It should be noted that, while the Tundra does indeed compete with Ford and Chevy it has a way to go before it’s, “there”. Here’s what I mean: in 2023 Toyota moved just 125,185 Tundra pickups, while Ford sold over 700,000 F-series trucks and Chevy found buyers for more than 400,000 Silverados, so Toyota isn’t yet fully competitive with their U.S. competitors. I think that’s because full-size pickup truck buyers are more brand loyal than sedan, SUV, or crossover customers, and I’d add that Ford and Chevrolet dealers have figured out how to consistently give their pickup buyers what they want.

Interestingly, before Toyota named their large pickup truck the Tundra, it was the T100. Back in the late 1990s they actually planned to name its successor the T150, but Ford objected strenuously, and Toyota switched the name to the Tundra.

Since breaking into the full-size pickup market has historically been difficult for foreign brands--Nissan just discontinued their large Titan after 20 years!--Toyota has been smart and patient.

For starters, they decided to build the Tundra in the United States rather than Japan. And not just the U.S., but Texas. Texas loves full-size pickup trucks, so manufacturing Tundras in Texas was a smart move because many plumbers, home builders, contractors, drywallers, ranchers, farmers, electricians, etc etc want to buy a pickup truck that’s built by dudes like them.

I’m going to assume that all readers understand that the Tundra is roughly the same size as the aforementioned F150 and Silverado and has a similar engine and transmission. 

The thing about full-size pickups, which is different from most other vehicles, is that they go from similar foundations to almost anything you might want. In other words, once you choose a truck and its powerplant, each brand will allow you, nee encourage you, to choose among many different options and configurations until you find the truck that’s just right for you. Whether you need something to haul your cattle to market, or a truck that can carry four dudes, lawn mowers, rakes, and weed eaters around, or you’re a city slicker who wants a Lexus in the shape of a pickup, Ford, Chevy, and Toyota will sell you what you want, and it’s probably already on the dealer’s lot.

For the record, the Tundra offers three powertrain options, all of which are based on a twin-turbocharged 3.4-liter V-6 engine. In the base SR model, the engine puts out 348HP, higher trim Tundras produce 389HP, and the third option is a 473HP hybrid. All use a nice 10-speed automatic transmission. Tundras equipped with four-wheel drive get a part-time setup included, but there's no full-time AWD system like those offered in rival trucks.

Driving the Tundra is a pleasant experience because Toyota, like its competitors, focuses on comfort first, and the long wheelbase and soft-sprung suspension combine to make the Tundra really good on the interstate. So good, in fact, that despite driving for two hours on the highway through a torrential thunderstorm I felt completely comfortable and safe. 

I always think the same thing when I drive a full-size pickup: highway driving is great, toodling around in town is fine, and parking sucks. 

The Tundra’s interior is nice, and my top-of-the-line press car’s Capstone version featured semi-aniline leather upholstery, walnut interior trim, acoustically laminated side windows, and a head-up display. Analog gauges and a small driver-information screen are standard, but higher trim levels like the one I drove include a larger 12.3-inch digital instrument cluster. 

Double Cab Tundras are available with either a 6.5- or 8.1-foot bed while the longer crew cab (CrewMax) can only be had with a 5.5- or 6.5-foot bed. Opting for the shorter cab won’t affect front-row comfort but reduces rear-seat legroom from 41.6 inches in the CrewMax to just 33.3 in the Double Cab.

The 2024 Toyota Tundra is a really good pickup that, in my opinion, should sell about the same number as Ford and Chevy do. It’s at least as good and adds excellent Toyota quality and resale value to the mix. Plus it’s made in San Antonio, Texas, which is very cool.

This month I’m going to focus on the original Porsche non-sports car, the Cayenne SUV. First introduced in 2002, the OG Cayenne was derided by most Porsche aficionados, including me, as a sacrilege. Once it became clear that the Cayenne, and later the Panamera and Macan, would produce the profits that would allow the company to continue manufacturing epically special sports cars like the 2016 911R, 2018 GT2 RS, and 2024 911 S/T all was forgiven.

I was able to drive a 2024 Porsche Cayenne Coupe recently, and it was impressive.

For the record, I’m aware that the Cayenne Coupe is neither a Cayenne nor a coupe, and that SUVs turned into sedans—think BMW X6 and the like—are generally unloved in the enthusiast community. 

I’m willing to bet, however, that most of the haters haven’t actually driven one of these vehicles. I say that because I criticized the original X6 as just an X5 with less utility until I reviewed one and learned that their suspensions, powertrains, and software are modified to make them sportier than their more utilitarian siblings. Plus these sedan-ized SUVs sit higher than “normal” sedans, which helps you see around and through the pickups and Suburbans that clog our streets and highways.

So the Cayenne Coupe, which shares almost everything with the Cayenne SUV, drives better than the SUV. An enthusiastic jaunt on a twisty back road was a pleasure thanks to its taut suspension which enables confident steering with little body roll. And the powertrain has been tweaked for quicker throttle response and gear changes, which make the car feel quicker, even though it really isn’t.

Still, the 5000lbs Cayenne Coupe is most comfortable driving into town to run errands or cruising on the interstate, maybe especially the latter.

A quick aside: it is something to realize that a sedan-ified SUV like this one can outperform a BMW M5 from 20 years ago, all while providing more passenger and luggage space.  

My test car was the $80,850 base model, which comes with a 348HP V6 engine that pulls enthusiastically but sounds just ok. Slotting above the base model is the 463HP plug-in hybrid turbo V-6 Cayenne E-Hybrid that starts at $93,350, and just above that in the range is the 468HP Cayenne S that will set you back $109,850. At the top of the lineup is the 650 HP Turbo GT that goes for almost $200,000. Gulp. The Turbo GT is only available in the coupe body style, by the way.

While only a few subtle exterior design changes differentiate the facelifted 2024 Cayenne line from prior models, the interior has been improved significantly. A new 12.6-inch curved digital instrument display sits behind the steering wheel alongside the 12.3-inch central touchscreen that controls the updated PCM 6.0 infotainment system. Porsche has decided to go all-in with Apple CarPlay and Android Auto, which I think is a better choice than forcing their own system on customers who are quite happy with their phones and don’t want to learn another user interface.

The previous gear-selector lever located on the central console has been replaced by a smaller toggle switch that now sits just to the left of the central touchscreen on the dash. The center console now houses a new haptically controlled HVAC panel, which I like a lot.

The Cayenne also offers an optional 10.9-inch touchscreen for the front passenger, which allows the front passenger to enjoy their own streaming entertainment, control several vehicle features, and even “help” with navigation. The display's polarized filter makes it invisible to the driver for safety reasons.

I find it interesting that in 1998 after the first large luxury SUV, the Lincoln Navigator, was introduced, most automotive journalists including the venerable David E. Davis of Automobile magazine predicted that upscale buyers wouldn’t be interested. Those experts were proven wrong as every luxury brand eventually introduced an SUV, and now we’re seeing more SUVs from sports car brands, most notably Lamborghini and Ferrari.

Anyway, the Cayenne Coupe is a car that I believe many upscale buyers will find appealing. It combines luxury with performance in a vehicle that provides more space and better visibility than a sedan. And it helps Porsche keep on building wonderful sports cars for enthusiasts.

Anyway, here’s my list of 2024 vehicles that you should pay attention to.

Acura ZDX: ten years ago the weird Gen 1 ZDX was dropped by Acura with almost no one noticing. Soon Honda’s luxury arm will launch the ZDX Gen 2, a conventional looking SUV with an all-electric powertrain (think BEV MDX). Will it succeed? It can’t do worse than the previous ZDX.

2012 Acura ZDX

2024 Acura ZDX

Cadillac Celestiq: featuring either an ultra-modern or ugly exterior design depending on your point of view, the upcoming BEV Cadillac flagship promises a beautiful interior and premium buying experience that’s meant to rival Bentley. Even base models will offer 300mi range, 600HP, a full-glass roof with variable opacity, and GM’s best Super Cruise autonomous driving system. It’ll be expensive though, with an expected starting price of around $340,000.

BMW M5 wagon: BMW must have hated watching the Mercedes E63S and Audi RS6 “hyper wagons” get showered with kudos from the automotive press because they’ve responded with a station wagon version of their delicious M5 sedan. A 600HP turbocharged V8 AWD soccer mom-mobile? Yes please!

Ford Mustang: yes it’s, “just a refresh”, but I’m going to play this up because this is likely the last ICE pony car ever now that the Chevrolet Camaro and Dodge Challenger are dead. The base engine is a 330HP turbo-4, the GT’s V8 has 450, and a 500HP Coyote V8 powers the Dark Horse track version. And the manual lives on! For driving enthusiasts the Mustang is as good as it gets.

Tesla Cybertruck: I’ve read about the clever bed that can haul or store almost anything and the impressive specs, but I can’t get past the cartoon-ish design that says to me (and probably most Texans), “Tesla’s not serious about pickup trucks”.

Hyundai Santa Fe: Hyundai’s Rav4 competitor has always been a just Ok wannabe until now. Wow, Hyundai surprised everyone with a new Santa Fe that brings the action with a Land Cruiser/Land Rover Defender vibe and extra off-road chops. Expect this SUV to have the same impact on the Toyota Rav4/Honda CRV market as the Palisade did on the Toyota Highlander/Honda Pilot market.

Toyota Land Cruiser: I’ve said since 2008 (along with many others) that the last generation Land Cruiser was too big, and Toyota listened. The 2024 LC is on the same platform as the 4Runner, and it looks like a winner with a tough-guy design and serious off-road ability. The legend continues.

Volvo EX30: a cool compact BEV from Volvo with an enticing $35,000 starting price that will appeal to young singles and couples who want to help the environmental cause.

BMW i5: basically a BEV version of the venerable 5-series, the i5 gets you lots of BMW goodness in an all-electric package. Families will probably prefer the BEV iX SUV, but many others will appreciate an electric car that’s designed to drive like a BMW.

Lucid Gravity: finally a Lucid SUV! The Saudi-funded BEV company started life with the Air, a luxury BEV sedan that cost around $120,000. Good looking car, but it didn’t sell. Enter the Gravity, a luxury SUV with 440 miles of range, 7-seats, and a starting price of under $100,000. Lucid and Saudi Arabia hope you like it.

Lexus GX: the new mid-size Lexus SUV gets a major update with a much better looking exterior and 346HP turbo V6 powertrain. The last version had a V8 but looked completely bland. Thank you Lexus for replacing it with an SUV with better emissions and more personality.

Volkswagen ID. Buzz: Volkswagen has been teasing us with “coming soon” modern VW Microbuses since forever. Finally we’re going to get one with the BEV ID. Buzz. It’s all electric and looks sensational. I hope it sells.

Porsche 911: the 992.2 gen 911 launches soon, and the good news is that Porsche wants it to be more available. While the fact that supply chain problems have been mostly fixed means that it will be, Porsche has decided to bump the pricing significantly. Bummer. It’s still the car that successful BCMS member want, so deal with it, I guess.

RR7, hosted at the WeatherTech Raceway Laguna Seca in Monterey, California, was an awe-inspiring celebration of Porsche's racing history. This incredible four-day event, which took place during the last weekend in September, brought together racing aficionados from all over the world for an experience of unparalleled Porsche splendor.

I’ll try to hold back on the superlatives now, but I’ve never seen so many wonderful old and new racing cars from one manufacturer in one place. And all of those old cars—the very best from Porsche’s past—were driven hard on the track despite their sky-high valuations.   

Porsche hosts a Rennsport Reunion every four years or so, and this year’s iteration was especially meaningful because 2023 is the 75th anniversary of the company’s founding as well as the 60th birthday of the 911. It was also the biggest RR ever, with over 300 race cars registered and more than 91,000 attendees.

The heart of Rennsport Reunion 7 was undoubtedly the meticulously restored Porsche racing cars, which ranged from 356s, 550 Spyders, and 911s to Le Mans prototype 917s, 936s, and 956s to current year 911 racers and prototype 963s. And more. I’ve seen many of these very special cars on display in museums and collections around the world, but I’ve never seen them driven at speed on a track.

The roar of flat-four, flat-six, and flat-twelve cylinder engines was intoxicating, as was the scent of hot brakes and burning rubber. The smell of gasoline and un-catalytic-converted exhaust in particular got to me because I grew up in the 1970s, and that’s what I associate with cars from back then. As we move inexorably to an all-electric future, I think those smells are what I’ll miss the most.

RR7 also paid homage to some of Porsche's most celebrated racing drivers, including Hurley Haywood, Derek Bell, Dick Barbour, and many others. These racing icons and other dignitaries, who wandered around freely through the paddock, added depth and authenticity to the event. (Readers may be interested to note that Dick Barbour, who famously finished 2nd in the 1979 running of the LeMans 24hr race with Paul Newman, was a recent guest on my podcast, “Cars on Call”.)

In addition to the racing cars, the event featured a Porsche Corral, where owners proudly showcased their cars. I spent two hours wandering through the Corral and was pleased to see a wide array of colors, including many “paint to sample” (PTS) examples, represented. My personal 2021 911 is a PTS Oslo Blue car, and I saw two other Oslo Blue cars, which made me happy.

One notable participant of Rennsport Reunion 7 was Joe Buzzetta, a well-known Porsche collector and high school friend of mine. Joe’s father, Joe Sr, was a Porsche factory racing driver in the 1960s, and his collection includes many cars that highlight Porsche's racing success from that era. Joe and other members of the Buzzetta family represented their recently deceased father very well with two of his race cars that they drove enthusiastically during the weekend (Joe Buzzetta was also a recent guest on “Cars on Call”).

Porsche restomods headlined by Singer (1990s 911s made to look like beautiful 1960s cars) and Rod Emory (1950s 356s made to look like even cooler 1950s cars) have been emerging as desirable alternatives to restored-to-original Porsches for many years.

Joe Buzzetta is planning to begin producing reimagined mid-1970s/early-1980s Porsche 911s that the general public can buy soon. His most recent creation, which I have driven, is a 1978 911 SC which has been re-done as a 1974 911 RSR homage for the street. It has an all-new engine (in this case a 3.2L air-cooled flat-six), transmission, suspension, interior, and OMG thank you, A/C and normal seats. 

It was conceived as an air-cooled 911 that you might take on a long road trip, but with none of the hassles that an original car might cause. I hate old cars with rattles and noises, and the Buzzetta 911 has none of that. It’s an analogue 911 with all of its personality and soul preserved, but with none of the negatives of owning an original older car. 

Once Joe’s venture starts making cars, he plans to offer a choice of a road-oriented car like the one I drove (pictured) or an edgier 911 more oriented for the track or shorter more enthusiastic bursts on the street.  

I’m a believer and have already started thinking about what kind of second generation 911 donor car would work to turn into a Buzzetta Porsche. It would be a wonderful addition to my garage.

RR7 was an amazing car experience! If you’re a Porsche fan go to the next one, you won’t be disappointed. And hopefully by then reimagined Buzzetta Porsche 911s will be “a thing”.

Like the 1968 version, the 991.2 911T “remix” wasn’t a sensation but neither did it bomb, so it was no surprise that Porsche released a new 992-based Carrera T in late 2022.

For the record, the 992-gen Carrera T is a base model 911 with a 7-speed manual transmission combined with the Sports Chrono Package, mechanical limited-slip differential, thinner glass and rear seat delete to save weight, and Porsche's PASM active suspension system with sport-tuned dampers. There are other add-ons, but that’s mostly it.

The base Carrera comes with a 379-HP twin-turbocharged 3.0-liter flat-six engine paired with an eight-speed PDK automatic transmission, whereas the more expensive Carrera S increases output to 443-HP and can be ordered with Porsche's 7-speed manual. The Carrera T couples the lower horsepower version of the flat-six with the 7-speed manual, which is a good thing. You can buy a Carrera T with the PDK, but doing so negates some of the T's weight savings. Plus it’s completely lame.

Since exterior clues are minimal, it would take a true Porsche “fan-boi” to spot a Carrera T in the wild. It sits slightly lower than other Carreras, has (deletable) graphics on the lower door panels, and adds the cool smoked wheels, which I love.

Inside, charcoal cloth seats with nice pinstriping are the first things you notice, but the absence of the rear seats also grabs your attention. Fortunately, the shelf left once those seats are gone can comfortably house numerous pieces of luggage. (If you prefer, the rear seats can be retained at no cost.)

The optional “Interior” package adds some pizazz inside via seatbelt coloring and embroidered logos on the headrests and floor mats in your choice of Slate Gray or Lizard Green. Leather trim for the doors and dashboard is also available, as are 18-way power-adjustable seats. Porsche's carbon-fiber racing-style bucket seats, typically GT-model-only fare, can also be selected. While it’s nice that Carrera T customers can choose the perfect-for-track-day carbon fiber seats unavailable in other non-GT 911s, I’d go with the 18-way seats. They’re endlessly adjustable and much easier to live with.

Ok, enough of that, how about driving the Carrera T, what’s that’s like? It’s great. The 911 generally drives very well, and the T does even better in some situations than other Carreras. While the T is down 64HP to the Carrera S and 94 to the GTS, it hardly feels underpowered. Yes, I could feel the power deficit compared with a Carrera S I had driven recently, but it wasn’t significant.

More important was the improved shifter, which is better than the one in the S and is now approaching the 997 generation 911 6-sp manual, which is generally considered one of the best manual gearboxes ever offered in a Porsche.

A quick aside: when the 991 version of the 911 launched in 2012, replacing the 997, it featured a new 7-speed manual transmission that was supposed to be better—it’s as good as the old 6-speed but now has an overdrive to save fuel and decrease emissions, was the pitch. Only the 7-speed wasn’t nearly as good. It felt rubbery, imprecise, and just bad. When the 991.2 gen 911 launched in 2016, the gearbox improved slightly, and when the 2018 Carrera T came out it was finally decent. The 992 911S incorporated the improvements from the 991.2 Carrera T, and the 992 Carrera T moves things forward even more with a shorter throw shift lever and even better feel. Thank you Porsche.

All those changes and reduced sound deadening mean that driving the Carrera T on fast back roads with sweeping curves is a joy. Turn-in is quick and precise, and down-shifting and braking before an especially tight turn energize your soul.

Long freeway stints are noisier than most drivers would like, however, and running errands in town is probably better done in an Escalade. But for true driving enthusiasts, this is the 911 to buy.

Porsche is now offering a 911 variant that harkens back to a model from 1968 that was all about driving fun, and I love it. The 2023 Carrera T is modern and full of tech, yet also a blast to drive. If you buy one with the manual I promise you’ll experience many happy driving miles for years to come.

Battery Electric Vehicles (BEVs)

Porsche Taycan – the Porsche of BEVs. The Taycan is much heavier than a 911, yet somehow this four-door/four-seat low slung sedan manages to feel like a 911 with electric power. I don’t understand how Porsche did it, but they did. Unfortunately, just average range and a problematic charging infrastructure mean that you’ll use this around town (and be very happy) but take your Escalade on road trips.

BMW iX – the same limitations that apply to the Taycan also apply to the iX SUV. However, the iX will be a much better kid carrier than the Porsche, and it would always be my choice for runs to the grocery store or Costco. Its looks will put some customers off though.

Tesla Model Y – the best looking BEV you can buy seems to also get cheaper by the day. The interior isn’t as nice as Porsche’s (or BMW’s or Audi’s or Cadillac’s) but who cares when you get access to the national Tesla Supercharger Network. OMG what a game changer that has turned out to be.

Sports cars 

Porsche 911 – celebrating its 60th birthday this year, the 911 is the lion of the jungle in this category. Of course there are other good sports cars, but the rear-engine German original still rules this roost. I’m biased of course, having bought a new one two years ago after a, no joke, 48 year wait. I still love it.

Chevrolet Corvette – celebrating its 70th birthday this year—amazing that it predated the 911 by exactly 10 years—the Corvette is America’s sports car, and it’s been great for decades. The current iteration is mid-engine, which I don’t like because the Corvette has always been front engine/rear wheel drive, but enthusiasts are buying them like crazy, so I guess that’s ok.

Ford Mustang – as I type this, the Dodge Challenger and Chevrolet Camaro are approaching the end of their lives, but the Mustang has been extended for at least five years. With a V8 option. Thank you Ford!

Compact Crossovers

Toyota RAV4 – weird styling combined with Toyota quality equals big sales? I guess so, but since most RAV4 buyers like the styling, what do I know. It’s the class sales leader.

Ford Bronco Sport – it’s been called an Escape with an OtterBox, but I still like it. And the new seventies colors combined with the white roof and wheels (also very seventies) only make me like it better. Buy this instead of the RAV4.

Volkswagen ID4 – VW’s BEV compact crossover is proving to be cute and popular (that combination always worked in high school didn’t it?). All of the BEV caveats noted above apply to the ID4.

Family Trucksters

Toyota Highlander – unimpeachable quality, three rows of seats, a nice interior, affordability, and decent fuel economy are the pillars that support robust sales of this terrific family hauler. So what if it’s boring to drive.

Chevrolet Tahoe – it’s a lot bigger than the Highlander, and the independent rear suspension (enabling a lower rear floor) and longer wheelbase (providing more second- and third-row legroom) that accompany the latest generation are big pluses. These SUVs are hard to beat if you’ve got kids.

Volkswagen Atlas – I was leaning toward awarding the third spot on this list to the popular Hyundai Palisade/Kia Telluride twins, but unnerving rumors about powertrain quality problems mean that the Atlas gets the nod. For 2024 VW has improved the quality of the Atlas’ interior materials—a negative in the gen 1 Atlas—and upped the ownership experience. The tech may be a little too “touchcreen-y”, but this is a family vehicle I could own.

Full size luxury SUVs

BMW X7 – much more than just a 20% bigger X5, the X7 brings luxury touches that seem to have been borrowed from BMW subsidiary Rolls Royce to the premium SUV game. It’s not an “ultimate driving machine” by any means, but it’s a great way to take your daughter to soccer practice.

Range Rover – the latest generation of the world’s favorite luxury SUV has an even more lux interior, the best BMW V8 and transmission money can buy, and an intoxicatingly beautiful exterior design. It costs a lot more than the last one did, but OMG what an SUV.

Lexus LX 600 – how can a mildly re-worked LX 570 with a Toyota Tundra engine and transmission make this list? Because it has a luxurious interior, will never break down, and will hold its value more than any of its competitors. Want to drive the heck out of it for ten years and then sell it? No problem, people will line up outside of your home wanting to buy it.

So, after its founding Lamborghini Inc grew steadily over the decades, is still Italian owned, and now sells over 9000 vehicles per year at an average price of almost $300,000, right?

Um, no. The 9000/$300,000 part is correct, but in 1973, ten years after founding the company, Mr Lamborghini was forced to sell it, and Automobili Lamborghini SPA bounced around from marginal owner to marginal owner until it was finally rescued in 1998 by Volkswagen AG, which owns it to this day.

What Volkswagen brought to the table, in addition to financial stability, was access to Porsche and Audi parts, components, and platforms, which have enabled Lamborghini to produce vehicles cheaper and more reliably than they could have if they were a stand-alone company.

Which brings us to the 2023 Lamborghini Urus SUV, a triumph of platform sharing if there ever was one. Based on the Porsche Cayenne and Audi Q8 platform, the Urus shares its engine, transmission, and many other bits with the top-of-the-line Cayenne Turbo S and Audi RS Q8. That’s good because those SUVs are great performers, but it’s bad because the Urus is more German than it is Italian.

That doesn’t mean that the Urus as a vehicle is bad, nor does it mean that it’s not Italian (the Urus is manufactured in Italy). But it does mean that the Urus is quite different from its competitor from Ferrari, the Purosangue, which is smaller and sportier than the Urus. The Purosangue is also more “Ferrari” because it sports a true Ferrari V12 engine and transmission.

Keep in mind though, that the car gods giveth, and the car gods taketh away: MSRP for a new Urus starts at around $235,000 while a base Purosangue will set you back more than $400,000. Using Porsche/Audi parts allowed Lamborghini to keep Urus pricing relatively low.

For the record, the Urus is fast. Zero-to-sixty MPH takes just 3.1sec thanks to a 657HP twin-turbo 4.0L V8 engine, and its top speed is 190MPH. Naturally, fuel economy suffers: EPA estimates are 14MPG City, 19MPG Highway. I doubt customers will give that a thought.

Thanks to a design with many sharp edges and lots of angularity, the Urus definitely looks like a Lamborghini. In fact, with all of the “Lambo boi” design elements and a lower profile than its platform mates the Cayenne and Q8, this Lamborghini could never be confused with any other brand, even by non-enthusiasts.

Driving the Urus is a pleasure, mostly because you get lots of “Lambo-ness” without too much of it. Other reviewers have criticized the Ferrari Purosangue (which I haven’t yet driven) because it drives too much like a Ferrari sports car when SUV owners, even exotic SUV owners, want an SUV driving experience when they get into their SUVs, and that makes sense to me. If I owned a Lamborghini Aventador and bought a Urus SUV, I would want a less intense driving experience when I drove the Urus. Yes, I would value the “Lambo-ness” of the Urus’ design and interior, but I would appreciate its higher seating position, extra elbow room, and softer ride.

Speaking of the Urus’ interior, it is very Lamborghini. To start the engine you have to lift a “protective” cover over the red Start button—as if the Urus were asking, “are you *sure* you’re ready for this?” My test car was black over (very) red leather, which is classic Italian and quite fetching. In any other car, the bright red interior in my Urus would be too much, but in this SUV it works. In fact, a subtle exterior color over a bright interior is the best way to go in a Urus in my opinion.

Not surprisingly, the UI/screens/etc are very Volkswagen AG, and Porsche in particular. Yes, there are many Lamborghini-specific fonts and graphics, but if you own a modern Audi or Porsche you’ll be able to find your way around the Urus’ tech easily.

Of course, because of its slinky styling the Urus is less roomy than the aforementioned Porsche Cayenne or Audi Q8. Is it good for taking four adults out to dinner? Yes, but don’t volunteer to drive those same friends to a city four hours away. It won’t be a good trip for anyone in the rear seats.

The fact that the Lamborghini Urus SUV isn’t really a Lamborghini is a feature not a bug. In fact, its Audi-based engine and transmission make it a better SUV, which may explain the Urus’ popularity. I approve.

Anyway, as the automotive industry continues its shift towards battery electric vehicles (BEVs), Mercedes-Benz is determined to keep up. Their latest offering, the 2023 Mercedes EQS SUV (mostly) combines the elegance and opulence associated with the Mercedes brand with the latest in electric technology.

The EQS SUV’s exterior design looks very aerodynamic and futuristic. From every angle it is clear that Mercedes stylists and engineers made certain that drag was minimized—it’s a technical marvel, actually. However, while undoubtedly effective in cheating the wind and optimizing power savings, the EQS SUV lacks the presence that its stablemates, the internal combustion (ICE) powered S-Class sedan and GLS SUV, have. An important part of Mercedes design over the many decades of the automaker’s existence has been to signal to other drivers, sotto voce of course, that an important person is coming through. The EQS sedan and SUV need more of that, I believe. 

Oh by the way, the EQS SUV is essentially a lifted EQS sedan with a rear hatch. The two share a platform and many other components and have identical wheelbases, but the SUV offers a third row of seating for up to seven passengers.

There are two versions of the EQS SUV available, the 355-HP EQS450+ (I have no idea why there’s a plus sign there) and the 536-HP EQS580. The 450+ gets you up to 305 miles of driving range per charge, while the 580, like my test car, gives you 285.

For the record, the starting price for the cheapest EQS 450+ is $105,550, while a loaded EQS 580 goes for, gulp, $133,350. These are expensive vehicles.

Regardless of which EQS you select, the instant torque from the stout electric motors allows for smooth and exhilarating acceleration, propelling the EQS SUV from 0 to 60 mph in just a few seconds (4.2 seconds for the 580, to be specific).

With a curb weight of just under 6000 lbs, the EQS SUV can only be described as portly (a base Chevrolet Suburban weighs less). Still, in most normal driving situations Mercedes’ first BEV SUV handles just fine, and definitely better than a Suburban.

The EQS SUV’s interior features mostly high-quality materials, including premium leather, genuine wood, and real metal accents, all meticulously crafted to create a luxurious atmosphere. Nevertheless, there’s less of a lux feel in the EQS than there is in its Mercedes ICE counterparts.

The EQS SUV provides ample head- and legroom for both front and rear passengers. The first two rows of seats have excellent comfort and support, ensuring a pleasurable “Mercedes” experience, even on long journeys. As you might expect, the third row is just for kids or very short trips.

Mercedes-Benz has reimagined the traditional dashboard layout, replacing it with a massive curved OLED display that stretches across the entire dash area. This (optional) 56-inch “Hyperscreen” display combines the instrument cluster, infotainment system, and climate controls into a seamless user interface, which is not only visually stunning but also intuitive to use. Having said that, the Hyperscreen replaces almost every knob and button, which can be a little disconcerting until you get used to it.

As expected from a flagship Mercedes-Benz model, the EQS SUV is packed with cutting-edge technology. The Hyperscreen mentioned earlier is the centerpiece of the vehicle's tech arsenal, offering many customization options and access to any feature or function you might need. It is complemented by the latest iteration of the Mercedes-Benz User Experience (MBUX) infotainment system, which provides excellent smartphone integration, voice control, and a host of other intelligent features.

Naturally, the EQS SUV is equipped with an extensive suite of driver assistance/safety systems including adaptive cruise control, lane-keep assist, automated emergency braking, and pedestrian detection.

Before buying a Mercedes EQS or any other BEV think about how you’ll use it. If you have a home charger, commuting and running errands in a BEV are fine, but long trips may be problematic. JD Power and the Wall Street Journal have recently reported that the charging infrastructure isn’t what it should be to support long trips in a BEV, and outages at existing charging stations are an increasing challenge. 

The 2023 Mercedes EQS SUV is a standout premium electric SUV that blends elegance and excellent drivability. With its lush interior and advanced technology, it brings Mercedes-Benz luxury to the BEV SUV game, although I wish it had a more imposing exterior design. Plus I’d like to see Mercedes give it a better name sooner rather than later.

The current SL generation, the seventh, launched in 2022 and is a significant departure from all other previous SLs in that it now comes with four seats rather than just two. No adult would ever want to sit in the rear two seats, but young children would be fine back there, and that space is great for luggage.

Of note, the Mercedes SL’s main competitor is the Porsche 911, which has included four seats since its introduction in 1963. Presumably Mercedes had the 911 in mind when they created the newest SL.

The 2023 SL is expensive whether you select the AMG 55 (about $140k) or AMG 63 ($180k-ish) versions, with the 63 providing more power and performance. Both SL models are powered by a twin-turbo 4.0-liter V-8; the SL 55’s engine makes 469 HP, and upgrading to an SL 63 like my press car bumps that figure up to 577 HP. A nine-speed automatic is the only available transmission, and an all-wheel-drive system and four-wheel steering are standard on all SL models.

Driving the SL 63 is exhilarating, as you’d expect, with the sporty Mercedes capable of accelerating from 0 to 60 MPH in just 3.5 seconds. In the real world that means that passing other vehicles on the interstate or a backcountry road is the opposite of challenging.

The 2023 Mercedes-AMG SL 63’s handling is equally impressive, thanks to a sophisticated suspension, the aforementioned rear-wheel-steering, and a low center of gravity. The car feels planted and composed around corners, providing excellent grip and stability even at high speeds. The low center of gravity is helped by the switch from a hard-top convertible in the last SL to a soft-top in this generation, which subtracts weight from the top of the car. Nevertheless, at around 4300 lbs the SL is still heavy despite Mercedes’ extensive use of lightweight materials such as aluminum and magnesium in the construction of the car.

The SL 63 comes with multiple drive modes, including Comfort, Sport, Sport+, and Individual, allowing the driver to customize the driving experience. Switching among the modes can be done by turning a small dial attached to the steering wheel, a nice touch.

A relatively firm ride is part of the deal when you drive the SL 63, even when it’s in Comfort mode. Nobody expects a sports car to feel like a Lexus on the highway, but this generation SL rides firmer than the last one and is close to the ultra-sporty Mercedes AMG GT supercar. I wish it were softer.

The exterior design of the 2023 Mercedes-AMG SL 63 is sleek and contemporary, with a long hood, wide grille, and muscular lines that reflect its performance and elegance. The soft-top convertible roof helps here too, allowing for more styling flexibility than the hard-top, which must be shaped to fit into the trunk without bending when lowered.

While the soft-top roof improves the SL’s driving dynamics and exterior design, there’s no noticeable noise penalty. Mercedes’ engineers obviously paid special attention to insulation and soundproofing because the cabin is as quiet and comfortable as the previous hard-top SL when driving with the top up.

The interior of the SL 63 is, not surprisingly given its price tag, crafted with the finest materials and offers a wealth of luxury features. Supportive and comfortable seats wrapped in premium leather are standard, and the fact that the front seats are heated, ventilated, and feature multiple adjustments, including massaging functions, means that customers can expect a high level of comfort on long outings. I took the SL 63 on three long drives and felt great during and after all three.

The cabin also features a dual-zone automatic climate control system, configurable ambient lighting, and a power wind deflector when the top is down, adding to the overall comfort and convenience.

The technology in the 2023 Mercedes-AMG SL 63 is cutting-edge and comprehensive. It includes a fully digital instrument cluster that displays vital information in a crisp and clear manner, and a large infotainment system with a 11.9-inch touchscreen that offers a wide range of features, including navigation, audio controls, smartphone integration, and more. The latest MBUX infotainment system also supports voice commands and has a user-friendly interface, making it easy to manage while on the go. 

The Burmeister surround sound system, which I absolutely love, provides an immersive audio experience that elevates any drive.

The 2023 SL 63 is a very impressive car that will make previous SL owners happy, and yet also represents a viable alternative to the Porsche 911 thanks to its improved design and the addition of two rear seats. It’s expensive, but those who can afford it will enjoy it.

The 2023 LS 500 represents the fifth generation of the Lexus LS, and boy have things changed since 1989. Most notably, full-size luxury sedans have gone from “the” automotive status symbol to, “why did you get that instead of a big SUV or luxury electric car?”

That’s too bad because the Lexus LS 500 is an excellent luxury sedan that exudes elegance and sophistication.

Ok maybe not from its exterior design, which is a little overdone. The front end features a massive grille that sets the tone for the rest of the vehicle, which, thanks to many design elements here, there, and everywhere, can best be described as busy. Is it ugly? No, but neither is it understated.

Under the hood, the LS 500 is powered by a twin-turbo 3.4-liter V6 engine that produces 416 horsepower and 442 lb-ft of torque. This engine is paired with a 10-speed automatic transmission that provides smooth and seamless shifts. The LS 500 can accelerate from 0 to 60 mph in just 4.6 seconds, which is impressive for a vehicle of its size and weight.

Fuel economy for the LS 500, rated at just 19 MPG City and 30 MPG Highway, is uninspiring but better than the previous LS, which came with a naturally aspirated V8.

For the record, hybrid LS 500h models couple a twin-turbo 3.5-liter V6 with a hybrid system and continuously variable transmission that decreases horsepower to 354 but juices fuel economy to 25 MPG City/33 MPG Highway. Naturally, hybrid and AWD versions of the LS sedan add weight and complexity to what is already a nice full-size luxury sedan, which is just fine on its own.

The LS 500's price tag is steep, as you’d expect for a top-of-the-line luxury car, with the base model starting at around $78,000 and fully loaded models going for well over $100,000. Hashtag life in 2023.

The interior of the LS 500 is where the car shines. The cabin is spacious and luxurious, with high-quality materials used throughout. The seats are comfortable and supportive, as LS seats have always been, and there's plenty of room for front and rear passengers to stretch out. But the main plus of the LS’s interior is that it’s as nice as what you’ll find in any S-class, A8, or 7-series but with a different vibe. Thank you, Lexus (and Genesis), for bringing a different sensibility to luxury vehicle interiors.

The dashboard is dominated by a big 12.3-inch touchscreen display that's easy to use and provides access to a wide range of features and functions. Lexus’ new infotainment system is intuitive, responsive, and compatible with both Apple CarPlay and Android Auto.

And kudos to Lexus for moving on from your didn’t-age-well-at-all Remote Touch system. The new touchscreen user interface is a big step forward.

Another welcome new tech feature of the LS 500 is its semi-autonomous driving system, which Lexus calls, "Lexus Safety System+." This feature integrates adaptive cruise control, lane departure assist, and automatic emergency braking to give you some self-driving relief from having to deal directly with bumper-to-bumper commuting.

The LS 500 also has a 360-degree camera system that provides a bird's-eye view of the vehicle, making it easy to park and maneuver in tight spaces. This feature is not new to Lexus (or the automotive industry) but is very helpful.

The ride quality of the LS 500 is smooth and comfortable, as you’d expect with any Lexus, with the suspension doing an excellent job of absorbing bumps and rough road surfaces. The handling is also impressive, with the car feeling agile and responsive in corners. Obviously, this is not a sports car or even a sports sedan, but it’s still good. I’d call it very Lexus LS, which is a compliment.

As I’ve noted in previous articles, after a busy day at work operating, cathing, scoping, or seeing an endless procession of patients with never-ending complaints that you’re supposed to fix, like, right now, it’s good to drive home in a vehicle that cossets and relaxes you. The Lexus LS is that kind of car.

Overall, the Lexus LS 500 is an excellent luxury sedan that offers a comfortable and luxurious driving experience. It’s not an SUV like a Range Rover or even a Lexus LX 600, but its powerful engine, smooth ride, and high-tech features make it a top contender in its class. If you're in the market for a luxury sedan rather than SUV and can afford the LS 500, it's worth considering over its German competitors.

Let’s start with the driving experience, which is quite something. In fact, I can summarize it like this: the Taycan drives like an electric 911. The Taycan is much bigger and heavier than a 911—more on that later—but somehow that’s what it feels like from behind the wheel.

While the Porsche doesn’t feel different from a Tesla model S accelerating in a straight line, handling and braking are clearly better. The steering in particular is very Porsche like, with quick turn in, neutral cornering, and good road feel. I own a current generation (992) 911, and the Taycan feels surprisingly like that car to drive. 

How does Porsche do it? In the old days, suspension tuning, weight management, and careful tire selection were the keys to good handling. Now it’s mostly software, specifically software that analyzes vehicle speed, available traction, and steering input information and then uses sophisticated torque vectoring—sending just the right amount of power to the wheels that need power while simultaneously braking the wheels that need braking—to get you around the corner you’re trying to negotiate. And to make the car feel like a Porsche. Torque vectoring’s been around since the mid-1990s, but modern computing power has taken the technology to another level altogether.

It’s a good thing the software is sophisticated, because the Taycan weighs around 5000 lbs, roughly the same as a current Cayenne SUV and about 50% more than a 911. Somehow the software and some smart engineers have made it so that the Taycan can dance despite its hefty BMI.

Most of that additional weight comes from the battery pack, which enables the Taycan to travel from 206-246 miles on a charge according to Car and Driver. Those numbers are pretty good for everyday driving but compare poorly with the Tesla Model S, which can go between 396-405 miles after charging.

While a Tesla will take you farther than a Taycan, there is much more of a luxury feel inside the premium German automaker’s electric vehicle cabin than there is in any Tesla. The materials and interfaces are much nicer than they are in the BEV market leader, which really shouldn’t be the case since a base Porsche Taycan costs about the same as an equivalent model S. Presumably the fact that the Model S is an 11 year old car has something to do with that.

The outside of the Taycan also looks cool and futuristic, which can no longer be said for the Model S. The Taycan’s LED head- and taillights look very sleek, and the aerodynamic design is attractive from all angles.

The base Taycan has 402HP, while the most expensive Turbo S has 750 (yes, I know there’s no turbocharger, no, I don’t like the nomenclature, yes, I can live with it). Other Taycan models in between those bookends are the 4S, GTS, and Turbo, and Taycans range in price from $88,150 for the base version to, gulp, $188,850 for the Turbo S. And that’s before options.

Before buying a Porsche Taycan or any other BEV think about how you’ll use it. If you have a home charger, commuting and running errands in a Taycan are fantastic, but long trips may be problematic. Automotive News and the Wall Street Journal have recently reported that the charging infrastructure isn’t what it should be to support long trips in a BEV, and outages at existing charging stations are an increasing challenge. 

During my time with my Taycan GTS press car I spoke with a 2020 Taycan owner at a charging station. He said, “I love my Taycan and am very happy that I bought it, but I don’t take it on long trips because I don’t trust charging stations yet”. Something to consider.

The Taycan is Porsche’s first crack at making a BEV, and it’s a good one. While the Taycan’s range isn’t what you can get with a Tesla, its driving experience and luxuriousness are what you’d expect from a top-shelf German automaker and better than Tesla’s. The BEV world is growing and maturing, and we’ll see how legacy automakers and Tesla grow and mature with it.

Note to my readers: seemingly everybody is using Chat GPT and AI for seemingly everything. With that in mind, I asked AI to write 800 word reviews of the Porsche Taycan, first from a positive perspective and then with a negative slant. Here’s what it came up with.

For the record, I think humans do a better job reviewing cars than AI does, at least for now.

Positive

The 2023 Porsche Taycan is a groundbreaking electric vehicle that is sure to captivate car enthusiasts everywhere. With its sleek, aerodynamic design and impressive performance capabilities, the Taycan is an exciting addition to the Porsche lineup.

Let's start with the design. The 2023 Taycan features a low, wide stance with a sloping roofline and muscular rear fenders. The front fascia is dominated by Porsche's signature four-point LED headlights and a sporty front grille. The car's silhouette is unmistakably Porsche, with clean lines and a sculpted body that exudes elegance and sportiness.

Moving inside the Taycan, you'll find a well-crafted cabin that is both comfortable and functional. The interior is spacious and inviting, with premium materials like leather and aluminum used throughout. The dashboard is dominated by a large touchscreen display that controls everything from the climate control to the infotainment system. The driver's seat is adjustable and features lumbar support, making it easy to find the perfect driving position.

Now, let's talk about the Taycan's performance. The 2023 model is available in several different trims, with varying levels of power and range. At the top of the lineup is the Taycan Turbo S, which boasts an impressive 750 horsepower and 774 lb-ft of torque. This allows the car to go from 0-60 mph in just 2.6 seconds, making it one of the quickest cars on the market today. The Taycan Turbo S also has a range of up to 280 miles on a single charge, making it a great option for long road trips.

But the Taycan isn't just about straight-line speed. It also features advanced handling and suspension systems that make it a joy to drive on winding roads. The car's low center of gravity and all-wheel drive system provide excellent traction and stability, while the adaptive air suspension can be adjusted to provide a comfortable ride or a more sporty, performance-oriented setup.

Another highlight of the Taycan is its advanced technology features. In addition to the large touchscreen display, the car also comes equipped with a variety of driver assistance and safety systems. These include adaptive cruise control, lane departure warning, and automatic emergency braking. There's also a range of connectivity features, including Apple CarPlay, Android Auto, and a Wi-Fi hotspot.

Overall, the 2023 Porsche Taycan is an impressive electric vehicle that combines breathtaking performance, stylish design, and advanced technology. It's sure to appeal to car enthusiasts who are looking for a car that is both practical and exciting to drive. If you're in the market for an electric car that is as fun as it is practical, the Taycan is definitely worth considering.

Negative

The 2023 Porsche Taycan is a highly anticipated electric sports car from the renowned German automaker. Unfortunately, after getting a chance to experience this vehicle firsthand, I can confidently say that it falls short of expectations in several ways.

First and foremost, the Taycan's driving experience is disappointing. Despite being marketed as a sports car, the handling and acceleration are far from what one would expect from a vehicle in this class. The car feels sluggish and heavy, and the steering lacks the precision and responsiveness that Porsche is known for. Even with the optional performance package, the Taycan fails to deliver the thrilling driving experience that one would expect from a Porsche.

The Taycan's range is also a major issue. Despite Porsche's claims that it can travel up to 300 miles on a single charge, I found that this figure is highly exaggerated. In real-world driving conditions, I struggled to get more than 200 miles out of a single charge. This is a major inconvenience for anyone looking to use the car for long drives or as a daily driver. Furthermore, the charging times are also longer than advertised, with a full charge taking over 12 hours on a standard 240-volt outlet.

The interior of the Taycan is also a letdown. Despite the hefty price tag, the materials used in the cabin feel cheap and flimsy. The infotainment system is confusing and unintuitive, and the touchscreen display is prone to lag and unresponsive at times. The seats are uncomfortable and lack proper lumbar support, which can make longer drives a real pain.

Another major issue with the Taycan is its practicality. Despite being marketed as a four-door sedan, the rear seats are cramped and uncomfortable, making it difficult to fit more than two passengers in the car comfortably. The trunk space is also limited, with just enough room for a few small bags. This makes the Taycan a poor choice for anyone looking for a practical and spacious car for everyday use.

Finally, the price of the Taycan is simply too high for what it offers. With a starting price of over $100,000, this car is simply not worth the money. There are much better options available on the market at a similar price point, such as the Tesla Model S, which offers better range, performance, and interior quality.

In conclusion, the 2023 Porsche Taycan is a major disappointment. Despite its stylish exterior and impressive brand name, this car falls short in terms of performance, range, interior quality, practicality, and value for money. I would not recommend this car to anyone in the market for an electric sports car, as there are much better options available on the market.

The letters MQB won’t mean much to most readers, but to automotive insiders they represent the designation for the most adaptable automotive platform ever developed. Encompassing a wide variety of transversely configured front-engine, front- or all-wheel drive Volkswagen group vehicles, the MQB platform underpins models as disparate as the very small (and not sold here) VW Polo to the Audi Q3 to the mid-size VW Atlas SUV. In fact, an astounding 45 distinct models around the globe are MQB-derived vehicles.

The brainchild of late-great engineer and executive Ferdinand Piech, the MQB platform enables Volkswagen to manufacture many distinct vehicles in the same factories depending on local, national, or regional demand. That means that if a country or region has lots of young families, a factory can produce lots of Audi Q3s and VW Atlases, but if gas prices suddenly spike, the same factory, with relatively little effort, can manufacture more VW Golfs and T-Rocs.

I recently had the chance to get behind the wheel of one of the sportiest MQB cars, the Audi S3, and it was a good experience. The S3 is a compact sports sedan, which utilizes surprising power and quattro AWD to produce an entertaining drive. Its main competitors are the Mercedes CLA35 and BMW M235i Gran Coupe.

All 2023 S3 models come with a potent 306-hp 2.0-liter four-cylinder engine, seven-speed automatic transmission, and Audi's noted quattro all-wheel-drive system. It’s fast and composed in all types of driving, but rarely exciting.

Does that sound contradictory? It isn’t. The S3 kills it in a straight line—0-60MPH runs take just 4.3 seconds—so merging onto any highway or freeway is no sweat. But the evolved quattro AWD system coupled with advanced software which limits wheelspin and keeps the car moving forward (and not sideways) means that you’re always driving with a digital adult who’s there to make sure nothing untoward happens. All of the software “nannies'' can be turned off, of course, but that takes time and effort, and I’m sure most owners will leave them on.

To maximize the fun factor, keeping the S3 in Sport mode is recommended. I found that Comfort mode meant that the car was almost sleep walking, and hitting the accelerator felt like waking up a hungover friend from a deep slumber and saying, “hey dude get up, we gotta go to the gym!” The gym wasn’t happening nor was any kind of quick response from the S3’s drivetrain. Keeping it in Sport like I did every time I got behind the wheel resulted in a much better driving experience.

Fuel economy is 23MPG City/32MPG Highway, which is very good for a car with this level of performance.

Most S3s outside of North America are hatchbacks, but Audi found that the sedan body style of the A3, upon which the S3 is based, sold much better here than the hatch so only sedan versions of both cars are offered here.

The S3 looks sporty and very Audi thanks to a prominent grille, chiseled head- and taillights, and generally understated styling everywhere else.

Given its modest footprint, it should surprise no one that the S3’s interior is small and cargo capacity is, umm, small. The rear seats in particular are tight, and trying to squeeze three adults back there is not advised.

Nevertheless, the compact Audi S3 is still an Audi, which means that it has a beautiful interior. Everything you see and touch looks and feels like quality, with the electronic gauges and flat-bottom steering wheel worthy of extra kudos. 

One thing in the cabin seemed odd to me: instead of a beefy and sporty looking gear selector, Audi went with a tiny toggle switch thing that looks like it was stolen from a Prius. Hmm...

Pricing for the S3 starts at just under $47,000 for the base “Premium” model, climbs to just under $50,000 for “Premium Plus” S3s, then peaks out at around $54,000 for “Prestige” versions. All 2023 S3s come with Apple CarPlay/Android Auto, a panoramic sunroof, and three-zone automatic climate control. As always, calling BCMS’ Phil Hornbeak will get you your best deal on an Audi S3 or any other new vehicle.

Volkswagen Group’s MQB platform is an impressive bit of automotive engineering, and I was pleased to sample another one of its many progenies, the 2023 Audi S3. It’s small in size but provides a luxurious Audi ownership experience along with an appealing level of athleticism. Anyone looking at the Mercedes CLA35 or BMW M235i Gran Coupe shouldn’t sign anything until they’ve test driven the newest S3.

Cadillac Escalade V - Escalades have generally been popular with people with high net worths, and that’s certainly true for the latest generation, which launched two years ago with more interior space and a game changing independent rear suspension. The 2023 V version provides suspension upgrades and a supercharged V8 good for 682HP in an effort to, “make an elephant dance”, as they say. Given its $155,000 price tag, I’d say, “pass”.

Alfa Romeo Tonale - Joining the Guilia sedan and Stelvio SUV, the Tonale aims to democratize Alfa with a smaller and cheaper crossover (think BMW X1 and Lexus UX competitor). Alfa sells around as many vehicles in a year as Ford sells F150s in a week, so I hope the Tonale succeeds (in case you’re wondering, it’s pronounced “toe-nah-lay” not “toe nail”.)

Audi RS3 - The late-great Audi and VW CEO Ferdinand Piech’s beloved 5-cylinder engine soldiers on in its fifth decade to power this joyously raucous sports sedan, which is surely on its last legs as Audi moves resolutely into the BEV (battery electric vehicle) future. Get ‘em while you can.

Audi e-tron GT RS - Audi’s version of the BEV Porsche Taycan manages to both look better and have a nicer interior than its Porsche cousin. I’m not ready to trade my 911 for an electric car yet, but if I were, this is the one I’d buy.

BMW XM - Like the Escalade V, the XM is BMW’s attempt to sell a big and heavy SUV that’s also, “athletic”. And like the 50 year old obese man who shows up at your gym in early January, the XM seems likely to fail. It features a 644HP twin-turbo V8 augmented by plug-in hybrid technology, and its 0 - 60MPH time is around 3.5 seconds, so it has some undeniable pluses. But many will find its styling and $160,000 starting price to be challenging.

BMW M2 - while the new M2’s styling has also been described as challenging, I’m going to embrace this four seat sports car because of its wonderful 453HP turbocharged in-line six cylinder engine and standard six-speed manual transmission. As with the aforementioned RS3, get ‘em while you can.

Ford F150 Raptor R - Tired of getting sand kicked in its face by the completely OTT 700HP Ram TRX pickup, the badass Raptor R now offers a competitive V8 engine (borrowed from the Shelby GT500). I think the standard Raptor has plenty of power, but if you don’t, Ford now has you covered.

Jeep Wagoneer/Grand Wagoneer - longer wheelbase “L” versions of these popular Suburban/Escalade competitors are now offered. These full size family haulers are proving to be popular in part because they have best-in-class interiors.

Lexus RZ - A BEV counterpart to the perennially best-selling RX attempts to do for electric luxury crossovers what the original RX did for internal combustion engine (ICE) luxury crossovers--make Lexus the default choice. BEVs are so different from ICE vehicles that I have doubts this approach is best, but with Lexus’ impressive track record they very well may be right.

Mercedes EQS/EQE - BEV equivalents of the standard Mercedes models we know and (mostly) love, the EQ line looks quite different visually, with exterior designs that are all teardrops and jelly beans. This is BEV.1 time, so expect rapid evolution as engineers learn and innovate. To avoid getting stuck with obsolete technology (or styling) when it’s time to get your new BEV, I’d recommend leasing over buying for now.

Nissan Ariya - The successor to the affordable Leaf BEV looks a lot like its predecessor but delivers much more range (250mi vs around 100). If you want a BEV and are on a budget, this and the Chevy Bolt are pretty much your only choices.

Nissan Z - The legendary Nissan sports car lives! Essentially a rebodied 370Z, the 2023 model is full of retro styling elements that remind you of the original 240Z from the early 1970s. It’s an excellent choice for enthusiasts, but expect to wait a bit if you want one--it’s sold out for now.

Range Rover Sport - The go-to vehicle for 40-ish moms in upscale zip codes gets many enhancements for its third generation. It’s hard to tell it apart from the last one just by looking, but it’s all new, and, like the “big” Range Rover, the Sport has a nicer interior. In case you’re wondering, yes the new one’s significantly more expensive.

How small was the previous (first gen) Q3? It was so small that sitting in the rear seats was comical for anyone taller than 5’9” or so. I’m 6’2” and I had to tilt my head to one side uncomfortably when I tried out the rear seats. Luggage space was minimal too.

The prior Q3 looked good though. It was a classic “outside-in” design job where stylists created an attractive shape and the engineers had to make do with the resulting diminutive interior. And not only was it better looking than its competitors back then, but it also looks better than its successor.

Which isn’t ugly, by the way. Boxy with all of the Audi styling elements that we’ve come to know and (mostly) love, the Mk2 Q3 is best described as a 3/4 size Q5 with some modest alterations.

That should come as no surprise as the Q5 is Audi’s best-selling vehicle, and it continues to sell strongly despite being almost completely unchanged since it launched way back in 2009. If I were in charge of Audi I’d make the Q3 look like the Q5 too.

While more spacious than the previous model, especially in the back seat where I’m now able to sit normally, the new Q3’s interior is still relatively small. Luggage space behind the rear seats is 24ft3 with the rear seats up and 48ft3 with them folded down (for the record the prior Q3 had just 17ft3 of luggage space behind the rear seats).

Realistically, if size were the only thing that mattered, then the $38,000-base-price Audi Q3 wouldn’t sell any copies at all. But size isn’t the only relevant thing in this market. 

In fact, for most customers it’s all about the luxury experience. With that reality in mind, the cabin of all Audis is very nice, and that’s the case with the Q3. All of the materials that you see and touch are of higher quality than a similarly priced (and probably larger) vehicle from a mainstream manufacturer, and the gauges and controls are also better. When you sit behind the wheel of an Audi (or BMW or Mercedes or Lexus) there’s a premium feel that makes the extra money you pay worth it. And typically, you’re treated better at the dealership too. Isn’t that type of experience one of the reasons (or the reason) we work so hard as physicians? It is for me.

Anyway, driving the Q3 is pleasant but not exciting. Since the Q3 sits on the same platform as the VW Golf, everything is geared for a middle of the road driving experience not athleticism. Its sweet spot is zipping around town running errands or commuting, but B-roads are also handled well. Interstate driving is just Ok with the Q3; it’s not like it falls apart there, but the open road isn’t where the Q3 really wants to be.

Quattro All-wheel drive, an 8-speed automatic transmission, and a 2.0L turbocharged four-cylinder engine are standard on every Q3. Nevertheless, two versions of that 2.0L engine are available: the base 40 model puts out 184HP, while the higher-spec 45 is good for 228HP.

The Q3’s fuel economy figures are 23 MPG City and 30 MPG Highway for the 40, and 21 City and 28 Highway for the Q3 45.

Tech-wise, Audi equips most Q3 models with an 8.8-inch touchscreen MMI infotainment system that features Apple CarPlay and Android Auto. A larger 10.1-inch touchscreen is also available as an option, which is what I would select. SiriusXM satellite radio, wireless charging, and a 15-speaker, and a 680-watt Sonos stereo system are also available as options.

As always with German cars, options and option packages can get complicated and expensive. The smart thing to do is keep a lid on extras and work with BCMS’ Phil Hornbeak to get your best deal.

The 2022 Audi Q3 is a compact luxury SUV that compares favorably with the BMW X1, Mercedes GLA, and Lexus NX. It is certainly small, but if luxury is more important to you than size, then it merits a close look.

They’re taking orders now, but expect to wait up to six months if you order one today unless you get lucky and find an unsold one on a dealer’s lot (expect to pay over MSRP by the way).

The Maverick’s popularity shouldn’t surprise anyone. In these pickup-crazy times the compact Maverick pickup provides seating for five, a small but decent size bed, and good fuel efficiency. That last part is extra welcome as we all struggle with inflation and high gasoline prices.

And having the same name as a certain Navy aviator played by Tom Cruise in the box office smash Top Gun can’t hurt.

Design-wise the four-door Maverick doesn’t break any new ground, but most pickups don’t. The styling is boxy with hints of its showroom siblings the Ford Bronco Sport and F-150, and maybe, a touch of Honda Ridgeline. Interestingly, but not surprisingly, the Maverick looks almost nothing like its slower selling mid-size brother the Ranger. Whatever, it looks good.

The Maverick is more capable than you might think with plenty of space for stuff and a 4000lbs towing capacity. The bed is small, as noted above, but most DIY-ers will find it big enough for whatever they need from Lowes or Home Depot, and Costco runs will be no sweat.

There are many people driving (thirsty) full-size pickup trucks today who would do just fine with a Maverick. If you regularly haul drywall or tow a big boat then you’re better off with an F-150 or Chevy Silverado, but otherwise Ford’s smallest pickup is a good choice.

Typically, pickup powertrains are easy to describe—a couple of engine choices with RWD vs 4WD is generally it—but that’s not the case with the Maverick. The standard setup is a hybrid 2.5L four-cylinder with e-assist good for 191HP, although FWD and the dreaded continuously variable transmission (CVT) are the only way to get the base powertrain. Optional is a non-hybrid 250HP turbocharged 2.0L four-cylinder engine mated to a (much better) 8-speed automatic transmission. The turbo can be configured with either FWD or AWD, and that along with AWD would be my choice (the turbo FWD truck is a reasonable alternative because it avoids the CVT).

All Mavericks get excellent fuel economy. Hybrid models get 42MPG City and 33MPG Highway, non-hybrids with FWD get 23MPG and 30MPG respectively, and AWD non-hybrids are 22MPG/29MPG. Those are all impressive numbers, and they easily best those of any mid- or full-size pickup on the market.

Driving the Maverick is very pleasant, especially around town and on B-roads. It’s not sporty by any means, but it at least handles, unlike full-size pickups, and, of course, it’s much easier to park than any big truck.

Naturally, interstate driving is significantly more enjoyable in a full-size pickup than in a Maverick. I’ve gone on record before stating that the Ford F-150 is just about the best interstate vehicle you can buy, and I think that’s still true.

Mavericks are available in three trims, XL, XLT, and Lariat. XL Mavericks lack many creature comforts that most buyers today expect, but it could make for a good commuter vehicle/occasional hauler. Springing for the XLT adds 17-inch aluminum wheels, cruise control, a power lock for the tailgate, power exterior mirrors and more, which predictably results in it being the most popular model. As noted above, I'd select the optional turbocharged 2.0-liter four-cylinder for its superior acceleration and drivability. To get the Maverick's maximum towing capacity of 4000 pounds, I'd also order the Tow package.

A new Tremor Off-Road package will be available for 2023 models. The Tremor option includes more rugged exterior styling elements as well as numerous off-roading enhancements, and it can be added to either XLT or Lariat Mavericks. Only non-hybrid AWD models can be had with the Tremor package. 

In an era when the average MSRP of new cars approaches $50,000, the Maverick’s pricing is a bright spot: a stripped version stickers for around $23,000, and a loaded Lariat Tremor lists for under $35,000.

Spoiler alert: it’s doubtful that anyone can pay sticker for a Maverick right now, so unless you’re desperate, maybe wait 6-12 months.

The Ford Maverick compact pickup truck is very popular, and after driving one for a week I can see why. It provides a lot of the utility of a full-size pickup, easier parking, and much better fuel economy. I expect it to sell for over sticker and be hard to get for quite some time.

Nevertheless, a new S-class is still a big deal, and I was definitely paying attention when Mercedes launched the most recent version of their flagship sedan last year. 

The seventh generation S-class, known internally as the W223 model, doesn’t look radically different from its predecessor, but it’s way ahead technically. 

For starters, the 12.8-inch OLED touchscreen display above the center console along with a second 12.3-inch customizable screen in front of the driver are very advanced. Using the navigation system on the smaller display gives you a 3-D image of the S-class moving across the land, and it works in concert with the heads-up display that places directions onto the reality that you actually see. It’s better than other satnav systems and is impressive to experience in person.

The bottom part of the central display shows climate controls all the time, which I appreciate, along with a few physical buttons beneath that for changing driving modes, turning up the volume, and activating the hazards. In addition, there are four USB-C ports in the center console for front-seat occupants to use, if they’re so inclined.

Design-wise, Mercedes played it conservative with the latest S. Given the many upgrades and enhancements, I would have expected more ground breaking styling, honestly. Presumably the brass at Mercedes AG decided to put all of their advanced styling chips on the all-electric EQS rather than the “dinosaur” internal combustion engine (ICE) S-class, which is a shame.

By the way, the S580's powertrain is as clean and modern as ICE gets. It’s a 4.0-liter twin-turbocharged V8 producing 496HP and 516ft-lb of torque, augmented by a 48-volt mild hybrid system that adds 21HP to the mix, mostly when you’re accelerating from a stop. The V8 is plenty powerful by itself, but with the mild hybrid boost, the S580 feels like it has an even bigger engine.

The nine-speed automatic transmission does its thing with near imperceptibility, and optional rear-axle steering—a $1,300 option—means that the S580 is easy to navigate through parking lots and other tight confines.

A word about the rear-axle steering: I live in an in-town condominium with a parking structure and this-is-your-spot parking. Maneuvering any vehicle into my spot is generally difficult, but, impressively, with the S580 it was easy, because the rear-axle steering made this decidedly large sedan move like a Honda Civic. Pro tip: do not order an S-class without checking the rear-axle steering box.

The rear-axle steering also makes changing lanes on the interstate smoother by the way. In those situations, the rear wheels turn the same way as the fronts, enabling calmer direction changes.

Actually, driving the S-class under any circumstances is a calming experience. Whether running errands in town, eating up miles on the interstate, or hustling down a B-road, the Mercedes flagship sedan excels. The aforementioned engine and transmission get much of the credit, but a top-shelf suspension system and advanced software contribute significantly. Every time I drove the S580 I thought, “this must be the best sedan ever built”. And it mostly is. Certainly, Bentley and Rolls Royce make the absolute best sedans in the world, but those vehicles are three to four times more expensive than the S-class, and no way are they three to four times better.

I’ve noted previously how much better Mercedes interiors are than they used to be, and that’s doubly true for the S-class. Everything you touch feels comfortable and reassuring, and everything you see looks expensive. Plus there’s the sleekly modern tech described above that’s integrated with the cushiness in a very pleasing way.

For the record, my test car carried a sobering MSRP of just under $140,000, and the EPA rates the S580 at 16 mpg city and 25 mpg highway, not Sierra Club-friendly numbers. 

The new Mercedes S-class is a wonderful top-shelf ICE sedan that’s as good as it gets, as long as you’re not in the market for a car that costs a half million dollars. And even then, it’s competitive. If you don’t have to have an SUV then this is the sedan for you. Just make sure you get the rear-axle steering.

Note for readers: A trauma surgeon friend and I have launched an automotive podcast that may interest you. It’s called, “Cars on Call”, and it features discussions about a myriad of automotive subjects from two physicians’ perspective. It’s available on Apple, Spotify, and other platforms, and I hope you give it a listen.

I don’t think its design was the problem, although obviously Subaru corporate did because they rushed a facelift to market just two years after the Tribeca’s debut. No, I think the problem was that it was just too small—the Tribeca, which was based on the Legacy sedan/wagon platform, ended up being not much bigger inside than the Legacy wagon, and that’s probably what led to its demise. For the record Tribeca sales dropped from a mediocre 14,797 in 2005 to an embarrassing 1,598 in 2013. Compare that with just under 60,000 Ascents sold in 2021, a number that would have been even higher had there not been computer chip shortages.

So, with the Ascent, the third largest Japanese automobile manufacturer has finally achieved mid-size crossover success. How did they do it? In addition to making the Ascent much larger inside than the Tribeca, they also made it look like an Outback station wagon, only bigger, rather than, “a Subaru crossover that doesn’t look like a Subaru”, which is what the Tribeca was. Too bad, I like things that are different to look different.

Anyway, the Subaru Ascent looks good, and the wagon-esque exterior design probably makes it look smaller than it is, because it is not small. With a length of 196.8in, width of 76in, and height of 71.6in the Ascent is 7in longer, 2in wider, and 5in taller than the Tribeca. That’s a big difference.

For perspective, I parked my press car Ascent next to a new Audi Q5 and was astounded at how much bigger the Ascent was. It kinda dwarfed the Audi. I guess the Ascent’s design really is “slimming”.

Not surprisingly, the Ascent’s interior looks a lot like that of an Outback wagon. It’s not as posh as the aforementioned Audi Q5, but it is quite modern and nice. Given the Ascent’s pricing, which starts at around $33,000 and rises to just over $40,000 it should be no surprise that owners will be faced with a lot of plastic and uninspiring buttons and knobs when they sit behind the wheel. The tech is up to date, however, and ergonomics are excellent.

As you’d expect, the Ascent is spacious inside, even in the second row (although the third row is a little tight, as it is in competitors such as the Ford Explorer). While Subaru’s largest vehicle ever can be mistaken for an Outback from the outside, on the inside it’s much roomier, and getting to the third row of seats is easy thanks to a clever second row that moves out of the way quickly and easily.

On the road the Ascent is, again, a lot like the Outback. It handles in-town duties without complaint, but it is in no way fun to drive as it does that. Neither are the Explorer, Toyota Highlander, or Honda Pilot though. That’s life with kids, isn’t it? 

Road trips are better because the Ascent’s engineers favored stability and comfort over athleticism and performance, so quiet and drama-free describe what the Ascent is like on the highway.

Actually, I think Subaru has taken over the space that Volvo occupied in the 1980s and 1990s: the reasonably priced, reliable, and non-mainstream automotive brand for smart people who are comfortable but not rich. Look around, what do college professors, school teachers, and Nurse Practitioners drive these days? A disproportionate number of them own Subarus, just as their predecessors used to drive Volvos.

Ascents can be had in Base, Premium, Onyx, and Limited versions, and I would guess that most buyers interested in the Ascent would order loaded models rather than “strippers”. That means that out-the-door prices will be in the $40,000-$45,000 range, which seems low given everything you get with a well-equipped Ascent.

Maybe that’s the secret to Subaru’s success with their newest crossover: charge a reasonable price for a nice, but not lux, vehicle with all of the appeal of an Outback but additional space. And then watch buyers flood your showrooms.

I’ll start with the BEV i4 M50, which is the more interesting car, but I’ll need to limit my remarks since I was only able to drive it briefly at a BMW event.

As the electric age dawns, automotive manufacturers are launching BEVs in one of two ways—with a platform that can accept either an ICE or BEV propulsion system, or a bespoke BEV-only platform. The i4 M50 is the former, and I’m pleased that I was able to drive both the M440i and i4 M50.

A quick aside: BMW’s M-division turns 50 this year, and the i4 M50’s name is an obvious tip-of-the-cap to that significant milestone. Expect to see many more efforts by BMW to highlight M this year. (Space limitations preclude a full discussion of the rich history of BMW M here, but interested readers are encouraged to listen to my Podcast, Cars on Call: episode 13, where “M at 50” gets the attention it deserves.)

Anyway, the first adjective I thought of when driving the i4 M50 was “fast”, because this car is seriously and relentlessly quick. No matter what speed you’re going, the i4 M50 will catapult you forward in spectacular fashion when you press the throttle. Car and Driver says that the i4 M50 will do 0-60MPH in 3.3 seconds, 0.2 seconds quicker than an M3 Competition, and I believe it.

That impressive performance comes thanks to the i4 M50’s 536HP, but there’s no free lunch in life—optimal range is just 227 miles.

Handling is reassuringly neutral because of a low center of gravity (the battery pack sits in the floor of the i4 M50 as it does in all BEVs).

Despite impressive driving dynamics, however, the elephant in the room with this car as well as many other BEVs is actually an elephant—the i4 M50 weighs 5063lbs, 1243lbs more than an M3 Competition and about the same as an adult proboscidean.

On to the M440i Gran Coupe, which, as noted above, is essentially the same car as the i4 M50 but with ICE propulsion. 

Naturally, driving the M440i is quite different from its BEV sibling. Pushing the “start” button results in the sound of an engine starting, and putting the car in “Drive” and motoring away feels very normal. While the M440i sounds like a modern BMW turbocharged in-line six, the i4 M50 sounds like the future, with a synthetic electronic sound that’s impossible to describe but pretty cool.

As alluded to above, the M440i’s engine is a 382HP 3.0-liter inline-six that’s augmented by a 48-volt hybrid system, and it comes standard with all-wheel drive. The purpose of the hybrid assist is to help with acceleration at low speeds, thereby burning less gasoline.

A RWD four-cylinder 255HP 430i Gran Coupe is available for $13,000 less, but given the extra power and smoothness of BMW’s classic inline-six, I’d urge potential customers to stretch for the bigger engine. 

Fuel economy figures are 22MPG City/31MPG Highway for the M440i Gran Coupe, 25MPG/34MPG for the 430i, and 79MPGe/80MPGe for the i4 M50.

All 4-series Gran Coupes are hatchbacks, which is great. Nothing wrong with sedans, of course, but a hatch adds significant utility that you will appreciate every time you go to the grocery store or Lowes. And hats off to BMW’s designers who were able to give the new 4-series Gran Coupe the more formal profile of a sedan to go with that extra utility.

All 4-series Gran Coupes also get the, ahem, prominent front two-kidney grille that’s very much a “love it or hate it” design element. My two cents is: if you hate it, get your 4-series Gran Coupe in a darker color. It minimizes the grille’s visual impact.

The base price of the i4 M50 is $66,895 while the M440i stickers for $59,195. As always with German cars, adding options and option packages can swell the price of your car significantly.

The BMW 4-series Gran Coupe is a sporty car that can be configured as either a (mostly) ICE or totally BEV car. Which one you select is up to you, of course, but having driven both, I can say there’s no wrong choice. Vive le difference.

Note for readers: A trauma surgeon friend (with a lot of knowledge about car safety) and I have launched an automotive podcast that may interest you. It’s called, “Cars on Call”, and it features discussions about a myriad of automotive subjects from two car guy physicians’ perspective. It’s available on Apple, Spotify, and other platforms. Give it a listen!

For the record, all of GM’s updated full size SUVs, the Chevrolet Tahoe/Suburban, GMC Yukon/Yukon XL, and Cadillac Escalade/Escalade ESV, are very good, and all have been selling strongly since they launched in 2020.

In addition to the usual changes you’d expect when a vehicle is updated—refreshed styling, nicer interiors, and more efficient powertrains—the big news with this generation of GM’s full size SUVs is that the “smaller” versions are now larger. One persistent complaint about the Tahoe, Yukon, and Escalade was that, for full size vehicles, they didn’t provide all that much second- or third-row seating space. 

That’s been remedied with the addition of 5-inches to the wheelbase, which has resulted in much more rear passenger space. In fact, things are so much better in that regard that I would imagine that many buyers who would have ordinarily purchased longer wheelbase models like the Suburban will get the shorter versions instead and be pleased.

Another major enhancement for the big GM SUVs is a new independent rear suspension. Not only does that improve ride quality, but it allows for a lower floor, which further expands storage space.

And it improves the third-row seats as well. In previous generations of the Yukon, the third-row seats were just ok. Now the “way back” in the standard wheelbase Yukon is a comfortable place to be, even for 6’2” me. Instead of feeling like my knees were right in front of my face, in the new third-row seat I felt pretty much like I was sitting in the previous generation Yukon’s second-row seat, which is a significant upgrade from before.

The exterior design of the new Yukon is evolutionary not revolutionary, so you’ll be forgiven for not noticing the new versions as they drive by. Given the Yukon’s popularity, it’s not surprising that GM took the, “if it ain’t broke don’t fix it” approach to the styling.

Nevertheless, there are changes. The grille is bigger than it was, and the headlight housings are more stylized. And the rear lights are similarly sculpted, switching from rectangular shapes to something kind of oblong and more dramatic. Also, there’s a Range Rover-ish tapering of the rear end of the SUV that wasn’t there before. Maybe it’s “slimming”?

Driving the new Yukon is similar to driving previous versions, but better. The ride and handling--if that’s the right noun when we’re talking about a 6000lbs SUV--are obviously improved thanks almost entirely to the independent rear suspension. And the Yukon’s best-in-class highway manners, which enable the gobbling up of interstate miles, remain unchallenged.

So, the Yukon is noticeably better than it was on school runs, and incrementally improved on the open road.

Two V8 engines are offered: a 355HP 5.3L and a 420HP 6.2L. For Diesel enthusiasts like me, GMC also offers a 3.0L Turbo-Diesel inline-six that pumps out 460 lbs-ft of torque. All models come with a 10-speed automatic transmission operated by a push-button panel on the dashboard, and all can be had with either rear- or all-wheel drive. 

Fuel economy is a bummer, as you’d expect. The 5.3L V8 gets you 16 MPG City/20 MPG Highway, the 6.2L V8 drops that to 14/19, and the Diesel makes everyone feel less guilty at 21/27.

For the record, the 5.3L V8 isn’t as comfortable lugging the big Yukon around as the 6.2L. One of my business partners has owned Yukons with both engines, and he told me, “I’d never get the 5.3 again”. As noted above, I’d choose the Diesel.

All Yukon models come with a large infotainment display with GMC's latest user interface, which is nice to look at and easy to use. The base SLE, mid-range SLT, and off-road AT4 models all feature a display that sits in the center of the dashboard and looks good, but the Denali's is embedded in the dashboard and surrounded by chrome for a more upscale look.

Apple CarPlay/Android Auto integration and a WiFi hotspot are all standard; navigation and Bose audio are optional.

I don’t have space to go into all of the options and packages, but the Yukon starts at just over $52,000 and goes up from there. The top shelf Denali costs about $17,000 more and is popular with BCMS members for a reason. It’s a very nice truck.   

GM has done an excellent job updating their full-size SUVs, and the 2022 GMC Yukon is proof. If you need the space and can afford the fuel, you’ll love it.

Note for readers: A trauma surgeon friend and I have launched an automotive podcast that may interest you. It’s called, “Cars on Call”, and it features discussions about a myriad of automotive subjects from two physicians’ perspective. It’s available on Apple, Spotify, and other platforms, and I hope you give it a listen.