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2020 Audi Q8 Technik 55 TFSI Quattro Road Test

Style. Some have it, and others just don’t. A small handful, on the other hand, are not only in style, but in fact set the trends. Audi has long been one such brand, often lauded for its leadership in design and execution, while the new Q8 has become one of the automaker’s key style-setters.

While hardly an initiator in the SUV coupe category, the Q8’s edgy lines and sleek, low-slung profile has certainly made up for lost time. As you may already know, it shares hard points with a number of other Volkswagen group crossover utilities, namely Porsche’s Cayenne Coupe and Lamborghini’s Urus, while its MLB platform underpinnings can be found in Audi’s own Q7, plus the regular Cayenne, Volkswagen’s Touareg (in other markets) and at the other end of the spectrum, Bentley’s Bentayga.

This means that along with its dashing good looks it’s an SUV that can run with the best in the industry, and believe me the Q8 can hold its own on a curving backroad. The Q8 plays alongside BMW’s X6 and Mercedes’ GLE Coupe, the former being the first-ever SUV coupe, while most others in this sector are much higher priced alternatives such as Maserati’s Levante (which is more of a regular crossover SUV despite being very sleek), Aston Martin’s DBX, and soon Ferrari’s Purosangue.

The Q8 is not only more affordable than the exotics just mentioned, but my tester’s Technik 55 TFSI Quattro trim line is considerably more approachable than the mid-range SQ8 or top-line RS Q8. Our 2021 Audi Q8 Canada Prices page shows suggested pricing of $91,200 plus freight and fees, which adds $8,650 to the price of a base Q8 Progressiv model, while Audi is currently offering up to $4,000 in additional incentives on both 2021 and 2020 models, and average CarCostCanada member savings are $3,875.

The Q8 arrived for 2019, by the way, and other than an assortment of tech features that have been added to the base Progressiv trim since its initial year, 2019, 2020 and 2021 versions are mostly the same. The Q8 Technik shown on this page is pretty well fully loaded, so it’s pretty well the same vehicle as a 2021.

Obviously the Q8’s base price makes its placement within Audi’s SUV hierarchy clear, the sporty mid-sizer positioned above the Q7, the two Q5 models, and of course the Q3, at least as far as non-electrics go. Audi has a lineup of EVs now, including the E-Tron and new E-Tron Sportback (Audi-speak for an SUV Coupe), while the second Q5 I just mentioned is another Sportback, making a total of three SUV coupes in the Ingolstadt brand’s lineup.

SUV coupes are arguably better looking, unless you’re more of a traditionalist, but there is a trade-off. It comes in the way of rear headroom and cargo capacity, the second row more than adequately sized for most adults, but the Q8’s dedicated luggage space down significantly from the Q7 and even some of the regularly proportioned five-passenger SUVs it might be up against. Even the GLE Coupe offers more room behind its rear seats, but the Q8 edges out the X6.

Now that we’re talking about practical issues, the base Q8 powertrain delivers decent fuel economy. Driven with a tempered right foot you’ll be able to eke out 13.8 L/100km in the city, 11.7 on the highway and 12.7 combined, but that’s probably not how you’re going to want to drive it.

Sorry for the yawn-fest, but I needed to get the mundanities out of the way before talking performance. Fortunately for enthusiasts like us, Audi chose not to go all pragmatic with its Q8 powertrains, leaving the Q7’s 248 horsepower turbocharged four-cylinder off the menu and instead opting for its 335 horsepower V6 in base models. That’s a healthy dose of energy for any SUV, but even more for a lighter weight five-passenger ute like the Q8. It pushes out 369 lb-ft of torque as well, all from a 3.0-litre V6-powered with a single turbo, so off-the-line acceleration is strong and highway passing manoeuvres are effortless.

Not as effortless as passing would be in a 500 horsepower SQ8, mind you, or for that matter the near Urus levels of straight-line power offered up by the 591 horsepower RS Q8. These two put 568 and 590 lb-ft of torque down to the tarmac respectively, so launching from standstill would be exhilarating to say the least. Is 3.8 seconds to 100 km/h good enough for you? That’s as quick as Bentley’s W12-powered Bentayga, and only 0.2 seconds off the Urus’ 3.6-second sprint. The mid-range SQ8 is fast too, but 4.3 seconds from zero to 100 km/h is not quite as awe-inspiring, while the 55 TFSI Quattro’s 6.0-second run is definitely quick enough to leave most traffic behind when the light goes green.

Speaking of fast, the Q8’s ZF-sourced eight-speed auto is both silky smooth and wonderfully quick-shifting when pushing hard, while Quattro continues Audi’s advanced tradition in all-wheel drive, delivering superb traction in all conditions. Adding to the experience, Audi provides Comfort, Auto, Dynamic (sport), Individual and Off Road “drive select” modes, the sportiest enhancing the Q8’s direct electromechanical steering design and nicely-tuned five-link front and rear suspension setup, resulting in a luxury SUV that’s comfortable when needed, and plenty of fun through the curves.

Comfort is the Q8 55 TFSI Quattro’s primary purpose, however, and one look inside makes this immediately known. Its interior design typifies Audi’s contemporary minimalism, while the quality of materials is second to none. My test model’s cabin was mostly done out in a subdued charcoal grey, other than the large sections of piano black lacquered trim running across the instrument panel and lower console. These perfectly bled into the numerous electronic displays, while Audi added some stylish brown details to visually warm up what could come across as a cold grey motif. Yes, even the open-pore hardwood inlays were stained grey, although ample brushed aluminum trim and the big panoramic sunroof overhead helped to lighten the mood.

The aforementioned displays brightened the gauge cluster and centre stack too, with attractive graphics and brilliantly clear high-definition resolution. The former, dubbed “Audi Virtual Cockpit,” is 100-percent digital and wonderfully customizable, plus can be modded so that the centre-mounted multi-information display takes over the entire screen via a “VIEW” button located on the steering wheel spoke. My favourite choice of multi-info functions for this full-size view is the navigation map, which looks fabulous and frees the centre display for other duties, like scrolling through satellite radio stations, while multi-zone heating and ventilation controls can be found on a separate touchscreen just below.

The previously noted “drive select” modes can be found on a thin strip of touch-sensitive interface just under the HVAC display. Also included is a button for cancelling traction and stability control, turning on the hazard lights, and selecting defog/defrost settings. This switchgear, plus all others in the Q8’s well laid out interior, is impressively made.

Of course, we’ve all come to expect this level of detail from Audi, as is the case for cabin comfort. Of upmost importance to me is any vehicle’s driving position, due to a torso that’s not as long as my legs, therefore once my seat has been powered rearward enough to accommodate the latter, I often require more reach from the telescopic steering column than some models provide in order to achieve maximum control while comfortably holding the rim of the wheel. If that reach isn’t there, I’ve got to crank my seatback to a less than ideal vertical position, which is never a good first impression. In the Q8’s case, nothing I just said was even necessary, other than to point out that its driving position is near perfect.

Of course, the amply adjustable driver’s seat had much to do with that. It includes an extendable lower cushion that nicely cups under the knees, a favourite feature, while together with the usual fore/aft, up/down, recline and four-way lumbar support functions was a wonderful massage feature that gently eased back pain via wave, pulse, stretch, relaxation, shoulder, and activation modes, not to mention three intensity levels. Industry norm three-temperature heatable cushions were combined with three-way cooling, making a very good thing just that much better.

With my seat pushed back far enough to fit my long-legged albeit still short five-foot-eight frame, I still had more than enough space in all directions, while I could nearly stretch out fully when sitting behind the driver’s seat in the second row. With only two seated in back, the Q8’s wide, comfortable centre armrest can be folded down. It features the usual twin cupholders, plus controls for the power-operated side-window sunshades, which can be operated by someone seated on either side of the rear bench. A climate control interface allows adjustment of another two zones in back, for a total of four. This is where you’ll find buttons for the rear outboard seat heaters.

I’ve already mentioned the Q8’s cargo volume, so rather than going down this memory hole one more time I’ll just reiterate that most should find it adequate. It’s very well finished, as you might expect, with full carpeting and a stylish aluminum protective plate on the hatch sill, plus bright metal tie-down hooks at each corner, not to mention a useful webbed storage area to the side. I especially appreciation folding rear seatbacks split in the optimal 40/20/40 configuration, which allows for longer items like skis to be stored down the middle while rear occupants benefit from the more comfortable heatable window seats.

I’ve already mentioned pricing and likely discounts, but you’ll need to go to CarCostCanada to find out how to access the deals. Their very affordable membership gives you money-saving info on available manufacturer rebates, factory financing and leasing deals, plus dealer invoice pricing that’s like having insider information before negotiating your best deal. Find out how a CarCostCanada membership will save you money on your next new vehicle, and download their free app too, so you can access critical info when you need it most.

All said, the Q8 would be a good way to apply all knowledge you’ll gain from a CarCostCanada membership. While practical and fuel efficient, it’s drop-dead gorgeous from the outside in, includes some of the best quality materials available, comes equipped with an impressive assortment of standard and optional features, is wonderfully comfortable in every seating position, and delivers strong performance no matter the road conditions.

Story by Trevor Hofmann

Photos by Karen Tuggay

CarCostCanada

Porsche increases battery size and EV range of the 2021 Cayenne E-Hybrid

All 2021 Porsche Cayenne E-Hybrid models get a bump in battery size for increased range.

Just in case you’re having a déjà vu moment, rest assured that you previously read an article on this site about Porsche E-Hybrid battery improvements, but at that time we were covering Panamera variants and now it’s all about the electrified Cayenne.

Like last year, both the regular Cayenne crossover SUV and the sportier looking Cayenne Coupe will receive Porsche’s E-Hybrid and Turbo S E-Hybrid power units, but new for 2021 are battery cells that are better optimized and improve on energy density, thus allowing a 27-percent increase in output and nearly 30 percent greater EV range.

2021 Porsche Cayenne E-Hybrid Coupe — Although it looks as if it should be faster, the 2021 Cayenne E-Hybrid Coupe is a fraction slower to 100 km/h than the regular body style.

The new battery, up from 14.1 kWh to 17.9, expands the Cayenne E-Hybrid’s range from about 22 or 23 km between charges to almost 30 km, which will force fewer trips to the gas station when using their plug-in Porsches for daily commutes. Likewise, the heftier Cayenne Turbo S E-Hybrid gets an EV range bump up from approximately 19 or 20 km to 24 or 25 km.

Added to this, Porsche has reworked how these Cayenne plug-ins utilize their internal combustion engines (ICE) when charging the battery. The battery now tops off at 80 percent instead of 100, which in fact saves fuel while reducing emissions. Say what? While this might initially seem counterintuitive, it all comes down to the E-Hybrid’s various kinetic energy harvesting systems, like regenerative braking, that aren’t put to use if the battery reaches a 100-percent fill. Cap off the charge at 80 percent and these systems are always in use, and therefore do their part in increasing efficiency.

2021 Porsche Cayenne Turbo S E-Hybrid — The regular Cayenne Turbo S E-Hybrid body style and the Coupe are identically quick.

Additionally, the larger 17.9 kWh battery can charge quicker in Sport and Sport Plus performance modes and default or Eco modes, making sure the drive system always has ample boost when a driver wants to maximize acceleration or pass a slower vehicle.

Net horsepower and combined torque remain the same as last year’s Cayenne plug-in hybrid models despite the bigger battery, with the 2021 Cayenne E-Hybrid retaining its 455 net horsepower and 516 lb-ft of torque rating, and both Cayenne Turbo S E-Hybrid body styles pushing out a sensational 670 net horsepower along with 663 lb-ft of twist.

Standard Cayenne E-Hybrid models can sprint from zero to 100 km/h in just 5.0 seconds when equipped with the Sport Chrono Package, before maxing out at a terminal velocity of 253 km/h, while the Sport Chrono Package equipped Cayenne E-Hybrid Coupe requires an additional 0.1-second to achieve the same top speed. Alternatively, both regular and coupe Cayenne Turbo S E-Hybrid body styles catapult from standstill to 100 km/h in an identical 3.8 seconds, with the duo also topping out at 295 km/h.

The 2021 Cayenne E-Hybrid starts at $93,800 plus freight and fees, while the Cayenne E-Hybrid Coupe is available from $100,400. After that, the Turbo S E-Hybrid can be had from $185,600, and lastly the Turbo S E-Hybrid Coupe starts at $191,200. You can order the new electrified Cayenne models now, with first deliveries expected by spring.

Take note that Porsche is offering factory leasing and financing rates from zero percent, so be sure to visit our 2021 Porsche Cayenne Canada Prices page to find out all the details. CarCostCanada also provides manufacturer rebate information, when available, plus dealer invoice pricing that could save you thousands on your next purchase. Learn how it all works by clicking on this link, and also download our free app.

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

2020 Mercedes-Benz G 550 Road Test

Few vehicles ever earn “icon” status. They’re either not around long enough, or their manufacturers change them so dramatically from their original purpose that only the name remains.

Case in point, Chevy’s new car-based Blazer family hauler compared to Ford’s go-anywhere Bronco. One is a complete departure from the arguably iconic truck-based original, whereas the other resurrects a beloved nameplate with new levels of on- and off-road prowess.

Land Rover has done something similar with its new Defender, yet due to radically departing from the beloved 1990-2016 first-generation Defender 90 and 110 models’ styling (which was based on the even more legendary 1948-1958 Series I, 1958-1961 Series II, 1961-1971 Series IIA, and 1971-1990 Series III) it runs the risk of losing the nameplate’s iconic status.

In fact, a British billionaire eager to cash in on Land Rover’s possible mistake is building a modernized version of the classic Defender 110 for those with deep pockets, dubbed the Ineos Grenadier (Ineos being the multinational British chemical company partly owned by said billionaire, Jim Ratcliffe). That the Grenadier was partly developed and is being produced by Magna Steyr in its Graz, Austria facility, yes, the same Magna Steyr that builds the Mercedes-Benz G-Class being tested here, is an interesting coincidence, but I digress. The more important point being made is that Mercedes’ G-Class never needed resurrecting. Like Jeep’s Wrangler, albeit at a much loftier price point, the G-wagon has remained true to its longstanding design and defined purpose from day one, endowing it with cult-like status.

The G-Class was thoroughly overhauled for the 2019 model year, this being the SUV’s second generation despite more than 40 years of production, so as you can likely imagine, changes to this 2020 model and the upcoming 2021 version are minimal. The same G 550 and sportier AMG G 63 trims remain available, but the more trail-specified 2017-2018 G 550 4×4 Squared, as well as the more pavement-performance focused 2016-2018 AMG G 65 haven’t been offered yet, nor for that matter has the awesome six-wheel version, therefore we’ll need to watch and wait to see what Mercedes has in store.

The 2019 exterior updates included plenty of new body panels, plus revised head and tail lamp designs (that aren’t too much of a departure from the original in shape and size), and lastly trim modifications all-round. The model’s squared-off, utilitarian body style remains fully intact, which is most important to the SUV’s myriad hardcore fans.

While I’m supposed to be an unbiased reporter, truth be told I’m also a fan of this chunky off-roader. In fact, I’m actually in the market for a diesel-powered four-door Geländewagen (or a left-hand drive, long-wheelbase Toyota Land Cruiser 70 Series diesel in decent shape), an earlier version more aligned with my budget restraints and less likely to cause tears when inevitably scratching it up off-road. Of course, if personal finances allowed me to keep the very G 550 in my possession for this weeklong test, I’d be more than ok with that too, as it’s as good as 4×4-capable SUVs get.

While first- to second-generation G-Class models won’t be immediately noticeable to casual onlookers, step inside and the differences are dramatic. The new model features a totally new dash design and higher level of refinement overall, including the brand’s usual jewel-like metalwork trim, and bevy of new digital interfaces that fully transform its human/machine operation. Your eyes will likely lock onto Mercedes’ new MBUX digital instrument cluster/infotainment touchscreen first, which incorporates dual 12.3-inch displays within one long, horizontal, glass-like surface.

The right-side display is a touchscreen, but can alternatively be controlled by switchgear on the lower centre console, while the main driver display can be modulated via an old Blackberry-style micro-pad on the left steering wheel spoke. Together, the seemingly singular interface is one of my industry favourites, not only in functionality, which is superb, but from a styling perspective as well.

The majority of other interior switchgear is satin-silver-finished or made from knurled aluminum, resulting in a real sense of occasion, which while hardly new for Mercedes is a major improvement for the G-Class. Likewise, the drilled Burmester surround sound speaker grilles are some of the prettiest available anywhere, as are the deep, rich open-pore hardwood inlays that envelope the primary gauge cluster/infotainment binnacle, the surface of the lower console, and the trim around the doors’ armrests.

The G isn’t devoid of hard composites, but centre console side panels that don’t quite meet pricey expectations aren’t enough to complain about, particularly when the SUV’s door panel and seat upholstery leatherwork is so fine. My test model’s interior also featured beautiful chocolate brown details that contrasted its sensational blue exterior paint well.

Driver’s seat bolstering is more than adequate, as are the chair’s other powered adjustments, the only missing element being an adjustable thigh support extension. Still, its lower cushion cupped below my knees nicely enough, which, while possibly a problem for drivers on the short side, managed my five-foot-eight frame adequately. At least the SUV’s four-way powered lumbar support applied the right amount of pressure to the exact spot on my lower back requiring relief, as it should for most body types. Likewise, the G 550’s tilt and telescopic steering column provided plenty of reach, resulting in a near perfect driving position despite my short-torso, long-legged body.

As part of the redesign, Mercedes increased rear seat legroom to allow taller passengers the ability to stretch out in comfort. What’s more, those back seats are nearly as supportive as the ones in front, other than the centre position that’s best left for smaller adults or kids.

All of this refinement is hardly inexpensive, with the base 2020 G 550 priced at $147,900 plus freight and fees, and the 2021 version starting at an even heftier $154,900. This said, our 2020 and 2021 Mercedes-Benz G-Class Canada Prices pages are currently reporting factory leasing and financing rates from zero-percent, which could go far in making a new G-Class more affordable. The zero-interest rate deal seems to apply to the $195,900 2020 G 63 AMG as well, plus the $211,900 2021 G 63 AMG, so it might make sense to buy this SUV on credit and invest the money otherwise spent (I’m guessing commodities are a good shot considering government promises of infrastructure builds, inflated currencies, runaway debt, market bubbles, etcetera, but in no way take my miscellaneous ramblings as investment advice).

By the way, along with information about factory financing and leasing deals, CarCostCanada provides Canadian consumers with info about manufacturer rebates when available, plus dealer invoice pricing that could save you thousands. Find out more about how CarCostCanada’s very affordable membership can work for you, and remember to download our free smartphone app from the Apple Store or Google Play Store, so you can have all of this great information at your fingertips anytime, anywhere.

Anytime or anywhere in mind, the G 550 can pretty well get you everywhere in Canada, anytime of the year. There’s absolutely no need to expend more investment to buy aftermarket off-road components when at the wheel of this big Merc, as it can out-hustle most any other 4×4-capable SUV on the market. While I would’ve liked even more opportunities to shake the G-Class out on unpaved roads, I certainly enjoyed the number of instances I did so, and can attest to their greatness off the beaten path. I’ve waded them over rock-strewn hills, negotiated them around jagged canyon walls and between narrow treed trails, coaxed them through fast-paced rivers and muddy marshes, and even felt their tires slip when dipped into soft, sandy stretches of beach, so my desire to own one comes from experience. Just the same I didn’t want to risk damaging my G 550 test model’s stylish 14-spoke alloys on pavement-spec 275/50 Pirelli Scorpion Zero rubber, so I kept this example on the street.

The G 550’s ride was sublime even with these lower-profile performance tires, which goes to show that car-based unibody designs don’t really improve ride quality, as much as at-the-limit handling. The G-Class’ frame is rigid after all, as is its body structure, while its significant suspension travel only aids ride compliance. Therefore, it made the ideal city companion, its suspension nearly eliminating the types of ruts and bridge expansion joints that intrude on the comfort levels of lesser SUVs, while its extreme height provides excellent visibility all around.

Those who spend more time on the open highway shouldn’t be wary of the G 550 either, as its ride continued to please and high-speed stability inspired confidence. I would’ve loved to have been towing an Airstream Flying Cloud in back to test its 7,000-lb rating (and given me more comfort than my tent), but I’m sure it can manage the load well, especially when factoring in its 2,650-kg (5,845-lb) curb weight.

Despite that heft, the G 550 performs fairly well when cornering, the previously noted Pirellis proving to be a good choice for everyday driving. I’ve previously driven the AMG-tuned G 63 on road and track, so the G 550’s abilities didn’t blow me away, but it certainly handles curves better than its blocky, brick-like shape alludes.

Braking is strong for such a big, heavy ute too, and while the G 550’s 416-horsepower 4.0-litre, twin-turbocharged V8 can’t send it from standstill to 100 km/h at the same 4.5-second rate as the 577-hp G 63, its 5.9 seconds for the same feat is nonetheless respectable, its 450 lb-ft of torque, quick-shifting eight-speed automatic, and standard four-wheel drive aiding the process perfectly, not to mention a very engaging Sport mode.

Engaging might not be the best word for it, mind you. In fact, I found the G 550’s Sport mode a bit too aggressive for my tastes, bordering on uncomfortable. It helps the big SUV shoot off the line with aggression, but the sheer force of it all snapped my head back into the seat’s pillowy headrests too often for comfort’s sake, but only when trying to move off the line in particularly quick fashion. When first feathering the throttle, as I usually drive, and then shortly thereafter dipping into it for stronger acceleration, it worked fine. I wish Mercedes’ had integrated a smoother start into the SUV’s firmware, but the requirement to use skill in order to get the most out of it was kind of nice too. All said, at the end of such tests I just left it in Eco mode for blissfully smooth performance and better economy.

Fuel sipping in mind, no amount of technology this side of turbo-diesel power (how I miss those days) can make this brute eco-friendly, with Transport Canada’s fuel economy rating measuring 18.0 L/100km city, 14.1 highway, and 16.3 combined. It’s not worse than some other full-size, V8-powered utilities, nor does it thirst for pricier premium fuel, but this might be an issue for those with a greener conscious.

Speaking of pragmatic issues, the G-Class is a bit short on cargo capacity when comparing to some of those full-size SUV rivals just noted, especially American branded alternatives such as the Cadillac Escalade and Lincoln Navigator. Then again, the G fares better when measuring up to similarly equipped European luxury utes, with the 1,079-litre (38.1 cu-ft) dedicated cargo area a sizeable 178 litres (6.3 cu ft) greater than the full-size Range Rover’s maximum luggage volume. Interestingly, both luxury SUV’s load-carrying capacity is an identical 1,942 litres (68.6 cu ft), which is ample in my books.

After my week with Mercedes’ top-line SUV, I can’t complain. Certainly, I would’ve liked a larger sunroof or, even better, something along the lines of the Jeep Wrangler Unlimited’s new Sky One-Touch Power Top that turns the entire rooftop into open air while still maintaining solid sides and back with windows, but this might weaken the G’s body structure and limit its 4×4 prowess. I also would’ve liked a wireless phone charger, and would have one installed if this was my personal ride.

Hopefully my next G-Class tester will be more suitable to wilderness forays, possibly as an updated gen-2 G 550 4×4²? Previous examples included portal axles like Mercedes’ fabulously capable Unimog, but in just about every other respect I was thoroughly impressed with this well-made luxury utility, and glad Mercedes stayed true to this model’s iconic 4×4 heritage. To me, the G-Glass is the ultimate on-road, off-road compromise, and I’d own one if money allowed.

Story and photos by Trevor Hofmann

CarCostCanada

Genesis expanding luxury lineup to include new 2022 GV70 compact crossover

2022 Genesis GV70 — The upcoming 2022 GV70 looks a lot like Genesis’ larger mid-size GV80.

Only last year we were wondering when Hyundai Motor’s new Genesis luxury division would enter the profitable crossover SUV sector, and now we not only have the GV80 mid-size model, but an all-new GV70 compact is on the way as well.

The GV70, which will be introduced for the 2022 model year, should arrive towards the end of this year, and if any of the brand’s other new models are a sign of things to come, it’ll be worth the wait.

If you were expecting anything other than a shrunken GV80 you’ll be disappointed, because the new GV70 merely takes Genesis’ latest design language to more affordable proportions. Squarely fitting within the compact luxury crossover SUV category, to duke it out with such stalwarts as Mercedes’ GLC, Audi’s Q5, Acura’s RDX, BMW’s X3 and the like, the GV70 proudly wears Genesis’ now trademark twinned horizontal LED headlamp clusters and similarly straked LED taillights at the rear, albeit forgoes the GV80’s front fender garnishes that follow the same pattern (there was likely no room to fit them into the smaller SUV’s design). We think the design looks cleaner without them, but no doubt many will disagree.

While the engine vent-style fender trim is a minor differentiator, the GV70 takes some significant departures from the GV80 inside, where the entire lower portion of the instrument panel appears inspired by surfboarding. The oval interface sits just under the gauge cluster before stretching across to the centre stack area, houses a bevy of controls that would normally be found on separate panels to the left of the driver’s knees and further down the centre console, but instead are placed on this horizontal housing. The design works aesthetically, and appears to follow a traditional layout as far as control placement goes, with the overall appearance being the only departure from the norm.

Up above, a fully digital instrument cluster can be found in the usual spot ahead of the driver, plus a large centre display is placed upright atop the dash, with infotainment and driving controls beautifully integrated within the lower console. The interior succeeds in making everything next to Mercedes’ GLC look outdated, which is a good way to cause newcomers to take notice of the Genesis brand.

Following compact luxury SUV tradition, the new GV70 shares underpinnings with the sporty G70 compact sedan, so it will no doubt be a lot of fun for its driver and require good seat bolstering for any passengers that come along for the ride (the GV70 seats up to five), as Genesis’ entry-level car is one of the better handlers in its highly competitive class.

As far as engines and transmissions go, we expect the base powertrain to be Genesis’ 2.5-litre turbocharged four-cylinder that makes 290 horsepower and 310 and lb-ft of torque in G70 trim, while an updated V6 will probably power higher priced GV70 models, the current six-cylinder putting out 375 horsepower and 391 lb-ft of torque in the GV80.

Speaking of new, Genesis has promised two new models per year until they fill up their lineup, so we can expect an even smaller subcompact luxury SUV as well as a smaller entry-level car, mostly likely along the lines of Audi’s popular A3 (it is the top seller in its class after all), but no one knows how many market segments (and niches) the brand will attempt to fill.

For the time being, Genesis offers the compact G70, mid-size G80 and full-size G90 sport-luxury sedans, as well as the new GV80 mid-size luxury crossover SUV, which can all be priced out with trims and options by going to their individual pages within CarCostCanada, where you’ll also be able to find out about any manufacturer rebates, manufacturer backed leasing and financing deals, and dealer invoice pricing that could save you thousands. Learn how a CarCostCanada membership works too, and be sure to download the free CarCostCanada app from the Apple Store or Google Play Store in order to have all of this key information at hand when you need it most.

Story credits: Trevor Hofmann

Photo credits: Genesis

CarCostCanada

2021 Volvo XC40 T5 AWD Momentum Road Test

If you haven’t considered the XC40 before, you’re in for a treat. It’s the smallest Volvo available, fitting into the subcompact luxury SUV segment and therefore going up against BMW’s X1, Mercedes’ GLA and B-Class, Lexus’ UX and others, plus due to the Swedish brand no longer offering a compact hatch (the C30 was discontinued in 2013 and its V40 successor was never imported), this little crossover is now its entry-level model.

I, for one, am a big fan of this little SUV. It’s stylish, fun to drive, thrifty, well made, and as innovative as crossover sport utilities come. In case you didn’t know, the XC40 has been around since the 2020 model year, and full disclosure forces me to let you in on the fact that this test model is actually a 2020. Fortunately, changes to the 2021 XC40 are minimal, with my tester’s Amazon Blue exterior colour choice unfortunately being discontinued this year.

As much as I like it, Amazon Blue won’t be popular with manly men, as it’s a bit on the feminine side. This said, I’ve seen a few around and they’re quite catching. In fact, this metrosexual boomer had no issue being seen in the powdery blue SUV, especially when push came to shove and I was able to scoot away from stoplight oglers as if they were standing still.

Yes, the XC40 is mighty quick thanks to 248 horsepower and 258 lb-ft of torque in as-tested T5 trim, its eight-speed automatic shifting gears quickly yet smoothly, its all-wheel drive completely eliminating tire slip, and its lightweight mass making the most of the available energy output. This is a really fun SUV to drive, the optional 2.0-litre turbo-four always willing to jump off the line or say so long to slower moving highway traffic. This said, my test model’s Momentum trim comes standard with a less potent version of the same engine, the T4 model powering all wheels with 187 horsepower and 221 lb-ft of torque, which should be good enough for all but the most enthusiastic of speed demons.

The eight-speed auto includes a gas-sipping auto start/stop system that aids the T4 in achieving a 10.2 L/100km city, 7.5 highway and 9.0 combined fuel economy rating, whereas the T5 gets a claimed 10.7 in the city, 7.7 on the highway and 9.4 combined. I recommend Eco mode for extracting the most efficiency, of course, but default Comfort mode is quite thrifty too. Volvo also includes a Dynamic sport setting when needing to get somewhere quickly, whereas an Individual mode can be set up for your own personal driving style.

While I really like the as-tested Momentum model, especially with its upgraded 235/50 all-season Michelin tires on 19-inch wheels that certainly improve performance over the base model’s 18-inch 235/55s, I’d put my own money on an XC40 R-Design for the paddle shifters alone (although it also comes standard with the T5 all-wheel drivetrain, and is the only trim that can be had in new Recharge P8 eAWD Pure Electric power unit), these helping to make this sporty little SUV a lot more engaging at the limit.

That’s where the so-equipped XC40 really shines, its handling fully capable when pushed hard and overall grip surprisingly steadfast, especially when considering its excellent ride quality. Even when slicing and dicing this little cutie through some local mountain backroads it never caused concern, while in-town point-and-shoot manoeuvres were a breeze made even easier thanks to the SUV’s generous ride height. It’s all due to a fully independent suspension with front aluminium double wishbones and an integral-link rear setup, composed of a lightweight composite transverse leaf spring.

Even better from a luxury standpoint, the XC40 feels like it was honed from a solid block of aluminum alloy, the body’s structural integrity never in doubt. I appreciated the SUV’s quiet, hushed, big SUV experience despite its diminutive size, this cocooning quality complemented by properly insulated doors that thunk closed in an oh-so satisfying way, and refinement that goes a step above most subcompact luxury SUV peers.

For a moment, pull your eyes away from the exterior’s classic crested Volvo grille, stylishly sporty Thor’s hammer LED headlamps, sharply honed front fascia, and uniquely tall “L” shaped LED tail lamps, not to mention the satin-silver accents all-round, and instead focus on this little crossover’s luxuriously appointed interior. Keeping in mind this is the XC40’s most basic of trims, Momentum gets very close to R-Design materials quality, featuring such premium staples as fabric-wrapped roof pillars, a soft, pliable dash-top covering and equally plush door panels, stitched leather armrest pads, and carpeted door pockets (that are big enough to slot in a 15-inch laptop along with a large drink bottle).

Don’t expect such niceties below the waistline, but Volvo uses a soft-painted harder composite that feels nice, while the woven roof liner looks good and surrounds an even more appealing panoramic sunroof featuring a powered translucent fabric sunshade. You’ll find controls for the latter on a nicely sorted overhead console, otherwise filled with LED lights hovering over a frameless rearview mirror.

Following Volvo tradition, the driver’s seats is wonderfully adjustable and wholly comfortable no to mention supportive, with more than adequate side bolstering plus extendable lower cushions that cup under the knees nicely (a favourite feature of mine). The leather used to cover all seats is above par, by the way, and they come with the usual three-way warmers up front, plus a steering wheel rim heater.

Most body types should fit into this little ute without issue, whether positioned front or back, while the rear seats expand the relatively generous cargo hold—from 586 litres (20.7 cubic feet) to 917 litres (32.4 cubic feet)—via the usual 60/40 division. This said a highly useful centre pass-through provides stowage of longer items like skis when two rear passengers want to use the more comfortable window seats.

While all this is very good, Volvo wasn’t merely satisfied to provide the expected luxury, performance and styling elements to their entry-level ute and call it a day, but instead went the extra measure to include a lot of handy innovations that make life easier. Being that I left off in the cargo compartment, I might as well star this section of the review off by noting the useful divider housed within the cargo floor. Once lifted up into place to stand vertically, I found it especially helpful for stopping groceries from escaping their bags, particularly when using the three bag hooks on top to keep them in place.

Moving up front you’ll find another handy hook within the glove box, which can be pivoted into place when wanting to hang a purse, garbage bag or what-have-you, while just to the left of the driver’s knee are two tiny slots for stowing gas cards. The XC40 can be had with all the segment’s best electronic helpers too, like a powered rear hatch that automatically lifts when waving a foot under the rear bumper, automated self-parking, and all the latest driver aids like autonomous emergency braking for the highway and city, lane change alert with automated lane keeping, etcetera, but some might find the XC40’s standard gauge cluster even more compelling.

It’s fully digital right out of the box, measuring 12.3 inches and sporting a graphically animated speedometer and tachometer plus a big centre information display featuring integrated navigation mapping with actual road signs, phone info and the list goes on. Like some competitive clusters, the multi-information display can be set to take over the majority of the driver display, thus shrinking the primary instruments. It’s a superb system that I almost like as much as Volvo’s Sensus infotainment system.

The latter is comprised of a 9.0-inch vertical touchscreen that comes closest to mimicking a tablet than anything else in the auto industry, especially when utilizing Apple CarPlay (not so much for Android Auto). Being that I currently use a Samsung, I keep the Volvo interface in play at all times, and absolutely love the audio “page” that not only shows all SiriusXM stations nicely stacked in sequence, but real-time info on which artist and song is playing. This way you can quickly scan the panel and choose a station, never missing a favourite song.

The base audio system is impressive too, as is the active guideline-infused parking camera, especially if the overhead version is included, and nav directions are always spot on, while the as-tested dual-zone climate control interface is ultra-cool thanks to colourful pop-up menus for each zone’s temperature setting and an easy-to-use pictograph for directing ventilation.

A list of standard Momentum features not yet mention include remote start from a smartphone app, rain-sensing wipers, cruise control, rear parking sonar with a visual indicator on the centre display, Volvo On Call, all the expected airbags including two for the front occupants’ knees, plus more, all for only $39,750 plus freight and fees.

If you’d like to save thousands more, make sure to check out CarCostCanada that will show you how to immediately knock off $1,000 from a 2021 XC40 and keep up to $2,000 in additional incentives from a 2020 model. CarCostCanada provides members with real-time manufacturer leasing and financing info too, plus manufacturer rebate info, and best of all, dealer invoice pricing that could save you thousands more. Find out how the CarCostCanada program works, and be sure to download the free CarCostCanada app from the Google Play Store or the Apple Store.

No matter the price you pay, the XC40 is a compact luxury SUV worth owning. It combines a higher level of refined luxury than most peers and superb performance all-round, with plenty of style and practicality. This is a crossover I could truly live with day in and day out, even painted in my tester’s playful powder blue hue.

Story and photos by Trevor Hofmann

CarCostCanada

2020 Toyota 4Runner Venture Edition Road Test

Want to drive an icon? Or maybe you’re just satisfied with a car-based crossover that’s little more than a tall station wagon with muscled-up, matte-black fender flares? I thought not. You wouldn’t be here if you merely wanted a grocery-getter, unless those groceries happen to necessitate a fly rod or hunting rifle to acquire.

Toyota’s 4Runner is idea for such excursions, and makes a good family shuttle too. I’d call it a good compromise between city slicker and rugged outdoorsman, but it’s so amazingly capable off-road it feels like you’re not compromising anything at all, despite having such a well put together interior, complete with high-end electronics and room to spare.

To be clear, I’m not trying to say the 4Runner is the most technically advanced 4×4 around, because it’s actually somewhat of a throwback when it comes to mechanicals. Under the hood is Toyota’s tried and true 4.0-litre V6 that’s made 270 horsepower and 278 lb-ft of torque since 2010, when this particular 4Runner generation arrived on the scene. That engine was merely an update of a less potent version of the same mill, which was eight years old at the time. The five-speed automatic it’s still joined up with hails from 2004, so mechanically the 4Runner is more about wholly proven reliability than leading edge sophistication, resulting in one of the more dependable 4x4s currently available, as well as best in the “Mid-size Crossover/SUV” class resale value according to The Canadian Black Book’s 2019 evaluation. Still, while the 4Runner might seem like a blast to the past when it comes to mechanicals, this ends as soon as we start talking about off-road technologies.

I’m not talking about the classic second shift lever that sits next to the auto shifter on the lower centre console, this less advanced than most other 4x4s on the market that simply need the twist of a dash- or console-mounted dial to engage their four-wheel drive systems’ low ratio gears. The 4Runner’s completely mechanical setup first takes a tug rearward to shift it from H2 (rear-wheel drive) to H4 (four-wheel drive, high), which gives the SUV more traction in inclement weather or while driving on gravel roads, but doesn’t affect the speed at which you can travel. You’ll need to push the same lever to the right and then forward in a reverse J-pattern when wanting to venture into the wild yonder, this engaging its 4L (four-wheel drive, low) ratio, thus reducing its top speed to a fast crawl yet making it near invincible to almost any kind of terrain thrown at it.

My test trail of choice featured some deeply rutted paths of dried mud, lots of soft, slippery sand, and plenty of loose rock and gravel, depending on the portion of my short trek. For overcoming such obstacles, Toyota provides its Active Trac (A-TRAC) brake lock differential that slows a given wheel when spinning and then redirects engine torque to a wheel with traction, while simultaneously locking the electronic rear differential. The controls for this function can be found in the overhead console, which also features a dial for engaging Crawl Control that maintains a steady speed without the need to have your right foot on the gas pedal. This means you’re free to “stand” up in order to see over crests or around trees that would otherwise be in your way. Crawl Control offers five throttle speeds, while also applying brake pressure to maintain its chosen speed while going downhill.

Moving up the 4×4 sophistication ladder is the 4Runner’s Multi-Terrain Select system, which can be dialed into one of four off-road driving modes that range from “LIGHT” to “HEAVY” including “Mud, Sand, Dirt”, “Loose Rock”, “Mogul”, and “Rock”. Only the lightest mud, sand and dirt setting can be used in H4, with the three others requiring a shift to L4.

Fancy electronics aside, the 4Runner is able to overcome such obstacles due to 244 millimeters (9.6 inches) of ground clearance and 33/26-degree approach/departure angles, while I also found its standard Hill Start Assist Control system is as helpful when taking off from steep inclines when off-pavement as it is on the road. In the event you get hung up on something underneath, take some confidence in the knowledge that heavy-duty skid plates will protect the engine, front suspension and transfer case from damage.

While I personally experienced no problem when it came to ground clearance, my Venture Edition tester came with a set of standard Predator side steps that could get in the way of protruding rocks, stumps or even crests. They hang particularly low, and while helpful when climbing inside (albeit watch your shins), might play interference.

For $55,390 plus freight and fees, the Venture Edition also includes blacked out side mirrors, door handles (that also include proximity-sensing access buttons), a rooftop spoiler, a windshield wiper de-icer, mudguards, and special exterior badges. Inside, all-weather floor mats join an auto-dimming rearview mirror, HomeLink garage door remote controls, a powered glass sunroof, a front and a rear seating area USB port, a household-style 120-volt power outlet in the cargo area, active front headrests, eight airbags, and Toyota’s Safety Sense P suite of advanced driver assistance systems, including an automatic Pre-Collision System with Pedestrian Detection, Lane Departure Alert, Automatic High Beams, and Dynamic Radar Cruise Control. Options not already mentioned include a sliding rear cargo deck with an under-floor storage compartment.

The Venture Edition also features an awesome looking Yakima MegaWarrior Rooftop Basket, which allows for extra cargo carrying capacity on top of the SUV. While really useful for camping trips and the like, it’s tall and can make parking in urban garages a bit tight to say the least. In fact, you may not be able to park in some closed cover parking lots due to height restrictions, the basket increasing the already tall 4Runner Venture Edition’s ride height by 193 mm (7.6 in) from 1,816 mm (71.5 in) to 2,009 mm (79.09 in). The basket itself measures 1,321 millimetres (52 inches) long, 1,219 mm (48 in) wide, and 165 mm (6.5 in) high, so it really is a useful cargo hold when heading out on a long haul.

Heading out on the highway in mind, my Venture Edition tester’s 17-inch TRD alloys and 265/70 Bridgestone Dueller H/T mud-and-snow tires did as good a job of managing off-road terrain as they held to the pavement, making them a good compromise for both scenarios. In such situations you’ll no doubt appreciate another standard Venture Edition feature, Toyota’s Kinetic Dynamic Suspension System (KDSS) that reduces body lean by up to 50 percent at high speed. This is important in a body-on-frame SUV that’s primarily designed for off-road, and thus comes with lots of wheel travel and a relatively soft suspension that’s easy on the backside through rough terrain. It’s a heavy beast too, weighing in at 2,155 kg (4,750 lbs), so KDSS really makes a difference on the highway, especially when the road gets twisty and you want to keep up with (and even exceed) the flow of traffic. It’s actually pretty capable through curves thanks to an independent double-wishbone front suspension and a four-link rear setup, plus stabilizer bars at both ends, but don’t expect it to stand on its head like Thatcher Demko did on the Canuck’s recent Vegas Golden Knights’ playoff run, or you’ll likely be hung upside down like the rest of the Vancouver team were when physicality overcame reality.

Physicality in mind, the 4Runner’s powered driver seat was very comfortable during my weeklong test, even when off-road. I was able to adjust the seat and tilt/telescopic steering wheel to a near ideal position for my somewhat oddly proportioned long-legged, short-torso five-foot-eight frame, allowing comfortable yet fully controlled operation, which hasn’t always been the case in every Toyota product, and some other brands’ I should add.

It’s also comforting its other four seats, the Venture Edition standard for five occupants while other 4Runner trims offer three rows and up to seven passengers. I’ve tested the latter before, and let’s just say they’re best left to kids or very small adults, although this five-seat model provides plenty of leg, hip, shoulder and head room in every position.

Even without the noted basket on top, the 4Runner provides 1,336 litres (47.2 cu ft) of cargo space behind its second row of seats, which I found more than ample for carrying all my gear. I tested it during the summer so didn’t find reason to use the 20-percent centre pass-through portion of its ultra-handy 40/20/40-split rear seatbacks, but this would be a dealmaker for me and my family due to our penchant for skiing. When all three sections of the rear seat are lowered the 4Runner offers up to 2,540 litres (89.7 cu ft) of max storage, which again is very good, while the weight of said payload can be up to 737 kg (1,625 lbs). Also important in this class, all 4Runners can manage trailers up to 2,268 kg (5,000 lbs) and come standard with a receiver hitch and wiring harness with four- and seven-pin connectors.

You won’t be able to achieve the 4Runner’s claimed 14.8 L/100km city fuel economy rating when fully loaded with gear and trailer, mind you, or for that matter its 12.5 L/100km highway rating or 13.8 combined estimate. My tester was empty other than yours truly and sometimes one additional passenger, so I had no problem matching its potential efficiency when going light on the throttle and traveling over mostly flat, paved terrain in 2H (two-wheel drive, high). If it seems thirsty to you, consider that it only uses regular fuel and will give you back much of its fuel costs in its aforementioned resale/residual value when it comes time to sell, as well as dependability when out of warranty.

One of the reasons the 4Runner holds its value is lack of change, although Toyota wholly improved this 2020 model’s infotainment system for a much better user experience and lots of advanced features. The 8.0-inch touchscreen incorporates Android Auto, Apple CarPlay, Amazon Alexa and more, while I found its Dynamic Navigation with detailed mapping very accurate. The stock audio system decent as well, standard satellite radio providing the depth of music variety I enjoy (I’m a bit eclectic when it comes to tunes), while the backup camera only offers stationary “projected path” graphic indicators to show the way, but the rear parking sensors made up for this big time. Additional infotainment functions include Bluetooth phone connectivity, a helpful weather page, traffic condition info and apps, meaning that it really lacks nothing you’ll need.

The primary instruments are somewhat more dated in appearances and functionality, but they still do the job. The Optitron analogue dials offer backlit brightness for easily legibility no matter the outside lighting conditions, and the multi-information display in the middle includes the usual assortment of useful features.

My 4Runner Venture Edition interior’s fit, finish and general materials quality was actually better than I expected, leaving me pleasantly surprised. All of its switchgear felt good, even the large dash-mounted knobs, which previously felt too light and generally substandard, are now more solid and robust. Tolerances are tight for the other buttons and switches too, and therefore should satisfy any past 4Runner owner.

The overall look of the dash and door panels is rectangular, matching the SUV’s boxy exterior style. That will probably be seen as a good thing by most traditionalists, its utilitarian appeal appreciated by yours truly, at least. I was surprised to see faux carbon fibre-style trim on the lower console, and found the dark glossy metallic grey surfacing chosen for the centre stack, dash trim and door panel accents better than shiny piano black plastic when it comes to reducing dust and scratches. Padded and red stitched leatherette gets added to the front two-thirds of those door panels, by the way, the same material as used for the side and centre armrests, while Toyota adds the red thread to the SofTex-upholstered seat side bolsters too, not to mention some flashy red “TRD” embroidery on the front headrests. Again, I think most 4Runner fans should find this Venture Edition plenty luxurious, unless they’re stepping out of a fully loaded Limited model.

Being that we’re so close to the 2021 model arriving, take note it will arrive with standard LED headlamps, LED fog lights, and special Lunar Rock exterior paint, while new black TRD alloys will soon get wrapped in Nitto Terra Grappler A/T tires for better off-road traction. Additionally, Toyota has retuned the 2021 model’s dampers to improve isolation when on the trail. Word has it a completely new 4Runner is on the way for 2022, so keep this in mind when purchasing this 2020 or one of the upgraded 2021 models.

Also worthwhile to keep in mind is Toyota factory leasing and financing on this 2020 4Runner from 3.99 percent, or zero-percent factory leasing and financing on 2019 models if you can locate one. Check out 2019 and 2020 Toyota 4Runner Canada Prices pages to find out more, and remember that a CarCostCanada membership won’t only notify you of available financing and leasing rates, but also provides available rebate information as well as all-important dealer invoice pricing that can save you thousands when negotiating your next new vehicle purchase. Download the free CarCostCanada app from the Apple Store or Google Store to make sure you have all this critical info available whenever you need it. After all, why should you pay more if you don’t have to?

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

CarCostCanada

Nissan gives its best-selling Rogue a ground-up redesign for 2021

2021 Nissan Rogue — Nissan has given its redesigned Rogue a more rugged new look for 2021, and we like what we see.

The Rogue is without doubt Nissan’s most important vehicle, selling in greater numbers than any other in its lineup.

Last year the Japanese brand’s compact SUV found 37,530 Canadian buyers, compared to 18,526 for the subcompact Qashqai crossover, 16,086 for the even smaller city car-sized subcompact Kicks crossover, 12,000 for the mid-size Murano crossover, 7,719 for the compact Sentra sedan, 6,361 for the now discontinued Micra city car, 5,704 for the mid-size three-row Pathfinder SUV, 3,723 for the mid-size Frontier pickup truck, 3,342 for the mid-size Altima sedan, 2,881 for the compact Leaf EV, 2,807 for the full-size Titan pickup truck (both half-ton and 3/4-ton versions), 2,369 for the now defunct subcompact Versa Note hatchback, 1,783 for the NV200 compact commercial van, 971 for the full-size Maxima flagship sedan, 807 for the NV full-size commercial van (both cargo and passenger versions), 593 for the full-size (and real flagship) Armada SUV, 500 for the iconic 370Z sports car, and finally 53 for the nearly unbeatable GT-R super-coupe.

Interestingly, the only Nissan model to lead its segment in deliveries was the Micra (RIP), with some displaying woefully poor performance on the sales charts compared to their competitors, the Sentra, Altima, Pathfinder, Frontier, Titan and full-size NV van particularly, while doing well yet not at the very top of their respective categories are the Leaf, Kicks, Qashqai and, yes, you guessed it, the Rogue.

Nissan desperately needs a hit, and while the Rogue won’t likely race past the RAV4’s comparatively (to everything else) interstellar numbers last year, selling 65,248 units to Honda’s 55,859 CR-Vs, it could rise to third by overtaking the Ford Escape’s 39,504 deliveries once calendar year 2021 is in the rearview mirror. Of course, 2020 will either be a negative blip on the sales chart radar or the beginning of a downturn, but either way there will be winners and losers throughout this year and in the years that follow, and all the changes made to the new 2021 Rogue appear to be putting it on the right side of the balance sheet.

Like it or not, rugged, blocky styling is in for modern SUVs, and soft, smooth curves are out. All we need to do is look at the aforementioned RAV4 to appreciate how true this appears to be. Fortunately for Nissan, the 2021 Rogue is gone all brazen, with a tougher look that should be very appealing in its small SUV segment.

We shouldn’t go so far as to call it aggressive, but the new Rogue definitely comes across as more assertive than the outgoing model. It gets a bolder version of Nissan’s squared off V-motion grille at the front and new black D pillars at the rear, the latter coming close to the “floating roof” concept initiated by the previously noted Maxima and Murano. This looks even better when opting for new two-tone exterior colour combinations that allow for a fully black roof. Tough looking lower body cladding muscles up its look further, enhanced by new “U-shape” bodyside panels, while the sharp looking LED tail lamps don’t deviate quite as much from those on the old model as the entirely new multi-level LED head lamps.

In an automotive world that almost always grows outwardly it’s refreshing to learn that this new Rogue actually arrives shorter by 1.5 inches than its predecessor, while it also slices 0.2 inches from road to rooftop. This won’t likely be noticeable inside, but the subtle dimensional shrinkage contributes to the updated SUV’s more upright look without causing it appear too chunky.

While Nissan hasn’t announced a specific off-road trim for its new 2021 Rogue, the RAV4 being the only small SUV to do so with its near-4×4-capable 2019-2020 Trail version and the even more robust TRD Off Road Package now available for the 2020 model year, it’s unfair to claim the new Rogue’s rugged image is only surface deep.

With trims featuring the brand’s Intelligent All-Wheel Drive, a centre console-mounted Drive Mode Selector boasts an “Off-road” setting for overcoming more challenging terrain. Don’t expect it to keep up with the old Xterra or current Armada, but be confident it will be able to make its way over protruding rocks and other moderately sized obstacles emanating from the gravel on the way to the family cabin. Nissan also provides a “Snow” mode that does similarly for slippery road/trail surfaces, while the Drive Mode Selector also features Standard, Eco and Sport settings for normal conditions, these last three being the only settings offered with front-wheel drive models.

Benefiting traction yet more, new Rogue AWD models feature a Vehicle Motion Control System that Senior Vice President of Research and Development at the Nissan Technical Centre North America Chris Reed claims will do “what a human can’t.”

“The all-new Vehicle Motion Control predicts what the driver is trying to do by monitoring steering, acceleration and braking,” says Reed. “It can then step in and help to smooth things out.”

In a nutshell, Vehicle Motion Control (VMC) combines with the new Rogue’s all-wheel drive system and its Drive Mode Selector to provide four-wheel control individually, enhancing line traceability so as to smooth out curves via the braking system’s ABS. It can even apply a single brake pad in order to do so. VMC, that incorporates a chassis control module that continuously “monitors and adjusts engine, transmission, Vehicle Dynamic Control, all-wheel drive and steering functions,” is particularly useful when “driving on snowy slopes, deep snow, snow flat turning and off-road driving (such as beach or dirt trails),” confirmed a press release.

The Rogue’s Intelligent All-Wheel Drive system now features an electro-hydraulic controlled clutch that disseminates torque more quickly and more precisely due to its ability to predict front-wheel slippage. This improves rear torque distribution as well as greater traction and responsiveness.

Responsiveness in mind, a new faster-ratio rack electric power steering design is said to speed up turn-in, while a rigid six-position front suspension mounting and reworked multi-link rear suspension should go further to benefit handling.

Better road-holding matters because the new 2021 Rogue receives 11 additional horsepower and 6 more lb-ft of torque via a revised direct-injection 2.5-litre four-cylinder engine. This results in 181 horsepower and 181 lb-ft of torque, with much of the gains coming from a mirror bore coating technique that reduces friction for better efficiency, as well as a new variable displacement oil pump, plus an integrated exhaust manifold, and finally an e-VTC intake valve.

Nissan has long been a technology leader under the hood and within the chassis, not to mention in advanced driver assistive systems (ADAS), the new model carrying forward with its innovative Rear Door Alert system that warns the driver when something or someone may have been left in the rear seating area, while also adding new Intelligent Driver Alertness to monitor steering patterns and recommend a break when detecting drowsiness, plus Easy Fill Tire Alert to maintain ideal tire pressure.

Continuing on the ADAS theme, Nissan’s Safety Shield 360 is a suite of essential systems featuring Intelligent Emergency Braking with Pedestrian Detection, Blind Spot Warning, Lane Departure Warning, Rear Cross Traffic Alert, and High Beam Assist, while Rear Intelligent Emergency Braking is now standard too, this technology automatically stopping the Rogue before backing into an obstacle or worse, into a child or traffic.

Traffic Sign Recognition, Blind Spot Intervention and Intelligent Cruise Control with improved stop-and-go are available with the new Rogue as well, the latter feature coming as part as an upgraded ProPilot Assist hands-on-wheel partial self-driving system. The new Rogue’s safety kit is improved further with 10 standard airbags instead of just six, plus extended crumple zones to protect occupants during impact. Yet more extras include new four-door Intelligent Key that lets driver and passengers open all four doors, this being part of the updated SUV’s “Family Hub” group of features that also adds tri-zone auto climate control.

Now that we’re inside focused on the centre stack, the standard 8.0-inch infotainment touchscreen display (already sizeable for the segment) is optionally 1.0-inch larger, while Apple CarPlay and Android Auto are standard no matter which trim is chosen, with Google Maps and Waze featuring voice recognition also available.

Even more advanced, the new Rogue sports a customizable 12.3-inch “Digital Dashboard” instrument cluster ahead of the driver, which totally replaces the more conventional instruments with a crisp, colourful high-definition TFT display, although take note that the base model still incorporates a 7.0-inch multi-information display between its dials, which not only is 2.0 inch bigger than the outgoing model’s base cluster, but is fully customizable too. What’s more, a massive 10.8-inch head-up display can be projected onto the windshield so all critical info is as easy as possible to see without taking one’s eyes from the road.

All of this impressive gear is housed in an interior that looks much nicer than its predecessor and most rivals, with plenty of premium-level pliable surfaces as well as nicer available Prima-Tex leatherette and quilted semi-aniline leather upholsteries, in no-cost optional Graphite, Grey or Tan. Better wood grains and metallic trims add to the upscale ambiance, while supporting driver and front passenger is a set of NASA-inspired Zero Gravity seats that feature standard front heaters.

The steering wheel is also heated in base trim, while rear outboard seat warmers are available, as is two-position driver-side memory. A surround parking camera system dubbed Intelligent Around View Monitor is also available, this useful feature combined with the previously noted rear driver assistance systems.

Also notable, Nissan’s adoption of a fully electronic transmission allows for a smaller, shorter and generally smarter electronic shift lever, while thanks to this there is plenty of space for stowing personal items below the “floating” centre console.

Storage in mind, Nissan still hasn’t given the Rogue a rear centre pass-through or 40/20/40 split-folding rear seats despite some competitors anteing up with this much more convenient option. This allows users to stow longer items, such as skis, down the centre while rear passengers benefit from the more comfortable, optionally heatable rear window positions, but this said Nissan has provided one-touch automated folding with “an available remote fold feature” for added convenience. The Rogue’s innovative Divide-n-Hide cargo system is also available once again, as is a powered opening/closing and Motion Activated Liftgate that allows access merely by kicking one’s foot under the rear bumper.

The 2021 Rogue is once again available in three trims, starting with the base S that’s followed by SV and Platinum models. Deliveries will begin this fall, with pricing expected closer to the model’s launch.

As intriguing as the new 2021 Rogue might appear, some would rather benefit from the steep discounts currently being offered by Nissan Canada and its dealer organization. In fact, a quick check of our 2020 Nissan Rogue Canada Prices page showed up to $5,000 in additional incentives at the time of writing, which is a staggering savings for an SUV in this price class. To learn about all the available manufacturer rebates, financing and leasing opportunities, and dealer invoice pricing that could save you thousands on any new model, find out how a CarCostCanada membership will put money back in your wallet, and while you’re at it make sure to download our free mobile app from the Google Play Store or Apple Store.

Story credits: Trevor Hofmann

Photo credits: Nissan

CarCostCanada

2019 Mazda CX-5 Signature Diesel Road Test

No sooner did Mazda bring its long awaited CX-5 Diesel to market and it’s now gone, or at least it doesn’t appear to be coming back for the 2020 model year or anytime in the near or distant future. As it is, their SkyActiv-D (Diesel) powerplant didn’t catch on with enough CX-5 customers, and despite only being available for 2019 (and still possible to find as a new vehicle from Mazda retailers at the time of writing) can no longer be found on the brand’s retail website.

As for its diesel engine program, it’s remotely possible Mazda may once again offer a compact or mid-size B-Series pickup truck here like it does with its Isuzu-based BT-50 in Asian, Middle Eastern, African, plus Central and South American markets (although that truck uses a 3.0-litre four-cylinder Isuzu diesel), the potential volume of such vehicles sold by Toyota, GM, Ford, and to some extent Nissan (we’ll see if the new Frontier is able to claw back neglected and therefore lost market share when it finally goes on sale) no doubt tempting, although I highly doubt it fits within their near-premium, sport-luxury North American strategy (the interior looks impressive though). Thus, we’ll probably see a greater focus on SkyActiv-G (Gasoline) technology and, who knows, maybe even a hybrid or two now that they’ve unveiled a new EV at the most recent Tokyo motor show.

Right now you have the opportunity to purchase one of the last handful of new 2019 Mazda CX-5 Signature Diesel (or SkyActiv-D) SUVs available until they’ll only come up once in a while on the pre-owned market (and diesel owners tend to keep their cars for longer than average, so don’t hesitate if you want one sooner than later). Most buyers in this class never knew a turbo-diesel option was even available last year, despite Mazda’s SkyActiv-D being a much-anticipated new option for years amongst the engine-type’s faithful. It took a lot longer to become reality than Mazda originally planned, probably because of the fallout ensuing from Volkswagen’s 2015 Dieselgate scandal, and possibly due to little marketing fanfare only lasted a single model year. Its departure has stunned a number of diesel fans that have made their outrage known on social media, but it hasn’t even caused a buzz from the majority of Mazda owners that, as noted, didn’t even know what they were missing.

If Mazda had asked me, I would have told them not to bother with the diesel, because oil burners are now only appreciated in trucks and sometimes SUVs here in the North American markets, particularly if they’re off-road oriented. For instance, a torque-rich diesel makes sense in Jeep’s 4×4-ready Wrangler and therefore should gain some reasonable traction despite its outrageous $7,395 price tag (and that’s not even including the $1,795 required for the eight-speed automatic), but GM recently tried pulling the Chevy Colorado and GMC Canyon’s turbo-diesel over to its compact Equinox to little effect (and even tried a diesel within its car lineup). The fact Toyota, possibly the one manufacturer capable of pulling off a successful diesel option in their Tacoma, Tundra, 4Runner or Sequoia (not to mention the Land Cruiser in the U.S.), isn’t even trying says a lot, but we should nevertheless give Mazda high marks for bravery.

Unlike VW, which has now abandoned diesel-power altogether, Mazda’s SkyActiv-D engine actually met Canada’s strict emissions regulations for the 2019 model year, which shows that it’s cleaner and greener than any oil burner offered by the Germans, all of which killed off their diesels in our market soon after the aforementioned Dieselgate kafuffle. Mazda’s diesel would have no doubt passed 2020 regulations as well, being as they haven’t changed, but now this achievement hardly matters.

Rather than blather on about a diesel-powered 2019 CX-5 you might be able to get your hands on if you’re lucky, I’ll instead give you a quick rundown of both 2019 and 2020 models with the various model year changes. If you can get into a 2019 model, whether diesel or gasoline powered, you’ll benefit from up to $2,500 in additional incentives, incidentally, whereas the 2020 model only has about $1,000 on the hood. You can find out more about such money-saving details on our 2019 Mazda CX-5 Canada Prices page or 2020 Mazda CX-5 Canada Prices page, by the way, and after that become a CarCostCanada member to take advantage of all the savings. We inform you about manufacturer rebates, manufacturer financing and leasing deals, dealer invoice pricing info that could very well save you thousands, plus more, so make sure to find out how it works and then download our free app from the Google Play Store or Apple Store.

Looking back at our just-mentioned 2019 Mazda CX-5 Canada Prices page immediately shows that the 2.2-litre twin-turbo-diesel SkyActiv-D engine is only available with the top-tier Signature trim line for $45,950 (plus freight and fees). Signature trim was entirely new to the CX-5 for the 2019 model year, and uniquely pulled Mazda’s compact crossover SUV closer to the premium brand status than any other mainstream model in this class, other than maybe Buick that’s long spanned the divide between volume and luxury.

Additional 2019 CX-5 trims include the entry-level GX that starts at $27,850 with front-wheel drive (FWD) or $29,850 with all-wheel drive (AWD), the second-rung GS at $30,750 with FWD or $32,750 with AWD, and the former top-tier GT (Grand Touring in the U.S.) that starts at $37,450 before topping out at $39,450 when upgrading to its 2.5-litre turbocharged SkyActiv-G (gasoline) engine. Of note, GT and Signature trims comes standard with Mazda’s i-Activ AWD.

The CX-5 Signature, standard with the just-mentioned 2.5-litre turbo gasoline powerplant for $40,950, plus available with the aforementioned diesel, builds on the already nicely equipped CX-5 GT by adding features such as LED cabin lighting, a 7.0-inch digital primary gauge cluster, a cleaner looking frameless centre mirror, real Abachi hardwood trim on the dash and door panels, as well as dark brown Cocoa Nappa leather upholstery and trim.

The Signature pulls plenty of features up from the GT too, including front and rear signature lighting, adaptive headlights, LED fog lamps, power-folding exterior mirrors, proximity keyless access, traffic sign recognition, two-zone auto climate control, a navigation system, 10-speaker audio with integrated satellite radio, a universal garage door opener, a 10-way powered driver’s seat, a six-way power-adjustable front passenger’s seat, and more, while leather upholstery in black or no-cost white makes the GT plenty luxurious all on its own.

Speaking of luxury, the CX-5 comes with a few finishings more likely to only be found in premium offerings, such as cloth-wrapped A pillars, premium-like padded cabin surfaces on the dash top, upper and lower instrument panel, lower console edges, door uppers front and back, and armrests all-round, while the CX-5 also boasts a plenty of brushed aluminum trim bits all over the interior, some even upgraded with knurled edging for a particularly impressive look. It’s fairly upscale switchgear from a mainstream brand, making me wonder whether Mazda will eventually try to lift itself up into premium territory in price as well as quality.

To this end, the SkyActiv-D turbo-diesel suits an upwardly mobile brand like Mazda better than some others, being that diesels have long been the stuff of Mercedes-Benz, Audi, and BMW, plus more recently Jaguar and Land Rover. I’d be remiss not to mention Volkswagen again, because not too long ago oil burners made up more than half of their Canadian sales, but now all of the just-noted German brands are on a different trajectory, embracing plug-in electric mobility at a much greater development cost and no sure promise of profits (even mighty Tesla had never managed more than two sequential quarters of profits as of this review’s publication date).

As for Mazda’s SkyActiv-D engine, it only produces 168 horsepower, but then again it puts out a very strong 290 lb-ft of torque. Such low horsepower, high torque ratios are par for the course when it comes to diesels, by the way, but it’s not like the CX-5 Signature’s standard 2.5-litre SkyActiv-G engine is without merits. Count them, 227 gasoline-fed horses and a grand total of 310 lb-ft of torque when said gasoline is 93 octane or higher. When cheaping out at the pump you can expect the same torque yet only 250 horsepower, but that’s still an impressive number for this class. What’s more, the 2020 version of this engine is capable of an even more satisfying 320 horsepower, which will make the upcoming 2021 Mazda3 AWD, just announced to receive this powertrain as an option, a serious sport sedan rivalling true luxury brands.

I’ve now spent at least a week with all second-generation CX-5 engines mated to the model’s all-wheel drivetrain, and can happily say the latter is well worth the extra expense when compared to the compact SUV’s base 2.0-litre four, unless fuel economy is the driving force behind your decision. This is where the twin-turbo SkyActiv-D trumps its stable mates, garnering a Natural Resources Canada rating of 8.9 L/100km in the city, 7.9 on the highway and 8.4 combined compared to the larger and more potent 2.5-litre SkyActiv-G’s 10.8 city, 8.7 highway and 9.8 combined rating. Yes, the diesel is better, but is it really $5,000 better? That’s a question you’ll need to ask yourself before plunking down the significant chunk of change needed to buy one.

Another consideration is the well-equipped CX-5 GT noted before, that for $37,450 provides most of the Signature’s premium-like features as well as a more fuel-friendly 2.0-litre SkyActiv-G four-cylinder in base trim. That smaller engine makes a reasonably strong 187 horsepower and 186 lb-ft of torque, but its expected fuel economy is nearly as good as the diesel at 9.8 L/100km city, 7.9 highway and 9.0 combined, whereas the same engine found in lesser trims with front wheel drive can achieve almost identical claimed fuel economy at a respective 9.3, 7.6 and 8.5.

I spent a week in a 2019 CX-5 GT outfitted with the entry-level powerplant and its standard all-wheel drivetrain last year, and walked away very satisfied with its fuel-efficiency/performance compromise, not to mention its luxurious surroundings. Then again, more recently I spent a whopping three months with a newer 2.5-litre SkyActiv-G turbo-equipped 2020 CX-5 Signature and was much happier, at least with its performance and even more upscale interior, while I was also fine with its fuel economy considering the performance at hand (and particularly at foot). You’ll see a detailed review of this model shortly, but being that the review I’m current writing is about a 2.2-litre SkyActiv-D-equipped CX-5 Signature, I’ll only say, if it was a case of needing to purge an engine in order to make this compact SUV more profitable, Mazda got rid of the right one.

I should make clear that you could very well save a great deal more than the claimed rating when living with a SkyActiv-D-equipped CX-5 than at the wheel of the more potent SkyActiv-G model, because most drivers will be tempted to drive the sportier feeling gasoline variant faster. I found myself more relaxed and easy-going when behind the wheel of the non-paddle-shifter-equipped diesel than the top-line gasoline model, a factor that could also prevent potential speeding tickets with some owners. What’s more, diesel pump prices are less volatile than those for gasoline, and more often than not cheaper too.

Don’t get me wrong, as the diesel delivers some significant torque off the line, and it made haste during highway passing too, but it can’t provide the level of sportiness offered by the more formidable gasoline-fed turbo-four, and thanks to the relatively quiet yet still noticeable rattle-and-hum heard ahead of the engine firewall, the diesel sounds more like a truck than the gasoline variant too. Depending on your leanings, this will be a positive or negative, while all should appreciate the added grip through the corners brought about by the Signature’s 19-inch alloy wheels.

The CX-5’s six-speed automatic transmission isn’t quite as engaging without the aforementioned paddles, and yes six forward speeds doesn’t sound as advanced as the various eight-speed, nine-speed and continuously variable transmissions being offered by others, but along with providing snappy shifts when pushing hard and smooth intervals when driving in a more relaxed state, Mazda’s SkyActiv-Drive gearbox has been very dependable when compared to some of the just-noted challengers.

Together with the second-gen CX-5’s impressive cornering prowess, all examples I’ve driven have delivered a comfortable ride. They’ve been a tad firmer than some of their Asian and domestic competitors, due to Mazda’s performance-focused corporate credo, but this has never interfered with suspension comfort. Then again, the CX-5’s fully independent suspension is more responsive than most rivals, especially when coursing down a winding mountain road, while it also provides a level of high-speed confidence on the freeway that’s not available to the same degree from some compact SUV challengers.

Speaking of best-in-class, the CX-5’s 40/20/40 split-folding rear seatbacks make its cargo compartment more convenient than the majority of competitors too, while release levers mounted near the rear hatch opening allow the seats to lower themselves automatically, thus adding even greater ease to the loading process.

After numerous stints behind the wheel of various CX-5 trims, I can easily recommend Mazda’s compact SUV, but I won’t try to tell you which engine you should purchase. I can say, however, you’d better act fast if you like the sound of the brand’s SkyActiv-D turbo-diesel, because they’re now few and far between, and soon won’t be available at all.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

CarCostCanada

Hyundai gives 2021 Santa Fe dramatic new updates

2021 Hyundai Santa Fe — The refreshed 2021 Santa Fe delivers big on bold, with a wide new grille design that’s bound to stir up conversation.

Hyundai Canada has been a bit confusing with respect to its seven-passenger SUVs over the years, first offering the 2007–2013 Veracruz, then dubbing their 2014–2019 three-row entry as the Santa Fe XL, and finally giving the best of the lot the Palisade nameplate for 2020.

Hyundai’s largest SUV now offers up a distinctive premium-level look for the brand and near luxury levels of refinement, and has therefore received plenty of positive reviews and achieved good traction on Canada’s mid-size SUV sales chart. It ticks all the right boxes when it comes to design, execution and pricing, something the smaller two-row mid-size Santa Fe has been doing for a very long time. Still, after two model years of availability, the fourth-generation Santa Fe will receive dramatic a mid-cycle makeover.

It’s difficult to say what might have prompted Hyundai to update its top-selling Santa Fe so thoroughly after just two model years, but a sizeable 21-percent pre-pandemic drop in Canadian sales from 24,040 units during calendar year 2018 to 18,929 deliveries through 2019 wouldn’t have helped the situation, despite an almost 9-percent gain in the U.S. during the same 12 months (the Santa Fe was trending downward toward the end of the year). Some of that negativity could’ve been the Palisade’s introduction, which would have naturally eliminated most three-row Santa Fe XL sales, not to mention a gradual phase-out of the XL as the 2019 calendar year ended, but either way the popular model’s sales have slipped in recent years (it suffered a 15-percent drop the year before).

Of course, Canada’s sales wouldn’t have caused a giant multination like Hyundai to completely rethink the design of a model that’s not only manufactured in the U.S., but also Korea and China, and serves myriad markets around the world. Nevertheless, the changes are significant, with a unique new extended grille that reaches right out to each corner of the frontal fascia, the change meant to accentuate the SUV’s width and provide a “well-balanced stance,” said Hyundai in its press release.

“We modernized the New Santa Fe with premium features and appealing aesthetics that are sure to add value,” commented SangYup Lee, Senior Vice President and head of Global Design Centre. “The bold lines that extend from one side to the other and from front to back give Santa Fe a rugged yet refined look that SUV customers want. Besides, we’ve added numerous features and functions to create a truly family-focused SUV that is a pleasure to drive.”

Interestingly, the new grille’s “signature geometric patterned inlay” is different depending on the photo shown, but Hyundai’s release didn’t explain why. The version with body-colour painted lower trim included a grille insert with seven rows of isosceles trapezoid shapes, whereas the SUV with darker grey-coloured lower bumpers and rocker panels appeared to provide better aeration to its engine through bigger octagonal vent openings similar to those used on today’s Santa Fe. Is one a sport grille and the other for a top-line luxury model like today’s Ultimate? Or possibly active grille shutters have something to do with the design. We should learn more as updated info becomes available closer to model’s launch.

Unfortunately Hyundai has only provided nine exterior photos to tease our collective imagination, 2021 Santa Fe release, although it’s clear that both receive the brand’s new T-shaped signature LED Daytime Running Lights, found in both the lower grille extensions and headlamp clusters above. Each T’s outer tip visually continues rearward along the new Santa Fe’s beltline before transitioning into a set of redesigned wraparound LED tail lamps, while thicker flat-planed wheel arches add a stronger look. These frame sizeable 20-inch alloy wheels boasting a seven-spoke geometric design on the two Santa Fe trims revealed.

From its backside, the new Santa Fe gets yet more horizontal styling details to highlight its wide stance, such as a narrow light bar that connects the just-noted tail lamps, while down below on the bumper a thin reflector strip does likewise. A larger, wider rear vent cutout can be found under that, plus a new metallic skid plate, all of which is dubbed “a unique three-layer look” by the South Korean brand.

While Hyundai hasn’t provided any photos of the renewed 2021 Santa Fe cabin, it’s shared some details in its press release that helps us understand what we might expect. Let’s keep in mind that today’s 2019-2020 fourth-gen Santa Fe is already one of the most luxurious two-row crossover SUVs on the Canadian market, at least in its mainstream volume-branded sector, but Hyundai says the new version gets even “more space, comfort, and convenience,” while adding “a new level of luxury with every component finished in premium soft-touch materials.”

In its press release, Hyundai goes into more detail by saying that the Santa Fe’s updated centre console “sits high, giving the driver and front passenger the feeling of sitting in an armchair,” while all its buttons, knobs and switches are “centered for intuitive and ergonomic use.” Additionally, like with the aforementioned Palisade, the new Santa Fe’s redesigned lower centre console receives a quad of buttons for shift-by-wire gear selection, replacing the traditional shifter. Although Hyundai didn’t provide a photo, we saw one on the new model’s press page, and figure that it’s probably what we’ll soon see. It looks the same as the Palisade’s instrument panel and console, so we’ve included that image here for you to see.

The new gear interface includes an extension on the right featuring a new Terrain Mode dial selector with premium-like knurled metal sides. This enhances the performance of the Santa Fe’s HTRAC All-Wheel-Drive system with modes for overcoming slippery conditions such as Sand, Snow and Mud, plus it also includes Eco, Sport, Comfort and Smart modes, the latter for intuitively recognizing and automatically responding to one’s personal driving style. Five additional buttons allow for quick adjustment to various driving and parking camera controls.

These new drive controls are positioned just underneath two rows of nicely organized switches, the silver one on top for modulating the bigger, wider 10.25-inch AVN (audio, video, navigation) high-def centre touchscreen, and the lower one for the dual-zone HVAC system. Both rows feature more knurled metallic knobs for an upscale look that most likely continues throughout the cabin almost everywhere else, or at least this is true for the current Santa Fe.

2019 Hyundai Santa Fe — 2019 and 2020 Santa Fe models are still available, with tempting discounts or zero-percent finance and leasing plans.

Of note, the Santa Fe holds Hyundai Canada’s most enduring SUV nameplate, having originally gone on sale for the 2001 model year. Now, 20 years later it’s one of the most popular models in its class, and regularly searched here at CarCostCanada. While we have no information on the 2021 Santa Fe yet, we do have a 2020 Hyundai Santa Fe Canada Prices page that is currently showing up to $3,000 in additional incentives for those wanting to purchase now, while those that find a 2019 model can access zero-percent leasing and financing rates.

Additionally, take note that Hyundai Canada is offering zero-percent leasing and financing rates on their 2020 Venue, the 2020 and 2019 Kona Electric, and the conventionally powered 2019 Kona, 2019 Tucson, 2019 Nexo (a non-plug-in hydrogen-powered electric), while up to $1,000 in additional incentives is available with the 2020 Kona and Palisade SUVs, and just like with the 2020 Santa Fe there’s up to $3,000 in incentives when opting for the 2020 Tucson.

Learn more about getting a CarCostCanada membership by checking out our “How Does It Work” article. Here you’ll find how you can access all of the above and more, including manufacturer rebates when available, plus dealer invoice pricing that could put thousands back into your wallet, plus make sure to download the new CarCostCanada mobile app in iTunes or Google Play stores.

Story credit: Trevor Hofmann

Photo credits: Hyundai

CarCostCanada

New 2021 Buick Envision to arrive early next year

Market segments don’t come any more competitive than the compact luxury crossover SUV class, with younger brands like Acura, Lexus and Infiniti mixing it up with the old guard from Europe including Mercedes-Benz, BMW, Audi, Jaguar, Land Rover and Volvo. Nearly 20 models duke it out in this category, and Buick, which carefully balances between both luxury and mainstream volume market sectors, has been struggling to get noticed with a fairly safely styled Envision.

After two years of availability in China, Yantai, Shandong-built Envision wasn’t exactly fresh when it arrived in Canada for the 2016 model year, and while some of the just-named premium brands fare worse on the compact luxury SUV sales chart than Buick’s entry, it’s never found the type of traction an SUV priced as competitively in this segment should. In fact, unlike its closest rivals, Buick’s larger three-row Enclave SUV sold in greater numbers than the Envision last year, and its much smaller subcompact Encore sold almost four times as many units.

The outgoing 2016-2020 Buick Envision is less noticeable than the new model, yet still attractive.

Soon it will be out with the old and in with the new, however, this attractive new 2021 Envision showing that Buick is getting serious about competing against the best in the business, at least from a styling perspective. Only small design cues, such as the overall grille design and general shape of the headlamps and taillights, carry forward into the updated model, while much of its sheet metal appears more angular than in past Buicks, closer in fact to Cadillac’s XT crossover SUV line.

With just three exterior photos to go on, and very little information accompanying them, there’s not much to talk about. Buick mentioned nothing about the current 197 horsepower naturally aspirated base 2.5-litre four-cylinder engine, but did speak of the 252 horsepower 2.0-litre turbocharged four that’s now offered as an option in the 2020 model. Therefore we can assume the 2.0-litre turbo will come standard, and be joined up with a new nine-speed automatic that’s three gears more advanced than the one it will replace. Also expected, Canadian-bound Envisions will more than likely continue into the new generation with standard AWD.

Of note, the first-generation Envision rides on the same GM Delta platform as the current second-generation Chevrolet Equinox and GMC Terrain compact SUVs, so it makes sense that this latest iteration will do likewise. The current model offers a commendable ride and handling package thanks to a fully independent suspension with struts up front and four-link setup in the rear, so it’s likely something very similar will underpin the new 2021 model.

Additionally, the new 2021 Envision will arrive with standard forward collision alert, automatic emergency braking (for vehicles and pedestrians), lane keeping assist, lane departure warning, rear parking assist, etcetera. Reports also claim the new Envision’s advanced driver assistance systems were partially developed at General Motors’ Canadian Technical Centre, which is a nice connection to Canada.

Available features should include front parking assist, semi-automatic parking assist, an overhead parking monitor, blindspot monitoring with rear cross-traffic alert, a head-up display unit, a rearview mirror with an integrated camera system, and more.

A 10.0-inch centre-mounted touchscreen featuring an HD reverse camera will be available, incidentally, as will Android Auto and Apple CarPlay smartphone integration, not to mention Amazon Alexa, while Buick will offer its top-line Avenir trim in the Envision for the first time.

Just in case you prefer the subtler, softer lines of today’s 2020 Buick Envision or simply want to take advantage of any deals that might be available now, like manufacturer rebates, financing and leasing offers, and dealer invoice pricing that could save you thousands, take note that an inexpensive CarCostCanada membership will provide you with everything just mentioned and more, giving you everything needed before speaking with your local Buick dealer.

By checking our 2020 Buick Envision Canada Prices page, you can currently receive up to $1,000 in additional incentives for this model or the 2020 Encore, while the 2021 Encore is available with zero-percent financing. Also notable, you can get up to $1,500 in incentives when purchasing a 2020 Enclave or a 2020 Regal Sportback. Make sure to see our CarCostCanada “How it Works” page to learn more.

As for the newly redesigned Buick Envision, it’s expected to go on sale sometime in early 2021, but we’ll no doubt be getting more details before then. Stay tuned…

Story credit: Trevor Hofmann

Photo credits: Buick