Category: Reviews

The $26,220 base trim includes 17-inch wheels, dual-zone climate control, Android Auto and Apple CarPlay (via cable), and roof mounting points for crossbars (but no roof rails). The lower dash includes an auxiliary jack, a 2.4-amp USB-A connector, and a 3.0-amp USB-C connector, with the latter two repeated at the back of the console for use by rear-seat riders.  

Which Subaru Crosstrek should I buy?

The Premium trim we tested, from $27,370, adds wireless Android Auto and Apple CarPlay, roof rails, and the 11.6-inch touchscreen display. An optional $2,245 package bundles together a power-adjustable driver’s seat, an all-weather package with heated seats and mirrors, automatic emergency steering, blind-spot monitors, and a power moonroof, taking the total cost of our test model to $29,615. We’d recommend it, at least until the more powerful Sport model arrives. 

The Sport trim, starting at $30,220, upgrades to the 2.5-liter engine, 18-inch alloy wheels, the all-weather package, wireless phone charging, and a sport cloth interior. It also includes Dual X-Mode, with a second setting that allows limited wheelspin (for deep snow and mud). An optional $1,920 package for the Sport adds the same set of features as it does on the Premium, minus the all-weather package. 

How much is a fully loaded Subaru Crosstrek?

The top Limited model costs $32,120 and adds a power driver’s seat, blind-spot monitors, automatic rear braking, and leather trim for the seats. Its $1,795 option package adds the power moonroof and a Harmon Kardon audio system. Navigation is a standalone $650 option available only on the Limited trim. Skip it.

All-wheel drive comes standard courtesy of a 150-kw front motor and 80-kw rear motor and a 71.4-kwh battery pack supplied with Panasonic cells, though the usable capacity is 64 kw. Five drive modes vary driving dynamics such as throttle response and torque distribution between the axles, but in most cases the system defaults to a 60/40 front-axle driving bias. Coming into turns, the bias shifts more to the front to manage understeer, and out of turns, the bias shifts to the rear axle for better traction and acceleration.

There is some body lean in turns, but the RZ feels more planted in corners than either the NX or RX, in part because it sits a bit lower and the roughly 4,600-pound weight is spread more evenly between the axles. A rigid upper structure developed from the LC sports coupe also helps. 

Lexus skips adaptive damping for reactive dampers on the multilink rear suspension to help cushion the ride, and give the RZ quiet composure that only gets ruffled when pushed harder than most Lexus drivers would try.  

How fast is the Lexus RZ?

Combined, the permanent magnet motors make 308 hp and an estimated 320 lb-ft of torque. It lacks the sudden surge off the line of some electric crossovers, but hustles well enough to reach 60 mph in 5.0 seconds, according to Lexus.

The five driving modes include the usual suspects, with Normal, Eco, Sport, and a Custom mode that lets you change the steering and acceleration feel through the touchscreen. Having a toggle or buttons in the console would be preferred to the three button presses it takes to access drive modes in the touchscreen. There’s room enough for it on the console without taking away from the lovely wood trim. 

A new Range mode adds a greater efficiency setting than Eco. It softens the throttle, shuts off the climate control, relies solely on the smaller rear motor for power so the traction system isn’t as responsive, and it defaults to Eco mode when the car exceeds 62 mph. It’s good for around-town cruising, and provides a 5% to 10% boost in range compared to Eco mode.

Braking

Four regen braking settings also complement range concerns. Instead of a B setting on the gear dial as in other Toyota/Lexus models, the RZ 450e employs paddle controls with either steering wheel setup. The strongest setting won’t get the RZ down to a complete stop, with Lexus preferring drivers to use the actual brake pedal to finish the last part of the braking action. It’s smooth, even on the strongest setting, without any kind of jostling grab. 

Steering

The most significant development on the Lexus RZ 450e is the introduction of the brand’s steer-by-wire system attached to a steering yoke. It won’t be offered at launch, and might still be a few years off before it’s sold alongside the conventional rack and pinion with electric assist. In back-to-back testing with both systems, the yoke felt more engaging and direct than the dull rack.

The rounded roofline of the new GLC SUV takes its cues from the smaller GLA-Class as well as the portfolio of EQS vehicles, especially the EQS SUV. The GLC-Class has a welter of stars on its nose; they cloud around a big tri-star badge that’s split by a metallic horizon trim line. From there it’s more anodyne, from the gentle sweep and sculpting of its body sides, to the slight upkick at the rear end that’s split by a band of moderately triangulated taillights. Inside, the star power shines: an interior worthy of the S-Class sedan—and coincidentally, one found in the C-Class sedan now—drops high-resolution screens in front of the driver and on the center of the dash, framed in some versions by vertically ribbed dark wood trim and capped by squared-off air vents.

Performance comes from the sole survivor of the GLC’s powertrain purge. The 258-hp turbo-4 twists out 295 lb-ft of torque, and has mild-hybrid integration to kick in another 23 hp and 148 lb-ft of torque. In either the GLC 300 or the GLC 300 4Matic all-wheel-drive model, the Benz rattles off a 0-60 mph time of 6.2 seconds, with power shipped to the wheels through a familiar 9-speed automatic transmission. The GLC suspension recalibrates for a new generation with a four-link front setup paired with a multi-link rear suspension.

The 2023 GLC sits on the same 113.1-inch wheelbase as last year’s SUV, but with another 2.4 inches in overall length (for a total length of 185.7 inches), the new SUV promises a bit more space than the outgoing model, which could seat four with ease, a fifth in a pinch, and could carry up to about 60 cubic feet of cargo.

In the past the GLC has scored top safety ratings from the NHTSA and the IIHS. In this generation, the usual standard automatic emergency braking and blind-spot monitors are joined by options such as a head-up display, adaptive cruise control, and a new surround-view camera system with a special off-road mode that digitally erases the hood, offering the driver a “view” of the surface beneath the vehicle; it should make picking a path over unpaved trails simpler and safer, along with displays that offer information on altitude and gradient, among other data.

The new GLC infotainment system teams its 11.9-inch touchscreen with an interface that includes integrated music-streaming services as well as news readback. The system can include an augmented view of navigation routes, as well as dashcam service.

How much does the 2023 Mercedes-Benz GLC-Class cost?

The 2023 GLC comes in base, Exclusive, and Pinnacle grades, with a starting price of $48,250, including a $1,150 destination fee. It’s at least $3,200 more than the outgoing generation, but Mercedes loads it with the latest tech, including the new infotainment system with wireless smartphone connectivity and a wireless charger, a 12.3-inch digital instrument cluster, 16-way power front seats that are heated, synthetic leather upholstery, 18-inch wheels, and ambient lighting. 

All-wheel drive on any grade adds $2,000, and the loaded GLC 300 4Matic tops the list at $54,600.

Where is the 2023 Mercedes-Benz GLC-Class made?

It’s made in Germany.

The F-150 Lightning starts off in Pro trim with 18-inch alloy wheels, vinyl seats, and power windows and locks, plus a host of crash-avoidance features and all-wheel drive. While ostensibly a fleet-oriented model, it can be sold to anyone. It costs a hefty $57,869 to start, plus $500 for a charging cable and $1,200 for a 9.6-kw generator. 

Which Ford F-150 Lightning should I buy?

The base Pro is fine for many, especially given the $8,000-or-so hike to the XLT that adds cloth seats, a surround-view camera system, and a few interior upgrades. The XLT is the gateway to the extended-range battery, though. That option costs $17,500—yes, really. 

How much is a fully loaded Ford F-150 Lightning?

The F-150 Lightning Platinum is outfitted like a luxury truck with its BlueCruise driver-assistance tech, Bang & Olufsen audio system, and real wood trim. It includes a too-enormous 15.5-inch touchscreen, too. We like the smaller display more. Add what few options Ford offers—more trailer tech, power-retractable running boards, and extra-cost paint—and the price tag balloons to about $100,000.

Sporty, smooth, and even somewhat practical, the 2023 Mercedes-AMG SL is a justifiable extravagance for well-heeled shoppers.

The Mercedes-Benz AMG SL wears slick lines outside and a high-fashion cabin inside.

Mercedes-Benz’s top droptop can scoot.

The 2023 Mercedes-Benz SL can be outfitted with a range of crash-avoidance features.

Which Ford Escape should I buy?

The Escape Active costs about $1,300 more and it includes a power-adjustable driver’s seat, a power tailgate, and a host of small styling upgrades. It’s also the gateway to additional driver-assistance tech such as adaptive cruise control, uprated B&O audio, a 13.2-inch touchscreen, and a 12.3-inch digital instrument cluster.

Adding all that tech—plus all-wheel drive—hikes the price to a fairly substantial $34,500 or so. 

Alternatively, the cheapest way into a hybrid is now the ST-Line for a little under $35,000. But if you want all-wheel drive with the hybrid powertrain, Ford will force you into the dressier ST-Line Select for $36,500. That’s a lot of cash, especially since you’re still not sitting on leather seats. 

How much is a fully loaded Ford Escape?

The range tops out in ST-Line Elite trim. Add optional leather seats, a panoramic sunroof, and a few other items, and Ford will want nearly $46,000.

The Esacpe Plug-In Hybrid runs a little under $40,000, though all-wheel drive is not available. It can be dressed up to the tune of $47,000. 

The changes take shape inside and outside for a sportier profile that bridges its egg-shaped past with the last generation’s creases and angles. Lexus moved the front pillar back an inch for a longer nose that dips down dramatically into its spindle grille. F Sport air intakes front and back and new light signatures and wheel designs distinguish it from its predecessor. A more streamlined interior starts with an integrated digital instrument cluster and touchscreen that curves toward the driver. 

The Lexus RX downsizes to more potent and efficient turbo-4 options. Each powertrain has a distinctive feel, giving the RX more character than a one-man show. Yet all models handle with the size endemic to this high-riding class. 

The base RX 350 uses a 275-hp 2.4-liter turbo-4 with an 8-speed automatic transmission that sends power to the front wheels or all four wheels, and combines for spirited energy with great passing power. F Sport grades add adaptive dampers to the RX’s front-strut and a new multi-link rear suspension. 

A hybrid model returns, but not as a 306-hp V-6. The 2023 RX 350h has a 246-hp 2.5-liter inline-4 and hybrid system that targets 36 mpg combined, compared to 30 mpg last year. When pushed, the engine complains from the CVT, which would benefit from steps simulating shifts. 

The biggest change to powertrains is a new two-motor hybrid system on the new RX 500h F Sport Performance model. It’s the only trim, and it employs the 2.4-liter turbo-4 and a motor on either axle for standard all-wheel drive and a total system output of 366 hp and 406 lb-ft of torque, good for a 0-60 mph time in under six seconds. 

A plug-in hybrid dubbed RX 450h+ will likely share a powertrain with the smaller NX450h+ and the Toyota RAV4 Prime. 

The rear overhang has been trimmed by 2.4 inches, and Lexus extended the wheelbase by the same amount to 112.2 inches for more cargo room. This iteration of the RX seats only five, with Lexus discontinuing the RX L and its extended wheelbase with seven seats. 

Inside, the tiered dash and multimedia mishmash of its predecessor cedes to a more cohesive dash fronted by an available 14.0-inch touchscreen. Climate dials complement the touch elements. An electronic gear shifter replaces the mechanical one in the console. There’s less clutter and more uniformity. Keyless entry, ambient lighting, a head-up display, and wood trim such as Ash Bamboo are all options.    

Lexus equips the 2023 RX with its latest driver-assist systems, including automatic emergency braking with pedestrian detection, adaptive cruise control, active lane control, and other available features. It earned a Top Safety Pick+ designation from the IIHS. 

How much does the 2023 Lexus RX cost?

Sold in six trims, the 2023 Lexus RX comes in Standard, Premium, the new Premium+ grade, Luxury, F Sport Handling, and the new F Sport Performance. 

Pricing starts at $48,550, including an $1,150 destination fee, and climbs to $62,750 for the RX 500h F Sport Performance model. All-wheel drive adds $1,600 on Standard and Premium+ grades; it’s standard on F Sport and hybrid models.  

Where is the 2023 Lexus RX made?

In Cambridge, Ontario, Canada. RX 350 Premium grades with front-wheel drive are built in Japan.