The new 2022 Porsche Cayenne Platinum Edition provides classy satin-silver trim elements with the model’s usual sporty styling.
Porsche just announced the return of its special Cayenne Platinum Edition, available to order now and for delivery this summer. The Platinum Edition was last offered in the previous-generation Cayenne from 2016 to 2018, and like that version the new iteration combines a classy character details with the model’s usual sporty demeanour.
While the old version only came in one body style, the new Platinum Edition is now available as both a standard Cayenne and the sportier Cayenne Coupe, plus its an option with all three different V6-powered models, including 335-hp entry-level, 455-hp E-Hybrid, and 405-hp S trims.
Platinum Edition adds a luxe satin-silver motif as well as extra features
The Cayenne Platinum Edition’s interior gets unique textured aluminum inlays.
Setting the Platinum Edition apart from regular models, are satin-finish Platinum painted front fascia air intake slats, headlight bezels, 21-inch RS Spyder Design wheels, “PORSCHE” lettering on the centre strip of the rear LED taillights, and model designation just below. The Platinum Edition also features gloss-black side window trim and a similar treatment on the sport exhaust tips.
A full palette of exterior colours is available for the Platinum Edition, including solid white and black, plus metallics like Black, Carrara White, Mahogany, Moonlight Blue, and Chalk, the latter grey hue falling into the pricier “special colour” category.
This attractive dash-top clock comes standard with the Platinum Edition.
An aluminum door sill featuring “Platinum Edition” script greets driver and passengers upon entering Platinum Edition models, while additional bright metalwork includes exclusive textured aluminum inlays and yet more satin-silver accents, while Chalk-coloured seat belts provide a final touch.
Additional Platinum Edition standard features include LED headlamps with Porsche’s active cornering-capable Dynamic Light System (PDLS), as well as a set of eight-way-powered front leather sport seats, plus embossed Porsche crests on both the front and rear headrests. What’s more, Platinum Edition models get an analogue clock atop the dash, a surround-sound audio system by renowned stereo-maker Bose, ambient backlighting, rear privacy glass, and possibly best of all, a large panoramic sunroof overhead.
Platinum Edition priced to make it a popular upgrade
All outboard headrests are stamped with the Porsche crest.
The 2022 Platinum Edition starts at $92,800 for the entry-level Cayenne model, although getting the upgrade package with the same engine in the Cayenne Coupe is only $97,500, which means the latter option is just $8,800 more than the $13,600 being asked for this special trim with the regular Cayenne. Almost the exact same spread repeats for E-Hybrid Platinum Edition variants, which start at $109,100 for the regular Cayenne and $109,100 for the Cayenne Coupe, representing an identical $13,600 spread, while the upgraded version of the electrified Coupe starts at $110,500 for an $8,900 difference from its base variant. At the top of the Platinum Edition range, the upgrades to the Cayenne S start at $109,300, representing a $12,500 increase from the regular S, whereas adding the package to the Cayenne S Coupe pushes the price up to $112,000, for a $7,700 price bump.
The Cayenne Platinum Edition adds a whole host of premium features.
Those not willing to wait until summer for the new Platinum Edition may want to check for an alternative trim with their local Porsche retailer, because Porsche Canada currently has new 2022 Cayenne models available with factory leasing and financing rates from zero percent. Make sure to check out our 2022 Porsche Cayenne Canada Prices page for details, plus remember to download our free app from the App Store in order to have all CarCostCanada info with you when you need it most.
The new 2022 BMW i4 promises to do clear battle with the Tesla Model 3.
With an expectation of 40 percent of North American new car buyers moving to full-electric mobility by 2030, BMW is setting out on a path to electrify 25 global models, half of which will be fully electric. Not all will be heading across the Atlantic, or the Pacific with respect to the Chinese-made iX3 crossover SUV that won’t yet be sold in North American markets, but we can expect to receive our fair share.
For starters, Canadians will be the recipients of BMW’s new 2022 i4 sport sedan and iX crossover SUV later this year. The former joins the German automaker’s D-segment 4 Series family, while the latter is positioned alongside the popular X5 mid-size crossover SUV, so therefore they target the popular Tesla Model 3 and Model X respectively. The two electric models share underpinnings too, thanks to BMW’s versatile Cluster Architecture (CLAR) platform that also supports everything from their tiny 2 Series subcompact models to their executive-class 7, X7 and 8 Series models.
The i4 has style on its side, particularly from its rear end design.
The i4 shares its body style with the 4 Series Gran Coupe four-door liftback. It starts at $54,990 (sans incentives, freight, and fees), and will be available in two trims, including the eDrive40 and M50 xDrive. The less eDrive40 version features a single rear-wheel drive (RWD) electric motor capable of 335 hp, while the $72,990 M50 gets both front and rear motors for an all-wheel drivetrain (AWD) capable of 516 hp. Both i4 trims utilize BMW’s 83.9-kWh battery.
BMW promises range of 340 km on a single full charge with the i4 eDrive40, not to mention a 5.7-second sprint time from standstill to 100 km/h, whereas the M50 xDrive can sprint from zero to 100 km/h in only 3.9 seconds and has the battery life to drive up to 510 km after a full charge. This means the i4 comes close to matching the aforementioned Tesla Model 3’s best-possible 576 km range.
BMW will offer one iX trim for 2022, and another two for 2023.
Notably, the near identically sized, yet more conservatively styled BMW 3 Series line continues to offer its 330e plug-in hybrid (PHEV) trim for 2022, which is a less expensive hybrid alternative Tesla doesn’t provide.
Similarly, BMW offers the X3 xDrive30e PHEV to Canadian buyers, but as noted at the onset of this article, the more advanced iX3 EV won’t testing the resolve of Tesla’s Model Y in Canada, at least not yet. This said, BMW follows up its compact X3 hybrid with a plug-in hybrid version of its larger mid-size X5, dubbed xDrive45e PHEV.
Not everyone will fall in love with the iX’ styling, but it looks to be very practical and nicely equipped.
The mid-size iX, on the other hand, is a full-electric that provides two-row, mid-size roominess for up to five passengers and plenty of cargo. BMW Canada will make three iX trims available, named xDrive40, xDrive50 and M60, with all incorporating standard front and rear motors for AWD.
To clarify, the xDrive50 is the only iX trim available for 2022, which means both xDrive40 and M60 models will be arriving later this year as 2023 models. The iX xDrive40, which will start at just $79,990 (plus freight and fees), puts out 322 hp, can hit 100 km/h from standstill in just 6.1 seconds, and has 340 km of range, should be very popular, although Canadians tend to buy more fully equipped models, so the 2022 xDrive50, which starts at $89,990, should be a hit due to 516 hp, a sprint time of 4.6 seconds to 100 km/h, and 521 km of range on a single charge. Finally, the top-tier M60 can be had from $121,750, features 610-hp for a 100-km/h dash of just 3.8 seconds, plus the ability to drive for up to 450 km on a single charge.
Both i4 and iX (shown) interiors promise high levels of luxury.
Additionally, unlike most electronic devices (including many EVs), BMW’s new battery electric vehicles won’t suffer from much battery degradation. This means its models’ various claimed range estimates should stand up over time. BMW claims, in fact, that its i4 and iX batteries will last the life of each vehicle, or specifically up to 1,500 full charge cycles, which is the equivalent of 500,000 km.
BMW X5 owners should find the 2022 iX xDrive50 a good BEV alternative.
We have full pricing and trim information for the 2022 i4 plus 2022 and 2023 iX here on CarCostCanada, as well as the ability to configure each model’s options. Additionally, CarCostCanada members regularly receive information about manufacturer rebates, factory financing, and lease rate deals. Both the i4 and iX are currently being offered with in-house financing/lease rates from 4.49 percent, while members also receive dealer invoice pricing that can be critical when negotiating your best deal. Learn how the CarCostCanada system works, and make sure to download our free app from the Apple Store or Google Play Store too.
The M50 adds BMW M performance and style to the i4 package.
Money in mind, all BMW i4 trims are eligible for provincial zero-emission incentives in BC, Quebec, Nova Scotia, Yukon and the Northwest Territories, while the base i4 eDrive40 also qualifies for the national iZEV rebate program.
Expect to see the new i4 and iX on Canadian roads soon, as it will start arriving at BMW Canada dealers in March.
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The new MDX Type S promises much better performance the regular version.
If you purchased a brand new, fully-loaded Acura MDX last year, you would’ve paid a maximum of $69,400, plus freight, fees and taxes, or about $1,100 less than the much more advanced MDX Sport Hybrid when last available in 2020. Now, however, two new trims are pushing the 2022 MDX’ price up to and beyond the $80k threshold, but nevertheless we think a lot of Canadian luxury utility buyers will be willing to part with $10k more in order to take home the sportier Type S variant.
The new 2022 Acura MDX Type S, which is now available from $79,000 (or $81,500 including destination fees), adds a number of key upgrades that are well worth the extra cost. Specifically, the Type S gets a more potent engine good for 65 additional horsepower and 87 lb-ft of extra torque, which results in a grand total of 355 hp and 345 lb-ft of twist, while the performance-focused family hauler also features an Active Exhaust system in order to make it sound as fast as it is.
This badge means there’s 355 hp and 345 lb-ft of torque behind the grille.
There’s no change in engine displacement, but the 10-speed automatic transmission connected to that 3.0-litre V6 has been beefed up inside, plus enhanced with quicker shifting gear increments, and rev-matched downshifts. What’s more, a performance-tuned version of the Japanese luxury brand’s Super-Handling All-Wheel Drive (SH-AWD) system optimizes the uprated high-performance rubber underneath.
Those tires are special self-sealing all seasons, wrapping around a set of 21-inch twinned five-spoke alloys boasting black-painted pockets, and visible through those rims are aggressive Brembo brakes that incorporate big 363-mm front discs with four-piston fixed calipers.
Unique wheels frame a big set of Brembo brakes, aiding stopping power.
Acura’s first-ever adaptive air suspension helps maintain stability under braking as well as mid-corner, thanks to three unique damping profiles exclusive to the MDX Type S. The brand’s Integrated Dynamics System was improved as well, with special Sport+ and ride height-increasing Lift modes. As exciting as all this sounds, let’s not forget the three-row crossover SUV is a family-first shuttle after all, a point Acura wanted to keep clear by mentioning in their press release that even this sporty Type S will provide “a smooth, comfortable ride.”
Special quilted leather upholstery enhance the Type S’ interior.
Type S buyers wanting more luxury can ante up for the Ultra Package that, for $4,000 more includes 16-way powered front seats with nine massage settings, plus quilted leather upholstery, and a 1,000-watt ELS Studio 3D surround-sound audio system boasting 25 speakers that include LED-illuminated door speakers, high-performance PrecisionDrive carbon-fibre speakers, and CenterParquet. This package increases the price of the MDX Type S by $4,000 to $83,000 (or $85,500 with destination), which is well into German luxury SUV territory.
As far as external visuals go, the 2022 MDX Type S receives a modified front fascia featuring an open-surface Diamond Pentagon grille design for enhanced engine cooling, while an exclusive front splitter sets the front lower section apart from lesser MDX trims. Additionally, the rear diffuser gets the Type S treatment too, thanks to four exhaust outlets.
Built in East Liberty, Ohio, the 2022 MDX Type S is joined by the TLX Type S sport sedan and NSX Type S mid-engine sports car in the 2022 Acura lineup. We should also expect to see a Type S variant of the upcoming Integra sport sedan, which will be replacing the ILX later this year.
It helped that Genesis’ earliest two models were already in production as the Hyundai-branded Equus and Genesis Sedan, one of two cars, including the Genesis Coupe, that carried the new brand’s name for eight years before its steering wheel hub and trunk lid removed Hyundai’s stylized “H” for Genesis wings (which were already displayed proudly above the front grille), and “GENESIS” lettering was replaced by G80 badging at back.
Most should find the GV70 attractive from all angles.
Since then, all three early cars have been updated with fresh new styling, including a new pentagonal “Crest Grille” plus double-slatted LED “Quad Lamps” fore and aft, and heavily reworked interiors, resulting in a wholly cohesive design language to at least rival its key Japanese rivals, while the new G80 will soon be available with a two-motor pure electric drive system.
Granted, Genesis has a long way to go before it starts matching Lexus sales in Canada, with 1,737 units sold at the close of Q2 2021 compared to 12,405, but it’s closing in on Infiniti’s 3,189 total after the first six months of this year, and has already bypassed Jaguar’s 1,204 deliveries and Alfa Romeo’s 434. Lincoln is also in target with only 3,629 units sold as June ended, and this comes before any GV70 deliveries get added to the Genesis mix.
Although some press photos show the GV70 off-pavement, the SUV has primarily been designed to stay on the road, with limited off-road use.
Interestingly, the sporty 2022 GV70 is not the least expensive compact luxury SUV on the market, a tactic often chosen by upstart luxury brands trying to attract new buyers by providing all the bells and whistles for a better price. Instead, the new model gets an all-inclusive price of $49,000, including freight and delivery fees (or $49,150 all-in as shown on GV70’s retail website landing page).
The new GV70, in fact, is ninth most expensive in a compact premium crossover segment that’s now 16 competitors strong. That places it near the mid-point, although it’s important to point out that most competitors don’t include destination/delivery fees or the $100 A/C tax in their advertised prices. Therefore, after factoring in the latter (and using an average of $2,500 for those brands that made it difficult to locate this information on their retail websites), the new GV70’s retail price is more competitive thanks to a ranking of seventh most affordable.
The GV70 offers up very sleek, sporty lines.
By the numbers, alternatives priced lower than the new GV70 include the $44,298 Cadillac XT5 (plus $2,500 in fees for a total of $46,798), $44,505 Acura RDX (plus $2,475 in fees for a total of $46,980), $44,600 Lexus NX (couldn’t find their fees so adding $2,500 for $47,100), $45,495 Infiniti QX50 (plus $2,220 for $47,415), $45,200 Lincoln Corsair (plus $2,250 for $47,450), and lastly the $46,550 Audi Q5 (plus $2,395 for $48,945).
Genesis’ willingness to let eight brands advertise lower pricing in such a highly competitive market is a bold move, but it just might be calculated one, in that its mid-pack pricing could cause loftier perceptions of its brand identity, and therefore leave cheaper alternatives looking like they’re not good enough. After all, parent company Hyundai has long been seen as a value brand amongst its more established mainstream rivals, and while that’s changing because of impressive entries such as the Genesis and Equus models that came before, plus today’s Santa Fe, Palisade and the list goes on, it’s still important for Genesis to not allow such a more-for-less mindset and instead develop its own brand desirability.
The unique oval layout of some interior controls, is unique to Genesis and the entire compact luxury SUV segment.
On this note, the new 2022 GV70 is more affordable than the $48,500 Volvo XC60 after adding its fees (plus $2,615 for $51,115 in total), as well as Land Rover’s $49,900 Discovery Sport (plus $2,726 in fees for $52,626), plus the $49,900 Mercedes-Benz GLC (not shown on retail site so adding $2,500 for $52,400). Likewise, the BMW X3 starts at $52,550 (plus $2,245 for $54,795), the Tesla Model Y at $55,000 including its $1,300 freight fee (although the least expensive Performance model currently offered on their retail site goes for $69,990), the Alfa Romeo Stelvio at $55,190 (plus fees ranging from $1,995 to $2,695 for a maximum base price of $57,885), the Porsche Macan at $57,800 (plus $1,600 for $59,400), the Jaguar F-Pace at $60,350 (plus $2,826 for $63,126), and finally Land Rover’s Range Rover Velar at $63,500 (plus $2,826 for $66,326).
The GV70’s tasteful layout of controls, appears well designed and very upscale.
An approximate $20,000 price gap, from least expensive to priciest, is a sizeable chasm for compact luxury SUV shoppers to cross, but it should be mentioned that any one of the compact luxury utilities named above comes close to the revered Velar’s starting price when amped up with options, while even the cheapest on this list can go much higher. What’s more, some boast more equipment in their various base trims than others, not to mention stronger performance, greater interior room, etcetera. In other words, it’s not a direct apples-for-apples comparison.
For around $50k, the 2022 GV70 2.5T Select AWD arrives standard with Quad LED headlights, LED tail lamps, 18-inch alloys, proximity-sensing keyless access with pushbutton start/stop and remote engine start, fingerprint authentication, an 8.0-inch LCD digital gauge cluster, a big 14.5-inch HD multimedia display incorporating Android Auto and Apple CarPlay smartphone integration, navigation, wireless device charging, a 12-way powered driver’s seat with power lumbar, an eight-way power front passenger seat, heated front seats, rear occupant alert, a hands-free tailgate, plus more.
Top-line trims receive a fully digital gauge cluster.
Additionally, the GV70’s standard Highway Driving Assist II driver assistance and safety technology suite adds High Beam Assist, Lane Follow Assist, Rear Cross-Traffic Collision-Avoidance Assist, and Forward Collision-Avoidance Assist to all the usual active and passive safety features.
As is often the case in this category, AWD is standard, while the GV70 also includes Terrain Mode Select. The base powertrain is a 2.5-litre turbo-four good for 300 horsepower and 311 lb-ft of torque, while a 3.5-litre twin-turbo V6 capable of 375 horsepower and 391 lb-ft of torque is available. An eight-speed automatic transmission also comes standard, as do steering wheel-mounted paddle shifters.
As for exterior colours, Uyuni White, Vik Black, Himalayan Gray, Savile Silver, Adriatic Blue, Cardiff Green, Barossa Burgundy, and Mauna Red are no-cost options, while base models can only be had with “artificial leather” upholstery in Obsidian Black (Genesis might want to reconsider the name it’s using for leatherette).
Tired of European, American or Japanese luxury? How about stepping up to something South Korean this time?
For $55,500 (including freight and fees), the 2022 GV70 2.5T Advanced AWD ups the ante with 19-inch alloy wheels, power-folding exterior mirrors with puddle lamps, a power tilt and telescopic steering wheel, genuine leather seat coverings (in Obsidian Black, Vanilla Beige, Havana Brown/Ocean Wave, Pine Grove/Ocean Wave, and Slate Gray/Velvet Burgundy, depending on the exterior colour), a power panoramic glass sunroof, ventilated front seats, heated rear outboard seats, plus a fully automatic rear climate control system.
For $59,000, Advanced Plus trim continues adding features such as a driver’s head-up display (HUD), a Surround View parking monitor, a Blind-Spot View Monitor (BVM), an 18-speaker Lexicon sound system upgrade, manual rear side sunshades, and a household-style 110-volt AC power outlet for the rear cargo compartment.
The GV70’s centre HD display is a massive 14.5 inches.
Further up the range, the $63,000 GV70 2.5T Prestige AWD includes a Sport Appearance package featuring metal foot pedals, upscale Nappa leather upholstery with suede-like micro-fibre inserts (in Obsidian Black, Sevilla Red or Ultramarine Blue, depending on exterior colours), a psuede headliner, a driver’s seat power extension for the lower cushion as well as power side bolsters that cinch up in sport mode, Smart Posture Care, Parking Collision Avoidance-Assist Rear (PCA-R), and Remote Smart Parking Assist (RSPA).
For $68,500, the GV70 3.5T Sport AWD trim line combines 2.5T Advanced AWD features with the larger, more powerful engine, as well as some of the just-noted Prestige items like the Sport Appearance package, HUD, power seat cushion extension, bolsters and Smart Posture Care, Lexicon audio system, and 115-volt power outlet, not to mention 21-inch alloys, special aluminum sports trim, enhanced monobloc brakes, an improved Electronic Control Suspension with Road Preview, plus Sport leather seating.
Only time will tell how well the GV70 is received by compact luxury SUV buyers.
Finally, $75,500 GV70 3.5T Sport Plus AWD trim adds an electronic limited slip differential, a bigger 12.3inch 3D TFT LCD digital instrument cluster, carbon fibre interior trim, plusher Nappa leather upholstery with stitched quilting (in all the same colours as Prestige and Sport trims), a micro-fibre headliner, and laminated acoustic rear door glass, plus the previously-noted surround parking monitor, BVM, PCA-R, RSPA, and rear sunshades. Of note, this segment’s most affordable Cadillac XT5 reaches the same price point when fully optioned, as do most of the others.
Together with the premium finishings, arguably attractive design, no shortage of features and impressive performance numbers, Genesis provides owners with at-home/work valet pick-up and drop-off concierge service, complete with a complimentary courtesy vehicle, when complimentary scheduled maintenance or other repairs are required during the first five years of ownership, or the SUV’s first 100,000 kilometres of use.
The GV70’s long, lean layout should make it good for rear legroom and cargo capacity.
On top of this, GV70 owners benefit from Genesis Connected Services featuring map updates and more for the extent of the SUV’s five-year comprehensive warranty (with an unlimited km extension for map updates and roadside service). The five-year or 100,000-km comprehensive warranty is an entire year longer, and an average of 20,000 km greater than most premium competitors’ comprehensive coverage, plus it’s an additional two years or 40,000 km better than the majority of competitive powertrain warranties.
Still, the compact luxury SUV market is deep with capable offerings, giving Genesis’ newcomer big challenges to overcome. How it’s received is anyone’s guess, but we’ll be certain to report on its success after it’s been around long enough to do so, and of course we’ll review it as soon as a test model becomes available.
GMC will now oversee the all-electric Hummer brand, and this will be its SUV.
GM revealed the new Hummer EV pickup truck a mere six months ago, not to mention that it would be sold as a GMC, a forerunner to what everyone knew was coming next, a big, burly sport utility model. So, without further ado, say hello to the 2024 Hummer SUV.
America’s military SUV brand was last sold new to retail customers in 2010, after receiving a lot of negative criticism from environmentalists for being a gas guzzler. To be fair, the mid-size H2 and compact H3 weren’t any worse than many similarly sized SUVs and pickup trucks of the era, the two models actually based on Chevy/GMC’s Tahoe/Yukon and Colorado/Canyon respectively, which weren’t targeted by protesters, but either way the all-new Hummer EV shouldn’t suffer from any such negative feedback.
The Hummer EV Pickup will be first to market in late 2022 as a 2023 model.
Hummer is still a well-respected name amongst many 4×4 enthusiasts, so pairing it up with an off-road capable zero-emissions electric powertrain seems to make sense for today’s market, while making sure its plug-in battery/motor combination is capable of blistering quick acceleration seems to suit the brand’s premium cachet as well.
GMC is touting a insanely fast 3.5-second sprint from standstill to 100 km/h, which has it tied with the otherworldly Grand Cherokee Trackhawk, that uses a seriously tuned Hemi V8 to make 707 horsepower, an impressive feat considering how large the new Hummer is.
The muscled up Hummer EV SUV looks like the H2’s progeny, but it’ll be a much more fuel-friendly vehicle.
How will this mix of stellar performance, off-road prowess and squeaky-clean emissions fare in the marketplace? If Tesla is anything to go by, and to be clear they’re an anomaly due to their cult-like following, green speed is a salable commodity amongst premium EV buyers, while newcomers like Rivian are getting a lot of traction in the truck and SUV market, so it certainly appears there’s space for a rebranded Hummer.
Tesla’s Cybertruck should appear in production trim soon, as will the just-noted Rivian (as an SUV too), plus plenty of others from newbie brands like Alpha, Bollinger, Canoo, Fisker, Hercules, Lordstown, and Nikola, while some of the mainstream contenders are coming to market with EV versions of their pickup trucks, including Ford with its F-150 EV, Chevrolet with its Chevrolet Silverado Electric Pickup, and Nissan with the Titan Electric Truck.
GM’s new electric powertrain will make the new EV SUV the fastest Hummer ever.
Just in case you forgot, Hummer previously dabbled in pickup trucks, with their H2- and H3-based H2T and H3T, but just like the new SUV, the brand’s new pickup will hit the market with an all-electric drivetrain. According to GMC, both production models will receive the same potent powertrains as shown in prototype form, with the truck’s top-tier “3X” power unit producing a mind-numbing 1,000 hp, which makes it good for zero to 100 km/h sprints of about 3 seconds. This is Corvette territory, incidentally, from a mammoth pickup that likely carries twice its mass before loading it up. Its lickety-split takeoff is partially due to 11,500 lb-ft of torque, this twist sourced from three individual motors.
The sophisticated looking new Hummer EV SUV seems right at home in this urban environment.
That’s where the “3X” designation comes from, this carried over to the SUV as well, albeit with “only” 830 hp. Fortunately it boasts an identical 11,500 lb-ft of torque, while the mid-range “2X” powertrain features two electric motors for up to 625 hp and 740 lb-ft of torque, this version of the SUV good for 5-second zero to 100 km/h sprint times, which will likely be ample for the majority of customers. Finally, a base Hummer SUV, simply named EV2, will incorporate 400 volts of charging capability instead of the 2X and 3X version’s 800-volt/300kW systems.
“GMC’s HUMMER EV SUV offers an exceptional balance of on-road performance and off-road capability, enhanced by a unique structure that allows for our signature open-air experience,” stated Hummer EV chief engineer Al Oppenheiser in a press release. “New features debuting on the SUV reinforce its role as a tactical tool in almost any situation.”
The Hummer EV SUV’s top can be removed for an open-air experience.
Upon arriving in the fall of 2022 as a 2023 model, the truck will come in special “Edition 1” trim featuring its most formidable 3X performance setup, as will the SUV when it hits the market in early 2023. Those wanting a base SUV will need to wait until the spring of 2024, with other trims arriving in between.
As for the all-important question of range, GMC is claiming up to 482 kilometers for the SUV and about 560 km for the truck, the differentiator being four extra Ultium battery modules (24 compared to 20) stored within the latter model’s 3,444-mm long wheelbase (the SUV’s wheelbase measures 226 mm shorter at 3,218 mm). The downgraded base SUV, filled with just 16 modules, will be capable of about 400 km of range. Every new Hummer will incorporate GM’s new double-stacked battery pack, by the way, which is included as part of an interdependent body/battery structure that is said to enhance the vehicles’ rigidity.
The Hummer’s EV power unit isn’t positioned up front like its predecessor, allowing for extra cargo in the “frunk”.
“The HUMMER EV’s body protects the battery, while the battery supports the structure,” continued Oppenheiser. “That means the battery pack itself is a structural element, which enables a truly open-air experience and a rare combination of extreme off-road capability and smooth on-road performance in a body-frame integral platform.”
Despite the lengthy time to market, GM Canada has announced an entry price of $88,898 plus freight and fees for the 16-module base EV2, which is quite reasonable, but take note this will be the only Hummer SUV south of the six-figure mark. The 2X will be priced at $104,898, while 3X will start at $119,398. Lastly, an Edition 1 will cost early adopters $125,898, which isn’t bad considering the prices some competitors are charging for their street-only crossover SUVs.
Hummer appears to be targeting premium buyers with this nicely finished interior.
This in mind, why not go all the way for an Edition 1 with its Extreme Off-Road package. It’ll only set you back $131,898, but adds a set of skid plates underneath that GMC dubs “armour”, as well as rock sliders, a front eLocker differential and a virtual locking one for the rear, HD ball-spline half-shafts, and 22-inch alloy wheels encircled by 35-inch-OD Goodyear Wrangler Territory MT tires. Last but hardly least, the upgrade includes front- and rear-facing UltraVision underbody cameras (including a wash system) to visually assist when overcoming trail clutter.
While impressive, we’re just scratching the surface of the new Hummer’s off-road technology. The new SUV also includes Crab Walk technology as standard equipment, which points all four wheels in the same direction for diagonal mobility thanks to a standard four-wheel steering system, while an air suspension with Extract Mode can increase the utility’s ground clearance up to 406 mm (16.0 inches) while driving, ideal for when traversing obstacles.
The fully digital gauge cluster is expected in this class.
Those willing to scratch up their new Hummer EV’s paint will be happy to know it’s going to be one very capable SUV, due to an e4WD system that can power individual wheels, while its 330 mm (13 inches) of suspension travel, plus its ability to climb 60-percent grades when moving forward or reversing, as well as its capability of scaling 457 mm (18-inch) vertical obstacles, not to mention its willingness to ford more than 600 mm (2 ft) of water, should make it nearly unstoppable.
Those wanting yet more features can opt for a “multisensory, interactive experience” dubbed Watts To Freedom, which will fill the cabin with special sounds from the Bose audio system, as well as kinesthetic sensations via its haptic driver seat, plus visual stimulation from custom displays that portray the SUV’s performance mode as “armed and ready.” GMC’s My Mode lets you make the required personalization adjustments for this unique system, not to mention the ability to modulate its steering and suspension systems, throttle response, as well as the customization of engine sounds.
The Hummer’s infotainment touchscreen is large, albeit still dwarfed by anything from Tesla.
If you’d rather hear and feel air rushing over your head, an Infinity Roof, which includes removeable Sky Panels, comes standard.
Most should find the Hummer SUV’s five seats ample for their needs, while it should be practical enough for cargo as well. GMC says the powered side-swinging tailgate, which hangs a spare tire on its outer panel, is actually “wider than the vehicle itself” when open, with “an unimpeded 48-inch opening,” while owners will be able to stuff it full with 2,316 litres (81.8 cubic feet) of gear when the back seats are laid flat. What’s more, additional stowage space is hidden under the load floor, while another storage compartment can be found behind the cargo area’s side panel.
The gear selector looks conventional, but the drivetrain is anything but.
Width in mind, the new Hummer features a generously proportioned 12.3-inch digital gauge cluster ahead of the driver, which combines with an even larger 13.4-inch infotainment touchscreen to the right. Within the latter, an “In-vehicle Energy App” will monitor energy usage, plus can preschedule charging intervals, condition the battery temperature, and the list goes on.
Additional tech includes a Digital Key that allows owners to use their smartphone for wireless access and ignition, while an HD Surround Vision parking camera lets the driver see up to 14 vantage points. The aforementioned UltraVision underbody camera system provides up to 176 camera views, by the way, while a host of Off-Road Widgets deliver performance info to aid when off-roading, with driving scenarios like “ride height and eLocker engagement, compass headings, pitch/roll status,” etcetera.
The new EV SUV promises all the 4×4-capability Hummer is famous for.
Ever new Hummer EV model will be available with an updated version of GM’s Super Cruise semi-autonomous driver assistance technology too, which provides hands-free driving on compatible highways. The enhanced system even features new automatic lane changing, ideal for those who might be initially intimidated by large vehicles, or just wanting a more relaxed drive home.
Finally, ultimate tech geeks (plus the do-it-yourself crowd and campers alike) can add an available Power Station generator, which provides 19.2 kW of AC charging/generator functionality for accessories (120V/25A/3kW), plus the ability to recharge other EVs (240V/25A/6kW).
GM will drop more detailed information closer to the Hummer SUV’s launch, when we’re hoping to see the SUV’s special Moonshot Green Matte exterior paint as an option within its configuration tool. Stay tuned…
The 2021 Car of the Year went to Hyundai’s redesigned Elantra, which might cause pause amongst blue-oval product planners questioning whether or not they might’ve enjoyed a three-way win if the much-lauded European-spec Focus was still offered on our shores.
Hyundai’s redesigned Elantra earned the 2021 North American Car of the Year award.
Ford’s Mustang-inspired (and named) Mach-E, deservedly won Utility of the Year, despite the controversy surrounding its name.
Interestingly, the Truck of the Year finalists just mentioned were only significantly upgraded trims of models previously available in 2020, making the category-winning F-150 as the only winner to be completely redesigned.
To learn more about these NACTOY-winning vehicles, be sure to click on the associated link. It will send you to the correct CarCostCanada pricing page, where you can find out about any manufacturer incentives, average member savings (when available), special factory leasing and financing rates (when available), manufacturer rebates (when available), and (always available) dealer invoice pricing that could save you thousands on your next new vehicle purchase. Find out more about how the CarCostCanada system works, and remember to download our free mobile app at the Google Play Store or Apple Store so you can have access to all of this critical info whenever you need it.
The new second-gen G-Class stays true to its iconic design and purpose.
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.
For crossover buyers the G will be too boxy, but to serious SUV fans it’s just right.
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 550’s LED headlights look much the same as the old model’s from a distance, but inside they’re much more advanced.
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.
This G 550’s wheel and tire package meant it remained on-road.
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.
Simple and small, yet filled with LEDs for faster response to brake input.
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.
Everything about the new G’s interior is better.
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.
Compared to the outgoing G-Class, the new model is over the top in refinement and luxury.
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.
The left half of the large driving display is for the primary instruments and multi-info display, controllable via steering wheel switchgear, whereas the right half is an infotainment touchscreen.
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).
All of the G 550’s buttons, switches and knobs are superbly crafted.
If you’d rather not use the touchscreen, Mercedes offers this well-designed controller on the lower console.
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 driver’s seat is sublime.
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.
Even rear passengers get the royal treatment, the Burmester audio system’s speaker grille’s beautifully made.
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.
Mercedes increased rear passenger legroom in the second-gen G-Class, making it more comfortable for larger occupants.
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.
The G’s cargo door swings to the side in order to support the rear-mounted full-size spare, but unlike Jeep’s Wrangler it provides easy curb-side access.
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.
There’s lots of room for gear in the back of the G, but take note the rear seats don’t fold flat.
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.
Is this little luxury SUV cute or what? It’s also very luxurious, plenty of fun to drive and seriously practical.
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.
The Amazon Blue colour and the white roof option have been relegated to the history bin for 2021.
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.
Volvo’s cool “Thor’s Hammer” LED headlamps come standard across the XC40 line, but the 19-inch alloys are optional.
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.
Volvo’s vertical “L” shaped LED taillights give this model’s brand heritage away from a mile.
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.
The XC40 provides better than average interior refinement, even for the premium compact SUV class.
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).
The XC40’s driving position and overall instrument panel layout is superb.
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.
This digital instrument cluster comes standard.
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.
Volvo’s Sensus infotainment is literally a touch above most competitors.
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.
Much of the detail inside is brilliantly crafted.
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.
Love these seats!
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.
Rear seat roominess is generous.
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.
Plenty of cargo space, plus a centre pass-through for added convenience.
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.
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.
The new Rogue isn’t as boxy as Toyota’s RAV4, but it’s certainly more masculine looking than its predecessor.
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.
A bolder, squarer V-motion grille is the Rogue’s standout feature.
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.
Partially blackened rear pillars form a floating roof effect when the optional black roof is added.
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.
Nice detailing within the LED taillights looks sharp.
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.”
The new Rogue provides a more upscale experience than its predecessor.
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.
A fully digital 12.3-inch gauge cluster is available.
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.
This is the top-line 9.0-inch infotainment display atop the new tri-zone auto HVAC interface.
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.
Of course, wireless device charging is available.
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.
The stubby little electronic shifter allows for storage space below.
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.
NASA-inspired Zero Gravity seats are designed to be amongst the most comfortable in the compact SUV class.
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.
No shortage of premium-level options in the new Rogue.
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.
Cargo capacity has always been a Rogue strongpoint.
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.
The good looking CX-5 was available with diesel-power in new Signature trim for 2019, but it has since been cancelled for 2020.
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.
The 2.2L SkyActiv-D engine provides plenty of torque, yet not as much as the $5k less expensive 2.5L turbo SkyActiv-G engine, whereas the latter is much more powerful.
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.
Signature trim provides LED fog lights and unique 19-inch alloy wheels, while all CX-5s get LED headlights.
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.
Great looking LED taillights are even more enticing at night.
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.
Signature trim adds Nappa leather upholstery and real hardwood trim on the dash and door panels.
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.
The nicely laid out centre stack includes high-quality controls within easy reach.
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.
The infotainment system is controlled by this stylish knurled metal knob and surround buttons.
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.
The driver’s seat is extremely comfortable and driving position very good.
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.
Rear seat roominess and comfort is excellent.
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.
A 20/40/20-split rear seatback and auto-folding levers make the CX-5’s cargo compartment ultra-convenient.
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.
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).
