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Dodge is the Jolt Cola of the auto sector, or for those not old enough to remember that once revered albeit politically incorrect Coke and Tab alternative that went by the motto, “All the sugar, twice…

New Car Reviews

2019 Dodge Durango SRT Road Test

Dodge is the Jolt Cola of the auto sector, or for those not old enough to remember that once revered albeit politically incorrect Coke and Tab alternative that went by the motto, “All the sugar, twice the caffeine!”, consider the domestic brand the automotive equivalent of an adrenaline-stoking energy drink (which the resuscitated Jolt Energy now is) amongst healthy, organic, fruity, detoxifying beverages, and then also mull over the thought (this one for the execs that eventually occupy the FCA/PSA boardroom in Amsterdam, London, Turin, Paris, Auburn Hills or wherever else they decide to meet) that if its parent automaker ever strays from this bad boy brand’s anti-establishmentarian mission it’ll be game over.

Why the concern? Dodge’s current parent, FCA (Fiat Chrysler Automobiles), appears to be merging with France’s PSA Group that includes Peugeot, Citroën, DS Automobiles (a relatively new luxury brand that pulls heritage from the highly advanced and iconic 1955–1975 Citroën DS) and even General Motors’ recently sold Opel and Vauxhall brands, the twosome currently rebadged versions of North American/Chinese Buick models and vice versa. If this happens it would become one of the largest auto groups in the world, including all the brands FCA currently controls, such as Fiat, Abarth (Fiat’s performance-oriented sub-brand), Fiat Professional (the vans sold under the Ram banner here), Lancia (at least what’s left of it, this once great Italian marque sadly down to one “fashion” city car now), Alfa Romeo, Maserati, and Ferrari (from a distance), Ram (a.k.a. Dodge trucks for those who missed that spin-off), Chrysler (which is now down to just two models, one of which will soon be discontinued), and lastly the always profitable Jeep line here at home and abroad (that’s 16 separate brands, incidentally). Let’s just hope Dodge doesn’t get pulled into a global homogenization program that waters down its entries to the point of irrelevance (taking advantage of economies of scale being a key driver behind automakers merging).

Nothing quite like the big seven-passenger Durango SRT exists outside of Dodge; even Jeep’s outrageously quick 707 horsepower Grand Cherokee SRT Trackhawk is a smaller two-row mid-size model. The Durango SRT is motivated by the same comparatively tame 475 horsepower version of FCA’s 6.4-litre (392 cubic inch) Hemi V8 that powers the regular Grand Cherokee SRT, but I promise you it’s no lightweight performer. Its 470 lb-ft of torque launches the 2,499-kilo (5,510-lb) brute from standstill to 100 km/h in just 4.6 seconds, its SRT Torqueflite eight-speed automatic performing quick shifts whether prompted by steering wheel-mounted paddles, the shift lever, or left to its own devices. It’ll continue on with a 12.9-second quarter mile, and tops out at an incredible 290 km/h (180 mph), which is the same top track speed as the Jeep Trackhawk, and otherworldly compared to most SUVs.

All this from a family hauler that can seat seven actual adults in complete comfort while stowing their gear in a 487-litre (17.2 cubic-foot) dedicated luggage compartment behind the third row, and towing a 3,946-kg (8,700-lb) trailer behind (which is 1,500 lbs more capable than the 5.7-litre V8-powered Durango and 2,500 lbs more than with the V6). The only knock against the Durango SRT is fuel-efficiency, which is thirsty at 18.3 L/100km in the city, 12.2 on the highway, and 15.6 combined, plus a bit less off-road capability due to slightly less ground clearance, but this said who’d want to risk ruining its low-hanging bodywork or black-painted 20-inch twinned five-spoke alloys on rocks or stumps anyway, while the three-season Pirelli Scorpion 295/45 ZRs they’re wrapped in are better suited for gripping pavement than anything too slippery.

The SRT’s frowning black mesh grille, multi-vented hood, more aggressive lower fascia, side skirts, and unique rear bumper with fat chromed tailpipes poking through each side makes a strong visual statement that’s hard to ignore, with nothing changing since arriving on the scene in 2017 for the 2018 model year. It carried forward into 2019 unchanged, and will do likewise for 2020, with only some of the Durango’s lesser trims getting minor updates.

The current third-generation Durango came along in 2010 for the 2011 model year, by the way, and with the update brought back some of the curves that were missing from the angled second-gen model. More premium-level interior materials quality was reintroduced as well, with all trims that I’ve tested having been impressively finished. This is especially true of the SRT, which gets a suede-like Alcantara roofliner and A-pillars, plus contrast-stitched leatherette covering the entire dash top and much of the instrument panel, all the way down each side of the centre stack in fact, while the front and rear door uppers are made from a padded leather-like material, and armrests finished in a contrast-stitched leatherette. As you might expect, everything from the waistline down is made from a harder plastic, but it feels very durable and capable of managing punishment.

The steering wheel is a mix of perforated and solid wrapped leather with nicely contrasted baseball stitching around its inner ring, while the spokes feature high-quality switchgear and those shift paddles noted earlier, plus Chrysler group’s trademark volume control and mode switches on its backside as well. All of the cabin’s other switchgear is well done for a mainstream volume-branded vehicle too, with the larger volume, tuning and fan speed knobs on the centre stack being chrome-trimmed and wrapped in grippy rubber.

The infotainment system just above incorporates a large 8.4-inch high-resolution touchscreen that works very well for all functions. I like the simplicity and straightforwardness of Chrysler group touchscreens, and I clarify those in Chrysler, Dodge and Jeep vehicles because they’re often very different than what you’ll find in other FCA brands, like Fiat, Alfa Romeo and Maserati. Screen quality aside, as the premium Italian brands use the latest high-definition displays, I like the Chrysler interfaces best, as they tend to be easier to use and more fully featured.

Along with individual displays for the audio system, auto climate controls including digital switchgear for the heatable/cooled seats and heated steering wheel, navigation with especially good mapping and easy, accurate route guidance, phone hookup and features, plus various apps, the SRT adds another display dubbed Performance Pages featuring power torque history, real-time power and torque, timers for laps etcetera, plus G-force engine and dyno gauges, as well as separate oil temp, oil pressure, coolant temp and battery voltage gauges, much of which is duplicated over on the gauge cluster-mounted multi-information display, giving this SRT a level of digital depth few others in the industry can match.

Under the centre stack is a rubberized bin that’s big enough for any smartphone. The expected 12-volt charger and AUX plug is in close proximity, plus two even more relevant charge-capable USBs, but unfortunately no wireless charging is available. There’s another 12-volt charger as well as a Blu-ray DVD player under the centre armrest, while Dodge includes a great sounding 506-watt Alpine audio system with nine amplified speakers, or an even better $1,995 optional Harman/Kardon system with 825 watts, 19 speakers and a sub.

The throaty sound of the SRT’s V8 makes any talk about audio equipment seem unimportant, mind you, whether it’s chugging away at idle or shaking the world around it at full roar, and the way it responds to right-foot input is dramatic for such a large utility. I wouldn’t use the term catapult do describe its takeoff, but it launches without hesitation before eclipsing any remotely legal speeds within seconds. Truly, if you need more there’s probably something wrong with the way your brain processes adrenaline, while the eight-speed auto’s ability to send its formidable power and torque to all four wheels is commendable. This beefed up gearbox provides quick and purposeful shifts, yet it’s impressively smooth even when allowing revs to rise. Its manual mode with paddles provides good hands-on engagement, which was helpful when pushing hard through corners, something the Durango SRT does effectively.

The Durango’s fully independent front strut and rear multi-link suspension carries over mostly unchanged from the base SXT to this SRT, but Dodge dubs it “SRT-tuned” and adds a Bilstein adaptive damping suspension (ADS) in place of the regular model’s gas-charged, twin-tube coil-over shocks, plus it replaces the solid stabilizer bars with a set of hollow ones, the end result being a wonderfully flat stance through tight curves and good tracking at any speed. Additionally, the electric power steering is performance-tuned and braking power is increased via a set of big Brembos, making stopping power almost as dramatic as acceleration. It’s compliant suspension, general comfort, great visibility and easy manoeuvrability makes it an easy SUV to drive around town too, and thanks to not being quite as wide as a true full-size SUV, like Chevy’s Tahoe or Ford’s Expedition, it’s no problem to park in tight spaces.

To be clear, the Durango is a considerable 120 mm (4.7 in) narrower than the Tahoe and 104 mm (4.1 in) thinner than the Expedition, but rest assured that it measures up where it matters most from nose to tail. Its 3,045-mm (120.0-in) wheelbase is actually 99 mm (3.9 in) longer than the Tahoe’s and just 67 mm (2.6 in) shorter than the Expedition’s, which means adults fit comfortable in all seating positions.

Less width translates into less side-to-side room inside, of course, but it’s still plenty wide within, and should be sizeable enough for larger folks. The driver’s seat is superb, and like the others (excepting the third row) is finished with an embossed “SRT” logo on its backrest. My tester’s seats were covered in a rich looking dark “Demonic Red” with white contrast stitching to match the decorative thread elsewhere, while Dodge included perforated leather inserts to allow breathability for the ventilated seats noted earlier. The leather quality is extremely soft and premium-like, while the seat sides even feel as if they’re finished in the same quality of leather, albeit black. The instrument panel and doors are trimmed out with genuine-feeling patterned aluminum inlays for a sporty yet upscale appearance, plus ample chrome highlights brighten the cabin elsewhere. This said you can upgrade this SUV with an SRT Interior Appearance Group that replaces the aluminum inlays with genuine carbon-fibre, plus upgrades the instrument panel with a leather wrap, possibly a good way to spend $3,250.

Like those up front, the SRT’s standard second-row captain’s chairs are ultra comfortable, while Dodge has fixed a nice centre console in the middle featuring two cupholders and a storage bin. Rear passengers can access a panel on the backside of the front console featuring dual charging USB ports, a 115-volt household-style three-prong socket, and switchgear for the two-way seat warmers, while a three-dial interface for controlling the tri-zone automatic climate system’s rearmost compartment can be found overhead, along with a separate panel housing an attractive set of dome and reading lights.

All of this Durango SRT goodness comes for just $73,895 plus freight and fees, incidentally, and right now CarCostCanada members are saving an average of $6,500 on all 2019 Durango trims, with up to $5,000 in incentives alone. You’ll need to go to the 2019 Durango page on CarCostCanada to learn more, at which point you can access pricing for trims, packages and individual options, plus money saving rebate info and even dealer invoice pricing that could save you thousands. It’s an excellent resource, giving new car shoppers all the info they’ll need to secure the best deal possible.

My tester was equipped with a $950 Technology Group that includes adaptive cruise control with stop-and-go, advanced brake assist, forward collision warning with active braking, plus lane departure warning and lane keeping assist, while a $2,150 rear Blu-Ray DVD entertainment system features a monitor on the backside of each front headrest, these folding upward from otherwise protected positions when not in use. A set of RCA plugs and an HDMI input can be found on the inner, upper side of each front seat, allowing external devices such as gaming consoles to be plugged in easily, all of which can turn any Durango SRT into the ultimate road trip companion.

That’s the beauty of it. This Durango SRT is one of the strongest performing SUVs available anywhere, yet as noted earlier it seats seven adults comfortably, stows all their gear, hauls trailers and much more. It’s the perfect four-season family hauler for speed fanatics, although you’ll want to swap out its three-season rubber for some good winter performance tires come late autumn. Other than that, load up the credit card with plenty of gas money, and you’ll literally be off to the races.

Back when first driving a 2016 Sorento, I found myself reveling in its sumptuous supply of soft-touch cabin surfaces including Nappa leather, wowed by the mainstream volume-branded rarity of finding fabric-wrapped…

New Car Reviews

2019 Kia Sorento SXL Road Test

Back when first driving a 2016 Sorento, I found myself reveling in its sumptuous supply of soft-touch cabin surfaces including Nappa leather, wowed by the mainstream volume-branded rarity of finding fabric-wrapped roof pillars all around, impressed by its large full-colour high-resolution infotainment touchscreen, surprised by its small but potent 240-horsepower 2.0-litre turbocharged four-cylinder powertrain, and buoyed by its general goodness overall.

You’d think with not much changing since then, plus an even more potent V6 on the menu, it would remain high on my list of praiseworthy mid-size crossovers, and indeed it does except for one important detail, since testing the latest 2019 Sorento I’ve also spent a week with the all-new 2020 Telluride, so I’m no longer recommending the Sorento quite as highly for three-row crossover SUV shoppers.

Granted the optional seven-seat Sorento’s price range slots in much further down Kia’s model hierarchy, starting at $32,795 for the EX 2.4 and topping off with this as-tested 3.3-litre V6-powered $49,165 SXL for 2019, compared to a new premium-level base of $44,995 and considerably higher climb up to $53,995 for the larger Telluride’s SX Limited with Nappa. As one would expect, the advent of the Telluride and expected arrival of a completely redesigned 2021 Sorento sometime next year has already resulted in Kia reshuffling the carryover 2020 Sorento’s trim lines, with the base LX FWD and this top-line SXL being axed from the lineup, so you’d better get a move on if you want either.

As for what we should expect from the upcoming 2021 Sorento, it will likely follow the current-generation Hyundai Santa Fe that shares its underpinnings, the latter model now only available with two rows and a maximum of five occupants, because Kia’s parent brand has introduced its own version of the Telluride this year as well, dubbed Palisade. That new seven-passenger Hyundai starts more affordably than the Telluride, in fact, with a base price of just $38,499, so it’s likely next year’s Telluride will gain a lower-end SX trim to slot under the current base Palisade in order to provide a three-row SUV option for less affluent Kia buyers once this seven-occupant Sorento is gone. Got that?

I said earlier that not much had changed since the Sorento’s 2016 redesign, but in fact it received a mid-cycle update for 2019, featuring an ever-so subtle restyling, a new eight-speed automatic transmission for its optional 3.3-litre V6, and unfortunately the discontinuation of the 2.0-litre turbo-four that I paid tribute to at the beginning of this review (a strange move, being that most rivals are replacing their top-line six-cylinder engines with turbo fours to improve fuel economy, but likely a stopgap measure before the next-generation Sorento arrives).

Specifically, the 2.4, which makes 185 horsepower and 178 lb-ft of torque, is now used for LX FWD, LX and EX 2.4 trims, while the 3.3, good for 290 horsepower and 252 lb-ft of torque, adds strength to the LX V6, EX, EX Premium, SX, and SXL models. The six-speed automatic carries over for four-cylinder powered Sorentos, with the new eight-speed only benefiting the V6, while you may have already guessed that all trims but the LX FWD incorporate Kia’s all-wheel drive system.

The eight-speed auto was added for its fuel economy advantages, although its ability to stay within the engine’s most formidable rev range due to shorter shift increments helps performance as well, still Kia will be touting its claimed rating of 12.5 L/100km city, 9.7 highway and 11.2 combined, which compares favourably against the 2018 Sorento V6 AWD in the city, its rating of 13.2 L/100km obviously thirstier, yet oddly doesn’t do anywhere near as well on the highway, the outgoing model achieving a more advantageous 9.3 L/100km rating. So what exactly did Kia use the new eight-speed transmission’s two final gears for? The V6 eight-speed combo is better for those that spend most of their driving time in town, and promises a 0.2 L/100km advantage in combined city/highway travel, but from a fuel economy standpoint the upgrade hardly seems worth the effort.

Just in case you were questioning how well the old 2.0-litre turbo-four compared, it managed a rating of 12.3 L/100km city, 9.4 highway and 11.0 combined, whereas this engine combined with the new eight-speed automatic in the totally redesigned 2019 Hyundai Santa Fe (which rides on the same all-new platform architecture the 2021 Sorento will adopt) is rated at 12.3 city, 9.8 highway and 11.2 combined—yah, go figure.

As for the base 2.4, it manages 10.7 L/100km city, 8.2 highway and 9.5 combined with its FWD driveline, which represents a significant improvement in the city over last year’s Sorento with the same powertrain that could only muster 11.2 L/100km city, 8.3 highway and 9.9 combined despite no stated changes (so it must come down to gear ratio modifications), while the 2019 Sorento 2.4 AWD gets a claimed 11.2 L/100km city, 9.0 highway and 10.2 combined rating, compared to 11.5, 9.3 and 10.5 last year.

Speaking of claims, Kia says this 2019 Sorento includes a new grille, but I certainly can’t see any difference from the outgoing one, although the hood and lower front fascia have changed, the latter particularly noticeable at each corner where top-tier SX and SXL trims’ trademark quad of LED fog lamps have been halved in size and now combine with what appear to be slatted brake vents just below, not to mention they’re now surrounded by taller, more V-shaped chromed bezels.

The chrome door handles, side window surrounds and silver roof rails were part of my 2016 SX model too, but the chrome rocker mouldings, 19-inch chrome alloy wheels, and totally reworked rear bumper filled with metal brightwork too, are new. The update makes the Sorento a bit classier than the outgoing model’s sportier look, chrome often having this effect.

Also part of the 2019 makeover, revised headlamps and taillights include full LEDs at both ends in SX and SXL trims, plus LED daytime running lights embedded within the headlights and the aforementioned LED fogs. Lesser trims utilize new projector beam headlamps with LED positioning lights, projector beam fog lamps (on LX V6 trim to EX Premium), and conventional taillights in an attractive new design. Additional outer changes include new alloy wheels ranging from 17, 18 and 19 inches and shod with 235/65R17, 235/60R18 and 235/55R19 all-season tires depending on trim, plus new colours.

Inside, the 2019 Sorento features a new steering wheel, a mostly digital primary gauge cluster filled with electroluminescent dials to each side of a TFT speedometer that doubles as a fully functional colour multi-information display, plus improvements to the centre stack and infotainment system, the latter now including standard Apple CarPlay and Android Auto. New optional wireless smartphone charging adds a level of convenience I happen to really appreciate, while newly available advanced driver assistance systems include lane keeping assist and driver attention warning.

The latter two safety features are only part of the top-line SXL trim line, that model also the only trim to provide forward collision-avoidance assist, which is unusual in a market that’s now starting to offer automatic emergency braking in base models, but it’s not out of the ordinary to require a move up to a mid-range trim for blind spot detection with rear cross-traffic alert, these two features standard with the Sorento’s EX model. The rest of the Sorento’s safety equipment is the usual standard fare, included right across the board.

The aforementioned base LX FWD starts at just $28,295 and is therefore quite the value proposition when compared to the rest of the mid-size field that are all priced higher, especially when considering it comes standard with 17-inch alloy wheels, auto on/off headlamps, chrome door handles, a leather-wrapped multifunction heatable steering wheel, Drive Mode Select with default Comfort, Eco, Sport and Smart settings, three-way heated front seats, a 7.0-inch infotainment display with aforementioned Apple and Android smartphone integration and a backup camera, plus six-speaker audio, and the list goes on and on.

Adding AWD to the base LX increases the price by $2,300 to $30,595 yet also provides roof rails, proximity-sensing access with pushbutton ignition and a wireless phone charger, while the same trim with the V6 and AWD increases the base price by $4,500 to $35,095 and ups content to include fog lamps, a sound-reducing windshield, turn signals integrated within the side mirror caps, an auto-dimming rearview mirror, dual-zone automatic climate control with auto-defog and separate third-row fan speed/air-con adjusters, UVO Intelligence connected car services, satellite radio, an eight-way power-adjustable driver’s seat with two-way powered lumbar support, a third row for seven-occupant seating, trailer pre-wiring, plus more.

For $2,300 less than the LX V6 AWD and $2,200 more than the LX AWD, four-cylinder-powered $32,795 EX 2.4 trim includes the just noted fog lights, powered driver’s seat, and seven-passenger capacity of the six-cylinder model while adding a glossy grille insert and leather upholstery, whereas the $38,665 EX with the V6 and AWD builds on both the LX V6 AWD and EX 2.4 with 18-inch machined-finish alloy wheels, an upgraded Supervision LCD/TFT instrument cluster, express up/down powered windows with obstacle detection all-round, and a household-style 110-volt power inverter, while EX Premium trim starts $2,500 higher at $41,165, yet adds such luxuries as front and rear parking sensors, power-folding side mirrors, LED interior lighting, an eight-way powered front passenger’s seat, a panoramic glass sunroof, rear door sunshades, and a powered liftgate with smart access.

Those wanting to step up to a true luxury experience that rivals some premium brands can opt for the Sorento SX that, for $4,000 more than the EX Premium at $45,165, provides most everything already mentioned plus 19-inch alloys, a chrome grille, stainless steel skid plates front and back, a stainless steel exhaust tip, chromed roof rails, dynamic directionally-adaptive full LED headlights, upgraded LED fog lamps, bar type LED taillights, sound-reducing front side glass, illuminated stainless steel front door scuff plates, perforated premium leather upholstery, and a larger 8.0-inch infotainment touchscreen endowed with rich colours and deep contrast, plus crisp resolution and quick reaction to tap, pinch and swipe finger gestures. The included navigation gets nicely detailed maps and accurate route guidance, while SX trim also features superb 10-speaker Harman/Kardon premium audio, three-way ventilated front seats, heatable rear window seats, and more.

Lastly, the as-tested Sorento SXL costs another $4,000 for an asking price of $49,165 before freight and fees, which incidentally is still quite a bit less than most fully loaded rivals, some of which don’t even offer the level of high-grade equipment included in the previous trim, but over and above everything noted earlier this SXL adds softer Nappa leather upholstery, an electromechanical parking brake, a 360-degree surround parking camera with a split screen featuring a conventional rear view with dynamic guidelines on the left side and an overhead bird’s-eye view on the right, plus high beam assist headlights, adaptive cruise control, and more.

I sourced pricing for all 2019 Sorento trims, packages and standalone options from CarCostCanada, where you can also find money-saving rebate information as well as dealer invoice pricing that could save you thousands. In fact, there are up to $6,000 in additional incentives available to you on the 2019 Sorento right now, so make sure to check it out.

You’ll need to head down to your local dealership to drive the Sorento, and when you do I’m guessing you’ll be impressed. The V6 is ultra-smooth, as is the new eight-speed automatic that shifts almost seamlessly and quickly no matter the driving mode it’s set in. I left it in default Comfort mode most of the time, but Eco mode was smooth as well and ideal for saving fuel, while Sport mode allowed the engine to rev higher and the gearbox to shift quicker, while Smart mode is a best of both world’s scenario that takes note of how you’re driving, the terrain and other parameters before automatically choosing the ideal mode.

The suspension is wonderfully smooth, yet when pushed through tight corners it handles well for such a large SUV. Overall it’s on the sportier side of seven-passenger competitors, yet it’s excellent seats, pampering soft surfaces and other near-luxury qualities make it one of the more comfortable in its class.

With respect to the driver’s seat, EX trims and above get four-way powered lumbar support that will ideally apply pressure to the small of your back no matter your stature, while the LX V6 and EX 2.4 trims’ two-way lumbar is more of a hit-and-miss scenario. Interestingly, four-way lumbar isn’t even a given in the upper-crust luxury-branded mid-size SUV class, with the industry’s best-selling Lexus RX 350 only making it available with its $63,950 Luxury or $69,850 Executive packages, and not available at all if you want the model’s even pricier two F Sport upgrades, while four-way powered lumbar isn’t even available with Infiniti’s QX60. Another bonus for the Sorento is a lower driver’s seat cushion that extends outward to comfortably cup below the knees for an extra measure of support. The Nappa leather is also impressive, and in fact some of the nicest you’ll find in the mainstream volume sector.

While the second-row is very roomy and nearly as comfortable as that up front, the Sorento’s rearmost seats are best for smaller to medium-sized kids, with the Telluride your better option if needing to transport larger teens or adults in the very back.

Some details that are especially nice include the piano black lacquered trim pieces on the backsides of the front seats, that are rarely seen on anything this side of a Bentley or Rolls-Royce. It’s an old English luxury look not used much these days, but a quick look back at my 2019 Genesis G90 review (a car that shares underpinnings with the now discontinued—in Canada—Kia K900) where hardwood is used in the same way, helps us realize where Kia came up with the idea (you’ll need to scroll through the photos until you get to the back seat). The Sorento SXL also includes black lacquered trim on the steering wheel, dash and centre console, plus across each door, but as nice as it looks when new I’m concerned it will scratch easily as it ages.

Anyone regularly loading long cargo like skis into the very back will no doubt appreciate how Kia split up the second row. Instead of the usual 60/40 divide, while takes one of the window seats out of action when the smaller portion is laid flat, the Sorento incorporates what I believe to be the best 40/20/40-split solution, which allows both rear passengers to enjoy the more comfortable and visually optimal window positions, plus the previously noted heatable rear cushions if so equipped. This feature, normally only offered by pricier European SUV makers, is a major dealmaker for me, and should be considered by those choosing an SUV for practicality.

I also appreciated the folding seat release levers attached to the cargo wall, which lower each side automatically. To be clear, the 20-percent centre portion needs to be done manually, this portion only dropping automatically as part of the 60-percent portion on the driver’s side, whereas some vehicles actually include three levers so each portion can drop individually, but this is still a much better system than any competitor in this class offers.

The seats drop right down and lock securely into place, resulting in a spacious, flat-loading floor that measures 2,082 litres (73.5 cu ft) behind the first row in the lowest two trims or 2,066 litres (73.0 cu ft) in the LX V6 and above, 1,099 litres (38.8 cu ft) and 1,077 litres (38.0 cu ft) respectively behind the second row, and 320 litres (11.3 cu ft) behind the third row. There’s a bit of extra storage space under the removable cargo floor, which even allows the retractable cargo cover to be securely stowed away when not in use.

It’s these types of details that make the Sorento such a cut above most competitors. This is true for many of Kia’s models, the new Telluride noted earlier especially impressive. The Korean brand often goes above and beyond its competitors, clearly setting itself apart, which is necessary for one of Canada’s newest brands. They lack the luxury of resting on their laurels, and even this well-proven Sorento, a model that’s served Canadian buyers mostly unchanged for years, proves this point as well today as it did in 2015 when generation-three arrived.

No wonder the Sorento has maintained sales leadership amongst its three-row mid-size SUV peers, its year-to-date Q3 sales of 12,997 units well ahead of every seven-row competitor, with the next most popular Toyota Highlander at just 10,205 deliveries, Dodge Durango with 8,082, the Ford Explorer at just 6,955 (although it’s changing over to a new 2020 design this year, so we’ll cut it some slack), VW Atlas with 6,682, Honda Pilot with 5,886, Chevy Traverse with 4,669, Nissan Pathfinder with 4,564, GMC Acadia with 3,589, Mazda CX-9 with 3,166, Subaru Ascent with 3,027, and now discontinued Ford Flex with 2,418. By the way, the new 2020 Telluride has only been with us since March yet found 2,386 new buyers, while the Palisade, introduced in June, has already earned 2,369 new sales.

Count them up. That’s 15,383 (mostly) three-row mid-size sales for Kia, which is a 50-percent advantage over next-best Toyota. Not bad for a comparative upstart, and proof that combining good looking design with sound engineering and lots of bang for consumers’ bucks results in success.

With an all-new 2020 Escape already showing up at Canada’s blue-oval dealerships, it’s time to say goodbye to a third-generation Escape that’s been with us since 2013. The version seen here was…

New Car Reviews

2019 Ford Escape Titanium 2.0L Ecoboost Road Test

With an all-new 2020 Escape already showing up at Canada’s blue-oval dealerships, it’s time to say goodbye to a third-generation Escape that’s been with us since 2013. The version seen here was dramatically refreshed to look more like its larger Edge sibling for 2017, and it’s served its many owners well since then.

Of course, with a redesign arriving there’s opportunity to save money on the outgoing 2019 model, and being that it’s still so very good, and that plenty of Ford retailers still have various trims new in stock, you may want to consider your options. At the time of writing, CarCostCanada was reporting $1,200 in additional incentives over and above any personal discount you can work out with your friendly local sales manager, which is a great conversation starter you can back up further by knowing the 2019 Escape’s actual dealer invoice price before arriving at the dealership. The best way to do this is by going to CarCostCanada where you can also discover the various features and prices of each trim, options package and individual upgrade. You can also check out pricing and features for the new 2020 Escape and even last year’s 2018 model, making CarCostCanada a vital resource when buying a new vehicle.

The top-line 2019 Escape Titanium you’re looking at has changed one iota since introduced in 2016, as witnessed by my 2017 Ford Escape Titanium AWD Road Test, a compact crossover SUV that was virtually identical to this new one, even down to its Ingot Silver exterior colour. Don’t worry, as smart as silver or white is for resale values (more people buy these shades than any other), Ford offers this 2019 model in seven additional colours, with some of the standard no-cost hues even quite vibrant such as Sedona Orange and Lightning Blue, while $450 Ruby Red and $550 White Platinum look downright rich.

I can’t say I liked this 2017-2019 grille design as much as its 2013-2016 predecessor, which was totally unique and even futuristic looking when it debuted. I remember how taken aback I was, not sure what to think initially yet warming up to it quickly enough, so that it quickly became my favourite small SUV. I understand why Ford changed up the look, both from a prospective customer’s need for something new and a requirement to visually align its SUV lineup, but for reasons not necessarily related to styling the Escape has lost a little ground to the now top-selling Toyota RAV4 and Honda CR-V in recent years.

Only four years ago the Escape was number one in this class, a position it had held for years. In fact, look back a bit further and the Escape nearly doubled annual sales of the RAV4 and CR-V, but it’s been on a steady slide downhill since this refresh, from a high of 52,198 units in 2014 to 47,726 in 2015, the last time it topped the category, falling to 46,661 deliveries in 2016 when the RAV4 leapt to number one, and then 47,880 sales in 2017 when both the RAV4 and CR-V passed the 50,000 threshold. The two Japanese branded SUVs kept luring in more and more new customers in 2018 when each models’ sales neared 55k, but the Escape only managed 43,587 deliveries that year, while at the close of September 2019 the Escape only pulled in 30,817 new buyers to the CR-V’s 43,464 and RAV4’s 49,473, the redesigned Toyota on target for another record year.

While this 2019 Escape is starting to show its age, especially when put beside that new RAV4 and the entirely new 2020 Escape that Ford hopes will inspire its once loyal customer base to come back to the domestic brand, it’s still a very good compact SUV that can be had for considerable savings. You won’t have your choice of colours, while available trims will come down to what’s left in stock, but with such a wide variety to choose from there’s bound to be something you’ll like.

At the start of this 2019 model year the Escape was available in base $26,399 S trim, as a $29,349 SE and $30,849 SEL, the latter designation added this year, and finally top-line $37,699 Titanium. The Titanium comes standard with all-wheel drive, while the SE and SEL can be had with AWD for an extra $1,500, and the S is only available in front-wheel drive.

If this wasn’t confusing enough, the Escape offers the choice of three gasoline-fueled four-cylinder engines, and strangely not one of them is electrified despite this model being first to market an SUV hybrid. The base model labours forward with Ford’s dozen-year-old 2.5-litre mill making 168 horsepower and 170 lb-ft of torque, which are respectable numbers for a base model, but most Escape buyers will pay a bit more for one of the brand’s turbocharged Ecoboost engines, the 1.5-litre making 179 horsepower and 177 lb-ft of torque and standard in SE and SEL trims, and the 2.0-litre version good for a very spirited 245 horsepower and 275 lb-ft of torque, this one standard with as-tested Titanium trim and available with the SE and SEL. So as you can likely imagine, just what you’ll find at your local Ford retailer will be anyone’s guess, although if you’ve got your heart set on a particular trim powered by a specific engine they can phone around to other dealers on your behalf.

At least the Escape’s sole six-speed SelectShift automatic makes your choice of transmission easier, which is two speeds less impressive than the new 2020 model’s eight-speed automatic, but the outgoing gearbox is proven reliable and certainly capable enough when fitted to either Ecoboost engine. The 2020 Escape will get the 1.5-litre turbo-four as standard equipment, with auto start-stop technology no less, which shuts the engine off when it would otherwise be idling, while the 2.0-litre continues to provide a performance option in a compact SUV class that’s in dire need of some excitement.

Speaking of drivetrain options, the long lost Escape Hybrid I previously complained about not being available is finally back for 2020, which is great news for those willing and able to spend more for better air quality, let alone saving some money on fuel.

While Ford isn’t providing fuel economy numbers for the new 2020 Escape just yet, the 2019 model does quite well in all trims. The 1.5-litre is the best choice for those on a budget, with the FWD version achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.1 combined rating, and that engine with AWD good for an estimated 11.2 city, 8.4 highway and 9.9 combined. The FWD-only base S, on the other hand, does pretty well despite its age with a rating of 11.0 city, 8.0 highway and 9.6 combined, and finally the top-tier AWD-only Titanium is extremely thrifty considering all the performance available, with a claimed rating of 11.5 city, 8.7 highway and 10.2 combined.

Looking past the 2019 model’s aging body style and just as classic interior design, its quality of materials, fit and finish, and general goodness is hard to argue against. Even its electronic interfaces are better than a number of more recently redesigned competitors, its primarily analogue gauge cluster filled with a very crisp, clear and colourful high-resolution multi-information display at centre, and its centre stack-mounted Sync 3 infotainment touchscreen soldiering on as one of the more graphically attractive and easy to use, not to mention wholly functional. It’s incorporated Android Auto and Apple CarPlay smartphone integration longer than most rival systems, while its navigation/route guidance is amongst the sector’s more accurate, the system’s tap, pinch, and swipe gesture controls working ideally with the nicely detailed map, and dynamic guideline-equipped backup camera easy on the eyes. There’s much more to it, such as Bluetooth streaming audio, mobile apps, voice control, a WiFi hotspot, 911 assist, etcetera, so only those looking for premium-level options like overhead surround cameras and Near Field Communication (NFC) short-range wireless connectivity will find themselves wanting.

The centre display provides all the expected audio functions too, like AM/FM/satellite radio plus MP3 and WMA compatibility, but no HD radio, although the 10-speaker Sony system it all plays through is very good for this class. Some quick access controls sit on an angled interface just below the touchscreen, this just above a large user-friendly dual-zone automatic climate control panel, all the kind of premium equipment expected in a luxury brand, and the Escape’s top-tier Titanium trim line. Still, compared to some competitors that have digitized these controls under touch sensitive interfaces, the Escape’s look pretty dated, but a tiny pull switch for engaging the electromechanical parking brake makes it clear that Ford did everything it could to keep this model current.

Advancements in mind, my tester featured a $2,500 optional Safe and Smart + Roof Package including a panoramic sunroof, rain-sensing wipers, automatic high beams, adaptive cruise control, forward collision warning with automatic brake support, blind spot monitoring with rear cross-traffic alert, plus lane departure warning with lane keeping assist. A number of these features are also available as part of a separate package in the two mid-range trims, so you don’t need to go full tilt with a Titanium model in order to benefit from these advanced driver assistive systems.

I’m not going to bother going into each and every standard and optional feature with this SUV, because as explained earlier it’s now a WYSIWYG affair, but over and above everything already mentioned this Titanium includes 18-inch alloy wheels, HID headlights with LED signature lighting, a heatable steering wheel, leather upholstery, an auto-dimming centre mirror, front parking sensors, a 110-volt household-style power outlet, a foot gesture-controlled hands-free liftgate and plenty more, while highlights pulled up from lesser trims include extra chrome exterior trim, a leather-wrapped steering wheel, a powered liftgate, rear parking sensors and more from the SEL; fog lamps, body-colour exterior details, proximity-sensing keyless access with pushbutton ignition, Ford’s exclusive keyless entry keypad, one-touch up/down power windows all around, a 10-way power-adjustable driver’s seat, dual-zone auto HVAC, heated front seats plus more from the SE; and finally auto on/off headlamps, a windshield wiper de-icer, remote engine start, keyless remote entry, MyKey, variable intermittent wipers, powered windows, air conditioning, an overhead console with sunglasses holder, SOS Post-Crash Alert System, all the usual airbags including one for the driver’s knees, and much more from the base S model.

Some Escape Titanium materials quality highlights include a mostly soft-touch dash top that nicely wraps all the way around the infotainment controls before crossing over to the front door uppers. The door inserts and armrests are nicely padded too, as is the centre armrest/bin lid, while at least the mid-door panel niceties extend into the rear seating area as well, but that’s about it for soft synthetic pampering. Ford spiffs up the instrument panel with some piano black lacquered trim that extends across the dash and down each side of the centre stack, while a tasteful assortment of aluminized accents added a bit of brightness to my tester’s mostly black cabin, but other than a touch of blue and red for the temperature controls, the lovely aqua blue needles within the gauge cluster, the dark blue and sky blue backgrounds used for the multi-info display and centre touchscreen respectively, this Escape won’t exactly stimulate one’s colour-craved senses.

The leather upholstery is nice, and features what looks like cream-coloured contrast stitching, while the driver’s seat is plenty comfortable and the SUV’s driving position much better than some others in this class. In fact, I’d call its ergonomics excellent thanks to a tilt and telescopic steering column with enough rearward reach to make my long-legged, short-torso frame feel right at home. This isn’t always the case, as anyone who reads my reviews regularly will know, but you’ll be hard pressed to find a competitor with as much driver adjustment as this Escape. Visibility is excellent all-round too.

The rear seating area is spacious and reasonably comfortable too, especially if positioned in the outboard window seats, but take note you don’t exactly sit in the seats, but rather on top of them, and there’s not much lateral support at all. Fortunately, taller teens will have no problem fitting in thanks to reclining seatbacks, while the folding armrest at centre improves comfort and provides a place for drinks. Rear ventilation can be found on the backside of the front console, where the aforementioned 110-volt outlet features a more useful three-pronged socket. I was surprised not to see heatable seats in back, especially in this top-of-the-line model, but those wanting such luxuries can ante up for Lincoln’s MKC, soon to be renamed Corsair, which is basically a 2019 Escape Titanium with more glitz and glamour.

The rear hatch powers up out of the way via foot-activated gesture control as noted earlier, revealing a sizeable 964 litres (34.0 cubic feet) of cargo space behind the 60/40-split rear seatbacks, or 1,925 litres (68.0 cu ft) when these are lowered. I’d prefer a 40/20/40-split, or even a centre pass-through to provide room for longer items like skis down the middle while rear passengers enjoy the more comfortable and scenic window seats, but such configurations are rare outside of the premium sector, so this can hardly be seen as a deal-breaker. Ford doesn’t include any mechanisms for automatically folding the rear seats down while loading in cargo either, unlike some rivals, but on the positive a flap drops down to cover the gap between seatbacks and cargo floor so smaller items don’t slip between the cracks, so to speak, and the expanded cargo area does provide a fairly flat load floor.

Before it starts sounding like I’m beating up on this poor old Escape, the fact of the matter is it remains a very good compact crossover SUV with the best performance in its class by far. Its arguably old school transmission might be short a couple of gears compared to some competitors (and its own replacement), but it goes about its business with a level of smooth refinement that would make a JATCO engineer proud, although my tester’s steering wheel-mounted paddle shifters combined with a manual mode affecting real gears makes it a lot more enjoyable to drive than most competitors that are now using continuously variable transmissions (hence the JATCO reference, which is one of the world’s largest suppliers of CVTs). The Escape’s shifts are comparatively crisp and quick, resulting in a much more engaging experience than any of its top challengers, all of which use CVTs.

On this sportiness theme, a slightly firmer suspension means the Escape Titanium isn’t the smoothest riding model in its compact SUV class. It’s hardly rough or uncomfortable, but you’ll notice each bump and road imperfection in a fairly pronounced manner, unlike a RAV4 or CR-V that better isolate driver and passengers, but keep in mind the Escape Titanium’s more capable driving dynamics will have you smiling at speed on a winding back road. Of note, all Escapes incorporate torque-vectoring control and Curve Control that senses if you’re going to fast when entering a corner and, if so, automatically slows you down via throttle reduction and anti-lock braking.

That pretty well sums up the 2019 Escape, particularly in Titanium trim. It remains a solid competitor that’s stood the test of time because it was well conceived in the first place, and would be a good choice for someone who’d rather save money than be seen in the most modern compact SUV currently available. I can’t say whether or not its replacement will be worth paying more for as I haven’t even sat in it, but it make gains mechanically and now offers a hybrid, plus its infotainment systems appear to have made a step upward as well. This is important, because it will need to last for six years as well if Ford plans to follow its past upgrade schedule, which is one year longer than its main rivals. Now we’ll have to see how well it does against the RAV4, CR-V and an ever-improving crop of compact SUVs.

Few premium models mimic their mainstream volume branded donor platforms so closely as the QX60 does with the Nissan Pathfinder, and by that I’m not talking about exterior styling. Actually, Infiniti…

New Car Reviews

2019 Infiniti QX60 Sensory Road Test

Few premium models mimic their mainstream volume branded donor platforms so closely as the QX60 does with the Nissan Pathfinder, and by that I’m not talking about exterior styling. Actually, Infiniti does a pretty good job of separating the two at birth. The QX60 gets Infiniti’s trademark grille and snake eyes-like LED headlamps up front, plus its squiggly rear quarter window design, and its thinner, narrower wrap-around LED tail lamps, whereas the Pathfinder certainly looks more traditional SUV-like since its 2017 refresh.

No, the most noticeable similarities are found inside, where the two SUVs are similar in design, layout, and general goodness. See how I did that? You probably thought I was going to say something negative, and while I’d like to see more differentiation between QX60 and Pathfinder cabins, they’re both very good at delivering what people want and need, the QX60 merely stepping things up when it comes to the quality and choice of materials, plus other refinements.

For instance, the QX60 dash top, instrument panel, glove box lid, lower console sides, and front door panels (from top to bottom) are made from high-quality soft-touch synthetics, whereas the Pathfinder leads its class for hard plastics, covering all of these areas except (strangely) for the front door panels that also get the pliable composite treatment all over. The QX60 takes these refinements into the back too, providing soft-touch rear door uppers, while hard shell plastic covers the Pathfinder’s inner doors. Infiniti even goes so far as to wrap all roof pillars in padded cloth, whereas Nissan doesn’t even cover the front pillars, like some close competitors do.

Of course, Infiniti adds some more obvious upgrades to the QX60 as well, such as real maple hardwood replacing the fake stuff, a higher grade of leather with intricate hourglass quilting on the seat inserts and contrasting piping around the edges, at least in my top line Sensory trimmed example, but the dated electronics are pretty well the same except for some digital branding, the primary gauge clusters identical except for Infiniti’s classic purple colouring inside the dials, plus the serrated metallic rims around their edges, this colour treatment carried over to the centre display as well, which incidentally is devoid of Apple CarPlay and Android Auto smartphone integration, and while the buttons, knobs and switches that control these interfaces (and everything else) are mostly unique and nicer all-round, they’re laid out in more or less the same fashion.

Along with the rich hardwood and sumptuous leather upgrades, the $4,200 Sensory package adds three-way forced ventilation to the already heatable front seats, while the second-row outboard positions are now heated, and the third row gets a powered return to make loading cargo easier, while accessing the rear luggage area is more convenient thanks to a motion activated power liftgate. Back inside, everyone can enjoy the open airiness of a powered panoramic sunroof overhead, complete with powered sunshades, not to mention a 15-speaker surround-sound Bose audio system upgrade complete with 5.1-channel digital decoding, while they can also appreciate the Advanced Climate Control System (ACCS) that includes auto-recirculation, a plasmacluster air purifier and grape polyphenol filter. Last but not least, the Sensory package improves the QX60’s styling and handling with unique 15-spoke 20-inch alloy wheels on 235/55 all-season tires.

Prerequisites for the new Sensory package are the equally new $5,000 Essential and $4,800 ProActive packages, the first including remote engine start, entry/exit assist for the driver’s seat and steering wheel, rain-sensing wipers, reverse tilt-down side mirrors, two-way power lumbar support for the driver’s seat, two-way driver’s memory with an Enhanced Intelligent Key, a 13-speaker Bose audio system, leather upholstery, Infiniti InTouch infotainment with navigation, lane guidance, and 3D building graphics, voice recognition, an Around View parking monitor with Moving Object Detection, front and rear parking sensors, SiriusXM Traffic, and more.

The ProActive package adds auto-dimming side mirrors, high beam assist, full-speed range adaptive cruise control, distance control assist, active trace control, Lane Departure Warning (LDW) and Lane Departure Prevention (LDP), Blind Spot Intervention, backup collision intervention, front pre-crash seatbelts, and Infiniti’s exclusive Eco Pedal.

All of this highfalutin gear gets added to a QX60 that’s already well equipped in renamed base Pure form, and competitively priced at $48,695, thanks to features such as auto on/off LED headlamps, LED daytime running lights, LED fog lamps, LED taillights, roof rails, power-folding side mirrors with integrated turn signals, proximity-sensing keyless access, pushbutton ignition, a heatable leather-wrapped steering wheel, a powered tilt and telescopic steering column, an eight-way power driver’s seat, a six-way power front passenger’s seat, an auto-dimming centre mirror, a HomeLink universal garage door opener, a (regular sized) powered moonroof, micro-filtered tri-zone automatic climate control, an 8.0-inch centre touchscreen with a backup camera, SMS/email display, satellite radio, three USB charging ports, a powered rear liftgate, Predictive Forward Collision Warning (PFCW), Forward Emergency Braking with Pedestrian Detection (PFEB), Blind Spot Warning (BSW), and more (see all 2019 and 2020 Infiniti QX60 pricing at CarCostCanada, with breakdowns of trims, packages and individual options, plus make sure to look for special manufacturer rebate info as well as dealer invoice prices that could save you thousands).

Some of these features are available with the Pathfinder, incidentally, so it’s not like top-tier trims of the Nissan-badged utility are even remotely spartan, but Infiniti does go further as it should. Where it doesn’t seem to need much differentiation to remain popular is in mechanicals, where the two SUVs utilize the same 3.5-litre V6 and continuously variable transmission incorporating authentic feeling stepped gear ratios. It’s one of the best CVTs on the market, and perfectly suited to these models’ comfort-first focus, although all-wheel drive is standard with the QX60, unlike the Pathfinder that offers more basic front-wheel drive trims as well.

At 295 horsepower and 270 lb-ft of torque, the QX60’s direct-injection infused V6 also provides 11 more ponies and an identical 11 lb-ft of additional twist over the Pathfinder’s version of the engine, which makes for a bit more energy off the line and when passing on the highway, plus Infiniti massages the CVT with a manual mode in order to extract the most performance from those just-noted stepped gears, not to mention default (a best of all worlds compromise), Sport (that makes adjustments to the engine and transmission to enhance performance), Eco (that adjusts engine and transmission responses to improve fuel economy), and Snow (that controls engine output to reduce wheel spin) driving modes, whereas the Pathfinder pays respect to its more rugged styling by including an “i-4×4” selection on its rotating drive mode selector, this denoting Nissan’s Intelligent 4WD system lets you choose between 2WD, AUTO, and LOCK, the latter for getting out of deep snow, mud, sand, or other types of slippery situations. Nissan’s combination of drive settings is probably best off-road, not to mention its 7.0 inches of ground clearance versus 6.5, but Infiniti’s setup is automated more for slippery conditions and optimized further for pavement, which is where you’re more likely to be driving 99.9-percent of the time.

How do these differences affect fuel economy? The QX60 does very well with a claimed Transport Canada rating of 12.5 L/100km in the city, 9.0 on the highway and 10.9 combined, whereas a fully loaded AWD-equipped Pathfinder is good for an estimated 12.4 city, 9.2 highway and 11.0 combined; more or less the same.

The QX60 also rides on an identical fully independent suspension made up of front struts and a multi-link design in the rear, plus stabilizer bars and coil springs at both ends, but sameness aside it feels more substantive than its lower-priced alternative. It probably comes down to some of the aforementioned soft-touch surfaces quelling noise, vibration, and harshness levels, not that the Pathfinder I recently tested was particularly harsh. Additional sound deadening materials used where the eyes can’t see no doubt play a part as well, but whatever Infiniti did, the QX60 feels more upscale, effectively shielding occupants from the world outside.

This makes its ride feel smoother and more comfortable too, and it very well could be due to suspension tuning, but if there’s a difference it’s very minor. Both are excellent when it comes to coddling occupants in suspension nirvana, no matter the road conditions, while the two SUVs are pretty decent at managing high-speed corners too, as long as you don’t get overzealous in your need to travel from A to B quickly.

A feature I would’ve liked to see Infiniti address more completely is lumbar support, the QX60’s two-way powered system identical to the Pathfinder’s, and not good enough for the luxury sector. They should have at least made a four-way system optional, because as it is you’ll either get sufficient pressure exactly where you need it on your lower back or not, the latter being the case for my five-foot-eight frame and particular pain. A four-way system allows upward and downward movement in order to satisfy all body types and conditions.

Other than this the driver’s seat is quite comfortable and should be large enough for most peoples’ requirements, while second-row seating is very accommodating thanks to plenty of room from side-to-side and the ability to slide each 60/40-split portion fore and aft as needed, plus a comfortable armrest with integrated cupholders in the middle. The third row isn’t the largest or smallest in the class, yet should be sufficient for all but large teens and adults. Better than size, access to that third row comes via Nissan/Infiniti’s innovative seat folding mechanism that lets you keep a child safety seat installed (without the child strapped in) while sliding it out of the way.

Speaking of this, the QX60 could use more child seat latches, particularly in the third row, but on the positive Nissan/Infiniti’s Rear Door Alert system is brilliant. It uses door sequence logic along with an instrument-panel message alert, plus multiple horn honks to remind its driver to check the rear seating area after parking and turning off the ignition. This is an important step towards eliminating child and pet injuries/death after being left behind to suffer in the summer heat of parked cars.

Cargo volume is good, with 447 litres (15.8 cubic feet) available behind the third row, this space made yet more functional thanks to a hidden compartment below the load floor that also houses a removable Bose subwoofer, while up to 1,155 litres (40.8 cubic feet) of gear-toting space can be created by dropping that 50/50-split third row downward via powered switches mounted on each cargo wall. Finally, the 60/40-split second-row seatbacks flip down completely flat via manual levers on their sides, providing a sizeable 2,166 litres (76.5 cubic feet) of maximum cargo volume. Some rivals offer automated second-row seats too, but this setup works well enough and the space provided is very generous.

In the end the QX60 is showing its age, but being a bit older doesn’t necessarily mean it’s outdated. Yes, its instrument panel electronics could use a refresher and I’d like to see more visual separation from the lesser Pathfinder, but it looks good inside and out, is finished in high-quality materials, drives well, and offers seven-passenger luxury SUV buyers a lot of practicality for a very good price. This 2019 model is no different than the 2020 version arriving now, other than its previously noted packages transforming into four trim levels, plus a number of new option packages.

A complete redesign isn’t far away, however, said to be arriving next year as a 2021 model, but if you can’t wait that long this 2019 model, or the new 2020 version, are good choices that drive a hard bargain in the mid-size luxury SUV class, although I expect the upcoming 2021 QX60 to be improved enough not to need a discount.

The mid-size crossover SUV segment has more than blown wide open in recent years, with every mainstream volume manufacturer now in the game and most making sure their entries are as fresh and advanced…

New Car Reviews

2019 Subaru Ascent Premier Road Test

The mid-size crossover SUV segment has more than blown wide open in recent years, with every mainstream volume manufacturer now in the game and most making sure their entries are as fresh and advanced as possible.

Before the new 2019 Ascent arrived on the scene last fall, Subaru had been out of this market segment for a half decade. Its previous mid-size crossover, the 2005 to 2014 Tribeca, impressed in plenty of ways except for styling and third-row spaciousness, so Subaru made sure its Ascent was large enough and easier on the eyes.

Despite two-row crossover SUVs leading the mid-size sector in individual sales, Subaru already has the compact five-seat Forester and the mid-size Outback tall wagon, both very successful models, so therefore the Japanese brand made the choice to address those with larger families and a need for more gear-toting space. Others have done likewise, with Honda having made its three-row Pilot available for 17 years before its all-new two-row Passport showed up this summer, so maybe we’ll see a larger five-seat Subaru SUV at some point in the future.

Until then, the North American-exclusive Ascent is configured for eight occupants in standard trim and seven with its optional second-row captain’s chairs, the latter setup being how Subaru outfitted my top-line Premier test model. It’s not a small SUV, measuring 4,998 millimetres (196.8 inches) front to back with a 2,890-mm (113.8-inch) wheelbase, while its overall height reaches 1,819 mm (71.6 inches) tall including its standard roof rails. Additionally, it spans 2,176 mm (85.6 inches) wide with its side mirrors extracted, while its track measures 1,635 mm (64.4 inches) up front and 1,630 mm (64.2 inches) at the rear.

To put it into perspective, the new Ascent is 48 mm (1.9 inches) shorter than the mid-size three-row SUV category’s best-selling Ford Explorer, albeit with a 24-mm (0.9-inch) longer wheelbase, while some might also be surprised to find out the new Subaru is 42 mm (1.6 inches) taller than the big blue-oval utility. The only Explorer measurements to exceed the Ascent span from side-to-side, which see Ford’s SUV stretching a sizeable 119 mm (4.7 inches) wider with 66 and 71 mm (2.6 and 2.8 inches) more front and rear track respectively. It should be noted the Explorer is one of the mid-size segment’s largest SUVs.

Comparing the new Ascent to other top-sellers shows that it’s longer, wider and taller than the Toyota Highlander and Kia Sorento (but shorter than the new Kia Telluride, with a shorter wheelbase and less width), longer and taller than the Honda Pilot and Hyundai Santa Fe XL (which is now outgoing, but it’s a fraction longer than the new Hyundai Palisade as well, although its wheelbase isn’t nor its width), wider and taller than the Nissan Pathfinder, merely wider than the Dodge Durango, and only taller than the Volkswagen Atlas.

By the way, that was only a partial list of the Ascent’s three-row mid-size crossover SUV challengers, the full list (from best-selling to least during the first three quarters of 2018) including the Explorer, Sorento, Highlander, Atlas, Pilot, Durango, Pathfinder, Chevrolet Traverse, Santa Fe XL, Dodge Journey, GMC Acadia, Mazda CX-9, and Ford Flex, plus the just-noted new Palisade and Telluride (which are too new to categorize by sales numbers, but should do well).

Even more important than exterior size is passenger volume and cargo space, which for the Ascent measure 4,347 litres (153.5 cubic feet) for the former and 2,449 litres (86.5 cu ft) for the latter when both rear rows are folded flat. Those numbers are just for the most basic of Ascent trims, incidentally, which also measures 1,345 litres (47.5 cu ft) behind the 60/40-split second row and 504 litres (17.8 cu ft) behind the 60/40-split third row, while all other trims are half a litre less commodious at 2,435 litres (86.0 cu ft) behind the first row, 1,331 litres (47.0 cu ft) aft of the second row, and 498 litres (17.6 cu ft) in the very back.

These figures compare well against key competitors, with the Ascent’s passenger volume even greater than the Explorer’s, and its standard eight-occupant seating configuration a rarity in the class, while the big Subaru’s maximum cargo capacity makes it one of the segment’s most accommodating too. Also important, rear passenger access is made easier thanks to second-row doors that open to 75 degrees.

Being that the Ascent is a Subaru SUV, it includes standard full-time Symmetrical AWD, which has long proven to be one of the more capable all-wheel drive systems available. Its initial advantage starts with more evenly balanced weight distribution thanks to a longitudinally-mounted engine and transmission, its competitors’ AWD setups derived from FWD chassis architectures that house transversely-mounted motors, plus Subaru’s horizontally-opposed flat “boxer” engine allows for a lower centre of gravity, which improves handling and packaging.

Additionally, Symmetrical AWD applies more torque to the wheels with the most grip, and it’s done in such a way that traction not only improves when taking off from standstill in slippery conditions, but it also benefits overall control at higher speeds. This results in an SUV that’s plenty capable no matter the road or trail surface it’s traveling over, while its standard X-mode off-road system, complete with hill descent control, plus its generous 220 millimetres (8.66 inches) of ground clearance for overcoming obstacles, snow banks, etcetera, makes it better than the crossover SUV average for tackling rougher situations.

During our off-road test, all we needed to do was press the X-Mode button on the lower console and it responded almost as well as the low gearing range of a truck-based 4×4. You can hear the electronic traction and stability control systems going to work as it was searching for traction, and it went up some very steep, slippery, muddy patches that I would’ve normally only attempted with something with a bull-low gear set, like a Jeep Wrangler or Toyota 4Runner.

On that note the Ascent provides one of the nicest rides in its class too, something I really appreciated when off-pavement, but I won’t go so far as to say it’s the sportiest or best handling in this three-row category. It’s still capable of coursing through winding backcountry two-lane roads at a decent clip, but don’t expect it to increase your adrenaline levels unless high-speed body lean is your idea of a good time.

The new SUV utilizes the Subaru Global Platform (SGP), which combines rigid yet lightweight unibody construction with a fully independent MacPherson strut front and double-wishbone rear suspension setup, enhanced further by a stabilizer bar mounted directly to the body at the rear and electric rack and pinion steering up front. It all rolls on 18-inch silver five-spoke alloys shod with 245/60 all-seasons in the Ascent’s two lower trims, and 20-inch machine-finished high-gloss split-spoke rims on 245/50 rubber for the two upper trims, my tester benefiting from the latter.

And yes, good road-holding is important in an SUV that gets up and goes as quickly as the Ascent. Its horizontally-opposed 2.4-litre turbocharged four-cylinder engine provides strong performance off the line and plenty of passing power too, thanks to 260 horsepower and 277 lb-ft of torque, the latter maximized between 2,000 and 4,800 rpm, but I found it best when driven in a more relaxed manner where the powertrain was wonderfully smooth and didn’t use a lot of fuel.

Subaru claims 11.6 L/100km in the city, 9.0 on the highway and 10.4 combined for the new Ascent, compared to 12.0, 8.7 and 10.5 respectively for the larger displacement 3.6-litre H-6 in the considerably smaller Outback. Considering new four-cylinder produces 4 more horsepower and 30 additional lb-ft of torque than that now aging flat-six, we’ll more than likely see this smaller, much more efficient turbocharged engine in a future Outback as well.

The Ascent also compares well against the base 2.3-litre turbo-four-powered Explorer that gets an estimated 13.1 city, 9.2 highway and 11.4 combined, although the Ford makes considerably more power, while the most efficient version of Toyota’s Highlander V6 AWD actually performs impressively with an almost identical rating to the Ascent, of 11.7, 8.8 and 10.4 respectively. Needless to say the Ascent competes at the pump very well considering its performance and size.

Aiding efficiency is the Ascent’s High-torque Lineartronic CVT, the continuously variable transmission not only thrifty but also ideal for mid-size crossover SUV applications due to smooth, linear power delivery. Subaru adds a standard set of steering wheel paddle shifters to improve driver engagement, along with a pseudo eight-speed manual mode that does a pretty good job of mimicking a regular transmission’s gear changes while featuring fairly sporty driving characteristics as well as standard Active Torque Vectoring to increase grip at high speeds. Subaru first introduced this advanced CVT for its WRX performance car, and while not set up to respond as sharply as it would in its world rally-inspired sport sedan, it still does a great job of combining positive, smooth shifts with minimal fuel consumption.

Unlike many of the Ascent’s mid-size rivals, its AWD is standard and powertrain a one-size-fits-all affair, no matter the trim level. On that note, the 2019 Ascent can be had in Convenience, Touring, Limited and Premier grades, with standard Convenience features not already mentioned including auto on/off halogen headlights, LED daytime running lights, roof rails, a 4.2-inch colour TFT multi-information display, three-zone automatic climate control, 6.5-inch touchscreen infotainment with Android Auto and Apple CarPlay smartphone connectivity, a rearview camera, six-speaker audio, satellite radio, three-way heated front seats, an eight-way power-adjustable driver’s seat, second-row USB ports, a total of 19 cup and bottle holders, and more for just $35,995 plus freight and fees.

Each and every 2019 Ascent trim also includes standard Subaru EyeSight driver assist technologies such as adaptive cruise control with lead vehicle start assist, pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, and lane keeping assist, while all the expected active and passive safety features come standard too.

For $40,995 in eight-passenger trim or $41,495 with second-row captain’s chairs, which reduces the total seat count to seven, Ascent Touring trim adds the Subaru Rear/Side Vehicle Detection (SRVD) system that includes blind spot detection, lane change assist, rear cross-traffic alert and reverse automatic braking, as well as unique machine-finished five-spoke 18-inch alloys, body-colour side mirrors with integrated LED turn signals and approach lighting, LED fog lamps, a sportier rear bumper cap with integrated tailpipe cutouts, proximity keyless access, pushbutton ignition, front door courtesy lights, chrome inner door handles, a Homelink garage door opener, a windshield wiper de-icer, auto-dimming rearview and side mirrors, a leather-wrapped steering wheel and shift knob, larger 8.0-inch touchscreen infotainment, premium cloth upholstery, a powered panoramic sunroof, magazine pockets on the front seatbacks, second-row climate controls, third-row reading lights, a rear cargo cover, a powered liftgate, a transmission oil cooler, trailer stability control, and pre-wiring for a trailer hitch that increases towing capacity to 2,270 kg (5,000 lbs).

Limited trim, starting at $46,495 in standard eight-passenger layout or $46,995 in its seven-passenger configuration with second-row captain’s chairs, adds the larger 20-inch alloys mentioned earlier, plus steering-responsive full low/high beam LED headlights with automatic high beam assist, black and ivory soft-touch interior surfaces, a heatable steering wheel, an upgraded gauge cluster with chrome bezels and light blue needles (in place of red), and a 6.3-inch colour multifunction display atop the dash that shows the time, temperature and dynamic features such as an inclinometer, while a navigation system with detailed mapping is included within the infotainment display, as is SiriusXM Traffic, whereas additional Limited features include a 14-speaker 792-watt Harman/Kardon audio system, a 10-way power-adjustable driver seat upgraded to include powered lumbar support and cushion length adjustment, driver’s seat and side-mirror memory, a four-way power-adjustable front passenger seat, leather upholstery, two-way heatable second-row outboard seats, integrated rear door sunshades, third-row USB ports, and more.

Top-tier Premier trim, which comes fully equipped at $49,995, even including standard captain’s chairs, adds an upgraded high-gloss black grille insert, satin-finish side mirror caps, chrome exterior door handles, rain-sensing wipers, ambient interior lighting, a front-view camera, a Smart Rearview Mirror with an integrated rear-view camera, woodgrain inlays, brown perforated leather upholstery, ventilated front seats, a 120-volt power outlet on the rear centre console, and more.

Incidentally, all 2019 Subaru Ascent pricing was sourced from CarCostCanada, where you can also find detailed pricing on trims, packages and standalone options for every other new model sold in Canada, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands.

As for interior accommodations and finishings, the dash top in our Ascent Premier was mostly covered in a leather-look soft-to-the-touch synthetic, featuring stylish stitching across the middle in front of the passenger. Just below is a handy shelf that’s similar to the Highlander’s in function, while more leather-like composite, also stitched with real thread, supports that shelf across the lower portion of the dash before visually melding into the door panels, this surface treatment in a lovely ivory colour. The black and ivory colour theme is nicely complemented by brown armrests in the same tone as the aforementioned brown leather seats, while Premier trim also includes woodgrain inlays that don’t even try to look or feel genuine despite having a slight matte finish. I should also mention that elbow-pampering soft-touch door uppers can be found front and back, but don’t expect fabric-wrapped roof pillars as on some other mainstream mid-size SUVs.

The primary instruments are nicely done, but this top-line model does not include a full digital gauge cluster, a feature that’s starting to show up in many of the Ascent’s recently new or redesigned competitors, such as the Volkswagen Atlas and Hyundai Palisade. Just the same, the dials’ blue needles are a nice touch instead of the usual red found in lower trims, while the vertical TFT multi-information display includes a nice graphic of the SUV’s backside with taillights that light up when you press the brake. It’s kind of fun to watch, but this display is even more useful for reminding drivers they may have left something, someone or some pet in the rear seating compartment by notifying via a visual alert and audio alarm chime, as well as other functions.

This said the larger multi-information display atop the dash goes to work when the aforementioned EyeSight ADAS systems are put into action, with really attractive and detailed graphics, while this display also provides speed limit information, navigation system info, an inclinometer and other off-road features, and more.

Just below on the centre stack, the Ascent gets Subaru’s beautiful new high-resolution 3D-like infotainment touchscreen that we first enjoyed in the new Forester and WRX models. It’s a giant step up in visual attractiveness and functionality, getting all of the features and apps noted previously while I listed off standard and optional items, while responding to input quickly and reliably.

Speaking of quick response times, the heated steering wheel rim and three-way heatable front seats come on quickly and remain hot as well, instead of slowly cooling off like so many others are programmed to. The switch for steering wheel heat is logically located just under the right-side spoke where it’s easy to find, while the adaptive cruise control system, activated via buttons just above, works perfectly in both high-speed and stop-and-go situations. Similarly, the lane departure system held the Ascent in place when cruising down the freeway, but it tended to bounce off the lines instead of maintaining the centre of a given lane when my hands weren’t on the wheel (not that I recommend driving without hands on the wheel, but I was testing the system out).

Speaking of technologies, the Ascent Premier’s centre mirror gets pretty close to mirroring a sophisticated smartphone or tablet. It does double-duty as a backup camera when a switch just below is flicked rearward, whereas pulling that lever forward causes it to revert to a regular auto-dimming mirror. Less sophisticated yet also appreciated, the Ascent’s handy sunglasses holder doubles as a conversation mirror.

The seats are extremely comfortable and wide, good for large people yet also accommodating for my five-foot-eight medium-build body type. With the driver’s seat set up for my long-legged, short-torso frame, meaning that it was pushed farther rearward than it would be with some other people of my stature, I still had no problem comfortably reaching the steering wheel when the column was extended as far back as possible, plus when walking around to the second row and climbing in directly behind the driver’s seat I found the rear passenger accommodations very spacious and comfortable. In fact, there was about 10 inches of nothing between my knees and the front seatback, plus more than enough room to move my head and shoulders around.

Even more amazing, with the middle row pushed as far back as possible I still had ample room in the third row. To be clear, my knees were touching the second-row seatbacks, so moving those seats forward a smidge would’ve made it easier to move around in the very back, but I had close to three inches over my head, meaning the third row could be used for average-sized adults, even when larger adults are sitting in the first two rows.

As noted earlier, there’s a fair bit of room behind the rearmost seats for gear, this space about as large as a full-size sedan’s trunk, while below the load floor there’s another compartment for stowing what-have-you along with the retractable cargo cover when not in use. Folding the 60/40-split third row down is a little bit awkward, but it works well enough. First you’ll need to manually slide the headrests into the seatbacks, and then tug a strap on top of the seats before pushing the seats forward. To get them back up, just pull the longer strap that’s attached to the cargo floor/seatback. The second row folds down by first unlatching it, so you can slide it forward, and then unlatching a second release at which point you can slide them back if you want to match up each side. There’s certainly a lot of space for luggage or building materials, but the captain’s chairs don’t form a very flat loading surface. I’m guessing it would work better with the standard bench seat, so if you’re doing a lot of hauling you may want to purchase one of the Ascent’s lesser trims.

As far as purchasing an Ascent at all, I think Subaru has done a very good job with its second-ever mid-size SUV. First, it looks like a Subaru, albeit on steroids, and should be attractive to those buying into this category, while its overall size and ability to haul plenty of passengers in comfort plus loads of cargo should appeal to all but those looking for a full-size utility. The Ascent’s fit and finish is quite good for the class, electronics very good, standard and optional features set impressive, performance and fuel economy compromise spot on, and overall feeling of quality more than up to par. Therefore if you like Subaru and you need to add space and utility to your mobility, the Ascent is well worth your time and attention.

A diesel in a compact crossover SUV? Now that’s marching to a different drummer. In fact, that distinctively domestic rat-a-tat-tat is the staccato snare of General Motors following through on promises…

New Car Reviews

2019 Chevrolet Equinox AWD Premier Road Test

A diesel in a compact crossover SUV? Now that’s marching to a different drummer.

In fact, that distinctively domestic rat-a-tat-tat is the staccato snare of General Motors following through on promises made by Asian competitors Hyundai and Mazda. The Korean and Japanese brands were supposed to arrive with diesel-powered variants of their Santa Fe and CX-5 crossover SUVs this 2019 model year, but so far there’s no sign of this ultra-efficient engine option on their retail websites, yet GM showed up in late 2017 with a turbo-diesel option as part of a three-engine lineup for its then redesigned 2018 Chevrolet Equinox and GMC Terrain compact SUVs, a welcome first in this category, that is if we were to forget about the short-lived 2005-2006 Jeep Liberty Diesel. Let’s just say it’s a welcome first amongst compact crossovers, these more car-like GM models hardly as off-road capable as the boxy little Jeep was, that long-gone model since replaced by the Cherokee that remains a capable 4×4 less a diesel option.

I drove a 1.5-litre turbo-four gasoline-powered Equinox Premium model first (the white SUV in the photos), and have since spent a week with the same trim and its 1.6-litre turbo-diesel powerplant (the blue version). As much as I’d certainly enjoy the experience, I’ve yet to test out the most powerful top-line 2.0-litre turbo-four.

The base engine might seem a bit underwhelming on paper with just 170 horsepower and 203 lb-ft of torque on tap, particularly for those wanting or requiring quick shots of energy on command, but I found it more than sufficient for this relatively lightweight crossover SUV, and it’s very easy on the budget with a claimed five-cycle Transport Canada fuel economy rating of 9.2 L/100km in the city, 7.3 on the highway and 8.3 combined in FWD, or 9.3, 7.8 and 8.6 respectively with AWD.

The 2.0-litre four that comes standard with AWD is good considering its 252 horsepower and 260 lb-ft of torque, which vaults the Equinox up into luxury compact SUV territory, yet despite an impressive nine-speed automatic, which is three forward gears more than the two lesser engine’s six-speed autoboxes, it manages just 10.9 L/100km city, 8.3 highway and 9.7 combined.

Both transmissions come standard with automatic stop/start, by the way, which automatically shuts off the engine when the Equinox comes to a stop and then instantly restarts it when lifting off the brake in order to reduce emissions and running costs.

To be fair, this is quite good when compared to similarly powerful competitors, but both gasoline-powered models pale in comparison to the “conventionally” powered crossover SUV category’s fuel economy champ, the Equinox Diesel that’s rated at an extremely thrifty 8.5 L/100km in the city, 6.0 on the highway (6.1 with AWD) and 7.4 combined, unless compared to the new Toyota RAV4 Hybrid that solidly beats Chevy’s oil burner at 5.8 city, 6.3 highway and 6.0 combined, while its $32,090 base price is a surprising thousand and change less expensive than the cheapest Equinox LT FWD model, an SUV that starts at $33,100. It’s a significant $6,400 more than the $26,700 base Equinox LS too, and $5,300 less than the $38,400 Equinox AWD Premier Diesel being reviewed here. AWD, incidentally, adds $2,400 to the base LS, while the Equinox AWD 2.0 Premier starts at $37,900.

All noted prices are not including freight and fees, but these details as well as additional pricing for trims, packages and individual options can be found at CarCostCanada, where you can also source the latest manufacturer rebates (especially important during year-end clear-outs) and dealer invoice pricing that could save you thousands.

Savings in mind, the Mitsubishi Outlander PHEV is by far the compact SUV class’ efficiency leader, albeit at $43,498 before government rebates it’s a helluvalot pricier too, leaving the two GM diesels as the most efficient non-electrified crossovers in the compact category. Even the 2.0-litre turbo beats the few similarly powerful crossovers in the class, so kudos to GM for offering such a wide variety of engine and transmission alternatives, plus making them all achieve better than average fuel economy.

I must say that I prefer the diesel upgrade to the base engine from both performance and efficiency perspectives. The diesel might only make 137 horsepower, but it puts a much more motivating 240 lb-ft of torque down to its front wheels or all four, also from just 2,000 rpm, the same as the base engine.

The Equinox AWD system improves fuel economy even more. In fact, unlike most competitors that provide full-time AWD or engineer the rear wheels to engage automatically, the Equinox drives with its front wheels unless you’ve added traction at the back via a button on the centre console. You’ll get a warning when four-wheel grip is recommended, but any other instance you can save fuel by driving what is effectively a front-wheel driven SUV. I noticed this when the front tires kept skidding at takeoff, the diesel providing so much torque at launch it was hard to hold them back, but pressing the AWD button cured this problem, making the Equinox more sure-footed at take off and of course better at holding the road during wet weather too.

Both models’ six-speed automatics were highly responsive. Each includes a rocker switch atop the shift knob for rowing through the gears in manual mode, which is an interesting alternative to shifting the entire gear lever or using steering wheel paddles (on that note don’t try shifting the gears with the buttons on the backside of the steering wheel, because you’ll probably only switch radio stations). I never once found it lacking gears, as the two engines provide ample torque over wide rev ranges, while they shifted smoothly whether toggling through the cogs manually or leaving them in Drive.

Likewise the Equinox has a nice compliant suspension, normal for any GM product other than performance-dedicated models like the Corvette Z06. For its class the Equinox handles very well too. It really feels lightweight and nimble, whether zipping in and out of congested traffic, pushing hard on a winding backcountry road, or stably cruising through fast-paced bends on the open highway.

No matter the exterior environment, most should be impressed with the Equinox Premier’s interior that’s finished to a higher grade than many of its contemporaries. It starts upon closing the driver’s door, which feels more solid than some of its tinny competitors, and continues through with some really nice details like smooth and perforated patterned and contrast-stitched leatherette surface treatments across the entire instrument panel, plus tasteful application of truly attractive aluminum-like trim on the steering wheel, primary instruments, dash vents, plus the centre stack and lower console controls.

Chevy doesn’t go overboard on soft-touch synthetics, but it does wrap the contrast-stitched leatherette armrests up and over the rear third of the door uppers, and finishes the rest of those uppers in a soft painted synthetic, which also gets used for the dash top and much of the instrument panel, plus the top edges of the centre stack and lower console. Just to be clear, it’s not as if this soft-paint will peel off at any time, as it’s permanently fixed to the plastic and therefore provides a much nicer texture than this segment’s usual hard shell plastic.

Moving such premium touches even further upmarket are really nice steering wheel controls, my tester even incorporating a heatable steering wheel rim plus adaptive cruise control, while much of these buttons modulate a colour multi-information display within the otherwise analogue gauge cluster, this featuring a digital readout for traffic sign information, and a back seat reminder that prompts when turning off the engine if you happened to open a rear door before starting off.

Leaving what I think is best for the last, the Equinox’ centre touchscreen infotainment system is really impressive. I love the simple circular graphics rimmed in mostly primary colours, which are bright, modern and ultra-easy to figure out. This is one of the better infotainment systems available in this class, and while I’ve seen larger displays this one is wonderfully crisp and clear, with superb resolution plus nice, deep, rich colours and good contrast. The navigation system’s map provides clear instructions, and it worked accurately throughout my test week. My only infotainment disappointment was a lack of album cover graphics when using satellite radio, which was a bit unexpected being that GM basically gave satellite radio a leg up by adding it across virtually all models when the service first started. Nevertheless, satellite radio is always appreciated.

The infotainment system also features Apple CarPlay and Android Auto smartphone integration, plus my tester included one of the better surround parking cameras I’ve ever used, with the ability to transfer the view from a default mode, which makes the overhead camera smaller and to the left of the display with a larger backup camera with dynamic guidelines to the right, over to a full backup camera with dynamic guidelines, or alternatively to a different view of that same reverse camera, an overhead view of that rearview camera, or alternatively a bizarre frontal view that actually seems as if it’s filming the SUV from outer space, really handy close-ups of curb or road on both sides, to an extreme close-up of the front, and more. Believe me, this camera will keep you spellbound for hours, and once you figure out all the viewpoints you’ll never scratch a set of wheels (or another vehicle) again. Incidentally, this top-line parking camera and the base version were upgraded with improved image quality for this 2019 model year.

Below the infotainment display is a dual-zone automatic climate control interface that’s well organized and attractive enough, but my favourite set of buttons were for activating the three-way heated and/or ventilated front seats, the latter not always available in this class, but really helpful for keeping backside dry and cool against leather in the summer.

The base of the centre stack features a large opening with a rubberized compartment that’s carved out to ideally fit a large smartphone in its elongated position. A wireless charging pad was included, plus GM now incorporates the usual USB-A plug as well as one of the newer USB-C ports (both capable of charging and used as inputs to the infotainment system), which might have been needed for my Samsung S9 if it wasn’t already charging on the just-noted wireless pad. The usual aux plug and 12-volt charger are included too, so your devices will be nicely taken care of in that little compartment alone, although moving slightly rearward results in two more USB charging ports under the front centre armrest.

Look skyward and you’ll see an overhead console with a handy sunglasses holder that I used all week, plus LED reading lights, and controls for OnStar, SOS, and more. Two of those switches open the panoramic sunroof or its sunshade. I always appreciate large glass roofs like this as they bring a lot of light inside resulting in a nicer, more open ambiance.

Speaking of room, the Equinox provided plenty for my medium-build five-foot-eight frame, plus a really good driving position that allowed me to get comfortable while maintaining full control. This isn’t always the case, by the way. I actually have trouble getting the tilt and telescopic steering columns of some competitors to reach far enough rearward when my seat is set ideally for my legs, particularly the aforementioned Toyota RAV4 that doesn’t have anywhere near enough adjustability, but no such difficulty in the well designed Equinox cabin.

What’s more, when my driver’s seat was set up for my long-legged short torso body type, I still had about eight inches of space ahead of my knees when sitting just behind in the second row, plus plenty of room from side to side and about two inches above my head, that panoramic sunroof mentioned a moment ago pushing the surrounding roof area down a couple of inches than it probably would have been if not included. Still, I’d take the roof, but I can imagine those with really tall six-foot-plus teens might find it a bit too low back there.

As far as rear seat amenities go, Chevy includes LED reading lights on both sides, two more USB-A charge ports (new for 2019), a three-prong household-style 120-volt plug, and the best rear outboard seat heaters I’ve ever tested, in that their three-way temperature controls adjust both lower cushion and backrest heat, or just the back alone. You shouldn’t hear too many complaints from your kids, although being that the rear seatback is divided in a simple 60/40 configuration instead of some competitors’ 40/20/40 split or 60/40 with a centre pass-through, families that ski will need to draw straws for the lucky rear seat passenger getting the bun warmer for the ride home.

At least Chevy provides levers on the cargo wall for automatically folding those rear seatbacks down. Just give them a tug and the seats lay flat immediately. There’s also a fairly sizeable storage compartment under the load floor, which I certainly would put to good use if this were my SUV, while the area behind the rear seatbacks measures a generous 847 litres (29.9 cu ft), expanding to 1,809 litres (63.9 cu ft) when those seats are folded down.

While the 2019 Equinox doesn’t look any different from the redesigned 2018 model, Chevy put a lot of effort into reconfiguring trims and packages to better suit their customers. For starters, a new Lights and Bright package can be had with second-rung LT trim, which adds a chrome grille surround, LED headlamps and taillights, plus unique 19-inch wheels. On the negative, front-drive LT models no longer get a standard leather-trimmed shift knob, this now available as part of an option package.

My tester included a $2,995 Driver Confidence and Convenience II package that’s exclusively available with Premier trim and features the surround parking camera noted earlier, automatic high beams, adaptive cruise control with stop-and-go, autonomous emergency braking with pedestrian detection, lane keeping assist, a safety alert seat that vibrates if you veer out of your lane or cause any number of other issues, a heatable steering wheel rim, an eight-way power-adjustable front passenger seat with powered lumbar support, ventilated driver and front passenger seats, and the heated rear seats noted a moment ago.

Alternatively you can opt for either the Driver Confidence II or Driver Convenience II package that includes the tech or luxury updates individually, while my tester also included a no-cost set of 19-inch five-spoke alloys. I won’t go into all the available options, but suffice to say those wanting to personalize their Equinox will be well taken care of.

My tester also included a $1,305 Infotainment II package with the previously noted panoramic sunroof, navigation, a seven-speaker Bose audio upgrade, HD radio, and 19-inch alloys, while some notable Premier trim features include LED headlights and taillights, chrome door handles and mirror caps, auto-dimming rearview and side mirrors, a leather-wrapped steering wheel, a colour multi-information display within the gauge cluster, a universal garage door opener, dual-zone automatic climate control, a one-inch larger 8.0-inch infotainment touchscreen, wireless smartphone charging, rear park assist, blindspot monitoring with rear cross-traffic alert, a hands-free powered liftgate, etcetera.

There’s plenty more that makes the Equinox worthy of your attention, but take note the diesel option will be discontinued for 2020, so you’ll need to act fast if you want to get your hands on one.

If you like the current Ford Explorer, or more accurately the outgoing Explorer, now is the time to act. The version I’m referring to is the unabashedly Range Rover-inspired fifth-generation introduced…

New Car Reviews

2019 Ford Explorer Limited 4×4 Road Test

2019 Ford Explorer Limited 4x4 — This 2019 Explorer is the last of a breed, the redesigned 2020 model currently ushering in a new era for Ford’s ultra-popular mid-size SUV. (Photo: Karen Tuggay)

If you like the current Ford Explorer, or more accurately the outgoing Explorer, now is the time to act. The version I’m referring to is the unabashedly Range Rover-inspired fifth-generation introduced in 2010 for the 2011 model year, and it’s now being replaced by an entirely new 2020 model that’s quickly making this well-seasoned SUV sort of forgettable, just like most ground-up redesigns of decade-old vehicles do.

Let’s be reasonable, the sport utility on this page isn’t exactly a spring chicken, so it was beyond time to send it to pasture. What’s more, it rides on the Ford D4 platform that dates back to the 2004 Five Hundred/Taurus family sedan (a low point for the once-great designer J Mays, the Five Hundred looking geriatric when it was brand knew) and 2007 Freestyle/Taurus X (I was on the private Five Hundred unveiling as part of a Mercury event, and the Five Hundred and Freestyle launch trips), and that D4 architecture actually dates back to the 1999 Volvo S80 (P2 architecture), introduced the year before (Ford purchased Volvo in 1999). The D4 has served blue oval product planners very well since then, underpinning a couple of US-only Mercurys (RIP), the Lincoln MKS and MKT, and Ford’s Flex.

Despite its age the 2019 Explorer remains a very handsome and mostly up-to-date SUV. As its styling has developed over the years, it has taken on more Ford DNA and eschewed its once copycat Range Rover look, which is a good thing as it was important for the American brand to proudly display its own identity rather than aping a premium image pulled from a brand once owned. I particularly like the look of this Limited model, as it’s chrome-enhanced exterior features large 20-inch alloys and plenty of other styling upgrades, yet it’s still less optioned out when compared to its pricier siblings, making its design ideally clean and elegant.

This generation of Explorer has served Ford and ultimately its loyal owner base well throughout its nine-year tenure, with a number of exterior styling updates, new powertrains, and improved infotainment interfaces keeping it fresh and modern. Every time I spend a week with one I’m reminded why it’s so incredibly popular, with Canadian sales consistently in the top three or four amongst mid-size SUVs and number one as far as three-row entries go, but despite looking good, delivering strong performance, and providing all the features buyers in this class expect, it’s starting to show its age in other ways, particularly some of the rubberized soft-touch and harder composite materials chosen inside.

The 2019 Explorer shown on this page looks identical to last year’s refreshed 2018 model, that version a subtler styling update of the more comprehensive 2016 mid-cycle makeover. Of course, Ford changed up the wheels and plenty of features since then, but it’s pretty much the same under the skin.

Three engines are available, starting with Ford’s standard 2.3-litre Ecoboost that makes a healthy 280 horsepower and 310 lb-ft of torque, this turbocharged four-cylinder followed up by a 3.5-litre Ti-VCT V6 good for 290 horsepower and 255 lb-ft of torque for $1,000 extra (interestingly the opposite of last year’s powertrain lineup that made this comparatively old-school V6 standard), its advantage being towing capacity that moves up from 2,000 pounds standard and 3,000 lbs maximum (907 and 1,360 kilos), depending on the inclusion of its Class II tow package or not, to 2,000 and 5,000 lbs (907 and 2,268 kilos), the latter with its Class III trailering upgrade, which are the same tow ratings given to the top-line turbocharged 3.5-litre Ecoboost that turns this family workhorse into a fiery thoroughbred thanks to 365 horsepower and 350 lb-ft of torque.

My tester was trimmed out in $46,034 Limited grade, one above the new base XLT that now starts at $39,448 (last year’s no-name front-drive base model is history, along with its more affordable $34,899 entry price), these two versions offering the first two engine choices, whereas $49,683 Sport and $55,379 Platinum trims come solely with the more formidable powertrain (check out CarCostCanada for all 2019 Ford Explorer pricing including trims, packages and individual options, plus available rebates and dealer invoice pricing that could save you thousands).

Fortunately for me and my wallet Ford left my tester with its base powertrain, its standard engine providing good economy at 13.1 L/100km in the city, 9.2 on the highway and 11.4 combined, which is great for such a large, capable and powerful SUV, and much better than the normally aspirated V6 engine’s rating of 14.5 city, 10.6 highway and 12.7 combined, and infinitely easier on the budget than the V6 Ecoboost’s V8-like 15.2, 10.9 and 13.2 respectively. You’ll need to fill it with 93-octane premium fuel to achieve those numbers with both Ecoboost engines, by the way, but not so with the lesser V6, so real-life running costs between the base and mid-range engines are probably very close.

Before you start comparing the Explorer’s base fuel economy with its challengers you’ll need to factor in that this SUV now comes standard with Ford’s Intelligent 4WD, not front-wheel drive like it used to in Canada, and most competitors still do. Along with its standard 4WD, the Explorer also features the domestic brand’s Range Rover-like Terrain System that manages all types of on- and off-road surfaces, simply by its driver turning a console-mounted dial. Not a serious 4×4 like Ford’s own full-size Expedition, the Explorer nevertheless is quite capable over light- and even medium-duty trails by using its Snow, Gravel, Grass Mode, Sand Mode, or Mud, Rut Mode terrain management selections, optimized by standard Hill Descent Control and the SUV’s regular traction and stability control systems, while default Normal Mode is optimal for everyday use.

Off-road capability in mind, the Explorer rides higher than most crossover SUVs in the mid-size segment, feeling more like a true truck-based utility, yet as mentioned earlier in this review it’s based on a regular unibody platform architecture. This helps it maintain a tight, rigid body structure, something that’s noticeable as soon as bumps, dips and other road surface irregularities try to impede forward momentum, the result of Ford’s fine tuning over the years, as well as its inherently stable independent front strut and rear multi-link suspension design that comes complete with a 32-mm stabilizer bar up front and a 22-mm one in the rear, all providing an excellent balance of ride quality and handling.

The as-tested Explorer Limited is no lightweight, hitting the scales at 2,066 kg (4,556 lbs) despite only harnessing its base 2.3-litre Ecoboost, but the previously noted thrust and twist figures make for a powerful punch off the line, and the sole six-speed automatic transmission is certainly a good match to the engine, not to mention much more proven than all the new eight-, nine- and even 10-speed autoboxes showing up on the market these days; the redesigned 2020 Explorer getting the latter. I found the six-speed shifted smoothly and positively, aided by a thumb rocker switch on the shift knob for manual mode, and therefore I’d have no problem with its performance for reliability tradeoff.

Comfort is one of the Explorer’s greatest assets, and it comes with room to spare. It seats seven in standard trim or six with its second-row captain’s chairs, the latter providing an easy passageway for kids to climb through, which can be helpful if you’ve got a child strapped into a booster or safety seat. My tester seated three abreast comfortably in the second row, the outboard positions benefiting from two-way heatable cushions with switchgear located on the backside of the front centre console next to a manual HVAC interface, two USB charge ports and a three-prong household-style 110-volt socket, while each 60/40-split side of seats flip forward almost completely out of the way when needing to access the third row. The two rearmost passengers should be comfortable enough unless particularly tall, with my five-foot-eight frame finding room enough in all directions.

Those 50/50 split folding third-row seats can be lowered into the deep luggage well via available power controls on the cargo wall, and they stow much like they would in a high-end minivan (something Ford no longer sells), while the second-row seats need to be manually lowered via the rear side doors. When completely laid flat the Explorer’s cargo capacity expands from 595 litres (21.0 cubic feet) behind the third row, or 1,240 litres (43.9 cubic feet) behind the second row, to a maximum of 2,313 litres (81.7 cubic feet) behind the first row. That’s pretty sizeable, and easily on par with most three-row competitors.

Back up front, the Explorer Limited’s 10-way powered driver’s seat should be comfortable for the majority of body types, with a good inherent design and plenty of adjustments including four-way powered lumbar support and memory. The powered steering column provides plenty of reach, which allowed me to set up my driving position for optimal comfort and control, while the majority of buttons, knobs and switches across the instrument panel and console were within easy reach.

The centre touchscreen comes filled with Ford’s excellent Sync 3 infotainment interface. Its white and black (and sometimes maroon) on light blue graphics continue to look fresh and attractive, and it remains fairly fast reacting if not the highest in resolution compared to some newer systems in more recently updated models offered by competitors as well as Ford itself, such as the new 2020 Explorer. Still, despite its matte display, which helps limit fingerprint smudges, it’s bright and clear, unlike some rival interfaces that are so washed out you can’t see any details on a sunny day due to glare. For instance, I found it near impossible to read a 2019 Toyota Highlander’s centre display in certain lighting conditions (which incidentally was not yet equipped with Toyota’s latest Entune system), and it became even worse when wearing my polarized sunglasses. In the Explorer this is not a problem.

The quality of all Explorer switchgear is certainly up to par with others this class too, some of it actually quite special. The rotating audio dial, for instance, features knurled metal-look edging that gives it a premium appearance and feel, while I was also impressed with the woodgrain trim’s density, this spanning the dash and each door panel, and I love the way the satin-finish aluminum accents wrap around the wood before butting up against each piece of door trim. It would’ve been better if said sections of decorative dash and door inlays matched up with each other, these pieces not aligned properly during assembly (see photos 28 and 29 in the gallery), but Ford should get kudos for the quality of materials and overall design just the same (you can request that your dealer properly hangs the doors at the point of sale, so all the interior trim bits line up better).

The woodgrain and metallic trim is standard, while over and above features already mentioned the base XLT also comes with LED signature lighting around the otherwise automatic LED low-beam headlamps, plus LED fog lamps, LED taillights, 18-inch alloy wheels on 245/60 all-season tires, silver roof rails, Ford’s Easy Fuel capless refueling filler, remote engine start, proximity keyless access with pushbutton ignition, Ford’s SecuriCode entry keypad, MyKey, forward and reverse parking sensors, a leather-wrapped multi-function steering wheel, a leather-clad shift knob, an eight-way powered driver’s seat, heated front seats, an auto-dimming rearview mirror, Ford’s Sync 3 infotainment with a rearview camera, seven-speaker AM/FM/MP3 audio with satellite radio, FordPass Connect with a Wi-Fi Hotspot, a media hub with a smart-charging USB and four 12-volt power points (two in the first row, one in the second row, and one in the cargo area), filtered dual-zone automatic temperature control, blind spot monitoring with rear cross-traffic alert, and much more.

Also standard is an amply strong body shell and enough safety equipment to achieve an NHTSA 5-star crash safety rating, while Ford also offers a new (last year) $1,000 Safe and Smart Package that includes rain-sensing wipers, automatic high beams, adaptive cruise control, forward collision warning with brake support, and lane-keeping assist.

Ford added the Safe and Smart Package to my Limited tester, which otherwise gets upgraded with a fair bit of extra chrome trim outside, two-inch larger 20-inch alloys on 255/50 rubber, power-folding side mirrors with integrated LED turn signals, ambient interior lighting, a heatable steering wheel rim, a powered tilt and telescopic steering column, a universal garage door opener, standard perforated leather upholstery featuring three-way forced ventilation and memory (that also controls the mirrors and steering column), a 10-way powered front passenger seat, a 180-degree split-view front parking camera, voice-activated navigation with SiriusXM Traffic and Travel Link, a hands-free foot-activated powered liftgate, great sounding 12-speaker Sony audio, the 110-volt AC power outlet, heated second-row seats, and power-folding third row I mentioned earlier, plus Ford added a $1,750 dual-pane powered panoramic sunroof overhead, all of which kept this particular Explorer below the $50k threshold, including its destination charge.

Plenty of additional options and packages are available, including a $1,500 XLT Desert Copper Package that adds special 20-inch alloys, chromed side mirrors, and black/copper leather upholstery to the entry-level XLT trim; plus the $1,600 XLT Sport Appearance Package with special “EXPLORER” block lettering on the lip of the hood, unique Magnetic Metallic-painted (black) 20-inch rims, additional exterior accents painted in the Magnetic Metallic hue, black roof rails, “EXPLORER” embroidered front floor mats, special door trim panels with Fire Orange contrast stitching, exclusive black leather upholstery with perforated Miko inserts, Foxfire scrim and the same Fire Orange contrast stitching, etcetera.

My Limited tester could have included a $2,900 301A package that includes the Safe and Smart Package plus a set of Multicontour front seats with Active Motion massage, enhanced active park assist, and exclusive inflatable rear outboard safety belts.

As for aforementioned Sport trim, the much more powerful and notably sophisticated looking model replaces any exterior chrome with high-gloss black trim, including the mirror caps and door handles, plus adds a unique blackout treatment to the headlamps and taillights, while also adding its own set of black 20-inch alloys, upgrades the cabin to include perforated leather seating with red stitching and an enhanced Sony audio system with Clear Phase and Live Acoustics, while including all of the Limited trim’s features as well as the Safe and Smart Package as standard.

Lastly, top-tier Platinum trim includes everything already mentioned except for replacing all of the black trim with satin-chrome silver and adding a set of quad tailpipes to its backside, this variation on the Explorer theme being the most Range Rover-esque from a design perspective, but nevertheless a very sharp looking family hauler. The Explorer Platinum also makes the twin-panel moonroof standard, adds power-adjustable foot pedals and active park assist, plus upgrades the interior with Ash Swirl hardwood trim bordered by genuine aluminum accents as well as rich Nirvana (not the band) leather upholstery featuring micro-perforations and quilted bolsters. Also included are the massaging Multicontour front seats from the previously noted 301A package, an upgraded instrument cluster, a leather-covered instrument panel and door uppers, more leather over the door and centre console armrests, a special headliner, and active noise reduction.

Certainly the Platinum would’ve been a nicer ride than my Limited-trimmed tester, but for about $6k less it was still very good looking, enjoyable to drive, fuel-efficient, loaded with luxury features, incredibly accommodating from front to back, and pretty well finished inside, give or take a couple of unaligned trim bits.

All in all the outgoing 2019 Explorer is still a great three-row SUV that no doubt can be had for quite a bargain now that it’s life-cycle is ending and an all-new Explorer is in the midst of launching.

Now that the upstart Genesis brand is finding its footing in the luxury sector, having initially taken two of Hyundai’s most premium models (the G80 and G90) with it before adding one of its own (the…

New Car Reviews

2019 Hyundai Santa Fe Ultimate Road Test

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD — The totally redesigned 2019 Hyundai Santa Fe has a sharp looking new face. (Photo: Trevor Hofmann)

Now that the upstart Genesis brand is finding its footing in the luxury sector, having initially taken two of Hyundai’s most premium models (the G80 and G90) with it before adding one of its own (the new G70), the namesake South Korean giant is in the midst of a rebranding exercise that not only needs to differentiate itself from Genesis, but also keep it separate from Kia, which is arguably fighting over the same mainstream volume customer base.

I think they’ve done an excellent job so far. Just compare the two brands’ mid-size SUV entries, the third-generation Hyundai Santa Fe and Kia’s current Sorento. They don’t look at all alike from the exterior styling to the interior design and execution, but the two companies benefit from a lot of development and component cost sharing that no doubt boosts the bottom line.

Of note, that third-generation Santa Fe is now history, replaced by this much more dramatically penned fourth-generation model for 2019, complete with the new design language I mentioned at the beginning of this review. Its grille is large, deep and certainly distinctive, and its innovative use of frontal lighting, featuring narrow strips of LEDs up top and tightly grouped clusters of secondary driving lights down below, is starting to permeate the brand, showing up on the new Kona at the lower end, as well as the even newer Palisade at the upper end.

Speaking of sizes, not everyone seems to agree on where the Santa Fe fits into the SUV scheme of things. It started life as more of a compact utility than anything truly mid-size, but like so many other vehicles it’s grown over the generations to the point that now it leans more toward mid-size than compact. Despite coming close to matching the length, width and height of five-passenger mainstays like the Ford Edge, some industry insiders still clump it into the compact SUV segment and therefore muddle the marketplace, so I’m here setting the record straight.

To be specific, at 4,770 millimetres (187.8 inches) long and 1,890 mm (74.4 in) wide the 2019 Santa Fe we’re testing here is a considerable 246 mm (9.7 in) longer than the current Ford Escape compact SUV yet only a fractional 9 mm (0.3 in) shorter than the Edge, while it’s 52 mm (2.0 in) wider than the former and only 38 mm (1.5 in) narrower than the latter. To be fair, the new Santa Fe is actually a full 70 mm (2.7 in) longer and 10 mm (0.4 in) wider than the outgoing model, this improving interior roominess. So while I’ve long considered the Santa Fe a mid-size crossover SUV, now we can all safely categorize it as such.

As for the three-row Santa Fe XL, it currently remains available with last year’s design and a 2019 model year designation, but as you’ve probably already guessed it’s currently being replaced by the much more appealing (to me at least) 2020 Palisade noted a moment ago, which just happens to be in my garage this week. Between the smallest (so far) Kona/Kona EV and this Santa Fe is Hyundai’s Tucson, a model that’s still nice but starting to look a bit dated (expect an update next year for the 2021 model year), while an entirely new city car-sized crossover SUV dubbed Venue will slot in under the Kona for the 2020 model year, arriving this fall.

Lastly, I recently spent a week with the new 2019 Nexo (review forthcoming), a crossover SUV that’s only slightly smaller than the Santa Fe (albeit with a longer wheelbase), and unlike its spiritual predecessor the Tucson FCEV (fuel cell electric vehicle) that shared underpinnings with the second-generation Tucson, the Nexo only exists because of Hyundai’s desire to create a dedicated platform to further its hydrogen fuel cell and electric powertrain program. At $73k it won’t find many buyers, a problem made worse by a lack of hydrogen refueling stations (only three in Canada, one of which is in Ontario and the other two in BC — one being a Shell station luckily located a few kilometres from my home.

Unlike the future-think Nexo, the near two-decade strong Santa Fe has always been a really strong seller for Hyundai, especially here in Canada. In fact, last year it was once again number one in the mid-size SUV segment with 24,040 units sold, well ahead of the second-place Ford Edge that only managed to pull in 19,156 new buyers in 2018. The Santa Fe has actually held first place in this category for more than a decade, an impressive feat considering how fierce the competition is.

One thing you may notice missing from this redesigned 2019 Santa Fe is a “Sport” model designation. The outgoing two-row SUV was named Santa Fe Sport in order to differentiate it from the larger three-row Santa Fe XL, but the brand’s product planners (et al) skipped the Sport nameplate when introducing the ironically sportier 2019 Santa Fe, because at the time they knew what we didn’t, the much grander three-row Palisade was on the way.

I’m not going to go into much detail about the new Santa Fe’s exterior styling, only to say this fourth-gen model had a tough act to follow, and to add that I like the new design. As for the Santa Fe’s interior styling, quality, fit, finish, etcetera, I’m pretty sure it will impress you. It’s one of the most luxurious crossover SUVs in its class, with more soft-touch surfaces than the majority of rivals, the entire middle portion of the dash-top comprised of a stitched and padded composite material that looks like rich leather, this followed up with a similar surfacing on the sides of the lower console, the door panel armrests, and the door inserts.

The door uppers get a nice high-quality pliable treatment front and back too, with the Santa Fe’s only hard plastic being the most forward portion of the dash top, including the instrument shroud below the otherwise soft-touch hood, plus a small portion of each upper door panel, the entire lower section, and the lower half of the instrument panel. These areas don’t get touched a lot anyway, which is why most mainstream automakers follow suit, and being how nice Hyundai finished off the meshed metal-look inlays that wrap around the upper edge of the instrument panel into the doors front to back, plus the lovely variation on that metallic theme lower down on each door panel, which are actually speaker grills for the upgraded Infinity audio system, it’s okay that they didn’t go all the way with the soft-touch composites.

Along with that high-grade metal there’s a lot of nice satin-finish metallic detailing throughout the rest of the cabin too. Hyundai encircled the gauge cluster in metal brightwork, plus tastefully applied it to the steering wheel’s lower spoke switchgear, the tablet-style infotainment touchscreen, the dash vents, the dual-zone automatic climate control interface, the gear selector, the door pulls, the beautifully finished power window switches and side mirror controller, plus more.

While all this impresses, the first thing I noticed when entering my top-line Santa Fe was its luxurious and totally unique headliner. It’s similar to denim, although not blue jeans, but rather a light beige khaki-coloured material with slightly browner flecks within. It looks rich, plus it wraps all the way down each roof pillar front to back, which is unheard of in this class, while it also opens up overhead thanks to a wonderfully large panoramic sunroof. It’s power-actuated by a double-purpose slider button that opens the sunscreen (made from the same beige denim material) with a light tap, and the glass itself after a slightly harder pull rearward. The overhead console surrounding the powered sunroof button also integrates switchgear for four LED reading lamps, plus it houses one of the softest padded sunglass holders I’ve ever felt.

Of note, the redesigned 2019 Santa Fe includes some new trim lines, starting with the base Essential, which can be upgraded to Preferred, Preferred Turbo, Luxury, and finally this as-tested Ultimate trim. Before I get into the details of each, let me once again praise Hyundai for saying goodbye to the “Limited” trim designation, not only because it’s way overused, but also because no one ever limits the sale of anything that wears a Limited trim badge. I’m also personally grateful they didn’t swap it out for “Platinum” instead, as that precious metal is becoming ubiquitous too.

I like the name Essential for a base model, especially one that includes standard heatable front seats plus a standard heated steering wheel, not to mention a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto smartphone integration, a backup camera with active guidelines, dual USB charge ports, Bluetooth, auto on/off projector headlights with LED accents, fog lamps, 17-inch alloys, chrome and body-colour exterior detailing, a leather-wrapped steering wheel and shift knob, two-way powered driver’s lumbar support, 60/40 split folding rear seatbacks with recline, an electromechanical parking brake with auto hold, Drive Mode Select with Comfort, Smart, and Sport modes, and much more for just $28,999 plus freight and fees (make sure to go to CarCostCanada for all the pricing details, plus rebate info and dealer invoice pricing that could save you thousands).

Pay just $30,199 and you’ll get Hyundai’s suite of SmartSense advanced driver assistive systems including auto high beam assist, adaptive cruise control with stop-and-go, forward collision alert and mitigation with pedestrian detection, lane keeping assist, and Driver Attention Warning.

Adding all-wheel drive will set you back another $2,000 in Essential trim, or it comes standard with the $35,099 Preferred model that also makes the just-noted SmartSense package standard, while including even more safety features such as blindspot detection, rear cross-traffic alert with collision avoidance, a rear occupant alert system that remembers if you opened a rear door prior to driving and then reminds you that someone or something may still be in back when exiting, and finally safe exit assist that warns of traffic at your side when opening your door.

Plenty of additional features are included in Preferred trim too, such as 18-inch alloys, turn signals integrated within the side mirror housings, proximity keyless access with pushbutton ignition, an auto-dimming rearview mirror, rear parking sensors, a Homelink garage door opener, dual-zone automatic climate control (with a CleanAir Ionizer, Predictive Logic and auto defog), BlueLink smartphone telematics, satellite radio, an eight-way powered driver’s seat, fore and aft sliding rear seats, plus more. Of note, the Santa Fe’s 2.4-litre base engine is still standard in Preferred trim, but you can now opt for a turbocharged 2.0-litre engine for $2,000 extra.

Heading up to $41,899 Luxury trim adds the turbo engine and AWD as standard equipment, plus dark chrome exterior door handles, door scuff plates, LED interior lighting, a 7.0-inch TFT LCD multi-information display within the primary instrument cluster, the aforementioned powered panoramic sunroof, a 360-degree Surround View parking camera, a deluxe cloth roofliner, leather console moulding, memory, four-way powered lumbar support and an extendable lower cushion for the driver’s seat, an eight-way powered front passenger’s seat, perforated leather upholstery, ventilated front seats, heatable rear outboard seats, rear side window sunshades, a proximity actuated smart liftgate, and more.

Lastly, my $44,999 Ultimate trimmed tester included most everything from Luxury trim plus 19-inch alloys, satin exterior trim and door handles, LED headlights, LED fog lamps, LED taillights, rain-sensing wipers, a head-up display that projects key info onto the windscreen ahead of the driver, a larger 8.0-inch touchscreen infotainment system with navigation and traffic flow info including incident data via HD radio, plus a 12-speaker 630-watt Infinity audio system with QuantumLogic Surround sound and Clari-Fi music restoration technology, a wireless charging pad, and more.

The two engines just mentioned are carryover, although both receive new variable valve timing for quicker response and better fuel economy. The base 2.4-litre four-cylinder continues to make 185 horsepower and 178 lb-ft of torque, while the top-line turbo 2.0-litre four increases power to 235 and torque to 260 lb-ft. Santa Fe fans will immediately notice that the upgraded engine is down 5 horsepower, but I can promise you it’s not at all noticeable. In fact, the new Santa Fe feels quicker than the outgoing one thanks to a much more advanced eight-speed automatic replacing the old six-speed unit, the new one also receiving standard auto start/stop that shuts the engine off when it would otherwise be idling in order to reduce emissions and save fuel.

Fuel economy is therefore improved over the outgoing model, with the 2.4 FWD base model now rated at 10.8 L/100km in the city, 8.0 on the highway and 9.6 combined compared to the old model’s respective 11.1 city, 8.6 highway and 10.0 combined; the same engine with AWD now capable of a claimed 11.2 city, 8.7 highway and 10.1 combined compared to 12.0, 9.1 and 10.7 respectively with last year’s Santa Fe 2.4 AWD; and finally 12.3 city, 9.8 highway and 11.2 combined for the 2.0-litre turbo instead of 12.5, 9.6 and 11.2 when compared to the same engine in the previous generation. Yes, a bit surprising the new eight-speed auto and auto start/stop system resulted in zero combined fuel economy improvement with the turbo, but when factoring in that most mileage is done in the city then it’s a positive.

The Santa Fe’s HTRAC All-Wheel Drive (AWD) system sends most of the powertrain’s torque to the front wheels in order to save fuel unless slippery conditions require additional traction at back, but choosing one of the available driving modes intelligently apportions motive power where it can most effectively improve efficiency or performance, based on need. For instance, Comfort mode splits front/rear torque approximately 70/30 for all-weather stability, while Eco mode pulls more to the front wheels, Sport mode pushes up to 50 percent to the rear wheels, and Smart mode varies all of the above as needed.

Just like the outgoing third-generation Santa Fe, the new model incorporates a fully independent suspension with MacPherson struts in front and a multi-link setup at the rear, plus a stabilizer bar at each end for improved handling. The steering is motor-driven powered rack and pinion, and felt even more responsive than the setup in its regular-wheelbase Sport predecessor, while the suspension setup impressed even more. In fact, I’m not sure how Hyundai made its ride so compliant and easy on the backside, yet didn’t these seemingly soft underpinnings didn’t impact the Santa Fe’s handling one iota. The new Santa Fe manages corners better than the previous one, my tester’s upgraded 19-inch alloys and lower-profile 235/55 all-season tires no doubt assisting in this respect, but then again this should negatively affect ride quality and it certainly didn’t.

As mentioned earlier, the revised turbocharged engine makes a bit less power than the outgoing one, but it certainly doesn’t feel any less energetic off the line. The eight-speed automatic is ultra-smooth and quite quick through the cogs as well, while the Santa Fe’s Drive Mode Integrated Control System can be set up for Sport mode that lets revs go higher between shifts, provides snappier engagement, improves throttle response, stiffens the steering, and as noted earlier apportions up to 50 percent of the AWD system’s torque to the rear, although I mostly left it in Smart mode as it combines the fuel savings of Eco mode, the smoother drivability of Comfort mode, and the driver engagement of Sport mode, depending on the way the it’s being driven.

Of course, family vehicles always compromise performance for comfort, which is as it should be because that’s what most buyers in this category want. The 10-way powered driver’s seat was wonderfully comfortable all week, its powered lumbar adjustment finding the small of my back easily thanks to its optimal four-way design. Forced air can blow through the perforations in the upholstery to keep things cool in summer, a relieving feature, and there’s plenty of space up front to move around in. It’s roomy behind too, made even better by seat recliners that go way back, and the second row’s fore and aft sliding feature that provides more space for luggage when necessary.

The five-seat Santa Fe’s interior volume measures 4,151 litres (146.6 cubic feet), while its maximum cargo capacity is 1,016 litres (35.9 cubic feet) behind the second row and 2,019 litres (71.3 cubic feet) with its 60/40-split rear seatbacks lowered, a process that is made easier via powered release buttons on the cargo wall. Being a skier I would have appreciated 40/20/40 spit-folding rear seatbacks or a centre pass-through, especially considering how much nicer trips to the mountain would be for those in back if they could take advantage of the outboard seat heaters, so maybe Hyundai could consider this for a mid-cycle update in a couple of years.

Just the same, the new 2019 Santa Fe is easily one of the better five-occupant crossover SUVs available, and should be considered if you’re in the market.

News & Reviews- Tag: sport utility

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