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2019 Infiniti QX50 Sensory Road Test Review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Honda Pilot Touring Road Test Review

Other than a few unusual offerings like the Element, Crosstour, and current Civic Hatchback/R, Honda’s styling normally resides in the conservative camp, and when it comes to mid-cycle makeovers that conservatism is downright mossbacked. Still, despite mere evolutionary changes made from the 2016-2018 third-generation Pilot to the latest iteration, introduced last year for 2019, it looks a lot better than it used to.

It starts a more aggressive looking traditional SUV-type grille above a bolder front bumper and fascia, all of which are bookended by beautiful new trademark full LED headlamps in my tester’s top-tier Touring trim line. By the way, all Pilots now come with LED headlights, but those lower down the desirability scale only incorporate LEDs within their low beams and therefore appear more conventional when put side-by-side with the vertical elements inside the Touring model’s more sophisticated looking full LEDs.

When viewed from the rear, new LED taillights are standard across the entire Pilot line, plus a new rear bumper incorporates the same satin-silver-coloured skid plates as those up front, with most trims. Of note, both the base Pilot and Canada-exclusive Black Edition get black skid plates front to rear, albeit the former are matte finished and the latter glossy black. Speaking of trim highlights, the Touring model features chromed door handles and sporty new 20-inch alloy wheels, helping to make it much more upscale than other trims in the lineup, and plenty attractive when placed beside its mid-size crossover SUV peers.

Along with the refresh, Honda made some important mechanical changes to help refine Touring and Black Edition models, particularly by revising their standard auto start-stop system, making it turn off and restart the engine faster and smoother. This upgrade will hopefully cause owners to keep the start-stop system engaged, which will certainly help improve fuel economy and reduce emissions. I certainly never experienced any problems with the system throughout my weeklong test drive, in fact hardly noticing its operation at all.

Additionally, Honda reportedly refined the two top models’ standard nine-speed automatic transmission, which, like the auto start/stop system, worked perfectly throughout my test week. In fact, I’d go so far as to say it’s better than ever, providing truly smooth and effortless shifts when both driving in the city and operating at highway speeds, while also downshifting with nice, quick, snappy precision when performing passing maneuvers. Owners of lesser Pilot trims, which include the base LX plus mid-range EX and EX-L Navi models, get a very well-proven six-speed automatic transmission, which remains unchanged moving into 2019.

Unlike the Pilot’s gearbox duality, all trim levels incorporate one single 24-valve, SOHC 3.5-litre V6 engine, which despite having already served Honda well for more than a decade, other than small updates, continues to make a potent combination of 280 horsepower and 262 lb-ft of torque, thanks in part to direct-injection and i-VTEC, while its Active Control Engine Mount (ACM) system aids refinement further by reducing noise, vibration and harshness.

Also standard, all Canadian-spec Pilots include Honda’s Intelligent Variable Torque Management (i-VTM4) AWD, which together with the Japanese brand’s Intelligent Traction Management System, helps provide immediate grip at takeoff for smooth yet quick response. What’s more, this energetic straight-line performance was enhanced by a fully independent suspension that felt nimbler through quick corners, while its ride quality was completely comfortable all the time, only becoming slightly unsettled when I pushed it further than most owners would for testing purposes, and then only when the road below exposed crumbling, uneven pavement.

Truth be told, I don’t try to imitate Red Bull-Honda Racing F1 driver Max Verstappen all that often (but would love to have his skill), especially when piloting a large SUV, but normally apply available eco modes before keeping to a more moderate pace. Such practices are rewarding with the Pilot, thanks to the auto start/stop system mentioned before, plus the engine’s Variable Cylinder Management (VCM) system that shuts off a bank of cylinders under lighter loads to further improve fuel economy, my tester achieving a commendable 11.3 L/100km during my mostly flat city street test week, which is very close to Transport Canada’s estimated rating of 12.4 L/100km city, 9.3 highway and 11.0 combined. I haven’t driven the six-speed version since it was the only transmission offered in this SUV, prior to the third-gen redesign, so I can’t attest to its claimed rating of 13.0 L/100km city, 9.3 highway and 11.3 combined. Still, both sets of numbers are impressive when factoring in just how large this three-row SUV is.

I also didn’t test the Pilot with a trailer in tow, but Honda claims that both transmissions equal the same 1,588 kilograms (3,500 lbs) tow rating in standard guise, or 2,268 kg (5,000 lbs) with the upgraded towing package.

Now that I’m talking about moving gear, the Pilot has long been one of the more accommodating SUV’s in its class when it comes to luggage space. Behind the third row is a plentiful 524 litres (18.5 cubic feet), or 510 litres (18.0 cubic feet) with my Touring tester and the near identically equipped Black Edition. Lower that 60/40 split-folding third row down and cargo carrying capacity expands to 1,583 litres (55.9 cubic feet) no matter the trim level, while it available stowage space ranges from 3,072 to 3,092 litres (108.5 to 109.2 cubic feet) when all of its rear seatbacks are laid flat, but it’s important to note that a centre section of load floor is missing when equipped with second-row captain’s chairs. I like how some manufacturers attach a foldout carpeted extension to the back of one seat in order to remedy this problem, but no such luck with the Pilot. If this were mine, I’d keep a piece of plywood handy for hauling big loads.

On the positive the centre console isn’t so tall that it protrudes into the loading area, a problem with some luxury utes, but then again it’s barely raised above the floor, so will be a bit of a stretch for smaller occupants to reach when trying to use the cupholders. The good news is this console and the sliding/reclining captain’s chairs to each side aren’t standard with Touring trim (they are with the Black Edition), but instead replace a three-seat bench that ups total occupancy from seven to eight. The seating arrangement you choose will come down to the age/size of your kids or if you regularly bring adults along for the ride, because the rear captain’s chairs are definitely more comfortable than the outboard seats on the bench.

I won’t go into detail about the Black Edition in this review, but suffice to say it’s outfitted almost identically to seven-passenger Touring trim. As for my $52,690 Touring tester, it list of standard items includes the full LED headlamps noted earlier, plus power-folding and auto-dimming sideview mirrors, blue ambient interior lighting, acoustic glass for the front windows, rain-sensing windshield wipers, a pushbutton gear selector, cooled front seats, a large panoramic glass sunroof, a superb 600-watt audio system featuring 11 speakers and a sub plus 5.1 Surround, a wireless device charger, a new Honda CabinTalk in-car PA (that really works), HondaLink Subscription Services, Wi-Fi, the “How much Farther?” application, rear entertainment, an HDMI input jack, a 115-volt household-style power outlet in back, blindspot monitoring, rear cross-traffic alert, plus more.

Features added to Touring trim from the lesser EX-L Navi model include an acoustic windshield, memory-linked side mirrors with reverse tilt-down, a heated steering wheel, a four-way power front passenger seat, a navigation system with detailed mapping, HD and satellite radio, front and rear parking sonar, heated outboard second-row seats, one-touch third-row access (that’s really easy to operate whether entering or trying to get out from the rearmost seat), second-row side window shades, a power liftgate, etcetera, while features sourced from the EX model include LED fog lamps, LED repeaters in the side mirror housings, roof rails, illuminated vanity mirrors, a Homelink universal remote, a leather-clad steering wheel, plus 10-way power and memory for the driver’s seat.

Finally, I need to also make mention of some standard LX features pulled up to Touring trim (the base Pilot LX starting at just $41,290), including remote engine start, proximity keyless entry, pushbutton start, a windshield de-icer, a conversation mirror that doubles for sunglasses storage, three-zone auto HVAC, heated front seats, HondaLink Assist Automatic Emergency Response System, etcetera (all prices are sourced right here on CarCostCanada, where you can also find all the latest rebate info as well as dealer invoice pricing that could save you thousands).

What’s more, each and ever Pilot gets a nice, big 7.0-inch TFT multi-information display within its primary gauge package, boasting attractive high-resolution colour graphics, simple operation via steering spoke-mounted switchgear, and plenty of useful functions, while over on the centre stack is an 8.0-inch fixed tablet-style touchscreen that’s even more comprehensively equipped with functionality. It gets a user-friendly multi-coloured tile design that looks as if it was inspired by Apple products, and fittingly includes Apple CarPlay, Android Auto, Bluetooth with streaming audio, a fabulous multi-angle rearview camera with dynamic guidelines, plus more.

Honda also gives the Pilot a comprehensive list of standard advanced driver assistance systems (ADAS) including auto high beams, adaptive cruise control, Forward Collision Warning, Collision Mitigation Braking, Lane Departure Warning with Lane Keeping Assist, plus Road Departure Mitigation, which, when upgraded with Touring trim’s cornering low- and high-beam full LED headlamps, allows a best-possible Top Safety Pick + rating from the IIHS. Additionally, all Pilot trims earn a five-star safety rating from the NHTSA.

Just in case you’re starting to think that a team of publicity reps from Honda wrote this review, my weeklong test wasn’t wholly positive. For starters, even my top-line Pilot Touring tester wasn’t as impressively finished inside as some direct competitors, due to more hard plastic than I would have liked. Honda does cover the dash top in a soft synthetic, and adds a nice bolster across the instrument panel ahead of the front passenger, which extends above the centre touchscreen, while the front door uppers are also soft to the touch, ideal for pampering elbows, plus the door inserts and armrests are plush as well, of course, but oddly the door uppers in back aren’t as nicely finished, and Honda doesn’t wrap any roof pillars in cloth either, like some rivals do.

The seat upholstery is very upscale though, with driver’s perch particularly comfortable despite only providing two-way powered lumbar that didn’t fit the small of my back very well, and therefore remained unused by yours truly. Seats in mind, both second and third rows were very comfortable, the rearmost seating area even roomy enough for adults. I had ample legroom for my five-foot-eight frame, plus about three to four inches ahead of my knees when the second row was pulled rearward as far as it would go, and plenty of space overhead.

If you thought I was done griping, take note that I have issue with a foot-operated parking brake in a vehicle that does everything else to make a person think it’s been flown here from the future. Yes, this anachronism (I don’t like foot-operated parking brakes) flies in the face of one of the more advanced looking electronic gear selectors available on planet earth (standard with the nine-speed), so where is the electronic parking brake that should be attached? I’ll be waiting for Honda to solve this problem in an upcoming redesign, and remain unimpressed that it wasn’t dealt with sooner.

All of this complaining might cause a person to believe I’m not a fan of Honda’s updated Pilot, but this couldn’t be further from the truth. Yes, I’d like to see some changes made as noted, but such hopes for improvement hardly mean that the 2019 Pilot didn’t impress on the whole. In fact, I really enjoyed my time with Honda’s largest vehicle. It was a pleasure to drive, easy to live with, and nice to look at, exactly what is needed from a three-row family hauler.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2018 Porsche Macan Road Test Review

I was a bit surprised. After all, it was mid-March of 2019 when Porsche handed me a set 2018 Macan keys. Realizing the 2019 model was still en route and that plenty of 2018s were left on Canadian dealer lots due to the refreshed version arriving quite late in the year, I figured I might as well extend my usual past model-year writing deadline to Q2, the furthest I’ve ever pushed it out before. Fortunately for me the 2019 Macan isn’t a wholesale redesign, with the new model only receiving some styling, mechanical and infotainment mods that I’ll share toward the end of this review.

Most should agree the Macan is one of the premium SUV segment’s sportier performers, whether we’re talking 2018 or 2019 model. Of course, it’s up against some formidable competitors, but thanks to a bevy of turbocharged engines and some sublime suspension tuning, few rivals come close to matching the fun factor of Porsche’s most affordable model.

Even this base Macan provides a more engaging experience than most challengers, its growly engine and exhaust note making this immediately clear upon leaving my pickup location, and the wonderfully quick and precise response from its paddle-shift actuated seven-speed dual-clutch automated PDK transmission, transforming what appears to be a totally normal compact crossover SUV on paper into a rarified sports model in real life.

In base trim the Macan includes a turbocharged, direct-injected 2.0-litre four-cylinder engine capable of 252 horsepower and 273 lb-ft of torque, which like I just said is about average for the segment, at least when comparing the first number. Still, along with its sportier than average feel it manages to zip from zero to 100km/h in just 6.7 seconds, or 6.5 seconds when optioned out with the available $1,500 Sport Chrono Package, which includes Sport and Off-Road modes, as well as launch control and a unique performance display inside the infotainment interface. Part of the Macan’s off-the-line prowess can be attributed to standard Active all-wheel drive, which adds considerable control no matter the road or weather conditions.

My Macan tester not only left the Sport Chrono Package off its build sheet, it didn’t include the available $1,560 Porsche Active Suspension Management (PASM) system either, which features an electronically variable active damping system incorporating Comfort, Sport and Sport Plus modes, nor the yet more upscale $3,140 Air Suspension that features PASM too, or for that matter a few other performance upgrades that could’ve also been included, but just the same it was a blast to drive, with strong acceleration and fabulous road-holding when pushed hard through high-speed curvy stretches of roadway, its standard aluminum double-wishbone suspension up front and multi-link setup in back doing a commendable job of respecting the legendary Porsche name.

Featured found on my test model included a $790 Lane Change Assist system, which warns when leaving a given lane, veering off the side of road, or when another car pulls alongside when flashing a turn signal. An additional $790 bought Lane Keeping Assist, which automatically takes over at speeds of 65 km/h or greater when such just noted instances occur, while my test model also had $1,650 dynamic cruise control, the feature I prefer most of all due to often driving long distances to see family.

Additional options included a gorgeous $2,230 Garnet Red leather package that also included $1,960 memory-equipped 14-way power-adjustable front seats. I should also mention these improved-upon seats (in black) are part of the $7,250 Premium Package Plus which was also featured on my test model (which can be further upgraded to include $430 18-way Adaptive Sport Seats) that features proximity entry with push-button start, auto-dimming outside mirrors, a large panoramic moonroof, 3-way cooled front seats, 3-way heated rear seats, great sounding Bose surround audio (or alternatively you can get an awesome 1,000-watt 16-speaker Burmester surround system for $5,370 in the same package), HID headlamps with the Porsche Dynamic Light System (PDLS) (or you can add $1,340 more for LED headlights), while my tester also included $1,890 19-inch Macan Turbo alloys clad in 235/55R19 Pirelli rubber, and finally $440 black roof rails, with all the extras adding up to $14,250 for a final tally of $68,350 plus freight and fees.

Of course, this being a Porsche I haven’t come close to sharing everything that’s available if you choose to go for the gusto, or for that matter everything issued as standard fare with the $54,100 base model, the latter including 18-inch alloys, fog lamps, LED taillights, an electric parking brake, one of the best heated leather multifunction steering wheels in the luxury business (its ultra-thin spokes and excellent switchgear way above average), a colour multi-info display within the gauge cluster that provides a navigation map when selected, rain-sensing windshield wipers, a garage door opener, 3-way heated and 8-way powered front seats, three-zone auto HVAC, a 7.2-inch centre touchscreen with navigation and a reverse camera featuring dynamic guidelines, front and rear parking sonar, HD and satellite radio, a powered tailgate, etcetera.

The Macan’s cargo compartment is sizeable at 500 litres (17.6 cubic feet), but I appreciate its highly functional 40/20/40 split-folding seatbacks even more as it long times like skis at centre when all four seats are taken, while both rear passengers can enjoy the benefit of the aforementioned rear bum warmers. Remove the standard cargo cover, lower the rear seats, and 1,500 litres (53.0 cubic feet) of gear-toting space becomes available, meaning this ultimately sporty compact SUV is plenty practical too.

Yes, I know it’s hard to put one’s pragmatist hat on when talking about a Porsche, especially considering how beautifully finished the Macan’s interior is. The dash top, which was detailed out in a lovely black leather with red stitching, looked fabulous, and the quality of the pliable composite used to wrap the lower portion of the instrument panel and all surfaces under the dash, glove box lid and lower console sides included, was superb. As you might expect the Macan’s doors are surfaced with a combination of leather and premium synthetics, from the very top of their uppers to their lower extremities, while classy satin-silver aluminum accents can be found just about everywhere.

The Macan thoroughly comfortable as well, this partially due to the aforementioned 14-way powered seats that provided all the adjustments needed, including 4-way lumbar support and lower seat cushions that extend to cup below the knees. Ample steering column reach and rake put me in total control too, not to mention absolute comfort despite my long-legged, short torso frame. I found the rear seats comfortable too, especially with respect to the lower back. They were carved out nicely at each window position, ideal for lateral support when the Macan’s driver decides to push the limits.

Performance driving in mind, buyers that want stronger acceleration can opt for the Macan S, which includes a twin-turbo 3.0-litre V6 that’s good for 340 horsepower and 339 lb-ft of torque, plus standstill to 100km/h in a mere 5.4 seconds, or 5.2 when upgraded to the Sport Chrono Package. If that’s not enough, the Macan GTS gets an additional 20 hp and 30 lb-ft for a whopping 360 and 369 respectively, which reduces its zero to hero time to 5.2 seconds, or 5.0 seconds with the Sport Chrono Package.

The Turbo (Turbo only referring to model specification, being that all Macans incorporate turbocharged engines) ups the ante with a 3.6-litre twin-turbocharged V6 capable of 400 horsepower and 406 lb-ft of torque, resulting in 0 to 100km/h in only 4.8 seconds, or 4.6 seconds with the Sport Chrono Package.

If more is yet needed, consider the Performance Edition that includes the Sport Chrono Package as standard equipment while adding an extra 40 horsepower and 36 lb-ft of torque for a shocking 440 horsepower and 442 lb-ft of torque for an ultra-quick 4.4-second 0 to 100km/h sprint.

I’m going to guess most in the Turbo league won’t care so much about fuel efficiency, but those who purchase a base model probably will now that the fed’s new carbon pricing scheme is in full force. Standard with all Macan trims is fuel-saving and emissions reducing auto start/stop with coasting ability, which turns the engine off when it would otherwise be idling, this doing its part to assist the Macan toward its estimated 11.6 L/100km city, 9.3 highway and 10.5 combined Transport Canada rating. I’d be fine with this result, particularly when factoring in how fun it is to drive.

If you choose to purchase the 2019 Macan, real-world fuel economy shouldn’t differ at all, but this said the entry-level four-cylinder has been detuned by four horsepower, while second-rung Macan S trim increases its output by eight horsepower. I don’t think such nominal numbers will cause buyers to go one way or the other, but the new Macan is said to deliver a better ride and with even greater agility, which is kind of difficult to believe when factoring in how wonderfully capable this 2018 version is, so rather than speculate I’ll let you know what I experience after I test it.

I think more will be drawn to the new model for its outward design, which while only nominally changed up front is now sporting standard LED headlamps, while in back it’s a whole new look due to a similar one-piece three-dimensional LED tail lamp system as found on the recently updated Cayenne. Even more important is the completely revised centre stack found inside, now featuring a much larger standard 10.9-inch high-definition infotainment touchscreen. It gets much of the same standard features as with the current version, but boasts new graphics for updated features that are now larger and easier to use (the navigation map and backup camera especially benefiting), plus it includes a quicker operating processor as well as the new Porsche Connect Plus app suite with a Wi-Fi hotspot.

What’s more, the updated Macan offers a new driver assist system which, through dynamic cruise control, can apply the throttle, brake and make steering adjustments to maintain its lane at speeds under 60 km/h amidst traffic, the semi-autonomous system moving Porsche closer to full self-driving.

So which one do you want? An already discounted 2018 Macan like the one tested in this review, or the refreshed and updated 2019 version starting to arrive at Canadian Porsche retailers now? There’s no bad decision here, with both options resulting in a great looking luxury crossover capable of impressive performance, top-tier refinement, and no shortage of space, while Porsche’s expected reliability plus resale and residual values are hard to beat as well. Just remember, if you’re leaning toward the former, the time to act is now.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

Hot new 2020 Porsche Cayenne Coupé unveiled

Ask anyone into cars which automaker makes the sportiest SUV, and Porsche will likely top the list more often than not. Whether we’re talking performance or styling, its Cayenne utility has long been considered one of the strongest performers in its mid-size luxury class, but that fact hasn’t stopped the German performance brand from producing an even sportier crossover model for 2020. Introducing the new Cayenne Coupé, a sharper more exciting version of the current Cayenne, designed to go head-to-head with the BMW X6s and Mercedes GLE Coupés of the world.

Before the Cayenne arrived on the global luxury SUV scene in 2002, BMW’s X5 was touted as the sportiest premium utility. The Cayenne, particularly in Turbo form, trounced all over the X5’s turf, but BMW arguably returned to the topmost podium spot when the X6 Sports Activity Coupé arrived in 2007.

With that sloped-back Bavarian SUV came a completely new niche market, solidified by the daringly different albeit mostly unloved (and therefore quickly cancelled) Acura ZDX in 2009, which was followed by the Mercedes-Benz GLE-Class Coupé in 2015, plus Lamborghini Urus in 2017 and Audi Q8 in 2018.

The latter two models, together with the Audi Q7, Bentley Bentayga, and Volkswagen Touareg, ride on VW group’s MLBevo platform, which is why it was only a matter of time before this Cayenne Coupé joined the fray. This said it’s quite possible for the new Porsche to earn even greater success than its familial rivals and other key competitors that came before, thanks to Porsche’s revered name and the model’s expected performance.

When compared to their regularly sized siblings, an obvious downfall of all SUV coupe competitors is practicality, the lower rooflines lending to less cargo capacity, and while this is as true of the Cayenne Coupé as it is with the X6 and more spacious X5, plenty of luxury car buyers not wanting a traditional family hauler are looking to this niche segment as a more pragmatic alternative to their current sport sedan or sports coupe. What’s more, the very existence of the new Cayenne Coupé allows Porsche to upsize future generations of the regular Cayenne, potentially even providing a three-row version to go up against the seven-passenger X5.

Changes from the redesigned 2019 Cayenne (which will remain unchanged for 2020) and the new Cayenne Coupé include a 20-millimetre lower roofline, including a new windscreen held up by shallower A pillars, plus narrower more pointed rear side windows, revised second-row doors skins, brand new rear quarter panels, and a reworked rear bumper, that last component now including an integrated license plate cutout. The new bodywork has resulted in 19 millimetres of increased width, which when combined with the Coupé’s lower ride height makes for a more aggressive stance overall.

Yet more Cayenne Coupé upgrades include a special adaptive rear deck lid spoiler, separated rear seats for a four-occupant total, plus two roof choices starting with a standard 2.16-cubic-metre fixed panoramic moonroof with sunshade, or an available carbon panel for an even sportier look.

That adaptive rear spoiler will be a first for the SUV coupe market segment, following in the footsteps of its bigger Cayenne brother in its more traditional mid-size luxury SUV category. The regular Cayenne uses an adaptive rooftop spoiler for its top-tier Turbo trim, whereas the active aerodynamic device will be standard on the new Cayenne Coupé, expanding by 135 mm (5.3 inches) when it reaches speeds of 90 km/h and beyond. Additionally, a rooftop spoiler pushes airflow down the sloping rear glass combines towards the active spoiler on the rear deck lid, further aiding the Coupé’s aerodynamics. This system, called Porsche Active Aerodynamics (PAA), increases downforce on the rear axle to provide better handling dynamics, while also improving high-speed efficiency to minimize wind noise and reduce fuel consumption.

By the way, the carbon roof mentioned earlier will require an upgrade to one of three lightweight sport packages, which also feature a number of Sport Design features, as well as unique 22-inch GT Design wheels, hounds-tooth Pepita checked fabric seat inserts that’ll send your memory back to classic 911s and 928s, plus carbon and microsuede-like Alcantara interior trim. What’s more, the new Cayenne Coupé Turbo includes a sport exhaust system as standard equipment.

The enhanced exhaust system connects through to the same twin-turbo 4.0-litre V8 as found in the regular Cayenne Turbo, capable of 541 horsepower and 567 pound-feet of torque, resulting in standstill to 100km/h in just 3.9 seconds. This means the new Cayenne Coupé Turbo’s standing start will only be improved upon by the previously noted 650-horsepower Lamborghini Urus, which hits 100km/h in only 3.6 seconds, which leaves the 567-horsepower X6 M and 577-horsepower AMG-Mercedes GLE 63 S Coupé requiring 4.2 seconds each to accomplish the same 100km/h run. Notably the smaller compact AMG-Mercedes GLC 63 S Coupé charges from naught to 100km/h in a scant 3.8 seconds thanks to its 503-horsepower V8, while the 503-horsepower BMW X4 M needs 4.1 seconds to achieve the same speed. Those that dare live on the edge can tout bragging rights to a 286-km/h top speed for the Cayenne Coupé Turbo, incidentally.

If ultimate speed isn’t your thing, and let’s face it, only those with a track nearby and enough time and money to rent it out for hot laps can take advantage without putting their license and new Cayenne Coupé Turbo in jeopardy, Porsche makes a less potent Cayenne Coupé available with an identical 335 horsepower turbocharged 3.0-litre V6 to the regular base Cayenne. This is where the new Audi Q8 fits into the scheme of things too, in case you were wondering, not to mention most of the above SUV coupes in their less formidable trims.

The turbocharged 3.0-litre V6 engine makes a healthy 335 horsepower and 332 lb-ft of torque, which is good enough for a 6.0-second sprint from zero to 100km/h in standard guise or 5.9 seconds when upgraded with one of its lightweight sports packages. The Sport Chrono Package, incidentally, is standard equipment with the Cayenne Coupé, which brings up an interesting point. When the regular base Cayenne is upfitted with its Sport Chrono Package, Porsche estimates its sprint time to 100km/h as 5.9 seconds, which strangely makes it 0.1 seconds faster to 100km/h than the new Cayenne Coupé. Additionally, the base Cayenne’s terminal velocity is 2 km/h faster at 245 km/h, the entry-level Cayenne Coupé’s only capable of 243 km/h. Are we making a mountain out a mole hill? Of course we are, but splitting such hairs is par for the course when it comes to this high-end, super-performance SUV arena, so we have every right to.

Back to standard equipment, the new Cayenne Coupé also gets speed-sensitive Power Steering Plus, Porsche Active Suspension Management (PASM), plus a set of 20-inch alloy rims, all of which will cause you to spend more when purchasing a regular Cayenne.

Now that we’re talking money, the new 2020 Cayenne Coupé will be available from just $86,400 when it goes on sale later this year, while the significantly quicker Cayenne Coupé Turbo will start at $148,000, plus freight and fees of course.

In its transformation from regular SUV to coupe, the new model also gets eight-way powered sport seats with beefier side bolsters, while passengers in back sit on cushions lowered by 30 mm (1.18 inches), allowing additional headroom to compensate for the lower rear roofline.

The Cayenne Coupé’s tapering roof negatively affects its load hauling ability too, but to be fair it’s only down by 145 litres (5.1 cubic feet) when compared to the normally sized Cayenne. To that end the base Coupé can manage up to 625 litres (22.0 cu ft) of gear behind its rear seats, whereas the bigger model is good for 770 litres (27.2 cu ft). When dropping the 40/20/40 split-folding rear row, luggage capacity increases to 1,540 litres (54.4 cu ft) compared to 1,710 litres (60.4 cu ft) in the regular Cayenne, which is a difference of only 170.0 litres (6.0 cu ft). Therefore, while not as practical as the regular Cayenne, the new Coupé should be just fine for those moving up from a sport coupe or sedan.

On that note, those considering moving over to the Cayenne Coupé from a second-generation Panamera will appreciate an extra 125 litres (4.4 cu ft) of cargo room when comparing base trims, while owners of the Panamera Sport Turismo will benefit by 105 litres (3.7 cu ft) of extra cargo volume.

Also important to note, the Cayenne Turbo Coupé’s cargo hold is 25 litres (0.9 litres) smaller than the base Cayenne Coupé at just 600 litres (21.2 cu ft) when the rear seats are in use, or by 30 litres (1.0 cu-ft) to 1,510 litres (53.3 cu ft) when they’re laid flat.

The all-new 2020 Cayenne Coupé will arrive across Canada this fall, but is available to preorder from your local Porsche retailer now.

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

2019 Nissan Rogue SL Platinum Reserve AWD Road Test

It’s déjà vu all over again, or at least that’s how I felt when picking up my 2019 Nissan Rogue SL Platinum AWD tester. I’d spent a week with an identical model less than a year prior; even down to its top-line trim level and most popular Pearl White paint.

Then I got inside, however, and was reminded of a near identical model I test drove the year prior in lovely Scarlet Ember livery, and therefore also remembered that last year’s SL Platinum wasn’t fully loaded, missing this SUV’s $500 SL Platinum Reserve Interior Package that includes a stylish stitched leatherette dash pad and replaces the regular Charcoal black or Almond beige leather upholstery with special quilted leather in an even richer looking Premium Tan hue, which comes across more like caramel or saddle brown. Either way it looks great, and ideally complements the white exterior paint, although the upgrade package is no longer available with the special metallic red exterior paint, or for that matter Nissan’s beautiful Caspian Blue. A shame.

Not to start this review out on a negative, because there’s very little to fault this popular compact crossover SUV on. As noted, the Rogue is Nissan Canada’s most popular model, and one look should make it easy to understand why. It was refreshed for the 2017 model year with Nissan’s wider, more U-shaped Vmotion 2.0 grille that I happen to like a lot more than the original V, while its then-new quad-beam headlamps with LED daytime running lights, and its updated LED brake lights added premium-level sophistication to the design.

That face-lifted 2017 model included additional styling tweaks on the outside plus updates within, a personal favourite being its flat-bottom steering wheel that still makes a sporty statement in the otherwise elegantly appointed top-line 2019 Rogue SL Platinum Reserve model. So equipped, that steering wheel is leather-wrapped with a heatable rim, a much appreciated mid-winter feature, as are the Quick Comfort heated front seats that come standard across the entire Rogue line, albeit the Platinum’s perforated leather upholstery is exclusive to this model.

There’s actually more to the SL Platinum Reserve Interior’s seat design than quilting and the caramel colour change. The quilting is only used for the centre inserts, with perforated leather added to the inner bolsters and contrast-stitched black leather on top of those bolsters for a little more of a sport look mixed in with the luxury. The seats’ upholstery is complemented by the same Premium Tan on the door armrests, centre armrest, padded knee protectors on each side of the lower centre console, and even the aforementioned dash facing, which incorporates a similarly classy looking stitched leatherette pad ahead of the front passenger.

Icing on the proverbial cake comes in the form of Piano Black interior door inlays surrounding the usual chromed door handles, which match up nicely next to the same glossy black treatment rimming the dash vents, centre console, gear lever surround and otherwise leather-wrapped shift knob.

As you may have guessed, the latest Rogue SL Platinum Reserve doesn’t just look like a premium crossover SUV, but in addition its standard feature set is replete with top-drawer gear that one-ups plenty of luxury brands. For instance, the official name given to this trim level is Rogue SL Platinum with ProPilot Assist, the latter technology standard with all SL Platinum models and really quite impressive. It’s a semi-autonomous “hands-on-wheel” driving system, which means it has the ability to completely drive itself, but due to safety concerns only lets you remove your hands from the steering wheel for about eight seconds at a time—it warns you to put your hands back on the wheel after that. Still, it’ll impress your friends and might be useful to those who find highway driving intimidating, as it helps keep the Rogue centered within its lane and, along with its Lane Departure Warning (LDW) and Intelligent Lane Intervention systems, may even help avoid an accident.

These latter two advanced driver assistance systems get pulled up to the SL Platinum from mid-range SV trim, as does Intelligent emergency braking with pedestrian detection, and adaptive cruise control, while high beam assist, rear parking sensors, Moving Object Detection (MOD), backup collision intervention and rear autonomous emergency braking join ProPilot Assist as options with the SV and standard equipment with the top-line SL Platinum model.

Along with all the usual active and passive safety features, some advanced tech incorporated into upper trims from the base Rogue S include Tire Pressure Monitoring System (TPMS) with a display showing individual tire pressures and an Easy-Fill Tire Alert, Intelligent Forward Collision Warning (FCW), Intelligent Emergency Braking (IEB), plus two features normally relegated to top-line trims, Blind Spot Warning (BSW) with Rear Cross Traffic Alert (RCTA), while Rear Door Alert is an oddly named albeit very welcome feature that actually warns against leaving something or someone in the back seat unattended after turning off the engine, by remembering that you opened a rear door before setting off on your drive. Now that’s smart.

As cool as some of this tech is, especially watching the Rogue drive itself, applying hands to said wheel while on the highway, and then winding through some twisting backroads after tooling through town is my usual course of action. As always the Rogue didn’t disappoint, but let me insert a caveat here, I’ve never set my performance expectations too high. This is an SUV built primarily for comfort rather than all-out speed, and to that end it delivers in spades, with a nice compliant ride, smooth, progressive acceleration, and an easy, controlled demeanor on the open freeway. It can manage curves too, and provides strong braking when needed, but if you’re looking for performance there are sportier SUVs in this class, yet few are smoother than the Rogue, such refinement its specialty.

Behind that V-motion grille is the Nissan’s dependable 2.5-litre four-cylinder engine, which continues to make a totally acceptable if not breathtaking 170 horsepower and 175 lb-ft of torque, while its standard continuously variable transmission (CVT) is one of the reasons behind that just noted smooth factor. It’s also partially responsible for the Rogue’s commendable Transport Canada fuel economy rating that comes in at 9.6 L/100km in the city, 7.5 on the highway and 8.7 combined with its as-tested all-wheel drivetrain, or 9.1 city, 7.1 highway and 8.2 combined when opting for front-wheel drive.

As is mostly the case in this class, all-wheel drive is more about tackling slippery pavement than anything off-road, although traveling to campsites over logging roads or light-duty trails can benefit from AWD, as well as its various electronic all-weather features, such as Vehicle Dynamic Control (VDC) with Traction Control System (TCS). This said others in the class are starting to broaden their appeal, with the latest RAV4 Trail featuring some real 4×4-like go-anywhere technologies, and the Subaru Forester long offering its X-Mode for extracting itself from rougher situations.

Back to earth, or rather asphalt, the Rogue is ideal for slogging through Canadian winters, hitting the slopes, or alternatively heading out on that summer camping vacation. It can tow a small camp trailer or lightweight boat weighing up to 500 kilos (1,100 lbs), plus it can carry plenty of gear in back, up to 1,112 litres (39.3 cubic feet) in the dedicated cargo area and 1,982 litres (70.0 cubic feet) when its 60/40-split rear seatbacks are folded flat. That rear bench is made more passenger and cargo friendly via a centre pass-through that doubles as a centre armrest with cupholders, which allows longer items like skis to be stuffed down the middle while rear passengers enjoy the benefit of the window seats, although take note they might be grumbling on the way back from the ski hill due to a surprising lack of available rear seat heaters.

Along with all of the features already mentioned, the $37,398 top-line SL Platinum gets a lot of premium-level upgrades that really make a difference when it comes to performance, safety, convenience and luxury, such as AWD, 19-inch alloy wheels, LED headlamps, an electromechanical parking brake, an auto-dimming rearview mirror, a heated leather steering wheel rim and leather-wrapped shift knob, memory for the six-way powered driver’s seat and side mirrors, a four-way powered front passenger’s seat, a powered panoramic sunroof, dual-zone automatic climate control, navigation, a surround parking monitor, great sounding Bose audio with nine speakers including two subs, Radio Data System (RDS) and speed-sensitive volume control, a gesture activated liftgate, and more.

I won’t tire you by scrolling through lists of everything that gets pulled up to SL Platinum trim from the other two grades, but some highlights from both include remote engine start, proximity-sensing access with pushbutton ignition, auto on/off headlights, fog lamps, LED turn signals within the side mirror caps, roof rails, the aforementioned six-way powered driver’s seat with power lumbar, a retractable cargo cover and more with the $29,098 SV, plus variable intermittent wipers, overhead LED map lights and sunglasses storage, a colour multi-information display, a 7.0-inch centre touchscreen, NissanConnect featuring Apple CarPlay and Android Auto, SiriusXM Traffic, hands-free text messaging assistant, Bluetooth, mood lighting, and more with the $26,798 base Rogue S. Incidentally, all pricing was sourced right here on CarCostCanada, where all the trims, packages and individual features are itemized, plus otherwise hard to find rebate info and dealer invoice pricing is provided.

For the most part our 2019 Rogue SL Platinum Reserve was well equipped, especially when it came to advanced driver assistance systems, plus it provided more than enough performance, a smooth, quiet ride, great fuel economy, and a fairly luxurious and comfortable cabin, while it was extremely accommodating for driver, passengers and cargo. I like the way it looks, especially as my tester was kitted out, which, along with all of the above, is likely why it’s such a strong seller, and also why it’s easy to recommend.

Story credits: Trevor Hofmann

Photo credits: Karen Tuggay