Autos
Sedans hang on with nifty new models from Genesis, Nissan
Crossovers and SUVs may be all the rage but automakers give four-door cars new spiff
Remember tried-and-true sedans? They’re getting crowded out by popular crossovers and SUVs. Ford will even stop making almost all its passenger cars in a few years. But other automakers are fighting back, determined not to let their four-door mainstays go the way of saggy pants, studded belts and — yeesh — anything velour. From fashionable tweaks to full makeovers, sedans are getting sassier.
GENESIS G80 3.3T SPORT
$56,000
Mpg: 17 city, 24 highway
0 to 60 mph: 5.1 seconds
Genesis. It used to be a Hyundai model but is now its own luxury brand: Genesis Motor America. Taking a successful entity like Hyundai and spinning off a more exclusive brand can be tricky but not impossible. Think Honda/Acura or Toyota/Lexus. Of the three Genesis models (all sedans) the G80 midsizer is in the sweet spot between the G70 compact (which just arrived this summer) and the full-size flagship G90. While the G80 base model is just fine, things really pick up with the all-new 3.3T Sport.
It boasts the same twin-turbo V6 as in the larger G90. But because the G80 3.3T Sport weighs less, it’s quicker and more responsive. Sure, a souped-up Mercedes E-Class AMG will eat this car’s lunch on the test track, but such a blistering Benz costs $104,000. This G80 holds its own, though, when it comes to svelte styling and a slew of standard features: steering-wheel paddle shifters, matte wood and aluminum trim, heated/cooled front seats, rear and side window shades, wireless charging pad, carbon-dioxide sensor on the climate control system, Lexicon 17-speaker stereo, tons of safety gear and, well, you get the idea.
Basically, the Genesis game plan was to create a capable, fully loaded sport sedan with a bargain basement price.
NISSAN MAXIMA SR MIDNIGHT EDITION
$40,000
Mpg: 21 city, 30 highway
0 to 60 mph: 5.9 seconds
Nissan sedans have always enjoyed edgier styling than their Honda and Toyota counterparts. But the midsize Maxima SR — the sportiest of five Maxima trim levels — goes even further with a special Midnight Edition package. The look is tough and rebellious, sort of like adding tats and piercings all over.
The extra cost is just $1,200, and you can choose black, white or gun-metal gray for the grille, rear spoiler, 19-inch aluminum-alloy wheels and mirror caps. There’s also a rear diffuser and custom floor mats. The 360-degree parking camera is a nice touch, as are the outside mirrors with reverse tilt-down feature and the auto-dimming driver-side mirror. Other plusses include the robust and fuel-efficient V6, as well as an easy-to-use infotainment system. Because this is the SR trim, there’s also a sport-tuned suspension, aluminum sport pedals, paddle shifters, heated/cooled seats, LED headlights and a dynamic control system for improved handling and braking.
Minor quibbles include lack of rear-seat headroom and no all-wheel drive. Despite the in-your-face exterior design and tuner-like engineering, the high-quality cabin is actually quiet thanks to sound-reducing glass and other innovations.
VW PASSAT GT
$30,000
Mpg: 19 city, 28 highway
0 to 60 mph: 5.9 seconds
Is the all-new VW Passat GT punching above its weight? A GT designation, which means Gran Tourer or Gran Turismo, take your pick, is usually reserved for high-end performance coupes, such as a $225,000 Bentley Continental GT.
But the Passat is an everyday midsize sedan, more accustomed to traffic jams than jaunts to the Hamptons. Still, most Passats are equipped with four-cylinder turbos, while the GT model features a 280-hp V6. It’s not exactly a speedway racer but is certainly plenty quick. And few $30,000 sedans come with V6 bragging rights. To bolster its sporty bona fides, the Passat GT has a low, taut suspension, along with a slick black roof, red brake calipers and red accent trim around the grille.
There’s even a slightly throaty exhaust rumble. Cabin highlights include faux carbon fiber accents, black headliner and two-tone, black and gray seats. For safety gear, there’s a blind-spot monitor, rear cross-traffic alert and pre-collision warning. Gas mileage isn’t exactly noteworthy, but with sure steering, smooth shifting and little body roll when tackling curves, this GT is definitely fun — and very affordable.
Autos
Hauling sass: beauty and the beast
Reviewing Jeep Wrangler Rubicon 392 and Mercedes E-Class Wagon
Ritzy versus rugged: you choose.
Like forlorn lovers, two iconic vehicles showcase the strengths—and weaknesses—of growing up on different sides of the track.
The revered Jeep Wrangler, first introduced in 1986, traces its roots to the rugged Jeeps of World War II. Believe it or not, one Jeep—dubbed “Old Faithful”—was actually awarded a Purple Heart after surviving the Guadalcanal beach landing.
Then there’s the refined Mercedes E-Class wagon, a high-society hauler. The German automaker debuted its first modern station wagon in 1977 but can boast lineage dating back to Karl Benz’s first patented car in 1886. Ritzy doesn’t begin to describe today’s sensuous ride.
So, beauty or the beast? Trust me, it’s not an easy choice.
JEEP WRANGLER RUBICON 392 FINAL EDITION
$102,000
MPG: 13 city/16 highway
0-to-60 mph: 4.2 seconds
Cargo capacity: 72 cu. ft.
PROS: Kick-ass power. Butch cred. Collector’s edition.
CONS: High ground clearance. High price. Highly impractical.
IN A NUTSHELL: Wranglers are known for their all-terrain prowess, but the rough-and-tumble Rubicon trim is the most off-road-capable Jeep ever produced. This Wrangler arrived in 2003, the year Angelina Jolie drove a Rubicon in her second Lara Croft action flick, which led to a special-edition “Tomb Raider” model. Jeeps also played a role in “MASH,” “Clueless” and “Jurassic Park,” as well as “Gilmore Girls,” “Band of Brothers” and “Dukes of Hazzard” (cue Daisy Duke’s beloved “Dixie”).
But now you can star in your own life with the most wicked Jeep of all: the Wrangler Rubicon 392 Final Edition. The renowned Hemi V8 engine—the heart of muscle cars like the Dodge Charger and Challenger—is being phased out, and the Hemi-powered Rubicon is next on the chopping block. But instead of sunsetting later this year, the in-your-face Final Edition has proved so popular that its exit has been extended through 2025.
It’s easy to see why: Press the ignition button and a thunderous roar from the dual-mode exhaust system is enough to wake the dead. With 470 horsepower, this beast screeches from 0 to 60 mph in just 4.2 seconds.
Bronze 17-inch wheels are paired with thick 35-inch tires, boosting ground clearance to 13.3 inches. That’s more than twice as high as most SUVs, which means climbing—and I do mean climbing—in and out of this vehicle can be a challenge. It was a source of pride to finally step up into this Jeep without looking like a complete klutz.
Inside the no-nonsense cabin are 12-way power seats with gold stitching and an exclusive medallion on the shifter. A commemorative plaque is on the Mopar swing gate, which has a built-in table for roadside picnics. There’s also an 83-piece toolkit. And if you deflate the tires for heavy-duty off-roading, an optional on-board air compressor will inflate the tires back up again.
But my fave feature is the automatic retracting roof, which is just as classy—but much quicker to operate—than fancy-schmancy tops on most high-end convertibles.
MERCEDES E-CLASS STATION WAGON
$76,000
MPG: 22 city/31 highway
0-to-60 mph: 4.6 seconds
Cargo capacity: 64 cu. ft.
PROS: Sleek styling. Cushy cabin. Heavenly handling.
CONS: Lotsa SUV competitors. Irritating infotainment system.
IN A NUTSHELL: The Jeep Wrangler may be all brawn, but the Mercedes E-Class station wagon is a complete brainiac. Think “nerd chic,” with loads of high-tech wizardry hidden beneath shapely sheet-metal.
Promoted as an all-terrain vehicle, with air suspension to raise and lower the chassis, this wagon deftly wends its way over rutted backroads or rolling meadows. And the 360-degree surround-view system includes a “transparent” view, which relays images from various camera angles to the dashboard monitor so that you can see what you’re driving over in real time.
But the elegant E-Class is finest on city streets. A long wheelbase—over 16 feet—ensures smooth sailing in what is truly a land yacht, with plenty of legroom and rear cargo space. And the 375-horsepower V6 turbo is no slouch, proving to be almost as fast as the Hemi-infused Wrangler. The Mercedes engine positively purred during normal driving but growled when I stomped on the gas.
An exquisite cabin showcases the latest electronics, including a 12.3-inch gauge cluster, 14.4-inch infotainment touchscreen and optional 12.3-inch front-passenger display. The 21-speaker Burmester stereo is mic-dropping amazing, putting concert-hall acoustics to shame. And this wagon can become a 5G wireless hotspot, which really boosts connectivity.
My only beef: The less-than-intuitive entertainment system, which left me struggling as I repeatedly swiped back and forth to try and land on my preferred Sirius stations. In the end, it was easier to use the very capable voice-activation system instead.
Overall, both the Mercedes wagon and Jeep Wrangler Rubicon 392 boast plenty of power and panache. They just haul your ass in very different ways.
Autos
Sizing up EVs: Mini Cooper Coupe, Ford F-150 Lightning
One is small and nimble, the other spacious and super fast
I’m a bit of a size queen when it comes to electric vehicles. After all, the bigger the battery pack, the lower the range anxiety. And EVs — with no engine or other components found on traditional gas models — can flaunt their larger cabins. Most EVs also deliver lickety-split acceleration, which can boost the size of any ego.
I recently test drove two David and Goliath EVs: one an itty-bitty roadster and the other a behemoth pickup.
So which was better? In the end, the answer was a matter of size.
MINI COOPER COUPE EV
$31,000
Range: 114 miles
Fastest charging time: 103 miles in 30 minutes (80% charged)
0-to-60 mph: 6.9 seconds
Cargo capacity: 8.7 cu. ft.
PROS: Quick. Nimble. Fun.
CONS: Battery range. Low chassis. Limited storage.
IN A NUTSHELL: With kicky styling, perky engines and quirky interiors, a Mini Cooper always makes me smile. The EV coupe is no exception, with funky yellow accents on the wheels, badging and side mirrors to distinguish this car from a typical Mini.
For such a compact car, there’s ample headroom and legroom. But cargo space is tight. Luckily, lowering the back seats triples the stowage area.
Up front in the Euro-chic cabin, there are plenty of retro toggle switches and tasteful chrome accents. As with other EVs, a digital readout indicates the exact time the vehicle will be fully charged. The nav system, which displays a “range circle” to show how far the Mini can go without running out of juice, also maps out the best “green” route to travel. That’s a nice touch, because the driving range here is only 114 miles. Luckily, the regenerative braking system is extra-grippy to help conserve energy. And by just barely lifting your foot off the accelerator, this coupe slows so dramatically that you only need to brake when coming to a full stop.
Best of all, handling is exceptional. Despite the low ground clearance — just 5.6 inches — the Mini Cooper easily handles speed bumps and torn up roads. And during my daily commute, this go-kart wannabe easily scooted through a sea of overbearing semis and SUVs on the Beltway.
Overall, the Mini Cooper EV is affordable and fits anywhere. It may even put a smile on your face.
FORD F-150 LIGHTNING
$58,000
Range: 240-320 miles
Fastest charging time: 201 miles in 42 minutes (80% charged)
0-to-60 mph: 4.1 seconds
Cargo capacity: 52.8 cu. ft.
PROS: Lightning fast. Sedan-like comfort. Super storage.
CONS: Pricey trims. Increased competition. Towing saps the battery.
IN A NUTSHELL: Compared with a Mini Cooper EV, the Ford F-150 Lightning is a Maximus chariot. At 19 feet long and more than six feet tall, this pickup is seven feet longer and two feet taller than the miniscule coupe. The Lightning also weighs 6,000-plus pounds, which makes it three times heavier than the Mini. And the Lightning’s towing capacity — at up to 10,000 pounds — is four times greater.
Despite the gargantuan proportions, this Herculean beast rides and handles like a lithe sedan. No, the Lightning is not as nimble as a spritely Mini, but it’s surprisingly close — especially for a hauler with land-yacht proportions.
A fave feature: major storage space, including two glove boxes, an acres-long truck bed, a huge center console, and a frunk that can hold almost twice as much gear as the rear cargo bay in a Mini Cooper. The funky frunk is also water-resistant, drainable, lockable and has four 120-volt outlets and two USB chargers. There’s even an emergency release latch, just like in a standard trunk. Coolest of all, with just two taps to the key fob, the frunk’s lid opens and closes electronically—which makes the Lightning look like some sort of Leviathan sea monster.
Power comes from two electric motors configured to provide standard all-wheel drive. Add in the extended-range battery for more horsepower and torque, and the Lightning lives up to its Thor-like bona fides. Such wickedly fast acceleration is thrilling and, frankly, a bit scary.
Inside, the well-insulated cabin boasts many fine options, including max-recline seats, hands-free driving system, Bang & Olufsen premium stereo, twin-panel moonroof and a 15-inch infotainment screen that looks and behaves like an iPad.
When it comes to size, the Lightning is larger, faster and full of more storage space than a Mini Cooper. Yet the coupe costs half as much and is a better urban adventurer. It also seems a bit more practical, at least in the city.
Small versus large? It all depends on which size fits you best.
Autos
Cool compacts: Ford Maverick Lariat, Subaru Crosstrek Wildernes
The summer fireworks continue with two bangin’ rides
While the Fourth of July may be over, other fireworks continue with two bangin’ rides: the Ford Maverick pickup and Subaru Crosstrek SUV. Both are affordable compacts, though neither can be considered barebones and each vehicle offers some fresh surprises.
FORD MAVERICK LARIAT
$35,000
MPG: 22 city/29 highway
0-to-60 mph: 5.9 seconds
Cargo capacity: 33.3 cu. ft.
PROS: Very low price. Peppy. Lotsa storage.
CONS: Spartan base model. Bumpy ride. Pricey options.
IN A NUTSHELL: When I wrote a few years ago about the Ford Maverick, which was replacing the long-time Ranger, it was a pleasant surprise to learn this new pickup came standard as a hybrid. Such fuel efficiency—42 mpg in the city, 33 mpg on the highway—is still impressive. But this year Ford switched the Maverick’s powertrain availability, which means the hybrid is now a $1,500 option and the more powerful turbo engine comes standard. That’s a downer for fuel-conscious buyers, but a plus for anyone seeking more oomph under the hood.
Hybrid or no, the starting price of a base-model Maverick is still low: less than $25,000. This makes it the least expensive compact pickup out there. Available only as a four-door crew cab, there’s plenty of passenger and cargo room.The low-slung truck bed—which can carry cargo up to 1,500 pounds—makes loading and unloading easy. And despite its small size, this tough hauler can tow up to 4,000 pounds. Built on the same platform as two popular Ford SUVs—the Escape and Bronco Sport—the Maverick boasts handling more like a sedate sedan than a stiff truck. Well, at least that’s the case on the freeway. In town, the ride is bumpier than expected over potholes and such.
Three trim levels available: XL, XLT and high-end Lariat, which is what I test drove for a week. The XL is basic—with 17-inch steel wheels, cloth seats and a six-speaker stereo—while the XLT adds alloy wheels, power-locking tailgate and a rear armrest with cupholders. But the Lariat offers unexpected amenities, such as keyless entry, push-button start, synthetic leather upholstery, power-sliding rear window, heated seats, heated steering wheel, wireless charging pad and eight-speaker Bang & Olufsen stereo.
All Mavericks come with forward collision warning that automatically applies braking when necessary. But the Lariat adds adaptive cruise control, rear parking sensors, blind-spot monitor with rear cross-traffic alert, and evasive steering that kicks in to help avoid collisions.
For all you alphas, there’s a Tremor Off-Road package, which adds rough-and-rugged features like elevated ground clearance, advanced four-wheel drive, skid plates, off-road suspension, locking rear differential, all-terrain tires, full-size spare, and more aggressive styling and badging.
Alas, such options add up and can bump the sticker price close to $45,000.
SUBARU CROSSTREK WILDERNESS
$34,000
MPG: 25 city/29 highway
0-to-60 mph: 8.5 seconds
Cargo capacity: 20 cu. ft.
PROS: Off-road capability. Roomy. Comfy seats.
CONS: Plasticky interior. Bit noisy cabin. No speed demon.
IN A NUTSHELL: Subaru has its own maverick in the showroom: the tiny-but-mighty Crosstrek. Redesigned for 2024, the Crosstrek retains much of its quirky styling and adept handling. That’s a good thing, considering how hot this SUV has been the past few years.
There’s also a brand-new trim level: the Wilderness. While I was already a big fan of the Crosstrek, the Wilderness ratchets things up a lot.
Except for the BRZ sports car, all Subarus come standard with all-wheel drive. Yet the off-road prowess of the Crosstrek Wilderness is enhanced by front skid plate, extra drive modes, a tighter suspension and higher ground clearance (9.3 inches versus 8.6 inches on other Crosstreks). No, this is not a Jeep Wrangler or Toyota Land Cruiser, but the Wilderness is no slouch when tackling rutty roads or sandy terrain.
As for looks, the rugged styling includes hexagonal fog lights, 17-inch black alloy wheels with thick treads, black front and rear bumpers, and black cladding on the wheel arches to protect against scrapes. Faux copper accents—especially on the roof rack and steering wheel—signal that this is not your average Crosstrek.
With the back seats down, cargo space in all Crosstreks is 55 cubic feet (an impressive two-and-a-half times the area when the seats are up). As for towing, standard Crosstrek models can haul an impressive 1,500 pounds. But the Wilderness can tow even more—a whopping 3,500 pounds.
Inside, the high roofline makes the cabin feel surprisingly large. The gauges and displays—functional but not glitzy—are the same across the Crosstrek lineup. Notable options include power moonroof, 10-way power driver’s seat and 10-speaker Harmon Kardon audio.
The main difference between the Wilderness and other Crosstrek trims are the comfortable, water-resistant seats (made of synthetic leather upholstery) and the rubber floor mats emblazoned with the Wilderness logo.
All in all, this Crosstrek turned out to be a practical urban ride that also brought out my inner Paul Bunyan on weekends.
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