occupant Archives - CarCostCanada®

Toyota Venza comes back from six-year hiatus with hybrid electric power

2021 Toyota Venza — Toyota will bring back its Venza nameplate for 2021, but it will be a taller more SUV-like crossover than the previous version.

Sometimes automakers make choices that don’t seem to make much sense at the time, but for reasons we outsiders will never know, vehicles get cancelled that really should have lived on.

The 2009–2015 Venza was one such vehicle, a five-occupant mid-size crossover SUV that, while a bit more wagon-like than utility, due to Toyota already offering its rugged, truck-based, off-road capable five-passenger 4Runner, nevertheless filled an important void in the brand’s North American lineups.

Thanks to fairly good initial sales, Toyota would’ve arguably found more traction if it had chosen to bring back a redesign after four to five or years or so, rather than cancel it after six. At least the Japanese brand has a recognizable nameplate to fall back on now that it’s ready to reenter one of the more profitable auto segments. The new Toyota Venza will therefore launch in Canada as a 2021 model, starting this summer.

While standard with all-wheel drive, more unexpectedly is the announcement of a standard hybrid drivetrain. This follows Toyota’s commitment to electrify its entire lineup by 2025, and therefore the new Venza will be joined by a wholly redesigned 2021 Sienna that will only be available with a hybrid electric drivetrain as well.

2009 Toyota Venza — The original 2009-2016 Venza was ahead of its time.

Additional Toyota vehicles sold with the automaker’s full hybrid drive system include the now legendary Prius, also with available with new AWD-e four-season capability, plus the new Corolla Hybrid, the Camry Hybrid, the RAV4 Hybrid, and the Highlander Hybrid, while the Prius Prime offers plug-in, 100 percent electric (EV) motive power for short distances at city as well as highway speeds, plus last but not least is the Mirai hydrogen fuel-cell-powered EV.

Since the first-generation Venza was discontinued, Toyota hasn’t offered a two-row, five-passenger crossover SUV in the mid-size class. As noted the iconic 4Runner remains a 4×4-capable off-roader competing more directly with Jeep’s Wrangler and soon Ford’s new Bronco, so it won’t attract the same kind of soft-roader clientele. Ford in mind, its Edge will be one of the Venza’s direct competitors, while the even more popular three-row Explorer will continue to duke it out against Toyota’s recently redesigned Highlander. Of note, the Edge was the best-selling mid-size SUV in calendar year 2019 thanks to 19,965 sales, compared to the Highlander that only found 13,811 new Canadian owners. What’s more, Ford sold 29,632 Edge and Explorer models collectively last year, and that impressive sales lead doesn’t even factor in that 2019 was a terrible year for the Explorer due to Ford’s slow rollout of the all-new 2020 version. Ford claimed that production issues were at fault, but either way year-over-year Explorer sales were down 47 percent plunge in Canada during 2019, so we can expect the disparity in Ford’s mid-size SUV sales lead to grow even more in 2020 (overall sale will be down, however, due to COVID-19).

The 2021 Toyota Harrier looks very similar to the new Venza.

As of December 31, 2019, five two-row mid-size SUVs sold better than the Highlander in the Canadian mid-size SUV segment. The Edge was followed by Hyundai’s Santa Fe (which is now available solely as a five-passenger model due to the new three-row Palisade) that found 18,929 new customers last year, whereas Jeep’s Grand Cherokee attracted 18,659 new owners in 2019. Kia’s Sorento (now also sold with just two rows thanks to Kia’s new Telluride) also beat Highlander sales with 16,054 deliveries down the road during the same 12 months, while Chevy’s all-new Blazer sold 15,210 units last year. Nissan only sold 12,000 Muranos in 2019, but when this model finally gets a redesign it will probably find more takers than the three-row Highlander too, so it’s clear that the new 2021 Venza critically important for Toyota.

Toyota is taking a significant risk by only offering a single hybrid drivetrain, particularly because this choice will undoubtedly make the Venza more expensive to build and sell than rivals’ gasoline-powered counterparts, but it nevertheless should be well received by those wanting to save fuel and reduce pollutants. A recent spike in fuel prices may make some Canadians more open to spending more on a hybrid powertrain, but even with pump prices higher now than in recent months they remain relatively low when compared to the last couple of years.

There should be no fears about Toyota hybrid reliability, mind you, as the brand initiated the entire market segment with its first-generation Prius in 1997 (in 2000 as a 2001 model here in Canada) and garnered an enviable reputation for near bulletproof dependability for all of its various hybrid-electric drivetrains.

The original 1999 Toyota Harrier looks almost identical to the Lexus RX 300 of the same era.

No Transport Canada five-cycle fuel economy figures have been announced yet, but Toyota estimates the new 2021 Venza to manage a combined city and highway rating of 5.9 L/100km, which will make it the most fuel-efficient vehicle in its class. Of note, the brand employs active grille shutters in order to minimize drag, aiding fuel economy at highway speeds.

The original Venza shared its platform architecture with the Japanese domestic market (JDM) Toyota Harrier, amongst other Toyota/Lexus products such as the Camry and Highlander. The Harrier was even more closely aligned with our Lexus RX (particularly the first-generation Harrier that was barely disguised when it debuted as the 1999 Lexus RX 300). Over the five-plus-year period that Toyota didn’t offer the Venza in Canada, covering 2016 until today, a third-gen Harrier came and went in the JDM, but now that we have photos of both the fourth-gen Harrier and the new 2021 Venza it’s easy to see the similarities between these two vehicles.

Toyota will use its well-proven 2.5-litre Atkinson-cycle four-cylinder hybrid powertrain for the new 2021 Venza and upcoming 2021 Sienna, this drivetrain also powering the Camry Hybrid, RAV4 Hybrid and Highlander Hybrid (as well as the Avalon Hybrid in the U.S. market). The powertrain’s combined system output is 219 horsepower, making it identical to the 2020 RAV4 Hybrid, although more powerful than the Camry Hybrid that only puts out 208 hp, and not as potent as the new 2020 Highlander Hybrid that makes a total of 240 hp.

A version of this 2015 Toyota Harrier could’ve been our Venza if Toyota had decided to keep the model in the North American markets.

The new Toyota Hybrid System II drivetrain incorporates a lighter lithium-ion battery that improves efficiency as well as performance. Like the RAV4 Hybrid and Highlander Hybrid, the Venza receives two electric motors that provide maximum torque almost immediately at takeoff. The rear motor provides motive power to the rear wheels, which Toyota calls Electronic On-Demand All-Wheel Drive. The rear-mounted motor only engages when the back wheels experience slippage, at which point the drive system can appropriate up to 80 percent of system torque to the wheels behind. This said the system defaults to front-wheel drive so as to minimize fuel usage, and only uses its rear wheels when necessary.

Speaking of fuel savings, the Venza includes an Eco mode that “changes the throttle and environmental logic” to enhance overall efficiencies, states Toyota in a press release, while Normal and Sport modes (the former “ideal for everyday driving” and the latter sharpening “throttle response”) also come standard, whereas an EV mode allows limited use of full electric motive power at “low speeds for short distances,” just like Toyota provides with its other non-plug-in hybrid models.

Toyota claims the new 2021 Venza’s regenerative braking system, which captures otherwise lost electricity caused by kinetic brake friction and then reroutes it to the model’s electrical system, provides better control than in previous hybrid generations, and in fact can be used for “downshifting” via the sequential gear lever’s manual shift mode. Each downshift increases the regenerative system’s braking force in steps, which “fosters greater control when driving in hilly areas,” says Toyota, while the hybrid system also benefits ride comfort by “finely controlling the drive torque to suppress pitch under acceleration and deceleration.” Toyota calls this differential torque pre-load, and it’s particularly useful when taking off from a corner or managing curves on both normal and slippery road surfaces. This feature also aids steering performance at higher speeds, plus it improves straight-line stability and controllability on rougher road surfaces. Additionally, Toyota incorporates new Active Cornering Assist (ACA) electronic brake vectoring into the Venza so as to minimize understeer and thus improve handling yet further.

The new 2021 Venza is built on the Toyota New Global Architecture K (TNGA-K) platform that also underpins the 2018–present Camry, 2019–present Avalon, 2019–present RAV4, 2020 Highlander, and the redesigned 2021 Sienna, not to mention the 2019–present Lexus ES and upcoming Lexus NX and RX replacements. In a press release Toyota states that the TNGA-K architecture helps the Venza deliver an “intuitive driving experience” with “greater driving refinement,” including “comfortable urban and highway performance” and “predictable handling, plus low noise, vibration, and harshness (NVH).” The new Venza features extensive high-strength steel for a more rigid body structure that helps improve its front strut and rear multi-link suspension’s ride quality and handling, plus its overall safety.

The new base Venza LE rides on an 18-inch set of multi-spoke two-tone alloy wheels, whereas XLE and Limited trims arrive standard with a set of 19-inch multi-spoke super chrome finished alloys.

Inside the cabin, the near top-line Venza XLE and the fully-loaded Limited model get advanced touch-sensitive capacitive controls on their centre stack instead of the LE’s physical buttons, although you’ll probably notice the big 12.3-inch centre infotainment touchscreen first. This said even the base model’s 8.0-inch centre display is big for an entry-level model.

The Venza’s larger upgraded infotainment system receives a 1,200-watt, 12-channel, nine-speaker (with sub) JBL audio system that Toyota claims to be “sonically gorgeous,” plus embedded navigation with Destination Assist comes standard too. The new nav system features switchable driver or front passenger operation, while both systems include smartphone integration from Apple CarPlay, which comes complete with its Siri voice control system, as well as Android Auto with its Google Assistant, while Bluetooth wireless connectivity is also included.

Advanced technologies in mind, the Venza will make a fully digital instrument cluster available in upper trims, not to mention a 10-inch colour head-up display that will project key information, like vehicle speed, the hybrid system’s details, and TSS 2.0 safety and driver assist functions, onto the windscreen ahead of the driver, while an electronic rearview mirror with an auto-dimming function plus a HomeLink garage door opener will provide a clearer rear view, which will be especially helpful when rear passengers and/or luggage is interrupting rearward vision. The electronic rearview mirror only needs the flick of a switch to go from conventional to digital operation.

When moving up to Limited trim, parking lot safety is further improved via a 360-degree bird’s-eye view from a surround camera system that Toyota calls its Panoramic View Monitor. The standard camera gets “projected path” active guidelines as well as an available “rear camera cleaning system [that] sprays washer fluid to clear away water droplets, mud, snow, and snow-melting road treatments from the lens,” says Toyota.

Wireless phone charging is another area Toyota leads most rivals, so it’s no surprise the Venza makes this handy feature available, while additional options include ventilated front seats, proximity Smart Key for all four doors plus the tailgate (the latter also providing hands-free powered operation), plus more.

More in mind, new “Star Gaze” is a fixed electrochromic panoramic glass roof that can instantly switch between transparent and frosted modes by flicking a switch on the overhead console. Toyota claims the frosted mode “brightens the interior while reducing direct sunlight, giving the cabin an even more open, airy, and inviting feeling.”

What’s more, each Venza trim comes standard with Toyota’s TSS 2.0 suite of advanced safety and driver assistance features such as pre-collision system and automatic emergency braking with pedestrian and cyclist detection, blind spot monitoring, lane departure assist, rear cross-traffic alert, lane tracing assist, automatic high beams, and full-speed adaptive cruise control.

As for interior roominess, we can expect the Venza’s passenger compartment to be similar in size to the first and second row of the new Highlander that as noted earlier shares underpinnings, which should make it more accommodating than the current RAV4. It’s possible to carry up to 1,027 litres (36.2 cubic feet) of cargo behind the rear seats, which is oddly 32 litres (1.1 cu ft) less than what you’ll find in a compact RAV4, that model good for 1,059 litres (37.4 cu ft) of dedicated cargo space, while the Highlander provides 1,010 litres (35.6 cu ft) more space when its third row laid flat.

Pricing for the 2021 Venza will be announced closer its summer arrival date.

Story credits: Trevor Hofmann

Photo credits: Toyota

CarCostCanada

2019 Ford Flex Limited EcoBoost V6 Road Test

If you’ve been reading my latest reviews here, you’ll know that I scour Canada’s retail auto network before putting fingers to the keyboard, as it wouldn’t make much sense to write about a new vehicle that’s no longer available. As it is, plenty of 2019 Ford Flex examples are still very much available despite being a discontinued model, so for those enamoured with its unusual good looks I recommend paying attention.

I’m guessing your local Ford dealer will be happy to give you a great deal on a Flex if he happens to have one still available, while CarCostCanada is claiming up to $5,500 in additional incentives for this final 2019 model.

The Flex has been in production for more than 10 years, and while it initially got off to a pretty good start in Canada with 6,047 units sold in calendar year 2009, 2010 quickly saw annual deliveries slide to 4,803 examples, followed by a plunge to 2,862 units in 2011, a climb up to 3,268 in 2012, and then another drop to 2,302 in 2013, 2,365 in 2014, a low of 1,789 in 2015, a boost to 2,587 in 2016, and 2,005 in 2017. Oddly, year-over-year sales grew by 13.4 percent to 2,273 units in 2018 to and by 9.6 percent to 2,492 deliveries in 2019, which means three-row crossover SUV buyers are still interested in this brilliantly unorthodox family mover, but it obviously wasn’t enough to make Dearborn commit to a redesign, and in hindsight this makes perfect sense because three-row blue-oval buyers have made their choice clear by gobbling up the big Explorer in to the point that it’s one of the best selling SUVs in its class.

The Flex and the outgoing 2011–2019 Explorer share a unibody structure that’s based on Ford’s D4 platform, and that architecture is a modified version of the original Volvo S80/XC90-sourced D3 platform. Going back further, the first D3 to wear a blue oval badge was Ford’s rather nondescript Five Hundred sedan, which was quickly redesigned into the sixth-generation 2010–2019 Taurus and only cancelled recently, thus you can save you up to $5,500 in additional incentives on a Taurus as well (see our 2019 Ford Taurus Canada Prices page to find out more). If you want to trace the Flex back to its roots, check out the 2005–2007 Freestyle that was renamed Taurus X for 2008–2009.

Those older Ford crossovers never got the respect they deserved, because they were comfortable, well proportioned, good performers for their time, and impressively innovative during that era too. The Freestyle was the first domestic SUV to use a continuously variable transmission (CVT), at least as far as I can remember, and it was one of the biggest vehicles to do so up that point (Nissan edged Ford out with its Murano by a couple of years). Interestingly, Ford soon stopped using CVTs in its large vehicles, instead choosing a six-speed automatic for the Flex and the fifth-generation Explorer, which is a good thing as it has been a very dependable gearbox.

Mechanicals in mind, the Flex continues to use the same two versions of Ford’s popular 3.5-litre V6 that were offered in the original model. To be clear, the base Duratec engine, which produced 262 horsepower and 248 lb-ft of torque before 2013, after which output increased to 287 horsepower and 254 lb-ft of torque. The base engine pushes the three-row seven-passenger crossover along at a reasonably good pace, but the turbocharged 3.5-litre Ecoboost V6 that became optional in 2010 turned it into a veritable flyer thanks to 355 horsepower and 350 lb-ft of torque, while an additional 10 horsepower to 365 has kept it far ahead of the mainstream volume branded pack right up to this day.

That’s the version to acquire and once again the configuration I recently spent a week with, and it performed as brilliantly as it did when I first tested a similarly equipped Flex in 2016. I noticed a bit of front wheel twist when pushed hard off the line at full throttle, otherwise called torque steer, particularly when taking off from a corner, which is strange for an all-wheel drive vehicle, but it moved along quickly and was wonderfully stable on the highway, not to mention long sweeping corners and even when flung through sharp fast-paced curves thanks to its fully independent suspension setup and big, meaty 255/45R20 all-season rubber. I wouldn’t say it’s as tight as a premium SUV like Acura’s MDX, Audi’s Q7 or BMW’s X7, but we really can’t compare those three from a price perspective. Such was the original goal of the now defunct Lincoln MKT, but its styling never took off and therefore it was really only used for airport shuttle and limousine liveries.

Like the MKT and the many three-row Japanese and European crossover utilities available, the Flex is a very large vehicle, so no one should be expecting sports car-like performance. Combined with its turbo-six powerplant is the dependable SelectShift six-speed automatic mentioned earlier, and while not as advanced as the 7-, 8-, 9- and now even 10-speed automatics coming from the latest blue-oval, Lincoln and competitive products, it shifts quickly enough and is certainly smooth, plus it doesn’t hamper fuel economy as terribly as various brands’ marketing departments would have you believe. I love that Ford included paddle shifters with this big ute, something even some premium-branded three-row crossovers are devoid of yet standard with the more powerful engine (they replace the lesser engine’s “Shifter Button Activation” on the gear knob), yet the Flex is hardly short on features, especially in its top-tier Limited model.

The transmission is probably best left to its own devices if you want to get the most out of a tank of fuel no matter which engine you choose, and to that end the Ecoboost V6 is the least efficient at 15.7 L/100km in the city, 11.2 on the highway and 13.7 combined, but this said it’s not that much thirstier than the base engine and its all-wheel drivetrain that uses a claimed 14.7 city, 10.7 highway or 12.9 combined, which itself is only slightly less efficient than the base FWD model that gets a rating of 14.7, 10.2 and 12.7 respectively.

The 2019 Flex comes in base SE, mid-range SEL and top-tier Limited trims, according to the 2019 Ford Flex Canada Prices page found right here on CarCostCanada. This is where you can see all the pricing and feature information available for the Flex and most other vehicles sold in Canada. The 2019 Flex is available from $32,649 plus freight and fees for the SE with FWD, $39,649 for the SEL with FWD, $41,649 for the SEL with AWD, and $46,449 for the Limited that comes standard with AWD. All trims come standard with the base engine, but the Limited can be upgraded with the more powerful turbocharged V6 for an extra $6,800 (it includes other upgrades too).

Before adding additional options the retail price of a 2019 Flex Limited Ecoboost AWD is $53,249, and along with its aforementioned performance enhancements it gets everything standard with the regular Limited model, such as 19-inch silver-painted alloy wheels wrapped with 235/55 all-season tires, HID headlamps, fog lights, LED tail lamps, a satin-aluminum grille, chrome door handles, bright stainless steel beltline mouldings, a satin aluminum liftgate appliqué, a powered liftgate, bright dual exhaust tips, power-folding heated side mirrors with memory and security approach lights, rain-sensing wipers, reverse parking sonar, and I’ve only talked about the exterior.

Ford provides remote start to warm it up in winter or cool it down in summer, all ahead of even getting inside, while access comes via a keyless proximity system or the automaker’s exclusive SecuriCode keypad. Likewise, pushbutton start/stop keeps the engine purring, Ford MyKey maintains a level of security when a valet or one of your children is behind the wheel, while additional interior features include illuminated entry with theatre dimming lighting, a perforated leather-clad steering wheel rim with real hardwood inlays, Yoho maple wood grain inlays, power-adjustable pedals with memory, perforated leather upholstery for the first- and second-row seat upholstery, a 10-way power driver’s seat with memory, a six-way power front passenger’s seat, heated front seats, an auto-dimming centre mirror, an overhead sunglasses holder, ambient interior lighting with seven colours that include (default) Ice Blue, as well as soft blue, blue, green, purple, orange and red, plus Ford’s Sync 3 infotainment system, excellent sounding 12-speaker Sony audio, satellite radio, two USB charging ports in the front console bin, two-zone auto climate control, rear manual HVAC controls, four 12-volt power points, a 110-volt household-style three-prong power outlet, blind spot information with cross-traffic alert, and more.

For a ten year old design, the Flex looks fairly up to date as far as electronics go, thanks to its Cockpit Integrated Display that incorporates two high-resolution displays within the primary instrument cluster (it was far ahead of its time back in 2009), while the just-mentioned Sync 3 infotainment touchscreen is still impressive too, due to updates through the years. It incorporates a big, graphically attractive and well-equipped display with quick-reacting functionality plus good overall usability, its features including accurate available navigation as well as a very good standard backup camera with active guidelines, albeit no overhead camera even in its topmost trim. Apple CarPlay and Android Auto smartphone connectivity is standard, however, plus the ability to download more apps, etcetera.

On top of the Limited trim’s standard features a $3,200 301A package can be added with features such as a heated steering wheel, truly comfortable 10-way power-adjustable front seats with three-way cooling, dynamic cruise control, Collision Warning with autonomous emergency braking, and Active Park Assist semi-autonomous parking capability, but note that all of the 301A features come standard already when choosing the more powerful engine, as does a special set of 20-inch polished alloy wheels, a powered steering column, a one-touch 50/50-split power-folding third row with tailgate seating, and an engine block heater.

As you may already noticed, my tester’s wheels are gloss-black 20-inch alloys that come as part of a $900 Appearance package which also includes additional inky exterior treatments to the centre grille bar, side mirror housings, and rear liftgate appliqué, plus it adds Agate Black paint to the roof and pillars, while the cabin receives a special leather-clad steering wheel featuring Meteorite Black bezels, plus an unique graphic design on the instrument panel and door-trim appliqués, special leather seat upholstery with Light Earth Gray inserts and Dark Earth Gray bolsters, as well as floor mats with a unique logo.

My test model’s Vista panoramic multi-panel glass roof has always been an individual option, adding $1,750 to this 2019 model, but I found it a bit odd that voice-activated navigation (with SiriusXM Traffic and Travel Link) as a standalone add-on (navigation systems usually bundled as part of a high-level trim line), while the gloss-black roof rails can also be individually added for just $130, but the roof rails, which are also available in silver, come as part of a $600 Cargo Versatility package too, which combines the otherwise $500 Class III Trailer Tow package (capable of up to 4,500 lbs or 2,041 kg of trailer weight) with first- and second-row all-weather floor mats (otherwise a $150 option), resulting in more four-season practicality.

Over and above items included in my test model, it’s also possible to add a refrigerated centre console for $650, second-row captain’s chairs with a centre console for just $150 (but I prefer the regular bench seat as the smaller portion of its 60/40-split configuration can be auto-folded from the rear), inflatable second-row seatbelts for $250 (which enhance rear passenger safety), and two-screen (on the backs of the front headrests) rear entertainment for $2,100.

Of course, many of the Limited trim’s features get pulled up from base SE and mid-range SEL trims, both being well equipped for their price ranges too, I should also mention that the Flex’s interior isn’t quite as refined as what you’d find in a new 2020 Explorer with the same options, per say. Then again I remember how impressed I was with the Flex’s refinement when it arrived 10 or so year ago, which really goes to show how far Ford has come in a decade, not to mention all of the other mainstream brands. The latest Edge, for example, which I tested in its top-tier trim recently, is likely better than the old Lincoln MKX, now replaced by the much-improved Nautilus, whereas the Flex’s cabin is more like the old Edge inside.

Therefore you’ll have to be ok with good quality albeit somewhat dated details, such as its large, clunky, hollow plastic power lock switches instead of Ford’s newer models’ more upscale electronic buttons, while there’s a lower grade of hard plastic surfaces throughout the interior too. This said its dash-top receives a fairly plush composite covering, as does each door upper from front to back, whereas the door inserts have always been given a nifty graphic appliqué, just above big padded armrests.

As you might imagine, the Flex is roomy inside. In fact, its predecessor was designed to replace the Freestar minivan back in 2007, so it had to have minivan-like seating and cargo functionality. This said the Flex’s maximum cargo volume of 2,355 litres (83.1 cubic feet) when both all rear seats are tumbled down doesn’t come close to the brand’s once-popular minivan that managed a total of 3,885 litres (137.2 cu ft) of luggage volume in its day, but it’s generously proportioned for a mid-size crossover. In fact, the Flex can manage 42 additional litres (1.5 cu ft) of total storage space than the outgoing 2019 Explorer, which was one of the biggest SUVs in its three-row segment. That said the new 2020 Explorer offers up to 2,486 litres (87.8 cu ft) of maximum cargo capacity, which improves on both of Ford’s past SUVs (Flex included).

The rear liftgate powers upward to reveal 426 litres (15.0 cu ft) of dedicated luggage space aft of the rearmost seats, which is in fact 169 litres (6.0 cu ft) less than in the old Explorer, but if you lower the second row the Flex nearly matches the past Explorer’s cargo capacity with 1,224 litres (43.2 cu ft) compared to 1,240 litres (43.8 cu ft). A nifty feature noted before allows the final row to be powered in the opposite direction for tailgate parties, incidentally, but make sure to extend the headrests for optimal comfort.

Total Flex passenger volume is 4,412 litres (155.8 cu ft), which results in a lot of room in all seating positions, plus plenty of comfort. Truly, even third row legroom is pretty decent, while headroom is lofty everywhere inside thanks to a high roofline. Ford made sure there was enough space from side-to-side too, this due to a vehicle that’ quite wide. The aforementioned panoramic sunroof adds to the feeling of openness as well, and its three-pane construction is pretty intelligent as it allows for better structural rigidity than one large opening, which is particularly important for a vehicle with such a large, flat roof. Additional thoughtful features include large bottle holders within the rear door panels, these wholly helpful at drive-thrus.

I’m guessing you can tell I like this unusual box on wheels, and must admit to appreciating Ford for its initial courage when bringing the Flex to market and its willingness to keep it around so long. I know it’s outdated, particularly inside, plus it’s missing a few features that I’d like to see, such as outboard rear seat warmers and USB charging ports in the second row, but it’s difficult to criticize its value proposition after factoring in the potential savings Ford has on the table. I’m sure that opting for this somewhat antiquated crossover might be questionable after seeing it parked beside Ford’s latest 2020 Explorer, but keep in mind that a similarly equipped version of the latter utility will cost you another $10,000 or so before any discounts, while the domestic manufacturer is only providing up to $2,000 in additional incentives for this newer SUV. That’s a price difference of more than $13,000, so therefore a fully loaded Flex might make a lot of sense for someone looking for a budget-minded luxury utility.

A month or so ago, before we all became aware of the COVID-19 outbreak, I would’ve probably recommended for those interested in buying a new Flex to rush over to their local dealer and scoop one up before they all disappeared forever, and while they certainly will be gone at some point this year I recommend you find one online like I did, and contact the respective dealership directly via phone or email. Still, doing your homework before making the call or sending the message is a good idea, so make sure to visit our 2019 Ford Flex Canada Prices page first, where you can learn about every trim and price, plus find out if any new manufacturer discounts, rebates and/or financing/leasing packages have been created, while don’t forget that a membership to CarCostCanada provides otherwise difficult to access dealer invoice pricing (which is the price the retailer actually pays the manufacturer for the vehicle). This will provide you the opportunity to score the best-possible deal during negotiation. After that, your Ford dealer will ready your new Flex for delivery.

So therefore if this unorthodox crossover utility is as appealing to you as to me, I recommend you take advantage of the tempting model-ending deal mentioned earlier. The Flex might be an aging SUV amongst the plethora of more advanced offerings, but don’t forget that this aging crossover still comes across as fresh thanks to its moderate popularity (you won’t see a lot of them driving around your city), while its long well-proven tenure means that it should be more dependable than some of its newer competitors.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

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