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2020 Lexus NX300h, All Lexus, Still the Same Words and Pictures by Larry Weitzman This is my third go around with the NX300h. My last review was about 27 months ago and not much has changed. It seems for almost every Toyota, there is a Lexus. With the Lexus NX300h that impression might had some merit. The new NX series, originally introduced for the 2015 model year has some relationship with the Toyota RAV4 (which happens to be the biggest selling compact SUV), did share some structure, wheelbase and a few internal components. But with the new RAV4, that has changed and the NX is still related to the past gen RAV4, but with the hybrid NX, it no longer shares the RAV4 updated drivetrain. So now the NX’s body, most of its suspension components and the engines are either completely unique or only bear a small resemblance. Of course, there is absolutely no resemblance in the looks department. NX is sleek and edgy, with its familiar Lexus trademark grille. From the side, the front end stands out, having and almost “nose cone” look. Stand back and check it out. Those edgy character lines add a clever sharpness and purpose making the NX a standout looker. Only the prominent grille detracts, but only slightly as its headlight assemblies make up for what the grille overpowers. Size wise, the NX is a compact SUV with a wheelbase of 105 inches while stretching out to 182 inches. Part of its muscle cones from its broad shoulders with a beam of 74 inches. Track is a wide 62 inches front and rear. Powering up the NX300h is a 2.5L Atkinson cycle inline DOHC 16 valve four pumping out 154 hp @ 5,700 rpm and 152 pounds of twist at 4,400 rpm. In addition are three motor generators, one acting as an engine starter and generator for both the main systems and the nickel metal hydride battery energy cell. There are two other motor/generators, one with a max hp of 141 hp driving the front wheels and a second, a 67 hp unit m/g driving the rear wheels. But the reality is that the battery’s max output is 40 hp which means total output from all sources is 194 hp. The engine drives the front wheels via a CVT. The new fifth gen RAV4 Hybrid with its newer powertrain has a total combined hp of 219, with the gas engine making 176 hp. One of the beauties of this hybrid system is that the rear wheels are only powered by the electric motor, so there is no drive shaft or other mechanical connection from the front engine creating simplicity and saving weight. Performance is virtually identical to my last go-round with the NX300h. It knocks of 0-60 mph in a satisfying 7.53 seconds and a level 50-70 mph simulated pass takes just 4.22 seconds and the same run up a 6-7 percent grade requires 6.48 seconds, all times from a high-performance SUV. Two years ago, the NX300h posted numbers of 7.56/4.12/6.46 seconds respectively. The throttle is very responsive and mid-range is strong. Interestingly Lexus in its press materials lists 0-60 mph at 9.1 seconds. Maybe they need to recalibrate their stop watch as it runs a bit slow or maybe they were towing its maximum allowable load of 1,500 pounds. Fuel economy benefits from its hybrid powertrain are demonstrable, having an EPA rating of 33/30/31 mpg city/highway/combined. However, the NX does a bit better with a highway mileage of 36.6 in actual testing at 70 mph. The engine spins a low 1,700 rpm at that speed. Overall the NX averaged about 28 mpg in country, rural driving where there is little stopping and brake regen. It will run pure electric under very light throttle at speeds below 45 mph. That is a 3-5 mpg improvement over its conventional counterpart with more performance. Fuel capacity is only 14.8 gallons a little over a gallon less than its conventional counterpart. Bigger would be better. NX is sporty as is the handling. It has all the ingredients, state of the art suspension, including double wishbones in the rear. Steering is a quick electric power rack at 2.68 turns lock to lock. Its 18X7.5-inch alloys are shod with 225/60 series rubber allow for a reasonably quick turn in. It’s only debilitating number is its considerable mass of 4,180 pounds making it more difficult to change directions. But it does change directions with agility quite well when pushed in the twisties and you will enjoy driving the NX when the road begins to bend. Because it’s a hybrid it should be smooth and quiet, adding very to both adjectives. It will run as an EV for up to a couple of miles at speeds below 45 mph with a feather foot. Ride quality is on the firmer side, but it certainly won’t cause additional bathroom breaks. It handles bumps and other road imperfections like a Lexus. Safety is basically as good as the operator, but Lexus has installed every safety system one can think of. All the acronyms are present. The lane keep assist was to me a bit intrusive, so I turned it off, but NX hybrid is a very nice drive with strong brakes and excellent, optional triple beam headlights. Inside is a quality Lexus interior of NuLuxe faux leather, soft touch and switchgear, including an electronic tach when using the sport driving mode, switchable on the console. But also, on the console is the touchpad radio controls which need to go away. It is most difficult to operate and distracting. Price of admission for this near luxo CUV/SUV begins at a reasonable $39,070 plus $1,025 for the boat from Tahara, Aichi Japan. Options including the Triple-Beam LED headlights with AFS (meaning they turn with the vehicle) adds another $1,515 and the NAV system is another $1,860. Other options brought the total Monroney to $49,902. You will want most of the options on my tester so figure a price approaching $50 large. Specifications Price $34,480 to about $45,000 plus $925 for destination Engine: 2.5L DOHC 16 Valve inline four 154 hp @ 5,700 rpm 152 lb-ft of torque @ 4,400 rpm Permanent magnet electric motor (2) Nickel Metal hydride battery output 67 hp Maximum combined output 194 hp Transmission: CVT Configuration: Transverse front engine/ FWD/AWD Dimensions: Wheelbase 104.7 inches Length 182.3 inches Width 73.6 inches Height 64.8 inches Track (f/r) 62.2/62.2 inches Ground Clearance 6.9 inches Weight (fwd/awd) 4,055/4,180 pounds GVWR (fwd/awd) 5,090/5,200 pounds Tow capacity 1,500 pounds Fuel Capacity 14.8 gallons Cargo capacity (second row up/down) 16.8/53.7 cubic feet Wheels (std/opt) 17X7/18X7.5 inches Tires (std/opt) 225/65X17; 225/60X18 Steering lock to lock 2.68 turns Turning circle 37.4 feet Co-efficient of drag 0.34 Performance: 0-60 mph 7.53 seconds 50-70 mph 4.22 seconds 50-70 mph uphill 6.48 seconds Fuel economy EPA rated 35/31/33 mpg city/highway/combined. Expect 36 mpg on the highway at legal speeds and 28 mpg in aggressive suburban driving.

The Road Beat Archive, January 27, 2020 A tiger, or is it just a domestic feline? Words and pictures by Larry Weitzman Let’s get one thing straight, all Honda Civics are “super” cars. All Civics get the fabulous 1.5L turbo charged DOHC, 16 valve engine with a minimum of 174 hp. That’s a lot of moxie for cars that weigh 3,000 pounds or less. The Si is Civic’s super “super” car with a six-speed manual (only, no auto available) and 205 hp at a low 5,700 rpm. Honda didn’t even stop at the Si as they also make an ultra-super, “super” car, the SR, with 306 hp. After you finish with this Road Beat, you will able to imagine what the SR can do. Back to the phenomenal Si. First about the only differentiation from the rest of the Civics, including the fantastic Hatch Sport version which stickers for a shade over $21 large, is some badging and a blacked-out grille. There have been some external enhancements, like new LED headlight assemblies which look fabulous and turn night into day. This Si was done in a (Ferrari like) red. If you want to be seen from five miles away or are extremely safety conscious, this is your color. People with 20/400 vision will see this car from a good distance. Ok, enough about the color. Being made in the four-door, it is about half a foot longer than the coupe version (dimensions are 183X71X56 inches LXWXH) and the interior is almost big enough to qualify as a mid-size vehicle (just 0.3 cubic feet short on volume). This Civic Si is about driving fun, and I would have to give it a fun quotient on the 10 scale of about 12. Civics look quick standing still. Their design is sleek and slick with a strong, edgy character line giving it some shape and muscle, with strong wheel wells and shoulders. It is the best looking Civic ever, even though the grille might over power the rest of the design, at least in the SI, it’s done in black. It has a spectacular powertrain, its 205-horsepower mill (at a low 5,700 rpm) plus a massive 192 pounds of twist from a low of 2,100 rpm to 5,000 rpm.  At 5,700 rpm it is still pounding out 189 pounds of twist, demonstrating almost no fall off or loss of cylinder efficiency at peak hp meaning it’s still pulling like a freight train right to its red line of 6,500 rpm where a rev limiter abruptly interrupts the fun. At max boost the turbo is pumping out 20.3 psi. It drives the front wheels through a six-speed manual cog-swapper via a limited slip differential. If rockin’ is what the Civic does then it’s theme would be Mississippi Queen by Mountain. One of the changes to make the Si even a bit quicker for 2020 is a six percent higher numerical final drive ratio which quickens the accel while shortening the gears. Zero to 60 mph arrives now in just 5.82 seconds. A level simulated pass from 50-70 mph happens in just 2.87 seconds and a six percent grade only slows that number to 3.87 seconds. Turbo lag isn’t, but it takes about 2,000 rpm before it begins to boil and by five grand things get nuclear. In normal driving 1,200 rpm will be ok in the first three gears and add about 500 rpm for each of the next three gears for reasonable performance.  Twaddle along in sixth gear at 1,500 and moderately accelerate away without downshifting is routine. Cog-swapping is a hot knife through warm butter. Clutch? What clutch, barely necessary. I usually split shifts because of the torquey engine going first, second, fourth and sixth, mostly sans clutch. Remember, gearing is shorter than the last Si test two years ago. The prior Si recorded 6.20/3.02/3.92 seconds. The new gearing makes a difference, but not in its actual fuel economy. Diving the Si hard is guilt free. The EPA rates the Civic Si at 26/36/30 mpg city/highway/combined, down by 2 mpg in each category. However, in real world numbers they are almost identical. The Civic Si returned 41.4 mpg in a two-way run on a level highway at a constant 70 mph which is identical to my prior Si Road Beat. Overall in extremely aggressive driving for about 300 miles, the Civic averaged 31.8 mpg including the performance testing. I told you this Si is absolutely guiltless. I could probably do 40 hard laps at Thunderhill Raceway and still have enough fuel to make it home (150 miles). Rpm is 2,800 at70 mph which is 200 Rpm more than my last Si. And what an absolute blast this Si would be at Thunderhill. Si stands for Simply Incredible. It has all the creds, super quick, variable ratio electric rack and pinion steering (2.11 turns lock to lock), low profile, fat summer high performance tires  (235/40X18), fat anti-roll bars at both ends, state of the art independent suspension with adaptive damping, huge disc brakes, adaptive dampers and real sport tuning to give it an edge, true sports car feel, agility and ability. It simply follows your commands and inputs perfectly with no vices, twitches or missteps. It is water through a proverbial hose that just doesn’t want to let go in the twisties, all the time maintaining a flat attitude. Fabulously fun. Weighing 2,906 pounds helps too. Ride quality won’t impress your grandmother. It sits low so getting grandma in the car, never mind out of the car might be a problem. The ride is firm and tire noise is an issue on rough or coarse roads. The body is solid and while compliant in the bumps, it is firm and only reasonably quiet on smooth asphalt. Let’s leave it at that. There is no compromise in safety with most of all the basic acronyms. In another model year upgrade, Honda Sensing is now standards meaning it even has Lane Keep Assist and Road Departure Mitigation. But Civic, in addition, has that wonderful side view camera when making right turns. I love that feature. Headlights are fabulous, with excellent width and depth. Inside is a quality interior with Si exclusive buckets that are perfect for aggressive driving or the long haul. While they are heated, they are not power but have a height adjustment. All appointments are first quality and the instrumentation is complete. A huge centered tach surrounds a digital speedo and info center. The center stack does its job and functions are now becoming second nature. Now here is the deal, this sports rig stickers for the bargain price of $25,000 plus $930 for the truck/train from Alliston, Ontario Assembly plant. My tester was the HPT with costs $200 more, HPT meaning high performance tires. There are, as with most Hondas, no options, $26,130 is the deal. It’s quick and its fun, with no guilt, either in acquisition or gas consumption. Kudos to Honda and in Red (Honda is known as “Big Red”) everyone within five miles will see you coming and mostly going. Specifications Engine: 1.5L turbocharged, direct injected, DOHC, 16 valve inline four cylinder 205 hp @ 5,700 rpm 192 lb.-ft. of torque @ 2,100-5,000 rpm Redline 6,500 rpm Fuel requirement: regular unleaded Transmission: Six speed manual Configuration: Transverse mounted front engine/front wheel drive Dimensions: Wheelbase 106.3 inches Length 182.8 inches Width 70.8 inches Height 55.5 inches Track (f/r) 60.5/61.2 inches Weight 2,906 Weight distribution (f/r) 60/40 Fuel capacity 12.39 gallons Trunk capacity 14.7 cubic feet Passenger volume 95.0 cubic feet Wheels 18X7.5 inch alloys Tires 235/40X18W Steering lock to lock 2.11 turns Turning circle 37.8 feet Performance 0-60 mph 5.82 seconds 50-70 mph 2.87 seconds 50-70 mph up a 6-7 % grade 3.87 seconds Top speed 150 mph easy Fuel economy EPA rated at 26/36/30 mpg city/highway/combined. Expect 32 mpg overall and 41 plus mpg on the highway at legal speeds.

Road Beat Archive, July 29, 2019 Toyota 4Runner TRD Pro Review - Matching the Image Now in its tenth year of the fifth generation (The 4Runner started production in 1984), the 4Runner continues to be a solid, consistent seller for Toyota with a growing following, last year selling almost 140,000 units, more 4Runners than ever before, at least since 1994. That’s almost triple the 4Runners sold in 2013 when I reported about 51,000 units sold for that year. Even more remarkable with sales being stolen by its similarly sized CUV sibling, the Camry based Highlander. They are totally different vehicles with no relationship between them and effectively no parts bin sharing. 4Runner remains a real truck-based SUV, borrowing heavily from the stout Tacoma truck line with a true body on frame design that is about as bullet proof as an M1A1 Abrams tank.  The shape is rugged boxy with a higher belt line giving the 4Runner a chopped look.  Squared off wheel wells with blisters and complex head and tail lights add to its statement that the 4Runner means serious business. Most people are impressed by its strong aggressive looks. It is muscular. Coefficient of drag is a relatively low 0.36. While it may look big, it is a true midsize at 191 inches long riding on a wheelbase of 110 inches. However, it is wide at 76 inches and tall at six feet with the roof rack. But with that width comes a cabin with almost five feet of shoulder room and a track of over 63 inches which pays dividends when doing the twisties. The cassis from the 4th generation introduced in 2002. Under the hood is the familiar 4.0L DOHC 24 valve V-6 making 270 hp at a low 5,600 rpm and a stout 278 pounds of twist at 4,400 rpm. This engine also dates from 2002. Interestingly, the Tacoma has switched to the car based 3.5L V-6 which produces more peak power (278 hp, but less torque, 265 pounds). Why not the 4Runner? The V-6 sends its power to either the rear wheels or four wheels via a five-speed auto tranny. The Tacoma gets a six-speeder auto cog-swapper. While not a six or more speeder, the five-speed unit does a great job. A six speeder wouldn’t make much difference with this engine’s broad torque curve, which is table-top-flat from 1,800-5,200 rpm. Temperature during the road test was over 100 degrees which may have some effect on diminishing performance. Zero-60 mph times averaged 7.95 seconds. Passing performance was quick as well with a 50-70 run requiring 4.17 seconds and the same run up a six percent grade slowing that time by almost two seconds to 5.87 seconds. Excellent times for a 4,750-pound vehicle but slightly off the numbers from 2014 which were 7.78, 3.98 and 5.78 seconds. While Temperature can make a difference, the difference in the numbers is insignificant. EPA rates the 4Runner at 17/20/18 mpg city/highway/combined.  The 4Runner averaged 17.7 mpg in 480 miles of overall driving including 20 percent highway, San Francisco stop and go, and coastal highway traffic with some rural two lane. At 70 mph on a level highway it returned 22.1 mpg (runs are done two ways to correct for winds and elevation changes). One saving grace is the 4Runner’s huge 23-gallon fuel tank. Suspension duties are handled by a stout fully independent double wishbone set up in front and a four link extremely well controlled live or solid axle in the rear. Fox 2.5-inch shocks with coils are in all four corners. Seventeen by 7.0-inch alloys mount huge 265/70 series Nitto Terra Grappler. Helping off road control is the CRAWL system to match terrain with five speed levels which keeps off roading smooth and under total control. In addition, it also has a Multi-Terrain system which adjusts wheel slip to match the terrain selected. Handling, enhanced by very quick steering, 2.7 turns lock to lock, is very good. When pushed hard in the corners you can feel the wide 265/70 tires working when changing the direction of a nearly 5,000-pound vehicle. Surprisingly, body roll is controlled. Because of its tall sheer size, while handling is powerful, it feels a bit cumbersome when pushed in the corners with significant understeer. Ride quality was extremely smooth on the interstate to a muted firm in more difficult road conditions. While it wasn’t jarring it could be jiggly. Only when the engine was pushed hard did engine noise enter the cabin, but in normal driving it is very quiet, no wind, road or engine noise. The engine turns a slow 2,000 rpm at 70 mph. It is stiff, but reasonably comfortable ride. Unless you love the looks or need an impressive, truly capable “real” off road vehicle, perhaps a mid-size Toyota Highlander might be a better choice in a SUV/CUV. But Highlander won’t go where the 4Runner can. Brakes are powerful with vented discs well over a foot in diameter in all four corners. All the acronyms are standard along with plenty of airbags including a roll sensing side curtain bag for all rows of seats. With the TRD Pro upgrade, seats go from cloth to a very good synthetic leather called SofTex that will have you second guessing as to whether it’s leather. They seem more comfortable with excellent support. The instrument panel is a joy to use. Yes it has all the bells and whistles but it is very intuitive. Instrumentation is complete and extremely legible and usable as you would expect. Rear seating is huge also meaning cargo room is copious, about 90 cubic feet behind the front seats and almost 50 cubic feet behind the second row. A third row option is available as is a slide out rear table, very convenient for tailgating or loading and unloading. Pricing for the TRD Pro starts at $46,415 plus $1,045 for the boat ride from Japan. The only option was the $350 sliding cargo deck and you are at $47,810. Everything else is standard including NAV, sunroof, backup camera, the connectivity to talk to the space station and power heated front seats. My unit was done in a deep enamel Voodoo Blue, nice. In 35 years the 4Runner has matured nicely, without much change in the last 18 years through the fourth and fifth generations with sales ever accelerating. Specifications Price $47,810 TRD Pro Engine: 4.0L DOHC 24 valve V-6 270 hp @ 5,600 rpm 278 lbs.-ft. of torque @ 4,400 rpm Transmission: Five speed electronically controlled automatic (V-6) Transfer case (switchable locking) Part time AWD shift on the fly with low range (2.566 reduction) Full time AWD single speed with locking center differential (Limited) Configuration: Longitudinal mounted front engine/ rear wheel drive, all wheel drive Dimensions: Wheelbase 109.8 inches Length 191.3 inches (TRD Pro) Width 75.8 inches Height 72.0 inches (with TRD Pro roof rack) Ground clearance (4X2/4X4) 9.0/9.6 inches Weight 4,750 pounds GVWR (Trail) 6,300 pounds Track (f/r) 64.1/64.1 inches Steering lock to lock 2.7 turns Turning circle 37.4 feet Fuel capacity 23 gallons Cargo capacity (second row up/folded/third row option up) 47.2/89.7/9.0 cubic feet Wheels 17X7.0 inches Tires  P265/70X17 Tow capacity 5,000 pounds Coefficient of drag 0.36 Performance 0-60 7.95 seconds 50-70 4.17 seconds 50-70 uphill 5.87 seconds Top speed Who cares? It will cruise effortlessly, quietly and smoothly well above all legal speed limits in the United States. Fuel economy EPA rated 17/20/18 mpg city/highway/combined.  Expect 18-19 mpg in rural country driving and 22 mpg on the highway at legal speeds

Road Beat Archive, January 12, 2020 By Larry Weitzman Mitsubishi has done it again. It has produced the new compact Mitsubishi Eclipse Cross and given the auto buyer another great choice in a compact CUV, and its priced to make it a very attractive choice. It is different looking, with sharp, unique lines and shapes to give it an edgy, sporty look perhaps trying to demonstrate a relationship to the terrific former sports car, the Eclipse. There is no relationship to the Eclipse as much as I would like to tell you, but it’s a sharp vehicle in its own right. While a bit different, it promises a more sporting drive. I like its new design and shapes, it works. But as to other relationships, the Eclipse Cross is based on the Outlander Sport chassis and that is good as my previous test on the new Outlander Sport was all good. However, the engine for the Eclipse Cross is all new and different as is the new transmission. Eclipse Cross is small, with a length of just 173 inches on a long 105 wheelbase. It is actually a couple inches longer than the Outlander Sport but its virtually identical in width at 71 inches while standing 66 inches tall. As to the all-new drivetrain, the new engine is a diminutive 1.5L DOHC, 16 valve, direct injected and turbo charged inline four that puts out 152 hp at 6,000 rpm and a stout 184 pounds of twist from 2,000 rpm to 3,500 rpm. Throttle response is strong just off idle. It powers all four wheels via an 8 speed CVT tranny. CVTs don’t have real planetary gears, but are controlled by belts on pulleys. This set up has eight preselected pulley diameters that use paddle shifter fixed to the steering column so they don’t turn with the steering wheel. This is an excellent design as you always know where the paddle shifters are. Kudos to Mitsubishi. Not only is it extremely smooth, but when you drive even just using the fully automatic “D” which most drivers will use 98 percent of the time, it feels like a geared automatic “shifting” imperceptibly three or four times as the Eclipse Cross accelerates, which it does smartly. Tip-in is strong as is part throttle response and there is NO turbo lag. Many times, I found myself backing off the throttle as part throttle sometimes gave me more then I wanted. Performance is much more responsive this time around. It sure feels like more than 152 horses up front as the numbers reflect a 0-60mph time of 7.72 seconds and passing times from 50-70 mph of 4.54 seconds on level ground and 7.29 seconds up a steep grade. The strong throttle and initial tip are now reflected in those times. Prior test numbers from a year and a half ago showed 8.79/4.80/9.26 so this ride had numbers a full second quicker to 60 mph and two seconds quicker when running 50-70 mph up a steep grade. In my prior Road Beat I wrote “for about the same dollars you can buy a Mitsu Outlander Sport which is almost identical in exterior dimensions and uses the same chassis, but it uses the Mitsu World engine, a 2.4L inline four of 168 hp and it out performs the Eclipse by about a second in the three performance parameters while equaling the Eclipse Cross in fuel economy maybe even an mpg better.” This new test changes all that as the Eclipse Cross equals the Outlander Sport in the numbers, while feeling more responsive, so there is no sacrifice to be made for the Eclipse Cross to get its very edgy, Avant Garde look. The Outlander Sport, while very attractive, doesn’t have the pizazz. And the throttle feel of the Eclipse Cross is better than the Outlander Sport. Don’t you hate having to make choices, but at least in this case they are both so good. My Eclipse Cross was an AWD version which Mitsu calls all wheel control. It sends power to the wheels via a neat CVT that acts like an eight-speed cog-swapper except it is incredibly smooth in its operation. It’s a nice unit. Eclipse Cross is EPA rated to return 25/26/25 mpg city/highway/combined. 25-26 mpg is the overall number the Eclipse Cross returned for me in 400 miles of driving although, at a constant 70 mph and spinning 2,150 rpm it returned an average of 28.4 mpg or about 10 percent better than the EPA number. Fuel capacity is good at 15.8 gallons. Handling is quick. Big tires (225/55) and good looking 18X7-inch alloys, quick steering (2.9 turns lock to lock and all independent suspension add up to strong cornering power like that of a sporting sedan. The only thing I notice was a hint of oversteer in exiting tight corners in max performance driving. Cornering speeds were better than expected (refer to the sporting sedan handling, above). Impressive and nimble and almost entirely benign. Ride quality is firm and extremely quiet on smooth roads, but when it’s the coarse stuff some road noise enters the cabin. The 1.5L turbo engine does work hard when pushed, but at least its smooth so the engine noise is less annoying. But in relaxed cruising on the highway at 70 mph, the quiet was deafening. The quiet was actually noticeable. Kudos again to Mitsu. Of note is the Eclipse payload of over 1100 pounds. Safety is complete with done to the blind spot warning system, lane keep assist and most every other safety acronym (ABS, TCL, ASC, etc.). Standard LED headlights with the SEL are excellent especially with automatic high/low beams. All wheel disc brakes are large and strong. The seven-inch color screen at the top of the center stack comes with a wide angle rear view camera and a 360 degree view as well. A wonderful feature when parking. Inside are very comfortable heated front leather chairs and a binnacle full of all the right gauges, a tach and speedo separated by an info center. The HVAC controls and simple and easy enough, but the radio/sound system could use some work. It acts like a Lexus with a touch pad to control it, but I preferred to go direct to the big color touch screen. This time around it was easier to use and the Fosgate sound was fantastic. While I didn’t connect my phone through Bluetooth, it would connect when I plugged my charger into the dash for charging, a nice feature for friends who phones connect to the system when plugged into the charger. Rear seating is copious and cargo space is listed at 49 cubes behind the front chairs and 23 cubes behind the second row, almost identical to the Outlander and actually more cargo volume than listed for my recently tested and more expensive Volvo XC40. Now to what the Eclipse Cross is all about, value. My SEL AWD model stickers for just $28,595, a $1,400 upgrade over the SE model and worth every penny. It had two PIO options (PIO meaning port installed options), a rear tonneau cover ($190) and the obligatory embroidered floor mats ($145), plus $595 for the exquisite Red Diamond paint and $2,100 for the Touring Package bringing to total with the $1,095 for the boat from Okazaki, Japan to $32,720. And remember Mitsus come with a 10 year/100,000-mile powertrain warranty.  It’s a lot of CUV for the money and worth looking at, especially if you like something fun, edgy, sporty and a bit different. If not look at the Outlander Sport which is a solid, takes no chances ride. Specifications Engine: 1.5L MIVEC, DOHC, 16 valve, direct injected, turbo 16 valve inline four cylinder 152 hp @ 6,000 184 lb.-ft. of torque @ 2,000-3,500 rpm est. Transmission: CVT, Eight speeds in sport mode Configuration:Transverse mounted front engine/FWD/AWD Dimensions Wheelbase 105.1 inches Length 173.4 inches Width 71.1 inches Height 66.3 inches Ground clearance 8.5 inches Track (f/r) 60.6/60.6 inches Weight 3,516 pounds GVWR 4,630 pounds Weight distribution (f/r) 58/42 percent Fuel capacity 15.8 gallons Cargo capacity (Rear seats up/down) 22.6/48.9 cubic feet Wheels 18X7 inches Tires 225/55X18 Turning circle 34.8 feet Steering lock to lock 2.9 turns Performance 0-60 mph 7.72 seconds 50-70 mph 4.54 seconds 50-70 mph (uphill 6-7%) 7.29 seconds Top speed Does anyone care? Fuel economy EPA rated at 25/26/25 mpg city/highway/combined. Expect 25-26 mpg in rural/country/suburban driving and 28-30 mpg on a level highway at legal speeds.

The Supra Strikes Back. After two decades, the Supra is, finally, back. Does it live up to the hype of its movie star predecessor? Words and pictures by Mitchell Weitzman “It’s just a BMW, isn’t it?” Every Supra owner will indubitably be asked this annoying question at some point, likely many, many times. And that’s a real shame because, regardless of the backstory of how the new Supra came to be, it’s a wonderful sports car for the road. Yet, you might have noticed the real name of the Supra is the GR Supra. What is this GR you speak of? Is it the noise it (or you) makes when accelerating? No, GR stands for Gazoo Racing, the official factory skunkworks/racing division of Toyota. They are responsible for Toyota’s dominating TS050 Le Mans prototype and their title-winning World Rally Championship Yaris. The branding of GR in the United States is weak though, and is likely just a cause for confusion to the average person; not even close to the same weight of an M or AMG badge. I’ve delayed too long already because, spoiler, the new Supra is good. No, it’s great! But not quite perfect, at least not yet. The prior MkIV Supra is a legend of car folklore, immortalized by a certain Vin Diesel and Paul Walker film. As a result of this celebrity, its shapely body, a massive wing, and an engine that could withstand 1,000 horsepower, it achieved rapid collector status. To say there are expectations on this new replacement is a vast understatement. Those in the YouTube comments or an all-too-specific Reddit page will be quick to compare the new with the old, but it’s honestly not worth it. Having been so long between iterations, it’s more akin to apples and oranges. On to the new Supra. It’s a sport car, right? A sports car must be desirable and evocative, but the original press photos left me in doubt with simply too much going on in the design. Seeing the GR Supra in the flesh, though, it looks great. Yes, it’s a little fussy with some fake vents here and there, but it looks purposeful and even menacing. The rear three-quarter is my favorite view with the wide, taut hind haunches leading to a sloping hood that disappears from view. Tungsten Silver is nice, but I prefer Turbulence Gray, as the darker shade produces more contrast and shadows created by all the curves and creases. I like the three dimensional tailights and the neatly integrated, flipping rear spoiler. The front bumper has two vertical slats in the center that are reminiscent of a 2012 Formula 1 car’s front wing and uprights. Cool. So it looks good, but how does it go? Power comes courtesy of a 3.0L turbocharged inline-six, rated for 335 horsepower and 380 pounds of torque in this 2020 model. 2021 sees power bumped to 382 with torque unchanged. However, 335 does not disappoint. In fact, they’re definitely lying; Put your foot down for the first time and you’d swear it’s pushing 400 horsepower. Independent dyno testing has further confirmed this theory. An inline-6 is a naturally balanced and smooth engine, so unlike a thrashy and vibrating V6, this mill feels and sounds like a Bergonzi in the hands of a maestro. Sibelius’ Violin Concerto, anyone? It’s a remarkable revelation. Meanwhile, a ZF- sourced 8-speed automatic (where's the manual?) connects all that power to the rear wheels. While not a dual-clutch, it fires off shifts with the same tenacity of one, but is smoother around town and pulling away from stops. How fast is it? 0-60 is done in four seconds flat, 50-70 passing in two, and only 2.6 up a hill. That's fast, but do I have to comment on the launch control, though, which proved finicky. The first attempt was easy, just click a few buttons and away you go. But, immediate, subsequent launches initiated brake stands. Good if you’re into roasting Michelins. So it’s fast, making power with a Faulkner-esque sound and fury. The midrange is huge. Boost builds quickly, so lag is almost an obscurity; Even 5th gear at 3,000 RPM is ridiculously rapid. It does falloff ever so slightly above 6,000 RPM, but still pulls hard to the redline. Brakes are strong and progressive, but grabby at slows speeds. This made coming to a smooth stop difficult the first few tries. How does it tackle corners? The steering may be numb, but the combination of a well-judged, neutral weighting with such natural linearity and response, it feels like telepathy. If you can think it, it will do it. This is further enhanced by the Michelin Pilot Super Sports’ huge grip and traction, too, while body roll is not in its vocabulary. A driver’s car this is, with the front end doing your every bidding and the rear following suit. If you want the rear to play, forget the baton and just command it with your right foot. A beautiful symphony to conduct. I drove the Supra up scenic Wentworth Springs Road to Ice House Road/Reservoir and then back down to US 50. Look on a map and you’ll mistake it for a Swiss Alpine Pass. Climbing to 5,000 feet, these are the mountain roads a true sports car is destined for. It certainly kept my friend in his modified Porsche 997 911 in check, and the Supra had its number on corner exits with the boost on the boil. Corner, accelerate, brake, corner, accelerate, brake, corner, repeat, repeat, and repeat. Nirvana defined for driving enthusiasts. But, there is a but. On these winding roads, the Supra is fantastic as already stated. But really push it, explore its capabilities and boundaries on sections you know well, and it just doesn’t quite hold up. You begin to notice that things become slightly sloppy, with the steering becoming soggy and losing precision while the rear skits and skirts about under load. Mid-corner bumps don’t help things either. It’s a shame, because it’s so good up to this point. Up to 8/10ths on public roads, it’s brilliant, but past that there is work that could be done. While it should be said that 9/10ths and above should be reserved for the track anyways, how it would behave at these extremities does leave a little doubt. I guess I’ll just have to find out for myself, hopefully soon! As Supras are popular to modify, a good set of coilovers could do wonders. Inside, the cabin is comfortable with a fantastic driving position and gripping seats. There is, however, a lot of plastic behind the seats which can creak over bumps. Otherwise, the rest of the cabin is put together wonderfully well and with quality leather draped throughout. The center- residing infotainment system is the best I’ve ever used, and it has all the usual Toyota active safety components. If set in its proprietary sport mode, the exhaust emits childishly fun cracks and pops, but can drone on the freeway. Best to switch it off at those points then. I almost forgot to mention the fuel economy; HOW IS THIS POSSIBLE? 70 MPH cruising yields 36 MPG, while the overall average was 28. Slow commuter cars don’t even get this good. Let alone a 4-second rocket like this. How??? Now, how do you answer the opening question, is it a BMW? Err...yes. Open the door, and you are greeted with Made in Austria by BMW. Look under the car and you’ll see BMW logos stamped everywhere. That best-ever infotainment system? A BMW product. The engine? BMW. But it DOESN’T MATTER. Without BMW’s help, this fundamentally great sports car wouldn’t exist. You want a new Supra? Here it is, so deal with it. More so, don’t buy it because it’s a Supra, but because it’s a desirable and capable sports car. It might be built on a BMW assembly line, but Toyota does claim to have tuned it to their liking, whatever that means. At the end of the road, though, you can't help but admit that it still drives like a BMW, which is no bad thing since it's then one of the best driving new BMWs on sale today. So what we have then is a comprehensively accomplished sports car, and one that’s priced right, too, starting in the low 50s. The only flaws are a chassis that just barely starts to unravel from the ultimate vigor of the hardest of driving. It’s properly fast, looks great, and attracts the stares (the good kind, mind you). The only real competition comes from maybe its first cousin once removed: the BMW M2. The new 2021 is supposed to have small suspension changes so I’m keen to try and see how it does on my favorite roads again. I’m glad the Supra’s back, and so should you, regardless of its background and underlying origins. We can use more ‘reasonable’ sports cars in the world. 2020 Toyota GR Supra As-Tested Price $56,500 4/5 Pros: Wonderful Powertrain, Aggressive looks, It says Supra on the back Cons: Lacks polish near and at limit, No manual available Verdict: The Supra is back, enough said. #toyotasupra #mkvsupra #a90supra #2020supra #2021supra

Featured in Style Magazine 9/2020. Words and pictures by Mitchell Weitzman. The Road Beat tests the Lexus LC 500h, a grand touring coupe that so soulfully embodies the very nature of what makes a proper luxury GT car. Written for Style Magazine, you can Read the Full Review Here at Style Magazine "The LC 500h is a superlative driving machine and easily one of the best vehicles I’ve ever driven. The steering seems to be telepathic and ideally weighted, striking a wonderful balance between lightness and heft. The ratio is quick, too, as the LC changes direction with a sincere immediacy, but it’s never abrupt" Click through the full gallery below. Double click for smartphones. #lexuslc500 #lexuslc500h #lexuslc500review #carreviews #lc500test

New A90 Toyota Supra captured on Wentworth Springs Rd I didn't like the Supra when it first came out, but it has grown and grown on me, especially after spending a week with it and really getting to familiarize with it. The shape has grown on me, too. In person, it makes something like a 370Z look boring and antiquated. It's really a quite exciting shape to see on the road. Captured on a Canon 80D plus EF-S 55-250 STM shot at 1/100th second. #a90supra #mk5Supra #supramkV #mkvSupra #canon80d #wentworthsprings #2020toyotasupra

2007 Porsche 911 Carrera S at Thunderhill Raceway Park This 911 features an OEM GT3 RS style front bumper and a GT3 style rear wing. Saddled by only a pair of mufflers (and nothing else), the 3.8L flat six was a joy to hear around the 3+ miles of Thunderhill. Captured on a Canon 7D MKII and Canon EF-S 55-250 STM. Shot at 1/100th second. #porsche997 #997carreras #997gt3 #thunderhillraceway #canon7dmkii

The best driving and most luxurious mid-size sedan period. The Road Beat. Words and pictures by Mitchell Weitzman A shower thought I recently had: “Why don’t more people buy the Mazda 6?” It really had me stumped, like a game of smartphone sudoku with the difficulty set to ‘hard.’ I like Mazdas for the most part, but it’s hard to understand why these characterful machines are not more popular. For the past decade, they have set themselves apart from the anonymous Hondas and Toyotas by combining an almost English or Italian understated elegance to their designs with class-leading driving dynamics. Really, Mazda makes the best driving cars in each class of vehicle they make; they’re that good. The 6 sedan is no different. Mazda’s 6 lives in a very crowded mid-size segment of family ‘normal’ sedans. You’ve got the Camry and Accord heavyweights, plus the hot new Sonata, which has even taken a page from Mazda’s own understated design book. Yet, those two Toyota and Honda rivals obliterate the near-perfect 6 in sales volume, but why? Viewed from the front, it’s a marvelously beautiful thing, with the design language being a carbon copy of the CX-9 I recently drove, too. Park it overlooking Lago Garda or Como and it would look right at home. It’s all class; no need to be flashy and vulgar here. I like how the chrome trim around the grille is three-dimensional and there are lines that flow from the front all the way down the body. The shapely front wheel arch is particularly evocative. The rear, well, it’s the only aspect that disappoints. Not that it’s bad, but just a little boring and generic. The front and sides are so good that the rear just doesn’t quite live up to it. I also wish this example was in the absolutely radiant Soul Red paint Mazda offers instead of the more low-key Machine Grey. The interior matches the outer coat, in that it’s all class, akin to a venetian palazzo. Look, blindfold someone like an Architectural Digest editor and even they would be impressed with the furnishing and high-quality adornments throughout. Think of Giorgio Armani wearing a classic and tailored cashmere double-breasted topcoat, only to take it off and reveal a similarly striking wool suit underneath; That’s how this car transitions from outside to inside. The front seats are terrifically comfortable and with decent support, leagues better than the driver’s seat in the new Sonata I recently tried. Space in the front is abundant, creating an airy atmosphere with great visibility. The rear bench is similarly comfortable and spacious, with the high quality materials make it feel like you are being chauffeured about. On the road, it’s also quiet, adding to that luxurious nature. "While most non-sports are numb either on purpose or oversight, the Mazda 6 feels resolutely alive." The inside can be a party, but it’s once you turn a wheel that the real party mode is engaged. Though the gap has narrowed over recent years to competitors, the 6 remains the standout of the mid-size sedan field. The steering is tasteful and nuanced, and responds to the most delicate of inputs. While most non-sports are numb either on purpose or oversight, the Mazda 6 feels resolutely alive. Handling is more neutral than a front-wheel drive sedan has any right to be. The nose is very direct and willing to change direction, with a most compliant rear end. Understeer can be found, but only when pushing beyond stupidity and testing the limits of the 225-width all-season tires. In a long, fast sweeping corner, there’s loads of adjustability from changing steering angle or lifting off or applying more throttle. It’s more like a BMW 3-series of decades prior than a family, normal sedan. The suspension is well-tuned as well, with no heaving over bumps and never feels unsettled. Yet, despite this wonderful handling and body control, the ride is weirdly good. It doesn’t float like you’re of control - you get a feeling for what the car and road is doing beneath you, but it’s just plain comfortable. Now, if there’s somewhere where this car hurts, it’s the power. While perfectly adequate for the normal life of driving, it could use an extra 50 horsepower, especially when a V6 Camry or quick Accord Sport pulls away from you in the world’s most unassuming drag race. It’s a 2.5 liter inline-four with a sky-high (SkyActiv in their marketing book) compression ratio plus a low-pressure turbo and some manifold trickery that leads to cooler temperatures in the combustion chamber. This adds up to an engine with better response than other turbocharged units and better efficiency. Power is 227 on regular gas (they say you’ll get 250 on premium), but with a staggering 310 pounds of torque, all from just 2,000 RPM. Pulling away from stops and accelerating onto freeways seem effortless, but when you really wring it out, there isn’t much more power to be found in the top-end. The eager low and mid-range, though, is where 99% of driving will be done, though. Luckily, the engine is smooth for a four-banger, and doesn’t elicit any unwanted nor harsh noises. 0-60 is done in a respectable, but again not class-leading 6.7 seconds. 50-70 feels stronger with the meaty mid-range power that the 310 pounds of turbocharged torque dishes out, needing a brisk 3.5 seconds. Economy wise, to satisfy the marketing team, the SkyActiv engine is greatly frugal. In my freeway test, a level 70 MPH yielded 35 MPG, and my taxing work commute netted 27. This is good, but I did expect a little better. Perhaps the use of an older 6 speed automatic is to blame. Moving on to a 8 speed would allow a lower RPM on the freeway thus increasing MPG. The transmission does shift very well, though, being smooth and compliant. If you didn’t need the turbo engine’s extra oomph, the standard engine will touch 40 on the freeway. Mazda’s 6 remains a benchmark for how to make a seemingly uninteresting car incredibly interesting, and brilliant. It has the looks of understated European grace, the unexpected dynamics and an eagerness for corners taken from the best sport sedans of ages past, and punches well above its weight in luxury. Parked next to a Camry, it renders the Toyota an amateur and vulgar attempt - and that’s coming from someone who likes the current Camry! The Mazda 6, for a ‘normal,’ reasonable sedan, is the best of the bunch. And that’s even more remarkable considering this generation 6 is over 6 years old now, and still able to deftly fend off newly redesigned competitors. The 6 comes highly recommended. 2020 Mazda 6 Signature As-Tested Price $36,620 Road Beat Rating 4.5/5 Pros: Fantastic luxury, style, and a joy to drive Cons: Not much. Really, I’m struggling Verdict: The best mid-size sedan period. Full image gallery below. Double click to full screen the images. #2020mazda6 #mazda6signature #theroadbeat #mazda6review #carreview

I captured this Mazda 757 at the Monterey Motorsports Reunion at Laguna Seca. I love racing, so of course I also love historic racing. Every year (except when canceled due to pandemic) I attend the historic races at WeatherTec Raceway Laguna Seca. The Monterey Motorsports Reunion sees amazing vintage machinery take to the track. These are cars that I was too young to watch (or not alive for), so to be given a chance to see them is a fantastic experience. “Is that a banshee? No, it's a Mazda rotary” Mazda race cars are special in that they have rotary engines. Despite inherent reliability issues, the resulting powerplant produces the most thrilling sounds, some calling it the best sounding car in the world. This 757 is no different. When you hear the smooth shriek, you at first ask, "Is that a banshee?" No, it's a Mazda rotary. It's out of this world, as if it is revving out to 20,000 RPM as it goes by. I particularly love this image caputred on a Nikon D7000, as the lighting at 5PM at the Corkscrew was perfect, and how the livery (paint scheme) matches the inside curbs masterfully. Oh, and the car is just classically beautiful for a race car. #Nikon #mazda #mazdarotary #carphotography #photography #lagunaseca #theroadbeat

The ultimate track snake hits the track at Laguna Seca The Viper ACR is the ultimate incarnation of America's supercar in the eyes of many. Armed with over 600 horsepower from the 8.4L V10, racing derived suspension, ultra-grippy tires, and legitimate downforce, the ACR was designed and destined to sink its fangs into the asphalt of the world's greatest race tracks.

The Road Beat, March 6, 2020 Lexus LS500, it has become the best of the best Lexus has always produced conservative, bullet proof cars, cars that were as reliable as annual income tax and offering world class comfort with take no chances styling. As said in Brooklyn, “fuhgeddaboudit.” The newest LS blew me away in its first go-round and will still most likely do the same for you. New styling, new engine, new transmission, new suspension and a boat load of new tech and electronics has remade the new LS into the best value in world class luxo sedans. But it doesn’t stop there (and it can stop with huge 14-inch, four piston ventilated disc brakes). In the F Sport model it gets 16 inch six piston brakes, it becomes a world class sporting sedan and then some. More on that later. First is the all new body which is sleek with softly rounded edges and shapes such as the way the rear fenders blend into the rear deck. I can see some of the new Camry in this new Lexus and that is a good thing as the Camry has become the most sophisticated mid-size ride in its class. LS doesn’t have a bad angle, it’s all so good, maybe except for the grille, although even that is much improved.. And it has grown now stretching out 206 inches long with a huge 123-inch wheelbase. Its beam is a svelte 75 inches while standing a tish over 57 inches tall with air suspension An all new Lexus V-6 of 3.44L with all the bells and whistles resides under the hood, but this is no ordinary V-6, it is a blown twin turbo yet with a still sky high 10.5:1 compression. But it is not an over square unit but a long stroker (3.37X3.94 inches) so it has amazing efficiency with an expanded power stroke as well as prodigious power. It cranks out 416 of the biggest horses you ever felt at 6,000 rpm backed up with a stump pulling 442 pounds of twist made from 1,600 to 4,800 rpm meaning it makes massive power from just off idle to redline. When you connect that massive motive force to a super slick 10 speed auto cog-swapper you have an amazing power train that drives the rear wheels or all wheels if you opt for the AWD option. My tester was RWD. Even with RWD, this Lexus is no light weight tipping the scales at 4,784 pounds. In spite of the diminutive engine and significant weight, the new LS can rocket to 60 mph in a scant 4.63 seconds. That’s World Class. But it doesn’t stop there as it will run from 50-70 mph in just 2.14 seconds and a 6-7 percent grade only slows that time to 2.68 seconds. Those numbers are a bit improved over my last Road Beat two years ago which posted numbers of 4.71/2.25/2.85 seconds In normal operation, the LS is incredibly smooth in the way it goes about its business. Silky, positive shifts, a smooth, silent engine with superfluous power, a firm, yet super compliant suspension, super accurate steering and a flat cornering attitude has transformed the LS into a world beater bargain among the MBZs, BMWs and Audis of the world. When driven aggressively, shifts become a bit more abrupt, but never mind as your eyeballs flatten and the big LS accelerates like a rocket sled with a JATO bottle. Sure, there is some throttle mapping issues sometimes causing a Nano second of hesitation, but that has been exaggerated as a result of spending a week with a Lexus GS F with its super-wonderful 5.0L, 467 hp ultra-smooth V-8 with perfectly linear, fabulous response. Only matters if you are racing. I’m not done yet with amazing. While fuel economy is EPA rated at 19/30/23 mpg city/highway/combined, you can throw those numbers away. In a two-way highway run at 70 mph the big LS turns only 1,400 rpm returns 34 mpg!!!. Even going up a slight grade it returns better than 29 mpg. Overall for 270 miles the LS averaged 20 mpg, in mostly stop and go very aggressive driving, including all performance testing. It’s slick with a 0.28 CD. Fuel capacity is a large 21.7 gallons. Handling is like no other LS. It flat out corners flatly. Wide track (64 inches) and big 20 alloys shod with some real rubber (245/45X20) hang on with tenacious fervor. Steering is quick at 2.9 turns lock to lock and its turning circle is a tight 37.4 feet. Suspension is beyond state of the art and employs air. Ride quality in my LS tester was also ground breaking. It is unlike any other LS that has preceded it. It is exceedingly smooth, but firm and solid. It is definitely not a “float your boat” but has a buttoned-down Euro feel. It absorbs bumps and road irregularities with aplomb, but the control is amazing and the body feels like its carved out of a steel ingot. Passengers remarked about its ethereal smoothness both from the road and powertrain. Of course, there is no wind, tire, road or engine noise, especially with the engine spinning a remarkably low 1,400 rpm at 70 mph. Safety is there in spades. First every acronym known to mankind is present. Second the brakes are strong and could probably used in grand prix racing with the F Sport Headlights are also excellent, some of the best yet. Auto high beam is standard. Inside is a sublime leather interior with front chairs I should have converted into my office chair. The leather is sumptuous and the balance of the interior is exquisite with special mentioned being made for the dash and door covering as well as the interior accents. Some of the best ever. The instrument panel is business like and what looks to be borrowed from the LC Lexus. A big tach surrounds a digital speedo with an info center also contained therein. There are controls for setting driving modes and more. Good stuff. Rear seating is limo like with its long wheelbase and the trunk is large. But there is one item that should be corrected and that is the radio and other center stack controls. It is done with an inaccurate mouse pad. Can we go back to button and knobs? The AC is still controlled that way. While base pricing starts at about $75 large, my F Sport, well equipped LS500 stickered for $82, 795 plus $995 for the luxury suite for the boat ride from Japan. For what you receive, the LS becomes one of the biggest bargains in the luxo sedan category. Kudos to Lexus for creating a new benchmark in so many ways. Specifications Price $83,790 (as tested) Engine 3.44L turbocharged, direct and port injected, DOHC, 24 valve V-6 416 hp @ 6,000 rpm 442 l.b-ft. of torque @ 1,600-4,800 rpm Transmission 10 speed torque converter automatic Configuration Longitudinal front engine/RWD/AWD Dimensions Wheelbase 123 inches Length 206.1 inches Width 74.8 inches Height 57.1 inches Track (f/r) 64.2/64.4 inches Ground clearance 5.5 inches est. Weight 4,784 pounds GVWR 5,920 pounds Weight distribution 53/47 percent Wheels 20 alloys Tires 245/45X20 Fuel capacity 21.7 gallons Passenger volume 99.4 cubic feet Trunk capacity 17 cubic feet Steering lock to lock 2.9 turns Turning circle 37.4 feet Co-efficient of drag 0.28 Performance 0-60 mph 4.63 seconds 50-70 mph 2.14 seconds 50-70 mph uphill 2.68 seconds Top speed electronically limited to 136 mph (ungoverned would be about 160-175 mph) Fuel economy EPA rated 19/30/23 mpg city/highway/combined. Expect 20-24 mpg overall in urban/suburban/rural driving and 34 mpg on the highway at legal speeds.