Have you checked out Kia’s latest SUV lineup lately? It’s gone from all curves to sharp angles and complex creases, not unlike its sister-brand Hyundai’s updated crossover lineup.
The hierarchy of Kia SUV models now includes the entry-level Seltos, the always future-think Soul (which includes an EV option), the second-rung Niro (which provides plug-in hybrid and EV variants), the compact Sportage, the mid-size three-row Sorento, and finally the larger and longer mid-size three-row Telluride, with only the Niro and Sportage needing updates to the brand’s edgier new design language.
Heck, even the new Carnival minivan (which replaced the Sedona) looks like a chunky SUV now, while the always sharp looking Stinger was also updated for 2022, whereas the mid-size K5 (nee Optima) sedan received its redesign for 2021, as did the subcompact Rio (although not as thoroughly) that’s now only available as a hatch (you might find a heavily discounted 2020 Rio sedan if you look far and wide enough). The compact Forte sedan and hatchback, on the other hand, are expected to be refreshed for 2022, soon putting the entire South Korean brand at the leading edge of modern-day styling.
While all of the new Kia SUV designs are advanced looking, the new Sportage might just be the most futuristic of all. Such was the case for the outgoing Sportage when its third-generation debuted back in 2010 and fourth-gen model arrived in 2016, the latter looking a bit like a scaled down Porsche Cayenne. This made sense considering all the German designers filling up the brand’s studios, as does the new 2023 version’s similarities to Audi’s Q8 and Lamborghini’s Urus.
This means the new fifth-gen Sportage should catch the gaze of passersby, although some of these will merely be trying to figure out where the headlamps are. In fact, these are integrated into two boomerang-shaped LED clusters beside the wide glossy black front grille, which itself is situated under a couple of narrow, horizontal nostril-like vents. While a somewhat radical redesign, it should still be pleasing to most compact SUV buyers that tend to want sporty yet practical alternatives to their less-appealing cars.
From the side view, the new Sportage provides more aggressive sculpting on the door panels than most rivals, plus a narrow greenhouse on top, for increased visual length, while some stylish detailing on the lower rockers gives it that critically important SUV look.
The new Sportage appears more conventional from its hind end, thanks to body-wide taillights that add to its wide-looking stance, plus a thin mid-section that almost makes it seem as if it was stretched into place. All of these delicate details support a substantive rear bumper that’s visual extended from the just-mentioned black rocker panels, continuing upward to enclose about two-thirds the CUV’s backside, before being capped off by some angular metal-like trim mirroring a similar treatment on the side rockers and lower front fascia, the latter items surrounding two LED fog lights. The entire package rolls on some similarly edgy alloy wheels that look quite large in the as-shown trim, and featuring machine-finishing with glossy-black pockets.
“Reinventing the Sportage gave our talented design teams a tremendous opportunity to do something new; to take inspiration from the recent brand relaunch and introduction of EV6 to inspire customers through modern and innovative SUV design,” commented Karim Habib, Senior Vice President and Head of Global Design Center, in a press release. “With the all-new Sportage, we didn’t simply want to take one step forward but instead move on to a different level in the SUV class.”
Kia calls its new design language “Opposites United”, a theme that continues inside the cabin where uniquely shaped HVAC vents and horizontally-organized instrument panel trim joins up to form parentheses-like structures that incorporate a very large dual-display primary gauge cluster and infotainment touchscreen within.
The large single-screen setup pulls forward a driver display/infotainment design used recently by both Kia and its parental Hyundai brand, which must be said is similar to Mercedes’ MBUX dash design. Ironically (this being a Kia), it incorporates some camera technologies that are much more advanced than anything on offer from the German luxury brand, particularly its rear-facing camera system that automatically shows right/left rearward views when flicking either turn signal.
A row of switches continues the horizontal theme just underneath, integrating a well-organized two-zone auto HVAC interface at its mid-point, all before a gently sloping piano-black lacquered centre console gets stuffed full of drive functions such as an engine start/stop button, a rotating gear selection dial, a driving mode selector, and more, while switches for the heatable and cooled front seats, plus the heated steering wheel can be found right next door. A wireless charging pad probably sits under a lidded compartment just in front of this cluster of controls, plus all the expected USB ports and other connectivity/charging alternatives.
“When you see the all-new Sportage in person, with its sleek but powerfully dynamic stance, and when you sit inside the detailed-oriented cabin with its beautifully detailed interior and first-class materials, you’ll see we have achieved those goals and set new benchmarks,” continued Habib. “In the all-new Sportage, we believe you can see the future of our brand and our products.”
So far, Kia hasn’t shown off any other details, such as the new Sportage’s front and rear seats or its cargo area, but interior capacities should be similar to the new Hyundai Tucson that shares the Sportage’ underpinnings. That compact crossover SUV has grown in size since also being renewed for 2022, now stretching 4,605 mm (181.3 inches) from front to back, making it 155 mm (6.1 in) lengthier than its predecessor, with a 86 mm (3.4 in) longer wheelbase at 2,751 mm (108.3 in), while it’s about half an inch (12-13 mm) wider and similarly taller than the 2021 crossover it sent packing.
Kia’s Sportage has long shared its mechanical setup with the Tucson too, so we’re expecting a version of the same 2.5-litre four-cylinder powerplant that currently puts out 190 horsepower and 182 lb-ft of torque in the 2022 Hyundai. The new Tucson also features an efficient eight-speed automatic gearbox across its entire trim line, which should be the only transmission used in the Sportage too, while Hyundai’s compact SUV includes both FWD and AWD alternatives, common in this class.
Of course, we’ll get more details when the new 2023 Sportage arrives, which should be sometime in calendar year 2022, at which point we should also find out if it receives an off-road focused X-Line variant, and/or the Tucson’s electrified power units, which currently include both hybrid and plug-in hybrid alternatives.
For the time being, Kia is offering the latest 2022 Sportage with up to $1,000 in additional incentives, while buyers of 2021 models get up to $2,500 off. Also notable, CarCostCanada members are currently saving an average of $2,386, so check our 2022 and 2021 Kia Sportage Canada Prices pages for all the details, including complete trim pricing with all available options and colours.
As the years start to stack up and there’s more of them behind you than ahead, to hear you’re aging gracefully is quite the compliment. Such could be said of Buick’s current Enclave, a three-row crossover SUV that’s now been with us in its current second-generation form for four years. Certainly, that’s not long by human standards, but it’s a full product cycle in automotive years, albeit not compared to the first-generation Enclave that, despite a mid-cycle refresh in 2013, lasted for an entire decade.
The SUV being reviewed here was as up-to-date as possible when being tested, but as it happens, 2021 is the Enclave’s last model year before getting a fairly comprehensive makeover. Its underpinnings will remain the same, but its styling will look a lot fresher, and not unlike the much sleeker and more modern looking second-gen Chinese-market version that’s been available since last year.
Sure, you can wait for a 2022, which actually gets reduced by $300 at the base level, but there’s opportunity to take advantage of end-of-lifecycle savings if you choose a 2021 over the new 2022 model, so as long as you don’t need to have the latest and greatest styling, the outgoing Enclave is still one very attractive family hauler. It’s also a very affordable one, at least when comparing it to longstanding luxury brands that it more or less competes against. To be clear, three-row SUV buyers won’t likely be shopping the Enclave against BMW’s X7 or Mercedes’ GLS, simply because their price points are nowhere near each other.
A base Enclave Essence starts at $48,398, or $51,398 with as-tested all-wheel drive. That’s similar pricing to fully loaded alternatives from Honda, Hyundai, Kia or Toyota, which arguably offer more features (and sometimes more luxury) for the money, but none of these rise up to $70k, which is possible when adding all the options to the Enclave Avenir. That’s around where a base Audi Q7 starts, and plenty of other premium-branded three-row SUVs, although an equivalent entry-level GLS will set you back an astonishing $101,900, just a bit less than what you’ll need to pay for the least expensive X7, which starts at $102,900.
This in mind, Buick, and its Enclave fall into the entry-level luxury sector, along with competitors like the $48,995 Infiniti QX60, $56,405 Acura MDX, and possibly the $59,700 three-row Lexus RX 350 L (which is only meant for small kids in the third row), although if we’re moving all the way up to the $60k starting point, we should probably include GM’s own Cadillac XT6 that rides on the same stretched C1XX platform (more or less) as the Enclave (and the Chevy Traverse, GMC Acadia), yet starts at $57,998. Everything else in this class retails over the $60,000 threshold, and while that’s about where the aforementioned Enclave Avenir can be had ($62,298), this Enclave Essence is the model Buick gave me to test, and therefore targets a different entry-level luxury client.
I don’t know if that last exercise was done more for my own clarification of where Buick fits into the scheme of luxury things, or as a way for you to come to grips with the same, but in any case, it’s good to understand that Buick fills an important niche in the middle of the automotive class hierarchy, and its relatively strong sales more or less prove that reality.
Despite only offering five models (the 2020 Regal Sportback of which has already been sent off to that great four-door sedan graveyard in the sky—it’s a five-door really, as its trunk is actually a hatch), Buick managed to rank sixth amongst premium brands in Canada thanks to 15,957 units being sold last year, which puts it only 755 sales behind Acura, plus more than twice as much as Lincoln (7,155) and almost three times as many deliveries as Infiniti after a particularly gutting year. What’s more, as of Q2 2021’s close, Buick’s 8,277 delivery total had already blasted past Acura’s rather sluggish 7,465 tally, although Cadillac’s XT6 appears to be on a roll with 8,402 examples out the door, so therefore Buick maintains its sixth position.
The Enclave wasn’t quite as strong in its mid-size three-row luxury SUV category last year as the Buick brand, but amongst dedicated premium three-row family haulers it ranked seventh out of 11 competitors with 1,773 deliveries (I’m not including Bentley’s Bentayga on this list for obvious reasons). This said, so far this year it’s doing a bit better with 1,270 units down the road already, placing it ahead of Mercedes’ GLS (1,148), Lincoln’s Aviator (926), and Infiniti’s QX60 (687) that’s getting an even more dramatic redesign for 2022.
Cadillac’s XT6 (973) lagged a bit behind the Enclave over the first six months of this year, as did BMW’s X7 (522), Lexus’ GX (161), and Land Rover’s Discovery (103), which seems to be getting killed by the new Defender (1,057). Tally all this up and it’s easy to understand why the Buick brand and this Enclave model are so important to General Motors (a total of 3,264 combined Enclave and XT6 sales puts GM close to Acura’s MDX), but after factoring in their even greater strength in the U.S. and yet stronger presence in China, this information might also help build confidence that Buick isn’t about to leave our market anytime soon—unfortunately I can’t confirm that for Infiniti.
The upcoming 2022 Enclave refresh should further improve the model’s sales when it arrives later this year, as long as Buick doesn’t dump any leftover 2021s on the market before the new one gets here. The fact Buick is only offering customers up to $1,000 in additional incentives is a good sign they have inventories in check, but stay tuned to CarCostCanada for any further discount info. Also, take note that CarCostCanada members who purchased a new 2021 Enclave saved an average of $2,625 thanks to knowing the SUV’s dealer invoice price before negotiating their best deal, which means it’s a good idea to find out how their very affordable membership works, and how easy it is to use from anywhere via their free app that can be downloaded from the Apple Store or Google Play Store.
As for the 2021 Enclave Essence being reviewed here, my tester was not only upgraded with AWD, but also received a stylish $1,495 Sport Touring upgrade package that includes a sporty black mesh grille, glossed-black Pitch Dark Night lower accent trim, and 20-inch alloys instead of the standard 18s. This gets added to a base model that also features automatic on/off LED headlamps and heated power-folding exterior mirrors, on the outside, plus proximity access to get you inside.
Once seated, pushbutton ignition gets the engine going, while additional standard features include an auto-dimming centre mirror, a 4.2-inch colour multi-information display within the gauge cluster, an 8.0-inch touchscreen at dash-central, integrating Android Auto and Apple CarPlay, a 10-speaker Bose audio system, a 4G LTE Wi-Fi hotspot, a universal garage door opener, a powered tilt and telescopic steering column, a heated leather-wrapped steering wheel, a Safety Alert driver’s seat that uses vibrations to warn, perforated leather seat upholstery, three-way heatable and ventilated powered front seats with four-way lumbar support, two-position driver memory, three-zone auto HVAC with a set of rear controls, heatable second-row captain’s chairs resulting in seven-passenger capability (a bench for the second row resulting in a total of eight occupants is available), a power-folding 60/40-split third row, a hands-free powered liftgate, a 120-volt power outlet, remote start, etcetera.
All Enclaves include the Buick Driver Confidence Plus package of advanced driver assistance and safety technologies as standard too, which includes a Following Distance Indicator, Forward Collision Alert, and Rear Cross Traffic Alert with Automatic Emergency Braking and Front Pedestrian Braking, as well as Lane Departure Warning with Lane Keep Assist, Side Blind Zone Alert with Lane Change Alert, front and rear Park Assist, and IntelliBeam auto high beam assist headlights.
Believe me, I never once felt like I was slumming it in this Buick, even in its base trim. Actually, standard features like cloth-wrapped A, B and C pillars gave it a true premium feel, as did better-than-average soft composite materials on top of the dash and atop the front and rear side window sills. It’s also impressive across the front of the instrument panel, and the lower section of that IP ahead of the front passenger, which extends below the infotainment touchscreen and along the right side of the lower console. Buick made a point of stitching nicely padded leatherette on the sides of that centre stack and lower console, the left side of which is padded further to protect the driver’s inner knee from chafing, while this pampering surface treatment extends down to the armrest as well. These areas were done out in a particularly attractive caramel brown in my tester, perfectly matching the seats and door inserts that were also stitched, the former also featuring perforated leather inserts.
Additionally, the seat surface leather is suppler than some others at the Enclave Essence’s price point too, plus those aforementioned heated front cushions warm up to near therapeutic levels. Warmth in mind, the climate control interface, while appearing a bit rudimentary, did its job well, and while it could be a bit more upscale to look at my eyes were more easily pulled toward the centre display overtop, which has to be one of the simplest to use in the segment.
I generally like General Motors’ infotainment systems, and while I appreciate Chevrolet’s more colourful Apple-inspired interface even more than this classier design from Buick, they both work identically and utilize a full colour palette for graphically stimulating controls. I found this latest version responded to inputs quickly, which was particularly notable when jiggling the navigation map around with my fingertips. I should also note that GM’s navigation/GPS system has never once led me astray either, so a big hand to the automaker’s tech department that does infotainment very well. Important also, the rearview camera was clear and its moving guidelines useful, while the standard Bose audio system was very good.
As for the Enclave’s primary gauge cluster, it’s not very enticing. The chrome trimmed analogue dials are ok, these placed bookending another set of chrome-edged gas and engine temp meters above, but the tiny square multi-information display kind of looks like an aftermarket add-on. This comes at a time that competitors are arriving with fully digital clusters that show virtual gauges one minute and giant maps the next. Some brands are even including rear-facing camera monitors in their clusters, so Buick needs to up the ante in this respect. Fortunately, even this base Enclave’s steering wheel is excellent, with high-quality leather and an impressively sporty feel, while the spokes’ switchgear well-made and works as it should.
Looking up to the overhead console could be summed up as a trip back to yesteryear too, although it’s functional and happily includes a sunglasses holder, as well as LED reading lights and switches for the universal remote, OnStar, SOS, plus more. You won’t find a power sunroof button, as this base trim doesn’t include a sunroof, and I have to say it’s weird not seeing a sunroof in a roof this large.
Nevertheless, I found it easy to find an ideal driving position thanks to a manual tilt and telescopic steering wheel with loads of rearward reach, while the seats were comfortable, although without much lateral support, therefore if you’re looking to use this Enclave to snake through fast-paced corners, you’ll probably want to find something other than the steering wheel to hold on to. This is only worth mentioning because the Enclave handles well, partially due to the 20-inch wheel and 255/55 tire upgrade noted earlier, so it might be a good idea for performance fans to look upstream to a fancier trim line in order to find more aggressive seat bolstering.
Similarly, the Enclave Essence model’s second-row captain’s chair backrests are almost totally flat, although rear passengers can fold down their individual centre armrests to hang on. The second-row seats are mostly comfortable, however, with good legroom when slid all the way rearward. Those in the second row will also appreciate the previously mentioned rear climate control panel on the backside of the front console, which includes seat warming switchgear. This is where you can also find a set of USB chargers, but oddly no air vents. Don’t worry, though, as these are intelligently integrated within the roof, as are another set of vents for third-row passengers, and likewise for the LED reading lamps.
It’s easy to flip the second-row seats up and out of the way for getting into the very back, only necessitating a mild pull on a handle atop the backrest, while another lever below flips them down for storage. Before getting into cargo capacity, rear occupants enjoy separate USB charging ports, not to mention fairly large rear quarter windows for good outward visibility. I found the third-row seats comfortable too, not to mention reasonably roomy. Buick left good space for legs and feet, especially when the second-row seats are pulled slightly forward.
As for cargo, they fold down relatively flat, as does the second row, providing more storage capacity than most of their peers. In fact, I was able to load up a double-wide Ikea Pax wardrobe inside, including its rather bulky glass sliding door system, with room left over. By the numbers, the Enclave can manage up to 2,764 litres of what-have-you behind the front seats, 1,642 litres aft of the second row, and 668 litres in back of the third row.
Even when loaded up with gear the Enclave was no slouch off the line, its 3.6-litre V6 making a healthy 310 horsepower and 266 lb-ft of torque for plenty of straight-line performance. It’s conjoined to a nine-speed autobox that not only aids fuel economy with a fairly good rating of 13.0 L/100km city, 9.1 highway and 11.2 combined with FWD, or a respective 13.6, 9.6 and 11.8 in as-tested AWD, partially thanks to standard idle start/stop technology, but it also provides wonderfully smooth shift up and down the range.
Then again, engaging manual mode and its steering wheel-mounted paddles transform this calm, sedate traveler into a much sportier canyon carver, or at least it was much more enjoyable than I initially expected. BMW doesn’t even go so far as to hold the X5 or X7 engine’s redlines before upshifting, so a big hand for Buick’s engineers that give the Enclave such strong performance. The V6 also makes a nice growl at full throttle, although I wouldn’t take that to mean it’ll outshine those BMWs as far as engine auditory tracks go.
I think ride quality will matter more to most Buick buyers than all-out performance, however, and to that end the Enclave’s driver and many passengers will be nicely isolated from exterior elements no matter the speeds being traveled or environment outside. Although I found there was more wind buffeting on the highway than expected. It wasn’t the side windows (I checked), but it may be something specific to my test model’s door seals. Buick prides itself in providing near tomblike silent interiors, so it could also be possible that more of Buick’s “Quiet Tuning” technologies get added to upper trims. Either way, make sure you look for this on your test drive.
Even if the Enclave Essence is a bit noisier at highway speeds than it should be, it’s hard to argue against its sub-$50k price point. That it competes so well against others that cost thousands more should be taken into consideration, but then again it also gets out-muscled for features and refinement by some newcomers in the volume-branded mainstream category. This is a very competitive market segment, and the upcoming 2022 Enclave should address some of my minor complaints.
On that note, I don’t think any of my grumblings should put you off testing a 2021 Enclave, and at least comparing it to its rivals, especially when factoring in Buick’s enviably high ranking in J.D. Power and Associates’ 2021 Vehicle Dependability Study, where it sits fifth overall and just third amongst luxury brands.
It helped that Genesis’ earliest two models were already in production as the Hyundai-branded Equus and Genesis Sedan, one of two cars, including the Genesis Coupe, that carried the new brand’s name for eight years before its steering wheel hub and trunk lid removed Hyundai’s stylized “H” for Genesis wings (which were already displayed proudly above the front grille), and “GENESIS” lettering was replaced by G80 badging at back.
Since then, all three early cars have been updated with fresh new styling, including a new pentagonal “Crest Grille” plus double-slatted LED “Quad Lamps” fore and aft, and heavily reworked interiors, resulting in a wholly cohesive design language to at least rival its key Japanese rivals, while the new G80 will soon be available with a two-motor pure electric drive system.
Granted, Genesis has a long way to go before it starts matching Lexus sales in Canada, with 1,737 units sold at the close of Q2 2021 compared to 12,405, but it’s closing in on Infiniti’s 3,189 total after the first six months of this year, and has already bypassed Jaguar’s 1,204 deliveries and Alfa Romeo’s 434. Lincoln is also in target with only 3,629 units sold as June ended, and this comes before any GV70 deliveries get added to the Genesis mix.
Interestingly, the sporty 2022 GV70 is not the least expensive compact luxury SUV on the market, a tactic often chosen by upstart luxury brands trying to attract new buyers by providing all the bells and whistles for a better price. Instead, the new model gets an all-inclusive price of $49,000, including freight and delivery fees (or $49,150 all-in as shown on GV70’s retail website landing page).
The new GV70, in fact, is ninth most expensive in a compact premium crossover segment that’s now 16 competitors strong. That places it near the mid-point, although it’s important to point out that most competitors don’t include destination/delivery fees or the $100 A/C tax in their advertised prices. Therefore, after factoring in the latter (and using an average of $2,500 for those brands that made it difficult to locate this information on their retail websites), the new GV70’s retail price is more competitive thanks to a ranking of seventh most affordable.
By the numbers, alternatives priced lower than the new GV70 include the $44,298 Cadillac XT5 (plus $2,500 in fees for a total of $46,798), $44,505 Acura RDX (plus $2,475 in fees for a total of $46,980), $44,600 Lexus NX (couldn’t find their fees so adding $2,500 for $47,100), $45,495 Infiniti QX50 (plus $2,220 for $47,415), $45,200 Lincoln Corsair (plus $2,250 for $47,450), and lastly the $46,550 Audi Q5 (plus $2,395 for $48,945).
Genesis’ willingness to let eight brands advertise lower pricing in such a highly competitive market is a bold move, but it just might be calculated one, in that its mid-pack pricing could cause loftier perceptions of its brand identity, and therefore leave cheaper alternatives looking like they’re not good enough. After all, parent company Hyundai has long been seen as a value brand amongst its more established mainstream rivals, and while that’s changing because of impressive entries such as the Genesis and Equus models that came before, plus today’s Santa Fe, Palisade and the list goes on, it’s still important for Genesis to not allow such a more-for-less mindset and instead develop its own brand desirability.
An approximate $20,000 price gap, from least expensive to priciest, is a sizeable chasm for compact luxury SUV shoppers to cross, but it should be mentioned that any one of the compact luxury utilities named above comes close to the revered Velar’s starting price when amped up with options, while even the cheapest on this list can go much higher. What’s more, some boast more equipment in their various base trims than others, not to mention stronger performance, greater interior room, etcetera. In other words, it’s not a direct apples-for-apples comparison.
For around $50k, the 2022 GV70 2.5T Select AWD arrives standard with Quad LED headlights, LED tail lamps, 18-inch alloys, proximity-sensing keyless access with pushbutton start/stop and remote engine start, fingerprint authentication, an 8.0-inch LCD digital gauge cluster, a big 14.5-inch HD multimedia display incorporating Android Auto and Apple CarPlay smartphone integration, navigation, wireless device charging, a 12-way powered driver’s seat with power lumbar, an eight-way power front passenger seat, heated front seats, rear occupant alert, a hands-free tailgate, plus more.
Additionally, the GV70’s standard Highway Driving Assist II driver assistance and safety technology suite adds High Beam Assist, Lane Follow Assist, Rear Cross-Traffic Collision-Avoidance Assist, and Forward Collision-Avoidance Assist to all the usual active and passive safety features.
As is often the case in this category, AWD is standard, while the GV70 also includes Terrain Mode Select. The base powertrain is a 2.5-litre turbo-four good for 300 horsepower and 311 lb-ft of torque, while a 3.5-litre twin-turbo V6 capable of 375 horsepower and 391 lb-ft of torque is available. An eight-speed automatic transmission also comes standard, as do steering wheel-mounted paddle shifters.
As for exterior colours, Uyuni White, Vik Black, Himalayan Gray, Savile Silver, Adriatic Blue, Cardiff Green, Barossa Burgundy, and Mauna Red are no-cost options, while base models can only be had with “artificial leather” upholstery in Obsidian Black (Genesis might want to reconsider the name it’s using for leatherette).
For $55,500 (including freight and fees), the 2022 GV70 2.5T Advanced AWD ups the ante with 19-inch alloy wheels, power-folding exterior mirrors with puddle lamps, a power tilt and telescopic steering wheel, genuine leather seat coverings (in Obsidian Black, Vanilla Beige, Havana Brown/Ocean Wave, Pine Grove/Ocean Wave, and Slate Gray/Velvet Burgundy, depending on the exterior colour), a power panoramic glass sunroof, ventilated front seats, heated rear outboard seats, plus a fully automatic rear climate control system.
For $59,000, Advanced Plus trim continues adding features such as a driver’s head-up display (HUD), a Surround View parking monitor, a Blind-Spot View Monitor (BVM), an 18-speaker Lexicon sound system upgrade, manual rear side sunshades, and a household-style 110-volt AC power outlet for the rear cargo compartment.
Further up the range, the $63,000 GV70 2.5T Prestige AWD includes a Sport Appearance package featuring metal foot pedals, upscale Nappa leather upholstery with suede-like micro-fibre inserts (in Obsidian Black, Sevilla Red or Ultramarine Blue, depending on exterior colours), a psuede headliner, a driver’s seat power extension for the lower cushion as well as power side bolsters that cinch up in sport mode, Smart Posture Care, Parking Collision Avoidance-Assist Rear (PCA-R), and Remote Smart Parking Assist (RSPA).
For $68,500, the GV70 3.5T Sport AWD trim line combines 2.5T Advanced AWD features with the larger, more powerful engine, as well as some of the just-noted Prestige items like the Sport Appearance package, HUD, power seat cushion extension, bolsters and Smart Posture Care, Lexicon audio system, and 115-volt power outlet, not to mention 21-inch alloys, special aluminum sports trim, enhanced monobloc brakes, an improved Electronic Control Suspension with Road Preview, plus Sport leather seating.
Finally, $75,500 GV70 3.5T Sport Plus AWD trim adds an electronic limited slip differential, a bigger 12.3inch 3D TFT LCD digital instrument cluster, carbon fibre interior trim, plusher Nappa leather upholstery with stitched quilting (in all the same colours as Prestige and Sport trims), a micro-fibre headliner, and laminated acoustic rear door glass, plus the previously-noted surround parking monitor, BVM, PCA-R, RSPA, and rear sunshades. Of note, this segment’s most affordable Cadillac XT5 reaches the same price point when fully optioned, as do most of the others.
Together with the premium finishings, arguably attractive design, no shortage of features and impressive performance numbers, Genesis provides owners with at-home/work valet pick-up and drop-off concierge service, complete with a complimentary courtesy vehicle, when complimentary scheduled maintenance or other repairs are required during the first five years of ownership, or the SUV’s first 100,000 kilometres of use.
On top of this, GV70 owners benefit from Genesis Connected Services featuring map updates and more for the extent of the SUV’s five-year comprehensive warranty (with an unlimited km extension for map updates and roadside service). The five-year or 100,000-km comprehensive warranty is an entire year longer, and an average of 20,000 km greater than most premium competitors’ comprehensive coverage, plus it’s an additional two years or 40,000 km better than the majority of competitive powertrain warranties.
Still, the compact luxury SUV market is deep with capable offerings, giving Genesis’ newcomer big challenges to overcome. How it’s received is anyone’s guess, but we’ll be certain to report on its success after it’s been around long enough to do so, and of course we’ll review it as soon as a test model becomes available.
Porsche’s new Taycan is doing a great job of scooping up premium EV buyers, enough so that Tesla may want to consider redesigning its Model S sometime soon. Of course, the iconic California-turned-Texan electric carmaker isn’t likely worried, thanks to a market cap that rivals the largest tech giants, not to mention key models in all of the most important luxury segments, but at least Porsche is succeeding where many others are struggling to gain ground.
Tesla’s Model Y fills the compact luxury SUV hole in its expanding lineup, exactly where Porsche plans to directly compete with an electrified version of its already popular Macan crossover. In order to make sure the Macan EV finds as many buyers possible, Porsche is getting busy testing it on road and track, and recently released some photos and info to let us know how the process is going.
Porsche plans a 2023 launch for its upcoming all-electric Macan, which should be enough time to get the kinks out. To that end, the Stuttgart-based luxury brand had been digitally and physically testing it on its Weissach Development Centre proving grounds until recently, but now has it touring public roads in heavily camouflaged attire, so as to hide its second-generation Macan sheet metal.
“Testing in a real-life environment is now getting underway – one of the most important milestones in the development process,” commented Michael Steiner, Member of the Executive Board, Research and Development, at Porsche AG.
Porsche plans to cover three million kilometres worldwide, in every possible type of condition, ahead of delivering fully electric Macans to market, and that lofty number doesn’t even include the “countless” virtual kilometres accumulated on the Weissach test track, not to mention many more miles achieved via digital prototypes.
According to Porsche, developing the new Macan EV digitally reduces capital expenditures and time, while it also minimizes the new model’s environmental impact. Rather than putting actual prototypes through their paces, a digital computational model replicates the kinds of true-to-life properties, systems and power units of the EV to a very high degree of accuracy. As part of the electrified Macan’s development, Porsche has utilized 20 digital prototypes in order to simulate all types of situations, resulting in critically important aerodynamic, energy management, operation, and acoustic data.
“We regularly collate the data from the various departments and use it to build up a complete, virtual vehicle that is as detailed as possible,” said Andreas Huber, manager for digital prototypes at Porsche, plus one of the first aerodynamics engineers to ever work with digital prototypes. “This allows previously undiscovered design conflicts to be swiftly identified and resolved.”
Reducing aerodynamic drag helps the Macan EV achieve its ultimate range targets, with even minimal flow enhancements making a significant difference.
“We started with a flow-around model when the project first started about four years ago,” added Thomas Wiegand, Director of aerodynamics development.
A team of Porsche engineers utilizes simulations so as to fine-tune each and every surface of the new crossover EV, with specific attention paid to cooling air ducts. Such calculations help the engineers arrange components that in-turn optimize efficiencies, while they also provide the required data for predicting variances in real-world temperature levels. Porsche actually claims the new testing procedures allow for extremely precise simulations of both aerodynamics and thermodynamics.
“The digital world is indispensable to the development of the all-electric Macan,” said Wiegand.
Returning to air ducts and cooling, the new EV’s motive electric system boasts a totally different cooling and temperature control concept than the conventionally-powered internal combustion engine (ICE) powered Macan. To be clear, the various ICE’s used in today’s Macan need a 90- to 120-degree (Celsius) temperature operating range, whereas the new electric-powered model’s drive system and high-voltage battery maintain a temperature window between 20 and 70 degrees.
Also unique to the electric Macan, where an ICE increases its temperature when starting and stopping during heavy traffic, the battery-powered version needs more cooling during high-power charging, particularly in warmer weather. Porsche is overcoming this challenge by calculating and digitally optimizing the “position, flow and temperature” via the digital prototypes mentioned earlier.
Digital prototype use can start quite early in any vehicle’s developmental stage. In fact, Porsche created a completely new driver interface for its upcoming second-gen Macan long before designing some of the other components. A revised driver display was included, of course, which, when ready for testing, Porsche brought to life in a “seat box” that was capable of simulating the actual driving environment.
“Simulation allows us to assess displays, operating procedures and the changing influences during a journey from the driver’s point of view,” said Fabian Klausmann of Porsche’s Driver Experience development department. “Here, the ‘test drivers’ are not just the specialists themselves but also non-experts. This allows all interaction between driver and vehicle to be studied down to the last detail, enabling selective optimization even before the first physical cockpit has been built.”
The initial physical Macan EV prototypes were developed from information learned through the digital prototype program, and once these running prototypes were on the track, they fed additional data back to the digital prototypes to continue testing with. This process allowed Porsche’s engineers to continually update both the digital and physical prototypes, refining each aspect of the Macan EV throughout the development process.
“Endurance testing on closed-off testing facilities and public roads in real-life conditions is still indispensable to ensure that the vehicle structure, operational stability and reliability of hardware, software and all functions meet our high-quality standards,” continued Steiner.
The Macan EV continues to undergo a demanding testing process, including climate extreme endurance tests, plus the need to overcome all types of topographical conditions. Of course, this would include real-world charging and conditioning of the new EV’s high-voltage battery, with everyday reliability and segment-leading performance being high on the agenda.
“Like the Taycan, the all-electric Macan, with its 800-volt architecture, will offer typical Porsche E-Performance,” added Steiner, pointing to development goals such as the SUV’s long-distance range, high-performance fast charging, and goal of best-in-segment performance. “The all-electric Macan will be the sportiest model in its segment.”
The new Macan EV will also need to be highly efficient, of course, which is why it’s the first Porsche to make use of the brand’s new Premium Platform Electric (PPE) architecture. This said, most Macan owners will continue choosing one of the automaker’s conventional ICE’s instead of the electrical alternative, at least in its early years, particularly in markets where consumers aren’t penalized for not going green, thus gasoline-powered models will need to remain part of the overall Macan package for the unforeseen future.
“In Europe, demand for electric vehicles continues to rise, but the pace of change varies considerably across the world,” noted Steiner. “That’s why we’re going to launch another attractive conventionally-powered successor to the current Macan in the course of 2021.”
This said, the new second-generation Macan will launch later this year, with varied availability of ICE’s. The new Macan EV will follow in about three years and millions of kilometers of digital and physical prototype tests.
As far as alternative fuels go, hydrogen shows a lot of long-term promise, particularly when used to create electricity via a fuel cell. This allows for a virtual rolling electric power plant that charges up a battery and then drives the wheels through electric motors, just like a regular electric car.
The technology has actually been in the works for decades, with one of the first automotive applications being the Ford Focus FCV that I drove in 2005. That was when Ford was working alongside Daimler-Benz and Ballard Engineering, the latter firm specializing in hydrogen fuel cells. At the time I felt hydrogen would quickly supplant regular plug-in electric cars that hadn’t really taken off yet, because it only made sense that people wouldn’t want to live with the inconvenience and downtime of hours-long recharging. Little did I realize at the time how infrastructure challenges would put H2 technology on hold for decades, with 2021 seeing just three refueling stations spaced around my city.
It actually ended up taking another decade and a half before I could schedule a weeklong test with a hydrogen fuel cell-powered car, that innovator being Toyota’s unusual looking Mirai sedan. It’s a slightly larger than Prius-sized sedan that, similarly to my previous experience, worked exactly like a regular electric vehicle until it came time to fill it up. Back then, however, Toyota took care of refueling because the aforementioned H2 refuelling stations hadn’t been retrofitted yet (they all sell gasoline too), so I was only told about how convenient it was. More recently, with the very Hyundai Nexo on this page, I was able to pump my own H2.
The zero-emissions Nexo took about five minutes to fill up, incidentally, and while a bit more complex than pumping gasoline into a car, a few attempts would get most anyone up to speed. As for the price, it seemed comparable to regular unleaded, although it would take more data and plenty of time to calculate whether life with a Nexo provides any financial advantages. Up to this point it hasn’t really been about pump savings anyway, but more so about the practical development of an alternative fuel that only emits water vapour yet is as easy to live with as a conventional combustion powertrain.
One thing I really appreciate is Hyundai stuffing all of its advanced H2 hardware into a body style and compact size most will find agreeable, not to mention styling it so as not to offend the majority of buyers. That might sound like a no-brainer, but if so, we wouldn’t have cars like the aforementioned Mirai and Honda’s equally divisive Clarity running around. The compact crossover SUV body style meant it would be immediately acceptable to consumers all over the world, while its extended wheelbase and mid-size length made certain that its battery and other electronics wouldn’t impinge on second-row passenger room and cargo volume.
For comparison’s purposes, the Nexo is 190 mm (7.5 in) longer than the outgoing Tucson, but it’s near identical in width and height. While increasing interior spaciousness, the extra length also aids ride quality and highway stability, plus arguably looks a bit leaner.
Styling is a personal thing, so I’ll leave it up to you to decide which Hyundai SUV looks best, but I find the Nexo plenty attractive, unlike the two visually offensive competitors noted a moment ago. It features a slightly older version of Hyundai’s latest grille design, and a set of LED headlamps that seem inspired by the popular Kona subcompact SUV, while the sheet metal from front to back is ultra-smooth, especially when seen in my tester’s stylish matte grey paint scheme.
A few interesting details include a thin accent strip between the grille and hood that lights up at night, plus a set of Land Rover-inspired pop-out door handles that keep the body lines flush in order to lower drag. Lastly, the 19-inch five-spoke alloys don’t look aerodynamically wonky, like so many others in this class.
Take a seat inside and you’ll immediately appreciate that this SUV was designed to be a forerunner for Hyundai’s electronics when introduced two years ago. Ahead of the driver is a similar twin-display instrument cluster/infotainment system as Mercedes-Benz’ MBUX (which has just been completely updated in the new S- and C-Class models). A digital gauge cluster sits on the left side of a long, horizontally-positioned display, controllable with steering wheel-mounted switchgear, while a touchscreen rests to the right. Anyone who’s peeked inside a modern Mercedes will quickly see the similarities, and while I wouldn’t go so far to say Hyundai’s is better, they deserve commendation for including left- and right-side rearview cameras within the gauge cluster, which come into action by flicking the turn signal stalk. These are now commonplace features in both Hyundai and Kia vehicles, setting them apart from most rivals.
While the gauge cluster and infotainment display is about as advanced as this sector gets, the sloping centre stack comes across a bit more antiquated thanks to being filled with switchgear, including P, N, D and R buttons that engage the SUV’s 120-kW (161 hp) electric motor. That thrust is complemented by 291 lb-ft of twist, all of which gets pulled from a 40-kWh battery. While it looks like an SUV, only FWD is available, although Hyundai would probably find a way to add AWD if the Nexo were to go mainstream.
The 95-kW fuel-cell stack provides electricity production on route, as noted earlier, so therefore recharging is continuous, as long as there’s enough hydrogen in the tank. Depending on conditions, the EPA claims the Nexo is good for approximately 570 to 610 km (355 to 380 miles) when topped up.
As noted earlier, the Nexo drives like an electric vehicle, although the normal silence was interrupted by a subtle vacuum-sucking sound when pushing hard on the throttle. I only went for the gusto while testing, mind you, so for most commuting I found it nice and quiet.
Nevertheless, when a fast getaway was needed the Nexo provided plenty of get-up-and-go, taking off from a standstill as enthusiastically as dispatching slower moving highway traffic. What’s more, it went about its business in a wholly refined fashion, never interrupting the bliss with any jarring responses. Ever so smoothly it whisked from zero to 100 km/h around 8.5 seconds (I used my Seiko chronograph to time it, so don’t hold me to the exact number), which is a half-second faster than Hyundai managed, but the difference may have more to do with my less than scientific method, combined with their usual conservativism. While this won’t likely impress too many Tesla owners (or for that matter Chevy Bolt owners), but it had no problem staying ahead of most surrounding traffic.
Handling was the Nexo’s more pleasant surprise. I veered off a local freeway onto a serpentine backcountry road that winds along a river near my home, at which point it was evident that Hyundai’s engineers took advantage of the SUV’s low centre of gravity. This is due to battery being housed below the floorboards, and thus it really hung on through fast-paced curves, while its electrically-assisted rack and pinion steering system was quite responsive for its compact crossover class.
I found the Nexo’s ride quality even better, with much credit going to its conventional front Macpherson strut and rear multi-link suspension layout, plus nicely sorted tuning. This meant that potholes, frost-heaves, bridge expansion joints and other road intrusions hardly impacted those within, which all resulted in one of the better ride/handling compromises in this segment; especially notable when factoring in its large 245/45HR19 all-season rubber.
The Nexo feels well-made and rock solid too, with absolutely no body creaks despite benefiting from a large glass sunroof above, while wind or road noise was kept to a minimum too. Again, I was pleasantly surprised by this compact SUV’s refinement.
I’m guessing that the focus on refinement is why Hyundai didn’t include a sport mode. Alternatively, selecting Normal is the default performance mode, while Eco makes everything even smoother and more fuel-efficient.
On this note, the two paddles on the steering wheel aren’t for shifting gears, but rather the one on the left is for applying the brakes and sending regenerative kinetic braking energy to the battery simultaneously. The Nexo comes to a full stop when continuing to pull this paddle back, as long as you’re not moving too quickly before application. Also, the strongest of the system’s three settings needs to be chosen first, but that’s the job of the right-side paddle, along with cancelling any rolling resistance by easing the regenerative brakes off. Most electric cars use such systems, so anyone that’s driven a popular EV will quickly acclimatize to this hydrogen-powered SUV.
Like those just-noted EVs, the Nexo is filled up with features to help offset its higher price point. Together with the superb digital gauge cluster and infotainment touchscreen mentioned earlier, my Nexo tester came with a surround-view overhead parking camera, an accurate navigation system with nicely detailed maps, Apple CarPlay and Android Auto smartphone integration, a wireless charging pad, plus more.
As for luxury, we shouldn’t expect too much now that Hyundai Motor also has its Genesis premium brand, but the mainstream brand did cover the dash top in a nicely textured soft-touch composite, just like the front and rear door uppers, plus the door inserts and armrests.
I like that it included a heatable steering wheel, while its powered driver’s seat was comfortable and provided three-way heatable and cooled cushions. The powered lumbar support was only two-way, but fortunately it found the right spot on my lower back to relieve my traffic stress.
The longer wheelbase I mentioned before makes a big difference when it comes to legroom, while the Nexo’s width is reasonable for the compact SUV segment. Three could probably sit across the rear bench if needed, but two would be more comfortable, and that would mean inside elbows would benefit from its folding centre armrest with two integrated cupholders, as well as the outboard seat warmers. There’s a three-prong household-style power outlet on the backside of the front console too.
As for cargo, the dedicated space behind those rear seats is good for up to 850 litres (30 cu ft) of gear, plus it can be expanded to 1,600 litres (56.5 cu ft) when those 60/40-split rear seatbacks are folded down. I would have preferred a 40/20/40 split rear seat, for stowing longer items such as skis down the centre, but such conveniences are rare in this class. I appreciated its mostly level load floor as it was, not to mention the slim storage compartment below the carpeting.
So, what’s it all cost? This is where I recommend you get yourself a stiff coffee, or possibly something stronger, because Nexo’s entry price might induce sticker shock. How does $71,000 (plus freight and fees) sound to you? Yah, there’s a price for being an early adaptor, which is made steeper when factoring in that you’re not really saving anything at the pump. At least a $52,000 Tesla Model Y will let you say goodbye to gasoline forever, or for that matter Hyundai’s own Ioniq Electric, which will only set you back $41,599.
My Ultimate-trimmed tester was actually a bit pricier at $73,500, which I learned by checking the 2021 Hyundai NEXO Canada Prices page right here on CarCostCanada. While you’re looking, be sure to check out the other models mentioned in this review by following the links connected to their names.
Also, find out about how a CarCostCanada membership can leave more money in your wallet when buying a new vehicle. A membership will help keep you up to date on factory rebates, manufacturer leasing and financing deals, and most importantly provides you dealer invoice pricing that can save you thousands when negotiating your best deal. Remember to download the free CarCostCanada app from the Google Play Store or Apple Store too, so you’ll always have this vital info on hand.
Only last year we were wondering when Hyundai Motor’s new Genesis luxury division would enter the profitable crossover SUV sector, and now we not only have the GV80 mid-size model, but an all-new GV70 compact is on the way as well.
The GV70, which will be introduced for the 2022 model year, should arrive towards the end of this year, and if any of the brand’s other new models are a sign of things to come, it’ll be worth the wait.
If you were expecting anything other than a shrunken GV80 you’ll be disappointed, because the new GV70 merely takes Genesis’ latest design language to more affordable proportions. Squarely fitting within the compact luxury crossover SUV category, to duke it out with such stalwarts as Mercedes’ GLC, Audi’s Q5, Acura’s RDX, BMW’s X3 and the like, the GV70 proudly wears Genesis’ now trademark twinned horizontal LED headlamp clusters and similarly straked LED taillights at the rear, albeit forgoes the GV80’s front fender garnishes that follow the same pattern (there was likely no room to fit them into the smaller SUV’s design). We think the design looks cleaner without them, but no doubt many will disagree.
While the engine vent-style fender trim is a minor differentiator, the GV70 takes some significant departures from the GV80 inside, where the entire lower portion of the instrument panel appears inspired by surfboarding. The oval interface sits just under the gauge cluster before stretching across to the centre stack area, houses a bevy of controls that would normally be found on separate panels to the left of the driver’s knees and further down the centre console, but instead are placed on this horizontal housing. The design works aesthetically, and appears to follow a traditional layout as far as control placement goes, with the overall appearance being the only departure from the norm.
Up above, a fully digital instrument cluster can be found in the usual spot ahead of the driver, plus a large centre display is placed upright atop the dash, with infotainment and driving controls beautifully integrated within the lower console. The interior succeeds in making everything next to Mercedes’ GLC look outdated, which is a good way to cause newcomers to take notice of the Genesis brand.
Following compact luxury SUV tradition, the new GV70 shares underpinnings with the sporty G70 compact sedan, so it will no doubt be a lot of fun for its driver and require good seat bolstering for any passengers that come along for the ride (the GV70 seats up to five), as Genesis’ entry-level car is one of the better handlers in its highly competitive class.
As far as engines and transmissions go, we expect the base powertrain to be Genesis’ 2.5-litre turbocharged four-cylinder that makes 290 horsepower and 310 and lb-ft of torque in G70 trim, while an updated V6 will probably power higher priced GV70 models, the current six-cylinder putting out 375 horsepower and 391 lb-ft of torque in the GV80.
Speaking of new, Genesis has promised two new models per year until they fill up their lineup, so we can expect an even smaller subcompact luxury SUV as well as a smaller entry-level car, mostly likely along the lines of Audi’s popular A3 (it is the top seller in its class after all), but no one knows how many market segments (and niches) the brand will attempt to fill.
The Rogue is without doubt Nissan’s most important vehicle, selling in greater numbers than any other in its lineup.
Last year the Japanese brand’s compact SUV found 37,530 Canadian buyers, compared to 18,526 for the subcompact Qashqai crossover, 16,086 for the even smaller city car-sized subcompact Kicks crossover, 12,000 for the mid-size Murano crossover, 7,719 for the compact Sentra sedan, 6,361 for the now discontinued Micra city car, 5,704 for the mid-size three-row Pathfinder SUV, 3,723 for the mid-size Frontier pickup truck, 3,342 for the mid-size Altima sedan, 2,881 for the compact Leaf EV, 2,807 for the full-size Titan pickup truck (both half-ton and 3/4-ton versions), 2,369 for the now defunct subcompact Versa Note hatchback, 1,783 for the NV200 compact commercial van, 971 for the full-size Maxima flagship sedan, 807 for the NV full-size commercial van (both cargo and passenger versions), 593 for the full-size (and real flagship) Armada SUV, 500 for the iconic 370Z sports car, and finally 53 for the nearly unbeatable GT-R super-coupe.
Interestingly, the only Nissan model to lead its segment in deliveries was the Micra (RIP), with some displaying woefully poor performance on the sales charts compared to their competitors, the Sentra, Altima, Pathfinder, Frontier, Titan and full-size NV van particularly, while doing well yet not at the very top of their respective categories are the Leaf, Kicks, Qashqai and, yes, you guessed it, the Rogue.
Nissan desperately needs a hit, and while the Rogue won’t likely race past the RAV4’s comparatively (to everything else) interstellar numbers last year, selling 65,248 units to Honda’s 55,859 CR-Vs, it could rise to third by overtaking the Ford Escape’s 39,504 deliveries once calendar year 2021 is in the rearview mirror. Of course, 2020 will either be a negative blip on the sales chart radar or the beginning of a downturn, but either way there will be winners and losers throughout this year and in the years that follow, and all the changes made to the new 2021 Rogue appear to be putting it on the right side of the balance sheet.
Like it or not, rugged, blocky styling is in for modern SUVs, and soft, smooth curves are out. All we need to do is look at the aforementioned RAV4 to appreciate how true this appears to be. Fortunately for Nissan, the 2021 Rogue is gone all brazen, with a tougher look that should be very appealing in its small SUV segment.
We shouldn’t go so far as to call it aggressive, but the new Rogue definitely comes across as more assertive than the outgoing model. It gets a bolder version of Nissan’s squared off V-motion grille at the front and new black D pillars at the rear, the latter coming close to the “floating roof” concept initiated by the previously noted Maxima and Murano. This looks even better when opting for new two-tone exterior colour combinations that allow for a fully black roof. Tough looking lower body cladding muscles up its look further, enhanced by new “U-shape” bodyside panels, while the sharp looking LED tail lamps don’t deviate quite as much from those on the old model as the entirely new multi-level LED head lamps.
In an automotive world that almost always grows outwardly it’s refreshing to learn that this new Rogue actually arrives shorter by 1.5 inches than its predecessor, while it also slices 0.2 inches from road to rooftop. This won’t likely be noticeable inside, but the subtle dimensional shrinkage contributes to the updated SUV’s more upright look without causing it appear too chunky.
While Nissan hasn’t announced a specific off-road trim for its new 2021 Rogue, the RAV4 being the only small SUV to do so with its near-4×4-capable 2019-2020 Trail version and the even more robust TRD Off Road Package now available for the 2020 model year, it’s unfair to claim the new Rogue’s rugged image is only surface deep.
With trims featuring the brand’s Intelligent All-Wheel Drive, a centre console-mounted Drive Mode Selector boasts an “Off-road” setting for overcoming more challenging terrain. Don’t expect it to keep up with the old Xterra or current Armada, but be confident it will be able to make its way over protruding rocks and other moderately sized obstacles emanating from the gravel on the way to the family cabin. Nissan also provides a “Snow” mode that does similarly for slippery road/trail surfaces, while the Drive Mode Selector also features Standard, Eco and Sport settings for normal conditions, these last three being the only settings offered with front-wheel drive models.
Benefiting traction yet more, new Rogue AWD models feature a Vehicle Motion Control System that Senior Vice President of Research and Development at the Nissan Technical Centre North America Chris Reed claims will do “what a human can’t.”
“The all-new Vehicle Motion Control predicts what the driver is trying to do by monitoring steering, acceleration and braking,” says Reed. “It can then step in and help to smooth things out.”
In a nutshell, Vehicle Motion Control (VMC) combines with the new Rogue’s all-wheel drive system and its Drive Mode Selector to provide four-wheel control individually, enhancing line traceability so as to smooth out curves via the braking system’s ABS. It can even apply a single brake pad in order to do so. VMC, that incorporates a chassis control module that continuously “monitors and adjusts engine, transmission, Vehicle Dynamic Control, all-wheel drive and steering functions,” is particularly useful when “driving on snowy slopes, deep snow, snow flat turning and off-road driving (such as beach or dirt trails),” confirmed a press release.
The Rogue’s Intelligent All-Wheel Drive system now features an electro-hydraulic controlled clutch that disseminates torque more quickly and more precisely due to its ability to predict front-wheel slippage. This improves rear torque distribution as well as greater traction and responsiveness.
Responsiveness in mind, a new faster-ratio rack electric power steering design is said to speed up turn-in, while a rigid six-position front suspension mounting and reworked multi-link rear suspension should go further to benefit handling.
Better road-holding matters because the new 2021 Rogue receives 11 additional horsepower and 6 more lb-ft of torque via a revised direct-injection 2.5-litre four-cylinder engine. This results in 181 horsepower and 181 lb-ft of torque, with much of the gains coming from a mirror bore coating technique that reduces friction for better efficiency, as well as a new variable displacement oil pump, plus an integrated exhaust manifold, and finally an e-VTC intake valve.
Nissan has long been a technology leader under the hood and within the chassis, not to mention in advanced driver assistive systems (ADAS), the new model carrying forward with its innovative Rear Door Alert system that warns the driver when something or someone may have been left in the rear seating area, while also adding new Intelligent Driver Alertness to monitor steering patterns and recommend a break when detecting drowsiness, plus Easy Fill Tire Alert to maintain ideal tire pressure.
Continuing on the ADAS theme, Nissan’s Safety Shield 360 is a suite of essential systems featuring Intelligent Emergency Braking with Pedestrian Detection, Blind Spot Warning, Lane Departure Warning, Rear Cross Traffic Alert, and High Beam Assist, while Rear Intelligent Emergency Braking is now standard too, this technology automatically stopping the Rogue before backing into an obstacle or worse, into a child or traffic.
Traffic Sign Recognition, Blind Spot Intervention and Intelligent Cruise Control with improved stop-and-go are available with the new Rogue as well, the latter feature coming as part as an upgraded ProPilot Assist hands-on-wheel partial self-driving system. The new Rogue’s safety kit is improved further with 10 standard airbags instead of just six, plus extended crumple zones to protect occupants during impact. Yet more extras include new four-door Intelligent Key that lets driver and passengers open all four doors, this being part of the updated SUV’s “Family Hub” group of features that also adds tri-zone auto climate control.
Now that we’re inside focused on the centre stack, the standard 8.0-inch infotainment touchscreen display (already sizeable for the segment) is optionally 1.0-inch larger, while Apple CarPlay and Android Auto are standard no matter which trim is chosen, with Google Maps and Waze featuring voice recognition also available.
Even more advanced, the new Rogue sports a customizable 12.3-inch “Digital Dashboard” instrument cluster ahead of the driver, which totally replaces the more conventional instruments with a crisp, colourful high-definition TFT display, although take note that the base model still incorporates a 7.0-inch multi-information display between its dials, which not only is 2.0 inch bigger than the outgoing model’s base cluster, but is fully customizable too. What’s more, a massive 10.8-inch head-up display can be projected onto the windshield so all critical info is as easy as possible to see without taking one’s eyes from the road.
All of this impressive gear is housed in an interior that looks much nicer than its predecessor and most rivals, with plenty of premium-level pliable surfaces as well as nicer available Prima-Tex leatherette and quilted semi-aniline leather upholsteries, in no-cost optional Graphite, Grey or Tan. Better wood grains and metallic trims add to the upscale ambiance, while supporting driver and front passenger is a set of NASA-inspired Zero Gravity seats that feature standard front heaters.
The steering wheel is also heated in base trim, while rear outboard seat warmers are available, as is two-position driver-side memory. A surround parking camera system dubbed Intelligent Around View Monitor is also available, this useful feature combined with the previously noted rear driver assistance systems.
Also notable, Nissan’s adoption of a fully electronic transmission allows for a smaller, shorter and generally smarter electronic shift lever, while thanks to this there is plenty of space for stowing personal items below the “floating” centre console.
Storage in mind, Nissan still hasn’t given the Rogue a rear centre pass-through or 40/20/40 split-folding rear seats despite some competitors anteing up with this much more convenient option. This allows users to stow longer items, such as skis, down the centre while rear passengers benefit from the more comfortable, optionally heatable rear window positions, but this said Nissan has provided one-touch automated folding with “an available remote fold feature” for added convenience. The Rogue’s innovative Divide-n-Hide cargo system is also available once again, as is a powered opening/closing and Motion Activated Liftgate that allows access merely by kicking one’s foot under the rear bumper.
The 2021 Rogue is once again available in three trims, starting with the base S that’s followed by SV and Platinum models. Deliveries will begin this fall, with pricing expected closer to the model’s launch.
As intriguing as the new 2021 Rogue might appear, some would rather benefit from the steep discounts currently being offered by Nissan Canada and its dealer organization. In fact, a quick check of our 2020 Nissan Rogue Canada Prices page showed up to $5,000 in additional incentives at the time of writing, which is a staggering savings for an SUV in this price class. To learn about all the available manufacturer rebates, financing and leasing opportunities, and dealer invoice pricing that could save you thousands on any new model, find out how a CarCostCanada membership will put money back in your wallet, and while you’re at it make sure to download our free mobile app from the Google Play Store or Apple Store.
Hyundai Canada has been a bit confusing with respect to its seven-passenger SUVs over the years, first offering the 2007–2013 Veracruz, then dubbing their 2014–2019 three-row entry as the Santa Fe XL, and finally giving the best of the lot the Palisade nameplate for 2020.
Hyundai’s largest SUV now offers up a distinctive premium-level look for the brand and near luxury levels of refinement, and has therefore received plenty of positive reviews and achieved good traction on Canada’s mid-size SUV sales chart. It ticks all the right boxes when it comes to design, execution and pricing, something the smaller two-row mid-size Santa Fe has been doing for a very long time. Still, after two model years of availability, the fourth-generation Santa Fe will receive dramatic a mid-cycle makeover.
It’s difficult to say what might have prompted Hyundai to update its top-selling Santa Fe so thoroughly after just two model years, but a sizeable 21-percent pre-pandemic drop in Canadian sales from 24,040 units during calendar year 2018 to 18,929 deliveries through 2019 wouldn’t have helped the situation, despite an almost 9-percent gain in the U.S. during the same 12 months (the Santa Fe was trending downward toward the end of the year). Some of that negativity could’ve been the Palisade’s introduction, which would have naturally eliminated most three-row Santa Fe XL sales, not to mention a gradual phase-out of the XL as the 2019 calendar year ended, but either way the popular model’s sales have slipped in recent years (it suffered a 15-percent drop the year before).
Of course, Canada’s sales wouldn’t have caused a giant multination like Hyundai to completely rethink the design of a model that’s not only manufactured in the U.S., but also Korea and China, and serves myriad markets around the world. Nevertheless, the changes are significant, with a unique new extended grille that reaches right out to each corner of the frontal fascia, the change meant to accentuate the SUV’s width and provide a “well-balanced stance,” said Hyundai in its press release.
“We modernized the New Santa Fe with premium features and appealing aesthetics that are sure to add value,” commented SangYup Lee, Senior Vice President and head of Global Design Centre. “The bold lines that extend from one side to the other and from front to back give Santa Fe a rugged yet refined look that SUV customers want. Besides, we’ve added numerous features and functions to create a truly family-focused SUV that is a pleasure to drive.”
Interestingly, the new grille’s “signature geometric patterned inlay” is different depending on the photo shown, but Hyundai’s release didn’t explain why. The version with body-colour painted lower trim included a grille insert with seven rows of isosceles trapezoid shapes, whereas the SUV with darker grey-coloured lower bumpers and rocker panels appeared to provide better aeration to its engine through bigger octagonal vent openings similar to those used on today’s Santa Fe. Is one a sport grille and the other for a top-line luxury model like today’s Ultimate? Or possibly active grille shutters have something to do with the design. We should learn more as updated info becomes available closer to model’s launch.
Unfortunately Hyundai has only provided nine exterior photos to tease our collective imagination, 2021 Santa Fe release, although it’s clear that both receive the brand’s new T-shaped signature LED Daytime Running Lights, found in both the lower grille extensions and headlamp clusters above. Each T’s outer tip visually continues rearward along the new Santa Fe’s beltline before transitioning into a set of redesigned wraparound LED tail lamps, while thicker flat-planed wheel arches add a stronger look. These frame sizeable 20-inch alloy wheels boasting a seven-spoke geometric design on the two Santa Fe trims revealed.
From its backside, the new Santa Fe gets yet more horizontal styling details to highlight its wide stance, such as a narrow light bar that connects the just-noted tail lamps, while down below on the bumper a thin reflector strip does likewise. A larger, wider rear vent cutout can be found under that, plus a new metallic skid plate, all of which is dubbed “a unique three-layer look” by the South Korean brand.
While Hyundai hasn’t provided any photos of the renewed 2021 Santa Fe cabin, it’s shared some details in its press release that helps us understand what we might expect. Let’s keep in mind that today’s 2019-2020 fourth-gen Santa Fe is already one of the most luxurious two-row crossover SUVs on the Canadian market, at least in its mainstream volume-branded sector, but Hyundai says the new version gets even “more space, comfort, and convenience,” while adding “a new level of luxury with every component finished in premium soft-touch materials.”
In its press release, Hyundai goes into more detail by saying that the Santa Fe’s updated centre console “sits high, giving the driver and front passenger the feeling of sitting in an armchair,” while all its buttons, knobs and switches are “centered for intuitive and ergonomic use.” Additionally, like with the aforementioned Palisade, the new Santa Fe’s redesigned lower centre console receives a quad of buttons for shift-by-wire gear selection, replacing the traditional shifter. Although Hyundai didn’t provide a photo, we saw one on the new model’s press page, and figure that it’s probably what we’ll soon see. It looks the same as the Palisade’s instrument panel and console, so we’ve included that image here for you to see.
The new gear interface includes an extension on the right featuring a new Terrain Mode dial selector with premium-like knurled metal sides. This enhances the performance of the Santa Fe’s HTRAC All-Wheel-Drive system with modes for overcoming slippery conditions such as Sand, Snow and Mud, plus it also includes Eco, Sport, Comfort and Smart modes, the latter for intuitively recognizing and automatically responding to one’s personal driving style. Five additional buttons allow for quick adjustment to various driving and parking camera controls.
These new drive controls are positioned just underneath two rows of nicely organized switches, the silver one on top for modulating the bigger, wider 10.25-inch AVN (audio, video, navigation) high-def centre touchscreen, and the lower one for the dual-zone HVAC system. Both rows feature more knurled metallic knobs for an upscale look that most likely continues throughout the cabin almost everywhere else, or at least this is true for the current Santa Fe.
Of note, the Santa Fe holds Hyundai Canada’s most enduring SUV nameplate, having originally gone on sale for the 2001 model year. Now, 20 years later it’s one of the most popular models in its class, and regularly searched here at CarCostCanada. While we have no information on the 2021 Santa Fe yet, we do have a 2020 Hyundai Santa Fe Canada Prices page that is currently showing up to $3,000 in additional incentives for those wanting to purchase now, while those that find a 2019 model can access zero-percent leasing and financing rates.
Learn more about getting a CarCostCanada membership by checking out our “How Does It Work” article. Here you’ll find how you can access all of the above and more, including manufacturer rebates when available, plus dealer invoice pricing that could put thousands back into your wallet, plus make sure to download the new CarCostCanada mobile app in iTunes or Google Play stores.
Market segments don’t come any more competitive than the compact luxury crossover SUV class, with younger brands like Acura, Lexus and Infiniti mixing it up with the old guard from Europe including Mercedes-Benz, BMW, Audi, Jaguar, Land Rover and Volvo. Nearly 20 models duke it out in this category, and Buick, which carefully balances between both luxury and mainstream volume market sectors, has been struggling to get noticed with a fairly safely styled Envision.
After two years of availability in China, Yantai, Shandong-built Envision wasn’t exactly fresh when it arrived in Canada for the 2016 model year, and while some of the just-named premium brands fare worse on the compact luxury SUV sales chart than Buick’s entry, it’s never found the type of traction an SUV priced as competitively in this segment should. In fact, unlike its closest rivals, Buick’s larger three-row Enclave SUV sold in greater numbers than the Envision last year, and its much smaller subcompact Encore sold almost four times as many units.
Soon it will be out with the old and in with the new, however, this attractive new 2021 Envision showing that Buick is getting serious about competing against the best in the business, at least from a styling perspective. Only small design cues, such as the overall grille design and general shape of the headlamps and taillights, carry forward into the updated model, while much of its sheet metal appears more angular than in past Buicks, closer in fact to Cadillac’s XT crossover SUV line.
With just three exterior photos to go on, and very little information accompanying them, there’s not much to talk about. Buick mentioned nothing about the current 197 horsepower naturally aspirated base 2.5-litre four-cylinder engine, but did speak of the 252 horsepower 2.0-litre turbocharged four that’s now offered as an option in the 2020 model. Therefore we can assume the 2.0-litre turbo will come standard, and be joined up with a new nine-speed automatic that’s three gears more advanced than the one it will replace. Also expected, Canadian-bound Envisions will more than likely continue into the new generation with standard AWD.
Of note, the first-generation Envision rides on the same GM Delta platform as the current second-generation Chevrolet Equinox and GMC Terrain compact SUVs, so it makes sense that this latest iteration will do likewise. The current model offers a commendable ride and handling package thanks to a fully independent suspension with struts up front and four-link setup in the rear, so it’s likely something very similar will underpin the new 2021 model.
Additionally, the new 2021 Envision will arrive with standard forward collision alert, automatic emergency braking (for vehicles and pedestrians), lane keeping assist, lane departure warning, rear parking assist, etcetera. Reports also claim the new Envision’s advanced driver assistance systems were partially developed at General Motors’ Canadian Technical Centre, which is a nice connection to Canada.
Available features should include front parking assist, semi-automatic parking assist, an overhead parking monitor, blindspot monitoring with rear cross-traffic alert, a head-up display unit, a rearview mirror with an integrated camera system, and more.
A 10.0-inch centre-mounted touchscreen featuring an HD reverse camera will be available, incidentally, as will Android Auto and Apple CarPlay smartphone integration, not to mention Amazon Alexa, while Buick will offer its top-line Avenir trim in the Envision for the first time.
Just in case you prefer the subtler, softer lines of today’s 2020 Buick Envision or simply want to take advantage of any deals that might be available now, like manufacturer rebates, financing and leasing offers, and dealer invoice pricing that could save you thousands, take note that an inexpensive CarCostCanada membership will provide you with everything just mentioned and more, giving you everything needed before speaking with your local Buick dealer.
Mazda’s CX-3 has been a popular economy car alternative in Canada since arriving on the scene five years ago, even rising to third amongst subcompact SUV entries a couple of years ago.
In order to remain near the top of the charts, Mazda gave it a mild makeover for 2019, and even added some additional updates to the top-tier GT trim partway through the model year. To bring attention to these changes, which have also been included in the 2020 model, I took the opportunity to spend a week with one pre-updated 2019 CX-3 GT as well as another post-updated version, which are both featured here in this review.
Although the CX-3 has looked mostly the same since inception, Mazda steadily improved it over the years. The 2017 version carried over identically to the original 2016, but 2018 added a manual transmission to base FWD models, plus retuned the suspension for greater comfort, and added G-vectoring control as standard equipment to enhance all-weather cornering capability. Mazda also reduced its interior noise, vibration and harshness (NVH) levels, while revising the steering wheel design and the look of its primary instrument cluster. They added standard Smart City Brake Support too, a low-speed automatic emergency braking system, plus pulled additional standard and optional i-ActivSense advanced driver assistance systems down to lower trims, such as full-speed Smart Brake Support with front obstruction warning, lane departure warning, automatic high beams, adaptive cruise control, etcetera.
The mild updates for 2019 added a slightly reworked grille, taillights and wheels, while the cabin received some materials plus a new seat upholstery design partway through the year (as just noted), while the lower console of all 2019 models was reorganized to accommodate an electromechanical parking brake. Blind spot monitoring was also made standard for 2019, while the top-tier GT trim received real leather in place of leatherette and everything standard from the previous year’s Technology package, which included satellite radio, auto high beams, and lane departure warning.
The 2019 CX-3’s Skyactiv-G 2.0-litre four-cylinder engine received a 2-horsepower bump as well, increasing total output to 148 horsepower. While torque has remained at 146 lb-ft for the SUV’s five-year tenure, the power upgrade continues unchanged into the 2020 model year, as does the rest of the CX-3 in its entirety.
Just in case you’re wondering, the difference in power from 2018 and 2019 equals 1.35 percent, which is imperceptible without electronic detection. I certainly couldn’t tell the difference from one model year to the other, and have been perfectly happy with the CX-3’s performance since day one, always finding it a fun SUV to drive.
As for fuel economy, the 2019 CX-3 gets a 8.8 L/100km city, 7.0 highway and 8.0 combined rating when its sole engine is mated to its base manual transmission and FWD, while the automatic with FWD yields an estimated 8.3 in the city, 6.9 on the highway and 7.7 combined, and the auto with AWD gets a claimed 8.6, 7.4 and 8.1 respectively.
This single engine is included with all trims, incidentally, while the base GX once again comes standard with a manual gearbox and FWD, and is optional with a six-speed automatic in either FWD or the automaker’s i-Activ AWD. The mid-range GS comes standard with the automatic and is optional with AWD, whereas the GT features the automatic and AWD as standard equipment. The CX-3 base price comes in at just over $21k (plus freight and fees), while my fully optioned test model starts at a little more than $31k (see all prices, including trims, packages and standalone options on our 2019 Mazda CX-3 Canada Prices page). Those prices stay the same for 2020, by the way, although you can save up to $2,000 in additional incentives for the 2019 CX-3, while average member savings have in fact been $2,166 according to the just-noted page. The 2020 Mazda CX-3 gets up to $600 in additional incentives, says its 2020 Mazda CX-3 Canada Prices page, while average member savings hold steady at $2,166. With savings like this, a CarCostCanada membership will pay for itself quickly.
Steering wheel-mounted paddles get added to the Skyactiv-Drive automatic transmission in both GS and GT trims, which certainly increase driver engagement, while the GT also increases its wheel size from 16s 18-inch alloy rims on 215/50R18 all-season rubber, aiding grip when pushed hard. Although the CX-3 only employs a semi-independent torsion beam rear suspension setup, with the usual MacPherson strut up front, handling is very good for the class, while a power assisted rack-and-pinion steering system delivers immediate response and fairly good feedback. Since Mazda softened its ride, the CX-3 is much more comfortable on uneven pavement too, which really helps enhance overall refinement.
On that note the CX-3 is really nice inside, which of course is expected from Mazda that’s one of the most premium-like brands in the mainstream volume sector. Of course, the little SUV isn’t as upscale as the new CX-30 or CX-5, particularly in the latter model’s Signature trim that gets cloth-wrapped A pillars, real wood trim and other niceties, this smallest model not even applying pliable synthetic to the dash-top and door uppers, but its instrument hood is quite luxurious thanks to stitched leatherette, while the centre section of the instrument panel gets a contrast-stitched and padded leatherette or microsuede bolster across its middle, and leatherette knee protectors are fixed to the insides of the lower console, plus leatherette or suede adorns the door inserts.
Before delving further, I should explain why some CX-3 GTs feature leatherette trim and others get microsuede. Early 2019s received stitched leatherette on the instrument panel bolster and door inserts like previous model years, my Soul Red Crystal painted tester an example of this interior treatment, but Mazda updated these areas to grey Grand Luxe Suede midway through the 2019 model year, which can be seen in my Snowflake White Pearl tester. Now the Alcantara suede-like material is the only treatment on these surfaces for the 2020 CX-3 GT.
So if you’ve been checking out the CX-3 at your local dealer (and there’s no shortage of 2019s thanks to the recent downturn of nearly everything), you’ll now understand why some have the leather look and others are plusher. I like both, but the psuede feels more opulent, and it’s also the newest trim so may help with resale.
The mid-year upgrade changed the GT’s upholstery too, my red tester boasting stunning two-tone brown and cream perforated Cocoa Nappa leather that’s no longer available for the 2020 model year, whereas my white tester featured the same perforated black leather with grey piping as found in the new 2020. Mazda will be happy to sell you a CX-3 GT with Pure White leather instead, this no-cost option available for both years. Try to find this level of variety, let alone luxury in competitive subcompact SUVs and you’ll be stymied, Mazda a cut above when it comes to personalization.
Other than upholsteries and trims the early and late arrival CX-3 GTs are mostly identical, other than the circular dash vents that feature black inner bezels in the early model and metallic red in the later one, but the horizontal strip of vents that elegantly underscores the aforementioned instrument panel bolster is the same in both, while all vents are highlighted by a very authentic looking satin-finish aluminum.
There’s a lot more of this premium-look metal throughout the interior, surrounding the analogue and digital primary instruments, embellishing the third steering wheel spoke, ringing the centre dash-mounted infotainment display, as well as the lower console-mounted controls used for inputting data. This features a beautiful knurled metal-edged dial and another smaller one for adjusting audio volume, while additional quick-access switchgear includes buttons for the main menu, audio system, navigation, radio favourites, and the back button. The three-dial auto climate control system features some knurled metal detailing too, once again making the CX-3 look and feel more upscale than its price suggests it should.
The infotainment system in mind, Mazda was slow to integrate Apple CarPlay Android and Auto into the CX-3, which means if you’d like to have either you’ll be required to opt for the late 2019 arrival or a 2020. The 7.0-inch centre touchscreen display in my early 2019 is otherwise good, and included navigation, Bluetooth phone connectivity with streaming audio, a great sounding Bose audio system with seven speakers, satellite and HD radio, text message reading and responding capability, and the list goes on, while the newer version includes all of the above plus the two smartphone applications, and Android Auto worked as well as Android Auto works.
Speaking of features, 2019 and 2020 CX-3 GTs include auto on/off LED headlamps with adaptive cornering as well, plus auto-levelling and the previously noted automatic high beams, while LED fog lights, LED rear combination tail lamps with signature details, and additional chrome trim improve the exterior, while proximity keyless access let’s you inside, and a 10-way powered driver’s seat with memory provides comfort and support. Atop the gauge cluster is an Active Driving Display that powers a transparent panel up to reflect key information instead of having it projected right onto the windshield like a regular head-up display unit, while some of that info includes traffic sign recognition. Up above, an auto-dimming rearview mirror makes driving at night easier while a powered glass sunroof lets more light in during the day.
Features pulled up from lesser trims worth noting include pushbutton start/stop, rain-sensing windshield wipers, a heatable leather-wrapped steering wheel rim, a leather-wrapped shift knob, a wide-angle backup camera (not including dynamic guidelines), Aha and Stitcher internet radio, dual USB charging ports, three-way heated front seats, an overhead console with a sunglasses holder, a folding rear centre armrest with cupholders, a removable cargo cover, tire pressure monitoring, all the expected active and passive safety features, plus more.
The just-mentioned 10-way power seats plus the CX-3’s tilt and telescoping steering column provided adequate adjustability for good comfort and control without forcing me to cramp my longer than average legs (for my height), while the rear seat was spacious enough even when I had the driver’s seat pushed back farther than some would require. It’s just important to remember that the CX-3 is Mazda’s smallest, and their larger CX-30, CX-5 and CX-9 SUVs offer a lot more space for getting comfortable.
Of course, the CX-3 provides less cargo space than these larger Mazdas too, with just 504 litres available behind its 60/40 split-folding rear seatbacks, and even less at 467 litres in GT trim due to the audio system’s subwoofer, while laying the rear seats flat results in a maximum of 1,209 litres in the two lower trims or 1,147 litres in the GT.
After everything is said and done, I think you’d be satisfied with any Mazda CX-3 trim, being that it’s a good looking, fun to drive, efficient and impressively refined subcompact crossover SUV. Of course, it has many opponents, many that add size and roominess like Mazda’s own CX-30, but for those wanting a smaller SUV it’s hard to beat the CX-3.