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I’ve got a challenge for you. Take a 2018 Infiniti QX80 for a drive and then tell me why it’s not worth $20k more than the $77,350 they’re asking. My guess? You’ll soon be comparing it to full-size…

New Car Reviews

2018 Infiniti QX80 Road Test

I’ve got a challenge for you. Take a 2018 Infiniti QX80 for a drive and then tell me why it’s not worth $20k more than the $77,350 they’re asking. My guess? You’ll soon be comparing it to full-size SUV rivals from Land Rover, Lexus, and even Mercedes-Benz.

To put its price into perspective, I went onto CarCostCanada.com to size up competitive MSRPs and found out you can get into a well-equipped, impressively finished base model of the handsomely refreshed 2018 Infiniti QX80 for $32,250 less than the 2018 Lexus LX 570, $35,650 less than the Land Rover Range Rover, and $51,550 less than the base Mercedes-Benz G 550. What’s more, the QX80 is $9,190 more affordable than the 2018 Cadillac Escalade and costs $10,300 less than the new 2018 Lincoln Navigator, which should have all of us questioning whether Infiniti priced its full-size SUV too low.

To the ridiculously wealthy such pricing discrepancies won’t make one bit of difference, but value matters to smart luxury SUV shoppers trying to maximize the most from their hard-earned income. To that end the QX80 won’t disappoint, starting with a thorough mid-cycle update for 2018 that includes a redesigned grille, front fascia, hood, fenders, fender vents, and rear bumper, while its LED headlamps, LED taillights, LED fog lamps, and side indicators have been dramatically revised as well. Lastly, Infiniti rounded out the updated exterior design with new 20- and 22-inch alloy wheels, while new exterior colours include Moonstone White, Mineral Black and my tester’s Champagne Quartz, which works really well with all the new details.

Climbing inside reveals some updates to the cabin as well, including a standard contrast-stitched wrapped upper instrument panel and a new shift knob, plus a new stitched and leather-wrapped steering wheel hub/horn pad and diamond-patterned quilting for the upgraded semi-aniline leather door trim and seat inserts when opting for the Technology Package. My test model also had some beautiful high-gloss Espresso Burl hardwood trim around the steering wheel, across the dash and door panels, and down the centre stack and lower console, plus equally tasteful metal accents in key areas. The result is a cabin that looks and feels really rich, matched by high-quality materials like premium soft-touch synthetics on key surfaces including the entire door panels from top to bottom (not so with some competitors), good attention to detail, tight fitment of panels and switchgear, some of the latter finished in beautiful knurled metal, and an overall sense of solidity.

Infiniti also adds some new tech, with that just noted $8,150 Technology Package also including an Infiniti-first Smart Rear View Mirror that doubles as a wide-angle rearview camera, plus an Advanced Climate Control System (ACCS) with auto recirculation, a Plasmacluster air purifier and a Grape Polyphenol Filter, and front seat pre-crash seatbelts on the inside, while the exterior gets an Adaptive Front lighting System (AFS) with auto-leveling headlights, chrome mirror caps, the larger 22-inch wheels mentioned earlier, which are gorgeous 18-spoke forged aluminum alloys shod with 275/50R22 H-rated all-season performance tires, Hydraulic Body Motion Control to further enhance handling, Active Trace Control brake vectoring to improve at-the-limit stability, safety and performance, Infiniti’s Eco Pedal that presses back on the driver’s right foot to promote less aggressive driving (which fortunately can be turned off), and more.

The Technology Package also adds a host of advanced driving assistance systems such as Intelligent Cruise Control with Full-Speed Range, Predictive Forward Collision Warning (PFCW), Forward Emergency Braking with Pedestrian Detection, Distance Control Assist, Blind Spot Warning (BSW), Blind Spot Intervention (BSI), Lane Departure Warning (LDW), Lane Departure Prevention (LDP), and Backup Collision Intervention (BCI).

Even when factoring in the extra money spent on the Technology Package, the 2018 Infiniti QX80’s increased $85,500 list price rings in lower than all of the aforementioned competitors’ base prices, while a new no-cost optional interior colour treatment includes Saddle Brown with Charcoal Burl Trim, plus the QX80’s Wheat motif has been updated from low contrast to high contrast. Likewise, the Graphite grey interior gets updates too.

Surprisingly the rear entertainment system, with its dual 8.0-inch displays, two pairs of wireless headphones, remote control, aux inputs and more comes standard, as does the superb sounding Bose Cabin Surround audio system with digital 5.1 decoding, Bose Centerpoint 2 signal processing, 15 speakers and more, whereas the list of standard in-car electronics not already mentioned includes satellite radio, streaming Bluetooth audio, multiple USB charging ports, an 8.0-inch InTouch Single Display infotainment touchscreen, an Around View Monitor (AVM) with Moving Object Detection (MOD), Infiniti InTouch Navigation, Infiniti InTouch Services, Infiniti Connection telematics, voice recognition, NavTraffic with real-time traffic info, and more.

Additional standard features include underbody skid plates to protect vulnerable components while off-roading, body-colour running boards, roof rails, remote engine start, proximity access with pushbutton ignition, aluminum kick plates, power-folding, auto-dimming, heatable side mirrors with integrated turn signals, courtesy lamps and reverse tilt down, a heated leather-wrapped multi-function steering wheel, a powered steering column, auto on/off LED headlights with auto high beam assist, rain-sensing wipers, an auto-dimming centre mirror, a classy analogue clock, a HomeLink garage door opener, easy to use tri-zone automatic climate control, always appreciated front and rear parking sensors, a powered moonroof, handy two-way memory for the driver’s seat, side mirrors and steering column, a very comfortable 10-way powered driver’s seat with two-way powered lumbar support, and an eight-way powered front passenger’s seat with powered lumbar support.

Those standard seats are covered in leather upholstery, albeit not quite as soft and supple as the semi-aniline hides found in my tester, plus they’re heated and climate-controlled for all-weather comfort up front, while my tester’s optional second-row captain’s chairs also came heated, and feature a tip-up easy entry system for the third row that’s simple to operate, plus the 60/40-split third row seats are power-folding and reclining.

A powered rear liftgate is included too, as is a stainless steel rear bumper protector, an integrated Class IV tow hitch with a covered seven-pin wiring harness, tire pressure monitoring, Hill Start Assist, Trailer Sway Control, all expected active and passive safety systems, plus more. Lastly, an eight-passenger QX80 can be had for the same price.

My only complaints include a gauge cluster and an infotainment display that are a bit behind the curve. Okay I’m being generous, as the primary instruments clearly don’t measure up to the expected full colour, TFT, digital wonderment provided by most rivals. By so saying I’m not pronouncing it unfit for business. Its electroluminescent dials are actually quite lovely, while their bright background lighting can be seen in most any lighting condition. The monochromatic trip computer at centre, however, might be the oldest of its type in existence, especially when compared to the high-resolution colour TFT display in your average Honda Civic, but such issues will be taken care of in due time as seen in some of Infiniti’s more recently redesigned models. You just need to be made aware of them now, as throwback electronics can make any new vehicle seem pretty old.

In contrast the infotainment display is much better, and while not top of its class it certainly works well. The touchscreen isn’t all shiny and high-contrast as is en vogue these days, but its matte finish is nevertheless fairly high in resolution and it’s replete with a bevy of useful functions, with a split-screen of backup and overhead surround cameras, bright, clear and accurate navigation mapping, climate and audio controls, which again can be monitored by a split screen for multitasking, rear entertainment controls, driving info like an Eco Drive Report, a nice graph showing average fuel economy (at 16.6 L/100km, ugh! — the actual Transport Canada numbers are 12.2 city, 19.0 highway and 15.1 combined), one for individual tire pressure, a Performance Meter, and so on, while the various menus are filled with nice big digital buttons, some colourful and others a medium blue. I’m not a fan of Android Auto so couldn’t care less that it’s not included, but iPhone owners might wish for Apple CarPlay, which is a much better interface.

As for roominess, few people will actually need this much space. Front headroom is NBA-level tall, while you should have ample side-to-side movement as well. The driver’s seat was superbly comfortable and fully adjustable too, which when combined with the powered steering column made for an ideal fit, aiding comfort and control.

Likewise, the rear quarters are ultimately roomy and extremely well finished. Rear passengers will appreciate roof vents that extend right back to the third row, while there’s also a separate climate control interface on the backside of the front console with heated seat buttons for the second row, plus other plug-ins for the rear entertainment system, the monitors of which get mounted to the backside to the front headrests.

This seven-passenger model features a large centre console between the two second-row captain’s chairs, with its top finished in a nice hardwood veneer, this just ahead of a leather armrest covering a deep storage bin below. You can also access a secondary storage bin from a front hatch, plus two small cupholders are kept hidden below a nice wooden lid up top as well. This said the construction of the console’s base feels kind of cheap, in that it’s basically formed from a massive hard plastic shell that I found a bit disappointing for this class and price range.

On the positive, the third row is easy to access thanks to second-row seats that pop up and out of the way automatically, providing a wide walkthrough. The rearmost seats are large enough for adults too, even three across, while Infiniti provides multiple side cupholders next to rocker switches for reclining the rear seatbacks.

The cargo area is fairly large at 470 litres behind the third-row, and comes complete with a lidded floor providing some hidden storage below. The third row seats power down, albeit ever so slowly, providing up to 1,405 litres of available cargo space, and then power back up again. You need to walk around to the side doors to lay the second-row seats flat, but when you do the QX80 provides a massive 2,694 litres of load area, but with a sloped floor at centre. Also, that second-row centre console gets in the way if you have plans of hauling 4×8 sheets of building material, as it protrudes upward in the middle, so if you’re a do-it-yourselfer I’d recommend going for the eight-seater that fits a regular bench seat into the second row.

Speaking of hauling, the QX80’s standard 5.6-litre V8, good for 400 horsepower and 413 lb-ft of torque and mated to a quick-shifting seven-speed automatic transmission that powers all four wheels via Infiniti All-Mode 4WD with Snow and Tow Modes, can manage up to 8,500 lbs (3,855 kg), which is a sizeable trailer whether suited up for camping or boating.

Unfortunately I didn’t have time for either, but enjoyed the QX80’s power off the line, when passing on the open highway, and likewise appreciated the big SUV’s surprising agility through fast-paced, tight corners. It really feels like a much smaller utility when pushed hard, yet all the while it provides a truly comfortable ride thanks to plenty of suspension travel and good overall compliance.

If off-roading is your thing, take note the QX80 has at least as much 4×4 heritage as its aforementioned rivals, thanks to sharing underpinnings with Nissan’s Armada, which in turn is a rebadged Nissan Patrol, a rugged, go-anywhere SUV nameplate that’s become legendary throughout the world since it arrived on the scene in 1951. That means it’s as experienced and well respected in global off-road circles as Land Rover’s Defender, Toyota’s Land Cruiser and others, the latter forming the basis for the Lexus LX, while Mercedes’ impressive G-Class, or Gelandewagen, only dates back to 1979.

All have decades-long ties to militaries worldwide, not to mention relief organizations, policing, businesses requiring wilderness travel, etcetera, and that on- and off-road prowess can immediately be felt by driver and passengers. The QX80 is a solid, well-built vehicle first and foremost, and an impressively finished luxury SUV after that, which is all the more reason to be amazed at its highly competitive pricing.

It’s no wonder QX80 sales have experienced a major upswing lately, with this updated 2018 model having its strongest results ever in March, 2018, with 147 units sold and a year-over-year gain of 113.0 percent. The QX80 showed strength through all three months of this year’s first quarter too, with sales growth up a solid 66.4 percent, while year-over-year deliveries were still up by a significant 53.1 percent at the halfway point of the year.

Clearly, Canadians have responded well to the 2018 Infiniti QX80’s stylish new design, numerous interior refinements, continued strong performance, and particularly good value. I recommend you take up the challenge and enjoy some quality time behind the wheel.

When your head spins and eyes peel to catch a glimpse of the fabulous looking new Jaguar F-Pace sport utility driving by, you can be forgiven for not knowing whether it’s a 2017 or 2018 model. After…

New Car Reviews

2018 Jaguar F-Pace 25t AWD R-Sport Road Test

When your head spins and eyes peel to catch a glimpse of the fabulous looking new Jaguar F-Pace sport utility driving by, you can be forgiven for not knowing whether it’s a 2017 or 2018 model. After all, the larger than average compact luxury SUV has only been around since the former model year, so therefore its styling remains the same. Then again, if you hear the unique sound of a performance-tuned turbocharged four-cylinder engine, take note, as you’ve just witnessed a brand new 2018 F-Pace 25t or 30t blast past.

The new gasoline-powered, turbocharged and direct-injected Ingenium 2.0-litre four-cylinder engine was first introduced to the 2018 Jaguar F-Type sports car last year, providing a new more affordable entry-level trim for attracting more sports car fans to the beautiful two-place coupe and convertible. Since then, both the F-Pace and the XE compact sport-luxury sedan have been given the same value-added treatment, which Jaguar hopes will make them more appealing in their respective market segments.

Specifically to the SUV being reviewed here, the already popular F-Pace receives a $650 price drop from $50,900 last year to $50,250 this year, while the 20d turbo-diesel, last year’s base engine, gets a minor $350 price increase to $51,250.

Along with the reduced pricing comes dramatically improved performance in base trim, the 20d being highly efficient yet not as quick as the new gasoline-powered turbo-four. By the numbers, the new F-Pace 25t AWD model’s zero to 100km/h sprint time drops to just 6.8 seconds from 8.7, while its top speed increases from 208 to 217 km/h.

This newfound energy is due to differences in the way gasoline and diesel engines make their power and torque, in this case the 25t good for 247 horsepower at 5,500 rpm and 269 lb-ft of torque from 1,200 to 4,500 rpm, while the 20d makes 180 horsepower at 4,000 rpm and 318 lb-ft of torque from 1,750 to 2,500 rpm.

As noted the tradeoff is fuel-efficiency, with the F-Pace 25t AWD estimated to achieve a Transport Canada five-cycle fuel economy rating of 10.7 L/100km in the city, 8.8 on the highway and 9.9 combined, and the F-Pace 20d AWD good for a claimed 8.9 city, 7.2 highway and 8.1 combined, a considerable savings even before factoring in the price of diesel fuel, which is less expensive in most jurisdictions. Your choice will come down to priorities. The performance option is now standard, while a mere $1,000 bump upwards for the turbo-diesel makes it a viable option for those wanting to eke as much distance as possible out of a tank of fuel.

The new 2.0-litre turbo-four comes standard with aforementioned base Premium trim, as well as mid-range Prestige trim that starts at $54,750, and my test model’s performance-oriented R-Sport trim that can be had for $60,000.

Earlier in this review I mentioned the F-Pace 30t, which is an even more potent version of the 2.0-litre Ingenium turbo-four. It starts at $52,750 and can be had in all of the above trims, while it also becomes the new base engine for the more feature-filled $67,200 Portfolio model, this engine putting out 296 horsepower and 295 lb-ft of torque for a 6.0-second sprint from zero to 100km/h and a top speed of 233 km/h. Despite the much-improved performance, fuel economy is only minimally affected at just 10.9 L/100km city, 8.7 city and 9.9 combined.

Lastly, the F-Pace can also be had with a 3.0-litre supercharged V6 that’s good for 380 horsepower and 332 lb-ft of torque, making the so-named F-Pace S AWD a full half-second faster from zero to 100km/h than the F-Pace 30t AWD, with a quickest time of 5.5 seconds and higher terminal velocity of 250 km/h.

As part of Jaguar’s overall value proposition, the F-Pace receives standard all-wheel drive, while this four-season advantage is also joined up to a highly efficient, quick-shifting eight-speed ZF automatic that includes auto start/stop, which shuts the engine off when it would otherwise be idling in order to save fuel and reduce emissions. Also included is the brand’s trademark space-saving rotating dial gear selector that wows passengers by powering upwards at startup, plus shift paddles on the steering wheel come standard.

Like most Jaguars, the F-Pace is built using lightweight, recyclable aluminum body panels, internal framework and chassis components, which sets it apart from the majority of its competitors. Of course, such significant mass reduction not only minimizes fuel usage, but also helps the F-Pace achieve all the straight-line acceleration numbers mentioned earlier, while benefiting braking and handling as well.

My tester’s 255/50R20 Michelin Latitude Tour HPs on twinned five-spoke alloys were a step up from the base 19s, the wheel and tire upgrade part of R-Sport trim that also adds uprated 350-mm front brake rotors for improved stopping power if you opt for the more formidable 30t engine, while less potent models like my loaner rely on 325-mm front discs that still provided strong, linear braking capability with minimal fade after repeated stomps on the pedal.

And there really is a need for better braking, as the combination of a lighter engine with stronger performance makes for a much sportier base F-Pace. When not trying to make the most of my tank of fuel by tapping the console-mounted JaguarDrive Control rocker switch into Eco mode, I kept it north of Normal in Dynamic sport mode, which stiffened the steering and energized the throttle mapping for a more exciting drive, the 25t AWD feeling even more athletically inclined than the 20d through the curves due to its ability to get more power down to the wheels mid-corner, while the note of the higher revving engine sounds more spirited as well.

Jaguar also includes a Rain/Ice/Snow mode, important for the ever colder winters we’ve been experiencing lately, not to mention jaunts up the ski hill during that cold season or mucking ones way out of a muddy back road after a rainy summer weekend away at the cottage. Together with the all-wheel drive system, All Surface Progress Control for even more grip in slippery conditions, plus brake-system applied torque vectoring to improve handling and stability at higher speeds, the F-Pace is one of the more confidence inspiring SUVs in its class.

Good visibility is as important a confidence builder as anything else, and to that end the R-Sport creates more day-like light at night than the base model’s halogen headlights with daytime running lights (DRLs), as well as the Prestige model’s bi-function Xenon headlights with signature “J” blade LED DRLs by adding full LED headlamps with adaptive corning capability and auto high beam assist, these also adding a more sophisticated look.

Along with the LED headlamps the R-Sport gains visual impact via an exclusive body styling and exterior trim kit comprised of a sportier front bumper design, satin-chrome front fender “power vents” with R-Sport badges, body-colour R-Sport door claddings with grained matte black finishers, and more, which makes the addition of standard blindspot monitoring with reverse traffic detection all the more important—we wouldn’t want to scratch all that sporty bodywork now, would we?

The front and rear parking sensors pulled up from Prestige trim help in this respect too, that mid-range model also providing the R-Sport with headlight power washers, a powered steering column with memory, cool soft glowing mood lighting, a very accurate and easy to program navigation system, and more.

All F-Pace R-Sport models get the most important advanced driver assistance systems too, including collision warning with autonomous emergency braking and lane monitoring with lane keeping assist, while a driver condition monitor makes sure you’re not falling asleep at the wheel.

Additionally, you’ll be stepping over R-Sport branded metal treadplates to get inside, where you’ll also find exclusive bright sport pedals, a satin chrome console storage surround to go along with the satin chrome touchscreen surround that also gets pulled up from Prestige trim, perforated grained leather upholstery, and more.

Lastly, some highlights from base Premium trim that remain part of this R-Sport model include proximity access and ignition, an electromechanical parking brake, a garage door opener, rain-sensing wipers, touch-sensitive JaguarSense switchgear for the LED overhead lights, an auto-dimming rearview mirror, auto-dimming and power-folding heatable side mirrors with approach lights and memory, driver’s seat memory, dual-zone auto climate control, a large 8.0-inch infotainment touchscreen with attractive graphics and an easy-to-use layout, an excellent backup camera with dynamic guidelines, great sounding 11-speaker 380-watt Meridian audio, satellite radio, Bluetooth audio streaming, a massive panoramic sunroof, a powered liftgate, a reversible load floor that switches from luxury carpeting to a more washable rubberized surface, more convenient 40/20/40 split-folding rear seatbacks that allow longer items like skis down the middle while rear occupants enjoy the more comfortable window seats, a commodious 648-litre (22.9 cubic-foot) cargo compartment (948 litres or 33.5 cubic feet by U.S. EPA standards) that expands to a generous 1,798 litres (63.5 cubic feet), etcetera.

Incidentally, the fully configurable 12.3-inch HD TFT Virtual Instrument Display you may have already seen in a photo as part of this review isn’t standard with the F-Pace or this R-Sport trim, but rather it’s an upgrade (from a regular analogue gauge cluster with a 5.0-inch colour multi-info display) that comes as part of the $3,320 Technology Pack, which also includes an enhanced InControl Touch Pro Navigation system on a larger 10.2-inch widescreen display; InControl Pro Services featuring a door-to-door route planner companion app, the ability to share your ETA, a Commute Mode that learns your regular route and automatically advises of traffic problems and possible detours, plus an Arrival Mode that displays an interactive 360-degree street view of your destination; and a sensational Meridian surround sound system with Trifield Technology, 825 watts of power through 16 amplifier channels, 17 speakers including a sub, Advanced DSP, Audyssey MultEQ equalization, and dynamic volume control.

Jaguar also added a $440 heated front windshield, a factory-installed $720 tow hitch receiver, and finished the outer panels in no-cost Fuji White paint (one of 12 colour choices), while its complete lack of exterior chrome trim meant that a $510 Black Pack R-Sport trim package replaced the metal brightwork surrounding the grille, side power vents and side window surrounds with Gloss Black, while the mesh grille itself was also glossy black, as were the otherwise body-colour door cladding finishers.

My tester also featured no-cost Oyster medium grey leather with cool looking light green contrast stitching (Ebony with white stitching, two-tone Ebony/Pimento with red stitching, and two-tone Ebony/Light Oyster with light grey stitching are no-cost options too), this found across the dash, down the sides of the centre stack/console, on the door panels, the armrests and the seat upholstery, while the R-Sport model’s standard piano black lacquered instrument and door panel inlays were replaced with $260 Etched Aluminum ($410 worth of Satin Burr Ash hardwood is also available).

While the F-Pace 25t AWD R-Sport that Jaguar loaned to me for my weeklong test was nicely outfitted, there were many more features that could have been added to this specific trim, such as an $1,130 Adaptive Dynamics Pack featuring configurable electronically controlled dampers and Adaptive Surface Response (ASR); a $2,040 Comfort and Convenience Pack with cooled front seats, heatable rear outboard seats, power-reclining rear seatbacks, rear seat remote release levers, and a gesture liftgate; a $2,350 Luxury Interior Pack with illuminated treadplates, a Suedecloth headliner, four-zone climate control, an air quality sensor, a cooled glove box, configurable mood lighting, premium carpet mats, and two 12-volt power sockets in the second row; a $3,320 Driver Assist Pack including a surround parking camera, a 360-degree Parking Aid, semi-autonomous Park Assist self-parking, traffic sign recognition, an Adaptive Speed Limiter, and Adaptive Cruise Control with Queue Assist and Intelligent Emergency Braking.

Finally, standalone features not yet mentioned include $160 cargo storage rails, $360 InControl WiFi, a $410 waterproof Activity Key that wears like a bracelet while swimming or doing other outdoor activities, a $490 full size spare tire on a matching alloy wheel, a $1,020 head-up display, and myriad wheel and tire options.

If I could find a weakness it’s the use of subgrade hard plastics in unusually visual areas, such as the shroud above the primary gauge cluster. Bizarrely, the Toyota Corolla I was testing during the same week featured a much more upscale surface treatment in the same area, but like the F-Pace its glove box lid and lower door plastics were also made from hard shell plastic, something you’d never find in a competitive BMW X3. Such blatant cost cutting is obviously not an issue for the thousands of luxury buyers that have stepped up to Jaguar’s largest and priciest SUV, but plenty of others may have been turned off, so the British brand may want to address this issue by upgrading key areas done better by competitors.

Speaking of market growth, before the F-Pace arrived Jaguar had zero SUV sales, but after just seven months on the market it had found 1,289 buyers, while after a full 12 months of sales ending on December 31, 2017 the F-Pace managed 2,612 deliveries, placing it eighth out of 14 competitors. What’s more, the F-Pace clearly leads all other Jaguar models in sales, proving once again how important sport utilities are to a brand’s bottom line.

While the F-Pace is up against some serious competitors, the market segment led by Audi’s all-new Q5, Acura’s completely redesigned RDX, Mercedes’ still fresh GLC, Lexus’ edgy NX, and BMW’s fully reworked X3, just to name a handful, it’s easily one of the sportiest of its ilk, arguably one of the best looking, and no doubt one of the most practical due to its larger than average size. Its newfound increase in base performance and slight decrease in price should only help it gain more traction in its segment, which bodes well for a positive future. Now the question remains whether you’ll be part of its success story.

Acura is in an enviable position with respect to SUVs. Its compact RDX has managed to maintain first or second place in popularity since it arrived on the scene in 2009, and its MDX has been the top-selling…

New Car Reviews

2018 Acura MDX SH-AWD Elite Road Test

Acura is in an enviable position with respect to SUVs. Its compact RDX has managed to maintain first or second place in popularity since it arrived on the scene in 2009, and its MDX has been the top-selling dedicated three-row model in its mid-size luxury class since 2005. How have they done it? Value.

When I say value, I’m not just talking price. In fact, according to CarCostCanada.com, Canada’s best resource for new vehicle pricing, invoice pricing, rebate information and more, the MDX is not the least expensive three-row SUV in its segment, that attribute (if being cheapest is even considered appealing amongst premium buyers) achieved by the $48,000 Buick Enclave, which is followed closely by the $48,195 Infiniti QX60. The MDX sits third in three-row, mid-size, premium-branded affordability, its 2018 pricing starting at $54,090 plus freight and fees. So why did 20 percent fewer Canadians choose a QX60 and 40 percent less opt for the even cheaper Enclave?

Value is never solely about price, especially in the luxury sector. Overall build quality and refinement are often more important, as well as mechanical sophistication and performance, digital interfaces and other convenience features, advanced driver assistance and safety features, practicality and functionality (these last points particularly true amongst sport utilities), plus reliability, styling and brand cachet that impact residual/resale values. The MDX gets high marks for most of the above, and therefore gets rewarded with consistently strong sales.

Acura addressed styling last year, when a mid-cycle update transformed the frontal design with its new trademark “Diamond Pentagon” grille. The MDX was already ahead of its peers with respect to lighting, its advanced “Jewel-Eye” LED headlamps and LED taillights standard across the line, but many of the SUV’s other design details were enhanced as part of the redo as well.

The refreshed MDX’ interior remained mostly carryover, but for 2018 Acura has added some user-friendlier tech. Specifically, the standard 7.0-inch capacitive touchscreen now includes Apple CarPlay and Android Auto smartphone integration, a bonus for iPhone users due to Apple’s much better interface, plus useful to Android phone owners that can make it work.

To be clear, while I like Android-based phones and have owned many from Samsung, Sony, Asus and Huawei, I’m not a fan of Android Auto. It normally hooks up quickly enough, but its capability is limited and graphic interface dismal. My problem in this case came down to the MDX infotainment system’s inability to recognize that my phone was connected to the correct USB (the one with the smartphone graphic), so there was no Android Auto for me. This could have something to do with the 2016 Huawei GR5 I was using, but it’s a relatively common phone in my parts (up until recently providers were giving it away for free with a two-year contract) and therefore shouldn’t be a problem, plus it hasn’t posed a problem when connecting to other brands’ infotainment systems.

As for Acura’s other 2018 MDX promise, which includes more logically organized functions and an operating system that’s 30-percent faster when responding to inputs, I can attest to both. It’s certainly a better laid out interface than the previous one, but that’s not saying a lot. Unfortunately it remains one of my least favourite infotainment systems to use, and that’s despite being noticeably quicker as well. Somehow Acura has created a system that uses twice as many displays to perform half as many functions, or at least that’s how it seems when trying to perform various tasks. My advice? Acura should study the latest iPad and Samsung tablets, and then do their best to mimic their various functions, such as pinch or swipe capability, without infringing on copyright laws. That’s what Tesla, Volvo, and others have done, and consumers have responded well, while pundits, like me, have given them multiple awards. Acura won’t win any awards for this infotainment system, even with the upgrades.

It’s a shame because the rest of the interior is superb. My tester was finished in top of the line Elite trim, which meant its Black Limba or Olive Ash Burl wood inlays, found across the instrument panel, door panels and lower console bin lid, were real, its perforated Milano leather seat upholstery featured contrast stitching and accent piping, and its feature set was upgraded to include a really useful surround view parking camera, a great sounding 546-watt ELS Studio audio upgrade with Dolby Pro Logic II, 12 speakers and a sub plus more, rear DVD entertainment with an “Ultrawide” 16.2-inch display, a remote, two wireless headphones, and an HDMI input jack, four USB charge points, a 10-way powered front passenger seat, ventilated front cushions, and that’s just on the inside.

Outside, the Elite gets attractively painted front and rear lower skid garnishes, nice looking vertically stacked LED fog lamps, a sharp looking set of 20-inch alloys, always helpful front and rear parking sensors, plus roof rails up top, while a fuel-saving, emissions reducing engine idle start/stop system gets added under the hood.

I should also point out the Milano leather upholstery was pulled up from mid-range Tech trim, as were the auto-leveling headlamps, auto-dimming power-folding side mirrors, rear door proximity keyless access, a 115-volt household-style AC power outlet, and a set of heatable rear outboard seats.

Notable MDX Elite features not yet mentioned that get pulled up from Navi trim include perimeter/approach puddle lights, rain-sensing wipers, an upgraded HVAC system with sun position detection, navigation, voice activation, hard drive media storage, AcuraLink connectivity, blindspot monitoring, rear cross traffic assist, and more.

On the subject of safety, all MDX trims get standard AcuraWatch auto-sensing and driver-assist technologies such as road departure mitigation, lane departure warning, forward collision warning, lane keeping assist, and collision mitigation braking with pedestrian detection resulting in an IIHS best Top Safety Pick rating and five-star NHTSA status, once again driving home the MDX’ value proposition.

Lastly, items pulled up to Elite trim from the base MDX include automatic high beams, remote engine start, proximity keyless access, pushbutton ignition, an electromechanical parking brake, a powered steering column, ambient lighting, adaptive cruise control with low-speed follow, a colour TFT multi-info display, an auto-dimming rearview mirror, tri-zone auto climate control, a multi-angle backup camera with dynamic guidelines, text message and email reading capability, Siri Eyes Free, satellite radio, a 10-way powered driver’s seat with two-way powered lumbar and two-position memory, heated front seats, a heatable leather-wrapped steering wheel, a garage door opener, a powered moonroof, a powered liftgate, and much more.

When you combine other standard items that aren’t included in upper trims, like 18-inch alloy wheels, the base 432-watt eight-speaker audio system, a slightly lower grade of leather upholstery (but genuine leather nonetheless), a less adjustable eight-way powered front passenger’s seat, etcetera, with the comprehensive list above, it’s easy to appreciate how much bang you get for just $53k, while the near top-line Elite shown here starts at $65,360.

To put this price in perspective, that’s less than where the BMW X5 and Mercedes-Benz GLE start out, once again driving home the MDX value proposition. What’s more, the MDX comes standard with a direct-injected 3.5-litre V6 that’s good for 290 horsepower and 267 lb-ft of torque, a sophisticated nine-speed automatic transmission with standard steering wheel paddles, and Acura’s much-respected torque-vectoring Super-Handling All-Wheel Drive (SH-AWD), which was recently upgraded to include a twin-clutch rear differential that directs torque between front and rear wheels, as well as side to side, for faster, smoother cornering and ultimately better traction. When combined with its amplitude reactive dampers and Agile Handling Assist brake torque-vectoring technology, SH-AWD helps the MDX’ rigid body structure and nicely sorted front strut and multi-link rear suspension to manage fast-paced curves well, while providing a comfortable, compliant ride.

Making matters better still, Acura includes something it calls an Integrated Dynamic System (IDS), which includes a Sport mode that quickens throttle response, allows for higher engine revs between shifts, adds steering weight, and sends more torque to the outside rear wheels amid corners to improve turn-in, while it also enhances engine sound. Of course I employed Sport mode often, although I also made sure to leave it in Comfort mode when traveling at regular speeds, especially when managing rough patches of tarmac.

Along with its impressive ride and handling, the MDX remains wonderfully quiet, even when the outside world seems loud and chaotic, and when driven modestly the big SUV proves quite efficient with a claimed combined city/highway fuel economy rating of 10.7 L/100km when fitted with the Elite’s auto start/stop system, or 11.0 L/100km without. It should also be noted the top-line MDX Sport Hybrid receives an even more agreeable 9.0 L/100km combined city/highway rating, while boosting output to 321 net horsepower and 289 lb-ft of torque—something to consider if you want a best-of-both-worlds alternative.

In other good news, after multiple weeklong MDX test drives I’m finally fully acclimatized to its unorthodox gear selector, which is basically a row of buttons plus a single pull-tab-like reverse switch, culminating at the just-noted IDS button. It remains unnecessarily complicated, and could potentially turn off as many uninitiated prospects as it turns on tech geeks, but suffice to say it works well enough once you get used to it, and it looks pretty cool.

That it doesn’t do anything to minimize space usage which would otherwise be taken up by a shift lever, and arguably adds to the level of visual clutter a driver needs to deal with are separate issues altogether. At least it provides some sense of occasion to a cabin that could also benefit from a modernized primary gauge cluster, the latter having yet to be upgraded to a fully configurable digital TFT display, plus, of course, the as yet imperfect dual-display infotainment system chastised earlier.

Other than these few quibbles, the 2018 Acura MDX is a fine SUV deserving of its ardent following. Its inherently well engineered mechanicals provide stronger than average performance, a high level of refinement, reasonably good fuel economy and dependable reliability, while its solid construction makes it feel bulletproof, its superb standard safety set adds to its confidence-inspiring demeanor, and its comfortable and accommodating interior makes it easy to live with no matter the size of occupants or load. Now all you need to decide on is which MDX trim level and colour you want.

Some want the best price they can get, some want luxury above all, and others want something sporty to spice up their daily commutes. It just so happens that Volvo answers all of the above with its base…

New Car Reviews

2018 Volvo XC90 T8 eAWD R-Design Road Test

Some want the best price they can get, some want luxury above all, and others want something sporty to spice up their daily commutes. It just so happens that Volvo answers all of the above with its base Momentum, sporty R-Design, and ritziest Inscription trims, while still providing plenty of value, performance and luxury in each.

When Volvo first introduced its completely overhauled XC90 mid-size luxury SUV for the 2016 model year I tested and reviewed a T6 AWD R-Design, which was such an improvement over its predecessor and so much more competitive against key rivals that it was easy to recommend. I followed this experience up with a 2017 XC90 T8 eAWD Inscription, which increased straight-line performance while replacing some of the R-Design’s sporty detailing for a classier, richer look and feel. For 2018, I was once again given the chance to test the faster T8 eAWD powertrain, albeit in R-Design trim with a sportier wheel and tire upgrade, and I must say it was a match made in heaven.

R-Design trim gives a sporting twist to the inherently elegant XC90, complete with a black mesh grille insert, less chrome and metallic trim, an edgier body-colour and glossy black lower front fascia, satin-silver mirror caps, machine-finish twinned five-spoke 20-inch alloy wheels with black painted pockets (that were upgraded to 22s on my tester), and a body-colour bumper filled with a unique gloss black diffuser-style grille. Together with the XC90’s dramatically penned standard features that include Volvo trademark Thor’s hammer LED headlights and an eye-grabbing set of vertical LED taillights, all set within a gracefully shaped body shell that’s easy on the eyes no matter the angle, the XC90 R-Design is one compelling package.

Along with its outwardly pleasing character the XC90 provides one of the more visually appealing and best executed interiors in the mid-size luxury SUV class, this particular model finished in classic black with satin-silver and optional carbon-fibre detailing, the leather-covered dash, door uppers, armrests and seat upholstery featuring sporty white contrast stitching, the light coloured thread coming standard, but all the fanciful leather made available due to a $3,000 Leather package that also includes rear side sunshades.

Those seats look absolutely stunning, and their standard 10-way adjustability, upgraded to special sport seats with power-extendable lower cushions and expanded side bolstering in the R-Design, made them even nicer on the back than they are to the eyes, with all around good inherent design and no shortage of calibration. Additional interior highlights include gorgeous perforated aluminum speaker grilles for the sensational sounding $3,250 1,400-watt 19-speaker Bowers & Wilkins audio upgrade, plus a jewel-like Orrefors crystal and polished metal shifter, because hey, we all need one of those.

Of course, the XC90’s finer detailing is more of a wants over needs issue, the beautifully detailed diamond-pattern bright metal rotating start-stop knob making a luxury statement all on its own, although it’s backed up by a cylindrical drive mode selector shod in the same dazzling full metal jacket. These last three items are totally unique details that separate Volvo from any other brand, giving its cabin an upscale ambience that wouldn’t feel out of place to a Bentley or Rolls-Royce owner.

Luxury snobs might find that last statement laughable, but truth be told that’s only because we’re all conditioned to believe such highfalutin ultra-premium brands are better in every way then lesser nameplates, yet such is not always the case. The quality of leather, metal and composite workmanship around the XC90’s cabin proves this point, with hard plastic difficult to find and the design, density, fitment, and damping of Volvo’s switchgear second to none.

Likewise, the 8.0-inch digital instrument display is mighty impressive for a standard primary gauge package, not to mention filled with useful functions like navigation directions, phone details, road sign info and more, but the standard 12.3-inch TFT gauge cluster in my R-Design is even more cutting-edge and gets all the same features plus four configurable graphic modes.

Over on the centre stack the XC90’s vertically positioned 9.0-inch tablet-style Sensus touchscreen is better yet thanks to its multi-award-winning infotainment interface with ultra-familiar tap, pinch and swipe gesture controls. Truly, it’s best of the best when it comes to user-friendliness and overall functionality, while its standard feature set, including a backup camera, four-zone climate control, navigation, real-time traffic info, voice activation, Volvo On Call app (with remote start, vehicle tracking, and more), Apple CarPlay and Android Auto smartphone connectivity, audio/radio functions, car settings, etcetera, leaves nothing to the imagination.

Another area of Volvo technology leadership is powertrains. Its singular engine approach is unique in the industry, and I must say quite brilliant. Rather than wasting resources on myriad engine configurations and displacements, the Swedish brand makes one direct-injection turbocharged 2.0-litre four-cylinder Drive-E engine and sources one eight-speed Geartronic automatic transmission before implementing this combination in a variety of ways throughout its entire lineup. A model’s trim level doesn’t denote the powertrain provided, although only the base Momentum is available with the least potent T5 AWD combination, good for 250 horsepower and 258 lb-ft of torque.

Momentum, R-Design and Inscription trims can all be had with either T6 AWD or T8 eAWD drivetrains, both of which feature a turbocharger and a supercharger. This twin charging process allows for a maximum of 316 horsepower and 295 lb-ft of torque in the T6 AWD, and thanks to a complementary Twin Engine plug-in hybrid electric motor/battery combo, a monstrous 400 net horsepower and 472 net lb-ft of torque in the T8 eAWD.

Monstrous probably isn’t the right word to describe T8 eAWD performance, as it’s the most progressively linear 400 horsepower and 472 lb-ft of torque you’ll likely ever experience. I’ve enjoyed the T8 around town, on long high-speed freeway trips and most every other type of roadway in between, and have grown to appreciate its relentless forward thrust as much as its smooth, refined demeanor.

To be clear, it’s fast, but it’s no Mercedes-AMG GLE 63 S or BMW X5 M beater, and it’s not even trying to be. Instead, Volvo has its sights on the Mercedes-Benz GLE 550e 4Matic and BMW X5 xDrive40e, its mid-five second sprint to 100km/h coming milliseconds from matching the former and annihilating the latter by more than a second, while its claimed fuel economy rating is 10.1 L/100km in the city, 8.8 on the highway and 9.5 combined compared to 11.1 L/100km combined for the Merc and 9.9 combined for the Bimmer. Volvo’s small-displacement four-cylinder, twin power and plug-in hybrid combination certainly pays off in performance and at the pump.

Of course, all of the aforementioned SUVs were designed to drive on electric power only for about 30 kilometres before automatically starting up their respective internal combustion engines and continuing on as hybrids—the T8’s battery was upsized this year for an estimated 30.5-km of range from its two electric motors. While 30 km doesn’t sound like a lot, if your commute is short it’s possible to get to and from work without using any gasoline at all, but Volvo more realistically estimates the result of regular charging (which takes about three hours from a 240-volt charger) will reward you with an Le/100km (gasoline litres equivalent per 100 kilometres) rating of 4.7 combined city/highway. That would make a welcome improvement to my fuel budget, considering pump prices for regular in my area are now averaging above $1.50/litre after hitting record highs of $1.65 in May, let alone premium unleaded that shot up to $1.87 last month.

Similar to the formidable yet linear power delivery, the XC90’s ride and handling compromise is wonderfully agile without any harshness. Even with my tester’s optional Pirelli Scorpion 275/35R22s it remained comfortably compliant no matter the road surface, yet pushed hard through a serpentine set of switchbacks it lived up to its European performance pedigree.

Adapting to your mood and/or surrounding conditions, Volvo allows for adjustable steering and Drive-Mode settings, the former modulating between low, medium and high steering assistance, and the latter featuring Comfort, Eco, Dynamic (sport) or Off-Road modes. It’s a quick and easy system to set up, and makes a big difference to how the XC90 drives.

Volvo backs up the XC90’s confidence inspiring performance with a plentiful supply of advanced driver assistance systems, safety having always been core to the Swedish brand’s ethos. It starts with auto on/off LED headlights with active cornering, forward collision warning with autonomous emergency braking (that even includes its own head-up display), lane departure warning with lane keeping assist, and rear parking sensors.

My tester was upgraded with a $2,000 Vision package that adds blindspot monitoring with cross-traffic alert, one of the clearest, most helpful 360-degree surround-view parking monitors in the business, and power-folding auto-dimming side mirrors to go along with the standard auto-dimming rearview mirror inside, while a $2,200 Convenience package included front parking sensors, semi-autonomous Park Assist self-parking, semi-autonomous Pilot Assist self-driving with adaptive cruise control, a Homelink garage door opener and a few other handy items. Lastly, my loaner came with a $1,250 Climate package adding a heatable steering wheel, heated rear outboard seats, and heated wiper blades, making it perfectly suited up for winter ski trips with the entire family.

Additionally, Volvo offers plenty of standalone options, such as a graphical head-up display, a dual-monitor 7.0-inch rear entertainment system, an integrated second-row booster seat, an active air suspension, and more.

I’d be remiss not to jot down some key standard features too. Momentum trim starts at $59,150 for the T5, $63,350 for the T6, and $74,950 for the T8, these prices easily sourced on CarCostCanada.com, along with invoice pricing, rebate information and much more, with standard items not yet mentioned including fog lamps, proximity keyless access with pushbutton ignition and a hands-free powered tailgate, metal treadplates, aluminum interior inlays, rain-sensing wipers, satellite radio, a powered panoramic moonroof, a cooled glove box, rear climate controls, heatable powered front seats with four-way powered lumbar, driver’s memory, mechanical releasing second-row seats, power-folding rear headrests, a semi-automatic load cover, a cargo opening metal scuff plate, active noise control (with engine enhancement), roof rails, and more.

Features not yet mentioned on the R-Design, which starts at $67,900 for the T6 and $80,050 for the as-tested T8, include more sporty styling and trim modifications, a perforated leather steering wheel, exclusive steering wheel paddle shifters that really make a difference to driver engagement, metal pedals, a black roofliner, etcetera, while the Inscription, priced at $69,550 for the T6 and $81,650 for the T8, features a more luxurious exterior and interior design motif including genuine walnut inlays and standard perforated Nappa leather upholstery, plus ventilated front seats with power-adjustable side bolsters, front passenger seat memory, rear sunshades, and more.

No matter the trim, it all comes in an interior that’s extremely comfortable and very roomy. Even the third row was spacious enough for my medium-build five-foot-eight frame to fit in without feeling cramped, leaving about an inch ahead of my knees when the second-row was pushed as far rearwards as possible. I had a couple of inches remaining over my head too, plus ample elbowroom thanks to armrest cutouts. Volvo also provides pillar-mounted air vents for superb third-row ventilation, these identical to those found on the backside of the B-pillars for second-row passengers, while roof-mounted LED reading lights benefit both rear rows.

I wouldn’t expect anyone to gripe about cargo capacity either, with 447 litres (15.8 cubic feet) available aft of the rearmost seatbacks, 1,183 litres (41.8 cubic feet) behind the second-row, and 2,427 litres (85.6 cubic feet) when both rear rows are flattened. What’s more, Volvo adds to XC90 versatility by dividing the second row into thirds in order to fit loads of long cargo like skis down the middle while the two outboard rear passengers enjoy the comfort of window seats (and those aforementioned rear heaters). Additionally, the load floor is almost totally flat when lowered, plus Volvo includes a convenient flip-up divider in the very back for stopping smaller items from shifting forward.

It’s tempting to go on and on describing the exceptionally good build quality of those seats, their folding mechanisms, the solid sound made when each door shuts, the beautiful finishing and fine materials used throughout, etcetera, etcetera, but I’d better leave it there in order to let you enjoy a few surprises for yourself. The XC90 is a superb luxury SUV that you should experience firsthand, after which I’m willing to bet you’ll be hard pressed to leave behind when it comes time to go home.

Larger, roomier, faster, more efficient, higher tech, more luxurious, more refined and arguably better looking, the 2019 Acura RDX hits the road this week at just $43,990 plus freight and fees, only adding…

Latest News

All-new 2019 RDX arrives at Acura Canada retailers from $43,990

2019 Acura RDX A-Spec — The 2019 RDX, shown here in sporty A-Spec trim, goes on sale at Acura Canada retailers this week. (Photo: Acura)

Larger, roomier, faster, more efficient, higher tech, more luxurious, more refined and arguably better looking, the 2019 Acura RDX hits the road this week at just $43,990 plus freight and fees, only adding $1,000 to the price of the outgoing model that enjoyed a very long and successful run.

“The 2019 Acura RDX is a pure expression of Precision Crafted Performance. This is a development philosophy that puts the driver at the centre of it all,” said Emile Korkor, Brand Leader, Acura Canada. “Our goal from the beginning has been to deliver a perfect balance of engineering, performance, design and luxury to create a truly uncompromising and joyful experience.”

2019 Acura RDX Platinum Elite — Top-line Platinum Elite trim shows a classier side of the new RDX’ personality. (Photo: Acura)

Acura brings the 2019 RDX to the Canadian market with five trim levels, including an unnamed base model, the $46,490 Technology, $49,990 Elite, $50,290 A-Spec, and finally the top-line $54,990 Platinum Elite.

No matter the trim, the new 2019 RDX relieves the old 3.5-litre V6 in place of a much more efficient 16-valve, DOHC turbocharged 2.0-litre four-cylinder engine with direction injection and, of course, VTEC. Output is rated at 272 horsepower, which is down 7 horsepower from the old V6, but more importantly for an SUV torque is up 28 lb-ft to 280. The end result sees the new 2019 RDX with the strongest base horsepower and torque in the compact luxury SUV class.

The RDX performance advantage is partially due to a low-inertia mono-scroll turbocharger that promotes a wider, fatter torque curve resulting in 40 percent more low-end torque than the outgoing engine, while dual variable timing cams do their part as well.

Connecting the new engine to the standard torque-vectoring Super Handling All-Wheel Drive (SH-AWD) system is an all-new 10-speed automatic transmission with performance-enhancing Grade Logic Control. The new transmission uses Acura’s unique pushbutton gear selector, which is now more fully integrated within the centre console than ever before. Shifting is automatic, or for a more hands-on experience you can shift its gears manually via standard steering wheel-mounted paddle shifters.

Also standard, Acura’s Integrated Dynamics System (IDS) lets you to choose between Snow, Comfort, Sport and Sport+ modes to enhance electric power steering feel and Drive-by-Wire throttle response.

With a smaller displacement engine and four more forward gears it only makes sense that emissions and fuel economy have made gains too, the latter rated at 11.0 L/100km in the city, 8.6 on the highway and 9.9 combined for all trims but the A-Spec that gets an estimate of 11.3, 9.1 and 10.3 respectively, these numbers comparing favourably against last year’s claimed fuel economy rating of 12.4 city, 8.7 highway and 10.7 combined.

The new drivetrain’s efficiency improvements are further aided by a new idle stop-start system that automatically shuts the engine down when it would otherwise be idling and then immediately reboots it when ready to go.

Standard with 19-inch alloy wheels and available with 20s as part of the sportiest A-Spec package just noted, the new 2019 RDX rides on a totally new Acura-exclusive platform architecture featuring electric power-assisted rack-and-pinion steering, a fully independent MacPherson strut front and multi-link rear suspension system with 30 mm front and 23 mm rear stabilizer bars. Additionally, the top-line Platinum Elite model receives an Active Damper System to further enhance performance and comfort.

As noted, the new RDX is longer, wider and taller than the model it replaces, its dimensions measuring 4,744 mm (186.8 inches) in length, with a 2,750-mm (108.3-inch) wheelbase, 1,900 mm (74.8 inches) in width, with 1,631- and 1,643-mm (64.2- and 64.7-inch) front and rear tracks, and 1,668 mm (65.7 inches) in height.

This makes the 2019 model 78 mm (3.1 inches) longer than the outgoing RDX, with a 65-mm (2.5-inch) gain in wheelbase that should make a big difference to rear seat roominess, while it’s also 46 mm (1.8 inches) wider for added shoulder and hip space, not to mention a wider track for improved handling, whereas it’s only 31 mm (1.2 inches) taller, improving headroom yet not upsetting manoeuvrability by increasing the centre of gravity. Despite the new SUV’s increased size it’s only gained 86 kilos (189 lbs) of curb weight, so the aforementioned performance gains should still be easy to feel.

More importantly the 2019 RDX’ increase in size makes for a more comfortable, more useful utility, with maximum cargo volume behind its 60/40 split-folding rear seatbacks growing by 142 litres (5.0 cubic feet) to 881 litres (31.1 cubic feet), while the new model offers 82 additional litres (2.9 cubic feet) of luggage space when the second-row is folded flat, at 2,260 litres (79.8 cubic feet).

That cabin is not only roomier and more comfortable, it’s also been upgraded with higher quality premium finishings, says Acura, with more high-grade soft-touch synthetics, particularly on the instrument panel, doors and centre console, plus hand-wrapped, stitched leather surfaces as well as real open-pore Olive Ash hardwood or genuine brushed aluminum inlays, depending on trim levels.

Critical to the acceptance of any new vehicle are digital interfaces, the new RDX anteing up with a large standard 10.2-inch display featuring Apple CarPlay (but no Android Auto, which is interesting being that the entire operating system is Android-based—evidently Android Auto is to be introduced later pending updates), Siri Eyes Free, SMS text message and email functionality, 4G LTE Wi-Fi hotspot capability, Wi-Fi tethering, AcuraLink Subscription Services, HD and satellite radio, Bluetooth streaming audio, connectivity via two front USB charging ports (plus two optional USB ports in the rear), AM/FM/MP3/WMA audio with nine speakers including a subwoofer, plus more. Acura has eschewed a more traditional tablet-style touchscreen for a lower console-mounted True Touchpad Interface, which Acura promises is very intuitive.

Along with the impressive load of standard equipment already mentioned, the base RDX continues Acura’s value theme by including standard full low and high beam LED “Jewel Eye” auto-on/off headlights with automatic high beam control, plus LED daytime running lights, LED brake lights and LED taillights, while additional standard highlights include a remote engine starter, proximity keyless access, pushbutton ignition, an acoustic windshield, active noise control, ambient lighting, a 7.0-inch colour TFT multi-information display within the primary gauge cluster, adaptive cruise control with low-speed follow, dual-zone automatic climate control, a HomeLink garage door opener, a multi-angle rearview camera with dynamic guidelines, side mirrors with driver recognition, reverse gear tilt-down and integrated LED turn indicators, a standard auto-dimming rearview mirror, 12-way powered front seats including powered lumbar support and four-way adjustable headrests, two-position memory for the driver’s seat and side mirrors, a large panoramic moonroof, a powered tailgate, a capless fueling system, and more.

Also standard is an extensive suite of active and passive safety features including Forward Collision Warning, Collision Mitigation Braking, Lane Departure Warning, Road Departure Mitigation, and Lane Keeping Assist, while all the usual active and passive safety equipment are joined by front knee airbags, hill start assist and tire pressure monitoring.

Opting for Tech trim means that your RDX will receive yet more safety features including Blind Spot Information with a Rear Cross Traffic Monitor, and traffic sign recognition, while Tech trim also includes front and rear parking sensors, navigation, voice recognition, and a 12-speaker ELS Studio audio upgrade with the rear USB ports noted earlier.

Upgrading to A-Spec trim includes the aforementioned styling and performance improvements as well as LED fog lights, power-folding side mirrors, a heatable steering wheel, metal sport pedals, unique Alcantara and leather-trimmed upholstery with contrast stitching and seat piping, ventilated front seats, and a 16-speaker ELS Studio 3D audio system.

The move up to Elite trim means a step back to the 12-speaker audio system and the removal of ventilated front seats and LED fog lamps, but it adds headlamp washers, auto-dimming side mirrors, perimeter/approach puddle lights, perforated leather upholstery, and heated rear outboard seats.

Lastly, Platinum Elite trim adds back the LED fog lamps, ventilated front seats and 16-speaker 3D stereo, while also including adaptive cornering headlights, a colour head-up display that projects key information onto the windshield ahead of the driver, a surround view parking monitor, a rear camera washer, 16-way powered front seats including lumbar support, thigh extensions and side bolsters, the genuine Olive Ash hardwood trim mentioned earlier, complete with contrast stitching and seat piping, and metallic cargo area garnishes.

Of course, exterior styling will be key to sales success, and to that end the 2019 RDX is the first model to fully incorporate the Acura Precision Concept design language. We’ve seen the new grille gracing the front of the larger MDX luxury SUV, the TLX sport sedan, and the brand’s flagship RLX luxury sedan, but these were dramatic mid-cycle updates, not wholesale redesigns.

The Diamond Pentagon grille appears identical in shape if not size to those already in use by the TLX and RLX, both of which were slightly bolder and more pronounced than the MDX variant, but the lower front fascia of the prototype pulls cues from the Japanese brand’s larger SUV, particularly the pointed body-colour strike-through found hovering above each corner vent. They’re much larger and point in the opposite direction, while these, along with the horizontal row of LED fog lamps just below, flow more naturally into the centre portion of the fascia than the MDX’ vertical stack. Overall, the new RDX lower fascia design works well, particularly how it wraps around the sides of the bumper.

Likewise, a more expressive set of headlamps wrap more fully around the sides of the new model’s front fenders before following the curvature of the front wheel cutouts upward to where they finalize at the hood line. Those fenders are rounder and more organically shaped, flowing naturally into more fluidly sculpted door panels, with the arcing greenhouse culminating at the centre point of the rear quarter window instead of the base.

The top corner of the new RDX rear design forms a visual “X” where extended chrome window trim butts up against body-colour rooftop and side panels plus glossy black rear window trim extensions, resulting in a unique take on current floating roof trends, while the multi-angled LED taillights look fresh, modern and harmonious with the rest of the design.

Lastly, the front and rear bumpers differ depending on trim level, with base and luxury models getting splashes of chrome around the corner vents up front and a matte black apron in the back, and A-Spec trim receiving gloss-black for the former details and a diffuser-style design between the exhaust pipes.

“The all-new RDX delivers a powerful statement about who we are and where we are headed as a brand,” commented Jon Ikeda, vice president and general manager of Acura, when the RDX Prototype was introduced at the North American International Auto Show earlier this year. “For our customers, the new RDX is a quantum leap forward in design, style and performance, with luxury features and technology that will elevate their ownership experience.”

The 2019 RDX is now available at your local Acura retailer.

Nissan knows a thing or two about SUVs. In fact, the Japanese brand offers more sport utilities than any other mainstream volume brand. Nissan currently offers six unique SUV models to Canadian new…

New Car Reviews

2018 Nissan Qashqai S FWD Road Test

Nissan knows a thing or two about SUVs. In fact, the Japanese brand offers more sport utilities than any other mainstream volume brand.

Nissan currently offers six unique SUV models to Canadian new car buyers, which amazingly is one model more than Toyota, Ford, Chevy or even Jeep currently had available at the time of writing, plus many more than other rivals. What’s more, its experience building SUVs goes back nearly seven decades. Therefore it only makes sense they’d come up with a solid entry-level model to back up that good name.

If you previously perused my 2017 Qashqai SL AWD road test you’d already know I’ve become a fan, and I must say this 2018 Qashqai S FWD had me even more enamoured. It’s the Nissan Micra of SUVs, and I mean that in plenty of good ways. The Qashqai is inexpensive, comfortable, solidly built, reasonably well equipped, economical, and plenty of fun to drive, which is exactly the type of small SUV that first-time or fixed-income buyers need.

Proof of this is in the pudding, or more specifically in sales numbers that do a fairly good job of showing a vehicle’s popularity, providing dealers in respective markets can allocate enough to sell. I’m guessing that Nissan Canada’s retailers haven’t experienced much in the way of Qashqai shortages as the new model has quickly jumped into first place with 3,748 units sold over the initial three months of 2018. That number makes it 414 examples more successful than the Subaru Crosstrek, plus a shocking 993 deliveries more impressive than the longtime bestselling Honda HR-V that was down 16.7 percent over the same quarter, which as you can see was also eclipsed by the little Subie SUV that saw its Q1 2018 year-over-year sales rise by a shocking 121.4 percent. Not a bad start to the year for either SUV.

The numerous keys to the new Qashqai’s success include attractive styling, strong performance, an efficient powertrain, interior comfort and quality, practicality, and generous features for the money, that last point especially true being that the Qashqai S FWD being reviewed here starts at just $19,998 plus freight and fees, as found on CarCostCanada.com (where you can access the most accurate retail pricing including invoice pricing and rebate info), making it the most affordable SUV in Canada—at least until the $17,998 Nissan Kicks arrives this summer. See what I mean about it being the Micra of SUVs?

Of course, the Kicks will soon take over that mantle in both price and size. The Qashqai is actually a bit larger than the class average despite its value proposition. It measures 4,379 millimetres (172.4 inches) from nose to tail, with a 2,647-mm (104.2-inch) wheelbase in between, while it spans 1,836 mm (72.3 inches) in width and reaches 1,587 mm (62.5 inches) from the base of its tires to the uppermost point of the roof.

As you might imagine that extra size creates more space for driver and passengers, plus it provides the most cargo space of all when the seats are laid flat at 1,730 litres (61.1 cubic feet). Its 648-litres (22.9 cubic-foot) capacity with the seats upright is impressive as well, albeit only second in the segment behind the aforementioned HR-V.

Changing gears, both figuratively and literally, a key reason my Qashqai S FWD started below $20k was its standard six-speed manual transmission. You can get the same SUV with a fully automatic continuously variable transmission (CVT), but it pushes the price up $2,700 to $22,698. The CVT comes standard in the Qashqai’s two upper trims, SV and SL, so if you want the manual you’ll need to stick with the bargain basement S FWD model. Alternatively if you want AWD you’ll need to accept the CVT, that model starting at $24,898.

The SUV I just spent a week with is the base Qashqai S FWD, optioned out with $135 Gun Metallic grey paint. Dealer added accessories aside, that’s it for extras. Still, the Qashqai S was quite livable thanks to a healthy list of standard features that includes heated power-adjustable side mirrors, a tilt and telescopic steering wheel, variable intermittent wipers, air conditioning, a 5.0-inch colour infotainment display, a rearview camera, Bluetooth phone connectivity and audio streaming, text message read and response capability, Siri Eyes Free, four-speaker AM/FM/CD/MP3/WMA audio, heatable front seats, 60/40 split-folding rear seatbacks, a cargo cover, six cargo area tie-down hooks, tire pressure monitoring with Easy Fill Tire Alert, all the expected passive and active safety features, plus more.

Walking around this stylish little SUV shows that Nissan only skimped on the wheels, 16-inch steel rims on 215/65 all-season rubber being normal for base models in this class. Nevertheless the silver metallic covers look surprisingly convincing from a distance, while I was even more impressed by the bright chromed grille and side window surrounds, the equally dazzling LED daytime running lights within the projector headlamps, the ultra-slim LED turn signals integrated into the body-colour side mirror housings, the body-colour door handles, body-colour rooftop spoiler, and the SUV’s overall classy appearance in its aforementioned coat of metallic grey.

Click the substantive switchblade-style key fob, open the door and you’re immediately greeted by a higher level of refinement than anyone could possibly expect for this pauper’s price. The front door uppers are padded and covered with high-quality premium leather-like synthetic, this premium-like surface treatment finishing off the entire dash-top as well. Additionally, the door and centre armrest get comfortable, padded, woven cloth armrests featuring contrast grey stitching, while the seat upholstery receives a similar treatment for the bolsters and an attractive wavy pattern in black and grey for the inserts.

The front and rear doors open nice and wide, making access easy. The little SUV’s height advantage over a car helps in this respect too, and I have to say Nissan does driver’s seats better than a number of others in this class as well. Despite being a base model without the SL’s powered actuation or adjustable lumbar support it was inherently comfortable, with good lower back support and excellent side bolstering.

Setting up a good driver’s position was easy, and while this might be expected this day and age, peoples’ varying body types are often overlooked. For instance, my longer legs and shorter torso means that I need more telescopic reach than some others, and a few brands aren’t too generous in this respect. Such is not a problem with the Qashqai, allowing me to fit in ideally.

The steering wheel isn’t wrapped in leather, but it’s comfortably thick and padded just the same, plus it’s shaped as if it’s pulled out of a sports car with nicely carved thumb spats and a flat bottom no less, while a cool looking metallic silver trimmed dual lower spoke flows up to visually support the two spokes just above, the one on the left side filled with high-quality audio and multifunction display buttons, and the spoke on the right receiving a simpler assortment of phone controls.

Framed behind the steering wheel is highly legible chrome-trimmed electroluminescent primary gauge cluster centered by a large colour TFT multi-information display, which once again is something only expected on a higher trim level, while a quick glance over to the piano black lacquer surfaced and chrome-adorned centre stack shows a small yet useful display audio system. It’s not a touchscreen, which made it a bit difficult for navigating between smartphone playlists and podcasts, but it was serviceable enough.

The same can be said for the nicely laid out manual HVAC interface that sits just below, while the knobs and buttons here and everywhere else were tight fitting and well damped. Still, if this example’s heater wasn’t broken the Qashqai has the worst heating system I’ve experienced in a very long time. You’ve got to crank the temperature dial all the way to the three o’clock position to even make the cabin lukewarm, and if you twist it one notch more it’ll get uncomfortably hot. There was no happy medium.

Nissan provides a USB charge port, aux plug and a 12-volt charger at the base of the centre stack, just above a tray for your cell phone, which sits right next to a chrome-trimmed electromechanical parking brake. Two-way seat heater rocker switches are positioned toward the rear of the lower console, flanking a deep bin that’s ideal for a larger smartphone. Of course, dual cupholders are integrated within the lower console too, as is a storage compartment under the centre armrest, and once again it’s all put together well and looks more upscale than the Qashqai’s entry-level price should allow for.

Nissan also houses a handy console overhead, featuring a felt-lined sunglasses holder and LED reading lights for both front occupants. Even the sunvisors are finished nicely, including the lidded vanity mirrors.

It’s normal for taller, larger drivers to shy away from the subcompact SUV class, but I think they should give the Qashqai a try, as there’s a lot of room available in every direction. The same goes for front and rear passengers, with the back compartment providing more than enough space for my medium-build five-foot-eight frame when sitting behind a driver’s seat that was set up for my height. In fact, I had about five inches remaining ahead of my knees plus loads of space to move my feet around while wearing boots. Additionally, there was about four inches left above my head and another five or so next to my shoulder and hips. I’m not going to say the rear seats were as comfortable as those up front, because that would be difficult to match, but they certainly were supportive, and even provided some side bolstering.

Back in the driver’s seat, the six-speed manual transmission lever is as nicely finished as the previously noted steering wheel, with a black lacquer trimmed shift knob, a leather-like boot, and a satin silver and black lacquered surround. Again, this could be in a premium sports car, let alone a bargain-basement subcompact SUV.

Even more importantly it’s a well-sorted gearbox too, complemented by a free revving 16-valve, DOHC, 2.0-litre four-cylinder engine making 141 horsepower and 147 lb-ft of torque. Off-the-line performance is pretty good if you get deep enough into the throttle and let the revs climb before shifting, but of course that’s not the best way to save fuel. Go easy and it’ll pay you back with a claimed 10.0 L/100km in the city, 8.1 on the highway and 9.2 combined, which seems pretty decent until seeing that the same FWD setup with the CVT gets an estimated 8.8 city, 7.3 highway and 8.1 combined. Even the AWD CVT combination does better at 9.0 city, 7.5 highway and 8.4 combined, but I certainly couldn’t complain despite Vancouver’s high pump prices.

Once the Qashqai gets up to speed it’s thoroughly engaging and fun to fling through the corners, feeling a lot more like a compact hatchback then anything traditionally SUV-like. Of course, it’s aforementioned ride height advantage and subsequent good view of the road ahead and surrounding area reminds that it’s indeed an SUV, while its expansive greenhouse leaves almost no blind spots at all, but it still drives like a little sports car in comparison to most utilities.

With such a willing engine that’s certainly fun to take to its limit, and a shifter that slips so easily into each gear, plus clutch take-up that’s just as easy and light yet positive and engaging, speed can ramp up quickly. Fortunately the Qashqai’s steering is direct and responsive too, while the little SUV’s high-speed stability is actually very good for such a small vehicle thanks to that relatively long wheelbase mentioned earlier. Likewise, braking is excellent, the Qashqai coming standard with ABS-enhanced four-wheel discs that only had to stop 1,425 kilos (3,142 lbs) of as-tested curb weight, resulting in good all-round performance that delivers way more enjoyment then its paltry price should.

That last point pretty well sums up the entire vehicle too, being that the 2018 Nissan Qashqai delivers way more of everything expected of an SUV priced so reasonably. No wonder it’s leading its class in sales.

The all-new 2019 Ascent is the biggest thing to ever hit a Subaru dealership, and it will arrive this summer for just $35,995 plus freight and fees. Configured for seven or eight occupants, the North…

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Subaru grows its crossover SUV lineup with new 2019 Ascent

The 2019 Subaru Ascent promises big space for growing Canadian families. (Photo: Subaru)

The all-new 2019 Ascent is the biggest thing to ever hit a Subaru dealership, and it will arrive this summer for just $35,995 plus freight and fees.

Configured for seven or eight occupants, the North American-exclusive model will immediately go up against the hottest mid-size crossover SUV sellers on the Canadian market, its full list of competitors (from best-selling to least during the first three months of 2018) including the Ford Explorer, Toyota Highlander, Kia Sorento, Volkswagen Atlas, Dodge Durango, Nissan Pathfinder, Honda Pilot, Hyundai Santa Fe XL, Chevrolet Traverse, Dodge Journey, GMC Acadia, Mazda CX-9, and Ford Flex. Of course, the Outback will continue growing Subaru’s stake in the five-passenger mid-size crossover SUV segment, its Q1 deliveries already slightly improved over last year’s results.

Subaru has taken a very different approach with the new Ascent when compared to its previous attempt at pulling in mid-size SUV buyers. The Tribeca (2005–2014), while nicely finished and very competent from a performance standpoint, suffered from controversial styling and rather cramped rear quarters, whereas the Ascent pulls its design from the Japanese brand’s very successful current Forester and Outback playbook, albeit with a bolder, larger grille and longer, taller profile, while it’s anything but short on size.

The Ascent measures 4,998 millimetres (196.8 inches) front to back with a 2,890-mm (113.8-inch) wheelbase, while it stands 1,819 mm (71.6 inches) tall including its standard roof rails. Additionally, the big Subaru’s width spans 2,176 mm (85.6 inches) with its side mirrors extracted, and its track measures 1,635 mm (64.4 inches) up front and 1,630 mm (64.2 inches) at the rear.

To put this into perspective, the new Ascent is 48 mm (1.9 inches) shorter than the best-selling Explorer, albeit with a 24-mm (0.9-inch) longer wheelbase, while some might also be surprised to find out that the new Subaru is 42 mm (1.6 inches) taller than the sizeable Ford. The only Explorer measurements to exceed the Ascent relate to width, which show the blue-oval SUV a considerable 119 mm (4.7 inches) wider with 66 / 71 mm (2.6 / 2.8 inches) more front / rear track respectively. This said 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 Highlander and Sorento, longer and taller than the Pilot and Santa Fe XL, wider and taller than the Pathfinder, merely wider than the Durango, and only taller than the Atlas.

Of more importance to most mid-size SUV shoppers will be passenger volume and cargo space, which measure 4,347 litres (153.5 cubic feet) for the former and 2,449 litres (86.5 cubic feet) for the latter in the Ascent, when both rear rows are laid flat. These figures compare well against key rivals, with Ascent passenger volume even exceeding the massive Explorer’s and its standard eight-occupant seating configuration a rarity in the class, while the big Subaru’s maximum cargo capacity is amongst the segment’s most accommodating too. Rear passenger access should be easy as well, thanks to rear doors that open to 75 degrees.

Being a Subaru SUV the Ascent includes standard all-wheel drive, which proponents will argue is one of the most capable systems available. The engineering behind Subaru’s full-time Symmetrical AWD starts with its overall chassis layout, which ideally distributes weight thanks in part to the even balance and low profile of the longitudinally mounted, horizontally opposed flat “boxer” engine. When combined with the full-time nature of Subaru’s AWD system, plus more torque being applied to the wheels with the most grip, which not only enhances traction but improves control, the Ascent should be plenty capable no matter the road or trail surface, while its standard X-mode off-road system, complete with hill descent control, joins a generous 220 millimetres (8.66 inches) of ground clearance for a confidence-inspiring lift over obstacles, snow banks and more.

Power comes from a new turbocharged 2.4-litre four-cylinder engine, which is once again a horizontally opposed design. The powerplant makes a robust 260 horsepower and 277 lb-ft of torque, the latter maximized between 2,000 and 4,800 rpm, all of which should answer why Subaru chose not to utilize the 3.6-litre H-6 used in top-line Outback trims. In fact, the new four-cylinder produces 4 more horsepower and 30 additional lb-ft of torque than the six, so we should probably expect this new four to replace the upgraded engine in that Outback and soon find it in other Subaru models as well.

Of course, the new 2.4-litre four should be more efficient than the larger displacement H-6 too, but not because of its transmission. Both make use of Subaru’s High-torque Lineartronic CVT (Continuously Variable Transmission), considered to be one of the more efficient types of transmissions available and ideal for mid-size crossover SUV applications thanks to smooth, linear power delivery.

Subaru will also add a standard set of steering wheel paddle shifters to improve driver engagement, along with an eight-speed Manual Mode featuring sportier driving characteristics and standard Active Torque Vectoring, first introduced on the WRX and WRX STI performance models, so expect the Ascent to be enjoyable to drive despite its large mid-size dimensions.

Additionally, the Ascent promises car-like ride and handling due to the use of the new Subaru Global Platform (SGP), which combines rigid yet lightweight unibody construction with a fully independent MacPherson strut front and double-wishbone rear suspension system, enhanced further by a stabilizer bar mounted directly to the body at the rear and electric rack and pinion steering up front. Lastly, 18- or 20-inch alloy wheels get added depending on trim.

On that note, the 2019 Ascent can be had in Convenience, Touring, Limited and Premier trims, with standard Convenience features not already mentioned including auto on/off headlights, three-zone automatic climate control, 6.5-inch touchscreen infotainment with Android Auto and Apple CarPlay smartphone connectivity, a rearview camera, satellite radio, 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.

All 2019 Ascent trims include standard Subaru EyeSight driver assist technologies as well, which include 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 as well.

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, which includes blind spot detection, lane change assist, and rear cross traffic alert, as well as proximity keyless access, pushbutton ignition, auto-dimming mirrors, a leather-wrapped steering wheel and shift knob, larger 8.0-inch touchscreen infotainment, premium cloth upholstery, a panoramic sunroof, second-row climate controls, a rear cargo cover, a powered tailgate, a transmission oil cooler, pre-wiring for a trailer hitch, and an increased towing capacity of 2,270 kg (5,000 lbs).

Limited trim, available for $46,495 in the eight-passenger layout and $46,995 in the seven-passenger configuration, adds the larger 20-inch alloys, steering-responsive LED headlights with high beam assist, a heatable steering wheel, and a 6.3-inch colour multifunction display 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, and additional Limited features include a 14-speaker Harmon/Kardon audio system, a four-way power-adjustable front passenger seat, leather upholstery, heated second-row outboard seats, integrated rear door sunshades, third-row USB ports, and more.

Top-line Premier trim, which comes fully equipped at $49,995, even including standard captain’s chairs, adds an upgraded front grille, rain-sensing wipers, a front-view camera, a Smart Rearview Mirror with an integrated rear-view camera, brown perforated leather upholstery, ventilated front seats, ambient interior lighting, a 120-volt power outlet on the rear centre console, etcetera (see detailed 2019 Subaru Ascent pricing and more at CarCostCanada.com).

“It’s no secret that SUVs are extremely popular these days, but we wanted to offer more than just another option — we wanted to offer a class-leading vehicle that delivers what Canadian customers are looking for,” said Yasushi Enami, chairman, president and CEO of Subaru Canada, Inc. (SCI). “We believe the 2019 Ascent delivers that and more, and we’re very excited to bring this North American-exclusive model to market.”

The 2019 Subaru Ascent, produced in North America at Subaru of Indiana Automotive, Inc., will arrive at your local Subaru dealer this summer.

Drive a 2018 Infiniti QX80 and you’ll quickly be comparing it in kind to full-size SUV competitors from Land Rover, Lexus, and even Mercedes-Benz, and a little research into its origins will immediately…

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Infiniti continues to deliver strong value with its refreshed 2018 QX80

Drive a 2018 Infiniti QX80 and you’ll quickly be comparing it in kind to full-size SUV competitors from Land Rover, Lexus, and even Mercedes-Benz, and a little research into its origins will immediately tell you why.

The QX80, like the Nissan Armada that shares its platform architecture, is based on the legendary Nissan Patrol, a rugged, go-anywhere SUV nameplate that’s as old and well respected in global off-road circles as Land Rover’s Defender, Range Rover and others, Toyota’s Land Cruiser that forms the basis for the Lexus LX, and Mercedes’ G-Class, or Gelandewagen. All have decades-long ties to militaries worldwide, not to mention relief organizations, policing, businesses requiring wilderness travel, etcetera, and that on- and off-road prowess can immediately be felt by driver and passengers. The QX80 is a solid, well-built vehicle first and foremost, and an impressively finished luxury SUV after that, which is all the more reason to be amazed at its highly competitive pricing.

As sourced on CarCostCanada.com, the handsomely refreshed 2018 Infiniti QX80 is now available for just $77,350 plus freight and fees, which means you can get into a well-equipped, impressively finished base model for $32,250 less than the 2018 Lexus LX 570, $35,650 less than the Land Rover Range Rover, and $51,550 less than the base Mercedes-Benz G 550. What’s more, the QX80 is $9,190 more affordable than the 2018 Cadillac Escalade while representing a $10,300 savings over the new 2018 Lincoln Navigator, which will have you questioning whether Infiniti priced its full-size SUV too low after comparing them all directly.

To the ultimately wealthy such pricing trivialities won’t make one bit of difference, but value matters to smart luxury SUV shoppers trying to maximize the most from their hard-earned income. To that end the QX80 won’t disappoint, starting with a comprehensive refresh for the 2018 model year that includes a redesigned grille, front fascia, hood, fenders, fender vents, and rear bumper, while its LED headlamps, LED taillights, LED fog lamps and side indicators have been dramatically revised as well. Infiniti has rounded out the new exterior design with new 20- and 22-inch alloy wheels, while new exterior colours include Moonstone White, Mineral Black and Champagne Quartz.

Moving inside, the 2018 QX80 receives a newly refined cabin with a contrast-stitched wrapped upper instrument panel and a new shift knob across the line, plus a new stitched and leather-wrapped steering wheel hub/horn pad and diamond-patterned quilting for the upgraded door trim and seat inserts when opting for the Technology Package.

That Technology Package, at $8,150, also includes a new Infiniti-first Smart Rear View Mirror that doubles as a wide-angle rearview camera, while the infotainment system is now Infiniti’s InTouch Single Display design.

Additional Technology Package equipment includes the 22-inch wheels noted earlier, which are 18-spoke forged aluminum alloys shod with 275/50R22 H-rated all-season performance tires, plus Hydraulic Body Motion Control to enhance handling further, Active Trace Control brake vectoring that improves at-the-limit stability, safety and performance, Infiniti’s Eco Pedal that presses back on the driver’s right foot to promote less aggressive driving (which can be turned off), chrome mirror caps, an Advanced Climate Control System (ACCS) with auto recirculation, a Plasmacluster air purifier and a Grape Polyphenol Filter, Adaptive Front lighting System (AFS) with auto-leveling headlights, and front seat pre-crash seatbelts.

The Technology Package also includes a host of advanced driving assistance systems such as Intelligent Cruise Control (Full-Speed Range), Predictive Forward Collision Warning (PFCW), Forward Emergency Braking with Pedestrian Detection, Distance Control Assist, Blind Spot Warning (BSW), Blind Spot Intervention (BSI), Lane Departure Warning (LDW), Lane Departure Prevention (LDP), and Backup Collision Intervention (BCI).

Even with the Technology Package included, the 2018 Infiniti QX80’s increased $85,500 price rings in lower than all of the aforementioned competitors, while a new no-cost optional colour treatment includes Saddle Brown with Charcoal Burl Trim, plus the QX80’s Wheat motif has been updated from low contrast to high contrast. Likewise the Graphite grey interior gets updates too.

Surprisingly the rear entertainment system, with its dual 8.0-inch displays, two pairs of wireless headphones, remote control, aux inputs and more, comes standard, as does the Bose Cabin Surround audio system with digital 5.1 decoding, Bose Centerpoint 2 signal processing, 15 speakers and more, while the list of standard in-car electronics not already mentioned also includes satellite radio, streaming Bluetooth audio, multiple USB charging ports, an 8.0-inch infotainment touchscreen, an Around View Monitor (AVM) with Moving Object Detection (MOD), Infiniti InTouch Navigation, Infiniti InTouch Services, Infiniti Connection telematics, voice recognition, NavTraffic with real-time traffic info, and more.

Additional standard features include skid plates, body-colour running boards, roof rails, remote engine start, proximity access with pushbutton ignition, aluminum kick plates, power-folding, auto-dimming, heatable side mirrors with integrated turn signals, courtesy lamps and reverse tilt down, a heated leather-wrapped multi-function steering wheel, a powered steering column, auto on/off LED headlights with high beam assist, rain-sensing wipers, an auto-dimming centre mirror, an analog clock, a HomeLink garage door opener, tri-zone automatic climate control, front and rear parking sensors, a powered moonroof, two-way memory for the driver’s seat, side mirrors and steering column, a 10-way powered driver’s seat with two-way powered lumbar support, and an eight-way powered front passenger’s seat with two-way powered lumbar support.

Those seats are covered in semi-aniline leather upholstery, plus heated and climate-controlled up front, while the second-row captain’s chairs are heated (seven-passenger only) and feature tip-up easy entry for the third row, with standard 60/40-split power-folding and reclining third row seats also added to the standard feature set, plus a powered rear liftgate, a stainless steel rear bumper protector, an integrated Class IV tow hitch and seven-pin wiring harness with cover, tire pressure monitoring, Hill Start Assist, Trailer Sway Control, all the usual active and passive safety systems, and more. Lastly, an eight-passenger QX80 can be had for the same price.

The QX80’s 5.6-litre V8 is also standard, making 400 horsepower plus 413 lb-ft of torque and mated to a seven-speed automatic transmission powering all four wheels via Infiniti All-Mode 4WD with Snow and Tow Modes.

“The 2018 QX80 commands a heightened flagship presence within the Infiniti portfolio,” said Adam Paterson, managing director, Infiniti Canada. “The updated model provides upscale luxury for all passengers, as well as a suite of advanced technologies that elevate confidence and control on any road.”

It’s no wonder QX80 sales have experienced a major upswing lately, with this updated 2018 model having its strongest sales ever in March, 2018, with 147 units sold and a year-over-year gain of 113.0 percent. The QX80 has shown strength through all three months of this year’s first quarter too, with sales growth up a solid 66.4 percent.

Clearly, Canadians have responded well to the 2018 Infiniti QX80’s sharp new styling updated, plentiful interior refinements, and incredible value proposition.

News & Reviews- Tag: sport utility

2018 Infiniti QX80 Road Test

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2018 Acura MDX SH-AWD Elite Road Test

2018 Volvo XC90 T8 eAWD R-Design Road Test

All-new 2019 RDX arrives at Acura Canada retailers from $43,990

2018 Nissan Qashqai S FWD Road Test

Subaru grows its crossover SUV lineup with new 2019 Ascent

Infiniti continues to deliver strong value with its refreshed 2018 QX80

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