Tundra upgrade challenges American-made rivals

Mark Glover’s AutoGlo car reviews can be seen here and in the Cruisin’ News, "Oregon, Nevada and California's classic auto news & marketplace."

Sacramento, California -- Digging into my files early this year, I was stunned to find that I had not stepped behind the wheel of a Toyota Tundra full-size pickup in nearly six years.

But then again, as Motor Trend magazine accurately pointed out, the basic architecture of the truck had not changed since 2008 -- an amazing development given the brutal competition in a segment that includes such heavyweights as the Ford F-150, Chevrolet Silverado 1500 and Ram 1500.

Toyota responded in 2022 with an all-new Tundra, which Motor Trend said "looks to put up a far stiffer fight" against the competition.

After a recent week, in the 2022 Toyota Tundra Platinum CrewMax 4X4, I completely agree.

Generously equipped, exquisitely engineered and sporting fit and finish at the head of the class in the full-size pickup segment, the Tundra is once again a major player.

While my tester was decidedly dressed up, the entry-level price for the revised Tundra is a reasonable $35,950. From there, for the right price, you can equip your Tundra up to royal palace levels.

If the goal in the contemporary truck game is to get one's attention with an over-the-top grille, the 2022 Tundra is now firmly entrenched in the club.  The massive, muscular-looking front end looks capable of knocking down a brick wall with ease.

The big-brute appearance is not an indication of highway discomfort.  I found the Tundra to be a smooth-riding -- and relatively quiet -- pickup.  That's a rarity in this class.

The basic power plant is the i-FORCE 3.5-liter, twin-turbo V-6 rated at 389 horsepower.

Need more?  Opt for the i-FORCE MAX powertrain that generates 437 horsepower at 5,200 rpm and a whopping 583 foot-pounds of torque at only 2,400 rpm.  Those are the kind of numbers that get serious attention from pickup devotees.

From the driver's cockpit, an extensive layout of safety, security, comfort and convenience features is within easy reach.  The Tundra competes nicely now in a pickup segment that spoils its buyers with four-star features inside a rugged exterior.  This Tundra also features an available audio multimedia system and 14-inch touchscreen.

Simply put, the Tundra now checks all the boxes that full-size pickup buyers want.  No longer an also-ran, it ranks right up there with the American-made big boys.

Mazda's reliable CX SUVs please a variety of tastes

Mark Glover’s AutoGlo car reviews can be seen here and in the Cruisin’ News, "Oregon, Nevada and California's classic auto news & marketplace."

Sacramento, California -- Driving the Mazda CX sport-utility vehicles is sort of an anti-Forrest Gump experience.

Because unlike that box of chocolates Gump refers to, when you take the wheel of a CX SUV, you always know what you're going to get. And that would be solid engineering, generous standard features and an enjoyable driving experience.

The compact CX-5 tends to get the better reviews in auto magazines and among auto-reviewing colleagues. But it's a mistake to write off the CX-9 (pictured), a three-row midsize with numerous charms, including good looks and a quiet cabin even when the engine is near full song.

My CX-5 tester was the 2.5 Turbo Signature AWD.  The turbo power plant is rated at 227 horsepower, and that translates to satisfying oomph when it's time to dart out of harm's way -- a not-uncommon occurrence on California freeways.  Handling is just-right-firm, as noted by other reviewers.

The tested CX-5 came in at $40,000 on the nose, but the lengthy list of standard features justified that number.  My ride included a power moonroof, Nappa leather interior surfaces, ventilated front seats, a power rear liftgate, all-season tires, a heated steering wheel and a full boat of state-of-the-art safety/security features.

Fuel mileage was pretty good at 22 miles per gallon in the city and 27 mpg on the highway.  Federal crash testers gave the CX-5 a max five stars on overall safety.

The tested CX-9 Signature AWD also pulled down five stars in overall safety, and the bigger vehicle had fuel mileage numbers only slightly less than its CX-5 cousin -- 20 miles per gallon in the city and 26 mpg on the open road.

Another long list of standard perks brought the bottom line to $48,830.

The CX-9 gets the same engine as the CX-5. Given the added heft of the CX-9, you lose a little bit of thrust, but as other reviewers have accurately noted, the drop-off is not that much.  The CX-9 can be whipped around, with satisfaction, when the revs are up.

Given the current price of gasoline, some buyers might be asking: Do I really want a three-row SUV, or even a five-seater?

For some, that answer is going to be NO.  But for others -- say a young family that enjoys camping, road trips and driving to visit far-flung friends and relatives -- these CX sport-utes will match up nicely with their needs.

With the CX-5 and CX-9, the good news is that you're likely going to feel good about your purchase either way.

Honda continues hot streak with its latest Civic

Mark Glover’s AutoGlo car reviews can be seen here and in the Cruisin’ News, "Oregon, Nevada and California's classic auto news & marketplace."

Sacramento, California -- I wanted more seat time in the 2022 Honda Civic, and I got it.  This time, it was the peppy 1.5T Hatchback Sport Touring edition.

Why the Civic obsession?

Well, it's a baseline car, driven by motorists ranging from high school-age to senior citizens. Everyone knows what it is, dependable and common as corn. Arguably, it's the defining compact car of the modern era. And popular.

The all-new 2022 Honda Civic, the 11th generation of the model, was named the 2022 North American Car of the Year in January this year.  That's the third time Civic has pulled down the prestigious award.

Also, the Civic was the best-selling retail passenger car in the United States for the sixth year in a row.  Some 2 million Civics have been sold in the U.S. since 2016.

So when an automaker makes generational changes to icons such as this, you pay attention.  You hope they don't screw it up.  That has happened in history.  Look up the Ford Taurus if you don't believe me.

I'm happy to report that Honda did not screw up the Civic.  In fact, it's better than ever.  Many of my auto-reviewing colleagues agree.

The tested Sport Touring sedan is a prime example of all that's right with the venerable compact.

Power comes from a 1.5-liter, turbocharged-4 rated at 180 horsepower.  This is a decidedly robust engine for a compact machine, and I was able to dart the Civic around with in-your-face aggressiveness.  Yes, that was a big smile on my face all the time.

I think that's the best trait of the Civic.  It's just fun to drive.

And you look good doing it.

Honda classed up the Civic's exterior look, smoothing down some of the rough edges and employing an elegant, streamlined profile. It looks like a $40,000 car, yet even my loaded tester checked in at a reasonable $30,865 on the bottom line.

As good as the exterior looks, the interior is especially refined.  The signature attention-getter is honeycomb grille strip across the dash.  It's not only easy on the eyes, but it covers up the air vents -- providing an overall clean and classy look.

Another bonus, especially now: The tester had strong fuel mileage ratings of 30 miles per gallon in the city and 37 mpg on the highway.

All things said, the Civic lives on in top form. Nothing to add now but: Enjoy it and look forward to Generation No. 12.

Here's a really good thing in a small package

This review first appeared in the May 2022 edition of the Cruisin' News, "Oregon, Nevada and California's classic auto news & marketplace."

To subscribe to the Cruisin' News, visit www.cruisinnews.com, call (916) 933-0949 or send an email request to subscribe@cruisinnews.com.  Mailed requests for information should be sent to Cruisin' News, P.O. Box G, Virginia City, NV 89440.

Sacramento, California -- The store in Orangevale that provided the photo backdrop was called "That's Cheap," and it could have been a shout out to my test auto -- a 2022 Mini Cooper S Hardtop.

After all, how many cars dressed up with $8,000 in special perks go for $35,750 these days?

Sure, my two-door Mini Cooper tester was a bit of a pocket rocket, but that's not the point.  The point is that this small car was equipped with a lot to enjoy.  And so I did.

For 2022, the Mini Hardtops received styling updates that present a sportier, saucier look than the previous editions.  The nicely sculpted, aerodynamic front end is particularly fetching.

Those taillights on the rear of my tester looked like they would form the Union Jack flag if pressed together.  Those clever Brits! ... Oops, or BMW's Germanic ownership, maybe.

As I've said before, these Minis look like purpose-built race cars right from the get-go.  You feel like you should drop some serious cash on a nearby closed-course rental and let 'em rip.

And that would be a heart-pumping experience with the Mini's 2-liter turbo-4 rated at 189 horsepower, an enthusiastic road ripper that presses you deep into the driver's seat when your right foot is planted firmly on the accelerator.

For me, the raw power was secondary to the test Mini's steering, which was extraordinary.  No, check that, it was magnificent -- one of the most precise-steering cars in my recent memory.

Even in high speed corners, I would put the Cooper S Hardtop wherever I wanted it.  In fact, it's fair to say that I was alarmed at how instantly the vehicle responded to steering changes, with the body holding the line with monorail-like grip through the whole maneuver.  Kudos to Mini engineers who engineered that happy handling experience.

So, a gas guzzler, right?  Not even close.  Fuel mileage on the tester was an impressive 28 miles per gallon in the city and 38 mpg on the highway.

Beyond that, there were things that were just, well, clever and special.  There was the toggle switch -- like you'd see in a jet cockpit -- to start the car, for example. The moody ambient lighting was cool.  And the sport seats were racy to the max.

So, how many red-blooded American motorists would shun domestic models in favor of a European-DNA runabout?

I have no idea.

But this Mini is an alluring guilty pleasure, pleasingly compact and definitely affordable.