Unveiled in late 2018, the mid-sized crossover SUV is the carmaker’s only three-row vehicle. It continues the brand’s reputation, including its standard all-wheel drive.

Available in base, Premium, Onyx Edition, Onyx Edition Limited, Limited and Touring, all Ascents are equipped with a turbocharged 2.4-liter, four-cylinder engine. All variants also feature 260 horsepower matched with a continuously variable transmission.

Gas mileage averages are 21 mpg in city driving, 25 mpg on the highway. The low tallies are the vehicle’s primary downfall and an unsatisfying characteristic of the three-row SUV segment. Acceleration from 0-to-60 miles per hour takes 6.9 seconds, which doesn’t help when a quick burst around a potential traffic dilemma is needed.

The brand’s signature attractions remain. The Ascent does everything right and without extravagance. But therein lays a potential problem. As a pillar of restraint, the inside-the-box SUV is part of one of the more competitive segments.

Value aside, the 2024 Ascent is a holdover from last year’s refreshed model and the continuation of the car’s six-year-old first generation. Segment leaders, including the Kia Telluride and the newly acclaimed Mazda CX-90, have infused luxury into the three-row midsized SUV offerings.

The Telluride and Mazda cost more and can match the Subaru in many areas. The Honda Pilot was a segment standout for many years before lapsing into the status quo. But the Pilot has also had a makeover for 2024. The Nissan Pathfinder, Toyota Highlander, Ford Explorer and Hyundai Palisade have all been refreshed or offered in a new generation.

While Subaru’s symmetrical all-wheel drive system is the carmaker’s signature feature, overall vehicle safety is its strongest attribute. All models come standard with a long list of advanced safety features. Higher trims have further safety upgrades. The NHTSA awarded it five out of five stars in its evaluations; the IIHS named the 2023 Ascent a Top Safety Pick+, its highest rating.

While not the most spacious mid-sized, three-row SUV, the Ascent has its cargo and people moving strengths. With 8.7 inches of ground clearance, off-road excursions are handled better than most of the competition. Seating for seven or eight is available and cargo capacity is 75.6 cubic feet. Towing capacity is 5,000 pounds. The Nissan Pathfinder has a 6,000-pound maximum and Ford Explorer can haul 5,600 pounds.

Like several automakers, Subaru’s third-seat design is problematic. The area is tight for adults and entering and exiting requires basic yoga skills.

Upgrades abound on The Onyx and Onyx Limited editions. The former includes 20-inch black finish alloy wheels, a panoramic sunroof, a power liftgate and water-repellent synthetic leather upholstery. The reviewed Limited Edition gets most of its close relative’s features. But it also has a driver’s seat memory function and additional adjustments, heated second-row seats and an intercom system called Cabin Connect.

The infotainment center is functional and simply designed. Features include Apple CarPlay, Android Auto and a Wi-Fi hotspot. The standard 11.6-inch touchscreen has easy-to-use, large onscreen icons. They operate only via touch, increasing the potential for distracted driving.

With its options, the 2024 Subaru Ascent Onyx Edition Limited costs just under $49,000. Several rivals surpass the $50,000 plateau. The segment’s serious competition keeps manufacturers alert. There’s plenty right with the Ascent, but its rivals, while largely most expensive, have quickened the pace. Subaru best take note.

James Raia, a syndicated automotive columnist in Sacramento, is the founder and senior editor of theweeklydriver.com. Email: james@jamesraia.com.

Its vehicles often have a dual existence. They look great, combine innovative design with high-tech advancements and boast handsome interiors. But they rarely drive as well as their appearances. The 2024 Land Rover Range Rover Sport is an exception.

A midsized SUV available in several powertrains, the 2024 Range Rover, specifically the SE Dynamic trim, is void of former dubious traits. Gone are the backseat bumpy ride and sluggish acceleration. The new Range Rover, despite the word sport in its title, isn’t particularly sporty.

But it is versatile. Seating, well-padded, is firm and easily adjustable. The cabin is quiet for Range Rover’s SUV segment. Road and wind noise are minimal.

The reviewed P400 SE Dynamic featured a turbocharged 3.0-liter six-cylinder engine and a mild hybrid system. It included 395 horsepower, an eight-speed automatic transmission and all-wheel drive. The 0-to-60 miles per hour acceleration standard is achieved in 5.8 seconds. Gas mileage averages are 19 mpg in city driving, 26 mpg on the highway.

It’s not cavernous, but the new Range Rover has enough cargo space for average-sized needs. It offers 31.9 cubic feet behind the second row; with the 40/20/40-splitrear seats down, the area expands to 53.0 cubic feet. It’s a similar tally to the several competitors, but Mercedes-Benz and BMW, the Range Rover’s top rivals, have larger cargo areas.

Two classy features: the air suspension can be lowered with the touch of a button in the hatch to make loading and unloading cargo easier. Likewise, folding or raising the seats is push-button easy. It’s often a cumbersome task in many SUVs.

Land Rover offers a generous standard features list. Even the base P360 SE features leather upholstery to adaptive air suspension and a 16-speaker Meridian sound system with a 13.1-inch curved center touchscreen. Safety features are plentiful, forward collision warning to parking sensors and lane keeping assistance to a surround-view camera system.

The P400 SE Dynamic includes most of the standard equipment for lower-level trims. But the black-on-black color scheme, including black calipers, black exterior trim and black lettering, adds a unique appearance. It’s a luxury SUV with an attitude.

Standard driving features also include adaptive cruise control, blind-spot warning and surround-view cameras. Apple CarPlay and Android Auto have wireless connectivity. For multi-taskers, there’s a plentiful supply of USB-C and USB-A ports throughout both rows and a wireless charging pad.

Land Rover built its enduring legacy off-road on safaris and in military use. For daily drivers, the carmaker’s strengths are still in place via its ample supply of available “packs.”

The Cold Climate Pack ($450) includes a heated windscreen and heated headlight with washer jets. The Hot Climate Pack ($1,805) features: two-piece sun visors with illuminated vanity mirrors, a front center console refrigerator compartment, four-zone climate control and a cabin air purification system.

Several additional packs were included, pushing the MSRP from slightly more than $90,000 to $104,655.

Like its siblings, the new Land Rover is a luxury SUV with a confident presence. It’s a status symbol with curbside appeal and a legacy to uphold. It’s handsome inside and outside.

And finally, the package is complete. The 2024 Land Rover Range Rover Sport drives like a luxury SUV should.

James Raia, a syndicated automotive columnist in Sacramento, is founder and senior editor of theweeklydriver.com. Email: james@jamesraia.com.

Lexus has three distinct SUVs, with the RX flanked by the smaller NX and the larger three-row LX and new TX models. The RX series has several options, including gasoline V6 engines and hybrid systems.

The 2024 Lexus RX 450h+, a plug-in hybrid, is new this year. It’s the upgraded version of the 350h and has 304 horsepower and a larger battery. Lexus estimates the 450h+ has a 37-mile electric-only range can be recharged in 2 1/2 hours at 240 volts with the standard 6.6-kilowatt onboard charger.

While advancing with its four-cylinder, gas-powered persona, the RX 450h+ is equipped with the same engine as the NX offering. It’s rated with an 83 mpg equivalent combined.

Storage is among the primary reasons SUVs have dominated sales for many years. The new Lexus plug-in hybrid has few downsides, but its interior is smaller than top rivals. The Acura MDX has 39.1 cubic feet available behind the second round of seats and the Mercedes-Benz GLE has 33.3 cubic feet of storage in the same area. The Lexus storage cavity is efficiently designed without odd, unusable areas. But it’s also only 29.6 cubic feet with the rear seats up.

The front bucket seats are well-constructed with easy entrance and exit. The rear seat has 40/20/40 power-operated split. Besides power-folding capabilities, rear seats also offer optional heating and ventilation.

Sometimes, fewer choices are better. It’s the case with the RX450h. What trim is best is a moot point since it’s only available in what Lexus calls its Luxury trim. It’s not a mistake. Simple luxury applies, with the SUV’s interior dominated by semi-aniline leather and microsuede. The materials are used handsomely together. The microsuede is on the dash, door panels, headliner and seats.

Bamboo or open-pore wood trim is offered and complements the well-placed materials. Several interior color schemes trim styles are offered including black, ash bamboo, black open-pore wood and dark-finished aluminum. Seat and trim colors include medium brown, black, off-white, light brown, maroon and red.

The combinations provide a signature Lexus trait. Its vehicles are good-looking, inside and outside. The exception throughout the Lexus lineup is the always overt spindle grille.

Still, the luxury-only theme extends to the car’s technology. The RX 450h is equipped standard with a 14-inch infotainment system. Base models have 9.8-inch units. Lexus has utilized a remote touchscreen interface for years, but it’s increasingly unpopular. The new Lexus relies primarily on screen-located functions.

Ambient lighting, Android Auto and Apple CarPlay, a head-up display, heated and ventilated seats, a heated steering wheel and a panoramic moonroof are optional.

Smooth, confident driving is another Lexus trait, with the RX 450h+ compliant. It has 21-inch wheels, and it advances smartly, turns with precision and maintains a quiet, confident persona in city and highway driving. The SUV’s 0-to-60 miles per hour acceleration is 5.8 seconds.

The Lexus Safety System+ 3.0 also is standard. The bundle includes adaptive cruise control, forward collision warning with automatic emergency braking and pedestrian detection and lane departure steering assist.

Lexus debuted as the luxury segment of Toyota in 1989 and retains its status. It once had few competitors in its SUV lineup but competition is now brisk.

With its various options and taxes, the 2024 Lexus 450h+ crosses the $75,000 barrier. The costs is likely fine for loyalists who know Lexus and its pedigree. The tally is likely too much for a new buyer in the plug-in hybrid market.

James Raia, a syndicated automotive columnist in Sacramento, is the founder and senior editor of TheWeeklyDriver.com, online since 2004. Email: james@jamesraia.com.

Offered in SE Standard Range, SE, SEL and Limited trims, the 2024 Ioniq 6 throughout its lineup is the same as the vehicles’ debut models.

The SE Standard Range is the value leader, with a 53-kWh battery pack and a single motor (149 horsepower, 258 lb-ft of torque) driving the rear wheels. The reviewed top-line Limited edition is the strongest challenger for the Tesla Model 3.

It has more impressive qualities and fewer gimmicks at a better price. The SE trim offers the best option for EVs whose primary focus is range. With rear-wheel-drive, it’s EPA-estimated with a 361-mile range and 316 miles equipped with all-wheel drive.

The range further drops to 305 miles in rear-wheel drive and 270 miles in all-wheel drive in the SEL and Limited trims. Both have larger wheels and are heavier. Still, the tradeoff in better appointments from lower trims is hard not to consider for consumers not sold on the range as the only buying consideration.

Hyundai, Kia and now the nearly-decade-only offshoot Genesis are all industry-best in value. Consider what’s offered in the Ioniq Limited. The convenience, comfort and technology upgrades are plentiful.

Remote parking assistance allows the vehicle to move forward or backward remotely. The surround-view camera system provides a top-down view of the vehicle and its surroundings for tight parking situations.

A blind-spot camera view displays an image of the vehicle’s blind spot in the instrument panel when a turn signal is activated. The automatic low-speed braking when parking function applies the brakes automatically to avoid an imminent collision with an object around the vehicle.

A sunroof, power-folding mirrors, a power-adjustable front passenger seat ventilated front seats and heated steering wheel driver’s seat memory functions provide improved comfort. Also featured is an eight-speaker Bose premium audio system.

The standard equipment list of all trims is extensive, including remote vehicle monitoring and control to safe exit alert. The latter can prevent a passenger from opening a door into traffic approaching from behind.

The starting price range is about $10,000, beginning with $42,715 for the base model SE with rear-wheel drive. It’s several thousand dollars less than the average price of a new car in the United States. But it’s not the best option considering it has only 149 horsepower and a 240-mile range. The top-line limited trim starts at $52,600.

Unlike some EV designers who seem to emphasize extremes, the Ioniq is no doubt modern. But its exterior isn’t boastful with overbuilt extremities. Instead, it’s sleek and has the curves of vehicles from 90 years ago. The sloping roof design and spoiler are reminiscent of Porsche models, so what’s not to like?

Hyundai touts the Ioniq 6 will go from 10 to 80 percent charged in 18 minutes on a 350 kW DC public fast charger. It should recharge in seven hours on a Level 2 home or public charger. The Ioniq’s numbers match Tesla and the Lucid Air and the carmaker offers new buyers two years of free 30-minute Electrify America charging.

Driving or riding in the Ioniq 6 provides another reason the South Korean manufacturer is far past its once lackluster reputation. The four-door, five-seat sedan is quiet, comfortable and appealing in its simplicity. Overall vision is superior. Acceleration, depending upon the model, is five seconds or faster in the 0-to-60 miles-per-hour standard test.

The steering wheel is oddly shaped but not offensive. The cabin is dominated by a 12.3-inch digital gauge cluster and a 12.3-inch infotainment screen. Apple CarPlay or Android Auto connectivity is via BlueLink, Hyundai’s app-based connectivity service.

Tesla sold nearly 221,000 model 3s in 2023; Sales of the Hyundai Ioniq 6 were just under 13,000. Here’s to the underdog.

James Raia, a syndicated auto reviewer in Sacramento, is the founder and senior editor of theweeklydriver.com. It includes signups for free newsletter and podcast. E-mail: james@jamesraia.com.

Little cars, some familiar but with unfamiliar names reign in the nation’s maze of constant congestion and ego-driven driving.

Narrow, often cobblestoned streets are the canvas for the pedestrian-versus-driver turf conflicts. Who goes first and why is it hard to determine. It’s a skill honed more by instantaneous visual assertiveness rather than emotional outbursts.

For automotive enthusiasts, observing the vast array of scooters, new and old petite vehicles from Fiat and the small transport vehicles, the Ape Calessino made by Piaggio, can supersede the frustration of the prevailing illogical driving habits.

The three-wheelers are everywhere. They’re lined up as taxis for tourists, some open air, others covered and customized with elaborate decorations or artwork-style paint jobs. They’re far more compelling than taxis and don’t advance quickly in the rest of the rush of motor vehicles.

Still, determining what kinds of cars pass by within inches or parking in any way conceivable provides the fun.

What is a Renault Captur, SEAT Ibiza and Mii, Dacia Sandero or Lancia Ypsilon? Perhaps more familiar, how about a Nissan Micra, Ford Vignale or Volkswagen Lupo?

Most carmakers selling cars globally distribute their lineups by different names in different countries. Reasons vary but one common explanation is the names of some cars sold in the United States don’t translate well in other countries.

Naming cars differently around the world is also related to marketing savvy. Manufacturers hope to lure more buyers with the allure of multiple names for a Honda Accord or a Toyota Camry. Naming a car different in different countries can also save embarrassment.

The most well-known example is the Mitsubishi Pajero. It wasn’t sold in the United States and became defunct a few years ago. Nonetheless, it was called the Mitsubishi Montero in Spanish-speaking countries because Pajero is a Spanish slang word for masturbation.

Maserati, Alfa Romeo, Lancia, Lamborghini, Pagani and Mazzanti all have their places among iconic Italian cars. The competition among some of the carmakers, as depicted in the recent film Ferrari, is as passionate and obsessive as any country’s automotive legend. But none of the manufacturers have anything on Fiat.

Fan or not, the Fiat 500 is likely the most famous (infamous?) vehicle still prevalent in Italy. Known originally as “The Cinquecento,” it was introduced by Fiat Company in July 1957 and manufactured through 1975. Designed by Dante Giacosa, the 500 was marketed as cheap, functional and economical. It can do what supercars can’t.

The 500 was an ideal town car for post-world war II Italy and was tiny by any definition. It was slightly longer at nine feet and had a 479cc, two-cylinder, rear-mounted engine. More than four million were made. It remains relevant nearly 70 years later, maligned by many, but equally embraced.

Discontinued in the United States in 2020, Fiat changed its mind and has reintroduced to the 500 as a 2024 model but solely as an electric vehicle.

Still, it’s more enjoyable to view a new Fiat in Italy. Even better is seeing an original perfectly negotiating small roads. Its driver may pass too closely and not seem to care. But it’s the Italian way and something to behold.

James Raia, a syundicated automotive columnist in Sacramento, is the founder and senior editor of theweeklydriver.com. It features a free podcast and newsletter. Email: james@jamesraia.com.

The outcome isn’t as relevant as the irony of Warnes telling the tale. She’s vice president of creative strategy at Hagerty. It’s the insurance company, marketplace, magazine and website publisher and automotive event organizer focusing on classic cars and their owners.

The company began in 1984. Husband and wife Frank and Louise Hagerty couldn’t find satisfactory insurance coverage for their wooden boats, so their new Michigan company did. Insurance for cars and other vehicles followed. The couple’s son McKeel Hagerty became CEO in 2000.

“We started as a niche insurance company; it was built by people who love cars and it was built for people who love cars,” said Warnes, a 15-year employee. “We have grown now in 40 years to insure about 2.4 million vehicles and we are a community and hub for millions of classic car lovers.”

From its insurance beginnings, Hagerty’s magazine, the company reports, has 815,000 print subscribers and a “robust” online presence with social media channels. Hagerty is also the “steward” for multiple automotive events. The brand’s most recent offering is Marketplace where consumers can buy and sell vehicles. Live auctions are also held via Hagerty’s relationship with Broad Arrow Auctions.

The company also owns the Greenwich Concours d’Elégance, Concours d’Elegance of America and the Amelia Island Concours d’Elegance. It also established MotorsportReg.com and Hagerty Garage.

The magazine’s success has prompted substantially increased public brand awareness. The publication debuted nearly 25 years ago, but it was renamed Hagerty Drivers Club Magazine in 2020 and it’s part of member benefits. It’s also available as a stand-alone subscription.

Published six times per year, the country’s largest automotive publication has a lifestyle slant. It’s largely absent of engine performance nuances, gear ratio analyses and other automotive complexities.

Columnists include renowned collector and entertainer Jay Leno and Wayne Carini, the car restorer and television personality whose prominence arrived with the 2008 debut of the documentary series “Chasing Classic Cars.”

Warnes’ responsibilities encompass marketing the Hagerty brand. The company’s approach is far removed from heavy-handedness.

“We are not trying to hit people over the head with direct marketing or product all the time,” she said. “I think that really great brands can create really compelling content that people enjoy seeing and that bring a smile to their face, that puts a tear in their eyes and that sort of connects with them on an emotional level.”

Recent article headlines provide ideal examples: “Tattoo artist’s ’56 Bel Air Sport Sedan is a rolling marquee,” “This restored 1969 Ford Torino is staying in the family,” and “Blind at 58, one man chose to keep loving life—and his classic Plymouth.”

Hagerty’s year-long anniversary campaign includes a television commercial, broadcast on various networks, titled “Keepers of the Flame.” It’s “to signal to the automotive world that Hagerty has ‘plenty left in the tank’ for the next 40 years.”

What vehicles qualify is subjective. The Warnes sold their Yugos when they moved and downsized their garage space. They no longer own a classic, but may have a future purchase. Tarra Warnes drives a red Volkswagen Jetta turbo diesel wagon. But she desires a car from her childhood, a station wagon from the mid-1980s or a minivan from the early 1990s.

“I’m not into cars that were cool when I was in high school or that were ever cool,” she said. “I’m into cars that kind of nostalgically remind me of my childhood.”

It’s a sentiment shared by many classic vehicle enthusiasts and a company named Hagerty.

James Raia, a syndicated automotive columnist in Sacramento, is founder and senior editor of theweeklydriver.com. It features new car reviews and signups for a free newsletter and podcast. E-mail: james@jamesraia.com.

But it’s far more interesting and entertaining when Peter Rawlinson is there gushing with unbridled enthusiasm. He holds up the part used by Tesla, his former employer, and the counterpart used by Toyota. He explains why Lucid’s version is superior, detailing the craftsmanship of its tightly interwoven copper tapestry and how other EV manufacturers fall short.

Rawlinson, who lives in Foster City by way of his upbringing in South Wales, is the company’s CEO, head technology officer and formerly the chief vehicle engineer of Tesla. Rawlinson and Elon Musk, Tesla’s CEO, are not best friends.

Lucid, which began selling cars in October 2021, delivered 6,001 vehicles in 2023. Tesla, the dominant EV carmaker, delivered 1.8 million vehicles globally and 491,000 in the United States last year.

Rawlinson’s recent appearance before about a dozen journalists occurred impromptu during the second session of a media visit. He spoke only via video earlier in the week.

Lucid had its best sales volume in the first quarter of 2024, but it also remains a difficult time. Carmakers continue to emphasize electric vehicles to adhere to pending federal mandates. But there’s a caveat.

J.D. Power, the Michigan-based data analytics company, predicts the growth rate of EVs will continue to fall this year. Consumers “very likely” to consider purchasing an EV has declined for four straight months, according to the company’s US Electric Vehicle Experience (EVX) Ownership Study.

Rawlinson is a realist. The company has two, still-veiled, mid-size SUVS set for 2026 release. The price points are slated to start below $50,000, about $20,000 less than the current lowest-priced Lucid.

“There’s a temporary blimp (in the industry) and that’s triggered by a few things,” said Rawlinson while standing beside Lucid’s covered pending SUVs. “It’s largely macro-economics and interest rates. It’s the fact that electric cars are a little bit more expensive than their gasoline counterparts.

“And I think the main reason for that is that there hasn’t been sufficient focus on high-tech driving efficiently so you can drive further with less battery. Why are we able to offer to Lucid Air for $69,900 and that it only has an 88-kilowatt battery pack and yet we have a 419-mile range and no one else has that range? That’s the enabler.”

Lucid empathizes its vehicles, the Air, Gravity and performance-topping Sapphire, with discussions of the “human experience.” One feature is called Sanctuary. It’s a mode for non-driving when the vehicle’s screens display iconic California nature scenes matched with mood music, a massage feature and upgraded LED lighting. It’s car zen.

The upstart manufacturer also has a feature called “Digital Detox.” It’s the ability to disengage Lucid’s technology wonders or as a Lucid spokesman said “to remove too much tech for when less is more.”

Like other now-defunct EV manufacturers, Lucid’s legacy could have been brief. But since April 2019 it has been majority-owned by the Public Investment Fund (PIF). It’s the sovereign wealth fund of Saudi Arabia that also owns and operates many businesses including LIV Golf, the fledgling challenger to the PGA Tour.

Just like during the rest of his candid and animated presentation, Rawlinson offered unasked:

“I just want to be clear; we’re here to stay. We have two key differentiators. We’ve got the best EV technology in the world, and it’s widely recognized. And we’ve got great financial support from the PIF. That’s two big differences.

“It’s all just driving down that cost with all that we’ve learned about range and efficiency. What we’ve seen normally is a company that’s in a niche for an expensive class of EV vehicles. We currently very much appreciate our current customer base. But that’s not the vision of the company. That’s not the mission.”

James Raia, a syndicated automotive columnist in Sacramento, is the founder and senior editor of www.theweeklydriver.com. It includes signups for a free newsletter and podcast. E-mail: james@jamesraia.com.

But the enduring Odyssey should be more fairly recognized. It’s among the industry’s most versatile vehicles.

Largely unchanged since the current generation debuted in 2018, the Odyssey is ideal for a family of one seeking a high-sitting, confident vehicle with plenty of space for friends, work equipment or leisure stuff. The three-row van also drives like a car and has a cavernous interior for a large family or even a sizable youth team.

Unveiled 30 years ago, the Odyssey is now in its fifth generation and is among a small, re-emerging segment that includes evolving competition. The category includes the Chrysler Pacifica and its hybrid sibling, the Kia Carnival, the Toyota Sienna, the Chevrolet Traverse and the new VW ID Buzz.

The 2024 Odyssey is available in EX, EX-L, Sport, Touring and Elite trim levels, all with seating for seven. A 3.5-liter V6 engine with 280 horsepower is matched with a 10-speed automatic transmission with front-wheel drive.

All trims have a healthy standard features list, with the reviewed Elite model offering eight features its siblings don’t have. The list: rain-sensing wipers, power-folding and auto-dimming exterior mirrors, a hands-free power liftgate, sound-reducing side and rear window glass, heated steering wheel, ventilated front seats, a wireless smartphone charging pad and an 11-speaker premium audio system.

The XL trim enhances the comfort and convenience offerings with an in-cabin intercom system and rear-cabin camera monitoring system. Rear-seat occupants can enjoy an entertainment system with a 10.2-inch screen, Blu-ray player and wireless headphones.

But also consider the base EX trim. It’s stocked with equipment not offered in some competitors’ top-line trims. Consider: LED headlights and foglights, heated exterior mirrors, triple-zone automatic climate control, second-row sunshades and compatibility with Apple CarPlay and Android Auto.

Safety has long been a Honda strength. The Odyssey follows the brand’s reputation, forward-collision warning with automatic braking to lane departure mitigation and lane centering system to a blind-spot warning.

Minivans’ forte is versatility, not performance. The Odyssey advances from 0 to 60 miles per hour in 6.8 seconds. It’s the segment’s standard effort. Gas mileage averages are 19 miles per gallon in city driving, 28 mpg on the highway. It may be the van’s only disappointment. With hybrids faring far better than gas-only models, Honda needs to improve its fuel efficiency.

The Odyssey’s versatility is defined by its comfort and configuration. Second-row seats slide forward, back and sideways, opening up lots of space when needed. Larger items will likely only fit if the second-row seats are removed, an inconvenient task. They maneuver well but are heavy. Honda calls the configuration, “Magic Seats.” But each seat weighs 68 pounds.

On the contrary, both rear doors open efficiently with a single push of the handle or via the key fob. The interior space is cavernous, large enough for standard sheets of plywood or a futon for a makeshift sleeping area.

The Odyssey’s best feature is the drive. The van’s high seating gives the driver a secure perch with great road visibility. Passengers ride comfortably. Road imperfections are handled smoothly, making the experience not too dissimilar from cruising along in a town car.

Honda makes superior vehicles, but it also remains adamant about offering its long-standing 3-year, 36,000-mile warranty. The Kia Carnival has the manufacturer’s 10-year, 100,000-mile policy.

The variance isn’t a dealbreaker. The top-line Odyssey is about a $51,000 purchase and it will serve a family of any size well.

James Raia, a syndicated automotive columnist in Sacramento, is the founder and senior editor of theweeklydriver.com. It features a free newsletter and podcast. Email: james@jamesraia.com.

Some functions have been amended, but the concept remains much the same. The transmission sits behind the front axle, paired with a horizontally opposed engine. The side-to-side symmetry connects the entire powertrain, helping efficiently distribute power to all four wheels.

The 2024 Subaru Crosstrek continues the compact sport utility vehicle introduced in 2012 as the successor in the United States and Canada to the Subaru Outback Sport. The Wilderness trim debuts the vehicle’s third generation and with further leanings toward off-road adventures.

For Subaru, the Wilderness trim means a lifted suspension with more than a half-inch higher ground clearance to 9.3 inches. All-terrain, 17-inch tires are now standard and the manufacturer has added more rugged design features. The optional manual transmission has been jettisoned with all models now available only with a continuously variable transmission. The Wilderness also has an eight-speed manual shift mode with steering wheel paddle switches.

Much of the rest of the 2024 Crosstrek remains the same as last year’s model. Standard engine options are the base 2.0-liter, four-cylinder with 152 horsepower and a 2.5-liter with 182 horsepower. The EPA mileage estimates are 25 miles per gallon in city driving, 29 mpg on the highway, with variances depending upon trim level.

Subaru also emphasizes safety in its vehicles (what carmaker doesn’t?). But there are plenty of reasons the manufacturer is a long-time favorite among professional skiing, cycling and other mountain sport teams and recreational participants. The carmaker calls its safety system EyeSight. The standard driver-assistance feature bundle includes automated emergency braking, lane-departure warning with lane-keeping assist and adaptive cruise control.

Additional features: a tire pressure monitoring system with individual tire display and automatic individual wheel ID registration, a USB-A input/charge port and 3.5 mm auxiliary input jack in the front center console, keyless access with push-button start, LED headlights, LED rear gate light and raised ladder-type roof rails.

Convenience features: a 12-volt power outlet, 60/40 split fold down rear seatbacks, dark tint privacy glass, dual-pinion electric power assist steering, dual zone automatic climate control and incline start assist.

A worthy option package ($2,245) features 10-way power driver’s seat with two-way adjustable lumbar, power moonroof, blind-spot detection and lane-change assist with rear cross-traffic alert and heated front seats, mirrors and wipers.

What Subaru isn’t known for is luxury and performance, which is fine. The utilitarian interior makes sense for the majority of consumers buying the vehicle. While leather seating is available, is it practical for families carrying recreational equipment and the family dog?

Subaru reports it has improved its vehicles’ seating design and is using better materials and a new cockpit configuration. It has also added additional sound-deadening materials. The overall look stresses practicality, with deep pockets for water bottles and other necessities. The cargo area offers 20 cubic feet of space with the rear seats up, 55 cubic feet.

Performance is touted by many manufacturers and Subaru makes sports cars with impressive acceleration. But the majority of the lineup can’t claim much more than adequate advancement.

The Subaru Crosstrek, in any of its trims and engine configurations, will get wherever its drivers wish. But it will take its time. The Wilderness advances from 0-to-60 miles per hour in 8.6 seconds, a sluggish effort even among its peers in the off-road, modestly priced family vehicle segment.

Regardless, the new Subaru is one of the industry’s best values. It costs $35,560 as reviewed, a bargain at about $10,000 less than the average price of a new car in the United States.

James Raia, a syndicated automotive columnist in Sacramento, is the founder of the website theweeklydriver.com, online since 2004. It features new car reviews, industry news and a free newsletter and podcast. E-mail: james@jamesraia.com.

But any sense of logic, practicality or value doesn’t likely have relevancy to potential sport utility buyers. The “Label Red” is for car owners who want something the neighbor likely doesn’t have. The carmaker announced only 500 of the vehicles will be made globally in its 2024 model. It’s BMW’s venture into rarities.

Power is the new BMW’s main attraction. The sport utility vehicle features a 4.4-liter, 577 horsepower, twin-turbo DOHC, 32-valve V-8. There’s also a 194 horsepower electric motor that vaults the total horsepower to 738. The result: the Label Red advances from 0-to-60 miles per hours in 3.8 seconds. The exhaust note is more grind than growl. The drive is all BMW. It’s stiff and confident. Fuel efficiency is 14 miles per gallon; the electric motor achieves 46 mpge.

Even the manufacturer realizes its performance-overload vehicle’s absurdity. It promotes the Red Label with a creative writing lesson:

“The BMW XM Label Red responds to the needs and desires of a global target group of individualists — customers with a taste for extrovert lifestyle and a passion for ultimate performance in a car reaching beyond traditional conventions.”

Sales of the Label Red began in April, with BMW targeting the United States, Middle Eastern and China as top sales producers.

The exterior look is classic BMW, an all-around, sturdy-looking design. Most prominent is the split-kidney-shaped grille. It’s unique with a red trim, but the style looks like two nostrils smelling something unpleasant.

For BMW purists, available paint colors will add to the appeal. There are one solid and eight metallic variants. Customers can also choose from more than 50 BMW individual special paint finishes, including turban green, petrol mica metallic, anglesey green metallic and sepia metallic.

One option, the reviewed black-red pattern, further individualizes the vehicle. It has a distinctive three-dimensional headliner. The trim for the body pillars have black surfaces. Upper sections of the backrests and head restraints are diamond-shaped in red.

Red contrasting stitching is also used on the driver and front passenger and outer rear seats, instrument panel, center console, door trim and air vents. An “XM” badge below the control display and an interior trim strip carbon fiber in satin effect with red and blue accents further distinguish the limited edition.

As a top-line performance SUV, BMW has loaded up the Label Red with safety features. Standard equipment includes six-piston, fixed-calliper brakes at the front and single-piston and floating-calliper units on the rear wheels. Two pedal feel settings and an adaptive suspension with controlled damper and active roll stabilization are featured.

The BMW XM Label Red also features a host of driving assistance — front collision warning, lane departure and evasion assistance, active cruise control and parking assistant.

Multifunction seats, knee pads, a curved display panel, head-up display, a sports-styled selector lever and control panel are positioned on a center console. The “M Hybrid” button selects desired different driving modes. A setup button provides direct access to the configuration of the powertrain, chassis, steering, braking system and M xDrive.

The leather steering wheel has trim elements in black chrome. Plus M buttons, gearshift paddles with carbon inlays with and a boost mode symbol on the left-hand shift paddle are all in red.

Nothing about the limited edition is subtle. A Bowers & Wilkins surround sound system with 1,475-watt amplifier and four additional speakers in the roof area is a $3,400 option. Further technology: a cloud-based BMW Maps navigation system, Apple CarPlay and Android Auto and a personalized BMW ID functionality.

The new beast is expensive, $191,895 as reviewed. It’s another all-too-familiar BMW trait.

James Raia, a syndicated automotive columnist in Sacramento, is the founder and senior editor of theweeklydriver.com. It features a free newsletter and podcast. Email address: james@jamesraia.com