Hybrids – BestOldTrucks.com – Anything Truck, Morocycle, or Car Related

MPG Update! Flash Drive: 2022 Ford Maverick

They Could Have Called It “The Phoenix”

Ford Maverick MPG — **Ford Maverick real world MPG**

UPDATE: When this story originally posted on October 6, 2021, Ford had not received the final fuel economy rating from the EPA for the base 2022 Maverick with the hybrid powertrain. The numbers are out now, and they are stellar–42 mpg in the city (42 mpg city, 33 highway, 37 combined). In a 33.3 mile test run in the Maverick Hybrid, I achieved an overall rating of 45.4 mpg, which included 12.8 miles running solely on electricity. That is the key to why the Maverick Hybrid will be such a game changer for Ford. Consumers will see the economy, versatility and base price under $20,000 (excluding destination fee of $1,495) as a reason to consider the Maverick Hybrid compact pickup over a compact or midsize crossover, or a sedan. Ford has a goal of selling the Maverick to people that have never owned a truck. This news from the EPA must be making them smile!

Ford has a winner on their hands with the all-new 2022 Ford Maverick compact pickup.

Maybe Ford went with Maverick because it can mean “pursuing rebellious, even potentially disruptive, policies or ideas.” This, without question, is what the Maverick will do. However, Ford also could have called it Phoenix, as in “to rise from its ashes in the freshness of youth and live through another cycle of time.” Ford has certainly done this by resurrecting the compact pickup genre that was once so popular in the 1960s-1980s.

So who does Ford think will buy the all-new 2022 Maverick? According to the Ford marketing team we spoke with at a recent media launch event, their target buyer will be young, female, Hispanic, and urban, including a full hybrid model that may get up to 40 mpg (it hasn’t been certified by the EPA at press time). This may be so, but after driving a few different configurations, they may be surprised this will not be who ends-up buying the Maverick. Regardless who’s driveway it ends up in, Ford has a winner.

Maverick Model Lineup

Like most pickups, the Maverick will come in a variety of trims with different equipment. Here’s a run-down of the lineup:

Base price with the $1,495 destination fee: $21,490

(Destination Fee is included with all following prices)

Front wheel Drive (FWD)

2.5 liter gas engine, 94 kilowatt electric motor

191 total system horsepower (hp)

155 pound-feet of torque (lb.-ft.)

Continuously Variable Transmission (CVT)

FWD or All-Wheel Drive (AWD)

2.0 liter turbocharged gasoline engine

250 hp

277 lb.-ft.

Eight-speed automatic transmission

Fuel Economy (FWD): 23 mpg city; 30 highway; 26 combined

Fuel economy (AWD): 22 mpg city; 29 highway; 25 combined

XLT

Base price: $23,775

FWD

2.5 liter gas engine, 94 kilowatt electric motor

191 total system hp

155 lb.-ft.

CVT

XLT

AWD

2.0 liter turbocharged gasoline engine

250 hp

277 lb.-ft.

Eight-speed automatic transmission

Lariat

Base price: $26,985

FWD

2.5 liter gas engine, 94 kilowatt electric motor

191 total system hp

155 lb.-ft.

CVT

Lariat

AWD

2.0 liter turbocharged gasoline engine

250 hp

277 lb.-ft.

Eight-speed automatic transmission

Hitting the Road

In this Flash Drive review we will only scratch the surface on both the hybrid-electric and gasoline-powered Maverick, with a full Road Test review coming along in early 2022. The hybrids we drove were all front-wheel drive, while the gasoline-only Mavericks were all-wheel drive. The power plants in the Maverick are proven through their use on other Ford vehicles, which lends confidence when buying a first year model.

The 2022 Maverick hybrid is quiet in electric mode, with only minimal sound when the engine kicks-in under heavy acceleration. The hybrid has all the get-up-and go that electricity adds to a drivetrain, with the CVT handling all expected performance needs. The 2.0L turbocharged Maverick has more horsepower and torque, along with all-wheel drive.

The cargo payload of 1,500 pounds is the same on all Mavericks, regardless of the engine. The tow rating for the Maverick hybrid is 2,000 pounds, while the gasoline engine goes up to 4,000 pounds. I towed a trailer weighing 1,600 pounds with the front-wheel drive hybrid, and needed to keep looking in the mirror to make sure it was there. The drive was very smooth. With the hybrid power, pulling onto highway onramps and climbing grades was easy.

I then drove the Maverick with the all-wheel drive 2.0L turbo and 500 pounds of plywood in the bed. The 4’ X 8’ sheets extended past the dropped tailgate by less than a foot, which was just fine for short distances. Ford has cleverly designed some helpful features that make the short, four-foot bed very livable. The Maverick was not intended to be a heavy-duty work truck, but more for the weekend warrior home owner doing DIY projects, or used for active lifestyles such as biking and kayaking. For these purposes, it is a viable option to a larger truck or a compact crossover.

The Maverick, weighing-in between 3,674 and 3,731 pounds, felt stable on the road, with cornering producing little body lean unless really pushing it hard. The 17-inch or 18-inch tires performed well, and stopping with either the trailer or a loaded payload was predictable and controllable. The Maverick has four-wheel disc brakes with ABS; the hybrid adds regenerative braking that converts kinetic energy into electricity when braking or coasting.

The electric-power steering was tuned well for road feel. There never was time or situation where we felt disconnected from the tires and the road, and that included the short off-road track we drove a few times. We did not get the chance to drive either Maverick in the rain, but our history with FWD cars is they track well in the wet, with all-wheel drive delivering even more traction.

Interior

The 2022 Maverick comes in three trim levels–XL, XLT and Lariat. The base Maverick XL has a MSRP of $19,995 and comes equipped with power windows, carpet, single zone manual air conditioning, two 12V and two USB ports with one each of Type A and C, an 8.0-inch screen with Bluetooth, Apple Car Play and Android Auto to utilize the AM/FM stereo and its six speakers. FordPass Connect offers convenience features such as remote door lock/unlock, remote keyless entry and remote engine start. The 4G LTE WI-Fi hotspot can accommodate up-to 10 devices over a range of 50 feet.

The seats are comfortable, but the rears are tight for taller passengers. There is rear under-seat storage, but make sure to check out the clever design they came up with on the front doors to accommodate a large drink bottle or cup.

Move up to the XLT, which Ford thinks will be the volume trim level or the Lariat, and the list of standard and available convenience and technology features and safety systems increase to where the Maverick, with a top price estimated at $38,000, will be as fully equipped and nicely appointed as any Ford truck.

Using the Flexible Unibody Architecture that utilizes unique modules, different vehicles can be built on the same manufacturing line with different wheelbases, ride heights and track widths. Sharing its platform with the Bronco Sport and Escape crossovers gave Ford interior designers the opportunity to make the Maverick cabin comfortable, and with excellent rear and side visibility. There are two child safety anchors in the outer rear seat positions, making the Maverick a serious consideration for a small family.

Exterior

Ford says the Maverick is “Built Ford Tough,” which of course has been the Ford credo for the F-Series and Ranger for many years. The tough part for a compact pickup could be hard to quantify, but after pulling a trailer, hauling a bed-full of lumber, and negotiating an off-road course, the Maverick has earned its tough stripes.

The first thing you will notice about the Maverick is its 68.7-inch height, which is just over five-foot seven inches. I stand five foot nine and it was odd being able to look over the cab of a pickup. But this lack of bigness is what will make the Maverick so appealing, as it will fit in a garage, six footers can easily sit in the front seats, and a big plus is being able to reach over the cargo box sides and touch the bed floor. If you have ever needed to off-load or tie-down anything on a midsize or full-size pickup, you will know what a great feature this is.

The box itself has some handy features, such as being able to position the tailgate flat or at an angle, tie-downs, slots to drop-in a 2×4 to raise the floor above the wheel wells, and lights. On the base XL there is no power in the bed, so stepping-up to the XLT and Lariat means there will be the opportunity to run generators, lights and other equipment.

Observations: 2022 Ford Maverick

Starting at $19,995, the Maverick XL is a bargain proposition . The hybrid engine powertrain (borrowed from Ford’s Escape) with great fuel economy will be popular with people needing a small pickup for around-town errands, for hauling up-to 2,000 pounds, and being able to toss a couple of bikes or a kayak in the bed, all while not worrying about damaging an expensive truck.

For more comfort and conveniences, go for the XLT and Lariat because even at an estimated $38,410 top-end price, the Maverick is a great all-around alternative to a crossover or even a larger truck.

So back to who Ford thinks will be buying the Maverick. Not saying they are wrong with their target, but the Maverick can easily slot into a role as a light-duty delivery vehicle, for ranchers or farmers needing an inexpensive runabout, for surfers and skiers loving the kick-about nature of the base XL, and for more sophisticated users looking to replace a sedan or SUV that has just outstayed its welcome and usefulness.

In an upcoming Road Test of the 2022 Maverick, Clean Fleet Report will dive deep into the technology, driver safety systems, as well as more details on the performance and drivability. We will also report on real-world fuel economy and of course how that stacks up against the official numbers when they’re released.

Until then, you can visit a Ford dealer and take a lengthy test-drive in the gasoline-powered Maverick. The Maverick hybrid will be coming along by the end of the year. You need to check-out this new truck which Ford is hoping will be as successful as the compact pickups from a few decades ago. Sort of a Back to The Future thing!

Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.

Story by John Faulkner. Photos by John Faulkner and Ford.

A video of off-roading in the Maverick

Ford Maverick off-road

More Options from Truck News:

Tech: Pickup Truck Aerodynamics

Feature: Try Out the Advantages of a Pickup

How To Make Pickup Trucks More Fuel Efficient

News: A Look at the Near Future of Electric Pickups

For GREAT deals on used vehicles check out Vista Motors TODAY!

Quick Spin: 2021 Volvo XC60 Recharge

Volvo XC60 Recharge T8 Inscription in Denim Blue Metallic (a $645 option)

2021 Volvo XC60 Recharge T8 Inscription

Class: Premium Compact Crossover

Miles Driven: 362

Fuel Used: 10.0 gallons

Real-world fuel economy: 36.2 mpg

CG Report Card


Room and Comfort	B+
Power and Performance	B+
Fit and Finish	A-
Fuel Economy	B+
Value	C

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A-
Tall Guy	A-

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	400-hp 2.0L
Engine Type	4-cyl turbocharged and supercharged plug-in hybrid
Transmission	8-speed automatic
Drive Wheels	AWD

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 57 MPGe/27 mpg (city/highway combined)

Fuel type: Premium gasoline recommended

Base price: $61,000 (not including $995 destination charge)

Options: Climate Package ($750), Advanced Package ($1900), metallic paint ($645), Bowers and Wilkins premium audio system ($3200), 4-corner air suspension ($1800), 20-inch 8-spoke black alloy wheels ($800), Air Quality with Advanced Air Cleaner ($250)

Price as tested: $71,340

Quick Hits

The great: Standard safety features; very high-class interior materials

The good: Strong acceleration; fuel-economy potential and eco versatility of plug-in hybrid powertrain

The not so good: Complicated touchscreen controls; optional equipment quickly drives up the bottom-line price; not quite as nimble or athletic-feeling as some performance-focused class rivals

More XC60 price and availability information

CG Says:

One option you can’t get for the Volvo XC60 Recharge—the new name for the brand’s plug-in hybrids—is a big “We’re No.1!” foam finger to slip over the roof. Too bad: Of the four plug-ins that can be found in the premium compact-crossover category for 2021, the XC60 easily tops them all for total-system horsepower at 400—or even 415 in the Polestar Engineered version. In your faces, Audi Q5 55 TFSI e quattro (362 hp), BMW X3 xDrive30e (288 hp), and Lincoln Corsair Grand Touring (266 hp)!

The Volvo XC60 lineup doesn’t undergo any major changes for 2021, but one of the updates is a new name for the plug-in-hybrid model: Recharge (a moniker that Volvo also uses on the pure-electric version of its XC40 subcompact SUV).

However, if you drive an XC60 Recharge filled up with Inscription equipment, like Consumer Guide did, chest-bumping, trash-talking exuberance feels decidedly out of place in its sedate surroundings. The test vehicle’s seats with off-white Blonde perforated Nappa leather and the light driftwood inlays on the dash and console imparted a sense of laid-back cool furthered by a comfortable ride and the pervasive quiet of electric-motor operation.

Quick Spin: 2021 BMW 330e

The XC60’s cabin is one of the most luxurious in the premium compact SUV class, particular in top-line Inscription trim. The center console is home to Volvo’s signature twist-knob engine start/stop switch, an Orrefors “Crystal Eye” gearshift lever, and the available wireless charging pad (which is located forward of the dual cupholders).

All XC60 hybrids use Volvo’s T8 powerplant, a pairing of 313-horsepower (328 in Polestar) turbocharged and supercharged 2.0-liter 4-cylinder engine with an 87-horse electric motor. Torque is a healthy 472 lb-ft. Recharges are all-wheel-drive vehicles in which the gas engine powers the front wheels and the electric motor drives those in back, with the aid of an 8-speed automatic transmission. They can be operated in a choice of modes including basic “Hybrid,” all-electric “Pure,” and fully engaged “Power.” There is an “AWD” mode that locks in all-wheel drive when necessary and an “Individual” setting that blends elements from other modes.

Test Drive: 2021 Toyota RAV4 Prime SE

There’s good space for big and tall adults in the XC60’s front seats, and decent room for average-sized adults in back.

A consistent feature of XC60 hybrids that CG has driven—previous tests were on 2018 and ’19 models—is good in-town performance when in Pure and Hybrid modes. (Should the charge from the 11.6-kWh battery be depleted while driving in Pure, the truck smoothly slips into Hybrid mode.) For livelier acceleration, Power mode makes full-time use of the gas engine. Throttle response is much quicker in all ranges, though the internal-combustion engine is somewhat loud under acceleration and a little throbby at idle.

Test Drive: 2020 Volvo S60 T8

A generously sized panoramic sunroof is standard equipment even on base XC60 models.

With a full battery charge, Pure mode enables an advertised 19 miles of all-electric driving range—which many owners should find handy for gasless errand running and perhaps even work commuting. However, the range indicator in the instrument cluster showed us projected electric ranges just over 20 miles, and with braking regeneration feeding bursts of charge back to the battery, we were able to go a little further still before the gas engine had to join the party. A “level 2” 240-volt charger will replenish a spent battery in about 2 hours, 45 minutes.

Test Drive: Land Rover Range Rover Sport Plug-in Hybrid

The XC60 Recharge doesn’t sacrifice any cargo-carrying space compared to its regular gas-engine kin: There’s a respectable 63.3 cubic feet of space with the rear seat backs folded down.

EPA energy-economy estimates for the version tested are 57 MPGe with electric and gas operation; the gas-only component is pegged at 27 mpg in combined city/highway use. CG editors’ individual gas use (with no factoring for electric-power miles driven) varied widely from the high 20s to the low 40s mpg.

The driving modes also have an effect on ride softness and steering feel. Both get perceptibly tauter in Sport, for instance. Four-corner air suspension, an $1800 option that was on the test vehicle, changes firmness and ride height depending on the chosen driving mode. It also has the ability to lower the rear of the vehicle to ease cargo loading. (Switches for this are built into the cargo bay.)

XC60 Recharge starting prices (with delivery) range from $54,595 for the Inscription Expression to $71,290 for the Polestar Engineered. The Inscription in this test began at $62,095 but hit $71,340 with options. Regardless of price or power source, all XC60s now come with standard blind-spot alert, hands-free power liftgate, and steering-linked LED headlights. The Inscription also has “Oncoming Lane Mitigation” to steer the vehicle back into its lane should it cross the center stripe when an oncoming vehicle is detected; City Safety collision-avoidance for everything up to large animals; forward-collision and lane-departure warning and mitigation; drowsy/distracted driver alert; and road-sign information. The dual-zone climate-control system is about the easiest thing to access through the otherwise fairly inscrutable Sensus Connect touchscreen in the center of the dash. The plush cabin offers good room in both seating rows, convenient personal-item storage facilities, and 60/40 rear seats that fold flat to expand the cargo area.

First Spin: 2022 Infiniti QX55

The XC60 Recharge’s charging port is located on the driver’s side front fender, and the supplied 120v charging cable can be stowed in a compartment beneath the rear cargo floor.

Buyers will pay a lot for the privilege, but this Volvo hybrid has most everything they could want in a luxury SUV. Just no outsized foam finger.

First Spin: 2021 Lincoln Nautilus

Its pricing is steep (especially in optioned-up form), and its handling isn’t quite as nimble as some sporty European rivals’. However, the Volvo XC68 Recharge plug-in hybrid offers a genuinely upscale feel inside and out, as well as a powertrain that combines gutsy acceleration with very respectable fuel economy and pure-EV capability for short trips.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Volvo XC60 Recharge T8 Inscription Gallery

(Click below for enlarged images)

2021 Volvo XC60 Recharge

Quick Spin: 2020 Volvo XC90 T8 Inscription

2021 Volvo XC60 Recharge

Written by: The Daily Drive staff on April 19, 2021.

For GREAT deals on a new or used Nissan check out Mossy Nissan Poway TODAY!

Quick Spin: 2021 Lexus UX 250h F Sport

2021 Lexus UX 250h F Sport in Nebula Gray Pearl

Class: Premium Subcompact Crossover

Miles driven: 304

Fuel used: 9.9 gallons

Real-world fuel economy: 30.7 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 41/38/39 (city/highway/combined)

Fuel type: Regular gas

CG Report Card


Room and Comfort	B
Power and Performance	C
Fit and Finish	B+
Fuel Economy	B
Value	B

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B
Tall Guy	B

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	181-hp 2.0-liter
Engine Type	4-cyl hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Base price: $37,100 (not including $1025 destination charge)

Options on test vehicle: Wireless charger ($75); windshield de-icer ($100); auto-dimming inner mirror w/ compass and Homelink ($325); head-up display ($500); Intuitive Parking Assist ($565); power liftgate with kick sensor ($600); F Sport Premium Package ($975); F Sport heated steering wheel w/ paddle shifters ($150); illuminated door sills ($425); carpet cargo mat ($110); roof-rack cross bars ($400); mudguards ($165); door-edge guards ($150)

Price as tested: $42,665

Quick Hits

The great: Build quality; good dollar value compared to most class competitors

The good: Distinctive styling inside and out; quiet cabin

The not so good: Cramped rear seat; so-so cargo space; finicky infotainment controls; roof design compromises rear visibility; F Sport trim more for looks than actual performance; disappointing-for-a-hybrid observed fuel economy in cold weather

More UX price and availability information

CG Says:

Roughly a year ago, when Consumer Guide tested a 2020 Lexus UX 250h Luxury, we posed this question: What really is “luxury” in an automobile? Now, having spent time with a 2021 UX 250h F Sport, we have the same query about the concept of “sport.”

The UX’s radically sculpted looks aren’t for everyone, but its tidy exterior dimensions make it a good urban runabout.

Our takeaway from testing the high-line version of the premium-subcompact crossover SUV from Lexus was that luxury is more or less how a manufacturer defines it. That seems to be true about sportiness as well. Where the UX Luxury staked its claim based more on accumulated standard features than on a plush ambience, the F Sport invests more in an athletic image than in any clear performance advantage.

Test Drive: 2021 Mini Cooper SE Countryman ALL4 PHEV

The UX’s cabin has a swoopy dashboard layout and excellent fit and finish. UX 250h models include a graphic readout that displays real-time power delivery from the gasoline engine and electric motor.

The 250h F Sport has the same hybrid powerplant (2.0-liter 4-cylinder gas engine, two electric motors to drive the rear wheels at speeds below 44 mph, 181 total system horsepower), continuously variable transmission, selectable drive modes, and all-wheel drive as the UX’s base and Luxury versions. Thus, pleasant road manners and the seat-of-the-pants sense of performance—CG testing of a 2019 250h F Sport with the same powerteam clocked 0-to-60 mph in 8.4 seconds—don’t vary much between them.

First Spin: 2021 Mazda CX-30 2.5 Turbo

The UX’s Remote Touch touchpad infotainment interface is tricky to use while driving. We’re not big fans of the thumbwheel audio controls located on the leading edge of the center-console armrest either.

How Lexus defines sport in the F Sport is mostly through a specific split-five-spoke design for the 18-inch alloy wheels that are standard throughout the UX lineup, modified front and rear bumpers, diamond-mesh grille surface, LED fog and cornering lamps, stouter-bolstered sport seats, perforated-leather-wrapped F Sport steering wheel and shift knob, “performance-inspired” instrument display, 8-inch vehicle-information display, active sound control, and aluminum front-door scuff plates and pedal faces. Only the inclusion of paddle shifters and a tuned suspension give the “physical plant” a little stronger sense of purpose.

It’s a smaller complement of standard convenience features that mostly separates the 250h F Sport, which sells for $38,125 with delivery, from the hybrid Luxury that starts at $2700 more. Both have “NuLuxe” leatherette upholstery. Door panels lack sculpting or detailing, and the tops of those in back are hard, unyielding plastic. There’s but one rear-seat storage pouch, attached to the back of the front passenger seat. Rear doors lack storage pockets and bottle holders. At least there is well-executed fit and finish to those things that Lexus has chosen to include. Passenger accommodations are identical: comfortable space and seating up front, but a more restrictive rear seat. Similarly, all UX hybrids suffer from a cargo floor that’s raised to clear the hybrid battery, cutting load capacity and causing the 60/40-split second-row seats to rest below the level of the deck when they are folded. Note that a new standard feature for all ’21 hybrids is an adjustable deck board for the cargo bay.

Quick Spin: 2021 Chevrolet Trailblazer RS

The available Circuit Red upholstery makes for an especially sporty interior ambiance. There’s good space for even big-and-tall occupants in the front seats, but the back seat is stingy in terms of both legroom and headroom.

There is the same Lexus Remote Touch Interface for the infotainment system, with its central touchpad operation, of which we’re hardly fans. (It’s hard to work precisely in a moving car.) Operation of the automatic dual-zone climate system is handled by clearly marked buttons, though we’d prefer direct-setting dials to input desired temperatures and fan speed. For ’21, blind-spot and rear cross-traffic alerts are standard across the board, augmenting the existing Lexus Safety System+ 2.0 that includes forward-collision warning and mitigation with pedestrian detection, lane-keep assist, adaptive cruise control, road-sign assist, and automatic high-beam headlights.

Quick Spin: 2019 BMW X1

The UX 250h is powered by a 2.0-liter 4-cylinder engine paired with a CVT automatic transmission and two electric motors for a total output of 181 hp.

One unfortunate departure from past experience displayed by our F Sport tester was in fuel economy. In a stretch of harsh winter weather, we averaged 30.7 mpg with 59 percent of our driving in city-type operation. That’s way off the EPA combined estimate of 39 mpg, and far from the 38-plus our editors recorded in their tests of UX hybrids in 2019 and ’20.

UX has the only hybrids found in the premium subcompact SUV class. Any 2021 UX 250h costs $2200 more than a front-drive, gas-engine UX 200 of comparable trim level, but on the whole starting prices are attractive for the segment, and with the chance to add desirable options—even for the base model that makes no claims of being luxurious or sporty.

Test Drive: 2020 Lexus UX 250h Luxury

The Lexus UX is more about style than rear-seat-passenger and cargo space, but it’s more affordable when similarly equipped than most of its rivals, and it offers the only “full-hybrid” model in the premium subcompact SUV class.

Follow John on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Lexus UX 250h F Sport Gallery

(Click below for enlarged images)

Test Drive: 2020 Buick Encore GX Essence

Written by: The Daily Drive staff on March 9, 2021.

For GREAT deals on a new or used Nissan check out Nissan of Van Nuys TODAY!

Quick Spin: 2020 Toyota Highlander Hybrid Platinum

2020 Toyota Highlander Platinum in Ruby Flare Pearl (a $495 option)

2020 Toyota Highlander Hybrid Platinum AWD

Class: Midsize Crossover

Miles driven: 281

Fuel used: 7.3 gallons

CG Report Card


Room and Comfort	A-
Power and Performance	B
Fit and Finish	A
Fuel Economy	A
Value	B+

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	243-hp 2.5 liter
Engine Type	4-cylinder hybrid
Transmission	CVT
Drive Wheels	AWD

Real-world fuel economy: 38.5 mpg

Driving mix: 40% city, 60% highway

EPA-estimated fuel economy: 35/34/35 (mpg city/highway/combined)

Fuel type: Regular gas

Base price: $50,200 (not including $1120 destination charge)

Options on test vehicle: Ruby Flare Pearl paint ($425), carped floor mats/cargo mat ($318), cargo cross bars ($350), universal tablet holder ($99)

Price as tested: $52,512

Quick Hits

The great: Excellent fuel economy; long list of comfort and convenience features; classy cabin trim

The good: Pleasant ride and driving manners; good cargo volume and passenger space in first and second rows

The not so good: Third-row seats are best suited for kids

More Highlander price and availability information

CG Says:

Toyota’s Highlander 3-row midsize SUV was redesigned for 2020, and for 2021 it’s essentially carried over save for the addition of a sporty XSE model that includes sport suspension and steering tuning, unique 20-inch wheels, and exclusive sporty styling touches inside and out. You can check out our Highlander First Spin report here, and our road test of a regular gas-engine Highlander Platinum model here.

The Highlander’s redesign for 2020 netted it slightly swoopier body styling, including pronounced bodyside bulges that flare over the rear wheel openings. Roof-mounted cargo cross bars are a $350 option.

Our subject this time around is the Hybrid version of the top-line Platinum trim level. The Highlander’s redesign brought about a significant change in the hybrid version—the previous V6-based gas/electric powertrain was dropped in favor of one with a 2.5-liter 4-cylinder engine that makes a total of 243 horsepower. That’s down from the previous Highlander Hybrid’s 306 hp, but the new Hybrid’s fuel-economy ratings are significantly better: 35 mpg city/34 highway/35 combined with all-wheel drive and 36/35/35 with front-wheel drive, compared to 30/28/29 for the 2019 Highlander Hybrid (which came only with all-wheel drive).

Quick Spin: 2021 Chevrolet Blazer RS

In the top-line Platinum models, the Highlander’s cabin is nicely trimmed and well equipped with comfort and convenience features. Helpful real-time economy readouts in the gauge cluster assist in driving efficiently.

And, we handily topped those EPA numbers in our own tests—we averaged 38.5 mpg in a 281-mile test that consisted of about 60 percent highway driving. The hybrid powertrain is wonderfully smooth. It’s often easy to forget you’re driving a hybrid, but for the soft electric-motor whir in low-speed driving or steady-speed cruising around town. Other noises aren’t quite as serene, however—though it’s nicely muted most of the time, the engine groans a bit gruffly when accelerating. Like almost all Toyota hybrids, the Highlander Hybrid’s gauge displays include helpful “eco-coach” readouts and a powerflow monitor that assist in developing an efficient driving style.

First Spin: 2021 Kia Sorento

The Highlander’s Qi wireless charging pad is located in the center console, underneath a roll-top cover. This keeps it nestled out of the way when charging, but also makes it less convenient to access the storage bin and tray beneath it.

A flipper switch on the console allows the driver to choose between Sport, Normal, and Eco drive modes. Sport mode dials in quicker throttle response, but it doesn’t markedly change the driving character. Eco mode dials back throttle response and HVAC-system settings in the interest of fuel economy, but it doesn’t have a drastic effect on driving personality either. There’s also an EV Mode button that enables pure-electric driving at low speeds for short distances when conditions permit, and a Trail Mode that changes the throttle, transmission, and all-wheel-drive system settings for improved traction and control in low-speed off-road driving.

Test Drive: 2021 Volkswagen Atlas V6 SEL Premium

There’s fine space for adults in the Highlander’s second-row seats, but the third row is best suited for kids.

Like the acceleration, the Highlander Hybrid’s brakes are laudably smooth and easy to modulate. Brake-pedal feel is excellent, with virtually none of the non-linear feel that often plagues hybrid-vehicle brake systems, which use electric-battery regeneration to slow the vehicle (in concert with the brakes themselves).

Test Drive: 2020 Chevrolet Traverse High Country

There’s 16 cubic feet of cargo space behind the Highlander’s third-row seats.

There’s plenty to like about the vehicle surrounding that excellent hybrid powertrain as well. Despite a few hard-plastic trim pieces here and there, the Platinum models’ trim is convincingly classy. Our test vehicle was outfitted with rich-looking “Glazed Caramel” leather upholstery that was nicely accented by “silvered” wood, satin-finish metal, and silver carbon-fiber-look trim.

One Highlander feature carried over from the previous-generation model is a slim storage shelf that runs along the passenger-side and center-console area of the dashboard, though it’s now split into two segments. The shelves provide handy small-items stash space, and there’s a pass-through in the center shelf so that device cords can be looped down to plug into the four charging ports in the center console.

The Qi wireless charger is housed in the center-console storage bin, which uses a somewhat unconventional roll-top lid. This arrangement keeps the phone out of the way while it’s charging, but also makes it a bit less convenient to access the storage bin itself—you have to flip up the charging pad to get to the rest of the storage bin.

Test Drive: 2020 Toyota Highlander Platinum

Cargo volume grows to 48.4 cubic feet when the third-row seats are folded, and 84.3 cubic feet when both the second and third rows are folded to create a smooth, level load floor.

There’s good stretch-out space in the Highlander’s second-row seats (as well as separate climate controls and heated seats), but the panoramic sunroof’s housing can cut into headroom for extra-tall passengers. The Highlander’s third-row seats are OK for kids, or tweens and adults under six feet tall, if the second-row passengers co-operate by sliding their seats forward. Some three-row midsize SUV competitors, such as the Honda Pilot, Hyundai Palisade, and Kia Telluride, are better in the passenger-space department, as is any minivan, but the Highlander’s passenger space is more than respectable overall.

Test Drive: 2020 Hyundai Santa Fe Limited

The hybrid powertrain pairs a 2.5-liter 4-cylinder engine with two electric motors for a total output of 243 horsepower–enough for decent acceleration. Platinum models come standard with 20-inch alloy wheels.

Regardless of trim level, the Highlander Hybrid commands a price premium of $1400 over a comparable non-hybrid Highlander. Considering the Hybrid’s significant increase in fuel economy and all-around drivetrain refinement, that strikes us as a fair deal.

Test Drive: 2020 Ford Explorer Platinum

For a reasonable price premium over its non-hybrid kin, the Highlander Hybrid delivers outstanding fuel economy with little detriment to everyday-driving capability and refinement.

Listen to the Consumer Guide Car Stuff Podcast

2020 Toyota Highlander Hybrid Platinum Gallery

(Click below for enlarged images)

Consumer Guide Car Stuff Podcast, Episode 57; 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on February 19, 2021.

For GREAT deals on a new or used Buick, Chevrolet or GMC check out Shoreside GM TODAY!

Test Drive: 2021 Toyota Venza XLE

2021 Toyota Venza in Blizzard Pearl white paint

2021 Toyota Venza XLE

Class: Midsize Crossover SUV

Miles driven: 141

Fuel used: 3.4 gallons

CG Report Card


Room and Comfort	B+
Power and Performance	B
Fit and Finish	A-
Fuel Economy	A
Value	A

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A-
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	219-hp 2.5L
Engine Type	4-cylinder hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Real-world fuel economy: 41.5 mpg

Driving mix: 60% city, 40% highway

EPA-estimated fuel economy: 40/37/39 (city, highway, combined)

Base price: $36,000 (not including $1175 destination charge)

Options on test vehicle: 12.3-inch JBL Premium Audio ($2050)

Price as tested: $39,225

Quick Hits

The great: Smooth hybrid powertrain delivers excellent fuel economy; generous list of standard equipment, including safety features

The good: High-class interior trimmings; sleek styling inside and out

The not so good: Cargo volume isn’t as good as most class rivals; not all testers like capacitive-touch controls

More Toyota price and availability information

John Biel

If you need any further proof that there are lots of crossover sport-utilities on the market, the fact that automakers seem to be running out of names could be a tip-off. Consider that Blazer, Bronco, and Passport—all discarded nameplates from SUVs big and small—have lately come out of mothballs. Now Toyota is reaching into its recent past for Venza, the label you’ll find on the tailgate of a two-row midsize crossover added for the 2021 model year.

Toyota revives its Venza nameplate for 2021 on a sleekly styled 5-passenger midsize crossover SUV that comes solely with a hybrid powertrain and all-wheel drive. Upscale interior appointments also come standard.

The Venza badge previously graced a 5-passenger midsize crossover that Toyota sold in the U.S. from 2009 to 2015. It was a bit more car-like than the new product, and where the last-decade Venza came with a choice of 4-cylinder or V6 power and front- or all-wheel drivelines, the Venza for the Twenties is solely hybrid powered with AWD.

Test Drive: 2020 Volkswagen Atlas Cross Sport

The Venza’s cabin has a pleasant, classy feel. Our XLE tester was equipped with the $2050 JBL Premium Audio option, which also adds a 12.3-inch infotainment touchscreen and Toyota’s Dynamic Navigation.

One way this Venza picks up where the last one left off is in model offerings. Ascending LE, XLE, and Limited trims are again available, with prices beginning at $33,645 including delivery. Consumer Guide sampled an XLE that started at $37,175 but tacked on 9-speaker JBL premium audio with navigation on a big 12.3-inch touchscreen to reach $39,225. (One extra we would have liked to see is the new “Star Gaze” panoramic roof that uses electrochromic technology to switch from transparent to frosted at the push of a button, but it’s a $1400 option reserved for the Limited.)

Test Drive: 2019 Honda Passport Elite

The rear-seat area is spacious and comfortable, though headroom can be tight for passengers above 6 feet tall. Central HVAC controls and dual USB charging ports are standard.

XLE standard equipment includes 19-inch super-chrome-finish alloy wheels, hands-free power liftgate, rear cargo cover, leather-wrapped steering wheel, “Softex” leatherette-and-fabric seats, power 8-way-adjustable driver’s seat, 7-inch color vehicle-information display, wireless smartphone charging, Smart Key access to doors and tailgate, push-button starting, and dual-zone climate control. The infotainment system (with 8-inch touchscreen) incorporates satellite and HD radio; Apple CarPlay, Android Auto, and Amazon Alexa compatibility; Bluetooth wireless technology; and Toyota Remote Services. Driver assists are a blind-spot monitor, rear cross-traffic alert, and front and rear parking assist with automated braking. Plus, all Venzas get Toyota’s Safety Sense 2.0 features: a pre-collision system with low-light pedestrian and bicycle detection, adaptive cruise control, lane-departure warning with lane-keep assist, automatic high-beam headlamps, and road-sign assist.

The Venza does for Toyota what many other manufacturers have done, and that is cover both ends of the midsize crossover space. Venza’s 105.9-inch wheelbase actually matches that of the compact RAV4, but at 186.6 inches overall, the newcomer is five inches longer between the bumpers—though eight inches shy of the 3-row Highlander. The Venza is built from the Toyota New Global Architecture K platform already in use by several other vehicle lines. It rides a suspension of struts in front and independent multiple links in back. Like some of today’s other two-row midsize debutantes (think Chevrolet Blazer and Volkswagen Atlas Cross Sport for instance), Venza is a little more style-driven than the usual midsize ute, with a more sweeping profile than the vehicles between which it fits.

Test Drive: 2019 Chevrolet Blazer Premier

With the rear seats up or down, the Venza’s cargo area isn’t as large as most two-row midsize SUV competitors’. There’s 28.8 cubic feet of cargo space behind the rear seats, and 55.1 cubic feet with the rear seats folded. For comparison, the Ford Edge’s respective cargo-area measurements are 39.2 cubic feet and 73.4 cubic feet.

How, then, can the Venza hope to stand out in an already-busy field? Two words: Powertrain. Driveline. Alone among U.S.-market crossovers it will be a) powered by nothing but a hybrid powerplant and b) driven through all four wheels. A 2.5-liter 4-cylinder engine is mated to three electric motors and a continuously variable automatic transmission (CVT) for 219 system horsepower. The AWD system electronically enlists a rear-mounted electric motor to drive the rear wheels when needed to help reduce front wheel slip or improve cornering. Up to 80 percent of available torque can be directed rearward.

The Venza is nicely responsive in around-town driving. It is quiet, and essentially seamless when going from electric to internal-combustion power. In highway driving, the CVT gives the effect of a prompt geared-transmission kickdown when passing power is called for. Three drive modes—“Normal,” “ECO,” and “Sport”—are available to drivers. Sport mode is supposed to sharpen throttle response, but from where this driver sat, any gain was evanescent. ECO tunes the throttle and climate-control system for greater fuel efficiency. The Venza handles very easily, effectively shelters passengers from most road shocks, and brakes with less of the vagueness that traditionally plagues hybrids.

Should I Buy a Car or Crossover?

All Venzas come with the same powertrain: a 2.5-liter 4-cylinder paired with three electric motors for a total output of 219 system horsepower. XLE models come standard with 19-inch “super chrome” alloy wheels in place of the LE’s 18s.

Official EPA fuel-economy numbers are 40 mpg city/37 highway/39 combined on all Venza trim levels. Those are class leading numbers, and we actually did a bit better during our time with a pre-production test vehicle: In 141 miles of 60 percent city driving, we averaged 41.5 mpg.

Inside, four adult passengers will find fairly good head- and legroom. (The rear seat is slightly too narrow to get three grown-ups across it comfortably.) A compact lithium-ion battery pack for the electric motors fits under the rear seats, saving room for passengers and cargo. Owners can stash 28.8 cubic feet of stuff behind the second row. The space extends pretty far forward, but the roof rake that gives the Venza its sporting look reduces the height of objects that can be stored near the back. Rear seats fold flat for added capacity, and there’s some bonus hidden space under the floor if you’re willing to let your goods take their chances with the spare tire.

Test Drive: 2019 Toyota RAV4 Hybrid Limited

The Venza puts an emphasis on sleek, rakish styling. In addition the the full-width LED taillight, XLE and Limited models get a full-width center high-mounted stop light as well.

The XLE interior is comfortable and attractive for the price. There’s more soft-touch area than you’ll find in some pricier vehicles. Among other things, the colorful vehicle-information readout in the instrument cluster monitors hybrid-system function. Even on the uplevel infotainment system setup and access is fairly straightforward, but everything—including climate controls—is operated via capacitive controls which requires a lot of repetitive pushes to get desired settings. Personal-item storage is varied and abundant enough to be serviceable, but nothing more.

Some other Toyota crossovers may hold more passengers or be more space efficient. However, the revivified Venza plugs a gap in the brand’s SUV hierarchy with a stylish and nicely equipped alternative.

Car Shopping Tips: Test Drive Checklist

Outside of the Ford Explorer and Toyota’s own Highlander, the revived-for-2021 Venza is the only hybrid available in the mainstream midsize SUV class. Its excellent fuel economy is a key selling point, but the generous list of standard and available features, comfortable ride, and classy cabin also make the Venza a compelling choice.

Check out the Consumer Guide Car Stuff Podcast

2021 Toyota Venza XLE Gallery

Toyota Venza XLE

Written by: The Daily Drive staff on August 18, 2020.