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    Test drive: The 2021 Lexus GX460 is a truck among crossovers

    Test drive: 2021 Lexus GX460

    The 2021 Lexus GX460 is a standout model, because there aren’t many like it. Fox News Autos Editor Gary Gastelu explains that the SUV is built on a truck frame, but still offers plenty of luxury.

    The 2021 Lexus GX460 may not look all that different from other SUVs, but it’s one of the most unusual ones you can buy today.

    (Lexus)

    Along with the Mercedes-Benz G-Class, it’s the only midsize luxury model that’s still built with body-on-frame construction and a solid rear axle, which makes it a real “truck” for sticklers of the term.

    If that seems like a blast from the past, keep in mind that the current GX460 traces its roots back to 2010 along with the Toyota 4Runner that it shares some of its architecture with, so it is.

    The $54,125 GX460 is powered by a 301 hp V8 that’s as quiet and buttery smooth as they get and sends its power to a full-time all-wheel-drive system through a six-speed automatic transmission. It also has a part-time transfer case with a low range that turns it into a true 4×4 and has a 6,500-pound tow rating.

    The GX460 features a three-row, seven passenger layout. There’s a good amount of legroom for second-row passengers, but the power-folding third row seats are snug. The upholstery is price-appropriate throughout, but the plasticky dash looks its age and has the vibe of a 1980s boom box.

    Automatic emergency braking and adaptive cruise control are standard along with a blind spot monitor and lane departure alert system that keep the old truck somewhat up to date.

    The GX460’s signature feature is it Kinetic Dynamic Suspension System, which uses hydraulics to link the four corners of the vehicle to keep body motion under control on smooth roads without restricting articulations on rough ones. Optional computer-controlled adaptive shocks further enhance the ride quality on some trims.

    The body design doesn’t offer the kind of ground clearance you get on a hardcore off-roader like a 4Runner TRD Pro, but it has serious chops that can be further improved with the addition of an Off-Road Package. It adds underbody protection, a 360-degree camera system with a virtual view of what’s under the vehicle, a Multi-Terrain Select traction management system and the Crawl Control low-speed cruise control, which can be used at up to 5 mph on challenging surfaces.

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    My test vehicle was a base model without any of the mechanical options. Given its archaic platform, it proved to be surprisingly serene on pavement, but the solid rear axle can’t compete with an independent suspension on bumps and ruts. The power is adequate, if not overwhelming, and the action of the steering wheel and all controls feels like well-oiled machinery.

    All-day cruising is no problem at all, but the GX460 does require more pit stops than a lot of vehicles thanks to its embarrassing 16 mpg combined fuel economy rating … with nothing in tow.

    The trade-off to the GX460’s shortcomings is longevity. It has a stellar reliability reputation and holds onto its value like a treasury bond, which makes its most retro feature all the harder to accept.

    The touchscreen infotainment system display’s graphics aren’t much better than an old Netscape browser’s and it still has an in-dash CD player, but not the latest smartphone integration, making it difficult to enjoy your favorite music and navigation apps. It seems dated today, so it may feel like an 8-track player when you start thinking about selling it a decade from now.

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    The good news is that Lexus is remedying this for 2022 with a new 10.3-inch widescreen display with Apple CarPlay and Android Auto that’s perched above a center control stack with a more contemporary design, which is just another new trick this old truck is learning.

    (Lexus)

    Of course, that’s also bad news if you buy the 2021 model.

    ———-

    2021 Lexus GX460

    Base price: $54,125

    As tested: $59,310

    Type: 4-door, 7-passenger all-wheel-drive SUV

    Engine: 4.6-liter V8

    Power: 301 hp, 329 lb-ft

    Transmission: 6-speed automatic

    MPG: 15 city/19 hwy

    Test drive: The 2021 Mercedes-Benz S-Class with 4-wheel-steering runs circles around the competition

    Test drive: 2021 Mercedes-Benz S-Class

    The 2021 Mercedes-Benz S-Class is a flagship model filled with a boatload of luxury and tech, but is missing one thing according to Fox News Autos Editor Gary Gastelu.

    For the past half-century, the S-Class has been the flagship of Mercedes-Benz’s fleet and a showcase of the best luxury and technology the brand has to offer. The newest model carries on this tradition except in one very important way, but I’ll get to that.

    (Mercedes-Benz)

    The 2021 S-Class is available as either the S500 with a 429 hp inline-6-cylinder engine or the S580 with a 496 horsepower electrically-assisted hybrid V8. Both have 9-speed automatic transmissions, standard all-wheel drive and air suspension systems.

    Prices start at $110,850 for the S500 and $117,350, so pretty much same as a loaded full-size pickup. (I kid because everything is expensive these days. But, seriously, you can spend six-figures on a truck now.)

    (Mercedes-Benz)

    The exterior is as subdued as ever, and not all that different from the previous edition’s, but the interior has been given a complete overhaul that includes a new tablet-style digital instrument cluster and 12.8-inch OLED central touchscreen with the latest version of the MBUX infotainment system.

    (Mercedes-Benz)

    The setup does away with analog controls, and could definitely use volume and tuning knobs, but the interface is well designed and not too daunting to use considering the vast array of features on hand. They range from massaging seats and multicolored ambient lighting to a cabin perfuming sprayer and, if you don’t want to take your eyes off the road, you can ask it to do a lot of things with voice commands at a good response rate. It even has a fingerprint scanner that brings up your personal profile configuration with just a touch.

    (Mercedes-Benz)

    Even more dazzling is an optional 3D version of the instrument cluster that uses eye tracking technology to create the effect. It sounds gimmicky, but when you have the navigation maps set to full-screen it truly is a sight to behold. Unfortunately, I can’t share the effect with you here.

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    Above it, there’s head-up display that mimics a 77-inch screen area hovering over the front of the car with an augmented reality system that can float dynamic arrows in front of you to point the way. It also highlights other vehicles when you’re using the adaptive cruise control and self-steering lane centering system, which change lanes at a flick of the turn signal stalk, but requires to you keep a hand touching the wheel to operate.

    An optional 1750-watt, 30-speaker Burmeister 4D audio system priced at (what’s that now?) $6,730 adds resonators to all four of the outboard seats that pump along with the beat of the music, which is pretty neat … the first time you try it. I tested it in an S580 which was also equipped with a $1,300 rear-wheel-steering system that delivers more bang for the buck.

    (Fox News Autos)

    It’s not the first car with the tech, but the action is dramatic. It can turn the rear wheels in the opposite direction of the fronts by up to 10 degrees and shrink the turning radius of the 17-foot vehicle by over six feet. Even in my test car – which was an AMG Line trim with steamroller tires that restrict the steering to 4.5-degrees — the effect took some getting used to and let the car cut through the city like a compact. Urban livery drivers should go on strike to make sure their fleet cars have this, but will prefer the standard 19-inch wheels because the 21s don’t do rough city streets.

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    For owners who prefer driving themselves, the S580 is as quick and smooth as a railgun. The hybrid system’s electric motor offers a boost of 184 lb-ft of torque in small bursts, but also enables the fuel-saving start/stop feature, which seamlessly kicks the V8 back into action without any kick at all.

    But while the S-Class is very impressive, the one thing keeping it from the cutting-edge is the lack of an all-electric drivetrain. That will be remedied soon.

    (Mercedes-Benz)

    Later this year, Mercedes-Benz is launching the similarly sized, battery-powered 2022 EQS, which will essentially claim the mantle of flagship from the S-Class.

    Until then, you can enjoy running very small circles around the competition in the S580.

    ———-

    2021 Mercedes-Benz S580

    Base price: $117,350

    As tested: $138,530

    Type: 4-door, 5-passenger all-wheel-drive sedan

    Engine: 4.0L V8 w/electric motor assist

    Power: 496 hp, 516 lb-ft

    Transmission: 9-speed automatic

    Fuel economy: 17 city/25 hwy

    Test drive: The 2021 Honda Ridgeline pickup gets a new disguise

    Test drive: 2021 Honda Ridgeline

    The Honda Ridgeline has been redesigned for 2021 to make it look more like a traditional pickup, but Fox News Autos Editor Gary Gastelu says it remains a unique option in the midsize class.

    Sometimes you have to go with the flow.

    The Honda Ridgeline is an outlier in the pickup ‘truck’ world. Instead of being built on a ladder frame, the midsize model shares a unibody platform with Honda’s Pilot SUV and Odyssey minivan, so it’s a bit of an odd bird.

    When the latest generation first arrived in 2017, it had a kind of centaur thing going on, with the streamline front of a Pilot combined with a cargo bed.

    Despite receiving excellent reviews for its role as a very light duty pickup, sales weren’t so good, so Honda took it back to the drawing board to toughen it up for 2021.

    (Fox News Autos)

    It’s mechanically the same, but has a much boxier front end with a big grille on it to help it fit in with its more traditional competitors. And it seems to be working.

    Sales of the Ridgeline are up over 70% so far this year despite the front-wheel-drive version being dropped and its high starting price of $37,715.

    (Fox News Autos)

    Some of that may have to do with the lack of inventory at other truck brands due to the ongoing semiconductor shortage that’s been affecting the auto industry, but customers are clearly not shying away from the Ridgeline anymore.

    The Ridgeline is powered by a 280 hp V6 and uses a 9-speed automatic on all trims with a 5,000-pound tow and 21 mpg combined fuel economy rating across the board.

    (Fox News Autos)

    Its interior remains largely the same as before, which means exactly the same as the Pilot’s in the front seating area, but it gets a few fresh trim pieces and an updated infotainment system with a volume knob and a wireless charging pad on some models.

    Honda’s infotainment system interface is one of the most disappointing, but it has Apple CarPlay and Android Auto smartphone integration that make things better. Unfortunately, neither is the latest wirelessly connected type.

    (Fox News Autos)

    The Ridgeline’s rear seats offer less legroom than the Pilot’s, but are more comfortable than any in the midsize class.

    The cargo bed is where things get interesting. It has a payload rating of 1,583 pounds and a 7.3 cubic-foot trunk with a water drain near the rear that’s courtesy of the room provided by the Ridgeline’s independent rear suspension. The tailgate swings out like a door for easy access to it, but also opens flat. The spare tire and jack are stored inside the trunk, however, so you’ll want to keep that in mind when loading the bed if you’re concerned about getting a flat while its full of heavy things. Top RTL-E and Black Edition trims add an audio feature that vibrates the composite flooring, turning it into a giant speaker for when you want to use the tailgate for tailgating.

    (Fox News Autos)

    The suspension pays even greater dividends on the move and helps deliver the smoothest and quietest ride this side of a, well, Pilot SUV. No other pickup can compare on flat roads, but with just 7.64 inches of ground clearance and a non-locking all-wheel-drive system, you’ll want to avoid the roughest stuff.

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    You can make the Ridgeline look even brawnier with a $2,800 HPD (Honda Performance Development) appearance kit that adds blocky protective fender flares, a different grille, gold wheels and a graphics package that might all be a bit much for some.

    On the other hand, the Ridgeline is just right as a daily driver that can handle hauling a couple of motorcycles or a trailer on the weekends. It would be more fun if the dashboard was unique and at least as truck-like as the exterior now is, because you can easily forget what you’re in after a while behind the wheel, but that shouldn’t distract from its overall functionality, which will soon be copied on a smaller scale.

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    The upcoming compact Hyundai Santa Cruz copies the Ridgeline’s unibody-based design right down to the in-bed trunk, but looks just like the Tucson SUV it’s based on.

    (Hyundai)

    Let’s see how long that lasts.

    ———-

    2021 Honda Ridgeline

    Base price:

    As tested:

    Type: 4-door, 5-passenger all-wheel-drive pickup

    Engine: 3.5-liter V6

    Power: 280 hp/262 lb-ft

    Transmission: 9-speed automatic

    MPG: 18 city/24 hwy

    Test drive: The 2021 Nissan Rogue is a civilized SUV

    Fox News Autos test drive: 2020 Nissan Frontier

    The 2020 Nissan Frontier features the oldest design of any truck on sale today, but it has an all-new engine that makes it feel a little younger. Fox News Autos editor Gary Gastelu takes it for a spin.

    The Nissan Rogue has gone straight.

    That is to say, the 2021 version of the compact crossover is aimed straight at the best-selling Toyota Rav4. Nissan is so confident it can compete that it’s encouraging its dealers to offer customers test drives … in the Rav4.

    (Nissan)

    The all-new Rogue has seriously upped its game compared to the outgoing model and is packed with a ton of safety and comfort features to help it stand out in the most competitive automobile segment today.

    The Rogue sports a new look that combines a front end punctuated by split front lighting with a boxy and upright style that echoes the latest Volvos. The overall effect is both sharp and upscale.

    (Nissan)

    The Rogue is available with front-wheel-drive or all-wheel-drive, with both versions powered by a 2.4-liter four-cylinder with 181 horsepower, an increase from 170 hp in the outgoing model. A CVT transmission is the only one available, and fuel economy is also improved from 29 mpg combined to 30 mpg in front-wheel-drive models and from 27 mpg to 29 mpg with all-wheel-drive.

    (Nissan)

    The 2021 Rogue is slightly smaller than the 2020 model but is still plenty roomy inside and its cargo area is just a hair smaller than the Rav4’s cavernous space. The rear doors open 90 degrees, making them very easy to enter, and a foot-operated powered tailgate is included on some models.

    The Rogue feels a lot like the Rav4 on the move, with similar ride and handling characteristics. Neither delivers the kind of driver engagement that the Honda CR-V does, but they are composed and capable.

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    The Rogue brings a lot of tech to the game, including Nissan’s Safety Shield 360 package of automatic emergency brakes, adaptive cruise control, blind-spot warning and other driver aids, which is standard. It can also be equipped with the ProPilot Assist system, which self-steers the vehicle within a highway lane while the driver keeps their hands on the wheel. Top models add a feature that uses the navigation system to determine what the local speed limit is and automatically adjust to it.

    (Nissan)

    The Rogue’s interior is a little fancier than the Rav4’s and much more so if you go for the new Platinum model, which features quilted leather upholstery that flirts with the luxury segment. It also gets a head-up display, digital instrument cluster, 360-degree parking camera, tri-zone climate control, wireless charging pad, an excellent Bose audio system and a new infotainment setup with wireless Apple CarPlay integration.

    An all-wheel-drive Platinum will cost you $37,925, but there are four trim levels to choose from starting with the Rogue S at $26,745, which undercuts the cheapest Rav4 by $480.

    I recently rented one of those, just like the Nissan dealers will, and the Rogue is definitely on target.

    ———-

    2021 Nissan Rogue

    Price: $26,745 – $37,925

    Type: 4-door, 5-passenger front- or all-wheel-drive SUV

    Engine: 2.5-liter four-cylinder 

    Power: 181 hp, 181 lb-ft

    Transmission: CVT automatic

    MPG: 25-27 city/32-35 hwy

    Test drives: The 2020 Nissan Versa and Sentra are fighting the good fight for cars

    Nissan isn’t giving up … on cars.

    The beleaguered automaker will soon be one of the few mainstream brands with a full lineup of four subcompact to full-size sedans amid a sea of SUVs, of which it now has six.

    It still sees plenty of opportunity in a segment that accounts for over four million U.S. sales annually and has seen the departure of many model lines in recent years.

    (Nissan)

    Nissan’s latest four-doors are all-new versions of the Versa and Sentra, and they’re not the economy cars they used to be. They’re still affordable, with starting prices of $15,655 and $20,015, but Nissan stepped up the refinement in a big way to shed them of their fleet car reputations. Considering the Versa is the cheapest sedan on sale today, that’s no small task.

    The Versa and Sentra are lower and wider than the cars they replace. They share the same design language as the midsize Nissan Altima and could pass for it from a short distance. This is known as the Russian Doll effect in the car biz and is meant to give lower-end models a boost.

    The all-new high tech 2020 Nissan Versa features Nissan Safety Shield 360 and a new design with lower, wider and longer exterior dimensions.

    They also feature better than expected style and trim inside, with wrapped dashboards and high-quality upholstery. The diamond-stitched leather in the Sentra SV is a particularly upscale touch.

    The Sentra has a tablet-style infotainment system screen.
    (Nissan)

    (Nissan)

    Simple, effective control layouts are complemented by touchscreen infotainment systems equipped with Apple CarPlay and Android Auto in all but the entry-level models. There’s no built-in navigation, so Apple Maps and Google Maps are the ways to go. Waze, too.

    The Versa offers the same level of tech as the Sentra.
    (Nissan)

    Front and rear automatic emergency braking and lane departure warning systems with backup cameras are standard, and adaptive radar cruise control is available in both.

    The compact Sentra is powered by a 149 hp 2.0-liter four-cylinder paired to a CVT automatic transmission, while the smaller Versa has a 122 hp 1.6-liter four-cylinder that comes with a 5-speed manual and gets a CVT added in upper trims. With the CVT, the Versa is good for 40 mpg on the highway and the Sentra 39 mpg.

    Overall, the Sentra is a solid performer that can hold its own with the Toyota Corolla. It’s not quite as engaging to drive as a Honda Civic, but the comfort and handling balance is spot on. Then there’s the Versa.

    (Nissan)

    The old one was loud, cheaply built, skittish and…loud. Its most redeeming quality was how large it was for the price, right there with the more expensive Sentra. Nissan must’ve figured out that was an issue because the 2020’s cabin isn’t as impressive.

    (Nissan)

    But everything else is much more so: the ride, the steering, the five-star crash test rating, the sound insulation and the killer stereo that you get in the top of the line SR, in case you still want to drown things out. All top-notch. Well, except for the center armrest, which is a $300 option and doesn’t line up at the same height as the one on the door.

    (Fox News Autos)

    One splurge that probably isn’t worth it, but is uniquely cool, is a $690 kit that adds ambient interior lighting and puddle lamps under the rocker panels, which create that underglow effect the “Fast and Furious” scene used to be into.

    Neither of those “F” words describes the Versa, but if anyone gave out an award for the most improved vehicle it would win by unanimous vote. If fact, consider it done … by me.

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    Test drive: The 2020 Ford Escape Hybrid is an efficient SUV

    The 2020 Ford Escape is a blast from the past.

    Oh, it’s an all-new vehicle, but a long-missing feature is returning to the lineup for the first time in years.

    (Ford)

    It’s a hybrid powertrain. Ford offered the Escape with one from 2005 to 2012, but it skipped the last generation of the compact SUV.

    It arrives just in time, too, as the market has shifted toward utility vehicles and the Toyota Rav4 Hybrid is not only the best-selling hybrid in the U.S. but one of the hottest vehicles on sale today. Toyota literally can’t make enough of them to meet demand.

    (Ford)

    The all-wheel-drive hybrid Escape is rated at 40 mpg combined, which is the same as the Rav4 Hybrid, but the Ford comes at a higher starting price. The Rav4 can be had for as little as $29,220, while the lowest-priced all-wheel-drive Escape SE Sport Hybrid is $30,960. Ford also offers a front-wheel-drive model for $29,460 that gets 41 mpg.

    Like the previous edition, which remains a staple of many taxi fleets, the Escape’s powertrain combines a 2.5-liter four-cylinder engine, two electric motors and a CVT automatic transmission. But it’s nearly 40 percent more efficient and much more powerful now, putting out a combined 198 hp that’s just a little shy of the Rav4’s 219 hp. (If hybrids aren’t your thing, the 2020 Escape is also available with 1.5-liter and 2.0-liter turbocharged four-cylinder motors.)

    (Ford)

    The Ford and Toyota are roughly the same size on the outside and the Escape is roomier than the 2019 model, but it still feels snugger than the cavernous Rav4. However, a sliding rear seat allows Escape owners to dole out the space between passengers and cargo as they best see fit.

    The hybrid Escape is appropriately techy, with a full digital instrument cluster, automatic emergency braking, and available adaptive cruise control. Oddly, there are only three USB ports, one of them a USB C, which seems a little short considering you can connect up to 10 devices to the Escape’s built-in Wi-Fi hotspot.

    Its optional self-steering lane-centering assist system does a very good job of keeping the Escape in the center of the lines but feels a little twitchy through the steering wheel as it does. Loaded up with all of that, plus a panoramic sunroof and head-up display, the top of the line Titanium trim level I tested goes for $37,740.

    It’s not what you’d call luxurious, but it’s quiet. The ride quality is spot-on comfortable and the powertrain is smooth for a hybrid as it switches back and forth between motors. According to the efficiency display, it often spends more than a third of its time in all-electric mode and recaptures plenty of energy under braking as one of the electric motors turns into a generator as it helps slow the vehicle. I couldn’t swing that 40 mpg mark in the real world, but getting into the high thirties is easy and switching it into Sport mode adds a noticeable kick.

    The hybrid Escape may not do anything better than the Rav4, but the Toyota’s chunky styling can be polarizing, and the Ford’s smooth lines offer a stark contrast that sets the two about as far apart as compact SUVs can get these days. It’s also available in a choice of 10 colors, and even though yellow isn’t one of them, you can probably expect to see a lot of them in that hue at the taxi stand soon.

    ———-

    2020 Ford Escape Hybrid

    Base price: $29,460

    As tested: $37,740

    Type: 4-door, 5-passenger all-wheel-drive SUV

    Powertrain: 2.5-liter four-cylinder with electric motor assist

    Power: 198 hp, 155 lb-ft

    Transmission: CVT automatic

    MPG: 43 city/37 hwy

    Test drive: The 2020 Subaru Ascent is a big success

    2020 Subaru Outback test drive

    The 2020 Subaru Outback may look familiar, but it’s an all-new vehicle with facial recognition technology that can recognize drivers and adjust itself to their liking. Fox News Autos editor Gary Gastelu took one for a spin to find out how good its memory is.

    Subaru has a certified hit on its hands with the strong-selling three-row Ascent SUV, but might not know it.

    (Subaru)

    Have you seen one? Probably, but the Ascent is such a generically styled Subaru that it’s easy to walk by one and think it’s a Forester or an Outback. That may be a good thing.

    When Subaru last entered this segment in 2005, it did it with the awkward-looking B9 Tribeca, which never caught on and saw sales tank from after a facelift until it was discontinued in 2014.

    The Tribeca was sold from 2005-2014.

    The Tribeca was sold from 2005-2014.
    (Subaru)

    This time, Subaru stuck to a sensible shoes approach that makes it easy for growing families to step from one of its other models into an Ascent without batting an eye or turning any heads. And it seems to be working. Subaru is on track to sell more Ascents in 2019 than it did Tribecas in a decade.

    The Ascent is very much the oversized Outback that it appears to be. It’s built on the same platform, uses the same 260 hp turbocharged flat-four-cylinder engine and CVT transmission, and feels and smells just like it at starting price of $33,005.

    (Subaru)

    It’s a little on the small size for something meant to keep Subaru owners from defecting to competitors like the Chevrolet Traverse and Ford Explorer, but you can argue that those are too big. Eight-passenger seating is standard but a tight fight, while the heated second row captain’s chairs available on higher end models turn it into a seven seater, with the top of the line Touring trim level topping out at $46,055.

    (Subaru)

    The wide rear doors and flip-and-slide second row seats make it easy to access the third row, but taller folks won’t want to stay back there for very long, let alone seated three across. However, the entire cabin is well-appointed and has a premium, refined feel throughout.

    As with all of Subaru’s family cars, the Ascent comes with the EyeSight electronic driver aid package that includes automatic emergency brakes, adaptive cruise control and lane-keeping steering assist. The infotainment system is equipped with Apple CarPlay and Android Auto smartphone integration and an 8-inch touchscreen that can be unresponsive at times, but not all the time. It’s a mixed bag.

    (Subaru)

    The Ascent sits a deep snow-friendly 8.7 inches off the ground, just like all of Subaru’s SUVs do, but doesn’t feel tall and tippy. The ride quality is equally mannered on smooth, bumpy and dirty surfaces. You get the impression that Subaru has done this sort of thing before.

    (Subaru)

    The drivetrain is polished and very quiet. The motor is the least powerful in the Ascent’s class, but well suited to its size and delivers a solid 22-23 mpg combined fuel economy, depending on the trim level. The Ascent is deceptively quick thanks to the shiftless CVT, but, while I didn’t get to put it to the test, its 5,000-pound tow rating seems ambitious.

    I wouldn’t use the same word to describe the Ascent overall, but it’s clear that it is exactly what Subaru needed in the lineup and what its customers expect.

    ———-

    2020 Subaru Ascent

    Base price: $33,005

    As tested: $43,305

    Type 4-door, 7-passenger all-wheel-drive SUV

    Engine: 2.0-liter turbocharged flat-4-cylinder

    Power: 260 hp, 277 lb-ft

    Transmission: CVT automatic

    MPG: 20 city/26 hwy