The Acura RDX is a compact luxury SUV with a sporty high-tech look and feel, powered by a 2.0 turbo-charged, 272-horsepower, four-cylinder engine connected to a 10-speed automatic transmission. Our test drive made use of all four wheels through Acura’s SH-AWD system. There is a large panoramic sunroof, an upgraded 710-watt sound system, and a full suite of safety features such as lane departure warning, lane centering, automatic emergency braking, rear cross-traffic alert and front and rear parking systems.
Many vehicles today incorporate various controls to allow easy use of the navigation and sound system. Acura uses what they call a True-Touchpad interface. This touch pad - mounted on the center console - mimics a display screen. When you touch the bottom left of the touch pad, you are manipulating the bottom left of the display screen, when you touch the bottom right the cursor moves to the bottom right, and so on. There is also a “write on” pad for entering information. This touch system eliminates the need for a mouse-style cursor and is designed to minimize distractions. Although better than most, this system still requires too much of the driver’s attention. The 710-watt sound system is as good as any found in top-of-the line luxury sedans.
The front and rear seats are comfortable and should be great for long distance cruising. There are plenty of charging ports for mobile phones and other electronic devices. Storage is quite good with plenty of cubbies, cupholders and underfloor cargo storage. The ride is a nice combination of sporty/firm while still softening our less-than-perfect Northeast roads. The electronic power steering may be one of the best in recent memory, with a nice balance of driver feedback at all speeds. The 272 horsepower four-cylinder engine feels more powerful than the previous V-6 due to the increased torque. The 10-speed transmission seems to be a perfect match to the overall performance of the engine and the all-wheel-drive system is completely seamless. There is a knob on the dash that controls sportiness of the RDX from Snow to Sport+ settings. The normal setting seemed best for my driving, with Sport adding a bit more response. In my opinion, Sport+ just made the RDX feel harsh. Like most vehicles today, there is a feature which shuts off the engine when stopped in traffic. In this model, in addition to a switch on the dash, drivers can choose to allow the engine to shut down by pushing a bit harder on the brake pedal. Fuel economy during my time with the RDX averaged 25.5 mpg.
The RDX combines good looks, advanced safety features, reasonable fuel economy and a comfortable ride that, when asked, rivals the handling of a decent sports sedan. If you are looking at a small luxury SUV and appreciate technology, the Acura RDX should be at the top of your list.
Price as tested: $48,395
EPA fuel mileage: 21/27
Engine: turbo-charged four-cylinder
The Nissan 370Z Roadster comes in six trim levels, three of which are convertibles/roadsters. All but one is powered by a 332-horsepower V-6 engine. The NISMO® performance version gets a bump in horsepower and torque. Transmissions are a seven-speed automatic or six-speed manual. The Roadster Sport Touring – the subject of our road test – only comes with an automatic transmission.
To me, the difference between a sports car and a sporty car is where the drive wheels are located. There are fun, sporty cars with front-wheel drive, but a sports car needs to be rear-wheel drive. That’s the case with the Nissan 370Z roadster. The performance from the 332-horsepower engine is quite good and provides quick acceleration. The engine sounds a bit coarse under hard acceleration, and I would have liked to hear just a bit more exhaust tone. The 7-speed automatic transmission is nicely matched to the performance characteristics of the engine. Our model had paddle shifters for more control and sporty fun. The ride is stiff, without being punishing. The cabin is fairly quiet with the top up or down. The steering is responsive with just enough of a weighty feel to remind you this is a sports car. Like all convertibles, there is a fair amount of blind spots with the top up, but they disappear with the top stowed. Driving with the top down is comfortable, with only moderate wind buffeting inside the cabin at highway speeds.
The interior of this this Z-Car is a bit tight; storage is limited with a glove compartment that barely holds the owner’s manual. There is a small center console and a single cup holder. The trunk is also small, at just over four cubic feet. In spite of its tight cabin, the seats were fairly wide, nicely bolstered and supportive. Our Sport Touring edition added heated and cooled seats, navigation and a sound system upgrade. The gauges are large and easy to read, but like most convertibles, the displays tend to wash out in bright sunlight. The touchscreen and controls work fine but feel a bit dated. Compared to other 2019 models, there aren’t many advanced safety features such as smart cruise control or automatic emergency braking. The 370Z does have ABS brakes, traction control and a back-up camera.
Should you be interested in fuel economy in this sports car, the 270X averaged a respectable 22 mpg during my road test. The powerful engine is quick and produces strong acceleration, but overall it is just starting to feel a bit dated both inside and out. The Nissan 370Z is a true sports car, but its age is starting to catch up with it.
Price as tested: $50,980
Fuel economy: 18 city, 25 highway
The 2019 Toyota Corolla hatchback isn’t exactly new - it is basically a reimagined version of the Toyota iM (which was once the Scion iM). I drove the SE model, which is powered by a new 168-horsepower 2.0 liter four-cylinder engine, about 20% higher than the previous iM model. It came with a continuous variable transmission (CVT), but a six-speed manual is available. While I’m not usually a fan of CVT transmissions, this one didn’t suffer from the same odd characteristics of some other manufacturers’ models. This model offers paddle shifting for drivers looking for more control. Performance from the 168-horsepower engine is not exactly sporty but more than enough power for any driving conditions. The engine stayed quiet and only got a bit thrashy when pushed hard. Overall ride and handling are good, only getting a bit unsettled over poorly maintained roads. I made some long highway drives with this Corolla and, according to the on-board computer system, I averaged a very impressive 43 mpg.
The controls for the climate control and sound system relied less on the touch screen and more on buttons and knobs, making this vehicle less distracting to drive. The overall dashboard layout had a contemporary look and was very functional. Apple CarPlay - in addition to Toyota’s own smartphone app - is included in the 2019 models, bringing all the features of your smartphone to the dash of this economy car. There is a decent-sized center console, a glove compartment and bins for storage, as well as cup holders and door pocket storage.
The cloth-covered seats were supportive and comfortable with plenty of head and leg room. The rear seat can accommodate two adults, three in a pinch. Entry and exit from the rear seat for taller passengers is a bit of a challenge due to the low roof line but, once seated, even a six-footer will have enough headroom. There is a good-sized cargo area for a smaller car – about 17 cubic feet, which doubles with the rear seats folded. Safety is addressed with a full suite of standard features such as electronic brake-force distribution and brake assist to help you stop if you are not paying attention. There is also a lane departure warning system, steering assist and automatic high-beam headlights. Our test model came with LED headlights which were great at night without being harsh to oncoming traffic.
The affordable Toyota Corolla has a decent price without feeling cheap. Fit and finish is quite good, and the ride and handling are as good or better than the competition. The Corolla may not be the most fun or powerful in its class, but this Corolla is a perfect example of the whole being greater than the sum of its parts.
Price as tested: $21,090
Fuel economy: mpg 32/42
The car: The BMW 530e is a mid-sized- sports sedan that just so happens to be a plug-in hybrid. The 530e is powered by a 2.0 liter, four-cylinder engine that when combined with the electric motor develops 248 horsepower and 348 foot pounds of torque. In today’s crazy high horsepower world 248 horsepower doesn’t sound like much but it is enough to push this 4200 pound sedan to 60 miles per hour in six seconds. Fuel economy is rated at 67 miles per gallon combined electric and gasoline operation and 28 miles per gallon on gasoline only. This plugin hybrid also has a pure electric range of about 30 miles but really think about the battery as a method to improve overall fuel economy.
BMW sedans are known for their superior handling and sophisticated road manners and this plug in hybrid is no exception. On the road the ride is European firm without being harsh. The handling is confidence inspiring with very little body roll on fast turns. The steering is firm, accurate without feeling too heavy. Now does this BMW handle as well as its other stablemates, not quite, but still very good. On the highway there is a general absence of wind and road noise, although what I do miss is a sporty sound, the engine just sounds a bit too plain. Our test drive also happened to be the all-wheel-drive version that when equipped with winter tires should be handle the worst of the Northeast’s winters. The front seats are comfortable with plenty of head and legroom. The rear seat has seat belts for three but is better suited for two adults. The controls are generally well laid out but the infotainment system offers too much distraction to operate all of it is features. Safety is addressed with several semi-autonomous features such as lane centering, lane departure warning and correction and automatic emergency braking. The overall interior is what you would expect from a luxury car, nicely finished with quality materials. The BMW 530iperformance with all-wheel-drive continues to prove that hybrids don’t have to be boring.
Engine 2.0 liter plug in hybrid
Fuel economy 67 MPGe (gas/electric
28 MPG Gasoline only
Price as tested $68,760
“Something wicked this way comes.” When it comes to sports sedans, one name that always comes to mind is BMW. One of the ultimate models is the M5, the highest-performance version of the 5 Series sedans. The 2018 M5 is powered by a twin-turbo, 4.4-liter V-8 engine that produces a ridiculous 600 horsepower and 552 lb-ft of torque. This potent engine is connected to an 8-speed automatic transmission (no manual transmission is offered) that powers all four wheels. Or, if the driver chooses, just the rear wheels can be used for traditional sports sedan performance (with the push of a button).
The interior of this 5-Series sedan is very comfortable. The 20-way driver’s seat has almost too many adjustments. The front seats are ventilated and have a massage function. There is a heated steering wheel and both front and back seats are heated as well. The controls are typical BMW: a bit frustrating and distracting. The shifter is electronic and has a bit of a learning curve to get accustomed to. Dash functions are controlled by the iDrive system, which has, in my opinion, developed from the worst technology to now some of the best. Large gauges are easy to see and read, the HUD (head-up-display) works well, and the climate control works quickly and efficiently. Just about every form of technology is in this vehicle: blind spot monitors, lane departure warning and correction, active suspension, active cruise control and surround-view cameras with parking assist.
The M5 contains the performance and handling features BMW models are known for. The turbo engine rockets this sedan to 60 mph in about three seconds, which is very impressive for a 4,400-pound car that comfortably carries four adults. There are settings that change the characteristics of the 600-horsepower engine from tame to wild. There is also a button on the dash that quiets the engine, although I typically left it on the louder setting. The ride can be adjusted from “comfort,” which is still firm, to “very firm.” The ride, performance and handling can all be adjusted and preset with the touch of a button. In fact, there are two buttons on the steering wheel that can program the car completely differently. I had one set for the highest performance, and one set for the best ride and fuel economy. Should you worry about fuel economy with a car like this, be aware the M5 requires premium fuel, averages about 19 mpg and comes with a $1,000 gas guzzler tax. The brakes are carbon ceramic and are extremely powerful and a bit touchy. The carbon ceramic brakes were an $8,500 option on our test car and in my opinion are not necessary, unless you drive on a track.
The 3, 5 and even 7 series sedans were always the standard against which other luxury car makers competed. If you have questioned whether BMW lost its way in the very competitive sports sedan landscape, all you need to do is take the M5 out for a spin. The car is fast, handles great and is very comfortable.
Price as tested: $129,795
Fuel mileage: 15 city, 21 highway
Engine: 4.4-liter twin-turbo
The car: The Ford Fusion Energi is a plugin hybrid electric vehicle. Today in many cases you can buy a car with an internal combustion engine, hybrid-gas electric powerplant and the case of our road test plug-in hybrid. A plug-in hybrid has a larger battery that when fully charged will power a vehicle without gasoline. In the case the Fusion you can drive for 21 miles and then at that point the Fusion Energi performs like a conventional hybrid with a combined total range of 610 miles.
From a visual standpoint the Ford Fusion may be one of the most stylish four-door sedans sold today. Unlike some other hybrids the Fusion comes in three trim level from well-equipped to luxurious. The interior is well crafted and very comfortable. The controls are simple and although the rotary shift knob takes a little to get used to works well when mastered. The infotainment system overall with the latest level of Sync was quite good but I found the navigation system a bit slow to update. The front seats were very comfortable with plenty of adjustments and even drives as tall as six-foot-four will find enough head and legroom. The rear seat can accommodate three adults in reasonable comfort. The truck space is a bit tight at 8.2 cubic feet due to the larger battery pack, groceries bags will fit fine, but larger items will need to go in the back seat.
Performance from the 188-horsepower hybrid powerplant is more than adequate and allows for easy merging with fast moving traffic while still returning very good fuel economy. During my road test I averaged 42 miles per gallon in an even mix of city and highway driving and that was after 21 miles of electric propulsion. Braking was good but the pedal was a bit touchy/grabby due to the regenerative (battery recharging) brake function. The ride was very smooth and the cabin quiet, Ford did a great job of isolating the passengers from the outside world. The steering and overall handling were about average, blending ride and handling typical of a family sedan.
Plug-in hybrids are perfect vehicles for those drivers who like the idea of an electric car but don’t want to worry about range anxiety. Add in the fact the Ford Fusion is a comfortable great looking car it should be on the top of your “green-car” list.
Engine four-cylinder plug-in hybrid
Fuel economy 43 city 42 highway
Price as tested $32,305
The car: The Hyundai Elantra GT is a five-door front wheel drive hatchback powered by a 2.0 liter four-cylinder engine that develops 161 horsepower. Transmission choices are a six speed manual or a six speed automatic. In addition to the standard GT there is the Elantra GT Sport which ups the performance by adding a turbo-charged 1.6 liter engine that develops 201 horsepower. The Sport model also has true four-wheel independent suspension creating a better handling package. The Sport model also has a seven-speed dual-clutch automatic transmission for an even more athletic feel. Our road test was in the standard model of the Elantra GT with some notable features. There is a huge glass moon-roof, LED headlights/taillights and keyless entry/starting.
The Elantra GT has an athletic look, although in my opinion the chassis has been tuned toward comfort rather than sports sedan handling. The bottom line is, the handling is good but unlike some other hatchbacks, this Elantra GT doesn’t ask to be pushed hard. Performance from the 2.0 liter engine is smooth and responsive, although the engine does get a bit noisy under hard acceleration. The steering is quite good without the artificial feel that can happen with electric power steering. Out on the open road or even on city streets the cabin of the Elantra is pleasant and quiet with little road or wind noise. Safety is addressed with a full complement of air bags, including a knee airbag, blind spot monitors and cross traffic alert.
The interior of this Elantra GT is comfortable with plenty of head and legroom. The seats are supportive and stay comfortable even after several hours behind the wheel. The dual zone climate control and heated and cooled seats were also a nice touch. The huge moon-roof adds to the open and roomy feel of this compact hatchback. Cargo capacity is very good with just over 55 cubic feet with the rear seats folded; this is competitive with some small SUVs. The controls are okay, there are steering wheel mounted buttons to control some functions and some are controlled on the touch screen. Still some of controls will cause a bit of distraction.
The latest Hyundai Elantra GT is a superior version of the previous model. If a four-door hatchback fits your needs and you don’t want the typical models from Europe take a look at the latest from Hyundai, you won’t be disappointed.
Price as Tested $27,460
Engine 4 Cylinder 2.0 liter 161 HP
Fuel Economy 24 City 34 Highway
The car: The Hyundai Sante Fe, not to be confused with the Sante-Fe Sport is a three row SUV that can seat up to seven occupants. The first two rows of seats are very comfortable, but the third row is better suited to kids or shorter adults. Cargo area is very good unless all three rows of seats are in use. With all the seats folded, there is a very impressive 80 cubic feet of cargo volume, this drops down to diminutive 13.5 cubic feet when all the seats are in use. The controls are nicely arranged with decent size knobs and buttons for the major controls as well as some redundant steering wheel mounted controls. The Sante-Fe comes in three trim levels SE, SE Limited and the subject of our road test, the Limited Ultra with all-wheel-drive. There were luxury features throughout, with heated and cooled leather seats, large screen navigation, premium sound system and real wood accents. The standard panoramic sunroof also helps to open up the interior.
All models of the Sante Fe are powered by the same 3.3 liter V-6 engine that develops 290 horsepower, connected to a six-speed automatic transmission, front wheel drive and all-wheel-drive models are available. The ride is smooth and quiet with good isolation from rough roads. Performance from the V-6 engine is quite good, although fuel economy is lower than I would have expected. The EPA rates the mileage at 17 MPG in the city and 22 MPG on the highway. During my road test, according to the on-board computer I have been averaging about 20 miles per gallon in an even mix of city and highway driving. Safety is addressed with a full complement of airbags; automatic emergency braking with pedestrian detection, lane departure warning and dynamic bending HID (high intensity discharge) headlights.
There once was a time where I would just recommend Hyundai vehicles because of the excellent warranty and overall a good value proposition, today Hyundai competes with any brand. The Sante-Fe doesn’t excel in any one area but as a sum of its parts is a very good vehicle. If you are shopping for a mid-sized three row SUV the Sante-Fe certainly is one vehicle to consider.
The car: The Jeep Grand Cherokee TrackHawk is the most stupid or most brilliant vehicle ever made. The TrackHawk is a luxurious Grand Cherokee-family style SUV with the addition of a 707-horsepower engine taken out of a Dodge HellCat. This translates into a sprint to 60 miles per hour in 3.5 seconds. This is faster to 60 miles per hour than a Jaguar F-Type R coupe or a Mercedes Benz S65 AMG coupe. The handling was a surprise that it was so good, now of course I wasn’t on a road racing course but in day-to-day driving and a little more enthusiastically this Family cruiser was very well planted to the ground. So what kind of fuel economy does a 707 horsepower, $90,000 vehicle get and should you even care? The EPA has rated TrackHawk at 11 miles per gallon around town and 17 miles per gallon on the highway. The fuel economy in my opinion is really determined by the driver’s right foot. Once the acceleration novelty wore off I was averaging about 16 miles per gallon—about the same as my old 2003 Kia Sorento with a V-6 engine. The TrackHawk when driven in a reasonable manner is a true sleeper, a sheep in wolf’s clothing. The TrackHawk feels like any other Grand Cherokee then you accelerate and is turns into a fire breathing monster.
The interior of the Grand Cherokee is well thought out, comfortable seats, plenty of room, to me a nearly perfect sized SUV. Technology is well represented with all the latest safety systems such as automatic emergency braking, blind spot monitors and self-parking. I was demonstrating the self-parking system to someone and their comment was if was cool but seemed slow. The braking system was powerful with huge brakes calipers even as big and heavy as the Grand Cherokee is stopped remarkably well.
I have said this before about a few vehicles there is no reason that any company should build a vehicle like this, but I’m glad they did.
Engine 8 cylinder
EPA 11 city 17 highway
Price as tested $88,000
The car: The all new Kia Rio comes in both a four—door sedan and a hatchback; there are three trim levels the LX, EX and S. All models are powered by the same 130 horsepower four-cylinder engine. Manual and automatic transmissions are available in all trim levels. Our road test was in the EX hatchback version with the automatic transmission. In these days where even minivans have engines that develop nearly 300 horsepower the Kia Rio with only 130 horsepower may sound underpowered but it actually performs quite well. On city streets or out on the highway up to legal speeds the Rio does well. On the highway the Rio does a nice job of isolating its passengers from the world around them, for an economy car the Rio is reasonably quiet. The seats are comfortable, supportive and even with their somewhat thin padding remained comfortable for several hours’ worth of driving. At six-feet tall I had plenty of head and legroom in this subcompact car. The controls are straightforward and simple to use with large buttons, knobs and a simple touchscreen. Our test car also had Android Auto and Apple CarPlay which allowed me to use my phone seamlessly as a music player and navigation system. The rear seat has seatbelts for three but only two adults will be comfortable and in my opinion only for a limited period of time. The rear seat-back in our test model was a split folding style so longer items could be carried along with one rear seat passenger. With the rear seat folded cargo storage is pretty good for a small car and even with all the seats in use there is still nearly 14 cubic feet of cargo space. Fuel economy is also competitive for this category of vehicle with the EPA rating the Rio at 29 miles per gallon in the city and 37 miles per gallon on the highway. Using the onboard trip computer I have been averaging 35.5 miles per gallon.
The Kia Rio stacks up well against the subcompact competition such as the Honda FIT and Ford Fiesta. Add in Kia’s impressive warranty and overall price the Rio is a car you should be looking at.
Base Price $13,900 as tested $18,700
The car: Kia has been making some interesting products in the past few years but the all new five-door Stinger may be the best vehicle the Kia has made to date. The four-door hatchback Stinger comes in five trim levels, with two engine choices a 2.0 liter turbo-charged four-cylinder producing 255 horsepower and the 3.3 liter V-6 turbo charged engine that develops 365 horsepower and 376 foot-pounds of torque. To add to the competiveness in this segment the Stinger is offered in both rear-wheel and all-wheel-drive variants. Our road test was in the Stinger GT2.
The interior of the Stinger is delightful, with luxury touches throughout. The interior materials are a combination of high quality leather and soft-touch plastics. The front seats are spacious comfortable and supportive. The rear seating is also quite good but headroom gets a bit tight for taller passengers due to the sloping roofline. The hatchback, although a bit unusual in many vehicles todays works quite well and offers 23 cubic feet of cargo space. The controls are logical and well positioned for the driver and overall the interior looks as good as any premium car with accent lighting that only further complements the car. Safety is addressed with the latest features, intelligent cruise control, lane positioning, forward collision control and even driver monitoring, that warns the driver if it is time to take a break.
Performance from the 3.3 liter V-6 engine is quite good, with an estimated 0-60 mile per hour time of 4.7 seconds. Our car had the optional all-wheel-drive system that when equipped with the proper tires should be able to handle even the worst weather. The automatic transmission has paddle shifters for the more enthusiastic driving experience. The GT versions of the Stinger also benefit high performance Brembo brakes, something found in high-performance vehicles throughout the world. The Stinger GT also benefits from electronically controlled suspension that can be tailored to comfort to sporty. The base model is a bit more traditional with suspension that balances handling and ride comfort. The steering is direct offering almost telepathic response rivalling some of the best in the world.
The Stinger by Kia has a starting price of $31,500 and our as tested price for the fully loaded Stinger GT2 was just over $50,000. Although $50,000 is not inexpensive this car easily compares to cars costing $20,000 more.
The LS 500 is the biggest, most luxurious four-door sedan offered by Lexus. The LS is available in three trim levels: LS 500, LS 500h (hybrid), and the one I tested - the LS 500 F. The LS 500 F is the sportiest version of this big luxury sedan, powered by a 3.5-liter, twin-turbo-charged V-6 engine that produces 416 horsepower. The engine is connected to a 10-speed automatic transmission that powers the rear wheels (all-wheel drive is optional).
There was a time when most big luxury sedans had a V-8 engine, but technology has developed to a point where a V-6 engine matches and even outperforms a V-8. The robust turbo-charged V-6 engine in this Lexus is quick, reaching 60 mph in just 4.6 seconds. Not bad for a 4,751-pound vehicle. The 10-speed automatic transmission is silky smooth and the brakes are powerful and predictable. The ride - even in the sport model - is very comfortable, soaking up bumps and pavement breaks. There are controls to change the characteristics of the ride from plush to very sporty. The steering is good, but not great; when switched to its sportiest mode it just feels too tight. This Lexus is very quiet on the road with little wind, road or engine noise: when you floor the accelerator, the exhaust tone turns sporty. Technology is well represented with 10 airbags, lane departure warning, smart cruise control, lane centering and blind spot warning.
The exterior of the Lexus LS is polarizing: people either love it or hate it. On the other hand, the interior is well-liked by everyone. The front seats are wide, comfortable and supportive. There is plenty of head and legroom, but the cabin has a bit of a narrow feel. There are enough adjustments with the seat and the tilt/telescoping wheel that drivers of any size and shape can find a comfortable seating position. The rear seat is also roomy and comfortable, with plenty of legroom even with the front seats in their rearmost position. Very tall passengers may find the headroom a bit tight. Overall though, this would be an ideal car for a long road trip.
The controls are a mixed bag. The shift lever has an odd pattern that takes a bit of time to master. The infotainment system is a bit finicky and distractive. Lexus added a touch pad in front of the shifter which in my opinion makes the system harder to master. Fortunately, the radio tuning and volume were operated with a knob and the climate control system had some buttons for less distractive operation. There is a large center storage console, a small glove compartment and cupholders. The trunk is a nice size with power open and close functions. The fit and finish is superb.
Fuel economy during my road test averaged 24.5 mpg in a mix of mostly highway driving. Premium fuel is required. The Lexus LS500 is a big, comfortable luxury vehicle that competes and even beats some of the European competitors in some areas. If you were a fan of previous versions of the LS, you will continue to be impressed with this latest LS 500.
Price as tested: $101,677
Fuel mileage: 19 city, 29 highway
Engine: Twin-turbo-charged V-6
The car: The Lexus NX 300 is a compact and sporty luxury SUV, powered by a 235 horsepower, turbo-charged four-cylinder engine. The NX 300 is available in all-wheel drive or front-wheel drive, in base and F Sport trim levels. There is also a hybrid version of the NX 300h. I conducted this road test in the all-wheel drive base model with an additional luxury package (upgraded wheels/tires, heated and ventilated seats, power rear gate with kick sensor, leather seating, premium audio system and navigation).
The interior of this compact NX 300 is comfortable and cozy without feeling too tight. The front seats are supportive with plenty of adjustability. Most drivers should find a comfortable seating position with the combination of tilt and telescoping steering. The controls are fairly simple to operate. The infotainment system has a touch pad on the center console that allows easy access but provides too much distraction when driving. The rear seats are not nearly as padded or as comfortable as the front seats. Cabin storage is quite good with plenty of cup holders, large front seat door pockets, glove compartment and a center console with two USB ports. The cargo area is about 18 cubic feet with the seats up, but the roof and interior design makes the space feel tighter. With the rear seats folded, the space expands to nearly 55 cubic feet.
The NX 300 feels more like a sports sedan than an SUV. On the road, the turbo-charged four-cylinder engine feels more powerful than its 235 horsepower. During my time with the NX 300, fuel economy averaged 25 miles per gallon. The driver can change the characteristics of the engine and transmission, from economical to sporty, with a twist of a button.
There is very little road or wind noise that disrupts the quiet cabin. The handling is flat with very little body roll on tight turns. The ride is a bit stiff, but not uncomfortable. The all-wheel drive system should be able to handle winters in the Northeast; and when the going gets tough, there is a differential lock for getting through deep snow. The steering is light at low speeds and firms up nicely at highway speeds. Safety is addressed with blind spot monitors, cross-traffic alert and pre-collision system, and pedestrian detection. In addition, there is lane departure warning with steering assist.
The Lexus NX 300 is a bit of a compromise. The handling and sporty feel are quite good, the interior space is average, and the safety features are some of the best in the segment. If you enjoy a sporty driving experience the Lexus NX 300 is a good choice; if you routinely carry four adults or a lot of cargo there are better options.
MPG: 22 city, 28 highway
Engine: 4-cylinder 235 HP
Price as tested: $45,480
The car: The Mazda CX-9 is the largest of the Mazda SUVs. This stylish model is available in four trim levels: Sport, Touring, Grand Touring and Signature. Front-wheel drive is standard, but all-wheel drive is available in all trim levels. All CX-9 models are powered by the same 227-horsepower turbo-charged, four-cylinder engine, with a six-speed automatic transmission. This three-row SUV, like many of Mazda’s vehicles, handles surprising well. The ride is smooth and a bit firm but never jarring. While the CX-9 will never be confused with a sports sedan, it can be quite pleasing to drive on a twisty road.
Power from the 227-horsepower engine is quite good. In these days of 300-horsepower engines appearing in many vehicles, don’t be dissuaded by only having 227 horsepower on tap; there is more than enough power from this four-cylinder for any possible driving condition. Fuel economy during my test drive averaged about 25 mpg.
Safety is addressed with blind spot monitoring, rear cross-traffic alert, and low-speed automatic emergency braking, all as standard equipment. The cabin is quiet with an absence of road and wind noise. The interior of the top-trim model was comfortable, with quality materials used throughout. The first- and second-row seats were firm but comfortable. Adults will do fine in the second row. The third row, while better suited for kids, could accommodate adults for a short drive. The cabin itself is a bit narrow, having more of the cozy feel of a small SUV. With all seats in use there is only 14.4 cubic feet of cargo space, which increases to 38 cubic feet when the third row is folded. The controls are generally simple and easy to operate, but the infotainment system seems unnecessarily complex, taking too much attention away from driving.
The Mazda CX-9 is stylish, fairly fuel efficient and handles well. Although the CX-9 isn’t the most powerful vehicle or capable of carrying the most cargo in the three-row SUV segment, if you’re looking for a family-friendly SUV that doesn’t break the bank, the CX-9 is worth a look.
Price as tested: $42,270
Fuel Economy: 22 city, 28 highway
Engine: four-cylinder turbo-charged
The car: The 2018 Mercedes Benz E400 coupe is one of just a few luxury coupes today. A coupe by definition has just two doors and because of that can be a bit of a compromise. The E400 Coupe is built from the E four-door platform although in this case it seats just four adults, in a smaller in size. One feature that is visual appealing is there is no post between the front and rear windows. Powered by a 3.0 liter V-6 twin turbocharged engine develops 329 horsepower. Performance is good but hardly breathtaking; a timed trip to 60 miles per hour takes about six seconds. This translates into a vehicle that makes merging with fast moving traffic effortless but not heart stopping. The transmission is smooth shifting and there are several shift modes. Sport, sport-plus, comfort and even an Eco-mode for those drivers trying to maximize fuel economy. I found myself staying in the comfort mode, that setting seemed to have the best balance of ride, handling and overall comfort. My test model happened to be all-wheel-drive which if experience proves out with winter tires this E400 Coupe will be able to handle just about any weather. Our test car had a $9300 option package which included among other things, smart cruise control, automatic emergency braking, LED intelligent light system, steering and lane change assistance.
The interior of this coupe is typical Mercedes Benz; quality throughout. The seats are comfortable and supportive with plenty of adjustments for drivers of just about any size. The controls are delightful and frustrating at the same time. The shifter is a small stalk on the right side of the steering wheel. Once you master the design it works well. The radio, navigation and other control use a combination of a center rotary knob, swipe surface and touch screen. All of this demonstrates how technologically advanced the car is but also how distracting the controls can be. The rear seating is a bit awkward to get into but is reasonably comfortable once you are there. The truck is smallish and there is no spare tire.
If you are looking for a very stylish coupe that during my road test turned heads wherever I drove it (the cardinal red metallic paint didn’t hurt. This isn’t in my opinion a sports car but a two-door luxury cruiser. As some automakers are moving away from luxury coupe, Mercedes Benz stepped up its game with this E400 Coupe.
Price as tested $77,400
Engine V-6 329 HP
EPA fuel economy TBD
The Nissan Armada is the largest of Nissan’s SUVs, powered by a 5.6-liter, 390-horsepower, V-8 engine connected to a 7-speed automatic transmission. It comes in rear- or all-wheel drive configurations. There are four trim levels: SV, SL, Platinum Reserve, and the one we tested – the all-wheel drive Platinum version.
This large, three-row SUV seats up to eight passengers. The first two rows of seats are comfortable and supportive; the third row is a bit short on padding, but during my time with the Armada, I had six adults in the vehicle and all seemed comfortable. While getting into the third row can be a challenge, there is plenty of head and legroom for the second-row occupants. The cargo area behind the third row is tight - only 16 cubic feet - but it expands to nearly 95 cubic feet with the seats folded.
The controls are well-arranged and rely more on knobs and buttons for the climate control and sound systems. The dual-zone climate control keeps all the passengers comfortable, and the front seats are both heated and cooled. Safety is addressed with a full suite of semi-autonomous features such as lane departure warning, automatic emergency braking, forward collision warning, back-up intervention and around view monitor. This model also had an intelligent rear-view mirror, which uses a rear-view camera connected to the mirror. This allows the driver to see the mirror even if cargo or passengers are blocking the traditional mirror view.
Performance from the 5.6-liter, V-8 engine is very good. For those buyers looking for a tow vehicle, the Armada can handle a rather substantial 8,500 pounds. Engine performance comes at a fuel economy penalty; during my time with the Armada, I averaged 14.5 mpg. Ride and handling are typical of a big SUV, with some body roll and slow steering. The ride is quite comfortable, with the Armada suspension soaking up the ruts and potholes. The brakes are firm and powerful, with good pedal feedback. The back-up intervention system allows for easier parallel parking by applying the brakes if you get too close to an object. The four-wheel drive system should be able to handle everything the weather in the Northeast can throw at it. Additionally, the Armada should be able provide off-road family adventures.
The Nissan Armada is not for everyone. But if you are looking for a stylish, powerful full-sized SUV, the Armada is a good choice. If you are willing to trade fuel economy for comfort, passenger space and technology, the Armada by Nissan should be at the top of your shopping list.
Price as tested: $66,696
Fuel Economy: 13 city, 18 highway
Engine: V-8 390 Horsepower
The car: Nissan’s full-sized pickup truck, the Titan, comes in five trim levels, three cab configurations, two- and four-wheel drive and has diesel engine options. My road test was conducted in the gasoline powered, four-wheel drive Crew Cab SL Midnight Edition.
All models of the gasoline Titan are powered by Nissan’s 5.6-liter, with 390 horsepower and a V-8 engine. The engine is connected to a seven-speed automatic transmission. On the road, this full-sized truck feels big; tight maneuvers and parking can be a bit of a challenge if you are not use to a full-sized truck. Performance is outstanding though, with 390 horsepower on tap and 394 ft-lbs of torque. This Titan has the ability to tow up to 9,500 pounds and carry a payload of nearly 2,000 pounds — with more than enough power to accelerate from a full stop, or to merge with fast-moving traffic.
Fuel economy during our road test averaged just 18 mpg in a mix of mostly highway driving. There are other trucks in the market that can carry and tow more, but the Titan should be more than competent for most buyers. Nissan did a great job of combining comfort and capability. The ride is comfortable, smoothing out potholes and other road imperfections. Handling is surprisingly good with minimal body roll, and the cabin is quiet with little wind or road noise. Compared to other full-size trucks the Titan’s road manners are some of the best. The front seats are wide, fairly supportive and comfortable — making it a good long-distance cruiser. While perhaps a bit dated, the controls are simple and easy to use. Ample storage is provided with the large center console, with plenty of cup holders and a glove compartment of reasonable size. There are also plenty of 12-volt outlets and even a 117-volt outlet that can power small household devices. The rear seat in our Crew Cab Edition easily seats three adults with plenty of head and legroom — but seat comfort could be improved. The large door allows for easy entry and exit, and the running boards help shorter drivers and passengers get into this truck. The rear bed comes in 5.5-, 6.5- and 8-foot bed lengths, depending on the cab configuration. The 5.5-foot cargo bed on our test truck had a non-skid spray-on bed liner, an adjustable tie-down system and removeable/lockable side cargo boxes. The weatherproof cargo boxes can be used for both tool storage or as a cooler for food and drinks.
The Nissan Titian may be a bit dated compared to the competition, but that factor is offset by the Titan’s superior ride and handling.
Mileage: 15 city, 21 highway
Engine: V-8, 390 HP
Price as tested: $54,775
The car: The latest Volkswagen Golf GTI is the car that originally started the designation as “hot hatch” (a fun to drive peppy great handling hatchback) and based on my road test the latest version may be the best. For 2018 the GTI is powered by a 220 horsepower turbo-charged four-cylinder engine. There are three trim levels, S, SE and Autobahn version, there are both a six-speed manual transmission as well as Volkswagen’s direct shift (DSG) automatic transmission. Our road test was in the SE trim with the manual transmission.
The GTI sits a bit lower than the standard Golf which improves the handling without any degradation to the overall ride. The steering which is specific to the GTI models is quicker than a standard Golf while still being very smooth, precise and nicely weighted throughout all speeds. Performance from the 220 horsepower engine is very good and perfectly matched to the six speed manual transmission. This may be one of the easiest to drive manual transmission vehicles that I have been in. Volkswagen also did a nice job with the exhaust tone, this GTI sounds great as you accelerate without be offensively loud. The brakes are as good as the performance from the rest of the car. In addition our test car had the latest technology such as forward collision warning, autonomous braking, pedestrian detection, blind spot monitoring, back-up camera and LED headlights.
The front seats are comfortable and supportive with plenty of adjustments for drivers of all sizes, even those over six feet will find plenty of head and legroom. The controls are well laid out and seem to get better with age. The touch screen works well but also has knobs for major radio functions. All the controls are now more driver focused than in previous Golf models. The rear seats are also comfortable and can fold for additional storage totaling almost 58 cubic feet of cargo space, making this hatchback very useful for weekend errands. In fact with its almost flat floor this GTI can carry a full-sized bicycle.
There are more powerful and perhaps even better handling hatchbacks but this may be one of the best overall combinations of style, performance, comfort and economy.
Price as tested $31,165
EPA 25 city and 33 highway
The car: The all new Volkswagen Tiguan has grown over the years and is one of the largest SUVS in the compact segment. The Tiguan comes in several trim levels as well as front or all-wheel drive. To put the Tiguan into perspective it is about four inches longer than the very popular Honda CR-V and 10 inches longer than the previous model. The latest Tiguan is powered by a 2.0 liter turbo-charged four cylinder engine, with an eight-speed automatic transmission connected to in the case of our test drive all four wheels. The front seats are comfortable and supportive and at six feet tall there was plenty of head and legroom. The rear seat was also surprising roomy even with the rear seats pushed to their rear most position. Unique for this segment is front wheel drive models can optioned with three rows of seating. With the rear seats folded cargo space is quite good rivaling some mid-sized SUVs. The controls were generally easy to use and like many vehicles today has smart phone integration with Apple Car Play and Android Auto. There were several bins for storage, decent cup holders, a reasonable sized glove compartment and small center console. On the road the 184 horsepower engine feels powerful enough to get the job done, shifting is smooth and precise with a general absence of engine noise. The all-wheel-drive system in the Tiguan has setting for snow and off-road improving the all-wheel-drive experience. There are also settings to maximize fuel economy as well as a sport mode. Fuel economy is rated at 21 miles per gallon in the city and 27 miles per gallon on the highway. These numbers are on the low side for vehicles in this class although my numbers according to the onboard computer were much better than advertised, averaging 33 miles per gallon on the highway. The Tiguan is a fairly quiet vehicle on the road with little wind or road noise entering the cabin. The overall ride seems biased toward ride comfort than handling which I prefer in a SUV. The steering has a nice feel to it, with good driver feedback at all speeds. The Tiguan by Volkswagen is a very competent SUV and although it doesn’t stand out in any one area as an overall package the Tiguan by Volkswagen is a vehicle worth looking at.
Price as Tested $31,775
MPG 21 city 27 highway