2016 Lexus RX

2016 Lexus RX

Episode 3506
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

No nameplate has done more to put luxury crossovers on the map than the Lexus RX. Over three generations, this Camry-based, mid-size luxo-ute has set the standard as to what it takes to run around upscale suburbia. Now, 2016 sees an all-new RX with more style, comfort, and hi tech, and perhaps, more impact. So let’s see if owners should leave their gated communities for a new RX?

Lexus knew better than to mess too much with the core attributes of the 2016 RX. So, while the brand is aggressively expanding its high performance offerings; when it comes to their best-selling model series, they showed a lot of restraint.  

Although that is not obvious when you first see it. Now, we can spend all day debating the clearly radical looks, or that it has grown a bit. 1.9 inches in wheelbase and 4.7 in overall length. But, we don’t think it will deter most current Lexus buyers seeking an ultra-comfortable neighborhood showcase.

So, if it happens to strike you as an angry, drop jawed, sharply creased parent of the NX, and more like an oddly-elegant sci-fi rolling sculpture, so be it. Designers did throw in a “floating roof design” that is this season’s must-have fashion accessory.  

But, back to those core values. Unlike the rough riding, tightly sprung NX, the RX remains a very smooth operator with a ride that is luxurious without being flabby. So good call here, Lexus.  

It is also extremely quiet. Even the hybrid version is virtually silent. Our senses really couldn’t tell if the gas engine was running or not.

Steering response has been increased without much change in overall feel which remains unremarkable.  

Fully living up to expectations denotes the interior as well. Materials are exquisite, amenities are what you’d expect, and comfort is top notch. No wonder RX buyers are such a loyal lot.

The layout is similar to stablemates IS and RC and things seem a little cluttered. But this two-row family hauler provides excellent seat comfort up front, and a second row that is far nicer than many kids might deserve. The bigger outsides also adds to space here for adults.

And you can take it with you when you go, thanks to 18.4 cubic-ft. of cargo room. No kids on board? Well, now you’ve got 56.3 cubic-ft. of big box storage space. A power rear hatch is standard, touch-free operation is optional.

An 8.0-inch dash-top TFT infotainment screen is standard. Up-level trims get a 12.3-inch hi-res display with Lexus’ Remote Touch interface.    

Another familiar aspect of the new RX is under hood. A 3.5-liter V6 still does duty. But, it’s the newest direct-injected version, now producing 295-horsepower and 267 lb-ft. of torque. Add hybrid hardware, and output grows to 308-horsepower. Max towing capacity is unchanged at 3,500-lbs.  

The RX350 does add an 8-speed automatic transmission, while the 450h hybrid incorporates a CVT. Both are available with front or all-wheel drive; the hybrid’s AWD adds an additional electric motor in the rear.

The only nod toward more street prowess is that the F Sport upgrade is now available with both powertrains. It is definitely the way to go for bragging rights in your cul-de-sac. Not only will you get even more aggressive styling tones inside and out…

…blacked out trim, 20-inch wheels, unique gauges, paddle shifters, aluminum accents, even an Active Sound Generator…

…but you’ll also get an Adaptive Variable Suspension as well. And while it takes handling a big step up, most soccer moms will probably just end up leaving things in comfort mode.  

Lexus Safety System + includes automatic braking, upgrading the already extensive list of safety features.  

Now Government Fuel Economy Ratings aren’t finalized yet, but Toyota claims 20-City, 28-Highway, and 23-Combined for a front-wheel drive V6; and 31-City, 30-Highway, 30-Combined for the hybrid.  

RX pricing should start in the low 40’s.  

The Lexus mission of late is to rally up some new customers and become a much more dynamic brand. And while that’s a noble mission, to us, the results have been somewhat mixed. Fortunately, except for looks, there’s nothing about the 2016 Lexus RX that will impact its appeal to current owners and prospects. It’s still premium in comfort and execution, and remains what most other luxury crossovers aspire to be.    

Specifications

  • Engine: 3.5 liter
  • Horsepower: 295
  • Torque: 267 lb-ft.
  • EPA: 20 mpg city / 28 mpg highway,
2023 GMC Canyon 1

2023 GMC Canyon

Canyon Goes Bigger

Episode 4303
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Most people know the GMC Canyon as the Chevrolet Colorado’s professional grade cousin. And while that sounds like just marketing speak, with an all-new design of GM’s midsize truck platform comes more genuine brand separation. So, let’s see what the third-gen GMC Canyon delivers in real time!

Small trucks are once again a big deal, and part of the reason is that they are no longer small. There’s not much about this 2023 GMC Canyon that resembles the ¼-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980s.

Of course, then, people were willing to sacrifice certain “big-truck” things for an easier to use and more economical pickup experience. Well, we don’t seem to be big on compromise for much of anything these days, and the current midsize crop of trucks deliver more than ever. So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed. No more extended cab or long bed options. Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front. It definitely looks tougher, and they’ve even eliminated the much-hated front air dam that protruded well below the front bumper.

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The Canyon also comes exclusively with the high-output version of GM’s 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 lb-ft. of torque. At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700-lbs. No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.

At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy’s base Colorado. And since it’s all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.

And that’s just where things get started, as at the top of the heap, there’s a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode. We’ll have more on the AT4X real soon.

But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches. Plus, an available head up display comes with most trims, and there are even optional underbody cameras.

Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats. Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck. It’s even more noticeable in the rear, though there are more practical storage options back here.

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The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet. The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it’s not quite crossover plush, but certainly great for a body on frame truck.

Though the higher ground clearance and off-road emphasis kept it from being a track star. Indeed, healthy amounts of understeer and body roll greeted us in our handling course. It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily. 0-60 in only 7.5-seconds, and through the ¼-mile in 15.6-seconds at 91 miles-per-hour.

Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular. Pricing starts with a 2-wheel-drive Elevation at $38,395. That puts it at midlevel Chevrolet Colorado, with is consistent with the mission of the new Canyon. All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.

So, as small trucks have grown, so has the price of entry. But if that doesn’t scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before. Does that necessarily make it better? We say positively yes!

Specifications

  • Engine: 2.7L Turbo-4
  • Horsepower: 310
  • 0-60 mph: 7.5 seconds
  • 60-0 Braking: 121 feet (avg)
  • MW Fuel Economy: 18.2 mpg (Regular)
  • Transmission: 8-speed auto
  • Torque: 430 lb-ft.
  • 1/4 Mile: 15.6-seconds at 91 mph
  • EPA: 17 City / 21 Highway / 19 Combined
2024 Jeep Wrangler 8

2024 Jeep Wrangler

The New Wrangler Crawls Its Way Towards Modernization

Episode 4302
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Jeep Wrangler has been an affordable rugged launching pad for backroad exploring for almost four decades. And while constant updates have made the current Wrangler more modern and capable than ever, a lot has changed since the JL model first arrived for 2018. So, Jeep engineers did their thing again, handing us yet another, better Wrangler for 2024.

To most people, the Jeep Wrangler is all about tradition, a craggy aging dinosaur among the smooth fleet-footed crossovers of the modern era. But the Wrangler has come a long way with modernization in recent years, and takes another big step for 2024.

Side curtain airbags for the first and second rows are now included in all but the base Wrangler Sport, and Uconnect 5 with 12.3-touchscreen is now standard across the board. And since the 4xe plug-in hybrid powertrain has proven so popular, Jeep has made it available in more trims, including all the way down to Sport S, which means an even lower entry price point for what has quickly become the best-selling PHEV in America.

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So, the 4xe has truly brought the Wrangler into the modern era in more ways than one, and it was also what we chose to spend the bulk of our Southern Utah drive time in. It still delivers the same impressive, combined output of 375-horsepower and 470 lb-ft. of torque, with the added bonus of 21-miles of EV time.

The 4xe is just one of many engine options however, including a 270-horsepower 2.0-liter I4 turbo and the monster 470-horsepower 6.4-liter V8 exclusive to the Rubicon 392. Standard engine remains the 285-horsepower 3.6-liter V6, which is the only way to go if you want to shift your own gears, as the rest are all 8-speed automatics.

Speaking of the Rubicon, they’ve made it even more capable for ’24, with a new Dana 44 HD full-floating solid rear axle which should hold up better when you stuff bigger tires in there, plus boosts towing capacity from 3,500 to 5,000-lbs. And a factory-installed 8,000-lbs. Warn winch is now available as an option.

Off Road+ drive mode makes its way into 4xe models for ’24 too, optimizing throttle, traction control, and transmission parameters to maximize off-road performance whether rock crawling or doing high-speed desert runs. And since people really can’t get enough of Rubicon, Jeep has added a new Rubicon X model with 35-inch tires on beadlock-capable 17-inch wheels, integrated off-road camera, steel bumpers, and full-time Rock-Trac 4:1 transfer case.

Back on our home turf, it was a trip to Mason Dixon Dragway with this 4xe plug-in performer.

Provided you’ve still got some battery power for additional boost, the 4xe will jump off the line with surprising authority on its way to a 0-60 time of 6.7-seconds. Power deliver stays strong once you get rolling, with things really coming alive as the tach needle climbs. Automatic shifts were both quick and smooth, resulting in ¼-mile runs of 15.0-seconds flat at 97 miles-per-hour.

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There’s nothing about the Wrangler that wants to be pushed hard through a cone course, but we did it so you won’t have to. And truth be told, it wasn’t that bad, but when you’re sitting this far off the ground, it’s a natural tendency to keep inputs smooth and steady and not tempt tipsy fate by being overly aggressive with steering inputs. But rest assured, even if you are heavy handed, there are plenty of safety systems in place to help keep bad things from happening. There was a lot of weight transfer on hard braking, which is to be expected, but 145 foot stops from 60 were still longer than we like.

The only real change to the new Wrangler look-wise is an updated 7-slot grille with shorter openings; though there are also the usual new color and wheel choices. Multiple soft and hardtop options remain available. And inside, the dash has been reshaped a bit to house that new touchscreen, 12-way adjustable power seats are now available, and additional sound deadening has been added to higher trim levels.

But, just about every trim level also comes with additional content for ’24, and thankfully they haven’t eliminated the 2-door yet, which starts things off with Sport trim at $33,690, 4-grand more for the 4-door. 4xe’s remain 4-door only, but now start at just over $50,000, with the exclusive High Altitude trim at $68,790.

Love ‘em or hate ‘em, Jeep sells an incredible number of Wranglers every year, and it was really what kept the former Chrysler Corporation afloat for many years. Stellantis has big plans for EVs going forward, but the 2024 Jeep Wrangler is not only more capable and modern than ever, it’s proof that electrification and old-school off roaders can coexist; and it’s a pretty good bet that the Jeep Wrangler will always remain a major part their portfolio.

Specifications

As Tested

  • Engine: 2.0L Turbo-4
  • Horsepower: 375
  • 0-60 mph: 6.7 seconds
  • 60-0 Braking: 145 feet (avg)
  • EV Range: 21 miles
  • Battery: 17.3-kWh
  • Torque: 470 lb-ft.
  • 1/4 Mile: 15.0-seconds flat at 97 mph
  • EPA (Combined): 20 MPG | 49 MPGe