2022 HYUNDAI TUCSON HYBRID

NEW HYBRID DRIVETRAIN DELIVERS EXTRA POP FOR HYUNDAI TUCSON COMPACT SUV 

In addition to giving the Tucson’s 2.5-liter 4-cylinder gas engine a slight power boost for this year, Hyundai also is out with hybrid versions that further up the performance of the South Korean automaker’s top-selling model.

The powertrain in the 2022 Hyundai Tucson Hybrid mates a 180-horsepower, 1.6-liter turbo 4-cylinder gas engine with a 44.2 kilowatt electric motor for a combined 226 horsepower and 258 pound-feet of torque, a boost of 39 hp and 83 lb.-ft. over the 2.5-liter 4-cylinder in gas-fueled Tucsons.

According to the website zeroto60times.com, the Tucson Hybrid with standard all-wheel drive knocks nearly two seconds off the 8.8 seconds clocking of gas models.

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The Hybrid’s 60 time of 7.1 seconds won’t exactly snap your neck, but it does mean a livelier — and more enjoyable — driving experience around town, especially with a standard 6-speed automatic transmission instead of a CVT.

The power boost is appreciated, but it may come at a cost of extra mileage. EPA figures for the standard Hybrid Limited are 37 miles-per-gallon city, 36 highway, numbers that fall short of the 40-mph figures some of its competitors offer.

Still, that is a pretty good improvement over the combined city/highway mileage figure of 26 mpg for the standard Tucson Limited. The base Blue model has straight numbers of 38 mph city or highway.

Hyundai offers the hybrid drivetrain in plugin or the usual hybrid form. AWD is standard, and three trim levels are there for your choosing — base Blue, SEL Convenience, and the top-of-the-line Limited. This review is based on the Limited trim of the standard Hybrid.

Standard equipment for each are similar to corresponding trims in the non-hybrid Tucson. For the Hybrid Limited, that means features such as a panoramic sunroof, LED headlights and daytime running lights, leather seats and leather-wrapped steering wheel, heated steering wheel, dual automatic climate control, proximity key with push-button start, power driver’s seat with lumbar support, heated and ventilated front seats and heated rear seats, rain-sensing wipers, Smart cruise control, tilt-and-telescoping steering wheel, and a surround-view monitor are all included in the starting MSRP of $37,650.

Standard safety systems include forward collision avoidance, lane-keeping and lane-following assist (you get a little “ding” when the car in front of you pulls away from the intersection), driver attention warning, and blind-spot collision warning.

Infotainment functions are plentiful and operate off a 10.25-inch touchscreen with navigation. The 10.25-inch instrument cluster features Hyundai’s blind spot view monitor system that when activated by the turn signals shows what vehicle may be coming up behind you on your right or left via an image in either your speedometer and tachometer displays.

The final bottom line on my test Tucson was not available on the spec sheet, but the only items not included in the starting MSRP were floor mats ($169 on the standard Tucson Limited) and a freight charge of $1,245 (according to Hyundai’s media website).

What I liked about the 2022 Hyundai Tucson Hybrid Limited: What I wrote about the Limited with a gas engine holds true for the Limited Hybrid since they are virtually identical vehicles save for the powertrain. The exterior styling of both models is sharp. The wheels look really cool, 3and the interior also has a premium feel about it. It is roomy and comfortable. There is good legroom room in the rear seats (41.3 inches). The touchscreen for infotainment functions on the Limited is the largest of the Tucson trims and includes an easily read map for navigation. The list of standard safety features is very extensive. Specific to the Hybrid, there is no annoying whine as you come to a stop, and the hybrid drivetrain has more punch than the conventional 4-banger.

What I didn’t like about the 2022 Hyundai Tucson Hybrid Limited: The infotainment system is not complicated, but I still would like knobs to make adjustments for some functions. You need to press buttons to adjust volume and stations on the radio, for instance, and touch-sensitive buttons often can be touched by mistake.

Would I buy the 2022 Hyundai Tucson Hybrid Limited? Yes. Considering the Hybrid Limited’s starting MSRP is very close to that of the standard Tucson Limited, I would go for the Hybrid for the extra power. I would not go for the Plug-in, however. I just think they are too much of a hassle to deal with on a regular basis unless you have a dedicated charging outlet at home, which I do not.

MERCEDES-BENS E450 4MATIC

‘E’  IS FOR  EXCELLENCE OR MAYBE ELEGANT WHEN IT COMES TO MERCEDES E-CLASS

I’m not sure if he was the first to say it but astronomer/scientist/author/etc. Carl Sagan once observed that there is no such thing as a stupid question, but I have two incidents that would challenge that notion.

One was several years ago when a friend of mine was interviewing golfer Orville Moody for a story he was doing about a local tournament. Naturally, the subject of Moody’s victory in the 1969 U.S.Open came up and at a pause in the conversation, my friend blurted out, “Was that your biggest win?”

As soon as his words were out, my friend wanted them back.

You see, not only was the 1969 U.S. Open Moody’s biggest victory on the PGA Tour, it was the journeyman pro’s only victory in 266 Tour events.

I serve as my second example. I had just experienced some time in the latest Mercedes-Benz E-Class and came away impressed, so impressed that I called a Mercedes PR rep and asked him, “Why an S-Class when you have the E-Class to attract luxury shoppers?”

In my defense, the E-Class debuted in 1953 and does predate the S-Class by a couple of generations. Also, and more to the point here, this was near the beginning my career writing auto reviews and I had yet to have any time in the S-Class. Once I had gotten behind the wheel of one, I soon saw the extra goodies, including ground-breaking tech features, that come with  the top-of-the-line offering from the German automaker.

Thus I could later understand the PR rep’s somewhat stunned silence at my question. Fortunately, he didn’t deny me access to any more Mercedes models for such an impertinent inquiry.

Still, I still think that you can find just about everything and anything you might want in a premium luxury sedan in the 2022 Mercedes-Benz E-Class and save some pretty big bucks over the S-Class.

It is offered in coupe, cabriolet, or station wagon form and there are even AMG versions available as well.

The E-Class comes in rear-wheel drive or all-wheel drive 4MATIC configurations staring with a turbo 4-cylinder engine in the E350. That engine puts out 255 horsepower and 273 pound-feet of torque.

This review is based on the 2022 Mercedes E450 4MATIC that features an inline turbo-charged 6-cylinder engine that gets a boost from a mild hybrid system for a total of 362 hp and 369 lb.-ft.

AMG versions up those numbers to 429/384, respectively, in E53 models and 603/627, respectively in the V8-powered E63 S.

A 9-speed automatic transmission is common throughout the E-Class portfolio.

The E350 4MATIC drinks premium fuel at the rate of 23 miles-per-gallon city, 30 highway, and 25 combined, which isn’t bad considering the webside zeroto60times.com puts it zero-to-60 clocking at 4.4 seconds.

While all those numbers are pretty impressive, the E-Class really is about more in comfort than it is in sporty performance.

There is where it really stands out with lots of premium leather and soft surfaces throughout the expansive cabin. Heated front seats are standard throughout the lineup, and you can get ventilated and massaging front seats in option packages.

Wind and road noise are hardly noticeable, and the 12.3-inch display for standard navigation is easy on the eyes. Dual-zone automatic climate control also is included as standard.

The numerous techno functions in the MBUX (Mercedes-Benz User Experience) may operate off voice commands and some buttons, but most of the systems operate off an annoying touchpad on the console. Very much like a touchpad on a laptop, it not only can it be overly sensitive and activate commands at will, it also can be distracting to operate.

Pricing for the E-Class starts in the mid-$50K range and tops out at over $100,000 for the AMG 63 S sedan and wagon. My test 2022 Mercedes-Benz E450 4MATIC came with a starting price of $62,750 with option pacages running that up to $73,350 including the $1,050 destination and delivery charge.

What I liked about the 2022 Mercedes-Benz E450 4MATIC: The roomy interior is particularly classy with lots of soft surfaces and leather, and it is loaded with safety features. The cushy ride is very comfortable, and the inline-6 engine has good punch even when driving in Eco mode. It is also not as thirsty as one might expect.

What I didn’t like about the 2022 Mercedes-Benz E450 4MATIC: The touchpad for performing many of the infotainment functions is maddening. If I could find the guy who came up with this I would cut off the fingers of his right hand. It can be distracting for the driver to operate. The trunk is on the small side for its class.

Would I buy tme 2022 Mercedes-Benz E450 4MATIC? Frankly, the touchpad system for infotainment features gives me pause, but there is so much else to like about this car it would be foolish not to take a long look if you are shopping for a luxury sedan.

2022 KIA STINGER

 

KIA GIVES BASE MODEL STINGER GT-LINE MAJOR HORSEPOWER BOOST FOR 2022

I know of no data that will back this up but it has been my experience over the last 20 years that automakers pay more attention to updating the higher trims on their models than they do on their entry level vehicles, though many of the features introduced on the top trim eventually trickle their way down through the lineup.

Kia, however, seems to be taking a different approach with the newest Stinger.

While upper trims with their V6 engines get a slight power bump to 368 horsepower and 376 pound-feet of torque, the base GT-Line trim of the 2022 Kia Stinger now gets a much more potent turbocharged 4-cylinder engine under its hood.

It is rated at 300 horsepower and 311 pound-feet of torque, a boost of 45 hp and 51 lb.-ft. over the 2.0L turbo-4 of the previous generation. That cuts about a second off the zero-to-60 mph time with a clocking of 5.2 seconds according to the South Korean automaker.

Mated to an 8-speed automatic transmission, fuel economy remains at a steady at 22 miles-per-gallon city, 32 highway, and 25 combined in rear-wheel-drive configuration such as the Stinger this review is based on. With all-wheel drive (standard on upper GT1 and GT2 trims) the numbers are 21/29/24.

Using recommended premium fuel, those figures virtually match the numbers for 2021 models (22/29/25 RWD) and 21/29/24 AWD).

And the GT-Line is well-equipped for a base model with driver-assist technology that includes blind-spot and lane-keeping assist along with SMART cruise control as well as features like leather seat trim with heated front seats, Android Auto and Apple CarPlay connectivity, Bluetooth wireless technology, wireless phone charger, Smart key with push-button start, and LED headlights and tail lamps.

The cabin is roomy and has a nice feel about it. It may not match European imports when it comes to luxury, but it’s close enough and you’re talking about a vehicle with a starting line of less than $40,000. Legroom in the rear is an adequate 36.4 inches.

The 2022 Kia Stinger also gets new alloy wheels, distinctive LED exterior lighting, and a new exhaust quad exhaust design to distinguish it from its predecessor.

Steering wheel mounted paddle shifters for manual gear selection also are offered on all Stinger models.

Standard tech features include a 10.25-inch screen with navigation, a major improvement over the standard 7-inch and optional  8-inch screens offered in GT-Line models in 2021. The rearview camera has dynamic guidelines, a much-appreciated feature.

A 6-speaker sound system may be upgraded to Harmon Kardon premium system, and a power adjustable front passenger seat and sunroof also are options. The 12-way power driver’s seat includes 4-way lumbar support.

Though referred to as a “sport” sedan, the Kia Stinger is in actuality a hatchback with a large cargo area of 23.3 cubic feet. Stowage in the center console also is generous.

My test RWD 2022 Kia Stinger GT-Line carried a starting MSRP of $36,090. Add-ons that included a 15-speaker premium sound system, power adjustable front passenger seat, and sunroof plus the $1,045 destination and delivery charge ran the bottom line to $39,715.

GT1 and GT2 models have MSRPs running from $43,690 to $53,490.

What I liked about the 2022 Kia Stinger GT-Line: It has a premium look and feel about it, both inside and out, and the sloping profile gives it a stylish, coupe-like appearance. The 2.5L engine responds nicely, especially when operating in Sport Mode. Infotainment features are user-friendly. There is even a knob to surf the radio, and the display screen for navigation is a good-sized 10.25 inches. The hatchback configuration gives it lots of cargo space. You can switch off the Stop/Start function with the push of a button on the console as well as turn on the “Auto Hold” function when idling at an intersection.

What I didn’t like about the 2022 Kia Stinger GT-Line: A power lift gate would be a nice addition for the big rear deck lid. Rear-seat passengers lose a little bit of headroom because of that sloping roofline, and I suspect a taller occupant in the driver’s seat also might find the headliner a little close.

Would I buy the 2022 Kia Stinger GT-Line? Yes, especially if you don’t care about the cachet a European brand might give you. There has been some speculation that Kia may discontinue production of the Stinger sometime in 2022. Sales through the first 11 months of 2021 were up slightly (8.13 percent) but the total number was only 12,599 (numbers from goodcarbadcar.net).

2022 INFINITI QX60

INFINITI BRINGS BACK QX60 AFTER GIVING IT 

A VERY WELCOME MAKEOVER FOR 2022 

After lanquishing among its high-class competitors for nearly a decade, the Infiniti QX60 is back after a year’s production hiatus with a fresher appearance and impressive interior upgrades that make it worthy of its role as a “luxury” midsize SUV.

The 2022 Infiniti QX60 comes with an engine that is more than capable of handling its heft smoothly and confidently and in a style fitting for the most pickiest of its critics.

It comes in four well-quipped trim levels and is available with standard front-wheel drive or optional all-wheel. Pure models start at under $50,000 while Luxe and Sensory trims begin at under $60,000.

The top-of-the-line Autograph that this review is based on carries a starting MSRP of $63,250 with AWD, but has a long list of standard features that only $625 for options and $1,025 in destination charges were added to bring the total for my test vehicle to $64,970.

All QX60s come with a 3.5-liter V6 engine that produces 290 horsepower and 270 pound-feet of torque, giving it a towing capacity of up to 6,000 pounds. That engine is mated to a 9-speed automatic transmission that — we say “thankfully” — replaces the CVT of first-generation models.

Fuel economy checks in a 21 miles-per-gallon city, 26 highway, and 23 combined for FWD models and 20/25/22 for those with AWD using premium fuel.

Even the base Pure trim includes such standard features as LED headlamps and taillights, power panoramic moonroof, rear privacy glass, power liftgate, 8-way power driver’s seat with 4-way lumbar support, heated front seats, leather-wrapped steering wheel, tri-zone climate control, a 9-speaker audio system, Infiniti Intouch infotainment functions with a 12-3-inch touchscreen and console controller, push-button start, Wi-Fi hotspot and Bluetooth, and safety systems like forward emergency braking with pedestrian detection, rear cross-traffic alert, and blind-spot and lane-departure warning.

The Autograph (whose autograph I neglected to find out) includes all that and adds such standard features as a head-up display, the company’s ProPilot System with navigation, a power tilt-and-telescoping steering wheel, full-speed Intelligent (adaptable) cruise control with Stop-and-hold function, remote engine start, lane-departure prevention, driver attention alert, 

A luxurious interior that is spacious, comfortable, and refined greets those who step inside. There is generous use of upscale Aniline leather throughout the cabin, and seats and the dash panel feature quilted leather accents. Autograph models get second-row Captain’s chairs separated by a removable center console.

The XQ60 fulfills its role as an SUV with 14.5 feet of cargo space behind the third row and up to 41.6 cubic feet with the third completely folded. (It splits 60/40.)

In a review earlier this month, I sang the praises of Infiniti’s newest SUV, the QX55 and still hold to that opinion. The 2022 QX60 matches it in class and adds the convenience of three-row seating.

What I liked about the 2022 Infiniti sQX60 Autograph: The impressive, redesigned cabin includes a myriad of convenience and safety features, including the company’s CoPilot360 system. Touches like quilted padding on seats and the dash add a luxurious touch to the interior. A 9-speed automatic transmission replaces the former CVT and combined with the nearly 300 horsepower engine provides a responsive driving experience. Front seats are ventilated as well as heated and come with a massage function. 

What I didn’t like about the 2022 Infinity QX60 Autograph: Regretfully, critics of the dual screen that separated navigation and audio functions in past models have won out and the QX60 has only one screen to handle infotainment functions. This means if you have up the map display you have to close it and call up the audio screen to tune the radio. There is also no knob to surf the radio dial, and the arrow button to tune stations requires a very firm touch. (The rotary knob on the console only scans presets.) The third row can be extremely snug depending on how second-row riders adjust their seats 

Would I buy the 2022 Infiniti QX60: Yes, though I would recommend a look at a lesser trim like Luxe or Sensory, which would save you several thousand dollars while still including much of the good stuff. Luxe and Sensory models are well-equipped and have the same drivetrain as the top-of-the-line Autograph trim.

2022 FORD MUSTANG CONVERTIBLE

GREAT TIMING! FORD MUSTANG DROPTOP ARRIVES AT PEAK CONVERTIBLE SEASON

Back last September I had the opportunity to drive the Mustang Mach-E, Ford’s first all-electric vehicle. I gave it good marks for its range of up to 270 miles on a full charge and its overall performance.

But I didn’t really consider it a Mustang.

With 266 horsepower and 313 pound-feet of torque in rear-wheel-drive configuration or 428 with all-wheel, the Mach-3 has the kind of performance one expects from a vehicle bearing the Pony car label.

But other than that it is a Mustang only in the sense that Rosie O’Donnell and Sophia Loren are both women.

The Mach-E’s exterior profile and cabin scream SUV, not Mustang fastback coupe.

Or convertible, the subject of this review.

The timing of the arrival of the 2022 Ford Mustang Convertible in my driveway recently couldn’t have been more perfect. Snow may be threatening in other climes, but in South Florida, December is ideal convertible weather. Temperatures aren’t so hot that you get baked when waiting at stop lights, nor is the humidity as stifling as it can be in August.

The 2022 Mustang is part of the sixth generation of the quintessential Pony Car that debuted in 2015 and is pretty much the same as the 2021 model. Most changes involve styling tweaks and a slight reduction in horsepower and torque in the 5.0-liter V8 engine (down 10 of each).

At the top of the portfolio are the GT and Mach 1 trims with their V8  power. — 450 horsepower and 410 pound-feet of torque in the GT, 470/420, respectively in the Mach 1. (The supercharged Shelby GT500 Fastback is in a class by itself at 760 hp.)

But for the less power hungry, Ecoboost and Ecoboost Premium models come a pretty healthy 2.3-liter turbocharged 4-banger as standard. They rate at 330 hp and 350 lb.-ft. while drinking regular fuel at a less thirsty pace.

EPA figures for the Ecoboost Convertible with the optional 10-speed automatic transmission are 19 miles-per-gallon city, 26 highway,, and 22 combined. a nice jump over the 15/23/18 for the 2021 V8 Convertible.

No, you won’t get the full effect of the deep base tones of the V8 Mustang (take that, EVs!) but you can also set the Ecoboost model’s dual exhaust to whatever level suits your ears (Quiet, Normal, Sport, and Track).

The interior of the 2022 Ford Mustang Convertible is much more upscale than the spartan features of older models and overall is very impressive. Dual zone climate control is standard, and front seats are both heated and cooled. (Don’t worry too much about those in the back; those seats are so cramped you aren’t going to be taking many extra riders along).

You’ll find plenty of technological features in the Sync3 infotainment system,  and the Ford CoPilot360 suite of tech functions adds adaptive cruise control, lane-centering, blind-spot detection, lane-keeping assist, active park assist to other safety features.

Base pricing for the 2022 Mustang Convertible runs the gamut from just under $30,000 (2.3L Ecoboost with 6-speed manual) through the $30K ranges to over $40K for GT trims and over $50K for the Mach 1. The Shelby GT500 Fastback starts at just over $70,000.

My test vehicle, the 2022 Ford Mustang Convertible Premium trim started with a base price of $37,725, but then totaled out at $50,330 with options and destination charges ($1,195) added.

Biggest items among the options were $6,150 for the 2.3L High Performance package, $2,500 for Equipment Group 201A (Premium trim, adaptable cruise control, voice-activated navigation, premier floor mats), and $1,595 for the 10-speed automatic transmission (complete with paddle shifters).

Oh by the way, if this is peak convertible season where you are, just come to South Florida and rent one. Sometimes it seems that every other car you pass while driving on U.S. 1 in the Keys is a Mustang droptop. 

What I liked about the 2022 Ford Mustang Ecoboost Convertible Premium: The ride with the soft top up is surprisingly quiet. Infotainment features are plentiful and user friendly. The cabin’s interior has been given a nice upgrade in appearance, showing that a Muscle Car doesn’t have to be cold and spartan. Ford’s Co-Pilot360 technology is now standard.

What I didn’t like about the 2022 Ford Mustang Ecoboost Convertible Premium: The backseat is good for storage only, and with a trunk of 11.4 cubic feet you’re going to need it on occasion. (Still, that’s not bad trunk space for a convertible, by the way.)

Would I buy the 2022 Ford Mustang Ecoboost Convertible Premium? Without question, yes. The turbo-4 engine doesn’t have the big punch of the GT’s V8 power, but still is a lively performer with a considerably less thirsty engine.

2022 INFINITI QX55

INFINITI OUT WITH NEW SPORTIER, SLEEKER CROSSOVER WITH INTRODUCTION OF QX55

The 2022 Infiniti QX55 is a new crossover SUV that, as the name suggests, is based on the Japanese automaker’s best-selling QX50 compact SUV.

It shares the same underpinnings and engine as the QX50 and the interior is similar, but the QX55 has a sportier look with a slopping roofline and other exterior design touches. It  comes with standard all-wheel drive.

At 186.3 inches, the QX55 is slightly longer than the QX50 and is a couple of inches taller at 66 inches, but the wheelbase (110.2 inches) and width (74.9) are the same.

When it comes to first impressions, the QX55 is the one that will draw more head-snapping second looks with its bold exterior design and a muscular stance featuring 20-inch wheels. Infiniti refers to it as a “crossover coupe” in style.

It is offered in three trims — Luxe, Essential, and Sensory — starting at $46,500 and topping out at $57,050 before extras are added on. All come with a 2.0-liter, turbocharged 4-cylinder engine mated to a continuously variable transmission that can be set in Standard, Sport, or Eco mode. Settings also can be tailored to Personal mode, and simulated gear changes can be made via paddle shifters. 

The engine is rated a 268 horsepower and 280 pound-feet of torque while delivering fuel economy ratings of 22 miles-per-gallon city, 28 highway, and 25 combined using premium fuel. The fuel mileage fits in with its competitors, though others may offer more get-up-and-go with optional engine choices.

Nevertheless, in a week that featured a good bit of interstate driving the QX55 did not suffer any when it came to performance.

All trims are nicely equipped when it comes to standard features like LED headlights with high-beam assist, LED taillights, moonroof, power liftgate, 8-way power driver’s seat with lumbar support, heated front seats, Apple CarPlay (wireless) and Android Auto, USB connections, Bluetooth hands-free phone, keyless entry and push-button start, a wi-fi hotspot, and a leather-wrapped steering wheel.

Standard safety systems across the line include blind-spot and lane-departure warning, automatic collision notification and emergency call, and the usual collection of air bags.

The Essential trim, which served as my test vehicle, also included leather upholstery in place of the leatherette on the Luxe, rain-sensing windshield wipers, power tilt-and-telescoping steering column, memory seating for two drivers, cooled front seats, Infiniti Intouch services with navigation, dual-zone climate control (the Sensor offers tri-zone), and an around-view monitor.

My test vehicle also came with a couple of nice options, the main one being the ProAssist Package that added Intelligent (adaptable) cruise control and upgraded blind-spot and lane-keeping systems.

The premium paint was extra, but — Hallelujah! — the carpeted floor mats were not!

Along with the $1,025 destination charge, that ran the bottom line to $54,120.

What I liked about the 2022 Infiniti QX55 Essential: With its sleek profile and minimal use of bling, QX55 is a great looking SUV. and sportier than its QX50 stablemate. The Essential tr
im is packed with many standard premium features, though Intelligent (adaptable) cruise control comes in a package with a couple of other features. I like the two-screen setup for infotainment and other functions that allows you to fiddle with the navigation map or radio without putting one or the other down.

What I didn’t like about the 2022 Infiniti QX55 Essential: The sloping roofline comes at a cost of some rear headspace (36.9 inches compared to 39.1 in the 2021 QX50, and you won’t be able to stack stuff up quite as high in the rear cargo space. There is 26.9 cubic feet of storage capacity behind the second row compared to 31.4 in the QX50. I would like a knob to surf the radio dial instead of pushing on a button to change stations and perhaps a 10-speed automatic transmission instead of a CVT.

Would I buy 2022 Infiniti QX55 Essential? In a heartbeat. Unless you need a three-row SUV, this is a great choice in the luxury segment.