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Walk onto any used car lot in America this week and count the SUVs sitting in the back row with two reduced stickers stacked on the windshield. I did it on Saturday at three lots within 10 miles of my shop. I counted 14.
Every single one of them was built before manufacturers decided every SUV needed a turbocharger that fails at 90,000 miles, a touchscreen that freezes in cold weather, and a transmission that costs $9,000 to replace. The salesman walked past every one of those SUVs without a glance. He was steering an elderly couple toward a $45,000 crossover with cloth seats, a three-cylinder turbo, and a step-in height that required the woman to grab the door frame with both hands. I watched her struggle into that vehicle, and I knew right then I had to make this video.
I have been a mechanic for 23 years. I have watched the SUV market change from honest, simple, durable family vehicles into overpriced rolling computers that bankrupt their owners in the driveway. The SUVs I'm about to show you are the ones I tell my own mother to drive.
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Lower step-in, simpler engines, real V6 power, no software updates, built for a real human body, not a marketing brochure. Today, I am counting down five dirt-cheap SUVs that nobody is buying right now, and every single one of them will outlast a brand new SUV off the showroom floor at a third of the price. I am saving the best for number one because that SUV, in my professional opinion, is the single best used SUV on the market for any driver over 60. So, stay with me till the end.
Starting at number five is the SUV most people drive past on the lot and don't even register exists. The second generation Ford Escape from 2008 to 2012 comes with either the 2.5 L four-cylinder [music] or the 3 L Duratec V6.
Last spring, a customer named Carl came into my shop. He was 67, recently widowed, [music] and he needed something to haul his grandson's hockey gear. He had $5,500. I sent him to look at a 2010 Escape XLT with the 2.5 L four-cylinder, 102,000 mi, listed at $5,200. He drove it home that afternoon. He has put 14,000 mi on it since. Total repair costs in 12 months were one battery and two oil oil changes. He told me last month that getting in and out of it is the easiest of any vehicle he has ever owned.
Here is what is under the hood that matters. The 2.5 L Duratec four-cylinder is the same engine family that powers the Ford Ranger and the Fusion. Naturally aspirated, port fuel injected, timing chain, not a belt, no turbocharger, no direct injection, no variable cam phasers waiting to fail. Pre-EcoBoost is the magic word here. Ford had not yet decided to put a turbo on everything, which means this generation of Escape is dramatically cheaper to live with than anything Ford builds today. RepairPal rates this generation Escape at four out of five for reliability. The average annual repair cost is about $600. But in my shop, the real-world cost is closer to $350 a year.
Here's your inspection checklist. First, check the rear subframe and the cradle mounts for rust because Escapes from salt states corrode there first. Second, look at the throttle body for carbon build-up because they get gummed up around 90,000 mi. A cleaning runs about $80. Third, test the transmission shift quality between second and third gear. Pro tip, skip the hybrid version entirely. Battery pack replacement runs $4,000 and at this price point you cannot absorb that hit.
Who should buy this Escape? Anyone who needs the cheapest senior-friendly SUV on the market with a low step-in and a real cargo hatch. Who should skip it? If you tow more than 3,500 lb >> [music] >> or you live somewhere with deep snow, this is not your SUV.
Number four is the SUV that built Honda's entire crossover empire and that nobody under 40 is shopping for right now. >> [music] >> The third generation Honda CRV 2007 through 2011 with the 2.4 L K24 four-cylinder.
A few months ago, a retired nurse named Diane came into my shop. She was 70. Her husband had passed 2 years earlier and she was still driving his old Pilot, but she could no longer reach the tailgate. Her budget was $9,000. I sent her to look at a 2010 CRV XL with 88,000 mi, leather and heated seats listed at $8,400. She paid it. 18 months later, she has driven it 22,000 mi. Total repairs, one oil pan gasket at $180 and one set of brake pads.
The 2.4 L K24 is one of the most over-engineered four-cylinder engines Honda has ever produced. Same engine family as the Accord, the Element and the Acura TSX. 190 horsepower. >> [music] >> Port fuel injection. Timing chain. No turbocharger. No direct injection. Paired with Honda's proven five-speed automatic, I have personally seen this powertrain cross 280,000 mi with nothing more than oil and filters. >> [music] >>
But, here is what really makes this SUV special for a senior driver. The doors open nearly 90°. The seat-to-ground height is right around 19 in. And the A-pillars, those front pillars that block your view on so many modern SUVs, are narrower on this generation CRV than on almost anything in its class. For an older driver worried about blind spots and parking lot visibility, >> [music] >> this is enormous.
Repair Pal rates the third generation CRV at 4.5 out of five for reliability, one of the highest scores ever given to any compact SUV. Average annual repair cost is about $407. In my shop, real-world cost is closer to $300 a year.
Here is your inspection checklist. First, check the rear differential fluid on all-wheel drive models because Honda real-time all-wheel drive uses a special dual pump fluid that needs changing every 30,000 mi, and 90% of owners skipped it. Second, inspect the air conditioning compressor [music] because replacement runs about $700. Third, listen for a rattle on cold start. >> [music] >> That is the VTC actuator. 3 seconds is normal. Anything longer is a $400 repair. Fourth, my pro tip, get the EXL trim. The leather is easier for older skin to slide on, and the power driver seat is non-negotiable for any senior buyer with back issues.
Who should buy this CRV? Anyone wanting Honda Pilot reliability without Pilot bulk. Anyone with a tight garage. >> [music] >> Anyone who values visibility over horsepower. Who should skip it? If you regularly drive mountain country with a fully loaded vehicle, >> [music] >> the 190 horsepower can feel strained.
If you want more videos like this, do me a favor and hit subscribe. [music] I put out videos every week breaking down the vehicles dealerships hide from senior buyers. Now, back to the countdown.
Because number three is where this list [music] stops being polite and starts getting serious. Number three is not a crossover. It is a body-on-frame truck platform, an indestructible tank that Toyota built for 15 years and then quietly stopped trying to improve because there was nothing left to improve. The fourth generation Toyota 4Runner from 2003 to 2009 with the 4 L V6.
A retired contractor named Frank came to my shop two years ago. He was 73. He refused to give up his old Chevy Tahoe even though climbing into it had become dangerous. His daughter brought him in. His budget was $13,000. I found him a 2007 4Runner SR5 V6, two-wheel drive, 134,000 mi listed at $12,400. He sat in it and said, "I forgot SUVs could feel like a car." That was two years ago. He's at 161,000 mi now. Total repairs were a serpentine belt and two oil changes a year.
The 1GRFE 4 L V6 is the same engine family that powers the Toyota Tacoma, the FJ Cruiser, and the Lexus GX. 236 horsepower, naturally aspirated, port fuel injected, >> [music] >> timing chain, aluminum block with iron cylinder sleeves paired with the A750E five-speed automatic, which is the same transmission family Toyota uses in the Land Cruiser. It does not break, period. And underneath it all is a real ladder frame, the kind they used to put under every truck before manufacturers decided cars were SUVs, too.
Repair Pal rates the 4Runner at four out of five for reliability. Average annual repair cost is about $514. In my shop, working on the V6 specifically, real-world cost is closer to $300 a year. I have personally watched a 2005 4Runner cross 340,000 mi on its original drivetrain.
Here's your inspection checklist. First, check the lower ball joints because there was a recall campaign on earlier models. Confirm the replacement work was actually performed. Second, inspect the frame at the rear spring perches [music] because 4Runners from salt states rust there first, and rust can turn the frame into scrap. Third, test the rear hatch glass because the power window in the hatch is known to fail. Fourth, pro tip, get the SR5 V6 in two-wheel drive. [music] The V8 trim sit 4 in taller, and the V6 will outlive you regardless.
Who should buy this 4Runner? Anyone who tows a small camper. Anyone in a rural area. Anyone who values this thing will run forever over fuel economy. Who should skip it? If you live in a tight city garage, it's nearly 16 ft long. And if fuel economy matters, the V6 returns about 19 mi per gallon combined.
Number two is the SUV I would buy myself if I retired tomorrow and only had $15,000 to spend. The Lexus GX 470, 2003 through 2009. And before you say a Lexus out of your budget, stay with me because that is exactly what the dealership is counting on you to think.
A retired airline pilot named Jim came to my shop last year. He was 69. His knees were destroyed from 40 years of climbing in and out of cockpits. His budget was $15,000. I found him a 2008 GX 470 with 112,000 mi, leather, heated seats, three rows, listed at $14,200. He bought it that afternoon. Three months later, he texted me. I am quoting him exactly. This is the nicest vehicle I have ever owned and I have owned BMWs. He has put 31,000 mi on it since. Total repairs in 14 months, one steering rack boot.
Here is the engineering secret [music] nobody talks about. The Lexus GX 470 is mechanically a Toyota Land Cruiser Prado with a Lexus badge and a nicer interior. Same ladder frame, same drivetrain. The 2UZ-FE 4.7 L V8 under the hood is the exact same engine that powers the Toyota Land Cruiser 100 series and the original Tundra. It is on the short list for the most reliable V8 ever produced by any manufacturer. 235 horsepower and 320 lb feet of torque from idle. Tow 6,500 lb. Iron block, iron cylinder sleeves, naturally aspirated, port fuel injected. This is the engine that built [music] Toyota's reputation in the Australian Outback and the Middle East.
RepairPal rates the GX [music] 470 at four out of five. Average annual repair cost is about $622. In my shop, real-world cost on the drivetrain itself is closer to $400 a year. The drivetrain cost me nothing. >> [music] >> The cost comes from one specific thing, which I will tell you about right now.
Here's your inspection checklist. First, and this is the big one, test the rear air suspension. Turn the key and listen for the compressor running too long. Park the vehicle overnight and check if the rear is sagging in the morning. The air suspension is the only real weakness on this otherwise indestructible vehicle. Replacement airbags run about $1,400 per side at a shop, or you can convert to coil springs for about $800 total and never think about it again. Factor that into your offer. Second, check the timing belt service history because the 2UZ-FE engine uses a belt, not a chain, and the interval is 90,000 mi. If there is no proof of service, budget $800. Third, inspect the rear hatch hinges because they corrode and the hatch can start to sag. Fourth, >> [music] >> a pro tip, find one where the previous owner already converted the air suspension to coil springs. You will save yourself the headache and the previous owner already ate the cost.
Who should buy this GX470? Anyone who wants Land Cruiser engineering for half the price. Anyone who tows. Anyone who wants a genuine luxury cabin without paying genuine luxury repair bills. Who should skip it? If you cannot set aside $1,500 in the first year for the air suspension conversion, get the 4Runner at number three instead. Same bones, nothing to worry about.
And now, here it is, number one, the second generation Toyota Highlander from 2008 to 2013 with a 3.5 L V6. And I want to be very specific here. Not the hybrid, the regular V6. This is the SUV I would buy for my own mother tomorrow if she asked me what to drive for the next decade and wanted to spend the absolute minimum amount of money on repairs.
A retired school teacher named Patricia came to my shop 2 years ago. She was 71. She had just had her second hip replacement and her son drove her in because she could no longer get out of her old Ford Explorer without help. Her budget was $13,000. I found her a 2011 Highlander [snorts] Limited V6 with 91,000 mi. Leather, three rows, heated seats, listed at $12,800. The day she picked it up, she sat down into the driver's seat and stayed there for 30 seconds without saying a word. Then she looked at me. She said, "I just sat down. I didn't climb. I didn't pull. I just sat down." That was 2 years ago. She is now at 124,000 mi. Total repairs in 2 years, one cabin air filter, two oil changes a year, and one battery. [music] She told me last month she is planning to drive it until she stops driving.
Here is what makes this Highlander the king of this list. The 2GRFE 3.5 L V6 is the exact same engine family that powers the Lexus RX 350, the Toyota Venza, and the Toyota Sienna minivan. The most produced and most proven V6 in Toyota's entire history. 270 horsepower, naturally aspirated, port fuel injected, timing chain, paired with the U660E 6-speed automatic, which has been refined across millions of miles of fleet service. The step-in height is 19 in, the lowest of any three-row SUV ever produced. It tows 5,000 lb. The A-pillar geometry was specifically revised in this generation for better forward visibility. >> [music] >> And Toyota's internal engineering target for that revision was the buyer over 60. They built this vehicle for the senior market on purpose. And it is a unibody, not body-on-frame, which means it rides like a Camry, but is shaped like an SUV.
RepairPal rates the second generation Highlander at 4.5 out of five for reliability, among the highest scores of any mid-size SUV ever rated. Average annual repair cost is about $489. In my shop, real-world cost is around 300 T, you see, $20 a year. Multiple owners I work with have crossed 250,000 mi on factory drivetrains with nothing but routine maintenance.
Here's your inspection checklist. First, and this is the critical one, check the VVTI oil line. Some 2008 through 2010 models had a rubber section in the oil line that could fail catastrophically. Toyota issued a recall and replaced it with a steel line. Open the hood and look at the line on the top driver side of the engine. If you see rubber, the recall work was never done. Factor $300 into your offer. Second, check for water intrusion in the rear cargo area because the rear hatch seal fails on these and can soak the spare tire well. Third, test the third-row seat folding mechanism. They get sticky around 100,000 mi, though WD-40 usually fixes it. Fourth, my pro tip. Find a 2011, 2012, or 2013 in the limited trim. Those years got the upgraded transmission programming, the better leather, and the memory seat function, >> [music] >> which is the single most important comfort feature for any senior buyer who shares a car with a spouse.
Who should buy this Highlander? Anyone over 60 who has been told they need to give up SUVs because of mobility issues. Anyone wanting three rows of seating without the full-size SUV step in. Anyone who wants to spend money on a vehicle one time, drive it for 10 years, and not think about it again. Who should skip it? If you need to tow over 5,000 lb, get the 4Runner. For everyone else over 60, this is the answer.
So, there it is. Five SUVs the market has completely forgotten about, and every single one of them was built right for a senior driver. The Ford Escape, the Honda CRV, the Toyota 4Runner, the Lexus GX 470, and the king of this list, the second generation Toyota Highlander. None of these SUVs will impress your neighbors. None of them have heated steering wheels or 12-in touch screens. What they have is something the modern SUV industry has completely forgotten how to build. Real engines, real engineering, a seat your body can actually find without help. Next time a salesman tries to walk you toward a $45,000 crossover with cloth seats and a four-cylinder turbo, you will know exactly what to do. Walk to the back of the lot and find one of these forgotten SUVs instead.
If you want to see which used pickups I tell my own father to buy for the same reasons, I made a video on that. It is right here. 23 years of pulling wrenches has taught me one thing. The vehicles the market ignores are usually the ones senior drivers should be buying. Like the video if it helped. Subscribe for more honest car advice. Take care of your car and it will take care of you. I'll see you in the next one.