Henry Payne Blog

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Posted by Talbot Payne on July 17, 2024

Cartoon: Biden Bullseye Rhetoric Trump

Posted by Talbot Payne on July 15, 2024

Cartoon: Biden Assassination Wrong Trump

Posted by Talbot Payne on July 15, 2024

Cartoon: Biden Movie In-Depends Day

Posted by Talbot Payne on July 12, 2024

Cartoon: Golf Smackdown Trump versus Biden

Posted by Talbot Payne on July 12, 2024

Payne: Towing across the Canadian wilderness in the Jeep Grand Wagoneer

Posted by Talbot Payne on July 12, 2024

Waubaushene, Ontario — When I arrived at Quiet Waters Sailboats on Georgian Bay from Detroit, owner Rick and I met each other with exclamations.

“Man, you poor guys are paying $6 a gallon for premium gas!” I blurted.

“Man, that Jeep Grand Wagoneer is the biggest thing I’ve ever seen!” Rick said.

I had just filled up the Grand’s 30.5-gallon fuel tank (91 octane recommended) at a cost of $2.05 Canadian per liter — a total of $183 American. Ouch. But Jeep’s mega-ute was the perfect mule to deliver a Precision sailboat from Quiet Waters to a friend’s boat club in Charlevoix, Michigan.

The yuge, 2023 Jeep Grand Wagoneer is built on the same ladder frame as the Ram truck and can tow up to 9,450 pounds. The best part? A 30.5 gallon tank for long-distance towing. Henry Payne, The Detroit News

The Jeep’s massive tanks and corresponding 610-mile range could complete the 447-mile trip across the top of remote Georgian Bay’s wilderness without stopping for gas. Its 9,450-pound towing capacity could easily shoulder the boat-and-trailer’s 1,350 pounds and high aerodynamic drag. And the Jeep’s palatial interior could easily swallow the boat’s accessories while comfortably hosting me (and passengers, if necessary) for 7.5 hours.

I opened the Grand Wagoneer’s automatic hatchback and dropped the third-row bench seat. Then Rick fed the 9.5-foot-long boom into the interior. And fed, and fed.

“Wow, we can get the entire boom through this thing with room to spare,” said Rick as the boom slithered between the second-row captain’s chairs, coming to rest on the back of the front center console. “I think we can get everything in the Jeep and nothing will be rattling around in the boat for your trip.”

Can’t say that about a pickup.

Detroit News Auto Critic Henry Payne used a 2023 Jeep Grand Wagoneer to tow a Precision sailboat 500 miles through Ontario around Georgian Bay. Henry Payne, The Detroit News

Pickups move the world, but even the longest-available eight-foot box on Rick’s Chevy Silverado pickup couldn’t fit the Precision’s boom without dropping the gate and sticking a red flag on it. Detroit automakers figured out years ago that they could take the rugged ladder-frame chassis of their trucks, bolt on a SUV top hat and offer customers pickup-like capabilities with the convenience of a sheltered cargo bay and three-row family comfort.

The Jeep Wagoneer and my (more luxurious) Grand Wagoneer tester were late arrivals to this universe, following hugely successful fleets of Chevy Tahoe/Suburbans, GMC Yukons, Ford Expeditions and Lincoln Navigators. Like its luxury peers from Lincoln and GMC Denali, Grand Wagoneer is posh, available in a long version, and can quickly eclipse 100 grand.

My $120K Jeep was loaded to the gunwales with the latest tech and features. That’s a lot of coin, but if the bank repossesses your house, you can just move into The Grand. Standard features include trip essentials like tow hook, adaptive cruise control, blind-spot assist and wireless Apple CarPlay and Android Auto. Google and I talked a lot.

The 2023 Jeep Grand Wagoneer let the sunlight in through a panoramic roof. Henry Payne, The Detroit News

Hey, Google, navigate to Waubaushene, Ontario.

Without missing a beat, or stumbling over my West Virginia accent, she mapped the way. If you’re a frequent road-tripper (guilty), I recommend the L for its added cargo room behind the roomy third row. The base all-wheel-drive Wagoneer L starts at $75K.

We loaded the boat’s outboard motor, sails and rudder into the back of the Grand — plus my suitcase, tennis bag and computer case with room to spare. So ginormous is the Jeep that I could have added my family of four and their luggage.

I was on my way — land yacht trailering sailboat.

Almost home. The 2023 Jeep Grand Wagoneer crosses the US/Canadian border at Sault Ste. Marie.
Henry Payne, The Detroit News

As government regulations force the elimination of new gas vehicle sales in the next few years, I am mindful of electric vehicle limitations on tow journeys. Halfway up Georgian Bay I tried an experiment.

Hey, Google. Find a gas station.

In the middle of Canada’s remote, pine ‘n’ rock wilderness, Google found four nearby.

Hey, Google. Find an electric charging station.

The closest result? Petoskey, Michigan, 356 miles away. Oh. If I were driving my Tesla Model 3 (or a Cybertruck), I could have accessed three Tesla Superchargers on my route. But towing’s weight and aerodynamic challenges also favor gas vehicles.

The 2023 Jeep Grand Wagoneer’s top Obsidian trim options a refrigerator – a nice feature for long trips. Henry Payne, The Detroit News

The Grand was a tow champ.

Though I could have made the trip on one tank of fuel, I navigated to one of the nearby service stations in the harbor town of Pointe au Baril off Route 400 North. Like Michigan with Marathon stations, Ontario’s lake-side highways are peppered with big Esso drive-thru service stations to accommodate truck and boat trailers. Just my luck, I chose a Shell station that seemed to date from the 1950s.

My loooong boat and trailer took up all three pumps — an inconvenience that would have caused a riot at an EV station, where vehicles need to charge for long periods. My mule quickly topped up on 5 gallons of gas (another $30 drained from my wallet). I popped into the station for a washroom (Canadians call restrooms “washrooms”) and was on my way in minutes.

Remarkably, that five gallons would take me 75 miles — and the full tank 455 miles — at 15 mpg. That’s just a 21% degradation off the Grand’s EPA-advertised 19 mpg. When I towed a similar Precision boat to Charlevoix from Detroit with a Ford Explorer Wilderness, mileage degraded by 65% (to 9.5 mpg of its advertised 21 mpg range. The Ford Lightning EV, meanwhile, suffers 70% range degradation when towing (as tested by my friends at TFL Truck).

Different Jeeps. The Wrangler is the brand halo (left), but the 2023 Jeep Grand Wagoneer offers luxury to rival Mercedes. Henry Payne, The Detroit News

I was hardly soft-pedaling the Jeep’s 510-horsepower, twin-turbo inline-6 cylinder Hurricane engine while pulling the tall boat up Georgian Bay’s tall grades at 75 mph — keeping pace with Canadians who (like Americans back in the bad ol’ days of the 55-mph speed limit decree) ignore their 60 mph speed limit.

Indeed, with its 500 pound-feet of torque and independent rear air suspension, the Jeep didn’t feel like a truck-based vehicle at all. More like a luxury Merc cruising the Autobahn.

Which is what the Grand is meant to be. Forget the rugged Wrangler brand halo, this Jeep is on par with the world’s finest luxe-mobiles. With four screens of digital information up front (including a head-up display and a passenger screen), three more in the second row and a camera monitoring the cabin, I might have been living in a New York penthouse.

The center console even had a fridge — keeping my favorite Snapples cool for the journey. I crossed the majestic Mackinac Bridge and arrived in Charlevoix at 8 p.m. feeling refreshed. I unhitched the boat, unloaded the accessories and had a late dinner. Piece of cake.

Next time, maybe I’ll deliver a boat across Saskatchewan.

Next week: 2024 Hyundai Sonata

2023 Jeep Grand Wagoneer

Vehicle type: Front-engine, rear- and-four-wheel-drive, six- or seven-passenger SUV

Powerplant: 3.0-liter twin-turbocharged, inline-6 cylinder

Transmission: eight-speed automatic

Price: $93,945 base, including $2,000 destination fee ($121,350 as tested)

Power: 510 horsepower, 500 pound-feet torque

Performance: 0-60 mph, 4.7 seconds (Car and Driver); towing capacity: 9,450 pounds

Weight: 6,704 pounds (as tested)

Fuel economy: EPA est. 14 city/19 highway/16 combined (14.7 mpg observed on towing trip)

Report card

Highs: Luxe ride, luxe interior; impressive towing range

Lows: May not fit in your garage; few can afford

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Cartoon: Hair Trends Sports Stars

Posted by Talbot Payne on July 8, 2024

Cartoon: Biden and the Old Secretary General of the USSR

Posted by Talbot Payne on July 8, 2024

Cartoon: In-Depends Day Biden

Posted by Talbot Payne on July 7, 2024

Cartoon: July 4th Founders Pick Up

Posted by Talbot Payne on July 4, 2024

Cartoon: Biden Jumper Cables

Posted by Talbot Payne on July 4, 2024

Cartoon: Belichick Dirty Dancing

Posted by Talbot Payne on July 4, 2024

Payne: Mazda goes big with CX-70

Posted by Talbot Payne on July 4, 2024

Rochester Hills — The Mazda CX-70 SUV is big. Big length at nearly 17 feet. Big weight of 4,863 pounds. Big 21-inch wheels. Big panoramic roof. Big as sibling CX-90 because CX-70 just means it has two rows compared to the 90’s three. Bigger than any other vehicle the Japanese brand has produced.

Yet CX-70 still thinks it’s a wee Miata sportscar.

Braking into a clover-leaf turn, the two-and-a-half-tonner rotated with minimal body roll. The big, leather-wrapped wheel in my hands felt rooted to the ground — encouraging me to feed more throttle until the tires began to squeal in protest. On exit, the silky, inline-6 engine roared with delight as I merged into traffic. Yup, it’s a Mazda.

The stylish 2025 Mazda CX-70 costs under $50,000 while offering tech found in $70k luxury SUVs.
Henry Payne, The Detroit News

Mazda’s latest ute has big ambitions to go with its big proportions. From its roots as a ZOOM ZOOM! sportscar and sedan company, Mazda has transitioned to a premium SUV maker with twin offerings in the compact and midsize segments, not unlike European luxury brands. The CX-5 and CX-50 anchor the high-volume compact segment while CX-70 and CX-90 double up in the midsize segment.

As with its offerings in the subcompact (CX-30), and compact car (Mazda3) segments, the CX-70 (as well as the three-row CX-90) offers one of the industry’s best values. Along with that Miata DNA in the handling department, the CX-70 comes loaded with standard features starting at $41,700: forward collision warning, automatic emergency braking, blind-spot and rear cross-traffic warning, lane-departure warning, lane-keeping assist, front-and-rear parking sensors, adaptive cruise control, and seat eject with parachute (kidding about that last one).

Jump up to my tester’s desirable Premium trim and you’ll be showered with goodies like 21-inch wheels, pano-roof and head-up display. Yet, the Premium CX-70’s bottom line is still an impressive $47,335 — $24K south of a comparably-equipped BMW X5 XDrive 40i with similar, longitudinal inline turbo-6, eight-speed tranny and rotary instrument screen controller.

The posh, red leather interior of the 2025 Mazda CX-70 offers digital displays and elegant, simple design.
The posh, red leather interior of the 2025 Mazda CX-70 offers digital displays and elegant, simple design. Henry Payne, The Detroit News

Heck, all that style even clocks in at two grand less than the hybrid Toyota Crown Signia I recently piloted with a droning CVT transmission and no head-up display.

CX-70 buyers will be flattered by the Bimmer comparison — especially the way the Mazda hangs with the German in the twisties despite being a half-foot longer. The Mazda’s bigness translates to some of the best cargo and legroom numbers in class. Value does come with some shortcomings, however.

I’ve raved about the Japanese brand’s smooth six-speed automatic trannies in the CX-5 and CX-50 models at a time when other automakers have adopted complicated eight- and 10-speed boxes for their EPA-focused mpg benefits. For CX-70/CX-90, Mazda has chosen an eight-speed and the SUVs feel hesitant — like a fawn trying out its new legs.

The 2025 Mazda CX-70 sprawls across a long wheelbase to offer one of the biggest midsize SUVs in class.
The 2025 Mazda CX-70 sprawls across a long wheelbase to offer one of the biggest midsize SUVs in class. Henry Payne, The Detroit News

Floor the pedal off that highway cloverleaf and CX-70 felt uncertain, hunting for the right gear. Once engaged, the inline-6 clears its throat with an authoritative BLAAAT! (especially in SPORT mode), but the transmission is a mismatch for the I-6’s smooth power.

So is the clunky shifter. A trendy monostable design, it’s clumsy to operate with a two-step jig to get out of PARK and into REVRSE-NEUTRAL-DRIVE modes. Competitors like Toyota and VW not only have more compact shifters, but they are more intuitive. ZOOM ZOOM? ZOOM CLUNK.

BMW and Audi pioneered the remote rotary controller, and Mazda covets that luxury vibe. But Audi has abandoned the rotary to appeal to the smartphone, touchscreen generation and BMW — while maintaining its i-Drive controller — has complemented it with redundant touchscreen capability. Not Mazda.

The CX-90 has a third row, the CX-70 has a sub-storage cargo bin.
The CX-90 has a third row, the CX-70 has a sub-storage cargo bin. Henry Payne, The Detroit News

It has stubbornly stuck with its wonky rotary. Mazda owners (my son, for example, who owns a Mazda3) learn it, but shiver when it comes to sharing the car with a spouse who must adapt to the system’s quirks.

CX-70 at least enables touchscreen commands for Apple CarPlay and Android Auto smartphone apps — a welcome nod to popular consumer tastes. But my tester still dated itself by requiring a tether for Android Auto, rather than the wireless systems of competitors.

Also wonky is the butterfly center console. I know, I know, butterfly telegraphs luxury, but in a family vehicle like CX-70, I value ease-of-access, and there’s nothing like a good ol’ pull-top console — especially when you need to attach that Android Auto USB-C wire to your phone.

The two-row CX-70 is the biggest car Mazda makes - sharing price and size with the three-row CX-90.
The two-row 2025 Mazda CX-70 is the biggest car the brand makes – sharing price and size with the three-row CX-90. Henry Payne, The Detroit News

It’s hard to be mad, though, when all this hardware is wrapped in Mazda’s elegant red-leather interior. Shared by subcompact siblings CX-30 and Mazda3 hatchback, this lush cabin style is one of my favorites in the industry. Mazda offers other colors, but I find rouge leather to be irr-red-sistible.

Like learning that Schwarzenegger and DeVito are brothers in the movie “Twins,” I’m not used to a Mazda having such big back seats. CX-70 siblings Mazda3 and CX-30 are cramped and the Miata, of course, has no back seat at all. But I could sit behind myself in the CX-70 with kneeroom to spare. Cargo capacity is a healthy 39.6 cubic feet with the back seat raised, and a palatial 75.3 with the seats down.

The CX-70 complements that with sub-cargo storage where the third row would otherwise be in the CX-90. Were it up to me, I’d opt for the CX-90 instead of the CX-70 (they are priced the same) because the third row comes in handy when you need to ferry people as in, say, my extended family of in-laws.

CX-70’s sub-storage is accessed via a clever, folding cargo mat, and is the right size for, say, kids’ muddy soccer shoes. But it’s still a stretch to reach from the back bumper and may go unused over the lifetime of the vehicle.

The 2025 Mazda CX-70 allows touchscreen capability while Android Auto and Apple CarPlay are working.
The 2025 Mazda CX-70 allows touchscreen capability while Android Auto and Apple CarPlay are working. Henry Payne, The Detroit News

As much as I enjoy carving corners in Mazdas, midsize SUVs will ultimately be driven for long periods of time. On adaptive cruise control. On interstates. For such bus-driver chores, the Mazda is first-rate like another one of my class favorites, the Hyundai Santa Fe.

Hyundai offers multiple ways to check your blind spot and so does Mazda — from mirror-embedded triangle lights to instrument control graphics to graphics in the head-up display. I toggled driver-assist on the steering wheel and the Mazda dutifully centered in lane, even hugging long interstate corners hands-free. If Mazda still has work to do on its eight-speed tranny, the attention to digital details is welcome.

My favorite detail? A DRIVER PERSONALIZATION SYSTEM that measures height (I’m 6-foot-5, Mrs. Payne is 5-foot-5) then automatically adopts that setting depending on which of us is in the driver’s seat.

Oh, now that’s big.

Next week: Towing across Canada with the Jeep Grand Wagoneer

2025 Mazda CX-70

Vehicle type: Front engine, all-wheel-drive, five-passenger SUV

Price: $41,700, including $1,375 destination ($47,335 Turbo S Premium as tested)

Powerplant: Turbocharged 3.3-liter, inline-6 cylinder; 2.5-liter inline-4 cylinder mated to 17.8 kWh lithium ion battery and rear electric motor

Power: 280 horsepower, 332 pound-feet of torque (turbo-6); 340 horsepower, 369 pound-feet of torque (turbo-6 S); 323 horsepower, 369 pound-feet of torque (plug-in)

Transmission: Eight-speed automatic

Performance: 0-60 mph, 6.5 seconds (Turbo-6 S, mfr.); towing, 5,000 pounds (I-6), 3,500 pounds (plug-in)

Weight: 4,863 pounds (Turbo-6 S as tested)

Fuel economy: EPA 23 mpg city/28 highway/25 combined (as tested)

Report card

Highs: Big, family-size proportions; loaded with value, standard goodies

Lows: Quirky shifter, rotary controller

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

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Posted by Talbot Payne on June 28, 2024

Cartoon: Debate Old Coot Biden Trump

Posted by Talbot Payne on June 28, 2024

Payne: Toyota Crown Signia. Move over Lexus.

Posted by Talbot Payne on June 28, 2024

Charlevoix — Rather than offering one midsize crossover, Toyota is offering a shelf-full of products for different tastes: Highlander, Grand Highlander three-row, electric Bz4x, Land Cruiser off-roader.  If your taste leans to an upscale road tripper, the midsize Crown Signia fits like a favorite pair of jeans.

Roomy, good looking, durable. Slip into Signia and you forget you’re wearing it, so easy is it to drive. Well, until someone gives you a compliment.

“Wow, I like that Toyota,” said a gas station attendant in Charlevoix County as I entered his store after a long trip up north for the weekend. “It really looks nice.”

The 2025 Toyota Crown Signia is an AWD, mid-size SUV with style and good on-road manners. It’s part of an expansive Toyota SUV lineup that includes the Highlander, bZz4x EV and Land Cruiser.
Henry Payne, The Detroit News

Never heard that about the vanilla Venza that Signia replaces. Toyota has built its brand as a leader in reliability and value, but its reputation for style and technology has not come as easily. With the all-new 2024 Crown Signia, Toyota steps up its game to compete with midsize, two-row segment leaders like the Hyundai Santa Fe, Honda Passport, Chevy Blazer and Jeep Grand Cherokee.

Once the class geek, the 2024 North American Car of the Year Toyota Prius is now class prom queen, its fashionable wardrobe the halo for the brand’s model lineup. Its simple, timeless lines and slim fascia are mirrored in the Camry, Crown and Crown Signia models. Gone are the huge, sperm whale maws that looked like they could swallow an ocean of fish.

Indeed, I prefer it to the polarizing, look-at-me stylings of the Lexus RX, its luxury stablemate that costs a cool 5 grand more. The Lexus is the bell bottom pants from fashion week compared to the Signia jeans.

With a sippy 36 mpg, the 2025 Toyota Crown Signia can nealry make a round trip to Charlevoix without stopping for gas. Not had for a big ute. Henry Payne, The Detroit News

The Toyota crossover is as easy to operate as it is on the eyes.

Cargo space is generous and dexterous. For my trip north, I needed the latter. I was carrying a Honda Motocompacto electric motorbike that folds up into, essentially, a 40-pound card table that has to be laid flat. I arranged a carry-on suitcase next to it, then laid flat one of the second-row seats to accommodate a long tennis bag as well.

With the second-row seats up, legroom is generous and can fit six-foot basketball players with room to spare. We were the easy choice to shuttle friends during the week on the way to large gatherings.

The 2025 Toyota Crown Signia is a comfortable place, though six-footers will find the roof a bit too shallow. Henry Payne, The Detroit News

“I have the best seat in the house,” marveled pal Kay from the backseat, lounging beneath the full-length panoramic roof and generous side windows. Though she noted the panoramic roof was an issue with my 6’5” giraffe neck stuffed into it. Anyone taller would have an issue.

Front-row seating was comfortable with lush leather appointments and trim that rivaled its Lexus peers.

I had no issue with the controls, a welcome relief as both Toyota and Lexus brands have strayed toward the unconventional in past models. Toyota has experimented with guitar-shaped consoles in the Highlander and mousepad infotainment controls in Lexus. Crown Signia, by contrast, is built for comfort. Dare I say, its ergonomics even rivaled Chevy, the segment standard.

The Toyota shares features with other automakers to provide a superb driving experience in this electronics-rich age. Like current Chevy models, Signia deploys dual digital screens set high on the dash. That made for easy operation as I cruised I-75 on a busy weekend — periodically adjusting Google Maps to check for traffic backups as well as choosing Spotify playlists.

Those latter features are courtesy of wireless Android Auto, a technology Toyota initially resisted but has nicely integrated into the midsize ute. Also nicely integrated are steering wheel-based volume and channel controls so that, as with Volkswagen products,  you can adjust your radio without your hands leaving the steering wheel

The 2025 Toyota Crown Signia comes standard with all-wheel-drive and hybrid power.
Henry Payne, The Detroit News

Toyota has evolved with monostable electronic shifters, and the Crown Signia has one of the best in the business. Compact, intuitive and shared with Lexus, it operates on a single vertical track between DRIVE and REVERSE so that I never had to look down at the shift pattern. Backing in and out of tight spaces was a cinch.

Unfortunately, Toyota does not translate this clever design into more console room like other makers. Signia offers compartments for phone charging and drink bottles, but little else.

Following Prius, Crown Signia’s drivetrain is optimized for fuel economy. Toyota, of course, was the darling of the Left back in 2003 for hybrid drivetrains but has become corporate non grata for refusing to follow the other lemmings over the all-electric cliff. You won’t see Leonardo DiCaprio driving up to the Oscars in a Crown Signia, but families will love its 475-mile range.

With a good adaptive cruise system, the 2025 Toyota Crown Signia is easy to drive long distances up north. Henry Payne, The Detroit News

I drove to Charlevoix and back with a single 5-minute stop at the gas pump to refuel — the Signia averaging 36 miles per gallon, which is not far off the 2003 Prius’s 41 mpg. It’s also a healthy 10-15 mpg north of class competitors.

Your penalty is a droning, continuously-variable transmission which Toyota has — absurdly — complemented with paddle shifters, which are destined to be the most underutilized paddles in autodom. I never touched them. Still, the powertrain was competent at propelling the big crossover about town, and its excellent, lightweight, 4,200-pound chassis responded well to my lashing through M-32’s twisties in northern Michigan.

At just 4,200-pounds, the 2025 Toyota Crown Signia is one of the lightest vehicles in class and quite tidy to drive in the twisties. Henry Payne, The Detroit News

Toyota has also come a long way in the technology department. Short of ambitious self-drive systems from Tesla, GM and Ford, Hyundai’s Santa Fe has impressed with a lane-centering adaptive-cruise system that allows relaxed driving with minimal steering input on divided highways.

Crown Signia’s ACC is similarly competent, though it will nanny you every 15 seconds if you don’t have at least a finger on the wheel. More good ergonomics pepper the wheel. Want to set your speed? Just push the ACC button once. Want to return to your previous speed? Finger RESET.

It sure beats Lexus’s distracting ACC system, which is run through a head-up display. Indeed, as I cruised past a 2024 Lexus RX on I-75 on my way back to Detroit, I wondered if the luxe badge was nervous.

The 2025 Toyota Crown Signia swallows cargo with its rear seats down. Henry Payne, The Detroit News

Similar infotainment system, shifter, hybrid drivetrain, interior appointments — plus better looks, better value.

If your blue jeans are comfortable, why pay the premium for a designer brand?

2025 Toyota Crown Signia

Vehicle type: Front-engine, front- and all-wheel-drive, six- or seven-passenger SUV

Price: $44,585 base, including $1,095 destination fee ($49,085 Limited as tested)

Powerplant: 2.5-liter inline-4 cylinder hybrid combined with nickel-metal hydride battery and electric motor

Transmission: Continuously variable

Power: 420 horsepower

Performance: 0-60 mph, 7.0 seconds (Car and Driver est.); towing capacity: 2,700 pounds

Weight: 4,210 pounds

Fuel economy: EPA est. 39 city/37 highway/38 combined

Report card

Highs: Prettier than Lexus; sippy on fuel

Lows: CVT drones; tight headroom for six-footers

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

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Posted by Talbot Payne on June 28, 2024

Cartoon: White House Pfizer Censorship Pill

Posted by Talbot Payne on June 28, 2024

Cartoon: Nvidia Over the Moon

Posted by Talbot Payne on June 25, 2024

Cartoon: Debate Trump versus Biden

Posted by Talbot Payne on June 25, 2024