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Lexus TX 500h F Sport Review

by Mark | Jun 21, 2024 | 0 comments

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.

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.

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.

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.

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.

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.

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.

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).

2024 Mazda CX-90 PHEV Review

by Mark | Aug 11, 2023 | 0 comments

The 2024 Mazda CX-90 plug-in hybrid SUV crossover is a trailblazer for its on-road charging capability

A side view of the white CX-90 along Mission Bay

The 2024 Mazda CX-90 debuts the new nameplate and a completely re-engineered and redesigned large SUV crossover. (Photos by Mark Maynard)

Charging While Driving
CX-90 Overview
Pricing
3 CX-90 Powertrains
Ride and Handling
Safety Technologies
Interior Function
Back Seats and Cargo Space
Why Buy the 2024 Mazda CX-90 PHEV?
Specifications

BY MARK MAYNARD

The girlfriend-wife and I just returned from a 1,109-mile round-trip road trip from San Diego to Sacramento in the 2024 Mazda CX-90 plug-in hybrid. The three-row SUV crossover performed without a hiccup, returning on average 27.8 to 29.8 mpg; I tried but couldn’t get it to 30 mpg. However, the consistent 28-plus mpg at 70 mph-plus was acceptable to me for the CX-90’s all-wheel drive and curb weight of 5,243 pounds. And our return trip was laden with weighty vintage items.

Along Interstate 5 South, the nine-hour return trip traversed toasty temperatures of 104 degrees through the expansive agricultural fields and row after row of fruit and nut orchards. In the heat of the day, two 18-wheel semis adjacent to our lane had blowouts on trailers, and there was evidence of many more blowouts from the frequent scatterings of tire chunks.

From the onboard vehicle data pages, I kept an eye on the engine temperature, which never budged past a couple of hash marks below normal. And that was with the AC at a constant 66 degrees and continual use of the seat ventilators.

The 21-inch Falken ZIEX CT60 all-season tires (275/45R21) have a substantial footprint and uttered no complaints about speed or load.

I tested a top-line 2024 CX-90 PHEV Premium Plus that was $58,920, with one option for Rhodium White metallic paint, $595. The PHEV has three trims, which start at $48,820, including the $1,395 freight charge from Japan.

The driver area and steering wheel in the CX-90

The interior has a hand-crafted appearance and refined materials.

Charging While Driving

An MSRP near $60,000 is a lot for a mainstream, family-class, three-row SUV crossover, but this plug-in hybrid goes where few competitors can. The 2024 Mazda plug-in hybrid system has a unique feature that allows the hybrid battery to recharge while driving. That technological advancement converts a dutiful PHEV for mainly around-town use to a prime road-trip cruiser.

The CX-90’s EV range of 26 miles seems insignificant, but it has the considerable time benefit of not having to be “refilled” — for 90 minutes — at a public charging station while on a trip.

Creeping along in clogged commuter traffic in EV mode is rewarding. And if I were to run out of fuel, 26 miles would surely get me to a filling station.

All hybrids and electric vehicles have regenerative capabilities to capture lost energy while braking and during engine deceleration or coasting. But the captured energy is incremental and does not “refill” the battery.

There are more than a dozen choices of plug-in hybrids in many price ranges. From my research, only Volvo offers a charging mode while driving 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.

The panoramic power moonroof.

2024 Mazda CX-90 Overview

Mazda went boldly with its redesigned and larger 2024 CX-90 three-row SUV. It is Mazda’s largest vehicle, and it replaces the previous-generation CX-9.

The CX-90 has an ambitious lineup of 11 trim levels with seating configurations for eight, seven, or six. There are three choices of electrified powertrains, two of which feature a new mild-hybrid 3.3-liter inline six-cylinder engine.

Compared to the outgoing Mazda CX-9, the 2024 CX-90 is 2.2 inches longer, about an inch narrower, on a wheelbase that is longer by 7.5 inches.

Mazda has been surprised by the early sales of the 2024 CX-90 PHEV. Initially, the product planners expected the gasoline versions to outsell the plug-in two to one. “What we are seeing is a huge demand for the plug-in, and we are ramping up production,” the spokesman said.

And there will be more plug-in innovators to come. Europe and Japan have hybrid versions of the smaller CX-60 and CX-80 SUVs. But a CX-70 is on the way for the U.S., and a CX-50 hybrid.

A schematic of the 2024 Mazda CX-90 chassis showing battery placement

The CX-90 hybrid battery is positioned in the center of the floor structure.

2024 Mazda CX-90 Pricing

Gasoline models:

CX-90 3.3 Turbo Select $40,970;
3.3 Turbo Preferred $44,820;
3.3 Turbo Preferred Plus $47,275;
3.3 Turbo Premium $50,275;
3.3 Turbo Premium Plus $54,325;
3.3 Turbo S $53,125;
3.3 Turbo S Premium $57,825;
3.3 Turbo S Premium Plus $61,325.

All retail pricing includes the $1,375 freight charge from Japan.

Mazda CX-90 PHEV

PHEV Preferred $48,820;
PHEV Premium $54,275;
PHEV Premium Plus $58,325.

Hybrid components, including the battery, have a warranty of 8 years or 100,000 miles.

Check here for current Mazda USA pricing and offers.

CX-90 Gas and Hybrid Powertrains

All Turbo models feature M-Hybrid Boost, a 48-volt mild-hybrid system with stop-start at idle.

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

The entry Turbo engine 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.

There is a myriad of 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 spokesman said. And the design creates a slight efficiency of the powertrain. Also, with the CX-90’s double-wishbone front suspension, the inline engine benefits steering feel and stability, he said. But it is also a wider suspension compared to more economical suspensions. And that also benefits the tighter turning circle because the turn angle was increased. That bit of engineering trimmed about a half foot from the turning circle, now a manageable 38.1 feet.

A view of the plug-in hybrid engine bay.

The CX-90 PHEV powertrain is comprised of an inline four-cylinder engine, an electric motor, and a 17.8-kWh battery pack.

The Plug-In Choice

Mazda has a unique tuning technology to allow the CX-90 PHEV to recharge the battery while driving.

The CX-90’s hybrid powertrain is comprised of an inline four-cylinder engine, an electric motor, and a 17.8-kWh battery pack. The direct-injected e-Skyactiv 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 adds up to 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-90 PHEV has an estimated driving range of 26 miles battery electric 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. According to the onboard computer, I could charge while driving to 30 and 32 miles of range while on the road.

Mazda CX-90 PHEV Charging

Electric vehicle charging times, from 20 percent to 80 percent:

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

Underfloor storage of the charging cable for the CX-90 PHEV

Charging cable storage below the cargo floor.

e-Skyactiv PHEV

In Normal mode, when there is sufficient battery charge, the hybrid system will prioritize EV propulsion depending on the situation and conditions.

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

EV mode is engaged through the Mi-Drive controller on the shift console.

The gas engine can turn on in EV mode when the accelerator pedal reaches the kick-down switch; this puts CX-90 back into Normal mode for quicker acceleration.

The back seat electronic climate controls in the 2024 Mazda CX-90

Electronic climate controls for the second row.

8-Speed Automatic Transmission

Power flow to the axles is rear-biased and channeled through an eight-speed automatic transmission with manual shift. There are driving modes of Normal, Sport, EV, and Off-Road.

I experienced several 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.

I sampled Sport mode in several situations but was satisfied with the performance in Normal. Get on the gas hard, and acceleration can be swift. However, passing power takes a heavy foot at speed on the Interstate.

The Mazda CX-90 PHEV has 21-inch Falken ZIEX CT60 all season tires.

The CX-90 PHEV has 21-inch Falken ZIEX CT60 all season tires.

CX-90 PHEV Ride and Handling

I wouldn’t say the CX-90 PHEV is sporty to drive, but it is engineered for confident handling under pressure and in evasive maneuvers.

For handling control, Mazda’s so-called Kinematic Posture Control applies a bit of brake force to the inside rear wheel during cornering. Because the CX-90 is a rear-drive-based platform, 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-90 lays down a luxuriously compliant — almost carpeted — ride on smooth surfaces. But the attitude swiftly changes over rough road with jarring impacts. There is much trucky head toss over speed bumps and driveway entrances.

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, I had to make minor but continual steering adjustments. I wanted the CX-90 to settle down and track, but the effect was a slow ping-pong between the white lines. However, the steering control was more straight-line direct on smooth blacktop.

In constant, hands-on control situations, I have grown to appreciate (and somewhat trust) Level 2 semi-autonomous driving assist. 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. But Mazda does not believe in semi-autonomous driving aids. The brand of zoom-zoom wants the driver to maintain control all the time.

While I appreciate the philosophy, navigating five lanes of constricted downtown freeway under construction at 65 mph can be nerve-racking.

The CX-90 shift console is broad but with limited storage space.

The shift console is broad but with limited storage space.

CX-90 Safety Technologies

Mazda might not prioritize semi-autonomous driving, but it has armed the CX-90 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.

• Neither National Highway Traffic Administration nor the Insurance Institute for Highway Safety (IIHS) https://www.iihs.org/ have rated the 2024 Mazda CX-90. Check their websites for the latest ratings: NHTSA and IIHS.

Interior Function

There is full-bodied cabin space in the first and second rows. The CX-90 PHEV’s battery pack is situated in the center of the floor structure, where it does not compromise interior space.

Front headroom of 39.2 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.

Cabin soundproofing is traffic-calmed around town, but there is modest wind or tire noise on the highway.

Check the list of CX-90 PHEV features and advanced safety technologies in the specifications box below.

Door panel storage.

Crafted Appearance

Contemporary materials and harmonious colors and textures are nicely crafted throughout the cabin. The perforated Nappa leather seating is supportive and comfortable for the hours between fuel stops. The driver gets eight-way power adjustments with a strong lumbar inflator. And in the Premium Plus package, the front passenger also gets eight-way power adjustment, up from the standard four-way power.

Most controls and readouts are ergonomically placed. The 12.3-inch digital gauge array changes configurations according to the drive mode, and some categories are confusing to page through and open for greater detail.

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

The rearview camera is split for a broad view and the overhead. Mazda added a unique “See Through View” for a wide-angle rear or front view.

The shift console is large and broad but with constrained space. And there are too few areas for small-item storage. Especially annoying and insistent is the seatbelt reminder alert.

There are six charging USBs throughout the cabin, but all are Type C. Those of us still with the common iPhone Lightning cable are out of luck. And the wireless charging pad in a nook at the base of the instrument panel is narrow and won’t fit some of the larger phones. There is, however, a 12-volt plug at the charging e-bin that is still functional for some radar speed detectors, I suppose.

The CX-90 back seat viewed through open back doors

Back doors open wide to almost 90 degrees, an asset when buckling toddlers in child seats.

Back Seats and Cargo Space

The second row has tall headroom of 38.6 inches and max legroom of 39.4 inches, with fore-aft slide and recline. The captain’s chairs in the Premium Plus tester allowed step-through space to the third row. And there’s also a small flip-up cupholder on the seat side.

Back doors open wide to almost 90 degrees, an asset when buckling toddlers in child seats. The second-row seats tip and slide for third-row access, but the three-seat bench is strictly kid class (as are most in this midsize three-row crossovers).

The open CX-90 cargo area with seats folded.

Fold the second row for 4 feet in length or 7 feet with both rows folded.

Despite the longer wheelbase and slightly longer body length, the cargo space is comparable to the CX-9. Almost 15 cubic feet of space is behind the third row, ideal for slinging plastic grocery bags. Fold the second and third rows for 74.2 cu. ft., stacked floor to headliner.

The liftgate entry is 42 inches wide and 30 inches tall. Fold the second row for 4 feet in length or 7 feet with both rows folded.

It’s also convenient to have two 150-watt, 120-volt household plugs plus a 12-volt plug to power an air compressor, chargers, or other gadgets.

Third-row legroom is short at 30.4 inches.

Why Buy the 2024 Mazda CX-90 PHEV?

Mazda’s advanced-tech tuning to provide on-road battery recharging is trailblazing. It is easy enough to plug in at a public charging facility, but the state of those chargers is often dirty or non-functioning. And nobody wants to take the time from vacation travel to charge up.

I have a Level 2 home charger in my garage, but I didn’t need it for this test. While driving in town, the battery added charge incrementally to shift the load from the engine. And to me, the performance while on gasoline power felt the same as with the electric boost.

You do not have to buy the top-line CX-90 PHEV Premium Plus model, but the tester shows how Mazda is moving its design and interiors upscale.

Good things are en route for this still-independent carmaker.

A rear three quarter view of a white CX-90 along Mission Bay

The recharge function elevates the CX-90 PHEV from an efficient, electrified short-range family SUV to an all-around road-trip hero.

2024 Mazda CX-90 PHEV Premium Plus Specifications

Body style: midsize, 7-passenger plug-in hybrid SUV Crossover with standard AWD

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;

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;

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

Battery: 17.8 kWh lithium-ion;

Estimated driving range: 26 miles battery electric; 490 miles combined power range;

Transmission: PHEV e-Skyactiv Drive 8-speed automatic transmission with manual shift; Drive modes of Normal, Sport, Off-Road, and EV

Fuel economy: 25 mpg combined city/highway; premium fuel recommended for max power

0-60 mph acceleration: 6.2 seconds, per Edmunds.com

Towing capacity: 3,500 pounds

BY THE NUMBERS

Fuel tank: 18.5 gallons

Cargo space: 14.9 to 40 cubic feet; 2nd and 3rd-row seats folded 74.2 cu. ft.

Front head/leg room: 39.2/41.7 inches

2nd-row head/leg room: 38.6/39.4 inches

3rd-row head/leg room: 36.9/30.4 inches

Length/wheelbase: 201.6/122.8 inches

Curb weight: 5,243 pounds

Turning circle: 38.1 feet

CX-90 PHEV CHASSIS HARDWARE

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

Steering: Power rack-and-pinion with variable assist; 38.1 feet 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; 275/45 tires.

FEATURES

Standard equipment includes: Keyless entry with push-button start, Nappa leather-trimmed upholstery, rearview camera, power panoramic sunroof, 8-way power adjustable driver’s seat with power lumbar, 8-way power adjustable passenger seat, heated and ventilated front seats, heated steering wheel, heated 2nd-row seats, hands-free power rear liftgate, electric parking brake, windshield wiper deicer, power-folding and dimming side mirrors (heated) with turn-signal indicators, LED exterior lighting, 12.3-inch full-color center display;

Safety features include: 8 air bags, hill start and hill descent assist, offroad traction assist, blind spot monitoring, rear cross-traffic alert, lane keep assist, front and rear parking sensors;

Driver-Assist Technologies: radar cruise control with stop and go and automatic speed limit adjustment; blind spot assist; emergency lane keeping; traffic sign recognition; secondary collision reduction system; smart brake support reverse; front cross-traffic alert with front cross-traffic braking; 360-degree monitor with see-through view;

PRICING

Base price: $58,325, including $1,375 freight charge; price as tested $58,920

Options on test vehicle: Rhodium White metallic paint $595

Where assembled: Hofu, Japan

Warranty: 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.

Lexus RZ 450e First Drive

by Mark | Mar 13, 2023 | 0 comments

The 2023 Lexus RZ 450e is a lightning rod of change for the brand

The battery electric 2023 Lexus RZ 450e has standard all-wheel-drive and driving ranges of 196 or 220 miles, depending on tie size. Pricing starts at about $61,000. (Photos courtesy of Lexus)

6 Intriguing Features
Pricing and Warranties
Incentives and Rebates
RZ Buyer Demographics
Driving the RZ
Safety Technologies
Powertrain
Charging
Reinventing the Wheel
Why Buy the Lexus RZ 450e?
Specifications

BY MARK MAYNARD

Lexus flipped the switch for its electric-vehicle future with the 2023 RZ 450e midsize SUV. The RZ is the brand’s first purpose-built battery-electric vehicle that will be available throughout the U.S. and globally.

Built on the e-TNGA platform shared with the Toyota bZ4X and Subaru Solterra, the RZ will go on sale this spring. Sizewise, the RZ is technically a small SUV, but it splits the segment between a super-compact and midsize.

Sold in two all-wheel-drive trim levels with two wheel sizes, RZ 450e starting prices range from about $61,000 to $66,000. Because the RZ and BZ-Solterra are built in Japan at the Motomachi Plant (in Toyota City), none qualifies for the federal tax incentive of $7,500. State and local incentives, however, might be available (details below).

Both models have a 71.4 kWh lithium-ion battery pack for total system horsepower of 308. RZ’s DIRECT4 all-wheel-drive system has two eAxle motors, a 150 kW front motor and an 80 kW rear.

Entry models with 18-inch wheels have an EPA-estimated electric driving range of up to 220 miles and an MPGe rating of 115/98/107 city/highway/combined. Models with 20-inch wheels have an EPA-estimated range of up to 196 miles or an MPGe of 102/87/95.

“RZ” stands for “Radiant Zero,” such as for “shining” and Zero Emissions. Similarly, Toyota uses BZ for Beyond Zero to brand its battery-electric vehicles.

In a full year of RZ 450e sales, Lexus says it hopes to sell 4,900 units. In the U.S., there are around 240 Lexus dealerships.

The RZ interior has a minimalist design theme with new materials and special lighting.

6 Intriguing RZ Features

Steering By Wire

The steer by wire system uses a yoke rather than a wheel. The optional system is still be tested and refined by Lexus engineers.

Steering by wire uses a yoke rather than a wheel.

The optional steer-by-wire system eliminates the mechanical steering column to the front axle and, with it, the transfer of vibration. Instead, electrical signals communicate steering inputs for much quicker steering response. And instead of a steering “wheel,” Lexus uses a steering yoke. A yoke will help train drivers to use smaller steering inputs rather than hand-over-hand movements to rotate a wheel. The system’s steering ratio constantly adjusts to the speed of the vehicle. Steering by wire provides more “agility in slow-speed situations and impressive stability at higher speeds,” Lexus says.

The steer-by-wire system also has a different gauge cluster that sits higher (1.5 inches) and farther away (1.4 inches) from the driver. The change in positioning is to minimize the driver’s line-of-sight movement.

Dealerships will provide initial testing to familiarize owners before sending them down the road. And it will take time for new users to adapt, but not just to the quicker steering response.

It was an odd initial experience in my testing of the yoke system. That was primarily due to my muscle memory of rotating a wheel. The yoke requires the driver’s hands to be in a 9-and-3 position. There will be fewer positions to rest hands on longer trips.

The system, however, is still being refined and is expected to be available in the U.S. at a future date. Pricing has not been set.

Electrochromic Dynamic Sky panoramic roof

The electrochromic Dynamic Sky panoramic roof changes from opaque to clear.

All models of RZ have a panoramic glass roof, but the Luxury model has the option ($550) of an electrochromic function. The so-called smart glass transitions from opaque to clear at the touch of a button at the top of the windshield header. The goal is to eliminate the need for a sunshade.

Radiant Heating

The optional radiant heaters are positioned at the base of the dashboard.

It takes less energy to heat occupants than to heat the entire cabin, so Lexus added radiant heating for the front seat, standard in the Luxury model. The heaters at the base of the dashboard warm legs and feet and are in addition to seat heaters (and ventilation).

Radiant heat might have more value to buyers in colder regions. The radiant heater on the passenger side replaces the glove box, removing any interior locking storage.

With the loss of the glove box, materials that typically are kept in the glove box, such as owner’s manuals, can be stored in the under area of the shift console peninsula. But even this space required an adjustment. To help keep items from slipping off the shelf and into the driver’s foot space, the console has about a 2-inch taller lip on the driver’s side versus an inch lip on the passenger side.

Shadow Illumination

Embedded lighting in the door panels is used in the RZ 450e to create a sense of luxury.

Embedded lighting is used in the RZ 450e to create a sense of luxury.

Part of Lexus’ plan to redefine luxury is using shadow illumination. The upper front door panels are embedded with a span of light that creates a decorative pattern. Trouble is, the pattern is only visible at night. During the day, the door panels are rather bland looking. In the Luxury model, users have a choice of 50 ambient interior colors and 14 themes.

Vortex Generators

Vortex Generators are intended to channel air flow down the glass to sweep away rain.

At the roof’s end at the back glass, the so-called vortex generators channel airflow down the glass, eliminating the need for a rear wiper arm. In theory, the downward flow of air could be effective at highway speeds. But in town, those vortex generators will do nothing to clear away rain, heavy morning dew, or frost.

Illuminated Logo

The RZ will be recognizable at night by the optional lighted front Lexus logo, $200. The logo also illuminates when charging.

Lexus RZ Pricing and Warranties

Starting prices listed below include the $1,150 freight charge from Motomachi Plant in Toyota City, Japan.

Premium with 18-inch wheels: $60,800;

Premium with 20-inch wheels: $62,040;

Luxury: $66,300.

Check here for current pricing and incentives.

Competing EVs to the RZ 450e include the Audi etron, Genesis GV60, Jaguar iPace, Polestar 2, Tesla Model Y, and Volvo XC40 Recharge.

A two tone paint option for Ether and Black paint is $1,200.

Two-tone Ether and Black paint, $1,200.

Color Choices

The RZ has a selection of five paint colors, including the new Ether blue. Four of the hues are $500 each, and only Caviar (black) is a no-cost choice. There also are two two-tone choices of Ether and Black Onyx or Cloudburst Gray and Black Onyx, $1,200 each.

And there are three interior color options: Thunderstorm and Macadamia, Palomino, and Dapple Gray.

Lexus RZ Warranties

10-years/150,000-miles high-voltage battery;
4-years/50,000-miles bumper to bumper;
6-years/70,000-miles powertrain;
2 free scheduled maintenance service appointments at 6-months/5,000-miles (whichever is earlier) and 12-months/10,000-miles;
Roadside assistance: 4-years/unlimited mileage

RZ Incentives and Rebates

The 2023 Lexus RZ 450e does not qualify for the Federal Electric Vehicle Tax Credit because it is built in Japan, not the United States. And because Lexus and Toyota have exceeded the government’s 200,000-unit limit. However, the RZ does qualify for some state and regional perks. The California Clean Fuel Reward amount has been temporarily reduced to $0 from $750.

As of this posting, information for the California Clean Vehicle Rebate for the Lexus RZ 450e was unavailable. When active, the rebate was $2,000. Participants are eligible based on gross annual income, as stated on their federal tax return.

Toyota created this incentive finder for federal, state, and municipality incentives.

The RZ 450e also qualifies for California (and other states) High-Occupancy-Vehicle freeway access, with the green DMV decal

Lexus Reserve

This new Lexus Reserve program aims to reduce “range anxiety” for drivers who don’t want to plan a driving trip around stops at charging stations. RZ 450e owners and lessees can rent another Lexus vehicle from their dealer for free. The program provides 30 days of a rental that can be used for three years from the date of purchase or lease. RZ 450e owners also will have access to a concierge guest experience to answer BEV questions.

Lexus RZ Buyer Demographics

Lexus expects the target customer for the RZ 450e will be:

Highly educated professionals and city and suburban residents;
Higher than average household income of $175,000-plus;
Older millennials and couples or families, with an even split of male and female buyers.
Lexus loyalists moving up from the comparably sized RX SUV or compact NX, and Toyota-brand move-ups.
First-time EV buyers who waited to make an intentional, refined choice.

Redefining Lexus Luxury

Lightweight materials are essential when building an EV. The lighter the curb weight, the farther the battery range. But the traditional materials that define a luxury car are heavy — leather upholstery, wood or metallic trim, and extensive power-operated features.

Instead, Lexus presents new interior design and materials, with special lighting effects to create a luxurious impression.

NuLuxe synthetic leather (half the weight of leather) is the standard upholstery in Premium models. And manufactured Ultrasuede fabric is standard for the Luxury. Luxury models also have access to an optional Tsuyasumi film, which has a shiny charcoal effect on the center console.

The minimalist interior treatment, however, might not appeal to the traditional buyer accustomed to Lexus’ pampering features.

More standard features are highlighted in the specs box at the end of this story.

Interior Function

There are five USB charging ports in the RZ cabin. Three USB Type-C ports with a wireless charger are on the lower instrument panel. Back-seat passengers have two Type-C USB ports at the base of the center console.

A standard 14-inch touchscreen has high-definition clarity for infotainment, navigation display, and the panoramic view monitor. The Luxury adds a 10-inch-wide head-up windshield display.

Tall headroom of 39.8 inches with the pano roof is spacious enough for 6-foot-6 occupants. Legroom is a comfortable stretch at 42.1 inches.

Driver controls are traditional with intuitive function and reach. And sightlines are open at the side windows and across the hood. Rearward views are slim out the back glass, but the panoramic view camera system is a great enabler in tight parking situations.

There is a standard 10-speaker sound system or an optional 13-speaker Mark Levinson Surround Sound system.

Back seat space is reasonably accommodating, but legroom of 38 inches is not limo-like, depending on who is sitting ahead.

The fast slope of the roof crops some cargo space, but Lexus says there is width for a golf bag at the tailgate entry. Or fold the second row for up flat space of 48 cubic feet.

Back seat legroom of 38 inches can be tight when tall occupants are seated ahead.

Driving the RZ

At the recent media launch in San Diego, journalists could drive both trim levels of RZ in 18- and 20-inch wheels. The RZs were preproduction models but appeared production ready. Still, it is the procedure for preproduction media vehicles to be well-prepped for the perception of full function. The production version, however, might have differences. The following observations came after driving various short routes in the area.

The first thing prospective buyers will notice about the RZ 450e is its styling. Lexus embraced its “spindle” grille treatment but as a complete spindle body design. The RZ exterior is a movement of angles, arcs, and aerodynamic twists and turns.

Noise Calmed Cabin

Once buckled in place, the second aspect of the RZ will be the cabin’s quietness. Lexus is proud of its ability to filter out unpleasant noise and harshness. In my experience, this cabin might be the quietest of any in the high-luxury segment. The quiet is so penetrating that it is relaxing.

While the Premium model is luxuriously calmed, the Luxury model adds acoustic front and rear side window glass for the vault feel.

Another quieting aid is the tires. For the stable ride quality Lexus wanted, the RZ has staggered-width tires, wider at the rear. The Luxury model preserves its hushed cabin with ultra-high performance Dunlop SP Sport Maxx 060 20-inch tires 235/50. These are soft and grippy tires. But know that the treadwear rating (UTQG) for these ultra-performance Dunlops is a low 280. That number translates to a tread lifespan of around 25,000 miles or so. And plan on purchasing snow tires for driving in winter weather.

The Premium model is fitted with 18-inch Bridgestone Turanza EL450 (235/60) all-season touring tires. The Turanza EL450 has a more durable treadwear rating of 400. For a UTQG (Uniform Tire Quality Grading) comparison, a midsize all-season touring tire for a crossover SUV will have ratings as high as 700 to 800.

Parking is uncomplicated with a turning circle of 36.8 feet or a little more with 20-inch tires. And there is the Advanced Park system as part of the $1,475 Technology package. Use Advanced Park to find and automatically park horizontally or nose-in. The package includes the Digital Key app and the 10-inch head-up display.

The Luxury model rolls quietly on 20-inch ultra-high-performance Dunlop tires.

RZ Safety Technologies

Under its skin, the RZ 450e has an advanced neural network of safety and driver-assist technologies. Lexus’ driver-assist systems are among the most steady and predictable for lane-centering and vehicle control, without frightening alerts to potential intrusions from other vehicles.

Leading the lineup of tech is the Lexus Safety System+ 3.0. Among its assist features are:

PCS — Pre-Collision System with Pedestrian Detection.

DRCC — All-speed Dynamic Radar Cruise Control: In highway driving, the adaptive cruise system uses radar and camera technology to help keep the vehicle at a preset speed and distance from vehicles ahead, even in stop-and-go traffic.

CSM — Curve Speed Management, within DRCC. A new feature to help manage speed in curves when cruise control is engaged.

LTA — Lane Tracing Assist. Lines on the road or a preceding vehicles give active assistance to keep the vehicle centered in its lane;

LDA w/SA — Lane Departure Alert with Steering Assist;

PDA — Proactive Driving Assist: Initiates gradual braking into curves or braking and steering to maintain distance control between the vehicle and a preceding vehicle, pedestrian, or bicyclist;

Risk Avoidance Emergency Steer Assist: Objects in the lane can be avoided by gentle braking and steering under certain daytime conditions;

Left Turn Oncoming Vehicle Detection/Braking.

The open RZ hood shows th e The electric powertrain modules and control hardware.

The electric powertrain modules and control hardware under the hood.

Lexus RZ Powertrain

The Lexus RZ 450e has a total system power of 308 hp, generated by two dual permanent-magnet synchronous motors. The dual-motor setup has a 150 kW motor at the front and an 80 kW rear. Transferring power is a single-speed e-Axle.

Either model, Lexus says, can launch to 60 mph in 5 seconds.

A “skateboard” style battery pack is positioned under the floor, extending from about the engine-bay firewall to just ahead of the back seat. The 96 cells of lithium-ion batteries generate 355 volts for total battery power of 71.4 kWh; the battery capacity is 201 Ah (ampere-hours).

Lexus uses water-cooling and water-heating systems to protect the battery pack from temperature swings.

RZ acceleration can be brisk and forceful, depending on how hard the accelerator is used. RZ performance can be manipulated by four drive modes of Normal, Sport, Eco, and Range. Range mode switches off the air-conditioning system and applies a more rear-wheel-drive bias.

I’m always conservative when driving an EV, but Sport is a go-to in heavy traffic to help guard my line.

There is no “e-pedal” driving, in which the vehicle can be slowed to a stop by lifting off the accelerator pedal. Instead, paddle shifters at the steering wheel can be used to vary the amount of regenerative braking force.

Lexus RZ Charging Times

Under ideal conditions, the RZ can fully recharge in about 9.5 hours with a Level 2 charger, and from 0-80 percent in approximately 30 minutes with a DC fast charger.

The RZ comes with a Level 1 vehicle-charging cable for 120-volt outlets. And all models are equipped with a Combined Charging System (CCS) socket for at-home and public charging.

For at-home charging, most Lexus dealers offer an option to purchase a ChargePoint Home Flex Level 2 charger ($749, not including installation) at the dealership or directly from ChargePoint. ChargePoint Home Flex is Energy Star certified and Wi-Fi connected. The charger can be installed indoors or outdoors and comes with a 23-foot charging cable. The home charger can add up to 25 miles of range per hour and fully recharge the battery when plugged in overnight.

For help in charger selection and installation, Lexus recommends Qmerit.

The installation service can help locate a certified electrician to install the EV charger and provide an initial free quote. Customers will be provided information on Qmerit during their purchase checkout process at participating dealers.

The open charge door on the left front fender of the RZ

150kW rapid charging can add 10-80 percent in around 30 minutes.

Curb Weights

Heavy electric cars are not always dynamic to drive. While the RZ is not exactly sporty in its handling, sportiness was important in suspension engineering.

Lightweighting features and technologies in developing the RZ have made it among the lighter EVs in its size segment. The RZ weighs 200 to 300 pounds less than competitors such as the Volvo, Mustang Mach-e, or the VW ID.4. The RZ weighs a whopping 1,296 pounds less than the Cadillac Lyriq.

The RZ Premium model weighs 4,586 pounds with 20-inch wheels, and 4,619 pounds for the Luxury model. Hefting that weight smoothly is a challenge, especially with SUV height. But the suspension engineering creates a truly svelte ride quality. There is no objectionable bottoming-out jounce and rebound as the dampers adjust to catch and control the heave of weight.

RZ Suspension, Steering, Braking

The RZ suspension is not overly sophisticated. It is comprised of front MacPherson-type struts and a rear trailing arm multi-link configuration. Both assemblies are tuned and located for handling balance, roll posture, and ride comfort.

At the rear, Frequency Reactive Dampers alter the dampening force on the extension stroke in response to road surface frequency input. The FRD works to provide a high level of handling stability, Lexus says.

Also neatly dialed in with the suspension are the steering response and braking engagement. The drive-by-wire steering is constant in turns, but I could not discern any road feedback.

Four-wheel ventilated disc brakes have 12.9-inch front rotors and 12.5 inches rear. The regenerative braking has no on-off effect as the brake pedal is applied and pushes through to the engagement point. Drivers will value the smooth engagement when nosing their RZ into a parking space with a vehicle or wall ahead.

The fast slope of the roof crops some cargo space, but Lexus says there is width for a golf bag.

Reinventing the Wheel

The automotive industry is in the middle of a once-in-a-century transition from internal-combustion propulsion to electric. And Lexus, too, is in a pivotal moment of major transformation, said Greg Kitzens, Lexus marketing GM.

Lexus aims to sell fully electric vehicles worldwide by 2035, with the hope of selling 1 million EVs globally in 2030, Kitzens said at a recent media test drive. (According to industry reports, Toyota targets global sales of 3.5 million EVs in that time frame.)

Electrified vehicles are not new to Lexus. The brand launched its first gasoline-electric hybrid RX SUV in 2004 and today has seven hybrid or plug-in electric vehicles in its lineup.

Electrification of existing Lexus and Toyota vehicles was the faster route to reducing greenhouse gas emissions to help slow climate change. The world’s largest automaker is now being criticized for not launching more battery-electric models.

It was a simple business plan, with some consideration of the planet, Kitzens said on the sidelines of the RZ media drive.

“The battery resources to build one battery-electric vehicle could instead be used to build six plug-in electric Lexus vehicles or 90 gasoline-electric hybrids,” Kitzens said. He was citing research by Gil Pratt, Toyota Motors’ chief scientist and executive fellow for research.

Today, Toyota Motor is at work on a wholly re-engineered, next-generation platform dedicated to battery electric vehicles arriving in 2026. It is a “BEV-first mindset,” but with a balanced approach that will include plug-ins and hybrids.

With lithium as scarce as it is, automakers can reduce carbon emissions more quickly through a multipronged approach to electrification that includes hybrids rather than focusing exclusively on fully electric vehicles, said Pratt in an Automotive News report.

The RZ styling is a movement of angles, arcs, and aerodynamic twists and turns.

Why Buy the Lexus RZ 450e?

The RZ 450e doesn’t set any charging speeds, driving range, or powertrain efficiency benchmarks. But Toyota and Lexus focus on the real-world range for reliability and battery life.

Don’t get hung up on competitors’ claims of 300 or more miles of battery driving. With a home charger, it really doesn’t matter if your EV has a range of 200 or 350 miles. You’ll both meet at the public charging station on a long driving trip.

Either RZ model is favorably priced as a luxury electric SUV.

A nicely equipped Premium model will cost around $63,415. A nicely optioned Luxury model with such extras as two-tone paint ($1,200), the cold-weather package ($200) and another $200 for the illuminated Lexus grille logo, and the Dynamic Sky roof ($550) will run $67,300.

For the $3,885 pricing difference, I prefer the Luxury model for the complete Lexus luxury treatment.

2023 Lexus RZ 450e Specifications

Body style: midsize, 5-door, 5-seat electric SUV with standard AWD

Motors: dual permanent magnet synchronous, 150 kW front, 80 kW rear

Total system power: 308 hp

Transmission: e-Axle single speed

Battery: 355-volt lithium-ion with 71.4 kWh total battery power from 96 cells

EPA-estimated driving range: 220 miles with 18-inch tires; 196 miles with 20-inch tires

Fuel economy equivalents: 115/98/107 mpg-e city/hwy/combined with 18-inch tires; 102/87/95 mpg-e with 20-inch tires

Top speed: 99 mph

0-60 mph acceleration: 5 seconds

AC Charging Times

Level 1, 110-120 volts, from 0-100 percent, around 50 hours;

Level 2: 240-volt, 32 amp (7 kW), around 9.5 hours

DC Fast Charging Times

400-amp, 150 kW: 0 to 80 percent, around 30 minutes

Charger output: 6.6 kWh

BY THE NUMBERS

Cargo space: 24 to 48 cubic feet

Front head/leg room: 39.8/42.1 inches

Rear head/leg room: 39.7/38 inches

Length/wheelbase: 189.2/112.2 inches

Curb weights

Premium 18-inch wheels: 4,564 pounds

Premium 20-inch wheels: 4,586 pounds

Luxury: 4,619 pounds

Turning circle: 36.8 feet

FEATURES

Standard Luxury model equipment includes: Panorama glass roof, NuLuxe-trimmed seats and interior door trim, 14-inch touchscreen infotainment-navigation display, panoramic view monitor, 10-inch head-up windshield display, wireless Apple CarPlay or Android Auto, wireless phone charging pad and 5 USB charging ports, single-color ambient lighting with Shadow Illumination, electric parking brake, heated and ventilated front seats, paddle shifters with regenerative braking force indicator, memory presets for driver’s seat-steering wheel-side mirrors, digital rearview mirror, power liftgate with kick sensor, 10 air bags;

TIRES

Premium model: 18-inch Bridgestone Turanza EL450 all-season touring, 235/60 front, 255/55 rear
Luxury model: 20-inch Dunlop SP Sport Maxx ultra-high performance, 235/50 front, 255/45 rear

Safety features and technologies include: 10 air bags, Advanced Park and Intuitive Parking Assist with auto braking, blind-spot monitor with rear cross-traffic alert, Lexus Safety System+ 3.0

Where assembled: Motomachi Plant, Toyota City, Japan

Warranties

4-years/50,000-miles bumper to bumper;
6-years/70,000-miles powertrain;
2 free scheduled maintenance service visits at 6-months/5,000-miles and 12-months/10,000-miles;
High-voltage battery warranty: 10-years/150,000-miles;
Roadside assistance: 4-years/unlimited mileage

2023 Toyota Prius First Drive

by Mark | Dec 14, 2022 | 0 comments

Sexy new 2023 Toyota Prius wrapped in PDA — Proactive Driving Assist to help save drivers from that “Oops” moment

A silver Prius parked along the ocean at north coastal San Diego

Designed in Japan, the new Prius offers a coupe-like exterior for a more athletic look, Toyota says. (Photos courtesy of Toyota)

Overview
Pricing
Warranties
Safety Features
Powertrain and Performance
Fuel Economy
Drive Impressions
Why Buy the 2023 Toyota Prius?
Specifications

BY MARK MAYNARD

The redesigned and re-engineered 2023 Toyota Prius is a stunning improvement in almost every way over the previous model. Its sex-jet styling is a pronounced shift in attitude. But this gasoline-electric hybrid hatchback is also more powerful with better fuel economy than before. And its new body is smoother rolling, and the handling is as responsive as its sleek shape implies. The cabin is much quieter and interior materials and plastics are much improved and pleasing to the eye and touch.

Not sanitized in the redesign, however, is some Prius weirdness — its mild personality disorder that has helped make this small car a big icon.

The new Prius has a 2-inch lower roofline, and the body is 1 inch wider and lower. The wheelbase is 1.9 inches longer, now at 108.3 inches. The new length of 181.1 inches is about an inch longer than before.

Looking for a back-to-work commuter? The entry 2023 Prius LE has fuel economy ratings of 56 mpg on the highway and 57 mpg combined city and highway. Its pricing starts at a reasonable $28,545 for front-wheel drive, or add $1,400 for on-demand all-wheel drive (available on all trim levels).

The new Prius is expected to arrive at Toyota dealerships in January 2023.

A side view of the new Prius showing the 2 inch lower roofline

The roofline of the 2023 Prius is 2 inches lower.

Prius Media Drive in San Diego

Toyota brought its national media drive to Del Mar, Calif., just up the coast from downtown San Diego. Select journalists from the U.S. and Canada were given a deep dive into the 2023 Prius, its technologies and design.

There were test drives of XLE and Limited trim levels, in front- and all-wheel drive. I shared seat time with another journalist for about a 40-mile run into the area around Rancho Santa Fe and on the interstate.

The drive gave good input, but I was not able to test such features as the new and enhanced Advanced Park (a Toyota first) that helps drivers steer into a selected parking space. The system works for parallel parking or backing into a perpendicular slot. I also didn’t sample Proactive Driving Assist (details below) or how comfortable the seats would be for an extended commute.

The awkward function of the steering column and driver display screen.

The steering column is among the weird features of the new Prius.

2023 Toyota Prius Overview

Its nameplate needs no introduction — “Prius” is as representative of what it is as “Corvette,” “Mustang,” or “McDonald’s.” But its reputation is founded in its legacy as the world’s first mass-produced gasoline-electric hybrid car. It also is notoriously vilified for its many passionate drivers who feel it is their environmental responsibility to drive 63 mph in the fast lane of the interstate.

The Toyota Prius debuted in Japan in 1997 and was then exported to the U.S. and North America in 2000. But it was a sales dud in the States. It was too small and too weak to handle the interstate hustle. And its center-position driver display and controls in the dashboard were just weird. Cars sat on used lots until the first energy crisis hit in the early 2000s, followed by the Great Recession in 2008. But by 2004, Toyota had launched the second-generation design. This new styling was more palatable but still odd; however, it was a complete design study in aerodynamics, resulting in a very low 0.24 coefficient of drag. That Cd has only recently been surpassed by some new electric cars. And even the new Prius is not as slippery now, compromising Cd for style.

Satoki Oya, Toyota chief engineer for Prius.

Prius Trim Levels and Pricing

The 2023 Prius will be sold in three trim levels: LE, XLE, and Limited. Gone is the L Eco model, which had been the city-mileage champ at 58 mpg.

The XLE is the sweet spot of features to price. The Limited fills in useful details, such as an interior liftback release button.

There are six paint colors, including the new Cutting Edge silver and Guardian Gray. Other choices include Wind Chill Pearl white, Midnight Black Metallic, Supersonic Red, or Reservoir Blue.

The 2023 pricing is about $2,300 more than the previous model. Here are some thumbnail details on the trim levels:

Prius LE, $28,545: standard dark gray 17-inch alloy wheels with wheel covers, an 8-inch audio multimedia touchscreen, six-way adjustable fabric front seats in black or gray, six USB type C charging ports, electric parking brake, SofTex steering wheel, and blind spot monitor with rear cross-traffic alert.

Optional features include front and rear parking assist with automatic braking.

Prius XLE, $31,990: adds 19-inch alloy wheels and eight-way adjustable heated power driver’s SofTex seat in black or gray. Also standard are rain-sensing wipers, smart key locking with push-button ignition, wireless charger, and front and rear parking assist with automatic braking.

Options include a 12.3-inch high-resolution touchscreen display ($735), fixed glass roof ($1,000), and Digital Key ($275), which works with a smartphone app.

Prius Limited, $35,560: adds a standard 12.3-inch JBL Premium Audio touchscreen display, fixed glass roof, SofTex heated and ventilated front seats, heated steering wheel, power liftback, and Digital Key.

Available options include a digital rearview mirror ($200), heated rear seats ($350), and Advanced Park ($1,085, includes panoramic view monitor).

The manufacturer’s Suggested Retail pricing includes the $1,095 freight charge from Japan.

The driver the driver display screen is at the top of the instrument panel, not in the instrument panel.

The placement of the driver display screen is a little far from the driver’s seat.

Prius Warranties

Basic warranty coverage is for 3 years or 36,000 miles and 5 years or 60,000 miles for the powertrain. ToyotaCare provides free scheduled maintenance for 2 years or 25,000 miles, with 24/7 roadside assistance for 3 years (while other Toyota models receive 2 years) and unlimited mileage.

The lithium-ion hybrid battery is covered for 10 years from the date of first use or 150,000 miles, whichever comes first. And Hybrid-related components, including the battery control module, hybrid control module, and inverter with converter, have coverage of 8 years or 100,000 miles.

The Limited’s standard 12.3-inch JBL Premium Audio touchscreen display.

Safety Features and Technologies

The 2023 Prius has eight air bags and the latest Toyota Safety Sense generation, TSS 3.0. This suite of active safety systems includes everything on the prior generation Prius, plus several driver-assist technologies. The Level 2 semi-autonomous driver-assist function still requires both hands on the wheel.

Among the added technologies are:

Pre-Collision System with Pedestrian Detection;
Lane Departure Alert with Steering Assist;
Full-Speed Range Dynamic Radar Cruise Control;
Lane Tracing Assist;
Road Sign Assist;
Automatic High Beams;
Proactive Driving Assist.

Proactive Driving Assist is interesting because it is an “Oops” monitor for everyday situations. Toyota said that the system functions without cruise control, but it is not a substitute for the Pre-Collision System.

PDA uses the vehicle’s camera and radar to provide gentle braking into curves or gentle braking and steering. The system helps with distance control between a preceding vehicle, pedestrian, or bicyclist.

Net hybrid-system horsepower is 194 hp for front-wheel drive and 196 hp with AWD.

Prius Powertrain

The 2023 Prius marks the fifth generation. And with it, Toyota hopes to overcome the car’s reputation as dowdy to drive and quirky. Prius chief engineer Satoki Oya made sure of it. And it was his approval of the fast styling that inspired a way to tuck the new hybrid system beneath the skin. And there were compromises.

Engineer Oya had the suspension and steering tuned for sporty driving, and he gave the powertrain 60 percent more horsepower. Indeed, the internal combustion engine is now a 2.0-liter, replacing the previous 1.8-liter four-cylinder. A newly developed lithium-ion battery has 14 percent more output.

The Atkinson-cycle 2.0-liter four-cylinder engine accounts for 150 horsepower and 139 foot-pounds of torque at 4,400 rpm. Net hybrid-system horsepower is 194 hp for front-wheel drive and 196 hp with AWD.

The transmission continues as an e-CVT, an electronically controlled continuously variable automatic. All-wheel-drive models have a rear motor that adds 40 hp and 62 lb.-ft. of torque. The transmission has drive modes of Normal, Eco, and Sport.

The redesigned model, however, has a 0.27 coefficient of drag (Cd), which compares to 0.24 Cd for the previous generations. Blame that shapely peak at the rear of the roofline, according to Oya. It was a sacrifice to maintain the design.

Aerodynamic features include front grille shutters to optimize the inflow of air, which also aids engine cooling. Underbody panels help reduce drag and road noise.

The XLE and Limited trim levels have new aero-tuned alloy wheels rather than steel wheels with aero wheel covers.

SofTex upholstery in black or gray for the XLE and Limited.

Prius Performance

Acceleration from a stop is quicker and less noisy when pressed hard. Toyota says the battery provides a subtle power boost to put less strain on the engine. It also eliminates the “rubber band” acceleration effect experienced with some CVTs.

Also new is an EV mode. Battery power can be used for short distances, such as when in parking lots or indoor parking garages. (This feature had long been available on Japanese market Prii.) When in EV mode, pedestrians will hear the whirring sound of the “Vehicle Proximity Notification.”

Four-wheel-disc brakes have one-inch larger rotors. Front-drive models have ventilated 11.1-inch rotors, and 12-inch rotors for AWD. The rear discs are solid 11-inch rotors, front- or all-wheel drive.

The fixed dual-pane sunroof in the Limited.

The fixed sunroof in the Limited.

2023 Prius Fuel Economy Ratings

Despite the bigger engine, fuel economy increased.

The entry, front-wheel-drive Prius LE gets the highest estimated fuel economy ratings of 57 mpg city, 56 highway and 57 mpg combined. Toyota says that careful driving (Eco mode) can push the mileage to 60 mpg. The other trim levels have ratings of:

52/52/52 mpg, XLE and Limited FWD;
53/54/54 mpg, LE AWD;
49/50/49, XLE/Limited AWD.

Toyota recommends 87 octane fuel, but also says that using premium fuel will help achieve more power and (slightly) higher mileage ratings.

The fuel tank of 11.3 gallons should allow a cruising range of almost 600 miles, but careful driving can easily extend the range.

Though slightly larger, the 2023 Prius weighs about the same as its predecessor. Curb weights range from 3,097 pounds to 3,284 pounds for the top-line Limited AWD trim level; the Limited AWD is about 84 pounds heavier than before.

Maximizing shift-console space is the slot for wireless smartphone charging.

Prius Drive Impressions

From the first 500 feet driving the new Prius, there is exceptional feel to the solid body and fluid roll of the steering. The taut suspension is a welcome transition from comfy and soft of the previous design.

The tighter body, with reinforcements at the windshield pillars, midroof, and rear glass pillars, encourages enthusiastic driving. And the cabin is far more soundproofed now, but there is some tire harshness on the interstate.

The turning circle is still subcompact at 34.4 feet with 17-inch wheels or 35.4 feet with 19-inch wheels.

The low-slung design lowers the hip point by about an inch, making for no-struggle entry and exit. But veteran Prii owners might lament the open feel of the previous cabin architecture.

Headroom of 38 inches will suit a 6-foot-6-tall adult without leaning the seatback to an uncomfortable position. But that driver fills the seat area. Legroom is very long at 43.2 inches.

Sightlines over the fenders and hood are good, benefiting from small corner glass in the side windows. But the new driver display screen of speedometer and other gauge readouts is behind the steering wheel atop the instrument panel. In my orientation drive, the black display nagged as a visual obstacle to a clear view. In time, I might adjust. And tall drivers might have to adjust the wheel higher, which will crop the bottom quarter of the display.

Back Seat and Cargo Space

At least there is no more split rear window from the previous kammback body style. However, the new rear window is a slim ellipse, so rear views will be familiar to veteran Prius drivers.

Back seat dimensions are tight. Headroom of 36.4 inches and legroom of 34.8 inches will be adequate for the grade-schoolers carpool. But the space will be too cramped for ride-share use.

Cargo space is luggage capable at 20.3 cubic feet in the XLE and Limited, and 23.8 cu.ft. with the bilevel floor in the LE. Fold the back seat for about 5 feet in length.

Back seat head- and legroom will limit use as a ride-share vehicle.

Why Buy the 2023 Toyota Prius?

The Toyota Prius is weird. It’s always been weird. And the 2023 Prius is weird, too. But its weirdness has been an asset to distinguish this stalwart fuel miser.

The new model will sell easily for those ready for its 50s mpg ratings. It’s still just a gasoline-electric hybrid, with no charging needed, but the Prius Prime plug-in hybrid will go on sale next spring.

Toyota expects the new Prius to sell well, but it also cites a modest annual output of 35,000 cars. With what might be a shortage of new Prii, Toyota dealers will have the opportunity to charge “market pricing.”

Toyota now has 13 electrified models, and by 2025 the carmaker says 40 percent of its lineup with be electrified. That provides many choices for a hybrid Toyota, including the upcoming Crown hybrid sedan.

The Toyota Crown could become what the Prius had been; it is a more powerful hybrid and more expensive but with a 30-mpg combined city/highway fuel economy rating.

Will the Prius lose its crown?

Cargo space is luggage capable and the back seat folds for about 5 feet in length.

2023 Toyota Prius Specifications

Body style: compact, 5-seat, 5-door liftback in front- or all-wheel drive

Engine: 150-hp 2.0-Liter 4-cylinder aluminum block and head, double overhead cam 16-valve VVT-I; 139 lb.-ft torque at 4,400 rpm

Hybrid System Net Horsepower: 194 hp FWD; 196 hp AWD

Motor generator: Drives front wheels, regeneration during braking

Motor: Permanent Magnet AC Synchronous Motor; max voltage DC 600-volts

Electric motor power output: 111 hp/83 kW

Torque: 152 lb.-ft.

Hybrid battery: Lithium ion, 222 volts, 4.8 Ah (ampere hour)

Transmission: Electronically Controlled Continuously Variable Transmission (eCVT); AWD, Rear Motor Interior Permanent Magnet (40hp, 62 lb.-ft.)

EPA-estimated fuel economy ratings:

57/56/57 (LE FWD);
52/52/52 (XLE/Limited FWD)
53/54/54 (LE AWD)
49/50/49 (XLE/Limited AWD)

0-60 mph acceleration: 7 seconds, AWD, estimated

Coefficient of drag: 0.27 (Cd) with 17-inch wheels

BY THE NUMBERS

Fuel tank: 11.3 gallons

Cargo space: 23.8 cubic feet LE; 20.3 cu.ft. (XLE and Limited grades)

Front head/leg room: 38/43.2 inches

Rear head/leg room: 36.4/34.8 inches

Length/wheelbase: 181.1/108.3 inches

Curb weights by trim level:

3,097 pounds, LE
3,164 pounds XLE;
3,219 pounds Limited;
3,230 pounds LE AWD;
3,285 pounds XLE AWD;
3,340 pounds Limited AWD

Turning circle: 34.4 feet w/17-inch wheels; 35.4 feet w/19-inch wheels

Tires: Bridgestone Ecopia EP422 Plus 215/45 17-inches; Limited,
Toyo Extensa A/S 195/50 19 inches

FEATURES

Safety features include: 8 air bags, enhanced vehicle stability and traction controls, brake-force distribution, brake assist, smarts stop technology, blind spot monitor with rear cross-traffic alert, hill start assist;

Toyota Safety Sense 3.0 includes: a pre-collision system with pedestrian detection, full-speed range dynamic radar cruise control, lane departure alert with steering assist, lane tracing assist, road sign assist, automatic high beams, proactive driving assist (PDA)

Where assembled: Japan

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

Hybrid battery warranty: 10 years from date of first use or 150,000 miles, whichever comes first;

Hybrid-related components: The battery control module, hybrid control module, and inverter with converter are covered for 8 years or 100,000 miles.

ToyotaCare: Free scheduled maintenance for 2 years or 25,000 miles; 24/7 roadside assistance for 3 years (other Toyota models receive 2 years) and unlimited mileage.

2020 Hyundai Sonata Hybrid Review

by Mark | Jun 10, 2020 | 0 comments

Don’t Mess With My Mileage

The Sonata Hybrid is sold in three trim levels with starting prices of $28,725, $30,965 and $36,275.

BY MARK MAYNARD

Hyundai went through the roof to maximize fuel economy for its redesigned Sonata Hybrid sedan. The completely re-engineered sedan debuts a solar roof system that recharges the engine-cranking 12-volt battery and the hybrid battery. Depending on region, the sunlight system could provide around 1,200 miles of free driving, such as in Southern California, Hyundai says, or more like 600 miles a year, or 2 miles per day on average, in less sunny parts of the country.

The goal of the solar roof is to help the car stay in EV mode longer. Starting off from a standstill, the fully charged hybrid battery allows a takeoff on electric power rather than firing up the engine, which saves fuel. And, especially useful, the system acts as a tender to the 12-volt battery so when the car sits for two to three weeks, the onboard electronics for anti-theft and sensor systems will not drain the battery — as long as the car is parked outside. That will be a relief to owners who are not driving as much now or for those who park at remote airport lots for extended travel.

In the Sonata Limited, the driver faces a 12.3-inch digital gauge array with configurable panels, such as for fuel economy, map and more.

A digital mileage readout shows 574 miles

A full 13.2-gallon tank could allow a driving range of 660 miles. (Hyundai)

System Check

The system first charges the 12-volt battery (fully charged in about two hours) and then the hybrid pack. If the driver manages to kill the battery, there is a dashboard button—“12V Batt Reset”—that will give a jump of current, pulling from the hybrid battery.

Hyundai says the new hybrid model delivers up to a 24 percent increase in fuel economy over the prior generation.

The new body style, with help from a range of aerodynamic add-ons, has a sleek drag coefficient of 0.24, which compares to 0.25 for the Toyota Camry Hybrid and Honda Accord Hybrid, the two main sedan competitors. And even the standard gas-powered Sonata has a sleek drag of 0.27.

The front seats have a robust design and comfortable support for the big-and-tall driver.

‘Smaht Pahk’

And for those who saw Hyundai’s Super Bowl commercial for “smaht pahk” remote parking (Smart Park), you can’t get that feature on the Sonata Hybrid. With all the electronics it’s another layer of complexity that Hyundai chose not to adapt. But since the feature debuted a glitch was discovered that did not always stop the car as programmed, despite a fail-safe function. It was a software issue that Hyundai says has been corrected.

The Sonata's wireless charging pad is large enough for the latest billboard-class phone.

2020 Hyundai Sonata Pricing

The redesigned Sonata Hybrid is everything a contemporary driver would want in a new midsize sedan if he or she wanted a four-door car. As well done as it is, the preferred body style today is an SUV crossover. But there could be some equalization in pricing — sedans cost less than SUVs.

The six-speed automatic transmission has performance modes of Smart, Eco, Sport and Custom. (Hyundai)

The Sonata Hybrid is sold in three trim levels — Blue, SEL, and Limited — with starting prices of $28,725, $30,965, and $36,275, including the $975 freight charge from Asan, South Korea. Today’s tester is the Limited with one option for carpeted floor mats, $155.

The base model is well equipped with such features as keyless locking and push-button ignition, advanced cruise control with stop-and-go function, hands-free trunk opening, locking glove box, rearview camera, and high-speed wireless smartphone charging pad, and LED lighting for headlights, running lights, taillights and interior with six-way adjustable front seats and fabric upholstery.

Sonata Safety Features

Standard safety features include nine air bags, forward collision‐avoidance assist with pedestrian detection, blind‐spot collision‐avoidance assist with rear cross‐traffic alert, lane-keeping assist and high-beam headlight dimming. The Limited adds a blind‐spot monitor, highway driving assist (lane centering), and parking collision-avoidance assist rear.

The new vehicle warranty includes coverage of the hybrid battery with the powertrain for 10 years or 100,000 miles. The rest of the vehicle is covered for 5 years or 60,000 miles.

All Sonata models, except the entry model, include three years of complimentary Blue Link services.

The 205-watt solar roof system trickle-charges the 12-volt and hybrid batteries.

Sonata’s Hybrid Powertrain

The front-wheel-drive hybrid powertrain integrates Hyundai’s Smartstream G2.0 direct-injection four-cylinder gas engine with a permanent magnet electric motor and lithium-ion polymer battery pack. Total system power adds up to 192 hp, or 150 hp from the ICE and 51 hp from the motor.

The six-speed hybrid automatic transmission (a refreshing alternative to the ubiquitous continuously variable automatic in most hybrids) has been optimized to reduce gear-shifting times by 30 percent. There are performance modes of Smart, Eco, Sport, and Custom, and while I sampled each, my preference was Smart mode for its responsive acceleration. Sport felt a little too jittery, and I was in pursuit of mpgs not performance driving.

Fuel economy estimates are 50 mpg city, 54 highway and 52 mpg combined for the Blue trim, on the recommended 87 octane fuel. The heavier SEL and Limited trims have ratings of 45/51/47 mpg. In highway driving, I noted 54 mpg, as decided by the onboard computer. With the 13.2-gallon gas tank, there will be a lot of commuting between fill-ups.

The solar roof is lighter than a panoramic glass sunroof (66 pounds versus 95), but it also means no sunroof option. At 3,350 pounds, the curb weight is just 194 pounds more than the non-hybrid Sonata.

The open hood shows Hyundai’s Smartstream G2.0 direct-injection four-cylinder gas engine

Sonata’s New Footprint

The re-engineering of the eighth-generation Sonata (first seen in the U.S. in 1988 for its second generation) is a little longer and lower on a stronger vehicle architecture. The size shift was enough to move it into the EPA’s large-car class, but it seems more of a large-midsize.

It was a ground-up opportunity to make the hybrid packaging more efficient, Hyundai says, which included moving the hybrid battery from under the trunk to under the back seat.

The placement allows a 60/40 folding back seat, preserves the large trunk space of 16 cubic feet and the more central location benefits vehicle balance and rotational control, Hyundai says. The battery sits at about the thigh point in the back seat and the fuel tank is under the butt zone.

A view of the front grille of the Sonata

Longer, Lower, Sleeker

Sizewise, the 2020 Sonata is 1.8 inches longer (192.9 inches) with a roofline lowered by 1.2 inches, now at 56.9 inches and the wheelbase is 1.4 inches longer, at 111.8 inches. The body width is nearly the same at 73.2 inches versus 73.4.

Typically, redesigned sedans are made a little lower and wider for aerodynamics to benefit fuel economy. Sometimes the lower roof cramps headroom and complicates the ease of entry and exit. But the dimensions of the Sonata preserve the tall front headroom of 40 inches and it just doesn’t feel as if you are riding close to the ground and looking up at taillights ahead. Also helpful are doors that open to nearly right angles and an innovative interior grab handle that is long and easy to grasp for optimum leverage. Often, door grabs are a hand-size grip that isn’t always at the best leverage point to control the door on opening and dinging the next car over.

Even with the longer wheelbase, the turning circle is still tight at 36.1 feet. And the regenerative braking has completely smooth engagement; some systems can have an initial on-off activation. The four-wheel disc brakes have 12-inch ventilated front rotors and 11.2-inch solid rotors rear.

This image shows how Hyundai is using more dramatic LED lighting displays, such as the Hidden Lighting Lamps that appear to be chrome when switched off and become dramatically lit when switched on.

The wide horizontal line that extends across the center of the trunk, is actually an LED strip that connects each brake light.

Soundproofing Maximized

Hyundai likely created the most soundproofed Sonata yet, though there is some tire hardness that is heard and felt at highway speeds. Otherwise, it rolls on carpet. Among the soundproofing tricks are improved carpet, advanced sound-absorption materials throughout the trunk and door trim and an acoustic windshield on all trims and laminated side glass on the SEL and Limited.

Cabin Function

While the Sonata Hybrid is electronically sophisticated, it does not require an advanced degree for the user to learn and enjoy. In the Limited, the driver faces a 12.3-inch digital gauge array with configurable panels, such as for fuel economy, map and more.

The front seat area has a clean design with clear access to controls. The 10.25-inch upper touch screen is to access radio and media, navigation, phone and apps. Climate controls, including for the heated and ventilated seats and the heated steering wheel, are just below on a separate tier — and just a finger-touch away.

The front seats have a robust design and comfortable support for the big-and-tall occupants. The steering wheel has meaty grip, wrapped in glove-smooth leather and neatly cross-stitched. Sliding visors have covered and lighted mirrors and the locking glove box is large enough to hold all the owner’s manuals.

Sightlines are completely open at the side mirrors and over the shoulder. The around-view camera system (overhead, front, and rear) is a welcome safeguard to avoid tapping the garage door or curbing the wheels when parallel parking.

The e-bin on the shift console is a handy hub with a 180-watt 12-volt plug, media USB, charging USB and a wireless charging pad large enough for the latest billboard-class phone.

Back-seat space is adult-class for long thigh support and 34.8 inches of legroom.

Improved Door Lock Sensors

Also improved were the door touch sensors for no-questions locking by touching the sensor on the outside of the door handle. This potentially solves the problem between using a chiclet-style button in the door handle, which gives an absolute response on locking, and the full sensor door handle, which sometimes must be rubbed, tapped, or smacked to get a response. And in that confusion, it’s not easy to know if the door is actually locked without pulling on the handle, which then unlocks the door. Aargh!

Owners can also opt for the smartphone-activated digital key. It uses Near Field Communication and Bluetooth technology to allow the car to be unlocked, started, and driven without a physical key.

Machine Learning

In my test week, I discovered a couple of interesting electronic messages.

While sitting in the idling car to take notes, a warning advisory popped up in the gauge display: “Vehicle will be turned off automatically” in a countdown of 30 minutes. Hyundai says this is to prevent accidental carbon monoxide deaths from people who accidentally leave a vehicle running in a closed garage.

And even better, there is a sort of a pay-attention-and-drive message. While waiting in traffic, with the adaptive cruise control engaged, the system will give an advisory message and tone to the distracted driver that reads “The car ahead is moving.” Or loosely translated, stop checking your phone and drive!

The open trunk, showing possible space of 16 cubic feet.

Aerodynamics

Fuel economy is all about efficient airflow and Hyundai split hairs in the pursuit of mpgs. Among the tricks and techniques to calm the airflow:

Underbody bumper lip, front- and rear-wheel deflectors; undercovers in the front and back of the engine bay; center floor and rear undercovers.
Redesigned rear deck-lid spoiler.
The cross-hole grille design works with three active air flaps in front of the radiator. The shutters improve aerodynamics and reduce air resistance by closing on engine start-up and reopening gradually as needed for optimum airflow to cool the engine. At highway speeds, the shutters close to block too much air from entering and jamming up in the engine bay, which makes it harder to push the vehicle through the air, using more fuel.
Wheels and “green” tires have always been important in EV efficiency. The Sonata Hybrid’s wheels are actual alloy wheels, not wheel covers (aka hubcaps), that are aerodynamically designed and good—looking. The base model has 16-inch wheels, with 17s on the Limited. The tester’s Michelin Primacy all-season tires (215/55) have a fairly high (hard) treadwear rating of 540, which might explain some tire noise at highway speeds, but they have a 55,000-mile tread-life rating.

Why Buy the 2020 Hyundai Sonata Hybrid?

With an easily achieved 50 mpg on the commute, the Sonata Hybrid is a premium presentation without sacrifice of style, comfort and technologies. For $36K, this is the new benchmark for what to expect from a gasoline-electric hybrid.

A rear view of the red Sonata that shows the lighted taillights

2020 Hyundai Sonata Hybrid Limited Specifications

Body style: large-midsize, front-wheel drive 5-passenger sedan

Engine: 150-hp, direct-injection Smartstream G2.0 4-cylinder; 139 lb.-ft. torque at 5,000 rpm

Electric motor: Permanent magnet with 39 kW (51) hp from 1,800-2,300 rpm

Battery: 56 kW lithium-ion polymer, 270-volt max power

Total system power: 192 hp

Transmission: 6-speed automatic with electronic shift control

Fuel economy: 45/51/47 mpg; 87 octane

BY THE NUMBERS

Fuel tank: 13.2 gal.

Trunk space: 16 cu. ft.

Front head/leg room: 40/46.1 in.

Rear head/leg room: 37.8/34.8 in.

Length/wheelbase: 192.9/111.8 in.

Curb weight: 3,505 lbs.

Turning circle: 36.1 ft.

FEATURES

Standard Limited equipment includes: digital key locking and push-button ignition, solar roof panel, leather-trimmed upholstery, leatherette-wrapped dashboard, 10.25-inch navigation-infotainment touch screen, 12.3-inch digital instrument cluster, around-view camera system, front and rear parking sensors, electric parking brake (with automatic vehicle hold), 12-speaker Bose audio system, color head-up display, LED lighting (headlights, running lights, taillights and interior), 8-way power driver seat, 4-way power front passenger seat, power (heated) side mirrors with turn signals, heated and ventilated front seats, heated steering wheel, wireless phone and device charging, dual USB ports

Safety features on Limited include: 9 air bags, blind-spot monitor, lane-keeping assist, brake assist, stability and traction controls, high-beam headlight assist, 5 mph bumpers, highway driving assist, parking collision-avoidance assist rear

PRICING

Base price: $36,275, including the $975 freight charge. Price as tested $36,430.

Options on test vehicle: Carpeted floor mats $155

Where assembled: Asan, South Korea

Warranty: 5-years/60,000-miles bumper to bumper with roadside assistance; 10-years/100,000-miles powertrain and hybrid battery

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