Mercedes is expanding its electric vehicle lineup rapidly, due to the goal of providing a “Carbon Neutral” model lineup by 2039, with the latest plug-in offering possibly its most important being that it’s the gateway into three-pointed star EVs.
When (or if) the EQA is sold into the Canadian market (we shouldn’t expect it before calendar year 2022), it will most likely be Mercedes’ most affordable EV. Designed to slot below the EQC, which was originally scheduled to launch later this year but will likely arrive next year, the EQA will initially combine for a three-way EV lineup topped off by the full-size EQS luxury sedan and SUV variant (although the EQE sedan and SUV are expected to join below the EQS models, these targeting Tesla’s Model X and Audi’s E-Tron and E-Tron Sportback).
Mercedes is obviously targeting the Tesla Model S, Porsche Taycan, and Audi E-Tron GT Quattro with the latter (or maybe more so with the upcoming EQE sedan), as well as the Tesla Model Y and Jaguar i-Pace with the EQC, whereas only the Volvo XC40 Recharge competes directly with the EQA (and to some extent the BMW i3), allowing a fairly open market in the electrically-powered subcompact luxury SUV market segment. This could change in the next year or so, however.
According to Mercedes-Benz Canada President and CEO, Brian Fulton who was addressing journalists attending the Montreal International Auto Show in January of 2019, the EQS, EQC and this EQA model will initiate a 10-model EQ lineup of new EVs, with one of the others including an EQB (based on the GLB subcompact SUV).
While the EQC’s dual electric motors produce 300 kilowatts (402 horsepower) and 564 lb-ft of torque, the smaller EQA’s initial 250 trim line will offer a single electric motor with 140 kW (188 hp), focusing more on efficiency than performance. A more capable performer is expected to make approximately 200 kW (268 hp) through a second electric motor driving an opposing set of wheels, this resulting in all-wheel drive. A thin battery gets spread out below the floor in order to maximize interior space, enhance weight distribution, and lower the model’s centre of gravity to optimize handling.
Of utmost importance, the EQA’s range is said to be about 500 kilometres on a single charge (depending on the model chosen), based on Europe’s somewhat optimistic NEDC and WLTP standards (we should expect this number to be downsized when the EQA hits North American markets).
Making the most of stored electricity, the EQA will utilize an intelligent navigation system that plots out the most efficient routes possible after calculating real-time traffic information, as well as terrain, weather conditions, driving style, and charging requirements.
Further aiding efficiency, Mercedes has incorporated a standard heat pump to channel the warmth generated from the EQA’s electric powertrain into the passenger compartment. Eco Assist aids battery usage too, while plenty of advanced driver assistive systems and electronic safety technologies have been designed to protect everyone onboard.
While most might think Mercedes used one of its wind tunnels to perfect the EQA’s impressive 0.28 drag coefficient, the reality is that such aerodynamics were achieved digitally, a first for the German carmaker. Therefore, the EQA’s smooth exterior shell with nearly flush headlights and grille, plus its arcing coupe-like roofline, wind-cheating alloys, and almost completely enclosed underbelly were the result of computer simulations.
Just the same, there’s no denying the EQA’s GLA-Class roots. The new electric shares architectural hard points with Mercedes’ smallest gasoline-powered SUV, just like the brand’s other EQ models utilize the underpinnings of their similarly named counterparts.
Mercedes has added blue accents to the headlight clusters for a bit more personality, while an LED light strip visually connects those lenses with daytime running lamps that span across the grille. The theme gets used similarly for the SUV’s hind quarters too, which show organically-shaped LED taillights visually connecting through a narrow reflector that spans the back hatch.
Inside, the EQA should look familiar to anyone who’s experienced a modern-day Mercedes model. The instrument panel is highlighted by the automaker’s dual-screen MBUX display, featuring a digital primary instrument cluster to the left and an infotainment touchscreen on the right, the latter controllable via a touchpad and buttons on the lower centre console as well. Together with such systems’ normal functions, the two EQA displays will feature a bevy of EV-specific graphic interfaces.
Just like with its gasoline-powered models, Mercedes also integrates ambient lighting to highlight key interior design elements in the EQA. Materials quality should be up to par as well, while an optional rose gold trim package should match similarly coloured smartphones.
Although Mercedes’ EQA is not yet available for purchase, those wanting an efficient subcompact luxury SUV should consider the brand’s GLA-Class, which is currently being offered with up to $1,000 in additional incentives, or if you can still manage to find a new 2020 model (2020 was a rough year for car sales after all) you may be able to save up to $5,000 in additional incentives.
To find out more, visit our 2021 Mercedes-Benz GLA Canada Prices and 2020 Mercedes-Benz GLA Canada Prices pages, plus remember that a CarCostCanada membership can provide yet more savings from factory rebates (when available), manufacturer leasing and financing deals (when available), and always available dealer invoice pricing that can save you thousands when negotiating your deal. Check out how easy the CarCostCanada system is to use and how affordable it is, plus be sure to download the free CarCostCanada app from the Apple Store or Google Play Store.
I want a new Blazer. Yah, you heard me right. There’s just one problem. The Blazer I want is a 4×4-capable compact/mid-sizer capable of going toe-to-toe with Ford’s new Bronco and Jeep’s legendary Wrangler, not an all-wheel drive soft-roader designed primarily for hauling kids. Fortunately for Chevy, most buyers want the latter, resulting in the new Blazer crossover being very popular.
Granted, General Motors’ best-selling bowtie brand would’ve had a hit on its hands if they’d called it something else, like Malibu X. Ok, that last comment, while mostly true, was a jab right into the solar plexus of the just-noted blue-oval brand that once did something near identical with its mid-size Taurus nameplate, which just happened to share underpinnings with their renamed Freestyle crossover SUV. In all seriousness, though, I would’ve rather seen Chevy bring out a new Colorado-based SUV wearing the Blazer badge than anything riding on the back of GM’s mid-size platform (although the Blazer’s C1XX architecture is actually a somewhat modified crossover variant of the Malibu’s E2XX platform). Now, if GM has a change of heart, wanting to take advantage of rough and rugged 4×4 popularity, they won’t be able to use the classic Blazer nameplate. At least Jimmy is still available for GMC.
The General has made a lot of mistakes in the past and this latest misnomer may one day be perceived as a significant missed opportunity that simultaneously sullied a once-great name, but for now the majority of thirty- to forty-something parents buying this new five-seat Chevrolet will be happy it looks like a bulked-up Camaro (and wasn’t actually named Camaro… ahem, another knock on Ford that dubbed its two-row crossover SUV the Mustang Mach-E) and leave it at that.
The RS I spent a week with is the most Camaro-like trim of the lot, particularly in red. Like it or lose it, this SUV is an attention-getter. This said, no one should expect its rectangular dual exhaust to bark like a ZL1, let alone an LT1 with the upgraded V6. What’s more, the Blazer’s spin on Chevy’s 3.6-litre V6 doesn’t put out the Camaro’s 335 horsepower and 284 lb-ft of torque either, but in this fairly staid consumer-driven category its 308 horsepower and 270 ft-lb of torque is impressive. It manages a zero-to-100 km/h sprint of 6.5 seconds too, and while this is half-a-second off Ford’s Edge ST, at least the Chevy looks quicker.
The Blazer boasts an extra forward gear as well, counting in at nine compared to eight for Ford’s mid-size alternative, while both use all-wheel drive systems that are best kept on pavement, or light-duty gravel at worst.
Not all Blazers receive this upmarket V6, by the way, with lesser trims incorporating GM’s 2.0-litre turbocharged four-cylinder that also comes in the base Camaro. Can you see a pattern here? Like the V6, the base Blazer’s output is detuned from the sporty muscle car’s, making 227 horsepower and 258 lb-ft of torque instead of a respective 275 and 295, but that’s better than the U.S.-spec base model’s naturally-aspirated 2.5-litre engine that only manages 193 literal ponies and 188 lb-ft (ok, they’re not literal ponies, but they’re much smaller horses). As for the Edge, it’s base 2.0-litre turbo-four makes 250 horsepower and 275 lb-ft of torque in both markets, which is what we’d call competitive.
The Blazer’s nine-speed autobox mentioned a moment ago doesn’t include steering column-mounted paddle shifters, even in this sporty RS trim line, but Chevy does include a thumb-controlled rocker switch directly on the shift knob, which isn’t any more engaging than pushing a gear lever to and fro. At least the transmission is a soothingly smooth shifter, if not particularly quick about the job at hand. Yes, once again this Blazer RS is no Camaro crossover, in spirit at least, but it’s highly unlikely the majority of its buyers would drive it like it was stolen, so it’s probably a moot point.
More importantly, this SUV is easy on fuel. Chevy claims estimated mileage of 13.1 L/100km city, 9.4 highway and 11.4 combined for this V6-powered version, achievable because its part-time all-wheel drive system pushes all of its power to the front wheels when extra traction isn’t required. When needed, simply rotate a console-mounted knob from x2” to “x4” and Bob’s your uncle. The same dial can be used to select sport mode as well, or for that matter a towing mode.
With the former mode chosen, the Blazer RS really moves off the line, almost completely fulfilling the promise made by its fast-when-standing-still styling. If only the nine-speed automatic’s response to shifts was quicker, the smooth and comforting transmission needing more than two seconds to set up the next shift. I suppose it’s more fun to row through the gears than the majority of CVTs, but only just. It kicks down well enough for passing procedures, and there’s plenty of power and torque afoot, so the engine makes up for the gearbox once engaged. Even better, the Blazer RS handles.
Yup, this SUV can snake through corners with ease, with some thanks to the sizeable 265/45R21 Continental CrossContact all-season tires attached to the ground below. I made a point of seeking out some favourite curving riverside two-laners and a relatively local mountainside switchback to be sure of its capabilities, and was rewarded with confidence-inspiring poise under pressure. Even when pushing harder than I probably should have, the Blazer never deviated from my chosen lane and hardly seemed to lean much at all. Even more important in this class, suspension compliancy was just right, always smooth and comfortable and never harsh.
Comfort’s where it’s at in this mid-size SUV segment, and to that end Chevy has done a good job finishing off the Blazer RS interior. Style-wise it’s no walnut-laden, camel-coloured leather luxury ute, but instead once again does its best impersonation of a tall, five-seat Camaro. Of course, I only mean that when it comes to interior design, as this Chevy RS is a lot more utile than any 2+2 muscle car, thanks to generous front and rear seat room for all sizes in all seating positions. It’s cargo area is accommodating too, complete with 60/40 split-folding rear seatbacks to expand on its usefulness when needed.
As far as luxury accoutrements go, Chevy made sure to infuse the cabin with padded surfaces aplenty. Most composites and leathers were in a dark anthracite bordering on black, with red being the highlight colour, as if you couldn’t have guessed without looking inside. I say most composites because the design team chose to ring each dash-mounted air vent with a red bezel, the bright splash of colour at least not clashing with the red and blue heating and cooling arrows positioned nearby. There’s a tiny drop of red plastic on the gear shift lever too, providing a backdrop to the “RS” logo, and no shortage of red thread throughout the rest of the cabin, not to mention some red dye visible through the leather seats’ perforations. It all looks appropriately sporty, with fit, finish and materials quality that matches most others in the segment.
I will give a special nod to Chevy’s mostly digital primary gauge cluster and centre-mounted infotainment display, however, which are a touch above most rivals. The former, which includes an 8.0-inch multi-information display at centre, features stylish, tasteful graphics and plenty of bright colours, plus clear, high-resolution screen quality, and a solid collection of useful functions. Over to the right, the infotainment display is a touchscreen for easy use, especially when using smartphone/tablet-like tap, swipe and pinch finger gestures, and once again its graphically attractive and filled with functions, such as Android Auto, Apple CarPlay, accurate navigation, a good backup camera, etcetera.
The RS comes equipped with some other notable features too, such as a big panoramic glass sunroof up above, a heated steering wheel rim and heatable front seats, dual-zone automatic climate control, a hands-free powered liftgate, a sportier front grille, and 99.9-percent of its exterior chrome trim replaced by glossy black (the “RS” logo gets trimmed in metal brightwork for tradition’s sake).
After everything is said and done, Chevy’s Blazer RS will either make you race over to the brand’s website to deliberate over colours before checking out local dealer sites in order to see what’s in stock, or leave you questioning how the heartbeat of America could’ve missed such a great opportunity to bring back a real off-road capable SUV. Sure you can still step up to a full-size Tahoe or Suburban, both worthy 4x4s in their own rights, but something smaller to compete with the Broncos, Wranglers and even the Toyota 4Runners of the world would’ve been nice… and smart.
Style. Some have it, and others just don’t. A small handful, on the other hand, are not only in style, but in fact set the trends. Audi has long been one such brand, often lauded for its leadership in design and execution, while the new Q8 has become one of the automaker’s key style-setters.
While hardly an initiator in the SUV coupe category, the Q8’s edgy lines and sleek, low-slung profile has certainly made up for lost time. As you may already know, it shares hard points with a number of other Volkswagen group crossover utilities, namely Porsche’s Cayenne Coupe and Lamborghini’s Urus, while its MLB platform underpinnings can be found in Audi’s own Q7, plus the regular Cayenne, Volkswagen’s Touareg (in other markets) and at the other end of the spectrum, Bentley’s Bentayga.
This means that along with its dashing good looks it’s an SUV that can run with the best in the industry, and believe me the Q8 can hold its own on a curving backroad. The Q8 plays alongside BMW’s X6 and Mercedes’ GLE Coupe, the former being the first-ever SUV coupe, while most others in this sector are much higher priced alternatives such as Maserati’s Levante (which is more of a regular crossover SUV despite being very sleek), Aston Martin’s DBX, and soon Ferrari’s Purosangue.
The Q8 is not only more affordable than the exotics just mentioned, but my tester’s Technik 55 TFSI Quattro trim line is considerably more approachable than the mid-range SQ8 or top-line RS Q8. Our 2021 Audi Q8 Canada Prices page shows suggested pricing of $91,200 plus freight and fees, which adds $8,650 to the price of a base Q8 Progressiv model, while Audi is currently offering up to $4,000 in additional incentives on both 2021 and 2020 models, and average CarCostCanada member savings are $3,875.
The Q8 arrived for 2019, by the way, and other than an assortment of tech features that have been added to the base Progressiv trim since its initial year, 2019, 2020 and 2021 versions are mostly the same. The Q8 Technik shown on this page is pretty well fully loaded, so it’s pretty well the same vehicle as a 2021.
Obviously the Q8’s base price makes its placement within Audi’s SUV hierarchy clear, the sporty mid-sizer positioned above the Q7, the two Q5 models, and of course the Q3, at least as far as non-electrics go. Audi has a lineup of EVs now, including the E-Tron and new E-Tron Sportback (Audi-speak for an SUV Coupe), while the second Q5 I just mentioned is another Sportback, making a total of three SUV coupes in the Ingolstadt brand’s lineup.
SUV coupes are arguably better looking, unless you’re more of a traditionalist, but there is a trade-off. It comes in the way of rear headroom and cargo capacity, the second row more than adequately sized for most adults, but the Q8’s dedicated luggage space down significantly from the Q7 and even some of the regularly proportioned five-passenger SUVs it might be up against. Even the GLE Coupe offers more room behind its rear seats, but the Q8 edges out the X6.
Now that we’re talking about practical issues, the base Q8 powertrain delivers decent fuel economy. Driven with a tempered right foot you’ll be able to eke out 13.8 L/100km in the city, 11.7 on the highway and 12.7 combined, but that’s probably not how you’re going to want to drive it.
Sorry for the yawn-fest, but I needed to get the mundanities out of the way before talking performance. Fortunately for enthusiasts like us, Audi chose not to go all pragmatic with its Q8 powertrains, leaving the Q7’s 248 horsepower turbocharged four-cylinder off the menu and instead opting for its 335 horsepower V6 in base models. That’s a healthy dose of energy for any SUV, but even more for a lighter weight five-passenger ute like the Q8. It pushes out 369 lb-ft of torque as well, all from a 3.0-litre V6-powered with a single turbo, so off-the-line acceleration is strong and highway passing manoeuvres are effortless.
Not as effortless as passing would be in a 500 horsepower SQ8, mind you, or for that matter the near Urus levels of straight-line power offered up by the 591 horsepower RS Q8. These two put 568 and 590 lb-ft of torque down to the tarmac respectively, so launching from standstill would be exhilarating to say the least. Is 3.8 seconds to 100 km/h good enough for you? That’s as quick as Bentley’s W12-powered Bentayga, and only 0.2 seconds off the Urus’ 3.6-second sprint. The mid-range SQ8 is fast too, but 4.3 seconds from zero to 100 km/h is not quite as awe-inspiring, while the 55 TFSI Quattro’s 6.0-second run is definitely quick enough to leave most traffic behind when the light goes green.
Speaking of fast, the Q8’s ZF-sourced eight-speed auto is both silky smooth and wonderfully quick-shifting when pushing hard, while Quattro continues Audi’s advanced tradition in all-wheel drive, delivering superb traction in all conditions. Adding to the experience, Audi provides Comfort, Auto, Dynamic (sport), Individual and Off Road “drive select” modes, the sportiest enhancing the Q8’s direct electromechanical steering design and nicely-tuned five-link front and rear suspension setup, resulting in a luxury SUV that’s comfortable when needed, and plenty of fun through the curves.
Comfort is the Q8 55 TFSI Quattro’s primary purpose, however, and one look inside makes this immediately known. Its interior design typifies Audi’s contemporary minimalism, while the quality of materials is second to none. My test model’s cabin was mostly done out in a subdued charcoal grey, other than the large sections of piano black lacquered trim running across the instrument panel and lower console. These perfectly bled into the numerous electronic displays, while Audi added some stylish brown details to visually warm up what could come across as a cold grey motif. Yes, even the open-pore hardwood inlays were stained grey, although ample brushed aluminum trim and the big panoramic sunroof overhead helped to lighten the mood.
The aforementioned displays brightened the gauge cluster and centre stack too, with attractive graphics and brilliantly clear high-definition resolution. The former, dubbed “Audi Virtual Cockpit,” is 100-percent digital and wonderfully customizable, plus can be modded so that the centre-mounted multi-information display takes over the entire screen via a “VIEW” button located on the steering wheel spoke. My favourite choice of multi-info functions for this full-size view is the navigation map, which looks fabulous and frees the centre display for other duties, like scrolling through satellite radio stations, while multi-zone heating and ventilation controls can be found on a separate touchscreen just below.
The previously noted “drive select” modes can be found on a thin strip of touch-sensitive interface just under the HVAC display. Also included is a button for cancelling traction and stability control, turning on the hazard lights, and selecting defog/defrost settings. This switchgear, plus all others in the Q8’s well laid out interior, is impressively made.
Of course, we’ve all come to expect this level of detail from Audi, as is the case for cabin comfort. Of upmost importance to me is any vehicle’s driving position, due to a torso that’s not as long as my legs, therefore once my seat has been powered rearward enough to accommodate the latter, I often require more reach from the telescopic steering column than some models provide in order to achieve maximum control while comfortably holding the rim of the wheel. If that reach isn’t there, I’ve got to crank my seatback to a less than ideal vertical position, which is never a good first impression. In the Q8’s case, nothing I just said was even necessary, other than to point out that its driving position is near perfect.
Of course, the amply adjustable driver’s seat had much to do with that. It includes an extendable lower cushion that nicely cups under the knees, a favourite feature, while together with the usual fore/aft, up/down, recline and four-way lumbar support functions was a wonderful massage feature that gently eased back pain via wave, pulse, stretch, relaxation, shoulder, and activation modes, not to mention three intensity levels. Industry norm three-temperature heatable cushions were combined with three-way cooling, making a very good thing just that much better.
With my seat pushed back far enough to fit my long-legged albeit still short five-foot-eight frame, I still had more than enough space in all directions, while I could nearly stretch out fully when sitting behind the driver’s seat in the second row. With only two seated in back, the Q8’s wide, comfortable centre armrest can be folded down. It features the usual twin cupholders, plus controls for the power-operated side-window sunshades, which can be operated by someone seated on either side of the rear bench. A climate control interface allows adjustment of another two zones in back, for a total of four. This is where you’ll find buttons for the rear outboard seat heaters.
I’ve already mentioned the Q8’s cargo volume, so rather than going down this memory hole one more time I’ll just reiterate that most should find it adequate. It’s very well finished, as you might expect, with full carpeting and a stylish aluminum protective plate on the hatch sill, plus bright metal tie-down hooks at each corner, not to mention a useful webbed storage area to the side. I especially appreciation folding rear seatbacks split in the optimal 40/20/40 configuration, which allows for longer items like skis to be stored down the middle while rear occupants benefit from the more comfortable heatable window seats.
I’ve already mentioned pricing and likely discounts, but you’ll need to go to CarCostCanada to find out how to access the deals. Their very affordable membership gives you money-saving info on available manufacturer rebates, factory financing and leasing deals, plus dealer invoice pricing that’s like having insider information before negotiating your best deal. Find out how a CarCostCanada membership will save you money on your next new vehicle, and download their free app too, so you can access critical info when you need it most.
All said, the Q8 would be a good way to apply all knowledge you’ll gain from a CarCostCanada membership. While practical and fuel efficient, it’s drop-dead gorgeous from the outside in, includes some of the best quality materials available, comes equipped with an impressive assortment of standard and optional features, is wonderfully comfortable in every seating position, and delivers strong performance no matter the road conditions.
Just in case you’re having a déjà vu moment, rest assured that you previously read an article on this site about Porsche E-Hybrid battery improvements, but at that time we were covering Panamera variants and now it’s all about the electrified Cayenne.
Like last year, both the regular Cayenne crossover SUV and the sportier looking Cayenne Coupe will receive Porsche’s E-Hybrid and Turbo S E-Hybrid power units, but new for 2021 are battery cells that are better optimized and improve on energy density, thus allowing a 27-percent increase in output and nearly 30 percent greater EV range.
The new battery, up from 14.1 kWh to 17.9, expands the Cayenne E-Hybrid’s range from about 22 or 23 km between charges to almost 30 km, which will force fewer trips to the gas station when using their plug-in Porsches for daily commutes. Likewise, the heftier Cayenne Turbo S E-Hybrid gets an EV range bump up from approximately 19 or 20 km to 24 or 25 km.
Added to this, Porsche has reworked how these Cayenne plug-ins utilize their internal combustion engines (ICE) when charging the battery. The battery now tops off at 80 percent instead of 100, which in fact saves fuel while reducing emissions. Say what? While this might initially seem counterintuitive, it all comes down to the E-Hybrid’s various kinetic energy harvesting systems, like regenerative braking, that aren’t put to use if the battery reaches a 100-percent fill. Cap off the charge at 80 percent and these systems are always in use, and therefore do their part in increasing efficiency.
Additionally, the larger 17.9 kWh battery can charge quicker in Sport and Sport Plus performance modes and default or Eco modes, making sure the drive system always has ample boost when a driver wants to maximize acceleration or pass a slower vehicle.
Net horsepower and combined torque remain the same as last year’s Cayenne plug-in hybrid models despite the bigger battery, with the 2021 Cayenne E-Hybrid retaining its 455 net horsepower and 516 lb-ft of torque rating, and both Cayenne Turbo S E-Hybrid body styles pushing out a sensational 670 net horsepower along with 663 lb-ft of twist.
Standard Cayenne E-Hybrid models can sprint from zero to 100 km/h in just 5.0 seconds when equipped with the Sport Chrono Package, before maxing out at a terminal velocity of 253 km/h, while the Sport Chrono Package equipped Cayenne E-Hybrid Coupe requires an additional 0.1-second to achieve the same top speed. Alternatively, both regular and coupe Cayenne Turbo S E-Hybrid body styles catapult from standstill to 100 km/h in an identical 3.8 seconds, with the duo also topping out at 295 km/h.
The 2021 Cayenne E-Hybrid starts at $93,800 plus freight and fees, while the Cayenne E-Hybrid Coupe is available from $100,400. After that, the Turbo S E-Hybrid can be had from $185,600, and lastly the Turbo S E-Hybrid Coupe starts at $191,200. You can order the new electrified Cayenne models now, with first deliveries expected by spring.
Only last year we were wondering when Hyundai Motor’s new Genesis luxury division would enter the profitable crossover SUV sector, and now we not only have the GV80 mid-size model, but an all-new GV70 compact is on the way as well.
The GV70, which will be introduced for the 2022 model year, should arrive towards the end of this year, and if any of the brand’s other new models are a sign of things to come, it’ll be worth the wait.
If you were expecting anything other than a shrunken GV80 you’ll be disappointed, because the new GV70 merely takes Genesis’ latest design language to more affordable proportions. Squarely fitting within the compact luxury crossover SUV category, to duke it out with such stalwarts as Mercedes’ GLC, Audi’s Q5, Acura’s RDX, BMW’s X3 and the like, the GV70 proudly wears Genesis’ now trademark twinned horizontal LED headlamp clusters and similarly straked LED taillights at the rear, albeit forgoes the GV80’s front fender garnishes that follow the same pattern (there was likely no room to fit them into the smaller SUV’s design). We think the design looks cleaner without them, but no doubt many will disagree.
While the engine vent-style fender trim is a minor differentiator, the GV70 takes some significant departures from the GV80 inside, where the entire lower portion of the instrument panel appears inspired by surfboarding. The oval interface sits just under the gauge cluster before stretching across to the centre stack area, houses a bevy of controls that would normally be found on separate panels to the left of the driver’s knees and further down the centre console, but instead are placed on this horizontal housing. The design works aesthetically, and appears to follow a traditional layout as far as control placement goes, with the overall appearance being the only departure from the norm.
Up above, a fully digital instrument cluster can be found in the usual spot ahead of the driver, plus a large centre display is placed upright atop the dash, with infotainment and driving controls beautifully integrated within the lower console. The interior succeeds in making everything next to Mercedes’ GLC look outdated, which is a good way to cause newcomers to take notice of the Genesis brand.
Following compact luxury SUV tradition, the new GV70 shares underpinnings with the sporty G70 compact sedan, so it will no doubt be a lot of fun for its driver and require good seat bolstering for any passengers that come along for the ride (the GV70 seats up to five), as Genesis’ entry-level car is one of the better handlers in its highly competitive class.
As far as engines and transmissions go, we expect the base powertrain to be Genesis’ 2.5-litre turbocharged four-cylinder that makes 290 horsepower and 310 and lb-ft of torque in G70 trim, while an updated V6 will probably power higher priced GV70 models, the current six-cylinder putting out 375 horsepower and 391 lb-ft of torque in the GV80.
Speaking of new, Genesis has promised two new models per year until they fill up their lineup, so we can expect an even smaller subcompact luxury SUV as well as a smaller entry-level car, mostly likely along the lines of Audi’s popular A3 (it is the top seller in its class after all), but no one knows how many market segments (and niches) the brand will attempt to fill.
If you haven’t considered the XC40 before, you’re in for a treat. It’s the smallest Volvo available, fitting into the subcompact luxury SUV segment and therefore going up against BMW’s X1, Mercedes’ GLA and B-Class, Lexus’ UX and others, plus due to the Swedish brand no longer offering a compact hatch (the C30 was discontinued in 2013 and its V40 successor was never imported), this little crossover is now its entry-level model.
I, for one, am a big fan of this little SUV. It’s stylish, fun to drive, thrifty, well made, and as innovative as crossover sport utilities come. In case you didn’t know, the XC40 has been around since the 2020 model year, and full disclosure forces me to let you in on the fact that this test model is actually a 2020. Fortunately, changes to the 2021 XC40 are minimal, with my tester’s Amazon Blue exterior colour choice unfortunately being discontinued this year.
As much as I like it, Amazon Blue won’t be popular with manly men, as it’s a bit on the feminine side. This said, I’ve seen a few around and they’re quite catching. In fact, this metrosexual boomer had no issue being seen in the powdery blue SUV, especially when push came to shove and I was able to scoot away from stoplight oglers as if they were standing still.
Yes, the XC40 is mighty quick thanks to 248 horsepower and 258 lb-ft of torque in as-tested T5 trim, its eight-speed automatic shifting gears quickly yet smoothly, its all-wheel drive completely eliminating tire slip, and its lightweight mass making the most of the available energy output. This is a really fun SUV to drive, the optional 2.0-litre turbo-four always willing to jump off the line or say so long to slower moving highway traffic. This said, my test model’s Momentum trim comes standard with a less potent version of the same engine, the T4 model powering all wheels with 187 horsepower and 221 lb-ft of torque, which should be good enough for all but the most enthusiastic of speed demons.
The eight-speed auto includes a gas-sipping auto start/stop system that aids the T4 in achieving a 10.2 L/100km city, 7.5 highway and 9.0 combined fuel economy rating, whereas the T5 gets a claimed 10.7 in the city, 7.7 on the highway and 9.4 combined. I recommend Eco mode for extracting the most efficiency, of course, but default Comfort mode is quite thrifty too. Volvo also includes a Dynamic sport setting when needing to get somewhere quickly, whereas an Individual mode can be set up for your own personal driving style.
While I really like the as-tested Momentum model, especially with its upgraded 235/50 all-season Michelin tires on 19-inch wheels that certainly improve performance over the base model’s 18-inch 235/55s, I’d put my own money on an XC40 R-Design for the paddle shifters alone (although it also comes standard with the T5 all-wheel drivetrain, and is the only trim that can be had in new Recharge P8 eAWD Pure Electric power unit), these helping to make this sporty little SUV a lot more engaging at the limit.
That’s where the so-equipped XC40 really shines, its handling fully capable when pushed hard and overall grip surprisingly steadfast, especially when considering its excellent ride quality. Even when slicing and dicing this little cutie through some local mountain backroads it never caused concern, while in-town point-and-shoot manoeuvres were a breeze made even easier thanks to the SUV’s generous ride height. It’s all due to a fully independent suspension with front aluminium double wishbones and an integral-link rear setup, composed of a lightweight composite transverse leaf spring.
Even better from a luxury standpoint, the XC40 feels like it was honed from a solid block of aluminum alloy, the body’s structural integrity never in doubt. I appreciated the SUV’s quiet, hushed, big SUV experience despite its diminutive size, this cocooning quality complemented by properly insulated doors that thunk closed in an oh-so satisfying way, and refinement that goes a step above most subcompact luxury SUV peers.
For a moment, pull your eyes away from the exterior’s classic crested Volvo grille, stylishly sporty Thor’s hammer LED headlamps, sharply honed front fascia, and uniquely tall “L” shaped LED tail lamps, not to mention the satin-silver accents all-round, and instead focus on this little crossover’s luxuriously appointed interior. Keeping in mind this is the XC40’s most basic of trims, Momentum gets very close to R-Design materials quality, featuring such premium staples as fabric-wrapped roof pillars, a soft, pliable dash-top covering and equally plush door panels, stitched leather armrest pads, and carpeted door pockets (that are big enough to slot in a 15-inch laptop along with a large drink bottle).
Don’t expect such niceties below the waistline, but Volvo uses a soft-painted harder composite that feels nice, while the woven roof liner looks good and surrounds an even more appealing panoramic sunroof featuring a powered translucent fabric sunshade. You’ll find controls for the latter on a nicely sorted overhead console, otherwise filled with LED lights hovering over a frameless rearview mirror.
Following Volvo tradition, the driver’s seats is wonderfully adjustable and wholly comfortable no to mention supportive, with more than adequate side bolstering plus extendable lower cushions that cup under the knees nicely (a favourite feature of mine). The leather used to cover all seats is above par, by the way, and they come with the usual three-way warmers up front, plus a steering wheel rim heater.
Most body types should fit into this little ute without issue, whether positioned front or back, while the rear seats expand the relatively generous cargo hold—from 586 litres (20.7 cubic feet) to 917 litres (32.4 cubic feet)—via the usual 60/40 division. This said a highly useful centre pass-through provides stowage of longer items like skis when two rear passengers want to use the more comfortable window seats.
While all this is very good, Volvo wasn’t merely satisfied to provide the expected luxury, performance and styling elements to their entry-level ute and call it a day, but instead went the extra measure to include a lot of handy innovations that make life easier. Being that I left off in the cargo compartment, I might as well star this section of the review off by noting the useful divider housed within the cargo floor. Once lifted up into place to stand vertically, I found it especially helpful for stopping groceries from escaping their bags, particularly when using the three bag hooks on top to keep them in place.
Moving up front you’ll find another handy hook within the glove box, which can be pivoted into place when wanting to hang a purse, garbage bag or what-have-you, while just to the left of the driver’s knee are two tiny slots for stowing gas cards. The XC40 can be had with all the segment’s best electronic helpers too, like a powered rear hatch that automatically lifts when waving a foot under the rear bumper, automated self-parking, and all the latest driver aids like autonomous emergency braking for the highway and city, lane change alert with automated lane keeping, etcetera, but some might find the XC40’s standard gauge cluster even more compelling.
It’s fully digital right out of the box, measuring 12.3 inches and sporting a graphically animated speedometer and tachometer plus a big centre information display featuring integrated navigation mapping with actual road signs, phone info and the list goes on. Like some competitive clusters, the multi-information display can be set to take over the majority of the driver display, thus shrinking the primary instruments. It’s a superb system that I almost like as much as Volvo’s Sensus infotainment system.
The latter is comprised of a 9.0-inch vertical touchscreen that comes closest to mimicking a tablet than anything else in the auto industry, especially when utilizing Apple CarPlay (not so much for Android Auto). Being that I currently use a Samsung, I keep the Volvo interface in play at all times, and absolutely love the audio “page” that not only shows all SiriusXM stations nicely stacked in sequence, but real-time info on which artist and song is playing. This way you can quickly scan the panel and choose a station, never missing a favourite song.
The base audio system is impressive too, as is the active guideline-infused parking camera, especially if the overhead version is included, and nav directions are always spot on, while the as-tested dual-zone climate control interface is ultra-cool thanks to colourful pop-up menus for each zone’s temperature setting and an easy-to-use pictograph for directing ventilation.
A list of standard Momentum features not yet mention include remote start from a smartphone app, rain-sensing wipers, cruise control, rear parking sonar with a visual indicator on the centre display, Volvo On Call, all the expected airbags including two for the front occupants’ knees, plus more, all for only $39,750 plus freight and fees.
No matter the price you pay, the XC40 is a compact luxury SUV worth owning. It combines a higher level of refined luxury than most peers and superb performance all-round, with plenty of style and practicality. This is a crossover I could truly live with day in and day out, even painted in my tester’s playful powder blue hue.
The Rogue is without doubt Nissan’s most important vehicle, selling in greater numbers than any other in its lineup.
Last year the Japanese brand’s compact SUV found 37,530 Canadian buyers, compared to 18,526 for the subcompact Qashqai crossover, 16,086 for the even smaller city car-sized subcompact Kicks crossover, 12,000 for the mid-size Murano crossover, 7,719 for the compact Sentra sedan, 6,361 for the now discontinued Micra city car, 5,704 for the mid-size three-row Pathfinder SUV, 3,723 for the mid-size Frontier pickup truck, 3,342 for the mid-size Altima sedan, 2,881 for the compact Leaf EV, 2,807 for the full-size Titan pickup truck (both half-ton and 3/4-ton versions), 2,369 for the now defunct subcompact Versa Note hatchback, 1,783 for the NV200 compact commercial van, 971 for the full-size Maxima flagship sedan, 807 for the NV full-size commercial van (both cargo and passenger versions), 593 for the full-size (and real flagship) Armada SUV, 500 for the iconic 370Z sports car, and finally 53 for the nearly unbeatable GT-R super-coupe.
Interestingly, the only Nissan model to lead its segment in deliveries was the Micra (RIP), with some displaying woefully poor performance on the sales charts compared to their competitors, the Sentra, Altima, Pathfinder, Frontier, Titan and full-size NV van particularly, while doing well yet not at the very top of their respective categories are the Leaf, Kicks, Qashqai and, yes, you guessed it, the Rogue.
Nissan desperately needs a hit, and while the Rogue won’t likely race past the RAV4’s comparatively (to everything else) interstellar numbers last year, selling 65,248 units to Honda’s 55,859 CR-Vs, it could rise to third by overtaking the Ford Escape’s 39,504 deliveries once calendar year 2021 is in the rearview mirror. Of course, 2020 will either be a negative blip on the sales chart radar or the beginning of a downturn, but either way there will be winners and losers throughout this year and in the years that follow, and all the changes made to the new 2021 Rogue appear to be putting it on the right side of the balance sheet.
Like it or not, rugged, blocky styling is in for modern SUVs, and soft, smooth curves are out. All we need to do is look at the aforementioned RAV4 to appreciate how true this appears to be. Fortunately for Nissan, the 2021 Rogue is gone all brazen, with a tougher look that should be very appealing in its small SUV segment.
We shouldn’t go so far as to call it aggressive, but the new Rogue definitely comes across as more assertive than the outgoing model. It gets a bolder version of Nissan’s squared off V-motion grille at the front and new black D pillars at the rear, the latter coming close to the “floating roof” concept initiated by the previously noted Maxima and Murano. This looks even better when opting for new two-tone exterior colour combinations that allow for a fully black roof. Tough looking lower body cladding muscles up its look further, enhanced by new “U-shape” bodyside panels, while the sharp looking LED tail lamps don’t deviate quite as much from those on the old model as the entirely new multi-level LED head lamps.
In an automotive world that almost always grows outwardly it’s refreshing to learn that this new Rogue actually arrives shorter by 1.5 inches than its predecessor, while it also slices 0.2 inches from road to rooftop. This won’t likely be noticeable inside, but the subtle dimensional shrinkage contributes to the updated SUV’s more upright look without causing it appear too chunky.
While Nissan hasn’t announced a specific off-road trim for its new 2021 Rogue, the RAV4 being the only small SUV to do so with its near-4×4-capable 2019-2020 Trail version and the even more robust TRD Off Road Package now available for the 2020 model year, it’s unfair to claim the new Rogue’s rugged image is only surface deep.
With trims featuring the brand’s Intelligent All-Wheel Drive, a centre console-mounted Drive Mode Selector boasts an “Off-road” setting for overcoming more challenging terrain. Don’t expect it to keep up with the old Xterra or current Armada, but be confident it will be able to make its way over protruding rocks and other moderately sized obstacles emanating from the gravel on the way to the family cabin. Nissan also provides a “Snow” mode that does similarly for slippery road/trail surfaces, while the Drive Mode Selector also features Standard, Eco and Sport settings for normal conditions, these last three being the only settings offered with front-wheel drive models.
Benefiting traction yet more, new Rogue AWD models feature a Vehicle Motion Control System that Senior Vice President of Research and Development at the Nissan Technical Centre North America Chris Reed claims will do “what a human can’t.”
“The all-new Vehicle Motion Control predicts what the driver is trying to do by monitoring steering, acceleration and braking,” says Reed. “It can then step in and help to smooth things out.”
In a nutshell, Vehicle Motion Control (VMC) combines with the new Rogue’s all-wheel drive system and its Drive Mode Selector to provide four-wheel control individually, enhancing line traceability so as to smooth out curves via the braking system’s ABS. It can even apply a single brake pad in order to do so. VMC, that incorporates a chassis control module that continuously “monitors and adjusts engine, transmission, Vehicle Dynamic Control, all-wheel drive and steering functions,” is particularly useful when “driving on snowy slopes, deep snow, snow flat turning and off-road driving (such as beach or dirt trails),” confirmed a press release.
The Rogue’s Intelligent All-Wheel Drive system now features an electro-hydraulic controlled clutch that disseminates torque more quickly and more precisely due to its ability to predict front-wheel slippage. This improves rear torque distribution as well as greater traction and responsiveness.
Responsiveness in mind, a new faster-ratio rack electric power steering design is said to speed up turn-in, while a rigid six-position front suspension mounting and reworked multi-link rear suspension should go further to benefit handling.
Better road-holding matters because the new 2021 Rogue receives 11 additional horsepower and 6 more lb-ft of torque via a revised direct-injection 2.5-litre four-cylinder engine. This results in 181 horsepower and 181 lb-ft of torque, with much of the gains coming from a mirror bore coating technique that reduces friction for better efficiency, as well as a new variable displacement oil pump, plus an integrated exhaust manifold, and finally an e-VTC intake valve.
Nissan has long been a technology leader under the hood and within the chassis, not to mention in advanced driver assistive systems (ADAS), the new model carrying forward with its innovative Rear Door Alert system that warns the driver when something or someone may have been left in the rear seating area, while also adding new Intelligent Driver Alertness to monitor steering patterns and recommend a break when detecting drowsiness, plus Easy Fill Tire Alert to maintain ideal tire pressure.
Continuing on the ADAS theme, Nissan’s Safety Shield 360 is a suite of essential systems featuring Intelligent Emergency Braking with Pedestrian Detection, Blind Spot Warning, Lane Departure Warning, Rear Cross Traffic Alert, and High Beam Assist, while Rear Intelligent Emergency Braking is now standard too, this technology automatically stopping the Rogue before backing into an obstacle or worse, into a child or traffic.
Traffic Sign Recognition, Blind Spot Intervention and Intelligent Cruise Control with improved stop-and-go are available with the new Rogue as well, the latter feature coming as part as an upgraded ProPilot Assist hands-on-wheel partial self-driving system. The new Rogue’s safety kit is improved further with 10 standard airbags instead of just six, plus extended crumple zones to protect occupants during impact. Yet more extras include new four-door Intelligent Key that lets driver and passengers open all four doors, this being part of the updated SUV’s “Family Hub” group of features that also adds tri-zone auto climate control.
Now that we’re inside focused on the centre stack, the standard 8.0-inch infotainment touchscreen display (already sizeable for the segment) is optionally 1.0-inch larger, while Apple CarPlay and Android Auto are standard no matter which trim is chosen, with Google Maps and Waze featuring voice recognition also available.
Even more advanced, the new Rogue sports a customizable 12.3-inch “Digital Dashboard” instrument cluster ahead of the driver, which totally replaces the more conventional instruments with a crisp, colourful high-definition TFT display, although take note that the base model still incorporates a 7.0-inch multi-information display between its dials, which not only is 2.0 inch bigger than the outgoing model’s base cluster, but is fully customizable too. What’s more, a massive 10.8-inch head-up display can be projected onto the windshield so all critical info is as easy as possible to see without taking one’s eyes from the road.
All of this impressive gear is housed in an interior that looks much nicer than its predecessor and most rivals, with plenty of premium-level pliable surfaces as well as nicer available Prima-Tex leatherette and quilted semi-aniline leather upholsteries, in no-cost optional Graphite, Grey or Tan. Better wood grains and metallic trims add to the upscale ambiance, while supporting driver and front passenger is a set of NASA-inspired Zero Gravity seats that feature standard front heaters.
The steering wheel is also heated in base trim, while rear outboard seat warmers are available, as is two-position driver-side memory. A surround parking camera system dubbed Intelligent Around View Monitor is also available, this useful feature combined with the previously noted rear driver assistance systems.
Also notable, Nissan’s adoption of a fully electronic transmission allows for a smaller, shorter and generally smarter electronic shift lever, while thanks to this there is plenty of space for stowing personal items below the “floating” centre console.
Storage in mind, Nissan still hasn’t given the Rogue a rear centre pass-through or 40/20/40 split-folding rear seats despite some competitors anteing up with this much more convenient option. This allows users to stow longer items, such as skis, down the centre while rear passengers benefit from the more comfortable, optionally heatable rear window positions, but this said Nissan has provided one-touch automated folding with “an available remote fold feature” for added convenience. The Rogue’s innovative Divide-n-Hide cargo system is also available once again, as is a powered opening/closing and Motion Activated Liftgate that allows access merely by kicking one’s foot under the rear bumper.
The 2021 Rogue is once again available in three trims, starting with the base S that’s followed by SV and Platinum models. Deliveries will begin this fall, with pricing expected closer to the model’s launch.
As intriguing as the new 2021 Rogue might appear, some would rather benefit from the steep discounts currently being offered by Nissan Canada and its dealer organization. In fact, a quick check of our 2020 Nissan Rogue Canada Prices page showed up to $5,000 in additional incentives at the time of writing, which is a staggering savings for an SUV in this price class. To learn about all the available manufacturer rebates, financing and leasing opportunities, and dealer invoice pricing that could save you thousands on any new model, find out how a CarCostCanada membership will put money back in your wallet, and while you’re at it make sure to download our free mobile app from the Google Play Store or Apple Store.
No sooner did Mazda bring its long awaited CX-5 Diesel to market and it’s now gone, or at least it doesn’t appear to be coming back for the 2020 model year or anytime in the near or distant future. As it is, their SkyActiv-D (Diesel) powerplant didn’t catch on with enough CX-5 customers, and despite only being available for 2019 (and still possible to find as a new vehicle from Mazda retailers at the time of writing) can no longer be found on the brand’s retail website.
As for its diesel engine program, it’s remotely possible Mazda may once again offer a compact or mid-size B-Series pickup truck here like it does with its Isuzu-based BT-50 in Asian, Middle Eastern, African, plus Central and South American markets (although that truck uses a 3.0-litre four-cylinder Isuzu diesel), the potential volume of such vehicles sold by Toyota, GM, Ford, and to some extent Nissan (we’ll see if the new Frontier is able to claw back neglected and therefore lost market share when it finally goes on sale) no doubt tempting, although I highly doubt it fits within their near-premium, sport-luxury North American strategy (the interior looks impressive though). Thus, we’ll probably see a greater focus on SkyActiv-G (Gasoline) technology and, who knows, maybe even a hybrid or two now that they’ve unveiled a new EV at the most recent Tokyo motor show.
Right now you have the opportunity to purchase one of the last handful of new 2019 Mazda CX-5 Signature Diesel (or SkyActiv-D) SUVs available until they’ll only come up once in a while on the pre-owned market (and diesel owners tend to keep their cars for longer than average, so don’t hesitate if you want one sooner than later). Most buyers in this class never knew a turbo-diesel option was even available last year, despite Mazda’s SkyActiv-D being a much-anticipated new option for years amongst the engine-type’s faithful. It took a lot longer to become reality than Mazda originally planned, probably because of the fallout ensuing from Volkswagen’s 2015 Dieselgate scandal, and possibly due to little marketing fanfare only lasted a single model year. Its departure has stunned a number of diesel fans that have made their outrage known on social media, but it hasn’t even caused a buzz from the majority of Mazda owners that, as noted, didn’t even know what they were missing.
If Mazda had asked me, I would have told them not to bother with the diesel, because oil burners are now only appreciated in trucks and sometimes SUVs here in the North American markets, particularly if they’re off-road oriented. For instance, a torque-rich diesel makes sense in Jeep’s 4×4-ready Wrangler and therefore should gain some reasonable traction despite its outrageous $7,395 price tag (and that’s not even including the $1,795 required for the eight-speed automatic), but GM recently tried pulling the Chevy Colorado and GMC Canyon’s turbo-diesel over to its compact Equinox to little effect (and even tried a diesel within its car lineup). The fact Toyota, possibly the one manufacturer capable of pulling off a successful diesel option in their Tacoma, Tundra, 4Runner or Sequoia (not to mention the Land Cruiser in the U.S.), isn’t even trying says a lot, but we should nevertheless give Mazda high marks for bravery.
Unlike VW, which has now abandoned diesel-power altogether, Mazda’s SkyActiv-D engine actually met Canada’s strict emissions regulations for the 2019 model year, which shows that it’s cleaner and greener than any oil burner offered by the Germans, all of which killed off their diesels in our market soon after the aforementioned Dieselgate kafuffle. Mazda’s diesel would have no doubt passed 2020 regulations as well, being as they haven’t changed, but now this achievement hardly matters.
Rather than blather on about a diesel-powered 2019 CX-5 you might be able to get your hands on if you’re lucky, I’ll instead give you a quick rundown of both 2019 and 2020 models with the various model year changes. If you can get into a 2019 model, whether diesel or gasoline powered, you’ll benefit from up to $2,500 in additional incentives, incidentally, whereas the 2020 model only has about $1,000 on the hood. You can find out more about such money-saving details on our 2019 Mazda CX-5 Canada Prices page or 2020 Mazda CX-5 Canada Prices page, by the way, and after that become a CarCostCanada member to take advantage of all the savings. We inform you about manufacturer rebates, manufacturer financing and leasing deals, dealer invoice pricing info that could very well save you thousands, plus more, so make sure to find out how it works and then download our free app from the Google Play Store or Apple Store.
Looking back at our just-mentioned 2019 Mazda CX-5 Canada Prices page immediately shows that the 2.2-litre twin-turbo-diesel SkyActiv-D engine is only available with the top-tier Signature trim line for $45,950 (plus freight and fees). Signature trim was entirely new to the CX-5 for the 2019 model year, and uniquely pulled Mazda’s compact crossover SUV closer to the premium brand status than any other mainstream model in this class, other than maybe Buick that’s long spanned the divide between volume and luxury.
Additional 2019 CX-5 trims include the entry-level GX that starts at $27,850 with front-wheel drive (FWD) or $29,850 with all-wheel drive (AWD), the second-rung GS at $30,750 with FWD or $32,750 with AWD, and the former top-tier GT (Grand Touring in the U.S.) that starts at $37,450 before topping out at $39,450 when upgrading to its 2.5-litre turbocharged SkyActiv-G (gasoline) engine. Of note, GT and Signature trims comes standard with Mazda’s i-Activ AWD.
The CX-5 Signature, standard with the just-mentioned 2.5-litre turbo gasoline powerplant for $40,950, plus available with the aforementioned diesel, builds on the already nicely equipped CX-5 GT by adding features such as LED cabin lighting, a 7.0-inch digital primary gauge cluster, a cleaner looking frameless centre mirror, real Abachi hardwood trim on the dash and door panels, as well as dark brown Cocoa Nappa leather upholstery and trim.
The Signature pulls plenty of features up from the GT too, including front and rear signature lighting, adaptive headlights, LED fog lamps, power-folding exterior mirrors, proximity keyless access, traffic sign recognition, two-zone auto climate control, a navigation system, 10-speaker audio with integrated satellite radio, a universal garage door opener, a 10-way powered driver’s seat, a six-way power-adjustable front passenger’s seat, and more, while leather upholstery in black or no-cost white makes the GT plenty luxurious all on its own.
Speaking of luxury, the CX-5 comes with a few finishings more likely to only be found in premium offerings, such as cloth-wrapped A pillars, premium-like padded cabin surfaces on the dash top, upper and lower instrument panel, lower console edges, door uppers front and back, and armrests all-round, while the CX-5 also boasts a plenty of brushed aluminum trim bits all over the interior, some even upgraded with knurled edging for a particularly impressive look. It’s fairly upscale switchgear from a mainstream brand, making me wonder whether Mazda will eventually try to lift itself up into premium territory in price as well as quality.
To this end, the SkyActiv-D turbo-diesel suits an upwardly mobile brand like Mazda better than some others, being that diesels have long been the stuff of Mercedes-Benz, Audi, and BMW, plus more recently Jaguar and Land Rover. I’d be remiss not to mention Volkswagen again, because not too long ago oil burners made up more than half of their Canadian sales, but now all of the just-noted German brands are on a different trajectory, embracing plug-in electric mobility at a much greater development cost and no sure promise of profits (even mighty Tesla had never managed more than two sequential quarters of profits as of this review’s publication date).
As for Mazda’s SkyActiv-D engine, it only produces 168 horsepower, but then again it puts out a very strong 290 lb-ft of torque. Such low horsepower, high torque ratios are par for the course when it comes to diesels, by the way, but it’s not like the CX-5 Signature’s standard 2.5-litre SkyActiv-G engine is without merits. Count them, 227 gasoline-fed horses and a grand total of 310 lb-ft of torque when said gasoline is 93 octane or higher. When cheaping out at the pump you can expect the same torque yet only 250 horsepower, but that’s still an impressive number for this class. What’s more, the 2020 version of this engine is capable of an even more satisfying 320 horsepower, which will make the upcoming 2021 Mazda3 AWD, just announced to receive this powertrain as an option, a serious sport sedan rivalling true luxury brands.
I’ve now spent at least a week with all second-generation CX-5 engines mated to the model’s all-wheel drivetrain, and can happily say the latter is well worth the extra expense when compared to the compact SUV’s base 2.0-litre four, unless fuel economy is the driving force behind your decision. This is where the twin-turbo SkyActiv-D trumps its stable mates, garnering a Natural Resources Canada rating of 8.9 L/100km in the city, 7.9 on the highway and 8.4 combined compared to the larger and more potent 2.5-litre SkyActiv-G’s 10.8 city, 8.7 highway and 9.8 combined rating. Yes, the diesel is better, but is it really $5,000 better? That’s a question you’ll need to ask yourself before plunking down the significant chunk of change needed to buy one.
Another consideration is the well-equipped CX-5 GT noted before, that for $37,450 provides most of the Signature’s premium-like features as well as a more fuel-friendly 2.0-litre SkyActiv-G four-cylinder in base trim. That smaller engine makes a reasonably strong 187 horsepower and 186 lb-ft of torque, but its expected fuel economy is nearly as good as the diesel at 9.8 L/100km city, 7.9 highway and 9.0 combined, whereas the same engine found in lesser trims with front wheel drive can achieve almost identical claimed fuel economy at a respective 9.3, 7.6 and 8.5.
I spent a week in a 2019 CX-5 GT outfitted with the entry-level powerplant and its standard all-wheel drivetrain last year, and walked away very satisfied with its fuel-efficiency/performance compromise, not to mention its luxurious surroundings. Then again, more recently I spent a whopping three months with a newer 2.5-litre SkyActiv-G turbo-equipped 2020 CX-5 Signature and was much happier, at least with its performance and even more upscale interior, while I was also fine with its fuel economy considering the performance at hand (and particularly at foot). You’ll see a detailed review of this model shortly, but being that the review I’m current writing is about a 2.2-litre SkyActiv-D-equipped CX-5 Signature, I’ll only say, if it was a case of needing to purge an engine in order to make this compact SUV more profitable, Mazda got rid of the right one.
I should make clear that you could very well save a great deal more than the claimed rating when living with a SkyActiv-D-equipped CX-5 than at the wheel of the more potent SkyActiv-G model, because most drivers will be tempted to drive the sportier feeling gasoline variant faster. I found myself more relaxed and easy-going when behind the wheel of the non-paddle-shifter-equipped diesel than the top-line gasoline model, a factor that could also prevent potential speeding tickets with some owners. What’s more, diesel pump prices are less volatile than those for gasoline, and more often than not cheaper too.
Don’t get me wrong, as the diesel delivers some significant torque off the line, and it made haste during highway passing too, but it can’t provide the level of sportiness offered by the more formidable gasoline-fed turbo-four, and thanks to the relatively quiet yet still noticeable rattle-and-hum heard ahead of the engine firewall, the diesel sounds more like a truck than the gasoline variant too. Depending on your leanings, this will be a positive or negative, while all should appreciate the added grip through the corners brought about by the Signature’s 19-inch alloy wheels.
The CX-5’s six-speed automatic transmission isn’t quite as engaging without the aforementioned paddles, and yes six forward speeds doesn’t sound as advanced as the various eight-speed, nine-speed and continuously variable transmissions being offered by others, but along with providing snappy shifts when pushing hard and smooth intervals when driving in a more relaxed state, Mazda’s SkyActiv-Drive gearbox has been very dependable when compared to some of the just-noted challengers.
Together with the second-gen CX-5’s impressive cornering prowess, all examples I’ve driven have delivered a comfortable ride. They’ve been a tad firmer than some of their Asian and domestic competitors, due to Mazda’s performance-focused corporate credo, but this has never interfered with suspension comfort. Then again, the CX-5’s fully independent suspension is more responsive than most rivals, especially when coursing down a winding mountain road, while it also provides a level of high-speed confidence on the freeway that’s not available to the same degree from some compact SUV challengers.
Speaking of best-in-class, the CX-5’s 40/20/40 split-folding rear seatbacks make its cargo compartment more convenient than the majority of competitors too, while release levers mounted near the rear hatch opening allow the seats to lower themselves automatically, thus adding even greater ease to the loading process.
After numerous stints behind the wheel of various CX-5 trims, I can easily recommend Mazda’s compact SUV, but I won’t try to tell you which engine you should purchase. I can say, however, you’d better act fast if you like the sound of the brand’s SkyActiv-D turbo-diesel, because they’re now few and far between, and soon won’t be available at all.
Hyundai Canada has been a bit confusing with respect to its seven-passenger SUVs over the years, first offering the 2007–2013 Veracruz, then dubbing their 2014–2019 three-row entry as the Santa Fe XL, and finally giving the best of the lot the Palisade nameplate for 2020.
Hyundai’s largest SUV now offers up a distinctive premium-level look for the brand and near luxury levels of refinement, and has therefore received plenty of positive reviews and achieved good traction on Canada’s mid-size SUV sales chart. It ticks all the right boxes when it comes to design, execution and pricing, something the smaller two-row mid-size Santa Fe has been doing for a very long time. Still, after two model years of availability, the fourth-generation Santa Fe will receive dramatic a mid-cycle makeover.
It’s difficult to say what might have prompted Hyundai to update its top-selling Santa Fe so thoroughly after just two model years, but a sizeable 21-percent pre-pandemic drop in Canadian sales from 24,040 units during calendar year 2018 to 18,929 deliveries through 2019 wouldn’t have helped the situation, despite an almost 9-percent gain in the U.S. during the same 12 months (the Santa Fe was trending downward toward the end of the year). Some of that negativity could’ve been the Palisade’s introduction, which would have naturally eliminated most three-row Santa Fe XL sales, not to mention a gradual phase-out of the XL as the 2019 calendar year ended, but either way the popular model’s sales have slipped in recent years (it suffered a 15-percent drop the year before).
Of course, Canada’s sales wouldn’t have caused a giant multination like Hyundai to completely rethink the design of a model that’s not only manufactured in the U.S., but also Korea and China, and serves myriad markets around the world. Nevertheless, the changes are significant, with a unique new extended grille that reaches right out to each corner of the frontal fascia, the change meant to accentuate the SUV’s width and provide a “well-balanced stance,” said Hyundai in its press release.
“We modernized the New Santa Fe with premium features and appealing aesthetics that are sure to add value,” commented SangYup Lee, Senior Vice President and head of Global Design Centre. “The bold lines that extend from one side to the other and from front to back give Santa Fe a rugged yet refined look that SUV customers want. Besides, we’ve added numerous features and functions to create a truly family-focused SUV that is a pleasure to drive.”
Interestingly, the new grille’s “signature geometric patterned inlay” is different depending on the photo shown, but Hyundai’s release didn’t explain why. The version with body-colour painted lower trim included a grille insert with seven rows of isosceles trapezoid shapes, whereas the SUV with darker grey-coloured lower bumpers and rocker panels appeared to provide better aeration to its engine through bigger octagonal vent openings similar to those used on today’s Santa Fe. Is one a sport grille and the other for a top-line luxury model like today’s Ultimate? Or possibly active grille shutters have something to do with the design. We should learn more as updated info becomes available closer to model’s launch.
Unfortunately Hyundai has only provided nine exterior photos to tease our collective imagination, 2021 Santa Fe release, although it’s clear that both receive the brand’s new T-shaped signature LED Daytime Running Lights, found in both the lower grille extensions and headlamp clusters above. Each T’s outer tip visually continues rearward along the new Santa Fe’s beltline before transitioning into a set of redesigned wraparound LED tail lamps, while thicker flat-planed wheel arches add a stronger look. These frame sizeable 20-inch alloy wheels boasting a seven-spoke geometric design on the two Santa Fe trims revealed.
From its backside, the new Santa Fe gets yet more horizontal styling details to highlight its wide stance, such as a narrow light bar that connects the just-noted tail lamps, while down below on the bumper a thin reflector strip does likewise. A larger, wider rear vent cutout can be found under that, plus a new metallic skid plate, all of which is dubbed “a unique three-layer look” by the South Korean brand.
While Hyundai hasn’t provided any photos of the renewed 2021 Santa Fe cabin, it’s shared some details in its press release that helps us understand what we might expect. Let’s keep in mind that today’s 2019-2020 fourth-gen Santa Fe is already one of the most luxurious two-row crossover SUVs on the Canadian market, at least in its mainstream volume-branded sector, but Hyundai says the new version gets even “more space, comfort, and convenience,” while adding “a new level of luxury with every component finished in premium soft-touch materials.”
In its press release, Hyundai goes into more detail by saying that the Santa Fe’s updated centre console “sits high, giving the driver and front passenger the feeling of sitting in an armchair,” while all its buttons, knobs and switches are “centered for intuitive and ergonomic use.” Additionally, like with the aforementioned Palisade, the new Santa Fe’s redesigned lower centre console receives a quad of buttons for shift-by-wire gear selection, replacing the traditional shifter. Although Hyundai didn’t provide a photo, we saw one on the new model’s press page, and figure that it’s probably what we’ll soon see. It looks the same as the Palisade’s instrument panel and console, so we’ve included that image here for you to see.
The new gear interface includes an extension on the right featuring a new Terrain Mode dial selector with premium-like knurled metal sides. This enhances the performance of the Santa Fe’s HTRAC All-Wheel-Drive system with modes for overcoming slippery conditions such as Sand, Snow and Mud, plus it also includes Eco, Sport, Comfort and Smart modes, the latter for intuitively recognizing and automatically responding to one’s personal driving style. Five additional buttons allow for quick adjustment to various driving and parking camera controls.
These new drive controls are positioned just underneath two rows of nicely organized switches, the silver one on top for modulating the bigger, wider 10.25-inch AVN (audio, video, navigation) high-def centre touchscreen, and the lower one for the dual-zone HVAC system. Both rows feature more knurled metallic knobs for an upscale look that most likely continues throughout the cabin almost everywhere else, or at least this is true for the current Santa Fe.
Of note, the Santa Fe holds Hyundai Canada’s most enduring SUV nameplate, having originally gone on sale for the 2001 model year. Now, 20 years later it’s one of the most popular models in its class, and regularly searched here at CarCostCanada. While we have no information on the 2021 Santa Fe yet, we do have a 2020 Hyundai Santa Fe Canada Prices page that is currently showing up to $3,000 in additional incentives for those wanting to purchase now, while those that find a 2019 model can access zero-percent leasing and financing rates.
Learn more about getting a CarCostCanada membership by checking out our “How Does It Work” article. Here you’ll find how you can access all of the above and more, including manufacturer rebates when available, plus dealer invoice pricing that could put thousands back into your wallet, plus make sure to download the new CarCostCanada mobile app in iTunes or Google Play stores.
Market segments don’t come any more competitive than the compact luxury crossover SUV class, with younger brands like Acura, Lexus and Infiniti mixing it up with the old guard from Europe including Mercedes-Benz, BMW, Audi, Jaguar, Land Rover and Volvo. Nearly 20 models duke it out in this category, and Buick, which carefully balances between both luxury and mainstream volume market sectors, has been struggling to get noticed with a fairly safely styled Envision.
After two years of availability in China, Yantai, Shandong-built Envision wasn’t exactly fresh when it arrived in Canada for the 2016 model year, and while some of the just-named premium brands fare worse on the compact luxury SUV sales chart than Buick’s entry, it’s never found the type of traction an SUV priced as competitively in this segment should. In fact, unlike its closest rivals, Buick’s larger three-row Enclave SUV sold in greater numbers than the Envision last year, and its much smaller subcompact Encore sold almost four times as many units.
Soon it will be out with the old and in with the new, however, this attractive new 2021 Envision showing that Buick is getting serious about competing against the best in the business, at least from a styling perspective. Only small design cues, such as the overall grille design and general shape of the headlamps and taillights, carry forward into the updated model, while much of its sheet metal appears more angular than in past Buicks, closer in fact to Cadillac’s XT crossover SUV line.
With just three exterior photos to go on, and very little information accompanying them, there’s not much to talk about. Buick mentioned nothing about the current 197 horsepower naturally aspirated base 2.5-litre four-cylinder engine, but did speak of the 252 horsepower 2.0-litre turbocharged four that’s now offered as an option in the 2020 model. Therefore we can assume the 2.0-litre turbo will come standard, and be joined up with a new nine-speed automatic that’s three gears more advanced than the one it will replace. Also expected, Canadian-bound Envisions will more than likely continue into the new generation with standard AWD.
Of note, the first-generation Envision rides on the same GM Delta platform as the current second-generation Chevrolet Equinox and GMC Terrain compact SUVs, so it makes sense that this latest iteration will do likewise. The current model offers a commendable ride and handling package thanks to a fully independent suspension with struts up front and four-link setup in the rear, so it’s likely something very similar will underpin the new 2021 model.
Additionally, the new 2021 Envision will arrive with standard forward collision alert, automatic emergency braking (for vehicles and pedestrians), lane keeping assist, lane departure warning, rear parking assist, etcetera. Reports also claim the new Envision’s advanced driver assistance systems were partially developed at General Motors’ Canadian Technical Centre, which is a nice connection to Canada.
Available features should include front parking assist, semi-automatic parking assist, an overhead parking monitor, blindspot monitoring with rear cross-traffic alert, a head-up display unit, a rearview mirror with an integrated camera system, and more.
A 10.0-inch centre-mounted touchscreen featuring an HD reverse camera will be available, incidentally, as will Android Auto and Apple CarPlay smartphone integration, not to mention Amazon Alexa, while Buick will offer its top-line Avenir trim in the Envision for the first time.
Just in case you prefer the subtler, softer lines of today’s 2020 Buick Envision or simply want to take advantage of any deals that might be available now, like manufacturer rebates, financing and leasing offers, and dealer invoice pricing that could save you thousands, take note that an inexpensive CarCostCanada membership will provide you with everything just mentioned and more, giving you everything needed before speaking with your local Buick dealer.