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2019 Subaru Ascent Premier Road Test

To say the mid-size crossover SUV category is growing would be quite the understatement. In fact, when brands might have once been satisfied with one single entry in either the two- or three-row sectors, now we’re seeing separate models addressing various families’ requirements, and then unique trim levels targeting luxury, sport, and off-road oriented buyers. If you’re a volume manufacturer, or even a niche player, trying to find success without a mid-size SUV in the lineup is like a company selling it wares without using social media. It’s not going to happen.

Prior to the new 2019 Ascent arrived on the market last autumn, Subaru had been AWOL from this critically important segment since its previous mid-size crossover, the 2005 to 2014 Tribeca, went out of production. That SUV was impressive for a number of reasons, particularly its premium-like refinement, but its styling and third-row spaciousness left would-be buyers searching elsewhere. After five years of contemplation, and no doubt designing and product planning, Subaru is back with a three-row mid-size crossover SUV that won’t disappoint anyone when it comes to size, plus it looks pretty good too.

Even though two-row crossover SUVs lead the mid-size sector in individual sales, Subaru already does well with its compact five-seat Forester and mid-size Outback crossover wagon, so it made sense for them to target larger families and those requiring more cargo space. They’re not alone, Honda having sold its three-row Pilot for 17 years ahead its new two-row Passport arriving this summer, so possibly we’ll see a bigger five-seat Subaru SUV at some point too.

Until that happens, the North American-exclusive Ascent seats eight in standard form or seven with its optional second-row captain’s chairs, the latter configuration being how Subaru equipped my top-tier Premier tester. It’s a sizeable SUV, stretching 4,998 millimetres (196.8 inches) nose to tail with a 2,890-mm (113.8-inch) wheelbase, while its overall height stands 1,819 mm (71.6 inches) tall including its standard roof rails. What’s more, it measures 2,176 mm (85.6 inches) wide with its side mirrors extracted, plus its track spans 1,635 mm (64.4 inches) up front and 1,630 mm (64.2 inches) at the rear.

Putting this into perspective, the new Ascent is 48 mm (1.9 inches) shorter than the mid-size three-row SUV category’s top-selling Explorer, albeit with a 24-mm (0.9-inch) longer wheelbase, and some might be surprised to learn that the new Subaru SUV also stands 42 mm (1.6 inches) taller than the big Ford. The only Explorer dimension to exceed the Ascent is width that sees Ford’s SUV 119 mm (4.7 inches) wider, with 66 and 71 mm (2.6 and 2.8 inches) more respective front and rear track too. Considering the Explorer is one of the mid-size segment’s biggest crossover SUVs, Subaru now has something equally large so that no one gets left behind.

When comparing the new Ascent to other sales leaders, it’s longer, wider and taller than the Toyota Highlander and Kia Sorento (albeit shorter than the new Kia Telluride, with a shorter wheelbase and less width), longer and taller than the Honda Pilot and Hyundai Santa Fe XL (which is currently in its final days, but take note it’s slightly longer than the new Hyundai Palisade too, but its wheelbase isn’t, nor its width), wider and taller than the Nissan Pathfinder, merely wider than the Dodge Durango, and only taller than the Volkswagen Atlas.

That was only a partial list of the Ascent’s three-row mid-size crossover SUV challengers, incidentally, the full list (from top-selling to poorest faring during the first three quarters of 2018) being the Explorer, Sorento, Highlander, Atlas, Pilot, Durango, Pathfinder, Chevrolet Traverse, Santa Fe XL, Dodge Journey, GMC Acadia, Mazda CX-9, and Ford Flex, while the just-mentioned Palisade and Telluride are too new to categorize by sales numbers.

While exterior size is one thing, passenger volume and cargo space is another, and much more important for making decisions. The Ascent provides 4,347 litres (153.5 cubic feet) of passenger volume and 2,449 litres (86.5 cu ft) for cargo when both rear rows are folded down. Those numbers are just for the most basic of Ascent trims, incidentally, which also measures 1,345 litres (47.5 cu ft) behind the 60/40-split second row and 504 litres (17.8 cu ft) behind the 60/40-split third row, while all other trims are half a litre less commodious at 2,435 litres (86.0 cu ft) behind the first row, 1,331 litres (47.0 cu ft) aft of the second row, and 498 litres (17.6 cu ft) in the very back.

These numbers compare well against key rivals, with the Ascent’s passenger volume even greater than the Explorer’s, and its standard eight-occupant seating layout a rarity in the class, while the big Subaru’s max cargo volume makes it one of the segment’s largest too. Also helpful, rear passengers gain easier access due to back doors that open up to 75 degrees.

As with most Subaru models, the Ascent comes standard with full-time Symmetrical AWD, which has long proven to be amongst the more capable of all-wheel drive systems available. Its first advantage is more evenly balanced weight distribution thanks to a longitudinally mounted engine and transmission, compared to the AWD designs of competitors that mostly derive them from FWD chassis architectures incorporating transverse-mounted engines. Subaru’s horizontally opposed flat “boxer” engine also let the designers place it lower in the chassis resulting in a lower centre of gravity, which aids packaging and handling.

The Symmetrical AWD design automatically applies additional torque to the wheels with the most grip, and it’s done in such a way that traction not only improves when taking off from standstill in slippery conditions, but it also benefits overall control at higher speeds. This means the Ascent is very capable on all types of roads and trail surfaces, while its standard X-mode off-road system, together with hill descent control, as well as a sizeable 220 millimetres (8.66 inches) of ground clearance for overcoming rocks and stumps, snow banks, etcetera, makes it better for tackling tough terrain than most other crossover SUVs.

Of course I had to off-road it, and when facing the mud and muck I pressed the X-Mode button on the lower console and let it do the rest while I pointed it where I wanted to go. Amazingly it responded almost as well as the bull low gearing range of a truck-based 4×4, although the sound of all the electronic systems, such as traction and stability control, working away in the background as it climbed some very steep, ultra slippery, deeply rutted and just plain yucky sections of trail I would have normally only tried when at the wheel of a Jeep Wrangler, Toyota 4Runner, or something more dedicated to mucking it up, was out of the ordinary.

Fortunately the Ascent took care of my backside thanks to one of the nicer rides in the mid-size class, but I wouldn’t say it’s the sportiest feeling or best handling in this three-row category. It’s fully capable of being pushed hard through a twisting back road at a fast clip, but keep in mind this Subie was clearly designed for comfort before speed.

It rides on the new Subaru Global Platform (SGP) architecture, which combines a strong yet lightweight unibody construction with a fully independent MacPherson strut front and double-wishbone rear suspension, improved further with a stabilizer bar mounted directly to the body at the rear and an electric rack and pinion steering setup in front. It all rolls on 18-inch silver five-spoke alloys shod with 245/60 all-seasons in the Ascent’s two lower trims, and 20-inch machine-finished high-gloss split-spoke rims on 245/50 rubber for the two upper trims, my test model benefiting from the latter.

High-speed stability is important with an SUV that moves off the line as quickly as the Ascent. Its horizontally opposed 2.4-litre turbocharged four-cylinder makes 260 horsepower and 277 lb-ft of torque, the latter from 2,000 to 4,800 rpm, but I enjoyed it best when not pushing too hard, which bought out the powertrain’s wonderfully smooth character and minimized fuel usage.

Subaru estimates a Transport Canada five-cycle fuel economy rating of 11.6 L/100km city, 9.0 highway and 10.4 combined for the Ascent, compared to 12.0 city, 8.7 highway and 10.5 combined for the larger 3.6-litre H-6 in the much smaller Outback. The new four actually makes 4 more horsepower and 30 additional lb-ft of torque than the flat-six, by the way, so we’ll probably be seeing this smaller, more efficient turbocharged motor in a future Outback too.

Now that we’re making fuel economy comparisons, the Ascent looks good when put up against the base Explorer’s 2.3-litre turbocharged four that can only manage a claimed 13.1 L/100km in the city, 9.2 on the highway and 11.4 combined, but it should be said the blue-oval SUV makes a lot more power, whereas the thriftiest Toyota Highlander V6 AWD actually does quite well against both the Ford and Subaru SUVs at 11.7 city, 8.8 highway and 10.4 combined. All in all, the Ascent can hold its own at the pump.

Helping the Ascent achieve its impressive efficiency is Subaru’s High-torque Lineartronic CVT, continuously variable transmissions not only economical but also ideal for this type of large family-oriented vehicle thanks to its smooth, linear power delivery. Subaru includes standard steering wheel paddles to enhance driver engagement, along with a faux eight-speed manual shift mode that does a decent job of faking a regular automatic transmission’s gear changes while providing reasonably sporty driving characteristics, while standard Active Torque Vectoring increases high-speed traction. This advanced CVT was first introduced with Subaru’s WRX sport sedan, and while not optimized to swap cogs as quickly as in the World Rally Championship-bred performance car, it nevertheless combines positive, smooth operation while minimizing running costs.

Compared to most of the Ascent’s mid-size competitors that come standard with FWD, AWD is standard and there’s only one powertrain on offer, from the base model to top-of-the-line. Trims in mind, the 2019 Ascent is available in Convenience, Touring, Limited and Premier grades, with its standard Convenience features including auto on/off halogen headlamps, LED daytime running lights (DRL), roof rails, a 4.2-inch colour TFT multi-information display, tri-zone auto HVAC, a 6.5-inch touchscreen infotainment system with Android Auto and Apple CarPlay smartphone connectivity, a backup camera, a six-speaker audio system with satellite radio, three-way heatable front seats, an eight-way powered driver’s seat, USB ports for the second row, 19 cup and bottle holders, plus more for only $35,995 plus destination.

Also impressive, all 2019 Ascent trims includes standard Subaru EyeSight driver assist technologies like adaptive cruise control with lead vehicle start assist, pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, and lane keeping assist, while all the expected active and passive safety features come standard as well.

Moving up through the line, second-rung Touring trim starts at $40,995 in its eight-passenger configuration or $41,495 when the second-row captain’s chairs are added, the latter reducing the total number of seats to seven. The Touring model also includes the Subaru Rear/Side Vehicle Detection (SRVD) system that features blind spot detection, lane change assist, rear cross-traffic alert and reverse automatic braking, plus this trim also includes a special set of machine-finished five-spoke 18-inch alloy wheels, body-coloured side mirrors with integrated LED turn signals and approach lights, LED fog lights, a sportier looking rear bumper design featuring integrated tailpipe cutouts, proximity-sensing keyless entry, pushbutton start/stop, front door courtesy lamps, chromed inner door handles, a universal garage door opener, a windshield wiper de-icer, auto-dimming centre and sideview mirrors, a leather-clad steering wheel and shift knob, a bigger 8.0-inch centre touchscreen, more upscale fabric upholstery, a power panoramic sunroof, magazine pockets on the front seatbacks, climate controls for the second row passengers, reading lights for third row passengers, a retractable cargo cover, a power-operated tailgate, a transmission oil cooler, trailer stability control, and pre-wiring for a trailer hitch that increases towing capability to 2,270 kilos (5,000 lbs).

Next on the Ascent’s trim menu is the Limited, which starts at $46,495 in its standard eight-passenger configuration or $46,995 when set up for seven passengers, and adds the larger 20-inch alloy wheels noted before, plus steering-responsive full low/high beam LED headlamps with auto high beams, black and ivory soft-touch interior surfaces, a heated steering wheel rim, a nicer looking primary gauge package with chrome bezels and blue needles (instead of red), plus a 6.3-inch colour multifunction display on top of the centre dash that shows the time, temperature and dynamic functions including an inclinometer, while a navigation system gets added to the infotainment display, as does SiriusXM Traffic. Additional Limited trim features include 14-speaker 792-watt Harman/Kardon audio, a 10-way powered driver’s seat enhanced with powered lumbar support and lower cushion length adjustability, driver’s seat and side-mirror memory, a four-way powered front passenger seat, leather upholstery, two-way heated second-row seats, integrated rear door sunshades, third-row USB ports, plus more.

My tester’s Premier trim is top of the line yet at $49,995 it’s still very affordable, especially within a class that often exceeds the $50k threshold before adding options. The Ascent Premier comes fully equipped as is, including a special high-gloss black grille insert, satin-finish side mirror housings, chromed exterior door handles, rain-sensing windshield wipers, ambient interior lighting, a front-view camera, a Smart Rearview Mirror with an integrated rearview camera, woodgrain inlays, brown perforated leather upholstery, ventilated front seats, standard captain’s chairs for the second row, a 120-volt power outlet on the rear centre console, plus more.

By the way, all 2019 Subaru Ascent prices were sourced right here on CarCostCanada, where you can also find detailed pricing on trims, packages and standalone options for every other new car, truck, van and crossover SUV sold in Canada, plus rebate information and dealer invoice pricing that could save you thousands.

Along with all the right features is a really nicely finished cabin that’s large and comfortable from front to back. Some noteworthy details include a leather-like soft-touch dash top enhanced with attractive stitching ahead of the front passenger, while just below is a useful shelf unpinned by a really nice bolster covered in more stitched leatherette, albeit ivory coloured for a truly distinct look. This wraps around lower portion of the instrument panel before matching up to more ivory bolstering on the door panels, although Subaru goes a step further by introducing a dark brown for the armrests that matches the previously noted brown leather seat upholstery. Premier trim also features matte-finish faux wood trim, but honestly it doesn’t come close to looking or feeling real. Last but not least, Subaru takes care of everyone’s elbows with soft padded synthetic door uppers front to back, but doesn’t go so far as to wrap any of the roof pillars in cloth like some others in the class.

Speaking of not measuring up to the best this class has to offer, I was surprised to learn this top-line model doesn’t come with a fully digital gauge cluster, this advanced feature showing up on many of the Ascent’s recently redesigned or new competitors, like Volkswagen’s Atlas and Hyundai Palisade. Still, the dials’ blue needles were a nice addition instead of the usual red found in lower trims, while the vertical TFT multi-information display features a cool graphic of the SUV’s backside with taillights that light up when pressing the brake. It’s fun to watch, but even better this display notifies drivers via visual alert and audio chime that they may have left something, a young child, or possibly a pet in the back seat.

The bigger multi-information display on top of the dash is used more for Subaru’s EyeSight advanced driver assistance systems, with attractive, detailed graphics, while this display also provides speed limit information, navigation system info, an inclinometer and other off-road features, plus more.

Just underneath, Subaru’s impressive new high-resolution 3D-like infotainment touchscreen really wows the eyes as it provides a bevy of useful functions. It includes all the features and apps noted earlier, plus it responds to inputs quickly and reliably.

Fast responses in mind, the heatable steering wheel warms up quickly and remains hot as well, as do the heated front and rear seats, which I appreciate more than those that slowly cool off after a few minutes of maximum strength. I often use heated seats for therapeutic reasons, soothing an aching lower back, and the last thing I want is to keep fiddling with a temperature control switch. Speaking of switches, the button for heated steering wheel is smartly positioned just below the right-side spoke where it’s easy to locate, while the adaptive cruise control system, actuated via a set of buttons just above, worked ideally during high-speed and stop-and-go driving. Likewise, the lane departure system held the Ascent in place when cruising down the freeway, but rather than maintain the centre of a given lane it bounced off the lines when I purposely didn’t pay attention in order to test its capability.

A really impressive technology is the Ascent Premier’s auto-dimming centre mirror that does double-duty as a backup camera when activated. Also helpful is the Ascent’s sunglasses holder that doubles as a rear conversation mirror.

The Ascent’s driver’s seat was ultra-comfortable and quite wide, so it should be ideally shaped for big people, but it fit my five-foot-eight medium-build body type well too. When that front seat was positioned for my long-legged, short-torso frame, which means I had it pushed farther rearward than someone my height normally would, a far reaching telescopic steering wheel allowed for a comfortable driving position that left me in complete control. What’s more, when the seat was set up this way I still had plenty of room just behind in the second row seat, with approximately 10 inches of available space ahead of my knees and ample for me feet, plus loads for my hips and shoulders as well as more than enough over my head.

I was even more impressive with the third row. Just for fun I slid the second row as far back as possible and then climbed rearward, via a walkway that provided more than enough room. When seated in the very back my knees were rubbing up against the second-row seatbacks, but moving those seats forward a touch remedied the situation to the point that I had plenty of space in both rear rows. Really, there were three-plus inches above my head in the very back, which means average-size adults should fit in no problem, even while larger adults are seated just ahead.

As I mentioned before, the Ascent provides a full load of cargo space behind the third row. In fact, it’s similar that found in a full-size sedan’s trunk, while below that load floor is a hidden compartment for storing smaller items plus the retractable cargo cover when not being used. Lowering the 60/40-split third row is slightly awkward, first needing the headrests to be manually pushed down into the seatbacks, and then requiring a tug on a strap hanging off the top of the seats, before pushing those seats down. Pulling them back up merely needs a tug on a longer strap attached to the cargo floor/seatback. As for the second row, it lays down by first unlatching it, so you can slide it forward, and then unlatching a second release at which point you can slide them back if you want to line up each side. There’s plenty of space for luggage and/or building sheets, but I must say the captain’s chairs don’t result in a particularly flat loading area. I imagine the standard bench seat would work better, so you may want to purchase one of the Ascent’s lower trims if you’re planning to do a lot of load hauling.

Purchasing in mind, you should feel safe buying an Ascent, even though it hasn’t been around very long. Subaru has a good track record for reliability and longevity, and after a week with this example I believe the automaker has done a very good job engineering and assembling its first-ever near full-size SUV.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Chevrolet Equinox AWD Premier Road Test

It’s easy to point the finger at Volkswagen for ridding us of the diesel, but they weren’t the only German automaker to cheat environmental regulations in order to legitimize their oil burners. Now we can thank General Motors for staying the diesel engine’s execution, at least temporarily.

Yes, no sooner am I reporting on the General’s wonderful 1.6-litre turbo-diesel powerplant and it’s already being discontinued from the 2020 Equinox lineup, relegated back to mid-size pickup truck duty. This means you’d better act fast if you want to own a new 2019 Equinox Diesel.

You may not know that Hyundai and Mazda promised diesel powertrains of their own for this very 2019 model year, but they’ve probably seen the fading light of diesel’s demise in this new “woke” era, with Hyundai recently introducing a number of all-electric SUVs, one even fueled with hydrogen. Trying to refuel that fuel cell model at Vancouver’s only hydrogen station might pose a problem unless you happen to live five minutes away like I do, but I’d still rather have the go-anywhere efficiency of a diesel.

Recently I spent a week with 1.5-litre turbo-four gasoline-powered Equinox Premium (the white one in the photos), and after that another week with the same trim with the turbo-diesel I’ve been blabbing on about (the blue version), while I’ve yet to spend a minute with the most compact crossover SUV’s most potent 2.0-litre turbocharged four-cylinder.

The entry-level engine might initially appear a bit on the weak side thanks to only 170 horsepower and 203 lb-ft of torque available, at least on paper, but it was more than sufficient for this fairly lightweight compact crossover, plus it’s ultra friendly to those keeping tabs on their budgets due to a claimed Transport Canada fuel economy rating of 9.2 L/100km city, 7.3 highway and 8.3 combined in FWD trim, or 9.3 city, 7.8 highway and 8.6 combined with its optional AWD.

The available 2.0-litre turbocharged four-cylinder, which features AWD as standard equipment, should provide those looking for excitement with thrills aplenty thanks to 252 horsepower and 260 lb-ft of torque, but despite the impressive nine-speed automatic it comes mated to, which adds up to three extra gears over the two less potent engines’ six-speed automatic transmissions, the more advanced drivetrain manages only 10.9 L/100km in the city, 8.3 on the highway and 9.7 combined.

Incidentally, all models come standard with auto stop/start, which instantly turns off the engine when the Equinox comes to a full stop, and then automatically restarts it when lifting off the brake pedal, the process helping reduce emissions and fuel usage.

All in all, the above numbers are really quite decent when comparing them to competitors with similar performance, but both gasoline-fueled models don’t come close to matching the fuel economy of the Equinox Diesel, that gets an 8.5 L/100km city, 6.0 highway (6.1 with AWD) and 7.4 combined claimed rating. Then again, line those numbers up next to the new Toyota RAV4 Hybrid’s figures and the Chevy almost looks gluttonous, what with a mere 5.8 L/100km of city consumption, plus 6.3 on the highway and 6.0 combined, plus the Japanese model’s $32,090 entry price is about a thousand cheaper than the least expensive Equinox LT FWD model, which starts at $33,100. It’s $6,400 more than the $26,700 base Equinox LS as well, and $5,300 less than the $38,400 Equinox AWD Premier Diesel shown on this page. All-wheel drive adds $2,400 to the base LS price, incidentally, while the sportier Equinox AWD 2.0 Premier is available from $37,900.

I should mention that all the quoted prices above don’t include the destination charge or any other fees, but you can check such details plus all the prices of trims, packages and individual options right here on CarCostCanada, where we also provide you the latest manufacturer rebates (especially helpful during year-end clear-outs) as well as dealer invoice pricing that could easily save you thousands.

Now that we’re talking savings, Mitsubishi’s Outlander PHEV is the compact SUV class’s most efficient model by a long shot, but with a base price of $43,498 (before government rebates) it’s a lot more expensive, which makes GM’s duo of diesels the most efficient non-electrified crossover pairing in the compact crowd. Combine that with diesel pump pricing that’s usually a lot lower than regular unleaded, and it should save you money if you drive enough. It should be noted the 2.0-litre turbo is thriftier than a number of similarly powerful compact crossovers too, so big marks to GM for offering so many engine and transmission options, plus making them all better than average when it comes to fuel economy.

I have to admit to preferring the diesel-turbo to the base gasoline-powered turbo-four, both from a performance and efficiency perspective. The diesel might only put out 137 horsepower, but it delivers a much stronger 240 lb-ft of torque down, and like the base engine it’s all available from just 2,000 rpm.

Also impressive, the Equinox’ AWD system aids fuel economy even more. Unlike the majority of SUVs in this class that use full-time AWD systems, or employ a viscous-type coupling that causes the rear wheels to engage automatically, GM’s SUVs use the front wheels to drive until traction becomes a problem, at which point a warning appears within the instrument cluster and you’re recommended to switch over to AWD by pressing a button on the lower centre console. I first questioned whether or not my Equinox was fitted with AWD when my front tires kept breaking traction during takeoff, this due to all of the diesel’s rubber-smoking torque, but after noticing the AWD button and then putting it into action, no more squealing tires.

Another bonus was the base six-speed automatic, which while down a couple of gears from some others in this class, including the aforementioned 2.0-litre turbo-four, was nevertheless very responsive. You can even row through the gears by flicking a rocker switch on top of the shift knob with your thumb, which is an unusual but welcome alternative to shifting the whole gear lever or pulling on a set of steering wheel-mounted paddle shifters (now that I mentioned that, don’t try to shift by pulling the buttons on the backside of the Equinox’ steering wheel, as you’ll probably just swap radio stations). Back to that six-speed, I never found it lacking gears, as each engine provided plenty of torque over very wide rev ranges, and the transmission shifted nice and smooth no matter whether I was doing so manually or leaving it to its own devices.

The Equinox also has a nice smooth suspension, which is par for the course when talking about GM products, other than performance-first models like the Corvette Z06. Back to the compact crossover SUV segment, the Equinox takes to corners well too, easily providing a level of smile-inducing sporty performance. It feels light in weight, nimble, and plenty of fun through the curves, plus it’s great at zipping in and out of heavy inner-city traffic, or just cruising down the freeway.

I was able to take in the Equinox Premier’s impressive interior better during more relaxed stints behind the wheel, however. It’s finished to a higher degree than some of its key rivals, a quality factor that immediately becomes noticeable when closing the driver’s door. It just feels more solid and better built than a number of its tinnier challengers, with this refinement continuing throughout the cabin. For instance, both smooth and perforated patterned and contrast-stitched leatherette covers the entire instrument panel, while tastefully applied aluminum-like accents dress up the steering wheel, the primary gauge cluster, each dash vent, the centre stack switchgear, and the lower console controls.

A weakness is the amount of pliable interior plastics, but Chevy does cover each armrest plus much of the door inserts and uppers in a padded, contrast-stitched leatherette, while it finishes off the rest of those door uppers in a synthetic soft paint that also is used for dressing up the dash top and much of the instrument panel, plus the top edges of the centre stack and lower console. To clarify, this isn’t the type of paint that eventually peels off, but instead it is permanently bonded to the plastic and therefore provides a nicer texture than the usual hard shell plastic found in this class.

Pushing such premium touches yet further upstream is a truly nice set of steering wheel switchgear, my test model even featuring a heated steering wheel rim as well as adaptive cruise control, while some of the buttons at hand actuated the colour multi-information display in the otherwise analogue gauge package, this incorporating a digital readout for traffic sign info, plus a back seat reminder that detects whether or not you opened the rear doors before departing on your journey, and when arriving warns that something or someone might have been left in the rear passenger compartment.

Lastly, the Equinox tops off its centre stack with a truly impressive infotainment touchscreen. I really like the clear and elegantly simple circular graphics and bright colours used for the main menu interface, which look modern, fresh and are easy to sort out. Chevy has created one of the best infotainment systems in the mainstream industry, and while some competitors might offer larger touchscreens, this eight-inch system is brilliantly sharp thanks to excellent resolution, and provides deep, rich colours with superb contrast. The navigation system’s map is clear and easy to read, while inputting addresses is easy, plus the route guidance was totally accurate each time I used it. I only wish the satellite radio interface showed album cover graphics, but that was hardly a deal-breaker.

The Equinox infotainment system also includes Android Auto and Apple CarPlay smartphone integration, plus one of the best 360-degree parking monitors I’ve ever experienced. From its default mode, which makes the “bird’s-eye” view surround camera smaller and puts it to the left of the display with a bigger rearview camera along with its dynamic guidelines to the right, it can be switched up to a full reverse camera with dynamic guidelines, or instead provide a different view of that same backup camera, an overhead view of that rear camera, or alternatively a weird frontal view that actually seems as if the SUV is being filmed from a drone hovering slightly ahead and above. There are simultaneous views of the curb and road, ultra-close-ups of the front, plus more. This camera kept me spellbound for at least an hour. By the way, both this top-tier camera system and the entry-level version were upgraded for image quality this year.

Just below the infotainment display is a two-zone auto HVAC interface that’s nicely organized and attractive, but my favourite set of buttons activated the three-way heatable and/or cooled front seats, the second of these items rarely available in this category, but really appreciated for keeping backside dry and cool during summer’s heat.

Follow the centre stack down to its base and you’ll find a sizeable compartment with a rubberized floor that’s ideal for a big smartphone. Chevy included a wireless charging pad, always convenient, plus the Equinox went from one regular USB-A port to a set of USBs, one for the usual A plug and another for new USB-C connectors, which is what my Samsung S9 uses. An aux plug and 12-volt charger come standard as well, while two additional USB charging ports can be found in a bin under the front centre armrest.

Glance upward and you’ll find an overhead console housing a sunglasses holder, LED reading lights, plus controls for OnStar, SOS, etcetera, plus of course switchgear for the panoramic sunroof and its powered sunshade. I love big glass roofs like this, because they shed plenty of light inside, brightening the entire vehicle’s ambience.

Of course, none of this would matter if the Equinox wasn’t comfortable, and to that end it provided plenty of room for my medium-build five-foot-eight body, as well as an excellent driving position that gave me total support and kept me in full control. Such isn’t always the case. In fact, some rivals’ tilt and telescopic steering won’t reach far enough rearward to compensate for my need to pull the driver’s seat far enough rearward for my longer than average legs (for a five-foot-eight person at least).

What’s more, when my driver’s seat was set up for my long-legged short torso body type, I still had about eight inches of room for my knees when sitting behind in the second row, and plenty of space from side to side plus about two inches over my head. The panoramic sunroof noted a moment ago pushed the surrounding roof area down a couple of inches than it would have if not included, but not a problem for me.

As far as rear seat features go, the Equinox Premier gets a set of LED reading lights on both sides, two additional USB-A charging ports (new for 2019), a regular household-style three-prong 120-volt socket, and the best rear seat heaters I’ve ever tried out, in that their three-way controls adjust the lower cushion and the backrest temperatures, or just the back alone. I don’t think you’ll hear a lot of complaints from the kiddos, but being that the rear seatbacks are divided 60/40 with no centre pass-through, active families that ski will be forced to play rock, paper, scissors for the heated side.

I like that Chevy incorporates levers on the cargo wall for folding those rear seatbacks down automatically. Just pull on them once and the seats drop down quickly, expanding the already sizeable 847-litre (29.9 cu-ft) dedicated cargo area to a really big 1,809 litres (63.9 cu ft).

Being just a year into its lifecycle, the 2019 Equinox looks identical to the 2018 model, but nevertheless GM has put a great deal of effort into rejigging trims and packages. To begin, a new Lights and Bright package is available with the second-rung LT, adding a chromed grille surround, LED headlights and tail lamps, as well as a special set of 19-inch alloys. Front-drive LT models no longer include a standard leather-clad shift knob, however, but it’s now part of an upgrade package.

My test model did feature a $2,995 Driver Confidence and Convenience II package, mind you, which is exclusive to Premier trim and includes the 360-degree parking monitor mentioned before, plus auto high beams, dynamic cruise control with stop-and-go, autonomous emergency braking with pedestrian detection, lane keeping assist, a safety alert seat that vibrates when veering out of your lane or causing any other number of issues, a heated steering wheel, an eight-way powered front passenger seat with power lumbar, and the cooled driver and front passenger seats, plus the heatable rear seats mentioned earlier.

You can also get the Driver Confidence II or Driver Convenience II packages separately, while my tester wore a no-cost set of 19-inch five-spoke alloy wheels. I won’t go into detail about all the options available, but suffice to say that anyone wanting to personalize their Equinox won’t have a problem.

On that note my test model included a $1,305 Infotainment II package as well, featuring the aforementioned panoramic sunroof, a navigation system, a seven-speaker Bose audio system, HD radio, and a different set of 19-inch alloys, while some Premier trim highlights include LED headlamps and taillights, chromed door handles and mirror housings, an auto-dimming rearview mirror and auto-dimming outside mirrors, a leather-clad steering wheel rim, a colour multi-information display, a universal garage door opener, two-zone auto climate control, an 8.0-inch infotainment touchscreen (the base model gets a 7.0-inch display), wireless smartphone charging, rear parking assist, blind spot warning with rear cross-traffic alert, a hands-free power tailgate, and more.

If you’re not convinced the Equinox is worthy of your attention by now, you’ve already made up your mind on something else. If you’re still on the fence, however, or just starting to search, make sure to include this impressive compact crossover SUV on your list. Just remember, however, that the diesel option will be cancelled soon, so claim yours if you like the idea of driving seriously far on a single tank of fuel. No matter the engine the Equinox is a good choice.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

Porsche adds 670 hp plug-in hybrid drivetrain to 2020 Cayenne and Cayenne Coupe

2020 Porsche Cayenne Turbo S E-Hybrid — The new 670-hp Cayenne Turbo S E-Hybrid can sprint from 0-100km/h in just 3.6 seconds. (Photo: Porsche)

Porsche introduced its completely redesigned third-generation Cayenne for model year 2018, and as is normally the case for the Stuttgart, Germany-headquartered luxury brand, has been continually expanding the mid-size crossover SUV line with new trim levels ever since.

From the modest yet still energetic 335 horsepower base V6 up to the rip-roaring 541 horsepower Turbo, with the 434 horsepower Cayenne S and 455 net horsepower Cayenne E-Hybrid plug-in in between, the Cayenne portfolio is wide and diverse, but now, taking its cue from last year’s Panamera, Porsche is about to add a much more formidable 670 net horsepower (541 hp from the Internal Combustion Engine/ICE and 134 hp from the electric motor) Turbo S E-Hybrid model to its mid-size SUV lineup.

The premium brand’s performance-tuned eight-speed Tiptronic S automatic gearbox comes as standard equipment, as does the Porsche Traction Management (PTM) active all-wheel drive system with an electronically variable, map-controlled multi-plate clutch, plus an automatic brake differential (ABD) and anti-slip regulation (ASR).

The new plug-in hybrid powertrain will be the top-level trim on the regular Cayenne as well as the new Cayenne Coupe, the latter (in lesser trims) expected to arrive at Porsche Canada dealerships soon, and along with heaps of electrified and twin-turbo 4.0-litre V8 horsepower it makes a shocking 663 lb-ft of combined torque (567 lb-ft from the ICE and 295 lb-ft from the electric motor), making the new model capable of blasting from zero to 100 km/h in just 3.8 seconds with its standard Sport Chrono Package, or 3.6 seconds with its available Lightweight Sport Package, all ahead of achieving a terminal velocity of 295 km/h (183.3 mph).

Being that it’s a plug-in hybrid (PHEV), the Cayenne Turbo S E-Hybrid’s completely charged 14.1 kWh battery is reportedly good for zero-local-emissions commutes and errand runs over short durations thanks to a maximum EV range of about 40 kilometres. The lithium-ion battery, which hides below the cargo compartment floor, takes a mere 6 hours to fully recharge when connected to a 230-volt Level 2 household charging station, but Porsche claims that a 400-volt supercharger is capable of reducing charge times to only 2.4 hours.

Additionally, owners can download a smartphone app that can remotely monitor the Cayenne Turbo S E-Hybrid’s charging process, plus the same app can pre-condition the auto climate control system and other features before the owner returns, similarly to how a remote engine start system can do likewise, but the Cayenne PHEV app only utilizes the battery for ancillary power, rather than the gasoline-portion of the SUV’s powertrain.

Those not yet familiar with Porsche’s all-new Cayenne Coupe should know that it gets a 20-millimetre roofline drop featuring a reworked front windshield framed within a shallower set of A pillars, plus much more tapered rear side windows, completely remoulded rear side doors, redesigned rear quarter panels, and a new rear bumper, with the latter composite panel also getting a new integrated license plate holder. This results in a small 19-mm (0.7-inch) increase to overall width, which when combined together with its just-noted lower ride height makes for an even more aggressive stance than the regular Cayenne.

A few more Cayenne Coupe improvements include a special adaptive rear spoiler, individual rear bucket-style sport seats divided by a shallow centre console storage bin, and a standard 2.16-cubic-metre fixed glass panoramic moonroof that can be cloaked from sunlight by an integrated roller-type shade, or optionally the roof panel can be made from lightweight carbon-fibre.

The all-new 2020 Cayenne Turbo S E-Hybrid, which is available to order now with deliveries expected early next year, will set you back another $40,400 over the already pricey 2019 Cayenne Turbo, at $182,200 plus freight and fees, this more than twice the price of a base 2019 Cayenne that’s available from only $76,700. As for the new Cayenne Turbo S E-Hybrid Coupe, its $187,100 retail price is $39,100 loftier than the 2019 Cayenne Turbo Coupe, and likewise is more than double that of the $86,400 base Cayenne Coupe. Interestingly, both Cayenne Turbo S E-Hybrid and Cayenne Turbo S E-Hybrid Coupe perform identically.

Incidentally, you can find detailed 2020 Porsche Cayenne pricing right here on CarCostCanada, including its various trims, packages and individual options, plus you can also save big by learning about available rebates and even source dealer invoice pricing that could keep thousands more in your wallet.

If you want to get your hands on either new Porsche model, make sure to contact your local dealer as quickly as possible, and while you’re waiting make sure to enjoy the sole video the German automaker provided below.

The new Cayenne Turbo S E-Hybrid Coupé: A master of balance (1:00):

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

2019 Ford Explorer Limited 4×4 Road Test Review

2019 Ford Explorer Limited 4x4 — The outgoing 2019 Ford Explorer remains a great looking crossover SUV despite its age. (Photo: Karen Tuggay)

If you’re a fan of Ford’s Explorer, particularly the outgoing version that’s currently being replaced by an entirely new 2020 model, it’s time to do something about it. The unashamedly Range Rover-esque fifth-generation model that launched in 2010 for the 2011 model year, is still a viable alternative to more modern machines, if not the hippest seven-seater on the block.

Yes, this 2019 Explorer is well beyond its due date. In fact, its Ford D4 platform actually harks back to the 2004 Five Hundred/Taurus family sedan and 2007 Freestyle/Taurus X crossover SUV, and that D4 architecture was pulled from underneath a 1999 Volvo S80, which arrived the year before. Other D4-based models included some US-exclusive Mercurys, Lincoln’s MKS and MKT, plus Ford’s own Flex.

Even though this 2019 Explorer is hardly a spring chicken, it remains particularly good looking and reasonably up-to-date inside. Ford has modified its styling over the past decade, the more recent examples utilizing a greater amount of Ford DNA than earlier versions, therefore eschewing its much maligned Range Rover copycat persona. I really like the look of my tester’s Limited trim, as it’s chrome-adorned outer design boasts big 20-inch alloy wheels and a number of other styling upgrades, leaving a clean and uncluttered appearance that isn’t at all overdone.

Thanks to the numerous styling updates, improved powertrains, and updated infotainment systems that have kept the Explorer fairly fresh and mostly modern, each week that I’ve spent with one reminds me why it’s so amazingly popular. Canadians consistently push this three-row Ford up to third or fourth place in its mid-size SUV category, and number one if we’re talking three-row rivals, yet in spite of looking fine, anteing up plenty of performance, and delivering the types of features those buying into this segment expect, it’s more than starting to show its age when it comes to rubberized soft-touch composites and harder plastics inside.

The 2019 Explorer I recently drove looks identical to the mildly refreshed 2018 model, which was actually a subtle styling upgrade of the more wholesale 2016 mid-cycle makeover. Ford redid the alloy wheels as well as upgraded some of its features since then, but it’s more or less the same SUV under the sheet metal.

A trio of powerplants is up for grabs, beginning with the Dearborn, Michigan-based brand’s standard, and this model’s as-tested 2.3-litre Ecoboost four-cylinder that puts out a generous 280 horsepower and 310 lb-ft of torque. This engine can be substituted with a 3.5-litre Ti-VCT V6 that makes 10 horsepower more at 290, yet only 255 lb-ft of torque for an extra $1,000, with the advantage of more towing capability, which improves from 2,000 pounds in standard trim or 3,000 lbs maximum (907 or 1,360 kg), depending on whether or not its Class II tow package has been added, to 2,000 or 5,000 lbs (907 or 2,268 kg), the latter number reflecting the Explorer V6 model’s Class III trailering upgrade. These are identical trailering ratings given to the top-tier turbocharged 3.5-litre Ecoboost V6 that transforms this friendly workhorse into a rip-snorting thoroughbred thanks to 365 horsepower and 350 lb-ft of torque.

My test model was outfitted in its second-rung Limited grade, which starts at $46,034 instead of the base XLT’s $39,448 window sticker. Yes, that means Ford has dropped its front-wheel drive base model for 2019, along with its more reachable $34,899 price point. The XLT and Limited use the first two engines noted a moment ago, whereas the $49,683 Sport and $55,379 Platinum models only offer the more potent turbo-V6 (make sure to check out all the 2019 Ford Explorer pricing details right here at CarCostCanada, including trims, packages and individual options, plus available rebates and dealer invoice pricing that could save you thousands).

I was glad that Ford provided its base powertrain in my tester, because this four-cylinder engine combines good performance with great economy, the latter rating being 13.1 L/100km city, 9.2 highway and 11.4 combined compared to 14.5 city, 10.6 highway and 12.7 combined for the mid-grade V6. At least the top-line V6 Ecoboost engine provides plenty of get-up-and-go in lieu of its near V8-like fuel-efficiency of 15.2 L/100km in the city, 10.9 on the highway and 13.2 combined, but I’m still glad I was refueling the Ecoboost turbo-four. Also, you’re required to top up both Ecoboost engines with 93-octane premium-grade gas in order to achieve those just-noted numbers, but not with the mid-range V6, therefore actual running costs between the base turbo-four and second-rung V6 engines are likely very similar.

Before you start comparing the Explorer’s base fuel economy with its challengers you’ll need to factor in that this SUV now comes standard with Ford’s Intelligent 4WD, not front-wheel drive like it used to in Canada and still does in the U.S., like most competitors continue to do.

Together with standard 4WD, all Explorers include Ford’s Range Rover-style Terrain System too, which is capable of managing all kinds of on- and off-road conditions. All that’s required is a twist of its console-mounted dial, and while it’s not a go-anywhere 4×4 like Ford’s own full-size Expedition or the upcoming Bronco, the Explorer is still very capable over light and even medium duty trails when using its Snow, Gravel, Grass Mode, Sand Mode, or Mud, Rut Mode selections, made even better via standard Hill Descent Control and the usual traction and stability control systems, while it’s best left in default Normal Mode the rest of the time.

Like a true off-road capable SUV, the Explorer sits taller than most crossover SUVs in its mid-size class, providing a more truck-like experience, but as noted before it is based on a conventional unibody platform. This means that its body structure stays tight and rigid, an easily noticeable trait that’s much appreciated when dealing with bumps, potholes and other annoyances. This has much to do with the amount of fine-tuning done by Ford’s engineering team over the past decade, because the Freestyle I first tested a dozen years ago never felt as composed. Both sit atop a well-sorted independent MacPherson strut front suspension and multi-link rear design, plus a 32-mm front stabilizer bar and 22-mm one in back, all of which provides an impressive ride quality and handling balance.

My as-tested Explorer Limited also had significant mass to contend with, its curb weight being a significant 2,066 kilograms (4,556 pounds) even with its lightest 2.3-litre turbo-four under-hood, but the aforementioned horsepower and torque numbers made sure it still delivered strong acceleration off the line, up to highway speeds and beyond, while its six-speed automatic gearbox (the only transmission offered) matches the engine well. The more remedial transmission should provide better reliability than all the competitive eight-, nine- and 10-speed autoboxes too, the latter count corresponding with the number of forward gears offered in the new 2020 Explorer, incidentally. I found the 2019 Explorer’s six-speed automatic swapped cogs with a steady smoothness and plenty of positive action when pushing hard, the latter enhanced with a thumb rocker switch on the shift knob when wanting to engage manual mode, so I would have zero issues with four less gears if it proved to be a more dependable transmission long-term.

Speed is one thing, but in the family-hauling SUV world comfort is king. Fortunately the Explorer provides comfort in spades, not to mention room to spare. It can manage up to seven occupants in standard trim or six when outfitted with second-row captain’s chairs. My tester’s standard configuration allowed for three-abreast seating across the second row without discomfort, the outboard positions benefiting from two-way heat for warming rear derrieres during the cold winter months. Two buttons on the backside of the front centre console turn them on or off, these placed beside a manual rear temperature control panel that also houses dual USB charging ports, plus a three-prong 110-volt household-style AC charger.

For accessing the third row, each 60/40-split side of the second row can be flipped forward and out of the way, allowing for a lot of access space, while those relegated to the very back should definitely be comfortable unless they’re taller than average. My five-foot-eight medium-build body fit in nicely, with more than enough room in each direction.

The 50/50 split-folding rearmost seats can be dropped down into a deep luggage well when not in use, by available power controls on the cargo wall no less. They stow away similarly to how they would in a high-end minivan, but you’ll need to walk around to the side doors in order to lay the second-row seats flat. When done you’ll end up with a lot of room to carry life’s belongings, the Explorer’s available cargo volume expanding from 595 litres (21.0 cubic feet) behind the third row, or 1,240 litres (43.9 cubic feet) aft of the second row, to a total of 2,313 litres (81.7 cubic feet) behind the first row. That’s an impressive load when compared to its three-row challengers.

Back in the driver’s seat, the Explorer Limited’s main chair is 10-way powered and should therefore be comfortable for most shapes and sizes, even including four-way powered lumbar support for locating the ideal position to add pressure on the small of the back. The power-adjustable steering column provides loads of reach too, which made it easy to set up a driving position that optimized both comfort and control, while all buttons, knobs and dials on the instrument panel were easy enough to reach.

That included the centre touchscreen, which includes Ford’s superb Sync 3 infotainment interface. Granted, it’s not as modern as more recently updated models in this class, the new Explorer included, but its white and black (and sometimes wine) on light blue graphics remain fresh and good looking, while the system continues to be relatively quick to respond to inputs, if not providing the best resolution currently available. Its matte display minimizes fingerprints, plus it is bright and easy to read, and therefore better than some competitive displays that wash out in sunlight. For example, a 2019 Toyota Highlander’s centre display nearly impossible to see in due to glare (a model not yet upgraded with Toyota’s newest and much improved Entune infotainment system), and it was worse when donning my polarized sunglasses. In the Explorer this is not an issue.

All of the Explorer’s switchgear is on par with others in its segment, some even better. The rotating audio knob, for instance, is edged in knurled metal that adds a premium feel and look. The cabin’s woodgrain inlays are really dense and authentic feeling too, these running across the instrument panel as well as each door, while I really like the way Ford surrounded the wood in satin-finish aluminum, the two metal trim sections meeting where the dash ends and door panel begins. It would’ve looked much better if they aligned more evenly, the doors obviously not hung properly during assembly (see photos 28 and 29 in the gallery for a clear view), but Ford should get bonus points for the quality of these trim pieces and the Explorer’s overall good interior design (I’m guessing you can ask your local dealer to rehang the doors if the Explorer you’re buying suffers from the same problem).

The just-noted wood and metal inlays come standard, while base XLT features not yet mentioned include LED signature lighting enhancing the otherwise auto LED low-beam headlights, plus LED fog lights, LED tail lamps, 18-inch alloys on 245/60 all-seasons, silver roof rails, Ford’s Easy Fuel capless fuel filler, remote start, proximity access with pushbutton start/stop, Ford’s SecuriCode keypad on the B-pillar, MyKey, forward and reverse parking sonar, a leather-wrapped multi-function steering wheel, a leather-wrapped shift knob, an eight-way power-adjustable driver’s seat, heatable front seats, an auto-dimming centre mirror, Ford’s Sync 3 infotainment touchscreen with a backup camera, a seven-speaker AM/FM/MP3 audio system with satellite radio, FordPass Connect with a Wi-Fi Hotspot, a media hub that includes a smart-charging USB and four 12-volt power points (two in the first row, one in the second row, and one in the cargo area), filtered two-zone auto HVAC, blindspot monitoring with rear cross-traffic alert, and plenty more.

The Explorer’s rigid body shell is standard too, plus enough safety gear to achieve an NHTSA 5-star crash rating, while Ford also makes a new (last year) $1,000 Safe and Smart Package available that adds rain-sensing windshield wipers, auto high beams, dynamic cruise control, forward collision warning with brake support, and lane-keeping assist.

That Safe and Smart Package was added to my Limited tester, which otherwise gets more standard chrome exterior trim, unique 20-inch alloys riding on 255/50 tires, power-folding outside mirrors with integrated LED turn indicators, ambient interior lights, a heated steering wheel, a power-adjustable tilt and telescopic steering column, a universal garage door opener, perforated leather upholstery with three-way cooling and memory (that also memorizes mirror and steering column settings), a 10-way power-adjustable front passenger seat, a 180-degree split-view front parking camera, a voice-activated navigation system that includes SiriusXM Traffic and Travel Link, a hands-free foot-activated power liftgate, an excellent sounding 12-speaker Sony audio system, the 110-volt AC power outlet, heatable second-row seats, and power-folding third row I noted earlier, plus Ford included a $1,750 two-pane powered panoramic sunroof above, all of which kept my Explorer tester under $50k, including destination fees.

Ford offers a number of additional options and packages too, such as a $1,500 XLT Desert Copper Package that includes unique 20-inch alloy wheels, chrome side mirrors, and black/copper leather upholstery to base XLT trim; and the $1,600 XLT Sport Appearance Package that features “EXPLORER” block letters on the hood, special Magnetic Metallic-painted (black) 20-inch alloys, exterior accents painted in Magnetic Metallic, black roof rails, “EXPLORER” enhanced front floor mats, upgraded door panels highlighted with Fire Orange contrast stitching, black leather upholstery with perforated Miko inserts, Foxfire scrim and the same Fire Orange contrast stitching, plus more.

Ford could have upgraded my Limited tester with a $2,900 301A package as well, which features the Safe and Smart Package as well as a set of Multicontour front seats with Active Motion massage, active park assist, and inflatable rear outboard safety belts.

As for the previously noted Sport trim line, other than the much more potent turbo-V6 it receives cool looking glossy black exterior trim most everywhere chrome was before, including the mirror housings and outer door handles, while also adding a special blackout treatment to the headlights and tail lamps, while also including its own set of blackened 20-inch rims, upgrades the cabin including perforated leather upholstery with red stitching, plus an improved Sony audio system with Clear Phase and Live Acoustics, while all of the Limited trim’s features are included too, plus the Safe and Smart Package.

Finally, top-line Platinum trim gets everything already noted except for the Sport model’s black exterior trim and special interior details. Instead it features satin-chrome on the outside, plus a sporty quad of chromed tailpipes, resulting in the most Range Rover-like Explorer from an exterior design perspective. Nevertheless it’s a very attractive family hauler, complete with power-adjustable pedals, a standard twin-panel moonroof, active park assist, and exclusive Ash Swirl wood inlays edged in real aluminum, plus Nirvana leather upholstery featuring micro-perforations and rich quilted side bolsters.

Platinum trim also includes the massaging Multicontour seats from the aforementioned 301A package, an upgraded gauge cluster, a leather-clad instrument panel and door uppers, additional leather covering the door and centre console armrests, a unique headliner, and active noise reduction.

The Platinum would have made for a more enjoyable week than my Limited test model for sure, but if I were purchasing the $6k difference would cause me some pause. Either way the Explorer still looks great, is really nice to drive, is good on fuel when outfitted with its turbo-four, comes loaded with luxury goodies, is ultra accommodating for passengers and cargo, and is nicely finished too (not including those misaligned trim pieces).

All said, the soon to be discontinued fifth-generation Explorer remains an excellent three-row crossover SUV that any price-sensitive buyer should consider now that dealers are ready to sharpen their pencils. Sure it’s going to look a bit old next to the all-new 2020 model, but it’s a tried and tested utility that should provide years of hassle-free service, and that’s a luxury that might make it an ideal choice.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test

With Genesis now taking its place amongst more established premium brands, having initially pulled two of the South Korean namesake automaker’s most premium models (the Genesis sedan/G80 and Equus/G90) with it before adding one of its own (the new G70), Hyundai now appears to be working hard at differentiating its styling from the very luxury brand it created, while also keeping its look unique from in-house rival Kia, which shares underpinnings with most models across its lineup.

I believe they’ve done a good job thus far. Comparing the two brands’ mid-size sport utility offerings, the third-generation Hyundai Santa Fe and the current Kia Sorento looks as different as Toyota’s Highlander and Honda’s Pilot, yet they share plenty of components and therefore have saved costs in production and development.

That third-generation Santa Fe is mostly gone, however, replaced by the all-new 2019 Santa Fe shown on this page. I say mostly only because the long-wheelbase three-row Santa Fe XL still exists, currently selling alongside the new 2020 Hyundai Palisade, at least until stock dries up. The Palisade is a radical departure from the Santa Fe XL in styling and execution, and so is the completely redesigned Santa Fe.

The new grille design is big, deep and totally distinctive, while the new Santa Fe’s innovative frontal lighting, comprised of narrow LED strips up top and tightly grouped clusters of secondary driving lights below, is now showing up on the brand’s latest designs, including the entry-level Kona and that top-tier Palisade just noted.

Sizes in mind, not everyone agrees on the Santa Fe’s segment categorization. Its first generation was more compact than mid-size, but over the years it grew to the point that its third-generation model was sized closer to the majority of mid-size five-passenger crossover SUVs, coming very close to matching the length, width and height of the Ford Edge, for instance.

The new one has grown yet again, measuring 4,770 millimetres (187.8 inches) from nose-to-tail and 1,890 mm (74.4 in) from side-to-side, which means that it’s 246 mm (9.7 in) longer than the Ford Escape compact SUV, yet only 9 mm (0.3 in) shorter than the Edge, while it is 52 mm (2.0 in) wider than the former Ford and just 38 mm (1.5 in) narrower than the latter. As for an in-house comparison, the new 2019 Santa Fe is a full 70 mm (2.7 in) longer and 10 mm (0.4 in) wider than the outgoing 2018 model, this upping interior volume. So therefore, while I have long deemed the Santa Fe a mid-size crossover SUV, now no one should categorize it differently.

The Santa Fe has been with us for almost 20 years, and has always enjoyed extremely strong sales in Canada. In fact, it once again placed top of the mid-size SUV heap last year thanks to 24,040 deliveries, which put it well ahead of the second-place Edge just mentioned, the five-seat Ford only managing to coax 19,156 Canadian buyers over to its side last year. Santa Fe sales success isn’t a new phenomenon either, with the model holding first place in this category for as long as I’ve collected records (yes, I’ve actually kept running tabs on Canadian and US vehicle sales for more than 10 years).

I won’t go into too much detail about the new Santa Fe’s exterior design, only to say that it had a tough act to follow, and that I think they’ve done a good job with the new fourth-gen styling. As for the 2019 Santa Fe’s interior design, quality, fit, finish, and more, I’m quite certain you’ll be impressed. It’s one of the most luxurious crossover SUVs in its segment, with more pliable soft-touch surfaces than the majority of challengers, the entire mid-portion of its dash-top made up of stitched and padded composite that looks like real leather, this high level of finishing continuing downward with a similar surface treatment on the lower console sides, each door panel armrest, as well as the door inserts.

Moving upward, each front and rear door upper receives high-quality premium soft-touch composite surfacing too, with the Santa Fe’s only hard plastic including the most forward section of the dash top, the oval instrument binnacle surround, a small section on the door panels, all of the lower door panels, plus the lower instrument panel. Being that these surfaces are not often touched, most mainstream volume carmakers do the same, and considering how nicely Hyundai has detailed out the mesh metal-look décor inlays that wrap around the upper edge of the instrument panel into the doors front to rear, plus the attractive variation on that metal-look theme seen lower down on those door panels, which are actually speaker grills for the top-line Infinity sound system, I believe it’s okay they didn’t go over the top with soft, pliable composites.

Along with all the lovely metal trim just mentioned, Hyundai also includes plenty of satin-finish aluminum-look highlights throughout the Santa Fe’s cabin. Specifically, the gauge cluster gets circled in metal brightwork, while a similar treatment gets applied it to some of the steering wheel’s switchgear, and to the tablet-style infotainment touchscreen, plus the dash vents, the two-zone auto HVAC interface, the gear selector, the door pulls, the attractively finished power window switches and side mirror controller, etcetera.

As impressive as all of the above is, the first thing that caught my eye when sliding behind the wheel of my top-line Santa Fe Ultimate was its luxuriously finished, thoroughly unique headliner. Looks like denim, but not blue jeans. Instead, the soft material is dyed light beige with browner flecks within. It looks really nice, plus Hyundai uses it to all of the Santa Fe’s roof pillars from front to rear, which is unheard of in this mainstream segment.

The distinctive roofliner is used for the large panoramic sunroof’s powered sunshade too, which can be opened by pressing a double-duty button that also tilts or slides back the glass to let air circulate from above. The overhead console includes buttons for LED reading lamps too, while it also contains a sunglasses holder that’s as nicely finished inside as the headliner is on the outside.

Notably, the new 2019 Santa Fe includes some updated trim line names, beginning with the base Essential model, which can be upgraded to Preferred, Preferred Turbo, Luxury, and finally as-tested Ultimate trim. The base Essential model, which starts at $28,999, includes a host of standard features such as heated front seats, a heatable steering wheel rim, 7.0-inch touchscreen infotainment with Apple CarPlay and Android Auto smartphone integration, a reverse camera with dynamic guidelines, two USB charging ports, Bluetooth, auto on/off projector headlamps with LED accents, fog lights, 17-inch alloy wheels, chrome and body-colour exterior detailing, a leather-wrapped steering rim wheel and shift knob, two-way powered driver’s lumbar support, 60/40 split folding rear seatbacks with recline, an electric parking brake with auto hold, Drive Mode Select with Comfort, Smart, and Sport modes, plus a lot more (make sure to check out all the pricing details right here on CarCostCanada, plus learn more about available rebates and make sure you find out about dealer invoice pricing before you buy, because it could save you thousands).

Hyundai’s suite of SmartSense advanced driver assistive systems pump the Santa Fe price up to $30,199, and include automatic high beam assist, dynamic cruise control with stop-and-go, forward collision alert and mitigation with pedestrian detection, lane keeping assist, plus Driver Attention Warning.

Adding all-wheel drive will increase the price by $2,000 in Essential trim, or AWD comes standard with the $35,099 Preferred model, at which point all of the SmartSense features get included too, plus blindspot detection, rear cross-traffic alert with collision avoidance, a rear occupant alert system that remembers if you opened a back door before driving and then reminds you that someone or something may still be in back when exiting, and finally safe exit assist that warns of traffic at your side when opening your door.

Additional Preferred trim features include 18-inch alloy wheels, turn signals added to reshaped side mirror housings, proximity-sensing keyless entry, pushbutton start/stop, an auto-dimming centre mirror, rear parking sonar, a universal garage door opener, two-zone auto climate control with a CleanAir Ionizer, Predictive Logic and auto defog, BlueLink smartphone telematics, satellite radio, an eight-way power driver’s seat, fore and aft sliding seats in the rear, etcetera. Notably the Santa Fe’s 2.4-litre base engine is still standard in Preferred trim, but you now have the $2,000 option of a 2.0-litre turbo-four.

Things get a lot nicer when upping the ante to the $41,899 Luxury model, which gets the turbocharged engine upgrade as well as standard AWD, plus darkened chrome exterior door handles, special door scuff plates, LED interior lighting, a 7.0-inch TFT LCD multi-information display within the gauge cluster, the previously noted power panoramic sunroof, a Surround View parking monitor, the deluxe cloth roofliner I went on and on about before, leather console moulding, memory, four-way powered lumbar support and an extendable lower cushion for the driver’s seat, an eight-way powered front passenger’s seat, perforated leather upholstery, cooled front seats, heated rear seats, second-row side window sunshades, a smart liftgate, etcetera.

Finally, my tester’s $44,999 Ultimate trim featured pretty well everything from the Luxury model as well as 19-inch alloy wheels, satin-silver exterior trim and door handles, LED headlamps, LED fog lights, LED taillights, rain-sensing windshield wipers, a head-up display that projects key information onto the windscreen in front of the driver, a bigger 8.0-inch infotainment touchscreen featuring navigation and traffic flow info including incident data via HD radio, plus 12-speaker 630-watt Infinity audio with QuantumLogic Surround sound and Clari-Fi music restoration technology, a wireless charging pad, plus more.

The Santa Fe’s two engines are carried forward from last year, but both receive new variable valve timing for quicker response and fuel economy improvements. The base 2.4-litre four-cylinder engine still makes 185 horsepower and 178 lb-ft of torque, whereas the top-tier 2.0-litre turbo-four increases output to 235 horsepower and 260 lb-ft of torque. Those in the know will no doubt have noticed that this new upgraded powerplant is actually down by 5 horsepower, but as you might expect it’s not noticeable. In fact, the new Santa Fe feels quite a bit faster than the old model due to a more advanced eight-speed automatic transmission replacing the outdated six-speed cog-swapper, the new version also getting standard auto start/stop that turns off the engine when it would otherwise be idling, so as to reduce emissions and save on fuel.

Fuel economy is thus improved, with the 2.4 FWD base model now given a rating of 10.8 L/100km city, 8.0 highway and 9.6 combined, compared to the outgoing model’s respective 11.1 city, 8.6 highway and 10.0 combined. The same 2.4-litre engine with AWD is now capable of a claimed 11.2 L/100km city, 8.7 highway and 10.1 combined compared to 12.0, 9.1 and 10.7 respectively with last year’s version, while this year’s 2.0-litre turbocharged engine is rated at 12.3 L/100km in the city, 9.8 on the highway and 11.2 combined instead of 12.5, 9.6 and 11.2 respectively for last year’s version. I found it surprising that all the gains, particularly the new eight-speed auto and auto start/stop system, didn’t make a difference in combined city/highway economy, but it’s probably still a positive when factoring in that most driving is done in the city.

Front-wheel drive is better for economy, but due to weather conditions most Canadians upgrade to all-wheel drive in this class. To that end, the Santa Fe’s HTRAC AWD system is quite sophisticated, as it sends most of engine torque to the front wheels in order to save fuel unless a slippery road surface needs additional traction in the rear, but this said you can apportion power to the front or back by choosing one of the available driving modes. Comfort mode, for instance, splits front/rear torque by a ratio of about 70/30 for all-weather stability, whereas Eco mode points more to the front wheels, Sport mode directs up to 50 percent to the rear wheels, and Smart mode varies all of the above as required.

Like the third-generation Santa Fe, the new version integrates a fully independent suspension with MacPherson struts up front and a multi-link design in back, plus stabilizer bars at each end to improved road holding. Steering comes by a motor-driven powered rack and pinion system, feeling even more responsive than the old Sport’s system, while the suspension provided better at-the-limit handling as well as a nicer ride. I’m quite not sure how Hyundai provided such a compliant chassis while allowing for such impressive agility, but so it is. My tester even had the top-line 19-inch rims and lower-profile 235/55 all-season rubber, so it wasn’t as if its wheel/tire package was providing any extra cushioning, but I never once felt uncomfortable through my weeklong drive.

As I noted before, the updated turbocharged engine makes slightly less power than the previous one, but it never felt any less sporting when taking off from a standstill. The eight-speed automatic was nice and smooth, as expected from a modern multi-speed autobox, and shifted through the gears quickly enough too, while I should also note the Santa Fe’s Drive Mode Integrated Control System made the most of all of these components, especially in Sport mode that allows revs to increase between shifts, provides faster engagement, enhances throttle response, sharpens the steering feel, and as mentioned earlier, apportions up to 50 percent of the AWD system’s torque to the rear wheels, but honestly I left it in Smart mode most of the time because it creates a best-of-all-worlds scenario with the Eco mode’s fuel savings, Comfort mode’s smoother drivability, and Sport mode’s driver engagement, all depending on driving style.

Family vehicles always compromise performance and comfort, mind you, which is the way it should be due to preferences of the majority of buyers in this class. The 10-way powered driver’s seat was wholly comfortable, its four-way power lumbar adjustment easily locating the small of my back. Cooling air can be blown through the perforations in the leather upholstery to keep derrieres cool in the summer’s heat, a comforting feature for sure, and there’s loads of room up front too. It’s spacious behind as well, made even more accommodating thanks to seat recliners that bend a long way backward, while the second row’s fore and aft sliding base allows for more cargo space when needed.

The interior of this five-seat Santa Fe measures 4,151 litres (146.6 cubic feet), whereas its total cargo volume is a generous 1,016 litres (35.9 cubic feet) aft of the second row and 2,019 litres (71.3 cubic feet) when those 60/40-split seatbacks are laid flat, a process that’s easier thanks to power release buttons attached to the cargo wall. This said, being that I’m a skier, I would have rather had 40/20/40-split rear seatbacks, or at least a centre pass-through, particularly in a vehicle with heated rear seats that can’t fully be used when 40-percent the rear seats are lowered to accommodate ski gear. Hyundai may want to reconsider this problem (as should many other carmakers) for the Santa Fe’s next mid-cycle upgrade.

Still, the new 2019 Santa Fe is once again amongst the best five-passenger crossover SUVs on the market, so anyone considering a vehicle in this class should take one for a test drive.

Story credit: Trevor Hofmann

Photo credit: Trevor Hofmann

CarCostCanada

2019 Toyota Highlander Hybrid Limited Road Test

So what do you think of the new 2020 Toyota Highlander? We certainly like it. (Photo: Toyota)

What do you think of the new 2020 Highlander? It was introduced a few months ago at the New York auto show and will go on sale in December this year, just in time for Christmas (or Hanukkah, Kwanzaa, Saturnalia, and Omisoka, take your pick). It pulls plenty of styling cues from what I think is the better looking 2014 through 2016 version of the third-generation Highlander currently available, the newer 2017 through (as-tested) 2019 variation a bit too over-the-top when it comes to its chrome-laden mega-grille for my tastes, but to each his, her or hir own. I find the 2020 much more attractive, and believe it will serve both Toyota and the Highlander’s faithful well for years to come.

That 2014 Highlander I just referenced was a major milestone in Toyota design and refinement, its interior wholly impressive. The Matt Sperling-designed model, which saw its maximum seat count grow from seven to eight in base trim, found greater success due to its more rugged Toyota truck-inspired grille and lower fascia combo, while this fancier Lexus look hasn’t fared quite as well, hence (I’m guessing) the move back to simpler, cleaner, more classic lines.

2019 Toyota Highlander Hybrid Limited — There’s no shortage of chrome on the front of this year’s Highlander Hybrid Limited. (Photo: Karen Tuggay)

Probably due more because of the auto market’s general move from cars to crossover SUVs, Highlander sales grew by 17.70 percent from 2016 to 2017 in Canada, but then deliveries eased 4.06 percent through 2018 before plunging by a whopping 17.70 percent (strangely the exact number the model gained two years ago) over the first six months of 2019. In a market that’s constantly being touted as SUV crazy, why has Toyota seen such a downturn in Highlander popularity? Could it be styling?

Before jumping to conclusions, a deeper look at the entire mid-size crossover SUV segment’s sales chart shows the Highlander as far from alone in this downward slide. In fact, this entire class experienced a 7.66 percent decline from 2017 to 2018. Specifically, of the 24 crossovers/SUVs now selling into the mid-size volume segment (including tall wagons such as the Subaru Outback, two-row crossovers like the Hyundai Santa Fe, three-row models like this Highlander, and traditional body-on-frame SUVs like the Toyota 4Runner), just 8 saw upward growth while 10 swung to the negative, while another five only grew because they were totally new and had no 2018 sales to be compared to.

As to how the Highlander fits within the general mid-size positive and negative crossover SUV pecking order, check out this breakdown ranking all 24 rivals as to popularity from January through June 2019, with each model’s sales followed by its growth or shrinkage rate in parentheses: Ford Edge at 8,709 units (+9.05); Hyundai Santa Fe at 8,225 (-11.51); Jeep Grand Cherokee 8,033 (+26.94); Kia Sorento at 6,965 (+0.32); Chevrolet Blazer 6,812 (sales began January 2019); Nissan Murano 5,062 (-8.00); Toyota Highlander 4,985 (-17.70); Dodge Durango 4,900 (+54.14); Subaru Outback 4,212 (-4.77); Ford Explorer at 4,100 (-45.14 because of its 2020 model changeover); Volkswagen Atlas 3,679 (+14.01%); Honda Pilot 3,477 (+22.43); Toyota 4Runner 3,398 (+10.18%); Nissan Pathfinder 2,597 (-10.63); Chevrolet Traverse 2,443 (-16.36); GMC Acadia 1,956 (-3.88%); Ford Flex 1,812 (+115.71, bizarre, right?); Subaru Ascent 1,721 (sales started in January 2019); Mazda CX-9 1,573 (-7.58); Dodge Journey 1,488 (-39.19); Kia Telluride 1,072 (sales began in March 2019); Honda Passport 921 (sales initiated in February 2019); Hyundai Palisade 180 (sales started in June 2019); Volkswagen Touareg 17 (-96.91 du to being discontinued).

I wouldn’t expect to see all of these models slotting into the same order by year’s end, due to redesigns (the new Explorer should regain much of its lost ground, as it was third last year, while the 2020 Highlander should receive a nice bump too, albeit during the following calendar year) and totally new models should help swell the ranks (Chevy’s new Blazer sales are very strong), but the leading brands will probably maintain their leadership for reasons we all know too well, one of these top sellers being this very Toyota Highlander.

For the remainder of the year Toyota’s mid-size crossover success hinges on the current Highlander, which should be able to hold its own well enough. The well-proven model didn’t get a lot of help from its product planning team, however, with just one itty-bitty upgrade to wow prospective buyers. That’s right, a lone set of LED fog lights replacing previous halogens is the sole excitement for 2019, and Toyota didn’t even change their shape from circular to anything else (stars would’ve been fun).

I had a 2019 Highlander Hybrid Limited on loan for my weeklong test, incidentally, oddly coated in identical Celestial Silver Metallic paint and outfitted in the same perforated Black leather as a 2018 model tested late last year and reviewed at length along with an even richer looking Ooh La La Rouge Mica coloured Limited model with the regular old non-hybrid V6 behind its grandiose grille (minus this year’s fancy LED fog lamps).

Improvements aside, I continue to be amazed that Toyota remains the sole mainstream volume automotive brand to provide a hybridized mid-size crossover SUV, being that the majority of key challengers have offered hybrid powertrains in other models for years (I should really lend a nod to Chrysler for its impressively advanced Pacifica Hybrid plug-in right about now, as it’s roomy enough to be added to the list despite not being an SUV). Kudos to Toyota, this Highlander Hybrid being by far the most fuel-efficient vehicle in its class in an unprecedented era of government taxation resulting in the highest fuel prices Canada has ever experienced.

Transport Canada rates the 2019 Highlander Hybrid at 8.1 L/100km city, 8.5 highway and 8.3 combined, which compares well to 12.0 city, 8.9 highway and 10.6 combined for mid-range XLE and top-line Limited variations on the conventionally-powered Highlander theme, which also include AWD plus an upgrade to fuel-saving auto start/stop technology.

Both regular Highlander and Highlander Hybrid models provide considerably more standard power in their base trims than the majority of peers that get four-cylinder engines at their points of entry. For starters, regular Highlanders feature a 3.5-litre V6 capable of 295 horsepower and 263 lb-ft of torque, which drives the front wheels in base LX trim or all four wheels in LX AWD, XLE or Limited trims. An efficient eight-speed automatic transmission has the option of idle start/stop, this fuel-saving technology having originally been standard equipment with Toyota’s first hybrid models.

Of course, auto start/stop comes standard in the new Highlander Hybrid as well, this model utilizing the same 3.5-litre V6, albeit running on a more efficient Atkinson-cycle, while its electric motor/battery combination makes for more get-up-and go, 306 net horsepower to be exact, plus an undisclosed (but certainly more potent) increase in torque.

From the list of mid-size Highlander challengers noted earlier, the most fuel-efficient three-row, AWD competitor is the Kia Sorento with a rating of 11.2 L/100km in the city, 9.0 on the highway and 10.2 combined, but the Sorento is substantially smaller than the Highlander and, like the Hyundai Santa Fe that’s no longer available with three rows in order to make way for the new Palisade, Kia buyers wanting more passenger and cargo space will probably move up to the new 2020 Telluride.

This said, following the Sorento (in order of thriftiest to most guzzling) this three-row mid-size SUV segment’s offerings include the GMC Acadia at 11.3 L/100km city, 9.4 highway and 10.5 combined; the Mazda CX-9 at 11.6, 9.1 and 10.5 respectively; the Highlander V6 at 12.0, 8.9 and 10.6 (you’ll see here that it does pretty well even in none-hybrid form); the Nissan Pathfinder at 12.1, 8.9 and 10.7; Honda’s Pilot at 12.4, 9.3 and 11.0; Hyundai’s Palisade at 12.3, 9.6 and 11.1; Kia’s Telluride at 12.5, 9.6 and 11.2; the Dodge Durango at 12.7, 9.6 and 11.3; the Ford Explorer at 13.1, 9.2 and 11.4; Chevy’s Traverse at 13.7, 9.5 and 11.8; VW’s Atlas at 13.8, 10.2 and 12.2; the (how is it possible it’s still alive?) Dodge Journey at 14.5, 10.0 and 12.4; the (ditto) Ford Flex at 14.7, 10.7 and 12.9; and finally the fabulous (I’m so glad it’s still alive) Toyota 4Runner at 14.3, 11.9 and 13.2 respectively.

For those that don’t need a third row yet are thinking of buying the Highlander anyway (I almost always leave the third row down in SUVs like this as it’s easier for moving quick loads of whatever), a quick comparo against two-row competitors (again from the list above) shows the four-cylinder Subaru Outback as the best of the rest from a fuel economy perspective (it’s nowhere near as roomy for cargo of course) at 9.4 L/100km in the city, 7.3 on the highway and 8.5 combined (yet that’s still not as thrifty as the Highlander Hybrid), while more similar in size albeit still not as capable for toting gear and only four-cylinder-powered are the base Ford Edge at 11.4 city, 8.3 highway and 10.0 combined; the Hyundai Santa Fe at 11.2, 8.7 and 10.1 respectively; and the Nissan Murano at 11.7, 8.5 and 10.3.

Only because my OCD tendencies would cause me distress if not included I’ll finish off the list of potential rivals with the new two-row Honda Passport (that doesn’t measure up to the conventionally-powered Highlander’s fuel economy) with a rating of 12.5 city, 9.8 highway and 11.3 combined; the new Chevrolet Blazer at 12.7, 9.5 and 11.3 respectively, and lastly the Jeep Grand Cherokee at 12.7, 9.6 and 11.3.

The electrified portion of the Highlander Hybrid’s powertrain is made up of two permanent magnet synchronous motors, the first powering the front wheels and the second for those in back (making AWD), while a sealed nickel-metal hydride (Ni-MH) traction battery takes care of power storage. Toyota has eschewed newer, more common lithium-ion battery technology for this version of its Hybrid Synergy Drive system (it uses lighter Li-Ion tech for other battery applications), and it’s hard to argue against their long-term dependability as Toyota has used Ni-MH batteries in its Prius since that car hit the streets in 1997. Prius taxicabs have become legendary for reliability and durability, many eclipsing a million-plus kilometres without exchanging or rebuilding their batteries, while the latter is possible due to current NiMH modules being identical in size to those introduced with the 2001 Prius.

If I can point to something negative, and then only negligibly, the regular model’s eight-speed automatic is more enjoyable to drive than the Hybrid’s electronically controlled continuously variable transmission (ECVT). Still, I’m kind of splitting hairs because I only noticed this when pushing harder than I would normally do in a family SUV like this. Under normal conditions, such as driving around the city or cruising down an open freeway the ECVT is brilliantly smooth and even quite nice to flick through the “gears” thanks to sequential shifting capability via stepped ratios that copy the feel of a conventional automatic transmission.

The Highlander Hybrid’s electric all-wheel drive system works well too, both on rainy streets and also in a snow packed parking lot I managed to find up on a local ski hill. Its prowess through slippery situations makes sense, as Toyota’s been perfecting this drivetrain since the first 2006 Highlander Hybrid arrived on the scene, and after spending week’s at a time with all of its variations through its entire tenure I’ve certainly never experienced any problem that it couldn’t pull me and my family out of.

With a price of $50,950 (plus destination and fees) in base XLE trim the 2019 Highlander Hybrid isn’t inexpensive, while this top-line Limited is even pricier at $57,260, but it’s certainly not the loftiest price in this class. For instance, a similarly equipped 2019 Chevrolet Traverse High Country starts at a whopping $60,100, while the only slightly more premium-like 2019 Buick Enclave Avenir hits the road at $62,100, neither of which provides any type of hybrid electrification at all. I don’t know about you, but the Highlander Hybrid Limited’s price is starting to look quite reasonable.

Incidentally, pricing for all crossover SUVs mentioned in this review can be found right here at CarCostCanada, including their various trims, packages and standalone options, while you can also find money saving rebate information and really useful dealer invoice pricing that could save you thousands (for your convenience I’ve turned the name of each model mentioned in this review into a link to its pricing page).

Right about now I’d normally go on and on about all the features in those trims, packages and options when it comes to this Highlander Hybrid Limited, but I recently covered it all in a two-model road test review of a 2018 Highlander V6 AWD Limited and a 2018 Highlander Hybrid Limited, and being that nothing has changed since then, other than the upgrade to LED fog lights, go ahead and check out all the details here.

In essence, despite the current Highlander’s age you could do a lot worse in this segment. It provides plenty of power, a comfortable ride, good road manners, near premium interior quality that even includes fabric-wrapped roof pillars from front to back, as well as soft-touch surface treatments galore, an attractive colour-filled primary instrument cluster (that includes loads of unique hybrid controls), a decent centre-stack infotainment interface that only looks dated because of Toyota’s superb new Entune touchscreen, a spacious, comfortable three-row passenger compartment, tons of cargo capacity, excellent expected reliability, and awesome fuel economy.

I suppose the only reason I can give you not to choose a 2019 Highlander Hybrid over one of its competitors is the upcoming 2020 Highlander Hybrid, although now that the new one is on the way you’ll probably be able to get a much better deal on this outgoing 2019. You’ll need to look at your own budget and then decide how you want to proceed, but either way don’t forget to use CarCostCanada for rebate info and dealer invoice pricing, so you can get the best possible deal.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Toyota C-HR Limited Road Test Review

During the introduction of the FT-1 concept at the 2014 Detroit auto show, Toyota president Akio Toyoda issued a companywide decree for “no more boring cars,” and this C-HR is a direct result of this type of thinking, at least with respect to styling. Do you think it embodies Toyoda’s hopes for a level of “style that stirs peoples’ emotions and makes them say ‘I want to drive this’?”

Toyoda obviously does, as he would’ve approved the initial design and given the go-ahead for this production model. Being just 63, he’s still very much in charge of his grandfather’s car company, and I must say the namesake Japanese brand’s newest SUV is just one of many dynamic designs to arrive on the scene in recent years.

I won’t comment on CH-R styling in detail, first because my taste isn’t your taste, and secondly because I’m a fan of unorthodox designs like Nissan’s Juke and Cube, as long as the proportions are right and there’s some sort of balance to the overall look. The CH-R fits nicely into that category, pushing the limits in some respects, but probably acceptable enough to the masses to maintain reasonable resale values.

It’s more important that Toyota finally has something to compete in this subcompact SUV class, and I give them high marks for courage, being that the majority of rivals already enjoying success here did so by focusing more on things practical than eye-catching design. It was as surprise that Toyota showed up with this sportier looking, slightly smaller than average alternative that seems to put style ahead of pragmatism.

A rundown of class sales leaders shows that passenger and cargo spaciousness and flexibility rules the roost, with long-term top-sellers include the innovative Honda HR-V, funky yet practical Kia Soul, and larger than average Subaru Crosstrek, while a couple of newcomers doing well include the cheap and sizeable Nissan Qashqai, as well as the all-round impressive Hyundai Kona. It’s like this new C-HR said hello to the same type of buyers that were lamenting the loss of the recently cancelled Juke (replaced by the new Kicks), although missing the AWD Juke’s stellar performance. Go-fast goodness may also help propel Canadian sales of the Mazda CX-3, not to mention its arguably stylish design.

This is model-year two for the new C-HR, and all things considered it’s a commendable subcompact crossover SUV. My test model was tarted up in new Limited trim, which reaches higher up the desirability scale than last year’s XLE, which I tested and reviewed last year. Altogether I’ve tested three C-HR’s, and each provided impressive comfort with the same level of features as comparatively priced competitors, plus amply capable performance, and superb fuel efficiency.

One of the C-HR’s strengths is interior refinement, although I wouldn’t say it’s the segment’s best when compared to the previously noted CX-3 in its top-tier GT trim, which gets very close to the luxury subcompact SUV class, and that’s even when comparing Mazda’s best to this top-level Limited model. I did like the C-HR Limited’s nicely detailed padded, stitched leatherette dash-top, plus the large padded bolster just underneath that stretches from the right side of the instrument panel to the front passenger’s door, while a smaller padded section adorns the left side of the primary gauge package. Each door upper receives the same premium-level soft touch synthetic surface treatment, while all armrests get an even softer, more comfortable covering.

Those who thrill at the sight of plentiful piano black lacquered plastic will be overjoyed with all of the dark shiny trim strewn around Toyota’s smallest crossover. I’d personally like it if there were less, and not due to its addition to interior design, but instead because it attracts dust something awful and scratches way too easily. I like the diamond-textured hard plastic on door inserts and lower panels, however, which are truly unique, look great and feel durable enough to last the test of time. It certainly doesn’t feel as cheap as the usual hard plastic found in these areas in this segment, plus the diamond pattern complements the unusual assortment of diamond-shaped reliefs stamped into the overhead roofliner.

Before I take a deep dive into the C-HR’s interior design and quality, I should mention this 2019 model received a few upgrades that should allow it to find more buyers while improving it overall compared to last year’s version, starting with a new base LE trim that eliminates more than $1,000 from the 2018 C-HR’s base window sticker. This said $23,675 isn’t as approachable as some competitors noted earlier in this review, the Qashqai now available from $20,198 (just $200 more than last year’s version despite plenty of new equipment), and the new Nissan Kicks starting at a mere $17,998, thus making it the most affordable SUV in Canada. Nevertheless, the C-HR’s list of standard goodies is hard to beat, so stay tuned in if you’d like to learn more.

Something else going against this new C-HR’s success is the significantly larger and much more accommodating Nissan Rogue that only costs $3k or so more, while the completely redesigned 2019 RAV4 begins at just $27,790 (check out all the latest pricing details for all makes and models including this C-HR, the Rogue and RAV4 right here at CarCostCanada, with additional info on trims, packages and available options, plus otherwise difficult to get rebate info and dealer invoice pricing that could save you thousands).

A positive for this 2019 C-HR LE is Toyota’s new Entune 3.0 infotainment system that now comes standard across the line. It features a much larger 8.0-inch touchscreen and supports Apple CarPlay smartphone integration, plus Toyota’s superb in-house smartphone integration app. I like this infotainment system a lot, and I like Toyota’s Entune smartphone app even more than Android Auto, no matter whether I’m setting my drive route up in my house via my Samsung S9, or controlling it via the C-HR’s touchscreen. The new display also features a standard backup camera, which might not sound like much of big deal unless you had previously been forced to live with last year’s ultra-small rearview mirror-mounted monitor. Now it’s much easier to use and of course safer thanks to the larger display.

The route guidance mentioned a moment ago comes via a Scout GPS app downloadable from your smartphone’s online store. Like I said, you can set it up before going out via your phone, and then when hooked up to your C-HR it displays your route on the touchscreen just like a regular navigation system. I found it easy to use and extremely accurate, while Toyota also supplies the Entune App Suite Connect with a bundle of applications for traffic, weather, Slacker, Yelp, sports, stocks, fuel and NPR One (a U.S.-sourced public radio station).

The base C-HR LE also receives standard automatic high beam headlamps, adaptive cruise control, remote entry, an acoustic glass windshield, auto up/down power windows all-round, a leather-clad shift knob, a 4.2-inch TFT multi-information display within the primary gauge package, an auto-dimming interior mirror, illuminated vanity mirrors, two-zone automatic climate control, a six-speaker audio system, the aforementioned piano black lacquered trim, fabric seat upholstery, front sport seats, 60/40-split rear seatbacks, a cargo cover, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, all the expected active and passive safety features plus a few unexpected ones like a driver’s knee airbag and rear side thorax airbags, etcetera, which is downright generous for the base trim level of a subcompact crossover SUV, and therefore should relieve those concerned about its base price being too high.

Last year the C-HR was only available in XLE trim, so it’s good that Toyota kept this model as a mid-range entry while it expanded the lineup with two more trims. The XLE now starts at $25,725 thanks to the new Entune 3.0 Audio Plus system, plus it also includes automatic collision notification, a stolen vehicle locator, an emergency assistance SOS button, and enhanced roadside assistance to enhance its safety equipment, plus 17-inch alloys, a leather-wrapped steering wheel, nicer cloth upholstery, heated front seats (which should really be standard in Canada), and two-way power lumbar support for the driver’s seat.

On top of this you can add on an XLE Premium package that increases the price to $27,325 yet includes larger 18-inch rims, proximity keyless entry with pushbutton start/stop, heated power-retractable outside mirrors with puddle lamps, blindspot monitoring, rear cross traffic alert, and lane change assist.

Lastly, new top-tier Limited trim starts at $28,775 and adds rain-sensing wipers, a very helpful windshield wiper de-icer (especially considering the frigid winter and spring most of us endured this year and last), ambient interior lighting, and attractive textured leather upholstery in either black or brown.

Look under the hood and you’ll something that hasn’t changed for 2019, a 2.0-litre four-cylinder engine that might cause some potential buyers to feel as if the C-HR’s performance doesn’t quite reach up to meet its sporty styling. The engine puts out a reasonable 144 horsepower and 139 lb-ft of torque, which isn’t bad on its own, but the only gearbox it comes mated to is the belt-and-pulley-inspired continuously variable type, a.k.a. CVT, which makes a difference at the pump, but isn’t exactly designed to thrill off the line. What’s more, the C-HR is a front-wheel-drive-only offering, making it the type of SUV you’ll be forced to chain up when hitting the slopes if your local mountain(s) have a policy that requires chains on all vehicles without AWD.

Still, as noted it’s a thrifty little ute, capable of just 8.7 L/100km in the city, 7.5 on the highway and 8.2 combined according to the powers that be at Transport Canada, which thanks to new carbon taxes and other interprovincial and geopolitical issues is critical these days.

Also important, the C-HR’s wide footprint and low roofline make it reasonably well balanced, which results in handling that nearly adheres to Mr. Toyoda’s “no more boring cars” credo. Nearly is the deciding word, however, as the C-HR is no CX-3 or Kona, but its fully independent MacPherson strut front and double-wishbone/trailing arm rear suspension is plenty of fun when quickly slaloming through a twisting backcountry two-laner or hightailing through town, plus I found its ride quality amongst the segment’s best.

While we’re on the subject of comfort, the C-HR’s front seats are excellent, and its driving position is a considerable improvement over some other Toyota models. To be clear, I have longer legs than torso, which means that I’m required to shove my driver’s seat more towards the rear than most others measuring five-foot-eight, and then adjust the steering column as far rearward as possible. A number of Toyota models simply don’t provide enough steering wheel reach to comfortably allow me a good, safe grip of the wheel with my arms appropriately bent, so I was thrilled the C-HR does.

How about rear roominess and comfort. Even after pushing my driver’s seat as far rearward as necessary for my gangly legs, there was approximately four inches left over ahead of my knees when seated directly behind, plus about three inches over my head, which should be good enough for the majority of tallish passengers. I also had ample side-to-side space, although three abreast might feel a bit crowded.

Oddly there isn’t flip-down armrest between the two outboard rear positions, and while not quite as comfortable I’m glad Toyota remembered to include a cupholder just ahead of the armrest on each rear door panel. Also good, the rear outboard seats are comfortable and supportive, especially against the lower back. On the negative, rear seat visibility out the side windows is horrible due to the C-HR’s strangely shaped doors that cause rear occupants to look directly into a big black panel when trying to see out. I’m guessing that kids big and small won’t appreciate this, so make sure you bring the young’uns along for the test drive before you buy.

Cargo capacity might also be a deal-breaker for those who regularly haul a lot of life’s gear, because the C-HR’s sporty rear roofline slices into its vertical volume. The result is a mere 538 litres (19.0 cubic feet) of maximum luggage space aft of the rear seatbacks, which is a bit tight when put up against the class leaders. Folding the C-HR’s 60/40-split rear seats flat improves on available cargo space with 1,031 litres (36.4 cu ft), although once again this doesn’t come close to the largest in this segment.

Rather than leave this review on a negative note, I’ll make a point of highlighting the C-HR’s impressive five-star NHTSA safety rating, and should also bring attention to Toyota’s excellent reliability record on the whole. I’m sure such talk isn’t what Toyoda-san would want me relating when wrapping up a review of such a non-boring design exercise, but in truth the C-HR is more about comfort, convenience, economy and dependability than go-fast performance, and while this might seem a bit dull and wholly Toyota-like, it’s also why so many Canadian consumers go back to the world’s most successful Japanese automaker time and time again. For this reason I’d difficult for me to argue against the new C-HR, so if this new subcompact SUV’s styling, size and drivability work for you, by all means take one home.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Nissan Qashqai SL Platinum Road Test

Despite looking identical to both 2017 and 2018 Qashqai models, especially in its official launch colour of Monarch Orange, this 2019 version gets a lot of impressive new goodies under the sheetmetal.

For starters, all Qashqai trims now include Intelligent Emergency Braking (IEB), Blind Spot Warning (BSW), Rear Cross Traffic Alert (RCTA), and Nissan’s smart Rear Door Alert (RDA) system, which reminds if you’ve left something or someone in the back seat, while the subcompact SUV’s instrument panel now boasts a fresh, new standard NissanConnect centre touchscreen that’s 2.0 inches larger at 7.0 inches in diameter, and features standard Apple CarPlay and Android Auto smartphone integration, satellite radio, live navigation, plus mobile apps and services, while the same base Qashqai also includes a second USB port within the centre console, as well as Nissan’s ultra-useful Divide-N-Hide cargo system in the storage area.

That’s a lot of new gear for a little crossover that’s otherwise unchanged. Nissan even managed to keep the base price as close as possible to last year’s unbelievably low $19,998 window sticker, the new model available for just $200 more at $20,198, which still makes it the second-most affordable SUV in Canada behind Nissan’s own $18,298 Kicks.

And it’s not like the base Qashqai is devoid of standard features either, with a list that includes items like projector headlamps with integrated LED daytime running lights, heated power-adjustable side mirrors with integrated LED turn signals, power windows and door locks with a switchblade-style remote, an electromechanical parking brake (which oddly reverts to a foot-operated one on S CVT and SV CVT trims), a tilt and telescopic steering wheel, a colour TFT multi-information display, variable intermittent wipers, sun visors with extensions and vanity mirrors, overhead sunglasses storage, micro-filtered air conditioning, a rearview camera that’s now easier to use thanks to the larger centre display, Bluetooth phone connectivity with audio streaming, text message read and response capability, Siri Eyes Free, four-speaker AM/FM/CD/MP3/WMA audio with illuminated steering wheel controls, speed-sensitive volume, Radio Data System (RDS), Quick Comfort heatable front seats (that really do heat up fast), a rear-seat centre armrest, a cargo cover, six cargo area tie-down hooks, tire pressure monitoring with Easy Fill Tire Alert, all the expected passive and active safety and security features, plus much more.

The 2019 Qashqai once again comes in three trims, including the aforementioned base S model, plus the SV and SL, the former two offering optional all-wheel drive and the latter making it standard. That top-line trim is how my tester came, complete with an even fancier Platinum package as well, but before I delve deeper into all of that, take heed the $26,198 SV is a great choice for those not wanting the pay the price for premium-level pampering brought on by the SL.

The SV features an attractive set of 17-inch alloys, which replace the base model’s 16-inch steel wheels with covers, plus auto on/off headlights, fog lamps, remote engine start, proximity-sensing keyless access, pushbutton ignition, high beam assist, rear parking sensors, illumination added to the vanity mirrors, a powered moonroof, a heatable leather-wrapped steering wheel rim, a leather-wrapped shift knob, cruise control, two more stereo speakers, dual-zone automatic climate control, rear passenger air vents, etcetera, while a bevy of new advanced driver assistance systems get added as well, such as enhanced autonomous Intelligent Emergency Braking with Pedestrian Detection, Lane Departure Warning (LDW) with Intelligent Lane Intervention, and Rear Intelligent Braking (R-IEB).

My tester’s top-line SL trim starts at $31,398, but it really comes across like a mini luxury ute thanks to standard 19-inch alloy wheels, roof rails, the electromechanical parking brake again (the only trim that mates it to the CVT), a 360-degree Intelligent Around View Monitor, navigation with detailed mapping, voice recognition, SiriusXM Traffic and Travel Link, leather upholstery, an eight-way power driver’s seat with two-way powered lumbar, and a front driver’s seatback pocket, while Intelligent Cruise Control (ICC), Moving Object Detection (MOD) to enhance the R-IEB, and ProPilot Assist semi-automated self-driving capability, which can help maintain your lane and ease driving stress while on the highway, are new to the SL’s standard features list.

Lastly, as noted earlier my tester included the $2,000 SL Platinum Package that adds LED headlights for much brighter night vision, an auto-dimming interior mirror with an integrated Homelink garage door opener, a great sounding nine-speaker Bose audio system, and NissanConnect Services, which is filled with advanced mobile apps to make life with your Qashqai easier and more productive.

Incidentally, all pricing for the 2019 Qashqai, including trims, packages and individual options, was sourced right here at CarCostCanada, where you can also find money saving rebate info and dealer invoice pricing that could save you thousands.

Along with an impressive load of features no matter the trim, the Qashqai provides a surprisingly refined cabin. I drove a base model last year, and it was very good for its $20k price point, but my current tester’s SL Platinum trim feels even more upscale. Features like a soft-touch dash and padded composite front door uppers are common across the Qashqai line, but as noted the lovely contrast-stitched perforated leather upholstery is unique to the SL, as is the lower console that also gets leatherette-wrapped padding with contrast stitching to each side. This protects your inside knee from chafing against what would otherwise be hard plastic, and it looks really attractive as well.

Some other notable SL details include piano black lacquer surfacing across the instrument panel, the centre stack, around the shift lever, and highlighting the door panels, this topped off with a tastefully thin strip of satin silver accenting. Nissan adds more satin silver on the steering wheel and around the shifter, and then throws splashes of chrome brightwork around the rest of the cabin to highlight key areas. Needless to say, it’s an attractive environment.

Back to that front centre console, the transmission connected to the leather-clad lever is Nissan’s Xtronic CVT (continuously variable transmission), which joins up to a strong 2.0-litre four-cylinder engine capable of 141 horsepower and 147 lb-ft of torque. The CVT will likely be preferable to the majority of Qashqai buyers, but you may very well enjoy the six-speed manual that comes standard in base S trim. I tested it last year and came away smiling, as it’s a nicely sorted manual gearbox that adds a lot of performance back into this utility’s character, which as tested here is more about smooth, quiet, comfort.

Continuously variable transmissions get a fair bit of flack from auto scribes and enthusiasts alike, but after testing three Qashqais with this autobox and plenty of other Nissan models with a variation of the same type of CVT, I find it perfectly suitable to SUV life. Of course, it doesn’t provide the same level of performance as the manual, actually getting a bit buzzy when digging deep into the throttle due to a CVT’s inherent nature to hold onto revs longer than a conventional automatic, but Nissan includes a manual mode via the shift lever that lets you force the transmission from its high-rev zone to more audibly agreeable lower revs, a process that will eventually happen on its own, but why wait. At normal everyday speeds I found the transmission was best left to its own devices, where it’s actually quite smooth and fully capable.

On that note, the Qashqai gets up and goes quickly enough without needing to push the engine too hard, plus it rides well for this class thanks to a version of the same fully independent suspension as the Rogue, incorporating front struts and a rear multi-link setup with stabilizer bars at both ends. It nicely balances the firmness needed for its commendable handling with ample comfort, but don’t expect it to deliver ride quality to the levels of a Rogue or Murano, as the little SUV is just not substantive enough. Its standard four-wheel disc brake setup stops quickly, however, helped along by Intelligent Engine Braking that comes standard SV and SL models.

It delivers better fuel economy than a larger SUV could too, with a claimed Transport Canada rating of 10.0 L/100km city, 8.1 highway and 9.2 combined with the FWD manual, 8.6 city, 7.2 highway and 8.0 combined with FWD and the CVT, or 9.1, 7.6 and 8.4 with the CVT and AWD.

Its fuel efficiency may differ slightly when loaded up, and believe me you can get a lot of gear in a Qashqai. Behind its standard 60/40-split rear seatbacks are 648 litres (22.9 cubic feet) of available cargo space, which puts it right near the top of its class, while the 1,730 litres (61.1 cubic feet) available when folding those seats flat is even harder to beat.

As for passenger room and comfort, the leather seats offer nice sculpting up front that cups the backside ideally, and the driver’s seating position was perfect for my five-foot-eight smallish frame, allowing ample adjustability matched by a tilt and telescopic steering column that was able to be pulled far enough rearward to accommodate my longer legs and shorter torso. If I can find a negative it’s the two-way “HI” and “LO” seat heater settings, because more temperature variables would inevitably be able to provide greater comfort, but it’s tough to be overly critical in this class, especially when everything else about the Qashqai is spot on.

You won’t be finding derriere warmers in back, but the rear outboard positions are comfortable enough and usable for larger sized teens and adults. As usual I set the driver’s seat for my height and still had about five inches ahead of my knees when sitting behind, plus another four over my head, which should make it ok for someone over six feet. Side-to-side room is plentiful too, optimal for two but capable of three, while my outside shoulder and hips benefited from about three to four inches of free space. As for fancy stuff, nice padded and stitched leatherette armrests on each door join a folding centre armrest with dual cupholders, while dual vents on the backside of the front centre console keep rear passengers aerated.

Roomy for small families, empty nesters or just active lifestyle folks and all their stuff, plus well made, filled with features and fun to drive, the Qashqai delivers much more than its paltry price suggests, while it keeps giving long after its initial purchase thanks to superb fuel economy and good expected reliability. It’s no wonder Qashqai sales have been so strong in Canada and around the world. The Qashqai truly is a smart choice in the subcompact SUV class.

Story credit: Trevor Hofmann

Photo credit: Trevor Hofmann

CarCostCanada

2019 Acura MDX A-Spec SH-AWD Road Test Review

What? You don’t know what an A-Spec is? It’s ok. Sometimes I forget that normal people don’t follow the auto industry as closely as car enthusiasts and journalists like me. A-Spec is Acura’s sport-oriented styling package that may or may not include real performance upgrades. With respect to the new 2019 MDX A-Spec, it’s all about the look.

That look starts with glossy black and dark-chrome detailing for the grille, headlights, window trim, and tailgate spoiler, plus a bolder front fascia design, painted front and rear lower skid plate garnishes, body-coloured outer door handles, body-colour lower side sills, larger-diameter exhaust finishers, and a near equally darkened set of 20-inch 10-spoke Shark Grey alloy wheels on lower profile 265/45 rubber. Those tires might seem like the only exterior upgrade that could potentially enhance performance, but then again it’s the same used on the MDX’ most luxuriously appointed Elite trim.

Stepping inside means you’ll pass overtop one of four A-Spec-branded aluminum doorsill garnishes, while additional interior enhancements include a special primary gauge cluster embellished with more red on the rev and speed markers, a thicker-rimmed A-Spec-badged steering wheel featuring a dimpled leather wrap on its lower three-quarters, metal sport pedals, unique carbon-look console trim, and sport seats upholstered in “Rich Red” or in the case of my tester, black leather with perforated black suede-like Alcantara inserts plus high-contrast stitching.

I like the visual changes made inside and outside, the latter giving new life to a still handsome yet aging design, and the former also masking an SUV that’s starting to look like yesteryear’s news now that the all-new RDX has arrived. By that I’m not saying for a second that Acura should swap out the MDX’ lower console-mounted pushbutton gear selector for the bizarre contraption clinging to the RDX’ centre stack, nor for that matter the smaller SUV’s big space-robbing drive mode selector dial housed just above the gear selector switchgear, but the sizeable multi-information display (MID) within the otherwise analogue gauge cluster does a reasonably good job of modernizing the look (a fully digital design would be better) and the single fixed tablet-style infotainment display atop the RDX dash is a major improvement over the double-stacked MDX design in every way, except for its lack of touchscreen capability.

By comparison, the MDX’ MID is a thin sliver of remedial graphics and passable info, lacking the wow-factor of an Audi Virtual Cockpit that transforms into a massive map just by pressing a steering wheel-mounted button, or for that matter the new 2020 Mercedes GLE/GLS that does away with a traditional gauge binnacle altogether, instead melding two big tablet-style screens together and using the left-side for driver info and the right-side for touch-actuated infotainment. Back to Acura reality, the MDX uses the two-tiered combination of displays just noted, the top 8.0-inch monitor more of a true MID that’s controllable via a rotating dial just under the bottom display, although defaulting to the navigation system’s map/route guidance info most of the time, and multi-angle rearview camera with dynamic guidelines when in reverse; the overhead 360-degree surround camera is reserved for aforementioned Elite trim. This said, the lower 7.0-inch display is a touchscreen and quite utile, providing easy control of the audio and HVAC systems, plus more.

While some of my comments might sound as if I’m getting down on Acura and its MDX, it’s clearly not alone, as in-car digitalization is one of the most comprehensive transformations being undertaken by the auto industry today. After years of getting it wrong, some are now getting it right, while Acura is getting close with its most recent designs, and obviously requires modernization within some of its older models, like this MDX.

This brings up an important point, the MDX will most likely be completely redesigned next year as a 2021 model, at which point we hope it takes a few cues from the aforementioned Mercedes pair, Volvo’s XC90, and some others, by integrating both a touchscreen like the current MDX, as well as a touchpad like that in the RDX, the latter for those who’d rather not reach so far. For the time being the MDX two-screen setup does the trick, but of course buyers of the latest MDX won’t go home feeling like they’ve just traded in their old Samsung Note 4 for a new Note 10 (or for you Apple fans, swapping the old iPhone 6 for the new XS Max).

Speaking of Google and iOS operating systems, the base MDX infotainment system includes Android Auto and Apple CarPlay, plus Bluetooth phone and audio streaming, Siri Eyes Free, SMS text message and email reading capability, satellite radio, and four USB charging ports, while this A-Spec model sources its navigation with voice recognition from mid-range Tech trim, which also adds an impressive sounding 10-speaker ELS Studio surround audio system, hard disk drive (HDD) media storage, and AcuraLink subscription services to the in-car electronics experience.

It’s so tempting to prattle on about features, because each trim provides such a lengthy list that the MDX’ value proposition becomes immediately clear, so suffice to say that additional items not yet covered on the $60,490 A-Spec include LED fog lights, auto-dimming power-folding side mirrors, perimeter/approach puddle lamps, keyless access buttons on the rear doors, and ventilated/cooled front seats, while other features pulled up from Tech trim include a sun position detection system for the climate control, front and rear parking sensors, plus Blind Spot Information (BSI) with rear cross traffic monitoring.

Speaking of advanced driver assistive systems, all MDX trims come standard with AcuraWatch, a comprehensive suite of safety goodies including Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS), Lane Departure Warning (LDW), Lane Keeping Assist (LKAS), Road Departure Mitigation (RDM), and Adaptive Cruise Control (ACC) with low-speed follow.

Lastly, a shortlist of key features from the $54,390 base MDX incorporated into the A-Spec include signature Jewel Eye LED headlights with auto high beams, LED taillights, acoustic glass, a heated windshield, remote start, proximity keyless access, pushbutton ignition, ambient lighting, memory for the steering column, side mirrors and climate control, an electromechanical parking brake, a powered moonroof, a HomeLink universal remote, an auto-dimming rearview mirror, driver recognition, a power tilt and telescopic steering column, a heated steering wheel with paddle shifters, rain-sensing wipers, tri-zone front and rear automatic climate control, Active Noise Control (ANC), Active Sound Control (ASC), heated 12-way powered front seats with four-way lumbar, a powered tailgate, a 1,588-kilo towing capacity (or 2,268 kg with the towing package), and more.

Important to you, all 2019 Acura MDX trim, package, and options prices was sourced right here on CarCostCanada, where you can also find helpful rebate information as well as dealer invoice pricing that could save you thousands, so make sure to check it out our many useful features matter which vehicle you end up purchasing.

Along with all of the just noted features and previously mentioned A-Spec interior upgrades, the steering wheel of which is especially nice thanks to its thick textured leather rim and nicely carved thumb spats, is a tasteful assortment of satin-silver finish aluminum accents, plus high-quality soft-touch synthetics across the dash top, door uppers (the door inserts upgraded with plush ultrasuede, like the seats, in A-Spec trim), and most everywhere else including the glove box lid, with only the left portion of the panel below the driver’s knees, the sides of the lower console, and the lower half of the door panels finished in more commonplace hard plastics.

As it should, but is not always the case with some MDX rivals, the driver’s seat features previously noted four-way powered lumbar for optimal lower back support, plus all of the usual adjustments in this class, but I would’ve appreciated an extension for the lower squab to add comfort and support below the knees, even if this were manually adjustable, while some other manufacturers also include adjustable side torso bolsters. As it is, even this sporty A-Spec trim doesn’t provide all that much lateral seat support, but they should work for wider body types that sometimes find more performance-oriented seat designs uncomfortable.

With the driver’s seat positioned high to maximize my view, being just five-foot-eight, I found the rear seating position more than adequately spacious for legs and feet, even while wearing big winter boots. The second row slides back and forth easily, and when all the way forward I still had a few inches between my knees and the driver’s seatback, and when positioned all the way rearward I found second-row legroom quite generous with about eight inches ahead of my knees.

The MDX’ third row only works for smaller folk and children when the second row is pushed all the way back, but when slid forward I was able to sit in the very back without my knees rubbing the backrest ahead, plus those just noted winter boots fit nicely below. I wouldn’t go so far as to call the third row comfortable, but it was workable. Rearmost passengers can also see out a small set of side windows, so it’s not claustrophobic either, plus they get cupholders to each side and nice reading lights overhead. Getting out when in the very back is easy too, only requiring the push of a seatback button that automatically slides the second-row forward, but I wouldn’t say this is the easiest third row to climb in or out of, due to very little space between the folded second-row seatback and door jam.

Back in the MDX’ second row of seats, Acura provides a separate climate control interface for rear passengers, with two USB device chargers underneath. Being that my tester was in A-Spec trim there were no second-row outboard seat warmers included, which is a bit of a shame for those who want all the luxury features together with this model’s sportier demeanor.

The rear hatch is powered of course, opening up to a nicely finished cargo compartment that’s dotted with chromed tie-down hooks and covered in quality carpeting all the way up the sidewalls and seatbacks, plus adorned with some attractive aluminum trim on the threshold. There’s a reasonable amount of luggage space behind the third row at 447 litres (15.8 cubic feet), plus a handy compartment under the load floor, and while easy to fold down manually there’s no powered operation for getting them back up. Likewise the second row is purely manual, and while fairly easy to drop down, a process that expands the 1,230 litres (43.4 cu ft) behind the second row seatbacks to a maximum of 2,575 litres (90.9 cu ft) when all seats are lowered, but there’s no centre pass-through for longer items like skis. This means the MDX doesn’t offer the same type of seating/cargo flexibility as the majority of European competitors.

The well-proven powertrain is a bit lacklustre too, even when compared to competitors’ base engines. Acura has been producing the same SOHC 3.5-litre V6 since 2014, making a modest 290 horsepower and 267 lb-ft of torque, and before that, in the previous 2007-2013 second-generation MDX, they used a 3.7-litre version of this engine that (believe it or not) made 10 horsepower and 3 lb-ft of torque more for a total of 300 hp and 270 lb-ft, so effectively they’ve been going backwards when it comes to performance.

Of course, introducing the highly efficient nine-speed ZF automatic with this latest third-generation MDX in 2014 made the less potent engine feel livelier, although it still suffers from a Honda family hauler pedigree when compared to the base 333-hp Audi Q7 mill, the base 335-hp BMW X5, and some others.

Then again, its performance is decent enough and its pricing a lot lower than those highfalutin Europeans, while the just noted standard nine-speed autobox is fairly quick shifting and very smooth, with the aforementioned standard steering wheel paddle shifters enjoyable to use, plus the standard torque-vectoring SH-AWD system is extremely well engineered and therefore performs superbly no matter the road or weather conditions.

To be clear, the MDX, even in this sportier A-Spec trim, is biased toward comfort over performance. This doesn’t mean it’s a sloth off the line, or cumbersome through corners, but instead is easily fast enough for most peoples’ needs, as proven by its reasonably strong sales numbers year after year, and handles commendably when pushed hard through tight weaving corners, yet never tries to pass itself off as a sport sedan for seven, like some of its Euro rivals do quite effectively. Instead, the MDX’ ride is pleasurable no matter the road surface beneath, its manners particularly nice around town where it sits high above the majority of surrounding traffic and provides excellent visibility through all windows, and its creature comforts plentiful.

One of those features, specific to performance, is a drive mode selector that includes Comfort, Normal, and Sport settings that remain as selected even after shutting off the engine, locking up and leaving, coming back, and restarting. Therefore, if you personally prefer driving in Sport mode, which I’m going to guess most people who purchase this sportier looking A-Spec model do, then the drivetrain is ready and waiting without any extra effort every time you climb inside.

Another MDX attribute I can attest to is its prowess over snowy roads. This thing is a beast, and with proper snow tires can overcome nearly any depth of powdery (or chunky, wet) white stuff. The latter was addressed with a set of 265/ 45R20 Michelin Latitude Alpin all-season tires, so I can only guess it would even be more formidable when shod in true winters.

Another positive is real-world fuel economy, which actually benefits from a one-size-fits-all V6 under the hood, especially when burdened by a three-row SUV weighing in at 1,945 kilos (4,288 lbs); the A-Spec the second heaviest trim in the MDX lineup. Thanks to direct-injection, i-VTEC, and Variable Cylinder Management (VCM) that shuts one bank of cylinders down under light loads to save fuel, plus standard engine idle stop-start to reduce consumptions yet more, not to mention emissions, and lastly the nine-speed autobox, the A-Spec is rated at 12.2 L/100km in the city, 9.5 on the highway and 11.0 combined, which is only a tad more than all other MDX trims that get a claimed rating of 12.2 L/100km city, 9.0 highway and 10.8 combined. On the subject of efficiency, I should also mention the much more interesting MDX Sport Hybrid that, thanks to a two-motor electrified drivetrain is good for 9.1 L/100km city, 9.0 highway and 9.0 combined. I’ll cover this model soon, so stay tuned.

So there you have it, an honest, straightforward review of an aging albeit still credible three-row luxury SUV, that I can still recommend you purchasing if you’re not one of the luxury sector’s usual latest-and-greatest consumer. Let’s face it. The MDX isn’t the newest kid on the block. Its powertrain is archaic compared to the turbocharged and supercharged 316-hp 2.0-litre four-cylinder in the aforementioned Volvo XC90, which can be upgraded to 400-hp plug-in hybrid specs no less, or for that matter the supercharged 3.0-litre V6 in the Audi Q7, and the list goes on, while its infotainment works well enough yet is seriously lacking in modernity, but as long as you’re ok with some aging issues the MDX provides everything families in this class need, and does so in a stylish, refined, quiet, comfortable, spacious, safe, and reasonably reliable package, all for thousands less than any of the noted competitors. That should be reason enough to keep the MDX on your radar when it comes time to trade up, and when you do I recommend checking out this sportier A-Spec trim, because the styling updates and interior details are certainly worth the extra cost.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Infiniti QX50 Sensory Road Test Review

Hey good lookin’! Yes, Infiniti’s been slow cookin’ its redesigned QX50 recipe for years, but now that the all-new 2019 model is on the road and looking sensational, I can only see success in its future.

The proof is in the pudding, so to speak, and now with this new model’s first partial year in its rearview mirror, and YoY Canadian sales growth up 59 percent as of December 31, plus an even more impressive 113.7-percent two-month gain as of February’s final tally, it’s clear that Canada’s compact luxury crossover buyers like what they see.

These newfound QX50 buyers are no doubt falling for the entire QX50 package as much as for its inspiring styling, plus its considerably more modernized and therefore more appealing interior design, its higher quality materials, as well as its wholly improved electronics interface package, and while the original was particularly good on pavement, this second-generation redesign is no slouch off-the-line or around corners either, which is critically important in the premium sector. But does it fully measure up?

Now that the much-loved FM platform, having served 11 years in the outgoing model, is done and dusted in this category, much to the chagrin of performance-focused drivers who loved its rear-drive bias and wonderful overall balance, this small but ardent following is reluctantly forced to say hello to a totally new front-wheel drive based layout, which while standard with all-wheel drive here in Canada, provides a different feel that may cause some previous QX50 owners a moment of pause.

Still, with most manufacturers moving away from rear-drive architectures due to interior packaging restrictions, something Audi and Acura have known for more than a decade and likely one reason their compact SUVs continually outsell most competitors, with this layout configuration also being adopted by BMW for its latest X1, it was only a matter of time that Infiniti’s second-most popular model adapted to changing times.

So what’s the result of Infiniti’s wholesale change in QX50 direction? Think QX60, only smaller. What I mean is, this latest version of Infiniti’s compact crossover provides a more comfortable ride than its predecessor, that floats more smoothly over bridge expansions and other pavement imperfections, and similarly delivers greater quietness inside (due in part to active engine mounts plus acoustic windshield and side window glass) for a more refined overall luxury experience, but it’s certainly nowhere near the performance SUV the outgoing model was.

Where the rear-drive-biased first-gen 2008–2017 (there was no 2018 model) QX50 (née EX35) felt like a performance-oriented sport sedan in a taller crossover body, which essentially it was, this new version feels more like the Nissan Altima/Murano-based front-wheel drive-derived design it’s based on, despite having all the hardware (and software) boxes checked, such as a fully independent front strut and rear multi-link suspension setup, and standard Active Trace Control that automatically adds brake pressure mid-corner to help maintain a chosen lane. Still, it’s a bit less rooted to the tarmac at high speeds, especially around bumpy corners, and also somewhat less confidence inspiring when pushed hard down the open freeway. There’s a reason the world’s best performance vehicles are based on rear-wheel drive platforms after all, and the QX50’s swap to a front-wheel drive biased architecture makes this truth clearly evident.

The new variable compression turbo engine is superb, however, with a lot more usable power from its diminutive displacement than most competitors’ base engines. Its 2.0-litre size is identical to the majority of rivals, yet its 268 horsepower and 280 lb-ft of torque is considerably more potent than the entry four-cylinder from the compact luxury SUV market segment’s best-selling Mercedes-Benz GLC, for example, which puts out just 241 horsepower and 273 lb-ft of torque, or the next most popular Audi Q5’s 248 hp and 273 lb-ft (or the base Porsche Macan that uses the same engine as the Q5), or for that matter the third-place BMW X3’s 248 hp and 258 lb-ft, while it’s easily more formidable than Lexus’ NX that’s only rated at 238 hp and 258 lb-ft of torque, not to mention Cadillac’s new XT4 that merely musters 237 hp and 258 lb-ft, but this said it’s a fraction off the new Acura RDX that makes 272 hp and 280 lb-ft, as well as the Alfa Romeo Stelvio that leads the segment’s base powerplants with 280 hp and 306 lb-ft of torque.

The WardsAuto 10 Best Engines-winning VC-Turbo’s technology took Infiniti’s engineering team a full four years to develop, and incorporates special connecting rods between its pistons and crankshaft that vary the compression of the fuel and air mixture, less for increasing power output when needed and more during lower loads like cruising and coasting for improving fuel efficiency.

Another 2019 QX50 differentiator that might miff previous owners, unless they’re from the left coast where pump prices are soaring sky high, is the new fuel-friendly continuously variable transmission (CVT). Before getting your back up about the QX50 losing its mostly quick-shifting seven-speed automatic, take note this isn’t any ordinary run-of-the-mill CVT, but rather an all-new shift-by-wire design that includes manual shift mode, steering wheel paddles, Downshift Rev Matching (that blips the throttle to match a given gear ratio with engine rpms), plus dual transmission fluid coolers, and I must say it’s one of the more normal feeling CVTs I’ve tested to date.

It only exposes the artificial nature of its stepped gears when pressing hard on the throttle, a process that spools up power and torque quickly, albeit allows revs to hold a little too high for a bit too long, which hampers performance, refinement and fuel economy. This said it responds quite well to input from those just noted paddle shifters, and feels especially energetic in Sport mode, but I won’t go so far as to say it’s as engaging as its predecessor’s gearbox, nor as lickety-split quick as competitor’s traditional multi-speed automatics.

Then again when driven more modestly, like most of us do with our family haulers, it’s a silky smooth transmission that provides the QX50 with more than enough day-to-day performance plus much better claimed fuel economy at 10.0 L/100km in the city, 7.8 on the highway and 9.0 combined, compared to 13.7 city, 9.8 highway and 11.9 combined for the previous V6-powered model, which incidentally is a 30-percent improvement.

Back on the negative, Infiniti’s Eco mode continues to be my least favourite in the industry, due only to the Eco Pedal that annoyingly pushes back on the right foot to remind you not to press hard on the gas pedal. The problem with this intrusive-nanny solution is that people like me, who hate it, simply won’t use Eco mode at all (you can’t turn the Eco Pedal off separately), which defeats the purpose of having an Eco mode in the first place. So therefore, I only used the QX50’s Eco mode once for testing purposes, and after realizing the Eco Pedal was just as intrusive as it’s always been, immediately turned it off, whereas if I were driving a Mercedes-Benz GLC, Audi A5, BMW X3 or anything else in the class, I would have left Eco mode on more often than not in order to save fuel and reduce emissions.

Eco mode, and all driving modes are set via a nicely crafted “D-MODE” labeled metal rocker switch on the lower console, just behind the QX50’s completely new electronic shift lever, a small stub of its previous self, yet very well made from satin-silver aluminum and contrast stitched leather. Thank goodness it’s not a row of confusing buttons like some rivals, other than a small “P” for park when arriving at your destination.

Switchgear in mind, a beautifully detailed knurled metal-edged rotating infotainment controller is placed just above the shifter on a separate section of the lower console, while the door-mounted power window switches receive attractive metal adornment too. All of the cabin’s other buttons, knobs and switches are quality pieces made from densely constructed composites and metals, while they’re also well damped with tight tolerances, the new QX50 easily living up to this premium class status and beyond when it comes to these details and some of the other surface treatments too.

For instance, an assortment of satin-silver aluminum trim can be found decorating the rest of the interior, the geometrically drilled Bose speaker grilles especially rich, while gorgeous open-pore natural maple hardwood inlays (exclusive to this Sensory model) joined plush black ultrasuede (also a Sensory exclusive) across door uppers, the latter two treatments added to the instrument panel, centre stack and lower console, plus the front seat bolsters, while contrast-stitched leather was also placed next to the ultrasuede in all of the same locations for truly opulent surroundings. Infiniti even wrapped the first and second set of roof pillars, and lined the ceiling in the same soft yet durable suede-like fabric, the latter also benefiting from a large dual-panel powered panoramic glass sunroof.

All in all the new QX50’s interior is one of the best in its class, with mostly pliable synthetics above the waist, including soft-touch paint used for the glove box lid. Infiniti didn’t gone so far as to finish the bottom portion of the centre console or the lower door panels in such pampering pliable plastics, or for that matter the lower portion of the dash ahead of the driver, with the compact luxury segment’s usual hard composite surfaces starting just underneath the hardwood trim on the left of the steering wheel, and below the leather padding to the right. Still, it’s an interior both Infiniti and you can be proud of, beating many of the industry leaders at their own ultra-luxe game.

As the kinesthetically-inspired trim designation implies, this $56,490 Sensory model is mostly about creature comforts, and while including all features already noted it also adds premium-grade semi-aniline leather upholstery, two-way front passenger powered lumbar support, three-way ventilated front seats, advanced climate control, extended interior ambient lighting, rear side window sunshades, a motion activated liftgate, and metallic cargo area finishers, while exterior upgrades include 20-inch dark tinted alloys on 255/45 all-season run-flat tires, plus unique cube design LED high/low beam headlamps with adaptive cornering capability.

There is one trim above Sensory, but the $57,990 Autograph won’t be to everyone’s tastes due a special blue-hued ultrasuede replacing the black found in the Sensory model, plus white surfacing used for much of the instrument panel, centre console sides, door inserts and seats, the centre inserts of the latter boasting diamond-quilted semi-aniline leather, plus blue piping between the white leather and blue ultrasuede.

Both Autograph and as-tested Sensory models pull plenty of equipment up from $52,990 ProActive trim, such as automatic high beams, adaptive cruise control with full speed range and hold, distance control assist, lane departure warning and prevention, blindspot intervention, rear cross-traffic alert, backup collision intervention, steering assist, ProPilot Assist semi-autonomous self-driving, Infiniti’s exclusive steer-by-wire Direct Adaptive Steering system (a first for an Infiniti SUV) that works very well (other trims use vehicle-speed-sensitive power steering), a head-up display, and a 16-speaker Bose Premium Series audio system.

Likewise, a host of features from the $48,990 Essential enhance our Sensory model too, including rain-sensing wipers, front and rear parking sensors, reverse tilting side mirrors, Infiniti’s superb 360-surround Around View parking monitor with moving object detection, navigation with detailed mapping, tri-zone automatic climate control with rear-seat switchgear (upgraded from the base model’s dual-zone auto system), a powered tilt and telescopic steering column, plus memory for that steering wheel as well as for the front seats and side mirrors.

Finally, the $44,490 base Luxe model adds LED fog lamps, LED integrated turn signals on outside mirror housings, LED taillights (it comes standard with LED low/high beam headlights too), chrome-accented exterior door handles, dual chrome exhaust tips, remote engine start, proximity-sensing keyless access with pushbutton ignition, the aforementioned drive mode selector with standard, eco, sport, and personal settings, the powered panoramic glass sunroof including a powered sunshade, a powered liftgate, predictive forward collision warning, forward emergency braking with pedestrian detection, blindspot warning, and more.

Take note that all 2019 QX50 pricing for trims, packages, and standalone options were sourced right here on CarCostCanada, and don’t forget that we can also provide you with money-saving manufacturer rebate information, plus otherwise hard to get dealer invoice pricing that could save you thousands when it comes time to negotiate your deal.

Also standard with all QX50 trims is Infiniti’s new InTouch dual-display infotainment system featuring a beautifully bright and clear high-definition 8.0-inch monitor on top and an equally impressive 7.0-inch touchscreen below that, plus InTouch safety, security and convenience services, etcetera. This is an easy system to use, with all hands-on functionality found within the bottom screen and the top monitor mostly dedicated to the navigation system and backup/surround camera system, which displays both for optimal safety.

Digitization in mind, I was a bit surprised that Infiniti stuck with its mostly analogue gauge cluster in this entirely new model, being that most competitors are now anteing up with fully digital designs in top trims. Then again the QX50 partially makes up for this shortcoming with a large colour multi-information display that’s full of useful functions, controlled by an easily sorted array of switchgear on the steering wheel spokes.

While I’m talking up the positives, I’ve got to give Infiniti kudos for removing the intrusive nosepiece from their sunglasses holder. I never understood why the previous version was too large to hold a regular set of glasses in place, but fortunately this new one is much more accommodating because it doesn’t including a nosepiece holder at all.

Now that I’m getting down to the nitty-gritty practical stuff, the new QX50 is also much roomier, especially for rear passengers that now benefit from quite a bit more leg and headroom. In fact, Infiniti claims that its rear seat space is greater than the previously noted Audi Q5 and BMW X3, while those back seats now slide fore and aft for more cargo space or better legroom respectively.

I found the rear seat extremely comfortable, with plenty of room for my knees, at least eight inches when my seat was set up for my five-foot-eight long-legged, short-torso frame, plus adequate floor space to move around my feet when wearing boots, although not much of a gap below the driver’s seat. I could definitely feel the compact QX50’s width compromise, with not a great deal of air space next to my left knee, but at least the door armrest was padded, and there was ample room for my outboard shoulder. Your adult rear passengers may find the centre armrest a little bit low, but it should be ideal for kids, and there’s a slot for a cellphone as well as two rubberized cupholders that should hold drinks in place. The aforementioned rear climate control panel, which only includes a tiny monochromatic LCD display and colour-coded rocker switch for adjusting the temperature, is joined by a USB device charger and 12-volt socket, but strangely omits rear seat heaters that aren’t available with the QX50 at all.

Yes, this is a strange omission in a market that has been experiencing colder winters over the past two years, and could potentially turn off some buyers that want their kids and/or parents to be as comfortable as possible year-round.

It’s cargo capacity won’t be a negative, however, being that it’s grown by 368 litres (13.0 cubic feet) to 895 (31.6 cu ft) behind its 60/40 split-folding rear seatbacks, even when they’re pushed all the way rearward, while sliding the back bench as far forward as possible adds another 153 litres (5.5 cu ft) of gear toting capacity for a total volume of 1,048 litres (37.0 cu ft) when both rows are occupied. Fold the second-row seats flat and cargo space expands to 1,822 litres (64.3 cu ft), and by the way, Infiniti provides handy levers on the sidewalls for doing just that. Why all this is difficult to fault, I would have appreciated a centre pass-through for loading longer items such as skis down the middle, leaving the two more comfortable window seats available when heading to the slopes. Better yet, Euro-style 40/20/40-split rear seats would allow even larger boards between rear occupants; food for future Infiniti thought.

The powered liftgate is programmable for height, which is a good thing if you live in a parking garage that requires such things, but not so good if you keep smacking your head into it and don’t take the time to reprogram (not Infiniti’s fault), while the cargo compartment is finished quite nicely, with an aluminum sill guard and the usual carpeting up the sidewalls and on the backside of the seats, plus the floor of course, the latter removable to expose the audio system’s amplifier and subwoofer plus a bit of space in between, and another shallow compartment just behind, for stowing smaller items.

As practical, wonderfully crafted, efficient and quick as the new QX50 is, styling will be the determining factor for most would-be buyers, at least initially. I find its front end especially attractive, with Infiniti’s double-arch grille positioned below a long, elegantly sculpted hood, and flanked by an eye-catching set of signature LED headlamps over a clean, sporty lower fascia.

Organically shaped panels flow rearward down each side, passing by a nicely detailed chrome engine vent garnish on the upper front fenders, a metal brightwork adorned greenhouse finalizing with Infiniti’s trademark kinked rear quarter windows, and around the back where a particularly appealing rear end design features nicely shaped LED taillights, while a variety of 19- to 20-inch alloy wheels round out the design depending on trim. For me it’s a winner, but time will tell whether it manages to conquest enough new buyers away from rival brands to truly deem it an unqualified success.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay