing the 2024 Lexus TX 500h F Sport, until it stopped loving me.

The 2024 Lexus TX is a roomy family-class, three-row SUV crossover with sophisticated styling and three powertrains, two of which are hybrid.

The Lexus TX is a roomy family-class, three-row SUV crossover with sophisticated styling and three powertrains, two of which are hybrid. (Photography courtesy of Lexus or as credited)

Jump To Special Features

An Electrical Gremlin?
The Amateur Diagnosis
Lexus Responds
About the 2024 Lexus TX
2024 Lexus TX Pricing
Safety Features
Interior Function
Why Buy the 2024 Lexus TX 500h?
Specifications

BY MARK MAYNARD

The 2024 Lexus TX 500h is a big, roomy, family-class, three-row SUV crossover with sophisticated styling and innovative features. The 366-hp turbocharged, four-cylinder gasoline-electric powertrain exceeds performance expectations for its 5,000-pound curb weight with all-wheel drive. Standard rear-wheel steering is an urban dweller’s godsend, chopping a foot or more from the turning circle. At 38 feet curb to curb, the TX empowers drivers to go where large vehicles usually fear to tread.

Inside, the cabin has tall headroom of 40 inches amid luxury class materials and leather-trimmed upholstery. Lexus loaded the TX 500h F Sport model with a full complement of powered and pampering conveniences. The pair of second-row captain’s chairs have impressive legroom of 39.5 inches. Even the power-folding third-row seats are not a penalty pad with decent legroom (33.5 inches). And those in the waaay back have full-service treatment with air vents, reclining seatback, ports for phone charging, cup holders, and lighting.

I gladly went out to run errands in this nearly 17-foot-long F Sport people mover, which has a Trail Mode. Lexus doubled down on soundproofing and body reinforcements. The exterior styling is handsome with only the broad and louvered F Sport grille as the lone gimmick. Its bold statement will be marred with a license plate.

The weeklong evaluation was thoroughly enjoyable, until it wasn’t. My pleasurable job of testing this TX 500h F Sport hit a short circuit that nearly left me stranded.

Looking from the second row seats at the TX front seat area

The Lexus TX has front headroom of 40 inches with a panorama glass roof.

An Electrical Gremlin?

I had been out on a long note-taking drive on a Friday morning and then parked the TX at home. I did not drive the TX on Saturday but demonstrated its charms to a Lexus-owning neighbor couple. I showed them the power tailgate, the power-folding third-row, and the power push-pull electric door releases. On Sunday, I made a Home Depot run for garden soil, a distance no farther than six miles round-trip.

Upon my return home, I backed the TX into our driveway and unloaded the bags of soil. With the tailgate raised, I took the opportunity to measure the cargo space for liftover, width, depth, and height. When I went around to the rear side door to lower the seatback, the door would not open. Hmm, what am I doing wrong?

This TX model has door-release sensors on all side doors. I touched the lock sensor again, and again, but nothing. I pulled out the key fob and hit the unlock button. Nothing.

I then moved to the front doors, which were also locked.

Earlier in the week, I noticed that the driver’s door handle end cap to access the key port was loose. It was held in place by a thin strip of Velcro. Odd, I thought, and surely not factory. I wondered if a previous driver had a similar experience to mine, needing entry by the valet key.

It was then that the girlfriend-wife came out to the TX, and I explained the situation. She volunteered to climb through the open tailgate, across and around the second-row seats, to reach the driver door release lever. Success. The driver’s door opened, but no other doors would unlock.

Versatile seating and a dramatic panorama glass roof with an opening forward section.

Versatile seating and a dramatic panorama glass roof with an opening forward section.

The Amateur Diagnosis

And there was no response when I hit the start button.

Was the problem a dead or dying battery in the remote key fob? If the 12-volt battery were dead, why could I open and close the tailgate, several times?

I consider myself a semiprofessional auto journalist with 33 years of experience. But it was time to use my lifeline and call a friend. My neighbor Peter Badore is a retired Chrysler International Operations vice president and former military engineer. He is always up for an automotive problem. (Peter is also a Porsche collector who buys and repairs German cars. He also owns two hybrid cars and an electric Ford Mach-E.)

He answered my call, and we reviewed the processes I had just completed. He came over with his digital voltmeter and a hefty jumper box.

The underhood decal graphic showing battery placement

The under-hood battery decal.

We raised the TX hood in search of a positive battery post but found none. Peter happened to notice a 2-by-1-inch decal under the hood. It is a tiny graphic showing the locations of the hybrid battery (under the second-row seats) and an image of a 12-volt battery identified as Pb. Some of us might remember from high school chemistry that Pb is the metallic element of lead. (Peter did, I did not.)

The decal showed the 12-volt battery in the right quarter panel of the cargo area. There was no identifier on the side panel to indicate a battery, but we popped it off, and there it was. Peter used the voltmeter to check the battery health, which was indeed low, down to 9 volts. It should have been closer to 11 or 12 volts for cranking power.

Start-Up Stumbles

It was time now to charge the battery for an hour or two. But the battery is tucked so low into the side compartment that getting the positive charger clamp to stay on the post was a struggle. Peter persevered and wrestled the clamp into position.

A red jump cable connected to the positive battery post on the battery in the cargo side corner.

A tight location to jump-start the 12-volt battery.

With power flowing from the jumper box, I tried to start the TX. But instead of engine cranking, a dialog box appeared in the center gauge display. I was instructed to touch the remote fob on the stater button so the system could recognize the key. It made an immediate connection, and I could start the TX.

At last, it appeared we were exiting the electrical resistance — but would the charge hold? Or was there a parasitic drain? Indeed, the charge held for the next two days before the TX went back to its L.A. press fleet.

If this happened to an owner and family who had just spent a fun day at Disneyland, the TX would need to be towed to a dealership. Trust would be lost in the vehicle, if only temporarily.

Toyota can and should do better under the hood and in the cargo area to clarify and illustrate jump-starting procedures.

Lexus Responds

My contact in Lexus PR responded to my email query: “Thanks so much for bringing this to my attention and I’m so sorry to hear that! This was a prototype vehicle, rather than production and we have not experienced this issue on our other prototypes. I am keeping track of all prototype issues, and again, I appreciate you sharing this.”

Lexus got back to me in a week with this reply: “We have identified that it was a one-off battery issue and we have addressed this with our quality team.”

F Sport leather-trimmed heated and ventilated front seats.

F Sport leather-trimmed heated and ventilated front seats.

About the 2024 Lexus TX

There are seven SUVs in the Lexus lineup, but only two models — the midsize GX and large LX — have seats for six to seven. Neither, however, is ideal for a growing family. However, Lexus has filled its people-mover gap with the TX three-row SUV crossover.

Lexus benefits from several upcycled vehicles from its parent company, Toyota. Its latest addition, the 2024 Lexus TX, is based on the Toyota Grand Highlander, introduced last year.

The TX is now the brand’s most efficient vehicle for a growing family. It could become the choice for drivers who cringe at the M-word — minivan. The second and third rows are easily entered with tip-and-slide seats, and the cargo space is broad, square, and functional.

Three-row competitors include the Acura MDX, Audi Q7, Infiniti QX60, and Volvo XC90.

The 2024 Lexus TX is available in five trim levels with three powertrains of gasoline, gasoline-electric hybrid, or gasoline-electric plug-in hybrid. The hybrids use two battery chemistries: nickel-metal hydride for the TX 500h F Sport and lithium-ion for the TX 500h+ F Sport plug-in hybrid. Both hybrid models include F Sport Performance features, rear-wheel steering, and all-wheel drive.

Five paint colors have no additional cost on F Sport models, but Cloud Burst Gray is a $500 hue on the TX 350.

Tire and wheel sizes are 20 inches on non-F Sport models and 22 inches for F Sport.

The 12.3-inch-wide digital gauge array.

The 12.3-inch-wide digital gauge array.

Lexus TX Pricing

Today’s review is of the 2024 TX 500h F Sport Performance Luxury, which has an as-tested price of $77,235.

Here is the price walk of the three trims:

275-hp TX 350: 2.4-liter turbocharged inline four-cylinder with eight-speed Direct Shift automatic transmission. Front-wheel-drive fuel economy ratings are 21/27/23 mpg city/highway/combined and 20/26/23 mpg AWD. Lexus recommends premium fuel for all TX powertrains. Toyota, however, recommends 87 octane or higher for its Grand Highlander Hybrids. The TX 350 is available in three trim levels with starting prices of $55,050 (front-wheel drive) to $62,550 AWD.

366-hp TX 500h F Sport Performance Premium AWD, $69,350: 2.4-liter turbocharged gas-electric hybrid with DIRECT4 AWD and six-speed automatic transmission. The parallel hybrid system integrates a front 64-kW motor and a rear 76-kW eAxle. Lexus says this system provides near-instantaneous power to the rear wheels. The TX 500h combines DIRECT4 and Dynamic Rear Steering. The 288-volt nickel-metal hydride battery of 240 cells has a 5 amp-hour charge and 1.4 kW of total power.

A open hood view of the 273 hp TX 500h F Sport’s gasoline-electric engine.

The TX 500h F Sport’s gasoline-electric engine generates 273 hp.

TX 500h F Sport Performance Luxury AWD, $72,650. This trim uses the same gas-electric hybrid powertrain as the TX 500h F Sport Performance.

404-hp TX 550h+ Luxury AWD, $78,050:  3.5-liter V-6 plug-in hybrid and e-CVT transmission. The plug-in system provides fuel economy of 28/29/28 mpg city/highway/combined, with 33 miles of battery driving. TX550h+ Luxury has a fuel tank of 14.5 gallons, which is 3.3 gallons smaller than the standard TX 500h. The lithium-ion battery adds 408 pounds above the 500h for a curb weight of 5,357 pounds. However, the TX PHEV cannot recharge the battery while driving. Mazda provided this game-changing technology for its CX-90 PHEV, which costs around $60,000 fully loaded.

Price Check

For a pricing comparison, a top-trim level Toyota Grand Highlander Hybrid will cost $60,000.

Check current Lexus and TX pricing here.

Find special offers here.

A front tire showing the 22 inch TX F Sport tires

The 500h F Sport rolls on 22-inch Continental tires on smoked gray and black alloy wheels.

Lexus TX Enhancements

Transitioning from a Toyota model, Lexus engineers reinforced the TX body rigidity, including robot-applied automotive glue (adhesive) in optimal locations. Other stiffening enhancements include: Spot welding; rear multilink suspension design; widened front and rear tracks.

To help control weight gain, Lexus says the outer panel thickness has been “fine-tuned” on the side members, front door assembly, and rear door assembly. The hood and front fenders are aluminum, and the back door is steel, optimized for front-to-rear weight distribution.

The 550h F Sport has auto-leveling Bi-LED headlights and LED fog lights.

The 550h F Sport has auto-leveling Bi-LED headlights and LED fog lights.

TX Suspensions

Entry-level TX models have a MacPherson strut-type front suspension and a rear five-arm multilink. F Sport models have standard rear-wheel steering and an adaptive variable suspension. AVS uses solenoid-type actuators to modify the shock absorbers’ damping force on all four wheels. Near-instant damping adjustments are based on driving and road conditions. When driving on a rough road surface, the damping force keeps a lower rating for a comfortable ride. When entering a turn, the damping force sharpens responsiveness and control.

All TX models have four-wheel ventilated disc brakes. The front-drive TX 350 has front disc rotors of 13.3 inches. TX 500h hybrid models have 15.7-inch rotors, and all models have 13.3-inch rear rotors. And all TX trim levels can tow up to 5,000 pounds.

*More chassis components are in the specifications at the end of this story.

The shift console for the 8 speed automatic transmission in the TX also has modular cupholders and an e-charging bin

Modular, multifunction cup holders, an e-bin charging area, and electronic eight-speed shifter.

TX Safety Features and Technologies

There are eight air bags in the Lexus TX, including a driver knee bag and front passenger-seat-cushion air bag. Under the skin of the TX, there is NASA launch capability for the sensors and computer calculations.

Among the safety technologies is the Lexus safety system 3.0. It protects occupants and the TX with level II semi-autonomous driver assist. It is a reliable lane-centering system without drifting across the white lines or Botts dots, as do some systems. If you manage to activate the rear cross-traffic alert, know the braking response is set to “Slam stop.” It is rewarding, and frightening.

Elements of Safety System 3.0 include:

  • Lane-tracing assist;
  • Road sign assist;
  • Pre-collision system with pedestrian detection;
  • Dynamic radar cruise control with curve speed management;
  • Lane departure alert with steering assist;
  • Intelligent high beam headlights (dimming).

Worth noting is the infrared driver eyesight monitoring camera on top of the steering column. The camera detects driver distraction and will give a chime for too much rubbernecking. I got a message saying to “Sit Up” on the center gauge display. My remedy was to lower the power steering wheel a bit.

The wide louvers in the F Sport grille

Among the F Sport features is a stylized grille.

Interior Function

With 60 inches of door-to-door room, there is plenty of space for ergonomic and intuitive control and switch placement. Sightlines are unobstructed across the fenders, at the side mirrors, and over the shoulder.

The F Sport seats, however, have “sporty” wedgie-inducting seat-bottom bolsters. And I felt some seat-bottom sag after an hour on the road. The second-row captain’s chairs are short on thigh support, likely to benefit legroom.

A 14-inch color touchscreen display centers the instrument panel for navigation, cameras, and CarPlay apps. Below are temperature dials and a volume button. The display works well even when making adjustments while driving.

Below the center stack is the charging e-bin with a wireless pad and three USB ports. The short electronic shifter provides solid and unconfusing gear engagement. The center armrest console has a split-style padded top, which allows the passenger to flip a lid to dig into the storage space. Cup holders are modular and removable and can accommodate a favorite mug.

Because the big infotainment screen takes up so much space, the air vents are placed below and at both ends of the dashboard. The placement could be better; they tend to blow air on elbows or hands.

Somewhat unique in the TX specifications chart are measurements for “Couple Distances.” I’d not seen that before for any make or model. The Lexus TX has second-row couple-space of 39.3 inches shoulder to shoulder.  But I’m not sure how that is relevant with the captain’s chairs.

Second-row captain’s chairs with recline and tip-and-slide for third-row entry.

Second-row captain’s chairs with recline and tip-and-slide for third-row entry.

Cargo Space

There is as much emphasis on utility as creature comforts in the TX. There is 20.2 cubic feet of grocery and gear space behind the third row. Bags of groceries won’t roll around, and there should be enough depth for a big golf bag.

Fold the third row for 57.4 cubic feet, stacked to the headliner. Power folding the third row, however, is painfully slow. I would rather have a manual release. But with both seat rows folded, there is 7 feet in length. Load-in entry is wide at 49 inches. And there are 33 inches of entry height to load tricycles, bikes, and boards.

An open cargo area of the Lexus crossover

Cargo space is generous and configurable. Fold both rows of seats for 7 feet in length.

Ride and Handling

The Lexus TX F Sport is not particularly sporty to drive, though it is quite capable of rapid cornering. Braking is absolute and balanced with tender engagement and no nose dive.

However, the adaptable suspension allowed a bouncy, jostling, but comfortable ride. The F Sport’s 22-inch tires and nearly 5,000-pound curb weight might be part of the sway.

Sharpening the suspension in Custom mode didn’t help, but it did make the ride feel harder. And in any suspension setting, the front end could take a hard jolt on the chin.

After bounding along some interstate undulations, the girlfriend-wife started to feel queasy. That tendency would be worse in the back rows.

Despite just slim roof rails (with optional cross bars), there was noticeable wind noise at highway speeds. Insulated side glass (despite a weight gain) might help reduce ambient interior noise.

The F Sport Luxury AWD tester was fitted with 22-inch Continental CrossContact LX 20 EcoPlus tires, 255/45. These are tough all-season tires with a fairly hard treadwear rating of 680 for a 70,000-mile limited warranty, per Continental. Continental says its EcoPlus Technology helps the tires stop shorter on wet roads and extends tread life. The tires’ flanged lower sidewall helps reduce the possibility of curb damage to wheels. Replacement tires will run around $350 each (before installation), per TireRack.com.

The pair of power-folding third-row seats have legroom of 33.5 inches.

The pair of power-folding third-row seats have legroom of 33.5 inches.

Why Buy the 2024 Lexus TX 500h?

I was unaware I was evaluating a prototype rather than a production vehicle until I communicated with Lexus. (The tester had the quality construction of a production vehicle.) Had I known, my story would have been more of an overview of the TX, with a Lexus follow-up on the battery drain.

Journalists are usually advised in advance when manufacturers hold media drives that include prototype or preproduction vehicles. If a problem arises, the response is: “If you like it, it’s production. If not, it’s preproduction (prototype).”

The electrical issue I experienced could be dismissed as a growing pain and easily resolved. But it was worth the discussion and awareness.

Electric glitches are the bane of the modern automobile. Considering the thousands of neural synapses all talking simultaneously, it is surprising that I haven’t encountered such gremlins in testing other vehicles. Could a 48-volt battery be necessary to monitor all these systems in the TX F Sport models?

There is much I like about the F Sport styling and content, but not the front seats or adaptive suspension. My preference would be a Lexus TX 500h without F Sport glam, but an absolute yes for rear-wheel steering. For now, however, Lexus won’t say if such a choice is in the future.

A rear three quarter view of a TX painted Incognito gray

Among the five TX paint colors is the tester’s Incognito gray.

2024 Lexus TX 500h F Sport Specifications

Body style: 6-7 seat, 3-row gasoline-electric hybrid SUV Crossover with Direct4 all-wheel drive

Engine: 271-hp 2.4-liter 4-cylinder with D4-S direct and port injection; 339 lb.ft. torque from 2,000-3,000-rpm

Motor generators: permanent magnet synchronous, front and rear

Total system power: 273 hp (64 hp front motor, 75.9 hp rear motor)

Total max torque: front motor, 215 lb.-ft. from 2,000-3,000 rpm; rear motor 124 lb.-ft. from 2,000-3,000 rpm

Battery: Nickel-metal hydride; 288 volts; 240 cells; 5 amp hour capacity

Transmission: 6-speed automatic

0-60 mph acceleration: 6.1 seconds

Fuel economy: 27/28/27 mpg city/hwy/combined; premium fuel recommended

Drag coefficient: 0.34 Cd

Towing capacity: 5,000 pounds

BY THE NUMBERS

Fuel tank: 17.7 gallons

Cargo space: 20.2 to 57.4 cubic feet

Front head/leg room: 40/41.6 inches

2nd-row head/leg room: 38.5/39.5 inches

3rd-row head/leg room: 37.2/33.5 inches

Shoulder room front/rear: 60/60 inches

Hip room, front/rear: 56.5/56.8 inches

Length/wheelbase: 203.1/116.4 inches

Curb weight: 4,949 pounds

Turning circle: 36.5 feet, estimated with rear-wheel steering

FEATURES

Standard equipment includes: Lexus interface with 14-inch touchscreen display; panorama glass roof; Mark Levinson audio system; wireless phone charger; thematic ambient lighting; heated and ventilated second-row captain’s chairs; power-folding third row;

F Sport content: suspension tuning; dynamic rear steering; performance dampers; exterior front fascia and rear valance black roof rails; dark chrome window trim surrounds; power-folding black side mirrors; 22-inch wheels; leather-trimmed and heated steering wheel; aluminum pedals and scuff plates; leather-trimmed heated and ventilated power front seats with driver-seat memory presets;

Connected Technologies: Drive Connect with cloud navigation; Intelligent Assistant, Destination Assist (3-year trial, 4G dependent); Safety Connect and Service Connect with up to 10-year trials, remote connect 3-year trial (4G dependent); Wi-fi connect (AT&T hotspot) up to 30-day 3GM trial (4G dependent); satellite radio (3-month trial); wireless Apple CarPlay and Android Auto capability.

Safety features include: Blind spot monitor with rear cross-traffic alert; intuitive parking assist with auto braking, digital latch with safe-exit alert;

Safety technologies include: Lexus safety system 3.0: lane-tracing assist; road sign assist; pre-collision system with pedestrian detection; dynamic radar cruise control with curve speed management; lane departure alert with steering assist; intelligent high beam headlights (dimming).

CHASSIS COMPONENTS

Brakes: 4-wheel ventilated discs; 6-piston opposed aluminum monoblock front; rear floating-type single piston; 15.7 inches front, 13.3 inches rear

Steering: electric rack and pinion; 38-foot turning circle; electric parking brake; F Sport dynamic rear steering

Tires-wheels: 22-inch Continental CrossContact LX 20 EcoPlus, 255/45; UTQG 680

Suspension: F sport electrically adaptive with performance tuning

PRICING

Base TX 500h F Sport price: $72,650, including $1,350 freight charge; price as tested $77,235

Options on test vehicle: 120-volt/1,500-watt power outlet $560; logo side puddle lamps $175; wheel locks $85; USB fast phone charging cables $85; carpet cargo mat $150; door-edge guards $155;

Convenience package $895, includes front cross-traffic alert, traffic-jam assist (with Drive Connect subscription; 3-year trial included), digital key (with remote connect subscription)

Technology package $2,380, includes: Advanced Park with remote park, digital rearview mirror, and head-up display

Cold area package $100, adds windshield wiper de-icer

Where assembled: Princeton, Ind.

Warranties: 4-years/50,000-miles bumper to bumper with roadside assistance;
Free first and second maintenance services at 6-months/5,000 miles and 1-year/10,000-miles;

Wheel alignment and balancing: 1-year/12,000-miles;

Powertrain: 6-years/70,000-miles;

Hybrid system: 8-years/100,000-miles (covers hybrid control module, hybrid battery, and inverter with converter).

 

Toyota Crown Signia Review

by | Jun 6, 2024 | 0 comments

Toyota Crown Signia Review

The 2025 Toyota Crown Signia is the SUV crossover version of the Crown “coupe” sedan

A side view of the 2025 Toyota Crown Signia SUV crossover in a medium blue paint color

The 2025 Toyota Crown Signia is arriving at dealerships now. It is sold in two gasoline-electric hybrid trim levels with all-wheel-drive. Starting prices are $44,985 and $49,385. (Photography courtesy of Toyota or as credited)

Jump To Features

Crown Nameplate History
Crown Styling
Hybrid Forward
Pricing
Powertrain and Fuel Economy
Ride and Handling
Interior Function
Safety Technologies
Why Buy the Toyota Crown Signia?
Specifications

BY MARK MAYNARD

Toyota has just released the second model of its Crown hierarchy, the Crown Signia, a hybrid-powered five-seat wagonlike SUV-crossover. The midsize Signia follows the Crown “coupe” fastback sedan, which debuted last year. It was to supplant the large and discontinued Toyota Avalon. Signia will replace the Toyota Venza, which uses the same standard hybrid powertrain as the Crowns.
Crown is a new Toyota subbrand, and from testing both Crown models, it appears to be a subtle plan to raise Toyota’s interior quality and audience.

Among Toyota’s global plans for the Crown are four models, including a Crown Sport RS and a more formal Crown sedan. There has yet to be an official announcement that either of these models will come to the U.S. However, these new Crowns could be viable for Toyota’s luxury brand, Lexus.

The dual-cockpit front seat space has an appealing design.

The dual-cockpit front seat space has appealing design.

Crown Nameplate History

The 2024 Toyota Crown nameplate is new for North America, but the model is rich in Toyota history.

According to the Crown page on Wikipedia, the nameplate was introduced in 1955 as the Toyopet Crown. “It holds the distinction of being the longest-running passenger-car nameplate affixed to any Toyota model.”

The Crown is also the seventh longest-running model nameplate in the world after the Mercedes-Benz S-Class (1954), Chevrolet Corvette (1953), Toyota Land Cruiser (1951), Volkswagen Transporter (1950), Ford F-Series (1947), and Chevrolet Suburban (1935).

Here is another bit of trivia from Wikipedia. The Crown nameplate continues a Toyota tradition of naming their sedans “crown” in various languages. There are Crown, Corona, Camry, and Corolla, and there are names for types of crowns, such as Tiara, or other things associated with royalty, like Scepter.

The 12.3-inch multimedia screen for nav-audio-camera.

The 12.3-inch multimedia screen for nav-audio-camera.

Crown Styling

The Crown models are built on the newly developed GA-K platform. From its beginning, Toyota intended this platform to have more style and improved interior materials. The Crowns have a slightly taller ride height with a higher hip point, which allows more comfortable entry and exit. The design treatment also allowed for larger-diameter wheels. Both U.S. Crown models have 19- or 21-inch tires and wheels.

Read more about Toyota’s plan for the Crown brand here.

Both Crown models make a bold impression with their hammerhead front end and a Kitana-like slice of LED headlights. Some of their elevated stance comes from the 21-inch wheels, the largest ever used on a Toyota car.

The Crown interiors feel luxurious in a sturdy and durable application. The premium quality and varied textures of interior materials are not the Toyota of old. Nor are the Crowns’ thorough soundproofing and road-smoothing suspension.

The center shift console showing the vertical phone charging slot

The shift console incorporates a vertical slot for wireless phone charging.

Hybrids Forward

Toyota has steadfastly planned to build more hybrids rather than fully embrace electric vehicles, and the wisdom of this approach is becoming evident.

Many EV-intending motorists hit the pause button after last winter’s deep freeze. Well-televised reports of EV owners left in the cold at traffic-jammed charging stations could share the blame. Couple that unpleasantness with the electric vehicle’s reduced range in freezing weather and the typically dismal upkeep of charging stations. Public chargers are often poorly maintained, grimy, and faulty. At least gasoline stations have an attendant who might occasionally wipe down the pumps and hoses.

Public charging will improve, but countless apartment and condominium dwellers have no access to “home” charging. Electrics’ high MSRP is yet another steep step toward mainstream EV adoption.

The next rational step is a hybrid vehicle, whether standard gasoline-electric or a plug-in hybrid, for its modest battery driving range.

Toyota now offers hybrid or electrified powertrain choices for at least 10 vehicles. Toyota’s “electrified” powertrains add a 48-hp electric motor integrated with the transmission. The electric motor boosts acceleration and helps stretch fuel economy while reinforcing engine torque for towing. Toyota also has the BZ4X full battery electric and the Mirai fuel cell sedan.

Looking into the front passenger area with attractive tan leather seat upholstery

Driver and passenger have eight-way power-adjustable seats.

Crowning Achievement

Adding a Crown subbrand creates a three-tier price walk from entry-level Toyota to midrange Crown and Lexus luxury.

The Crown sedan has starting prices of about $42,000 to $56,000. Crown Signia has starting prices of $45,000 and $50,000. By comparison, standard-grade hybrid Toyotas, such as the Corolla, Camry, Prius, RAV4, or Highlander, range in starting prices from about $24,000 to $46,000.

Another separator to the Crown family is its more refined styling. Toyota has five SUVs designed to look outdoorsy, tough, and off-road capable. Rather than following the same path as Sport and Utility, the Crown is about confidence and comfortable capability.

Crown’s step-above materials and design treatments are welcome new aspects of Toyota. The Crowns have no bulky fender overriders, bullish front ends, step rails, or exaggerated roof rails. The more wagonlike Crowns are just comfortable and smooth riding.

Midsize Hybrid Crossover SUV Choices

An SUV crossover that is more wagonlike than a utility-focused vehicle is still a rarity. Americans long ago abandoned wagons for the bulk and space of an SUV, but times could be changing.

The Toyota Crown Signia’s svelte body styling has few size competitors. Among the more carlike choices are the Buick Envista ($25,000-$31,000), Mazda CX-90 ($38,000-$56,000), and Subaru Outback ($30,000-$44,000). However, several EV models, such as the Hyundai Ioniq 5, have a more natural wagon body style.

Search for all hybrid cars at FuelEconomy.gov.

The stocky steering wheel with stitched leather gives a reassuring handshake.

The stocky steering wheel with stitched leather gives a reassuring handshake.

2025 Crown Signia Pricing

The 2025 Toyota Crown Signia, arriving at dealerships now, is sold in two trim levels: XLE and Limited, with electronic on-demand all-wheel drive.

The Crown Signia XLE, with 19-inch wheels, starts at $44,985. The Crown Signia Limited, with 21-inch wheels and a panoramic glass roof, starts at $49,385. Retail pricing includes the $1,395 freight charge from the Tsutsumi plant in Aichi, Japan.

There are two standard paint colors of Storm Cloud and Black. Metallic hues of Oxygen White, Finish Line Red, and Bronze Age are $425 each.

Find Toyota pricing and special offers here.

Crown Separators

The Crown models share an architecture, but there are subtle and not-so-subtle differences between sedan and SUV crossover:

Braking: Both Crowns have four-wheel disc brakes with the same rotor dimensions. However, the Signia has vented discs front and rear, while the sedan has solid rear rotors.

Towing: Crown sedan is not recommended for towing, but the Crown Signia has a towing capacity of 2,700 pounds.

Body length: Crown Signia is 2 inches shorter than the sedan, at 196.1 inches.

Body width and height: At 74 inches, the Signia is 1.6 inches wider than the sedan. With the panoramic roof, the Signia is 3.6 inches taller, or 64.2 inches vs. 64 without the pano roof.

0-60 mph: Using 91 octane fuel, Toyota cites acceleration to 60 mph in 7.1 seconds for the Signia and 7.6 seconds for the sedan.

Air bags: The Signia has eight air bags, and the Crown sedan has seven.

Ground clearance: 6.7 inches Signia vs. 5.8 inches sedan.

The gasoline-electric engine of the Signia

Signia’s AWD powertrain integrates front and rear electric motors with a 2.5-liter four-cylinder engine.

Crown Signia Powertrain and Fuel Economy

Both trim levels of the Crown Signia use Toyota’s standard hybrid and all-wheel-drive systems. Front and rear electric motors are integrated with a 2.5-liter Dynamic Force four-cylinder engine. The hybrid system has a combined 240 horsepower and 163 foot-pounds of torque.

The transmission is an electronic continuously variable automatic. EPA-estimated mileage ratings are 42 mpg city, 41 highway, and 41 mpg combined.

However, the Crown sedan has the option for a more powerful 340-hp, 2.4-liter turbocharged Hybrid MAX engine. It has a combined net torque of 400 lb.-ft. The sedan’s direct-shift eCVT transmission adds a launch gear for stronger off-the-line acceleration and then simulates six gear shifts. The Hybrid MAX powertrain has mileage ratings of 29/32/30 mpg.

Toyota won’t say if the Hybrid MAX is planned for Signia, but it would make for a big announcement for next year.

The hybrid system drives the Signia in front-wheel drive until slippage occurs. The rear-mounted electric motor powers the rear wheels when the electronic on-demand AWD senses traction loss. The rear motor can also be a generator to charge the hybrid battery when coasting or braking.

Both Crown powertrains use a 230.4-volt nickel-metal hydride battery pack with 5.0-amp hours. Nickel-metal has one big advantage over a more densely powered (and expensive) lithium-ion battery: it will be less costly to replace should an owner keep their Crown beyond the hybrid battery warranty of 10 years or 150,000 miles.

Both electrified engines use Toyota’s D-4S direct and port fuel injection. The combination gives a more complete fuel burn to prevent carbon buildup on the intake valves. Here is a D-4S explainer.

The electronic gear selector on the shift console can feel notchy until the owner becomes accustomed to it.

The electronic gear selector on the shift console can feel notchy until the owner becomes accustomed to it.

Crown Signia Performance

Signia’s electronic CVT performs with fluid acceleration. There is some engine noise on hard acceleration, but it has a deep voice, and the rubber banding of the eCVT is minimal. Pickup can be quick for evasive moves.

The eCVT has performance modes of Normal, Sport, and Eco. I used Eco on the highway with cruise control and Sport to guard my line when in traffic. Normal mode was responsive around town and could feel quite potent when pressed hard.

There is something different about the Signia’s electronic gear selector from that in the Crown sedan. The Signia’s console shifter can feel notchy until the owner becomes accustomed to it. I did not experience this on the sedan.

The gear-engagement process is to pull the short shift knob left and up for Reverse or left and down for Drive. The action, however, was confusing in my first days of driving. I tried to engage Sport mode on the shift diagram several times and ended up in Neutral. I could only get back into Drive by stopping, shifting to Park, and then back to Drive. From then on, I engaged Sport mode by a separate switch on the shift console.

Crown Signia fuel economy ratings are impressive for a 4,200-pound, all-wheel-drive wagon. The EPA ratings are 39 mpg city, 37 highway, and 38 mpg combined, using 87 or higher octane fuel. However, the best I achieved was a combined 34.7-35 mpg.

With 35 mpg, the Crown’s 14.5-gallon tank should deliver at least 507 miles, making it an enjoyable road-trip wagon.

Crown Signia Ride and Handling

The taller ride height of the Crown Signia caused some side-to-side heaviness on unsettled turns. However, there is some secret sauce in how the Crown’s steel suspension performs with luxurious compliance. The independent suspension is the great equalizer to bad street surfaces. The Crown Signia steps across speed bumps with minimal head woggle and dives across intersection dips without a chin scrape. When there was a full-compression bump, there was no bottoming-out jolt.

Enabling ride quality are the all-season grand touring Bridgestone Turanza EL450 tires. The 21-inch tires (235/45) have a hefty footprint of 8.9 inches and a comfortably compliant treadwear rating (UTQG) of 400. These low-rolling-resistance Turanzas also have Bridgestone’s new Enliten technology, which uses 63 percent recycled and renewable materials. Among the repurposed materials are recovered carbon black, recycled oil, and rice husk silica for strength and reduced rolling resistance.

Four-wheel ventilated disc brakes are appropriately sized for controlled and absolute stopping power. The front rotors are 12.9 inches, and the rear rotors are 12.5 inches.

Electric power steering tracks steady and is responsive to small inputs. But like most electrified steering systems, it lacks road communication to the driver. Toyota cites a Signia turning circle of 39.5 feet, 0.7 wider than the Crown sedan (38.8 feet). But I suspect those measurements are with 19-inch tires; add at least a half-foot for the 21s.

Showing the 21 inch tire and wheel on the right front corner of the Signia

21-inch tires are the largest yet on a Toyota passenger car.

Interior Function

The Crown makes a good first impression. Its features are completely contemporary but not alienating. Its stocky steering wheel with stitched leather gives a reassuring handshake. The dual-cockpit front seat space has an appealing design of quality. The front headroom, which is 37.7 inches tall with the panoramic roof, creates a close cockpit sensation. Taller drivers might benefit from the standard roof for its 39.1 inches of headroom. Sightlines are open across the hood and over the shoulder.

The shift console has a fresh presentation. It has a vertical slot for wireless phone charging and a second vertical phone slot with a pair of charging USBs. Of course, the console integrates a pair of cup holders, and the well-padded center armrest has deep storage. Door panels have large bottle slots.

I especially appreciated door-lock sensors on all side doors, not just the front door handles. Call me lazy, but it is so easier to lock up when removing children or packages from the back seat.

And Toyota’s rain-sensing wipers are the ONLY system I have experienced that engages a wiper swipe before I must intervene.

Traffic-Calmed Cabin

Toyota says Crown engineers spent countless hours studying and engineering reductions in noise, vibration, and harshness. The materials and placement were optimized to minimize noise in the frequencies that typically interfere with conversation.

Creating such a traffic-calmed cabin included acoustic glass on the front side windows, a dashboard silencer pad, and an engine cover made of acoustic absorbing materials. Noise-minimizing insulation and body-sealing material are layered between the engine bay and cabin, under the carpeting, and above the headliner.

Because the cabin is so well soundproofed, I noticed the noisy AC fan speeds and seat ventilation fans.

The back seat in the Signia feels more compact-class than midsize.

Rear seat space feels more compact-class than midsize.

Back Seat and Cargo Space

Rear legroom was cheated by 1.8 inches for more cargo space. The space is still adult-comfortable at 37.1 inches of legroom, just less so than in the sedan. Rear foot space is tight, too. Consequently, the rear seating feels more compact than midsize, and passengers will let you know. The center seat is narrow and perched, with footroom splayed by the intrusive hump in the floor.

The cargo space is wide, and the floor height is somewhat tall, but not as tall as in a compact SUV. There is plenty of luggage space for a couple’s vacation getaway.

Crown Safety Technologies

Standard Crown Signia safety features include eight air bags, blind spot alerts, lane departure accident-avoidance system, and lane keep assist. Toyota’s standard Safety Sense 3.0 includes a pre-collision system with pedestrian detection and a blind-spot monitor with rear cross-traffic alert. Here’s an explainer for Toyota Safety Sense 3.0: https://www.toyota.com/safety-sense/

An unusual safety feature are “Pop Up Hood” pyrotechnics, which blunt the effects of a collision with a pedestrian. Upon impact, a pair of explosive devices at the hood hinges detonate to lift the hood a few inches. The system satisfies a European safety regulation to improve pedestrian “survivability” in a low-speed frontal hit.

“Pop Up Hood” pyrotechnics, to blunt the effects of a collision with a pedestrian.

‘Pop Up Hood’ pyrotechnics, to blunt the effects of a collision with a pedestrian. (Mark Maynard)

Proactive Driving Assist

Toyota’s Level 2 semi-autonomous drive system is accurate for lane centering without nervous alerts. It is an ideal system for road-trip rubbernecking.

The Proactive Driving Assist system uses a front camera and radar to brake into curves gently. It also uses braking and steering assist to control the distance between a preceding vehicle, pedestrian, or bicyclist.

Cargo space is plentiful with a somewhat tall floor height.

Cargo space is plentiful with a somewhat tall floor height.

Why Buy the 2025 Toyota Crown Signia?

The Toyota Crown Signia is the comfortable choice to avoid the outdoorsy theme of the common SUV.

I liked the Crown sedan so much that I considered the Crown Signia to replace our 2008 Ford Escape Hybrid. The girlfriend-wife, however, did not like the cockpit style of the front seat area. “It feels to close in here,” she said.

And so my search for a small SUV replacement continues.

A rear three quarter view of a blue Crown Signia parked in front of an office building

As an SUV crossover, the Crown Signia downplays the typical SUV outdoorsy theme.

 2025 Toyota Crown Signia Limited Specifications

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

Engine: 188-hp 2.5-liter direct-injected, Atkinson cycle Dynamic Force D4S 4-cylinder with EV mode; 178 lb.-ft. torque from 4,300-4,500 rpm

HYBRID DRIVE

Dual motor: Permanent magnet synchronous; front 134 kW/199 lb.-ft.; rear 40 kW/89 lb.ft.

Battery: Bipolar nickel-metal hydride battery; 230.4 volts, 5.0 Ah capacity

Combined power: 240 hp

Transmission: Electronically controlled continuously variable (eCVT)

Fuel economy: 39/37/38 mpg city/hwy/combined; 87 octane or higher

0-60 mph acceleration: 7.1 seconds, per Toyota

BY THE NUMBERS

Fuel tank: 14.5 gallons

Cargo space: 24.87*-66.1 cubic feet *w/pano roof

Front head/leg room: 37.7*/42.1 inches *39.1 inches w/o panoramic roof

Rear head/leg room: 38.1*/37.1 inches *38.9 in. w/o panoramic roof

Shoulder room: 57 inches front, 55 inches rear

Length/wheelbase: 194.1/112.2 inches

Curb weight: 4,210 pounds

Turning circle: 39 feet

FEATURES

Signia Limited’s interior features include: Leather-trimmed front seats with seatback pockets; 8-way power-adjustable driver’s seat with memory function and lumbar support; 8-way power-adjustable front passenger seat; heated and ventilated front seats; 60/40 split fold-flat rear seats with extension board; heated rear seats; heated leather-trimmed tilt-telescopic steering wheel; 12.3-inch digital gauge cluster with selectable gauges; electric parking brake; dual-zone automatic climate control system with dust and pollen filter; covered center console, armrest and storage; leather-trimmed shift knob; digital rearview mirror with HomeLink universal transceiver; Qi-compatible vertical wireless smartphone charging; smart key entry-locking system on all doors and liftgate; push button start; remote keyless entry; 5 USB-C charge ports (two front/two rear/one in console); LED front and rear reading lights and cargo area light; dual extendable sun visors and illuminated vanity mirrors; power windows with auto up-down; cargo area tonneau cover.

Audio Multimedia and Connected Services

12.3-inch Toyota Audio Multimedia, 11-speaker JBL Premium Audio including subwoofer and amplifier, with wireless Apple CarPlay and Android Auto compatible, SiriusXM with 3-month trial subscription;

Service Connect, up to 10-year trial subscription. Receive personalized maintenance updates and vehicle health reports. Subscription required. 4G network dependent;

Remote Connect, 1-year trial subscription. Remotely interact with your vehicle through the Toyota app via your smartwatch. Depending on the trim level, it allows doors to be locked or unlocked, starting and stopping the vehicle, locating your last parked location, checking vehicle status, and monitoring guest drivers. Subscription required. 4G network dependent;

Safety Connect, Up to 10-year trial subscription. Includes Emergency Assistance button, enhanced Roadside Assistance, Automatic Collision Notification, and Stolen Vehicle Locator. Subscription required. 4G network dependent;

Drive Connect, 1-year trial subscription, includes Cloud Navigation with Google Points of Interest data, Intelligent Assistant with Hey, Toyota, and Destination Assist. Subscription required. 4G network dependent.;

Wi-Fi Connect, Up to 30-day or 3 GB trial subscription on Wi-Fi hotspot with AT&T Wi-Fi hotspot and Integrated Streaming (Apple Music and Amazon Music) compatibility. (Integrated Streaming requires separate subscriptions to third-party provider services) 4G network dependent.

Exterior features include: 21-inch 7-spoke dark-gray-metallic alloy wheels, acoustic noise-reducing windshield and front side windows, high solar energy-absorbing glass, panoramic fixed-glass roof with power sunshade, rain-sensing variable intermittent windshield wipers, heated power side mirrors with turn signal and blind spot warning indicators, puddle lights and power-folding with reverse tilt-down feature, LED projector low- and high-beam headlights with auto level control, automatic high beams, and auto on/off, LED daytime running lights-taillights-brake lights, height-adjustable hands-free power liftgate with jam protection, color-keyed side door handles with touch-sensor lock-unlock feature, low-profile roof rails.

Safety Technologies include: Toyota Safety Sense 3.0, which features a pre-collision system with pedestrian detection, full-speed range dynamic radar cruise control, lane departure alert with steering assist, lane tracing assist, automatic high beams, road sign assist, proactive driving assist, blind spot monitor with rear cross-traffic alert.

CHASSIS COMPONENTS

Brakes: power-assisted 4-wheel discs; front ventilated rotors, 12.9 inches; rear, solid 12.5-inch rotors; electric parking brake;

Steering: Electric parallel-type electric power system; 39-foot turning circle;

Tires-wheels: 21-inch alloy wheels and 225/45 Bridgestone Turanza EL 450 all-season grand touring tire (UTQG 400) with a 21-inch temporary spare;

Suspension: Front MacPherson struts with stabilizer bar; rear multilink with stabilizer bar.

PRICING

Signia Limited base price: $49,385, including $1,395 freight charge; price as tested $51,250

Options on test vehicle: Advanced Technology Package: $1,865, includes: Panoramic View Monitor with Perimeter Scan, power-folding side mirrors with puddle lights and reverse tilt-down feature; traffic jam assist (Drive Connect trial or subscription required), front cross-traffic alert, lane change assist, front and rear parking assist with automatic braking

Where assembled: Tsutsumi Plant in Aichi, Japan

Warranties:  3-years/36,000-miles bumper to bumper with 2-years/25,000-miles of free scheduled maintenance, plus two years of roadside assistance with unlimited mileage, whichever comes first. The powertrain warranty is five years or 60,000 miles. The hybrid components have an eight-year or 100,000-mile warranty; the hybrid battery is protected for 10 years or 150,000 miles. The hybrid battery warranty is transferable to subsequent owners.

Volvo V60 Cross Country Review

by | Apr 26, 2024 | 0 comments

Volvo V60 Cross Country Review

The 2024 Volvo V60 Cross Country runs into collateral damage as the brand charges full-speed into a full-electric lineup by 2030

A silver Volvo V60 Cross Country along a dirt road with yellow springtime flowers behind.

The 2024 Volvo V60 Cross Country is a raised, all-wheel-drive wagon with a ‘mild hybrid’ 48-volt powertrain and eight-speed transmission. Starting prices range from $52,000 to $57,000. (Photography by Mark Maynard)

Jump To Special Features

The Winter of EV Discontent
V Is for Versatile
V60 Pricing
From Suburbs to Skogen
Volvo Safety
Mild Hybrid Powertrain
Cross Country Ride and Handling
Interior Function
Why Buy the Volvo V60 Cross Country?
Specifications

BY MARK MAYNARD

It must be lonely on death row for the Volvo V60 Cross Country. This adaptable midsize wagon has nothing terribly wrong, but the company is leaving it behind. Volvo is charging full speed into a full-electric lineup by 2030.

According to a recent report in Automotive News, “Volvo will not sell a single car that is not full-electric after 2030, regardless of market,” said the brand’s chief commercial officer, Björn Annwall. “There’s no ifs, no buts.”

Vehicles in Volvo’s fossil-fueled lineup will limp along, but “we’re not investing in their base technology; there is no deep R&D,” Anwall said. “But we can upgrade infotainment, software [and] some exterior, interior design.”

Annwall’s tone is absolute when many automakers have backed off on a full transition to full-electric lineups. There are just too many variables in building a pure EV business plan. Too many regions of North America (and Europe) do not have an established infrastructure for public charging, and there won’t be in the immediate future. Developing reliable public charging stations has been a struggle in the U.S.

The front seat area showing the steering wheel, shift console and the goofy 9 inch vertical tablet for infotainment

V60 Ultimate features include a Harman Kardon audio system, tailored (stitched) leather dashboard, crystal Orrefors shift knob, and 10-way power-adjustable, heated and ventilated front seats.

The Winter of EV Discontent

Many EV-intending motorists hit the pause button after the winter’s deep freeze. Blame the well-televised reports of EV owners left in the cold at traffic-jammed charging stations. Couple that unpleasantness with the electric vehicle’s reduced range in cold weather and the typically dismal upkeep of charging stations. Public chargers are often poorly maintained, grimy, and faulty. At least gasoline stations have an attendant who might occasionally wipe down the pumps and hoses.

Public charging will get better. But countless apartment and condo dwellers have no access to “home” charging. The high MSRP of electrics is yet another steep step to mainstream EV adoption.

To paraphrase Mr. McGuire’s one word of encouragement to Dustin Hoffman (Benjamin) in the classic 1967 film “The Graduate:” Hybrids. And Volvo has several plug-in and mild hybrids, including the V60 Cross Country. However, the larger mild-hybrid Volvo V90 Cross Country is also on its way out, likely next year.

The Swedish automaker has told dealers that it expects to launch seven new and redesigned electrified models, including five battery-electric vehicles. On the doorstep are the large EX90 and subcompact EX30. And among the battery-electrics could be a crossover-like electric replacement of the V60 Cross Country in late 2027.

The 48-volt, “mild hybrid” V60 Cross Country would be an ideal “electrified” choice in cold regions without public charging. A 48V hybrid system is complex but almost required for powering the many electronics in a new vehicle. A mild hybrid goes beyond reduced fuel consumption and emissions, it gives notably better performance than a full hybrid system. But it also is more expensive.

The 9-inch vertical touch screen combines car functions, but the rearview image is too small and low on the screen.

The 9-inch vertical touch screen combines car functions, but the rearview image is too small.

V Is for Versatile

Volvo’s lineup of Cross Country wagons began with the 1998 V70 XC, or Cross Country. The 2024 V60 Cross Country and larger V90 Cross Country models are their descendants, each based on a Volvo station wagon.

The Volvo V60 wagon (V for versatile, 60 for the midsize body style) was first released in 2010 and given a facelift in 2014. The V60 Cross Country, with a body lift of 2.4 inches, came out in 2015, and the redesigned second-generation model came out in 2018 for the 2019 model year. The second-gen V60 was a full redesign based on the then-new Volvo Scalable Product Architecture, or SPA.

From 2021, the V60 is only available as the Cross Country. Then, in 2022, Volvo refreshed the styling of the V60 Cross Country and platform partner S60 sedan. But it was just a new front grille design and updated rear bumper inserts. New colors, wheels, and interior options, such as leather-free materials, were made available across the range in almost every model.

An upgrade to the infotainment system starting in 2023 included the capability for over-the-air updates. New Volvo vehicles can receive and install software upgrades remotely. As software updates roll out, Volvo says each car will continue to improve over its lifetime.

The Swedish automaker has told dealers that it expects to launch seven new and redesigned electrified models, including five battery-electric vehicles. On the doorstep are the large EX90 and subcompact EX30. And among the battery-electrics could be a crossover-like electric replacement of the V60 Cross Country in late 2027.

The open passenger door

Interior plastics are durable but not completely premium in appearance or feel.

2024 V60 Cross Country Pricing

There are two versions of the V60 wagon: the Cross Country and the high-performance, 455-hp Polestar-engineered V60 Recharge plug-in hybrid. At $72,645, the latter is $10,000 more expensive than today’s tester, a top-line V60 Cross Country Ultimate.

In 2022, Volvo reduced the V60 Cross Country trim-level choices to Plus and Ultimate and trimmed the optional extras to streamline the production process.

All 2024 V60 Cross Country models have standard all-wheel drive and a panoramic roof. Free factory-scheduled maintenance is included. Coverage is for the first three services at 10,000, 20,000, and 30,000 miles, up to 36,000 miles. The following retail pricing includes the $1,195 freight charge from Torslanda, Sweden.

V60 Cross Country Plus pricing starts at $51,695. Standard features include a power tailgate, leather upholstery, 12-inch digital gauge display, 360-degree camera, adaptive cruise control and Pilot Assist, blind-spot monitor, cross-traffic alert, and 18-inch wheels.

The Orrefors crystal gear selector knob is by the Swedish glass design company.

The Orrefors crystal gear selector knob is by the Swedish glass design company.

Ultimate pricing starts at $56,795. Its features build on the Plus, with such extras as a Harman Kardon audio system, tailored (stitched) leather dashboard, crystal Orrefors shift knob https://www.orrefors.us/ , air purifier, power-folding rear headrests, and 10-way power-adjustable front seats that are heated and ventilated.

And how refreshing that the nine metallic or pearl paint colors are all a no-cost choice.

A three-year lease was available for the V60 CC Ultimate at the time of publication. With a $4,035 down payment, the monthly payment would be $685. But annual mileage is limited to just 10,000 miles and .25 cents a mile afterward.

Find current Volvo pricing here.

Volvo-specific 19-inch Pirelli P Zero all-season tires, 235/45, on five-spoke diamond finish wheels.

Volvo-specific 19-inch Pirelli P Zero all-season tires, 235/45, on five-spoke diamond finish wheels.

Suburbs to Skogen

The V60 Cross Country personifies the Swedish family crossover utility vehicle. Volvo’s V60 catchphrase is from the suburb to the skogen (Swedish for forest).
The V60 is a comfortable and functional wagon born for the mean city streets to snowy roads to the mountains for outdoor fun. Its off-road ability is not at the SUV level for the rutted track.

This attractively styled wagon does many things right in its midsize footprint. Its electronic features were state-of-the-art six years ago, and its interior function is good but not great. The cabin is due for a major remodel (which it will not get) to carve out more interior space and improve storage areas.

My Ultimate tester totaled $62,780 with five options:

  • Climate Package $750, which adds headlight washers, a heated steering wheel, and heated rear seats;
    Trailer hitch $1,650;
  • Luggage roller cover $385;
  • 15-speaker Bowers & Wilkins premium audio system with 1,410-watt output $3,200;
  • Power tailgate with kick sensor $200.

No buyer in this price segment would NOT want the cargo roller cover as a safety feature from thieving eyes. And $200 for a tailgate with a kick sensor is gratuitous upsell when it should be included for $57,000.

All Ultimate features are in the specifications chart at the end of this story.

Luxury Wagon Alternatives

There are a couple of luxury alternatives to the Volvo V60 Cross Country:

Audi A6 allroad, $70,000-$75,000;

Mercedes-Benz E 450 4MATIC All-Terrain Wagon, $80,000-$85,000.

Volvo Safety

Volvo has long been a vehicle safety advocate. It was Volvo engineer Nils Bohlin  who invented the modern three-point safety belt in 1959. Volvo then gave the patent to the world for free, and now the three-point belt is found in every vehicle, including tractors.

The V60 Cross Country continues that advocacy by thoroughly integrating advanced safety technologies. Standard V60 safety features include seven airbags, blind-spot information with steering assist, cross-traffic alert with auto brake, lane-keeping aid, forward collision warning, and post-impact braking.
Volvo’s standard City Safety with Autobrake is a collision-avoidance system with camera eyes to recognize pedestrians, cyclists, and large animals.

A vintage volvo photo showing a female connecting a 3 point seatbelt which was designed by Volvo in 1959

The three-point seatbelt was designed by Volvo in 1959. (Volvo photo archives)

Driver assistance technologies include Pilot Assist with adaptive cruise control for Level 2 semiautonomous driving; collision avoidance system of low- and high-speed collision mitigation; vehicle-pedestrian-animal detection; oncoming lane mitigation braking; and run-off road mitigation.

The Pilot Assist system does a respectable job of highway centering without drifting across the white lines in cornering. When engaged, the system can steer, accelerate, and brake on well-marked roads up to 80 mph. “Well-marked” is key because these systems tend to flake out on roads with crumbling surfaces and poorly marked lanes.

I experienced the absolute slam-stop of cross-traffic alert with autobrake when just backing into my driveway. The system thought it saw something. It was nothing, but such quick driver support can be appreciated. In tight parking situations, bumping a car or a wall is so easy.

Cross Country Interior Function

Volvo’s interior design is artful and mostly functional. The front-seat area feels roomy with headroom of 38 inches, with the panoramic roof. Sightlines are unobstructed at the side mirrors or over the shoulder.

The raised ride height allows comfortable entry and exit. The front seats, with 10-way power adjustment, conform to tall drivers with a seat-cushion extender.

The starter switch on the shift console is odd, but owners will adapt. And another uniqueness is the crystal Oreffors shift knob, made by the Swedish glass design company.

The driver faces a 12-inch-wide digital gauge display with two display modes. The Nav choice displays the map, and the “calm” mode shows black space between the left speedometer and the right tachometer.

Of questionable function and safety is the 9.0-inch vertically oriented touch screen. The tablet-like touchscreen combines car functions, navigation, connected services, and entertainment apps such as Spotify and Pandora.

Volvo likes this vertical screen arrangement, claiming the portrait view gives easy and fast access to features. But like a tablet device, it works well when sitting at home. On the road, it takes eyes from the road to hunt and peck. There is a dial for volume control at the base of the screen, but changing temperature and fan speed requires a tap or two on the screen.

Worse, the camera view is narrow and low on the screen, and the image is convex and rounded at the corners.

There is also no wireless charging pad or dedicated place to lay or prop a phone except in the cup holder. The shift console has a slim, covered storage tray, but it is best for spare change.

The back seat in the V60 cross country

Back seat legroom is short at 35.2 inches, and the transmission tunnel is awkwardly tall and wide.

Back Seat and Cargo Space

If the V60 were to be redesigned, a couple of inches of cargo space could be sacrificed to add legroom to the back seat. Back seat space is compact for adults, with just 35.2 inches of legroom, and shoe tips are stuffed under the seat ahead. The very wide and tall transmission-exhaust tunnel obliterates center seat foot space.

Cargo space is plentiful behind the 60/40 folding back seat, with 25.5 to 60.5 cubic feet stacked to the headliner. Unlike most SUVs, the load height is a manageable 26.7 inches from the ground to the cargo floor. The entry opening is wide at 43.7 inches, with almost 41 inches wide between the wheel housings. There are a couple of bag hooks and a corner nook with a net.

A full-size temporary spare with all the jacking tools fits neatly below the cargo floor. This is a much better spare tire location than the typical SUV, which carries the spare under the vehicle.

The raised hood showing the engine

The 247-hp, turbocharged 2.0-liter 4-cylinder 48-volt mild hybrid engine. (Note how upright the hood raises.)

The Mild Hybrid Powertrain

No Sport mode, no steering wheel paddle shifters, no problem.

Volvo’s V60 Cross Country powertrain consists of a turbocharged 2.0-liter four-cylinder engine and eight-speed Geartronic transmission. It is a sophisticated powertrain that integrates a 48-volt motor and battery. The so-called “mild hybrid” system is a half-step toward full gasoline-electric hybridization. It is an elaborate and expensive setup but with worthwhile assets. The system provides auto start-stop at idle and gives some instant acceleration boost from a stop. There is no turbo lag on takeoff, and the acceleration fills strongly into the mid-RPM range.

According to Volvo specs, the 48V system helps clock a 0-60 mph launch in 6.6 seconds. That is a reasonably responsible pull for the 4,100-pound all-wheel-drive V60 Cross Country.

The 48-volt mild hybrid powertrain has fuel economy ratings of 24 mpg city, 31 highway, and 27 mpg combined. But achieving those numbers requires premium fuel. I observed 24 to 27 mpg in my week of driving. With that range, the 15.9-gallon tank should provide well over 400 miles.

The eight-speed Geartronic rolls easily through gear changes. The transmission has a manual shift mode but no paddle shifters or Sport mode.

The cargo space behind the 60/40 folding back seat is wide and low. Below it are the full-size temporary spare and jacking tools.

The cargo space behind the 60/40 folding back seat is wide and low. Below it are the full-size temporary spare and jacking tools.

Spare tire storage below the cargo floor

Cross Country Ride and Handling

Volvo does suspensions differently for its Cross Country ride and handling. The so-called Cross Chassis suspension refers to a single rear transverse leaf spring. Whatever it does, the ride quality is well-supported and gives flat handling in fast cornering. That is important when hefting two-plus tons on a lifted chassis.

The four-wheel independent suspension has front MacPherson struts and a rear multi-link. The setup smoothes broken road surfaces and limits road harshness from permeating the cabin.

A drag coefficient of 0.24.8 cd is remarkably low and slipperier than a Toyota Prius. However, there is noticeable wind noise at highway speeds.

Complimenting ride control are the Volvo-specific 19-inch Pirelli P Zero all-season tires, 235/45.

Large four-wheel disc brakes engage without grab or dive. The front rotors are 13.6 inches and 12.6 inches rear. Volvo cites a braking distance from 62 mph in 115 feet. That stopping distance is 19 feet shorter on average for midsized and luxury SUVs, per Consumer Reports.

The steering is comfortable and well-weighted, but it is not overly communicative to the driver. Volvo claims a curb-to-curb turning circle of 37.1 feet, which is nimble for a midsize sedan. The Ultimate’s 19-inch wheel package might push the distance a bit, but it was still handy in my experience.

Why Buy the Volvo V60 Cross Country?

The 2024 Volvo V60 Cross Country exemplifies “new-old stock.” You might not care if there is no wireless charging. It is the V60’s knife-edge styling and comfortable cabin that might have more meaning.
A three-year lease deal will make for an enjoyable skogen run, until there is an electric V60.

New owners can find online support through Volvo Forums.

A rear three quarter view

The all-wheel-drive V60 Cross Country is on a suspension raised 2.4 inches.

2024 Volvo V60 Cross Country Ultimate Specifications

Body style: midsize 5-seat, 5-door all-wheel-drive raised wagon

Engine: 247-hp, turbocharged 2.0-liter 4-cylinder mild hybrid with 48-volt ; 258 lb.-ft. torque from 1,800 to 4,800 rpm; redline 6,200 rpm

Transmission: 8-speed Geartronic with start-stop at idle

Fuel economy: 24/31/27 mpg city/hwy/combined; premium fuel required

Coefficient of drag: 0.24.8 cd

0-60 mph: 6.6 seconds; 112 mph top speed

Trailering capacity: 2,000 pounds with trailer hitch ($1,650)

BY THE NUMBERS

Ground clearance: 8.1 inches* 7.8 in. w/1 occupant

Wading capability: 11.8 inches

Fuel tank: 15.9 gallons

Cargo space: 25.5 to 60.5 cubic feet

Front head/leg room: 39.1*/42.3 inches *40.1 w/o panoramic roof

Rear head/leg room: 38/35.2 inches

Length/wheelbase: 188.5/113.2 inches

Curb weight: 4,082 pounds

Turning circle: 37.1 feet

FEATURES

V60 Ultimate standard equipment includes: ventilated Nappa leather upholstery, front seat power lumbar and power side bolsters, driver power cushion extender, power passenger seat with memory preset, Driftwood trim decor, crystal gear selector knob by Orrefors, head-up driver display, 14-speaker 600-watt Harman Kardon audio system, 19-inch wheels with 5 double spoke diamond finish wheels, and side scuff plates;

Safety features include: 7 air bags, blind-spot information with steering assist, cross-traffic alert, lane-keeping aid, forward collision warning, post-impact braking;

Driver assistance technologies include: Pilot Assist with adaptive cruise control for Level 2 semiautonomous driving; collision avoidance system of low- and high-speed collision mitigation; vehicle-pedestrian-animal detection; oncoming mitigation braking.

PRICING

V60 Ultimate base price: $56,795, including $1,195 freight charge; price as tested $62,780

Options on test vehicle: Climate Package $750 (headlight washers, heated steering wheel, heated rear seats); trailer hitch $1,650; luggage roller cover $385; 15-speaker Bowers & Wilkins premium audio system with 1,410-watt output $3,200; power tailgate $200

Where assembled: Torslanda, Sweden

Warranties: 4-years/50,000-miles bumper to bumper and roadside assistance; 3-years/36,000-miles free scheduled maintenance

Subaru Impreza RS Review

by | Apr 16, 2024 | 0 comments

Subaru Impreza RS Review

The 2024 Subaru Impreza RS is a stepdown descendant of the mighty WRX, with generous borrowing from its parts bins

An exterior front three quarter view of a Pure Red 2024 Subaru Impreza RS with an ocean inlet in the background

Now in its sixth generation, the 2024 Impreza has been redesigned inside and out with a stiffer chassis and uploaded with more safety technologies. (Photography courtesy of Subaru or as credited)

Jump to Special Features

What’s New for 2024?
Return of the Impreza RS
2024 Impreza Pricing
Powertrains and Fuel Economy
Impreza RS Ride and Handling
Top Safety Awards
Why Buy the Subaru Impreza RS?
Specifications

BY MARK MAYNARD

The 2024 Subaru Impreza RS is sweet perfection in a five-door hatch for $31,045, including all-wheel drive. The brought-back RS trim level gets more power and a looong-list of desirable standard equipment.

Subaru’s design blueprint maximizes everything in a small footprint. The doors open wide (to almost 90 degrees), and there is tall headroom of 39.8 inches or 38.7 with the moonroof. The two-tone fabric front seats are bolstered but not so severely as to hinder comfortable entry and exit — or excessive wear and tear to the fabric. Front legroom is long at 42.9 inches. Sightlines are unobstructed across the hood, at the side mirrors, and out the back glass.

The RS is a stepdown descendant of the mighty Impreza WRX, which earned its mud in World Rally Championship events. The best part of the RS is the kick in power from the 2.5-liter “boxer” four-cylinder — and the WRX’s dual-pinion electronic power steering rack. The RS is a romp to drive with acceleration so eager I nicknamed the tester “Gunner.” And the steering has quick-ratio responsiveness. It takes just a jink to make a course change. Subaru calls the steering force more direct and natural feeling.

Looking at the instrument panel from the back seat, with a view of the waterfront

A low engine cowl opens sightlines at the side mirrors and across the hood.

What’s New About Impreza for 2024?

Now in its sixth generation, the 2024 Impreza has been redesigned inside and out with a stiffer chassis and uploaded with more safety technologies. The Impreza sedan is out, and five-door hatchback Imprezas are in.

Subaru says the 2024 Impreza “has been designed around the concept of utility and sportiness that lends itself to an active lifestyle.” Nothing new there because that is how every Subaru is conceived and delivered.

Long regarded as dutiful and dependable, the 2024 Impreza RS is a pine-branch slap across the face. The new RS marks the return of the model’s premier enthusiast-focused 2.5 RS, which debuted in 1998. It would become the foundation for the Impreza WRX in the U.S. market.

Impreza RS sport seats are trimmed in black cloth with red bolsters.

Impreza RS sport seats are trimmed in black cloth with red bolsters.

Design and Chassis Updates

The Subaru Global Platform for the 2024 Impreza is 10 percent stiffer, achieving higher torsional rigidity. Panels are also glued together with more structural adhesive, from 26.2 feet to 88.5 feet. The new chassis and adhesives have tightened body rigidity and saved weight, resulting in a smoother ride and quieter cabin.

The RS interior has attractive gunmetal gray and simulated carbon fiber accents.

The RS interior has attractive gunmetal gray and simulated carbon fiber accents.

Return of the Impreza RS

The new Impreza RS gets a notable power boost from the 182-horsepower 2.5-liter “boxer” four-cylinder engine. A 152-hp 2.0-liter version powers base-model Imprezas. All engine variants are direct-injected with double overhead camshafts, dual active valve control, and auto stop-start at idle.

While other Impreza trims have Subaru’s Lineartronic CVT, the RS trumps that with an 8-speed manual mode with steering wheel paddle shifters.

Unique exterior RS features include 18-inch dark-gray alloy wheels and a black finish on the grille, side spoilers, and side mirrors. LED headlights and fog lights are also standard.

Inside the RS, there are gunmetal gray and simulated carbon fiber accents. Front sport seats are trimmed in black cloth with red bolsters. Carpeted floor mats have the RS logo. The RS also includes an upgraded leather-wrapped steering wheel and shifter, aluminum alloy pedals, heated front seats, and rear USB charge ports.

The top-of-the-line RS trim builds on the Sport model and adds blind-spot detection with lane change assist and rear cross-traffic alert.

There is one factory option package (No. 33) for $2,070, which adds a Harman Kardon 10-speaker audio system, power moonroof, and 10-way power front driver seat with lumbar support.

The shift console in the Impreza RS with cup holders and seat heater switches

Subaru’s Lineartronic CVT in the RS has an 8-speed manual mode with steering wheel paddle shifters.

2024 Subaru Impreza Pricing

Sold in three trim levels of Base, Sport, and RS, all with Subaru’s all-wheel-drive system. All models are five-door hatchbacks. Retail pricing includes the $1,120 freight charge from Gunma, Japan.

Base: $24,085

Sport: $26,085

RS: $28,975

There are seven paint colors, but only Oasis Blue is a $395 option. (The hue is what I would call French or Petty Blue.) The tester was Pure Red, a bold and appealing blue-red.

The Impreza RS tester cost $31,075 with the sunroof package, $2,070. This is a desirable package not so much for the power tilt-slide sunroof as for the 10-way power driver seat. Also included in the package is a 10-speaker Harmon Kardon audio system with a 432-watt amplifier. However, even this system was washed out amid the maelstrom of noise in the cabin at highway speeds.

RS performance and exterior features include: 18-inch dark alloy wheels with 225/40 all-season Yokohama tires, full LED steering-responsive headlights, automatic high beam control, LED fog lights, fixed crossbar mounting points, and a tire puncture repair kit.

Check current Subaru Impreza pricing here. And check for special Subaru offers here.

The 11.6-inch tablet multimedia system includes some hard buttons for often-adjusted features.

The 11.6-inch tablet multimedia system includes some hard buttons for often-adjusted features.

Powertrains and Fuel Economy

With a trim curb weight of 3,323 pounds (with the lone factory option package), the RS is eager to rev and run. It delivers with a 182-hp, 2.5-liter version of the boxer engine with 178 lb.-ft. of torque at 3,700 rpm.

The Base and Sport trims are more fuel efficient than the RS. The 2.0-liter engine has mileage ratings of 27 mpg city, 34 highway, and 30 mpg combined on the recommended 87 octane fuel. The more powerful RS is dinged just 1 mpg in each category, or 26/33/29 mpg.

Also outstanding about all Imprezas are their 16.6-gallon fuel tanks. Small crossover SUVs typically have gas tanks of 14 to 15 gallons.

Looking at the The 182-hp, 2.5-liter boxer engine in the Impreza RS.

The 182-hp, 2.5-liter boxer engine in the Impreza RS. (Mark Maynard photo)

Impreza RS Ride and Handling

No matter how stiff the new structure and how much glue was used, the cabin is still noisy as hell at speed on the highway. But the noise might have been more from the tires. The 18-inch Yokohama Avid S34 (225/40) has a sticky treadwear rating of 320AA. Replacements will run around $250 each.

Subaru’s revised Symmetrical All-Wheel Drive system is standard across the model line. Now, with Active Torque Vectoring, the AWD system has a faster response time and more agile handling, Subaru says.

Also adapted from the WRX is the dual-pinion electronic power steering. Subaru says this rack is more responsive and has a more direct and natural steering feel.

The Sport and RS trim levels have Subaru’s SI-Drive performance management system, with Intelligent and Sport modes. The mode is changed via a handy thumb switch on the steering. It is easy to toggle back and forth, but I typically hit Sport mode whenever I drove. Intelligent mode is more about maximizing fuel economy, which is overrated in such a sporty car.

Subaru’s symmetrical all-wheel drive system ACT-4 (active torque split) drives the wheels through an electronic variable hydraulic transfer clutch. The control unit monitors vehicle speed, gear position, and wheel speed. The system actively changes torque to the rear wheels anywhere from a few percent to fully locked. The control unit can and does alter torque several times per second.

The Impreza RS has 18-inch dark alloy wheels with 18 inch Yokohama Avid tires.

The Impreza RS has 18-inch dark alloy wheels with 18 inch Yokohama Avid tires.

Top Safety Awards

Standard equipment on all 2024 Impreza models is the latest version of Subaru’s EyeSight Driver Assist Technology. The enhanced system has a wider field of view, updated control software, and an electric brake booster. EyeSight can now identify bicycles and pedestrians at intersections sooner. When necessary, the system alerts the driver and engages braking to avoid collisions.

Automatic Emergency Steering is included on models with Blind-Spot Detection with Lane Keep Assist and Rear Cross-Traffic Alert. The automatic steering function will give avoidance steering at speeds less than 50 mph.

Throughout its 30-year history, Impreza has racked up safety awards, and there are more for 2024.

The National Highway Traffic Safety Administration gives the Subaru Impreza the top five stars in every tested category: Overall, frontal, side, and rollover.

The Insurance Institute of Highway Safety gives the Impreza its top rating of Top Safety Pick+. IIHS testing covers seven categories, including Front Crash Prevention: pedestrian.

Back seat legroom seems longer than its 36.5 inches; headroom is tall at 38 inches.

Back seat legroom seems longer than its 36.5 inches; headroom is tall at 38 inches.

Cargo space has a wide and tall entry, with some basement storage below.

Cargo space has a wide and tall entry, with some basement storage below.

Why Buy the 2024 Subaru Impreza RS?

The Subaru Impreza is a small wagon with big benefits. It is easy to enjoy for the long term, whether for a young family or a ride-share driver.

A rearview of the Impreza RS along the waterfront

Long regarded as dutiful and dependable, the 2024 Impreza RS is a pine-branch slap across the face.

Subaru Impreza RS Specifications

Body style: compact 5-door, 5-seat crossover with all-wheel drive

Engine: 182-hp, DOHC 2.5-liter 4-cylinder with direct injection; 178 lb.-ft. torque at 3,700 rpm; auto stop-start at idle

Transmission: Lineartronic CVT with 8-speed manual shift mode with steering wheel paddle shifters; SI-Drive selectable performance modes of Intelligent and Sport; ACT-4 active torque split with electronically controlled variable hydraulic transfer clutch

Fuel economy: 26/33/29 mpg city/hwy/combined; 87 octane

BY THE NUMBERS

Fuel tank: 16.6 gallons

Cargo space: 20.4-56 cubic feet; load floor length 32.1/63.9 inches, seatbacks up/down

Front head/leg room: 38.7*/42.9 inches *39.8 w/o moonroof

Rear head/leg room: 38/36.5 inches

Length/wheelbase: 176.2/105.1 inches

Curb weight: 3,323 pounds, with option package; 3,275 lbs. base

Turning circle: 34.78 feet

FEATURES

Standard equipment includes: Keyless entry with push-button start, heated front sport seats, 11.6-inch tablet multimedia system, Starlink connected services, dual-zone climate control with dynamic ventilation and air filtration, wireless phone charger, illuminated USB A and C ports, heated wipers and side mirrors, retractable cargo cover, leather-wrapped steering wheel, welcome lighting.

RS performance and exterior features: 18-inch dark alloy wheels with 225/40- all-season Yokohama tires, full LED steering responsive headlights, automatic high beam, LED fog lights, fixed crossbar mounting points, tire puncture repair kit;

Safety features include: 8 air bags, vehicle dynamics control with all-wheel all-speed traction control, rollover sensor;

Advanced Safety Technologies: EyeSight driver-assist system, advanced adaptive cruise control with lane-centering assist, blind-spot detection with rear cross-traffic alert, collision detection door unlock function.

CHASSIS COMPONENTS

Brakes: power-assisted dual-diagonal 4-wheel discs with brake force distribution, brake assist, brake override, active torque vectoring, auto vehicle hold, electric parking brake; 12.4-inch front ventilated rotors with dual-piston calipers; rear 11.2-inch ventilated discs with single-piston calipers;

Steering: dual pinion electric power assisted; 34.78-foot turning circle;

Tires-wheels: 18-by-7-inch alloy wheels with Yokohama Avid S34 225/40 all-season tires, treadwear rating of 320AA;

Suspension: 4-wheel independent with front MacPherson struts, lower L arms, coil springs, dampers, stabilizer bar, and hydraulic engine mounts; rear double wishbone with coil springs, dampers, stabilizer bar.

PRICING

Base RS price: $29,005, including $1,120 freight charge; price as tested $31,075

Options on test vehicle: Package 33 $2,070, adds power moonroof, Harman Kardon audio system, 10-way power driver seat with 2-way lumbar

Where assembled: Gunma, Japan

Warranties: 3-years/36,000-miles bumper to bumper with roadside assistance; 5-years/60,000-miles powertrain

Dodge Hornet R/T PHEV Review

by | Apr 12, 2024 | 0 comments

Dodge Hornet R/T PHEV Review

Never pious but ever-rebellious, the hot-rod Dodge Hornet SUV “Coupe” is a looker with balanced proportions and a sleek profile

A side view of the Acapulco Gold Hornet in front of the Seahive makers market in Liberty Station san diego

For 2024, the Dodge Hornet will be sold in two all-wheel-drive models with two turbocharged hybrid powertrains in two trim levels of GT and GT Plus or R/T and R/T Plus. Today’s tester is the Hornet R/T Plus, which cost $52,525 with three options. (Photography by Stellantis or as credited)

Jump To Special Features

The Hornet Beehive
2024 Dodge Hornet Pricing
Sophisticated Extras
Hornet’s Hybrid Powertrains
Battery Power
Ride and Handling
Safety Features
Interior Function
Why Buy the 2024 Dodge Hornet R/T?
Specifications

BY MARK MAYNARD

Even before I hit the switch for Sport mode, I knew the Dodge Hornet R/T was not a typical gasoline-electric hybrid. Its power is unhesitating, the force is quick, and its cabin is rich in attitude. This new SUV “coupe” is all about performance, emerging from the wake of what was the Dodge brand’s Hemi V8 domain.

Hornet is a small, all-wheel-drive SUV crossover. It is an Italian import as a byproduct of the Alfa Romeo Tonale, also new for brand survival. A new “Fiat Fastback” SUV coupe is also sold in South America.

The Hornet’s well-muscled five-door body style is one of the Dodge brand’s new attempts at socially responsible performance. Both Hornet models are gasoline-electric hybrids, and the Hornet R/T is a plug-in hybrid. It has a battery driving range of 31 to 33 miles and has a sophisticated hybrid system that allows a blend of gas and electric power or electric alone. There is also an e-Save mode to bank battery power for use later, such as sneaking home late at night or in European city centers that ban gasoline-powered vehicles.

Never pious but ever-rebellious, the hot-rod Hornet is a looker with balanced proportions and a sleek profile. The front fascia is the most noticeable body styling difference from the Alfa Tonale. Sharp eyes will notice that this SUV coupe has no roof rails. And note the double red slash marks that replace a written Dodge nameplate.

The Dodge Hornet could be a sales contender if it weren’t so pricey — or if there were a third less-ferocious model more focused on fuel economy.

a broad view of the front seat area taken from the back seat

Premium interior touches for the Dodge Hornet R/T and GT include Alcantara seats with an embroidered Dodge Rhombi logo, included with the optional Track Pack.

The Hornet Beehive

Dodge is catching up in the compact SUV segment. The Dodge Brand’s “Never Lift” business plan is about power first and fuel economy second. Dodge has not been particularly good at small vehicles, and its last “compact” SUV was the V6-powered Nitro, which was discontinued in 2011.

After Fiat Chrysler Automobiles and the Peugeot Group merged in 2021, the mega-conglomerate of Italian-French-American manufacturing was renamed Stellantis NV. Today, Stellantis represents 14 automotive brands: Abarth, Alfa Romeo, Chrysler, Citroën, Dodge, DS, Fiat, Jeep, Lancia, Maserati, Opel, Peugeot, Ram, and Vauxhall.

Dodge is the beneficiary of the long arm of global reach to Euro car brands. When bestowed with the luxury donor from Alfa Romeo, Dodge went full pedal with performance as a brand separator. However, as a “muscle hybrid,” it has some cultural growth pains.

Building the Dodge Hornet from a European model puts it at a size disadvantage in North America. European vehicle categories are slightly smaller than the corn-fed vehicles preferred by American motorists. Inch for inch, the Dodge Hornet (and Tonale) is a “tweener” in size, almost a class-below compact in all size specifications. Yet Hornet is fully priced for the midsize segment.

Consequently, the Hornet has flown into an unforgiving U.S.-spec “compact” segment. Among the Hornet competitors are the Chevrolet Equinox (new for 2024), Honda CR-V, Mazda CX5, Mitsubishi Eclipse Cross, Toyota RAV4, Hyundai Tucson, Kia Sportage, and VW Tiguan.

An open view into the front passenger area and the 8 way power seat

The passenger gets an 8-way power seat, too.

2024 Dodge Hornet Pricing

For 2024, the Dodge Hornet will be sold in two all-wheel-drive models with turbocharged hybrid powertrains in two trim levels: GT and GT Plus or R/T and R/T Plus.

Hornet GT pricing starts at $32,495 and the GT Plus at $38,590;

Hornet R/T pricing starts at $42,995 and the R/T Plus at $48,340.

The Hornet R/T Plus tester came to $52,525. It had options for Acapulco Gold metallic paint $595; Tech package, $2,245; and Track package, $2,595. (Package details are in the specifications chart at the end of this story.)

Retail pricing includes the $1,595 freight charge from the Alfa Romeo Giambattista Vico Stellantis plant in Pomigliano d’Arco, Naples, Italy.

Find current Dodge Hornet pricing here.  And look for special incentives and offers here.  A $500 National Retail Consumer Cash incentive was available for the Hornet GT at publication. The 2024 Dodge Hornet R/T offers a $6,500 EV incentive when leasing through Stellantis Financial Services.

For comparison, the 2024 Alfa Romeo Tonale is also sold in four trim levels with starting prices that range from $45,440 to $50,435. Check out the Tonale at Alfa Romeo USA.

A dual screen configurable infotainment screen shows the backup view

A dual-screen configurable infotainment screen. (Mark Maynard)

Hornet’s Sophisticated Extras 

Building a Dodge from an Alfa Romeo has its benefits. The Hornet has many sophisticated extras that are not always associated with a compact SUV, but these come at a price. Among the niceties I appreciated are:

  • Interior plastics and trim materials that are above basic;
  • Big Brembo brakes
  • Power heated and folding side mirrors;
  • ParkView split-screen backup camera;
  • 8-way power adjustable driver seat with 4-way lumbar and memory presets;
  • 8-way power adjustable passenger seat;
  • Techno leather (heated) steering wheel;
  • Illuminated glove box;
  • Pedestrian-cyclist emergency braking;
  • Full-width rear taillight bar with double red slashes;
  • Aluminum hood with functional air intake vents and dual strut supports;
  • Cargo floor support stops;
  • The engine has some practical engineering designs, such as placing the turbo wastegate high on the engine rather than the usual down-low position, where it is prone to grime and highway salt degradation. Check-and-fill points for fluids and the 12-volt battery are easily accessed and clearly marked.
Looking at the1.3 liter turbocharged four cylinder engine

The dual-motor powertrain in the Hornet R/T with a 1.3-liter turbocharged four-cylinder. (Mark Maynard)

Hornet’s Hybrid Powertrains

With its curb weight of 3,715 pounds, the entry Hornet GT weighs 425 pounds less than the plug-in Hornet R/T. The GT’s Hurricane 2.0-liter has peak torque of 295 foot-pounds at 3,000 rpm, on its way to a 5,500 rpm. Dodge cites 0-60 mph in 6.5 seconds, making it among the quickest small SUVs on sale today. The nine-speed automatic transmission should keep acceleration on point, but I have not tested this model. But premium fuel is recommended for peak power. The gas tank of 13.5 gallons should provide around 364 miles of range, depending on how much and how frequently Sport mode is used.

The Hornet GT has a top speed of 140 mph vs.128 for the Hornet R/T. But the GT is 0.9 seconds slower to 60 mph than the R/T.

The 288-horsepower Hornet R/T plug-in hybrid is a slab of well-marbled beefcake. Going smaller goes big for the Hornet R/T PHEV. Its 1.3-liter turbocharged four-cylinder engine has a combined 288 horsepower. The dual-motor powertrain pulls 199 foot-pounds of torque from the front motor and 184 from the rear motor. And it can travel up to 84 mph in battery mode.

Thank the Italian gods for the Hornet’s six-speed automatic transmission rather than a continuously variable (and continuously boring) transmission. The six-speed rolls easily through the gears to maximize force. But at 65 mph the engine revs slightly high at 2,000 rpm, and it is not a particularly quiet engine. The engine will rev higher on start-up and other times at idle, such as at a stoplight, to heat and keep the catalytic converter hot, Dodge says.

Techno leather (heated) steering wheel.

Techno leather (heated) steering wheel. (Mark Maynard)

a close up of the Klington battle-class regen paddle shifters are in the way of the turn signal and wiper stalks.

Klington battle-class regen paddle shifters are in the way of the turn signal and wiper stalks. (Mark Maynard)

Poke the Hive

Hitting the Sport mode button on the center console pokes the hive. It sharpens throttle response and shift points, tightens steering feel, and taps into the hybrid system’s power and torque. The ensuring angry buzz was a little much for around town. I would use it selectively when anticipating the need for a quick getaway.

There is also a Power Shot to the Sport mode. Pull back both battery regen paddles for an extra 30 hp boost lasting 30 seconds. (After a 15-second cooldown, it can be used again.) I tried it a few times. It’s not a scary exercise and seems to be a bigger marketing boost than a real-world asset.

Another view of the 10.25 inch main infotainment screen

The hybrid system has modes of hybrid, battery, or e-Save to bank battery power for later use. (Mark Maynard)

Battery Power

The 15.5 kWh lithium-ion battery, with nickel manganese cobalt graphite, provides a battery driving range of 33 miles, plus or minus a few. I recharged three times and could only get to 31 miles. However, aggressive energy recuperation can stretch the range. Official EPA mileage estimates are 29 mpg combined city/hwy or 77 mpg-e combined. With the 11.2-gallon fuel tank, Dodge cites a total driving range of 360 miles.

More useful is the bi-mode hybrid system. It can run as a hybrid using battery and engine power. At low speeds, it functions as a battery-electric, and the engine engages on the harder tip-in of the accelerator. Using the steering wheel thumb button (or via the navigation screen), the driver can select hybrid, battery, or e-Save to bank battery power for later use.

Dodge says a full recharge using a level 2 charger will take about 2 1/2 hours. Plugging into a household 110-volt charger will take almost seven hours.

A view of the The Blacktop Package, $1,595, includes 20-inch Michelin Pilot Sport All Season 4 tires and black alloy wheels

The Blacktop Package, $1,595, includes 20-inch Michelin Pilot Sport All Season 4 tires. (Mark Maynard)

Hornet R/T Ride and Handling

As quickly as the R/T can reach 60 mph, it can stop just as quickly. Big Brembo front and rear calipers have vented 13.53-inch front and 12.08-inch solid rear rotors.

Stopping power is amplified by the 9-inch-wide footprint of the Michelin Pilot Sport All Season 4 tires (235/40). The Michelins, an upgrade in the Blacktop package, are quiet rolling despite a fairly stiff 540AAA treadwear rating.

The R/T ride quality is variable, with a continual settling of the suspension, as if, on long legs with a heavy body moving its hips to balance the load. The raised ride height and 20-inch Michelins might overwhelm comfort control.

Front MacPherson and rear Chapman struts are paired with Koni’s frequency selective damping shock absorbers. The shocks work to balance comfort and handling. However, suspension jolts can feel like steel knuckles.

The curb weight of the Hornet R/T is a stout 4,140 pounds, including the battery at 276 pounds.

Dodge media materials list a turning circle of 37.86 feet, but I expect that is for the base 17-inch tires.

Safety Features and Technologies

The Hornet’s Italian roots provide a vault of safety features, including:

  • 7 air bags,
  • Automatic electronic brake hold,
  • Blind spot and cross-path detection,
  • Full-speed forward-collision warning-plus,
  • Lane-keep assist,
  • ParkSense rear park-assist system,
  • Traffic sign information and recognition,
  • Automatic high-beam headlight control,
  • Pedestrian-cyclist emergency braking.
Looking at the tread face of the nine inch wide Michelin tires

The 9-inch footprint of the 235/40 Michelins.

With that safety suite, Dodge layers on optional Level 2 semi-autonomous driving assistance in the optional Tech Pack, $2,245. Among its features are:

Intelligent Adaptive Cruise Control (IACC) maintains an appropriate speed and distance with stop and go functionality;

Intelligent Speed Assist with Traffic Sign Recognition detects the speed limit and also provides a one-click feature to adjust speeds;

Driver Attention Assist detects signs of fatigue and alerts weary drivers with a visual and acoustic warning on the gauge cluster;

Lateral Control and Lane Support system combines Lane Control and Traffic Jam Assist to keep the vehicle centered on the lane.

Interior Function

The Dodge Hornet cabin is front-seat biased and feels roomier than a compact. Headroom is tall at 38.8 inches with legroom of 41.7. Cornering sightlines, however, are complicated by the stretched-out windshield pillars and the large side mirrors.

With the comfortably bolstered sport seats in the Track package ($2,595), the driver is set for the slalom course. The black Alcantara seat upholstery with red accents is attractive and the seats are supportive. Large drivers, however, might feel a little cramped at the shoulders.

Some elements in creating a buzz for a hot-rod Hornet seem gratuitous, even gimmicky. For example, the Klingon-class regen paddles look cool but are in the way of the turn signal and wiper stalks. These metal paddles, like curved battle blades, are mounted to the steering column, not the steering wheel. I prefer the column placement because the driver always knows where the upshift and downshift modes are. But are these big blades necessary for regeneration?

Because of Hornet’s Italian roots, however, there is an awkward translation to commonly applied procedures, such as setting cruise control. Drivers should get this figured out before setting out.

Use care when opening the back doors to not be clipped by the protruding “bee” wing.

Use care when opening the back doors to not be clipped by the protruding “bee” wing.

Helpful Hornet Details

Other than the complicated sightlines, the interior layout is functional and contemporary. The driver faces a 12.3-inch digital instrument cluster that has three configurable zones.

The center 10.25-inch screen for the Uconnect 5 infotainment system is also configurable. Various modules, such as music and maps, can be displayed. The split backup camera screen includes an overhead view, handy in tight parking situations.

The electric parking brake, large wireless charging pad, sliding front armrest, and sun visors with lighted vanity mirrors are also appreciated.

I like the smart-locking doors with a “chiclet” in the door handle. It takes just a hand swipe at the grip, and the door(s) unlock. On exit, just press the chiclet. However, for $52K, I’d like to have smart locking for all side doors. It is a convenience not to have to swipe the front door first before gaining access to the back doors.

Looking into the back seat with the attractive alcantara black and red upholstery

More of the good Track pack upholstery in a subcompact back seat. (Mark Maynard)

Back Seat and Cargo Space

If the front seat area is compact, the back seat is subcompact but with more of the Track pack’s black-and-red upholstery. The fast roofline crops headroom, and legroom is snug, even with knees against the front seatbacks for taller passengers. The space might be small for young families with growing children.

The 60/40 folding back seat has a ski pass-through and fold-down armrest with two can holders. But when lowered, the broad armrest cuts uncomfortably into elbow room.

No budget was wasted on overhead grab handles, so just lay your dry cleaning across the seat. But the back seat does have two USBs ports (Types A and C), center air vents, and bottle slots in the doors.

Cargo space is more like trunk space, with 22.9 to 50.5 cubic feet measured to the headliner. Packaging of the battery downsized the R/T cargo space by 4.2 cubic feet.

There are no roof rails, so there is no other option for cargo, yet the roof height of 63 inches would be reachable by most.

Oddly, the cargo floor is almost square and does not contour around the rear fender wells for niche space. But there is usable basement space to store the charging cable and the little flat-tire inflation compressor.

Folding the 60/40 back seat gives about 5 ½ feet in length. Entry height, however, is low at 26 inches, and cargo entry width of 39 inches makes it too small to load that big-screen TV.

Conveniences include two side lights, two bag hooks, and four tiedowns.

An open view of the cargo space with a grocery bag on the bag hook

Squared-off cargo space of 22.9 cubic feet stacked to the headliner.  And underfloor storage, below. (Mark Maynard)

There is storage under the cargo floor for the charging cable and tire inflation system

Why Buy the 2024 Dodge Hornet R/T?

Dodge Hornet seems to be in a strong pregrid position to introduce new buyers to the brand. It went on sale in 2023 and is currently lapping its 2024 model year. Early Hornet models were the subject of much concern, with owners experiencing a variety of electronic glitches. Software updates attended to most of those more or less promptly.

New buyers of Hornet can get good information from the Dodge Hornet Forum and the Dodge Hornet R/T & GT Facebook page

A rear view of the Acapulco Gold Hornet with a big gray Navy training ship in the background at Liberty Station

The Hornet R/T is branded as an electric muscle car, keeping it true to the Dodge Brotherhood. (Mark Maynard)

2024 Dodge Hornet R/T Specifications

Body style: compact, 5-seat, 5-door AWD gasoline plug-in hybrid SUV

Engine: Turbocharged 1.3-liter 4-cylinder with stop-start at idle

Power, AWD: 288 net combined hp, 383 lb.-ft. torque, front motor 199 lb.-ft., 184 lb.-ft. rear (e-Motor)

Transmission: Aisin 6-speed automatic

Electric range: 31-33 miles

Combined driving range: 360 miles

Fuel economy: 29 mpg combined city/hwy; 77 mpg-e combined

0-60 mph: 5.6 seconds

Motors: Induction

Battery: 15.5 kWh lithium-ion, nickel manganese cobalt graphite; the battery is cooled by refrigerant gas

Battery weight: 276 pounds

Charging: A high-power inverter and 7.4-kW charging module; 2.5 hours for a full charge using a Level 2 charger

BY THE NUMBERS

Fuel tank: 11.2 gallons

Cargo space: 22.9 to 50.5 cubic feet (vs. 27 and 54.7 cu.ft. in GT)

Front/rear shoulder room: 55.7/54.8 inches

Front head/leg room: 38.8/41.7 inches

Rear head/leg room: 38.2/38 inches

Front/rear shoulder room: 55.7/54.8 inches

Length/wheelbase: 178/103.8 inches

Curb weight: 4,140 pounds

Turning circle: 37.9 feet

FEATURES

Standard equipment includes: Keyless Enter ‘n Go locking with push-button ignition, adaptive cruise control, aluminum steering-column-mounted paddle shifters, 12.3-Inch digital instrument cluster, electric parking brake, wireless charging pad, sun visors with lighted vanity mirrors, Uconnect 5 Nav with 10.25-Inch touch screen display, ParkView split-screen backup camera, illuminated ma pocket, 8-way power adjustable driver seat with 4-way lumbar and memory presets, 8-way power adjustable passenger seat, heated front seats, black headliner, Techno leather (heated) steering wheel, 60/40 rear seat with ski pass-through, 4G LTE Wi-Fi hot spot trial, Apple CarPlay and Android Auto, dual front A and C USB ports, media hub with 2 charge-only USB ports, front and rear floor mats;

Exterior: Hornet front fascia, rear body-color spoiler, GT upper and lower mesh grill, LED taillights, hands-free power liftgate, power heated and folding side mirrors;

Safety features and technologies: 7 air bags, automatic electronic brake-hold, blind spot and cross path detection, full-speed forward-collision warning-plus, lane-keep assist, ParkSense rear park-assist system, traffic sign information and recognition, automatic high-beam headlamp control, pedestrian-cyclist emergency braking

CHASSIS COMPONENTS

Brakes: Brembo calipers front and rear; vented front rotors 13.53 inches, solid rear 12.08 inches

Steering: electric power, 37.9-foot turning circle

Tires-wheels: 20-inch Michelin Pilot Sport All Season 4 235/40; 540AAA treadwear rating

Suspension: MacPherson struts front, rear Chapman struts, all with frequency selective damping

PRICING

Base price: $48,340, including $1,595 freight charge; price as tested $53,775

Options on test vehicle: Acapulco Gold paint $595

Tech package, $2,245, includes intelligent speed assist, active driving assist, surround-view camera, drowsy driver detection, Parksense front-rear-side park assist;

Track package, $2,595, includes black Alcantra seat upholstery with red accents, aluminum door sills, sport leather steering wheel, dual-mode suspension, metal-trimmed pedals, red painted Dodge calipers, 20-inch Abyss Finish wheels and 235/40 all-season tires.

Where assembled: Pomigliano d’Arco, Naples, Italy

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