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Subaru’s highly successful Outback has been refreshed for 2018, with styling updates that better reflect its “rugged character,” says Subaru in an associated press release. Additionally, the 2018…

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Renewed 2018 Subaru Outback improves styling and refinement

Subaru’s highly successful Outback has been refreshed for 2018, with styling updates that better reflect its “rugged character,” says Subaru in an associated press release.

Additionally, the 2018 Outback gets a renewed interior with higher grade materials, greater comfort and more advanced electronics, while the mid-size crossover SUV, or rather the “world’s first sport utility wagon,” rides on a retuned suspension promising a “smoother, quieter ride” and better control.

The Outback is Subaru Canada’s third-most popular model, as well as its default flagship due to 2018 pricing that starts at $29,295 and topping out at $42,195, plus freight and dealer fees. This makes it most capable of making a tidy profit, giving it an important role in the alternative Japanese brand’s bottom line maintenance and growth strategy.

Last year Subaru sold 11,255 Outbacks through calendar year 2016, compared to 13,798 Foresters, 11,673 Imprezas, 9,723 Crosstreks, 4,217 WRX/STIs, 3,001 Legacys, and 740 BRZs. Over the first two quarters of 2017 the Outback sales grew to 5,648 units, and while this number appears to only be slightly larger than half of last year’s sales, it’s really much stronger than the 5,195 units Subaru sold over the first six months of 2016, with all but the final month of June showing growth over the previous year.

Altogether the model’s Q1 and Q2 year-over-year growth was up 8.7 percent, which is considerably better than some competitors that have actually been falling backward despite the auto market’s love affair with SUVs. A mid-cycle makeover for the last four months of the year can only help.

From the outside it’s all about showing a “bolder more rugged face,” adds Subaru, this due to a reworked grille, revised lower front fascia, new door mirrors, and much more aggressive rear bumper design.

While the grille gets a stronger strikethrough in its upper section, the 2018 Outback’s redesigned headlights might be the most dramatic visual enhancement up front, now more sharply angled with a unique scalloped treatment at their topmost inner point, as well as more defined signature LED elements inside, whereas the matte black lower fascia’s fog lamp bezels protrude upward in a more pronounced fashion, or at least they appear to now that more body-colour surfacing separates them from the centre vent.

New mirror housings with slimmer more sophisticated looking LED turn signals aside, there’s not much to distinguish the outgoing Outback from the new one when viewing from its profile, although if you look very carefully from this vantage point it’s possible to pick out some augmentation to the new taillight lenses and rear bumper, the latter feature getting additional black cladding extending upward at each corner. That bumper cap makes the most obvious difference from the rear view too, giving the Outback most of the “rugged” visual upgrade mentioned earlier.

Helping the new Outback perform as well as it looks is a new seven-speed sequential manual mode for the standard continuously variable transmission (CVT), which also includes paddle shifters and off-road enhancing X-Mode, while all 2.5i trims are now Partial Zero Emissions Vehicle (PZEV) rated, which translates into some of the lowest emissions levels in their mid-size SUV class. Also important, all Outbacks get a revised brake booster to improve stopping performance.

Inside, enhancements to the new 2018 model include a redesigned steering wheel with reorganized switchgear that improves “comfort and convenience” across the entire Outback line, while over on the centre stack is a new voice-activated dual-zone auto climate control interface featuring digital readouts for easier legibility and greater overall functionality, standard in just-above-base 2.5i Touring trim. Lastly, rear passengers get dual USB slots for connecting personal devices.

The updated Outback receives two carryover engine choices, starting with the most fuel-efficient 2.5i and topping off with the most powerful 3.6R. The base four-cylinder displaces 2.5 litres and produces up to 175 horsepower and 174 lb-ft of torque, whereas the larger six-cylinder makes upwards of 256 horsepower and 247 lb-ft of torque. All Outbacks transmit power to the wheels through the CVT mentioned earlier, a type of transmission that maximizes efficiency.

Fuel economy continues to be impressive too, with the H-4 rated at 9.4 L/100km in the city and 7.3 on the highway and the H-6 achieving a claimed 12.0 city and 8.7 highway rating.

The Canadian-spec Outback will be available in seven trims for 2018, starting with 2.5i, 2.5i Touring, 2.5i Limited, and 2.5i Premier. Premier trim includes Subaru’s advanced EyeSight driver-assistance package as standard equipment, whereas EyeSight is optional with Touring and Limited trims. The Outback’s optional 3.6R engine can be had in Touring, Limited and Premium trims, although with this larger engine EyeSight can’t be had in 3.6R Touring trim, instead only available with the 3.6R Limited and standard with the 3.6R Premier.

That EyeSight package, which is a very reasonable $1,500 upgrade, includes pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and new high beam assist.

Of note, the Subaru Rear/Side Vehicle Detection System (SRVD), which includes blindspot detection, lane change assist, and rear cross-traffic alert, is standard with all models above the base 2.5i.

Last year’s Outback achieved a best-possible Top Safety Pick Plus rating from the IIHS when upgraded with EyeSight, so there’s no reason to think the new 2018 model will fare any worse. In fact, it should be safer and more convenient in real-world scenarios now that Subaru has integrated auto high beams on so-equipped Limited and standard Premier trims, which incidentally let them remove the third camera from behind the rearview mirror.

Additional 2018 Outback safety upgrades include a collision detection feature that can automatically unlock the doors if required, plus automatic door locks that do the opposite when getting under way, a window off-delay timer, improved child safety seat anchors, and a stiffer chassis that should also improve driving dynamics.

All Outback trims should be quieter too, thanks to acoustic front door glass to reduce engine, wind and road noise, while additional standard equipment now includes a standard 6.5-inch infotainment touchscreen featuring new Apple CarPlay and Android Auto smartphone connectivity.

That centre display grows from 7.0 to 8.0 inches in Touring trim and above, while the driver and front passenger benefit from a reworked centre vent grille, centre panel, air conditioning panel, and instrument panel.

Additionally, navigation with detailed mapping adds functionality to that new larger infotainment display in Limited and Premier trims, while steering-responsive LED headlights benefit forward visibility.

These upper trims get real stitching across the instrument panel too, as well as on the revised door panels, while new shift panel detailing and new seat trim patterns pull the mainstream volume-branded crossover SUV closer to premium rivals. On this final theme, top-tier Premier trim now includes auto up/down powered windows all around.

All trims can easily be sorted out via unique alloy wheels, with base 2.5i and Touring models getting 17-inch rolling stock, and larger 18-inch alloys added to Limited and Premium trims.

The 2018 Outback 2.5i will start at $29,295 plus freight and dealer fees, whereas 2.5i Touring trim is priced $3,500 higher at $32,795, 2.5i Touring trim with EyeSight at $34,295, 2.5i Limited trim at $36,795, 2.5i Limited trim with EyeSight at $38,295, and 2.5i Premier with EyeSight at $39,195.

If you want to move up to the 3.6R six-cylinder engine in base Touring guise you’ll need to fork over $35,795 before discount, whereas the 3.6R Limited starts at $39,795, the same package with EyeSight will set you back $41,295, and finally the 3.6R Premier with EyeSight is priced at $42,195.

Most Subaru retailers should have a new 2018 Outback demo available for test drives, so make sure to contact your local dealer to experience it first hand.

I was about to start this story by saying there has never been a more successful luxury SUV created than the Lexus RX, but after some in-depth research I’m finding out that’s an old, outdated statistic.…

In Our Garage

2017 Lexus RX 350 F Sport

I was about to start this story by saying there has never been a more successful luxury SUV created than the Lexus RX, but after some in-depth research I’m finding out that’s an old, outdated statistic.

The RX, which was the first car-based luxury crossover SUV ever produced, has been amazingly successful here in North America where it remains number one by a long shot, but within Canada alone it’s currently second behind Audi’s smaller albeit almost as accommodating Q5, while globally they both get beaten badly by Buick’s number-one selling Envision that sold 123,397 units worldwide during the first five months of 2017 (you can thank China for that), as well as Mercedes-Benz’ GLC runner up that found 117,856 global buyers over the same period. I don’t have exact numbers for the RX in all the countries it’s sold in because it didn’t make the top 100 vehicles list. So much for starting out this garage overview with a bang.

Of course, with 109,435 total U.S. sales last year and 8,147 here in Canada, and 46,737 in the States over the first half of 2017 and 4,501 north of the 49th, Lexus and its RX have nothing to be ashamed of. Toyota’s luxury division is really only getting its feet wet in China after breaking through the six-figure threshold for the first time last year with 109,151 total sales brand-wide, while Lexus International reported 677,615 global deliveries in 2016, which is a four-percent improvement over 2015 and its fourth consecutive record year of sales growth. Yup, it’s tough to complain with numbers like that.

It’s difficult to complain after picking up Lexus’ latest 2017 RX 350 either. The five-passenger SUV was redesigned for the 2016 model year and still looks very sharp, literally. There isn’t an edgier sport utility available, now that Lexus’ ultra-wide spindle grille is front and centre, made even bigger and bolder in our tester’s F Sport trim. It flows into a deeply sculpted hood up top, while yet more jagged edges outline each of its triple-stacked LED light cluster elements to each side, these finished off with checkmark LED DRLs at bottom. Even more radically shaped fog lamp bezels are immediately surrounded in chrome before getting finished off with apostrophe-style vertical vents at each corner, all sitting atop razor-thin lower valance detailing.

The RX 350 F Sport’s flanks are almost as chiselled, each fender shaved flat ahead of gloss black, chrome and LED-infused side mirror housings on the beltline and deeply gorged, upward sweeping rocker panel sculpting across the lower doors, former foreshadowing a glossy black D-pillar depicting a floating roof while the latter visually melds into a chunky rear bumper encasing a sporty rear diffuser and two angularly shaped exhaust ports. By comparison the LED taillights are almost conservative, although a nice fit just the same, while plenty of satin-finish metal brightwork combine with fabulous looking 20-inch dark graphite multi-spoke alloys on 235/55R20 rolling stock. Lexus is hardly a boring brand anymore, and its once conservative RX is now one of the more avant-garde in its class.

The RX 350 F Sport’s cabin is almost as creased and creviced as its origami-folded exterior sheetmetal, but I leave any comments about style, materials quality, refinement, switchgear, electronic interfaces, and feature usability to my upcoming road test review, due out soon so to beat the arrival of the 2018 model.

Other than rumour about a longer extended-wheelbase three-row seven-passenger version expected early next year I don’t have any info about that the new model year, but the five-occupant version arriving this fall is expected to be mostly carryover so you shouldn’t feel any hesitation about buying a 2017. Lexus made a few changes to this year’s model too, including the addition of a new Safety Sense+ suite of advanced driver-assistance systems, now standard. On the list is millimeter-wave radar sensing pre-collision warning, lane departure alert, dynamic cruise control, and auto high beams, all items that were previously bundled in with expensive option groups yet are now standard across the entire model range.

Other standard safety features include auto on/off full LED headlamps, LED DRLs, LED fog lamps, LED brake lights, auto-dimming rearview and side mirrors (the latter power-folding with heat and integrated turn signals), a backup camera with dynamic guidelines that’s projected onto a large 8.0-inch infotainment display, blindspot monitoring with rear cross-traffic alert, active front headrests with whiplash protection, front and rear outboard seatbelt pretensioners and force limiters, plus more.

On the options list is new Intelligent Clearance Sonar, which is collision mitigation for low-speed situations such as parking, while additional active safety options include Vehicle Dynamics Integrated Management (VDIM), a wide-view front, rear and side parking monitor, and a 12.3-inch Electro Multi Vision (EMV) display that most companies would call a head-up display, but as slick as some of these systems are Lexus has yet to adapt much in the way of autonomous mitigation systems to the RX 350, such as automatic corrective steering, but its aforementioned pre-collision system is designed to apply emergency auto braking after an initial warning.

The RX 350’s numeric designation actually refers to its 3.5-litre V6 engine, unlike so many other models that have deviated from this sensible practice (the RX 450h hybrid being one), its output a commendable 295 horsepower and 268 lb-ft of torque thanks in part to D4-S fuel injection that combines direct injection with conventional port injection in order to best balance performance and efficiency. Aiding both objectives is an eight-speed automatic gearbox, while standard all-wheel drive is par for the course in Canada’s premium SUV sector. Lastly, Lexus’ standard Drive Mode Select adds Sport, Eco and Normal modes to either enhance the driving experience or minimize fuel usage and emissions.

Once again I’ll leave any experiential comments to my upcoming review, and instead give you a rundown of some additional standard and optional features not yet mentioned, the $55,900 base RX 350 receiving a pretty impressive list of items including 18-inch alloys, a heated windshield, roof rails, proximity keyless access with pushbutton ignition, a heatable multifunction leather-wrapped steering wheel, a powered tilt and telescopic steering column, a 4.2-inch colour TFT multi-information display, rain-sensing wipers, dual-zone auto climate control with a dust, pollen and deodorizing air filter, 12-speaker audio, satellite radio, Bluetooth phone connectivity with streaming audio, eight-way powered front seats with two-way powered lumbar support, perforated leather upholstery, driver-side memory, heated and ventilated front seats, heatable rear outboard seats, a garage door opener, a powered moonroof, and more.

As with most vehicles in this class there’s no shortage of available options with the 2017 RX 350 thanks to four packages. Rather than organize them by price, with the least expensive being the $7,600 Luxury package, followed by the $8,700 F Sport Series 2 package, and either the $13,450 F Sport Series 3 or identically priced Executive package, I thought it best to go over the two F Sport packages and then the two other option groups.

While all RX 350s are plenty sporty, adding the F Sport Series 2 package makes a difference visually thanks to a unique black mesh grille insert, premium LED headlights with cornering lamps, sportier lower fascia detailing, 20-inch dark-grey painted F Sport multi-sport alloys, upgraded LED combination taillights, and F Sport exterior badging, while that F Sport branding also enhances a unique set of treadplates, an upgraded gauge cluster, a three-spoke leather-wrapped sport steering wheel with paddle shifters, a special leather-wrapped shift knob, and a different set of sport seats. Additional F Sport Series 2 improvements include aluminum foot pedals with rubber inserts, that 12.3-inch EMV head-up display mentioned earlier, an automatic air recirculation control system, voice-activated HDD navigation with Lexus’ joystick-style console-mounted Remote Touch Interface, front and rear parking sensors, an adaptive variable air suspension, and VDIM.

My tester is fitted with the F Sport Series 3 package, which means everything above is included plus Qi-compatible wireless smartphone charging, the previously noted wide-view parking monitor, a 15-speaker Mark Levinson surround sound audio upgrade, a panoramic glass sunroof, power-reclining and power-folding rear seats, and a touch-free gesture-controlled powered rear liftgate.

Alternatively the Luxury package forgoes the F Sport styling and performance upgrades yet adds its own 20-inch alloys along with the aforementioned premium LED headlamps and taillights, parking sensors, 12.3-inch EMV, auto air recirculation, and navigation, plus includes LED illuminated aluminum treadplates, a leather-wrapped and wood-trimmed steering wheel rim, 10-way powered front seats with four-way powered lumbar support, premium leather upholstery, and rear side sunshades. Move up to the Executive package and everything just noted in the Luxury package is included, plus all F Sport Series 3 package upgrades. The only negative to the way Lexus Canada has packaged up its top-line RX 350 is an inability to get an F Sport with “the works,” or rather all available options.

Lexus also limits exterior colour options, my F Sport tester only available in five shades and hues including its chosen Nebula Grey, the remaining four being Atomic Silver, Obsidian black, Ultra White, and Matador Red Mica, although the ability to add a stunning Rioja Red interior to default F Sport Black is certainly notable. If you choose base, Luxury or Executive trim the exterior paint palette grows to include Eminent White Pearl, black metallic Caviar, and dark blue Nightfall Mica, yet excludes Obsidian and Ultra White, whereas a golden beige Satin Cashmere Metallic is exclusive to Luxury and Executive trims. The more luxury-oriented RX 350 gets more interior colour choices too, eliminating Rioja Red but adding Parchment beige and Noble Brown to the usual Black.

That’s probably enough detail for now. Stay tuned for a full road test that will include all of my dictated notes organized into slightly more readable commentary. Until then you can check out my review of the 2016 Lexus RX 450h F Sport…

Remember when full-size truck-based SUVs were the environmental equivalent of the antichrist? Hummer was the “Chucky” poster child brand of everything automotively evil, and its 2010 demise at least…

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2017 GMC Yukon XL Denali

Remember when full-size truck-based SUVs were the environmental equivalent of the antichrist? Hummer was the “Chucky” poster child brand of everything automotively evil, and its 2010 demise at least partially due to socially falling out of favour with the do-gooder elite that helped it get a foothold in the mainstream market in the first place.

That would be pre-California governator Arnie Schwarzenegger in the driver’s seat, the real Col. John Matrix even influencing the design of GM’s Tahoe/Yukon-based H2 before turning up personally to introduce it in concept form at the 2001 New York auto show. Not long after it became politically incorrect to be seen in anything so carelessly gluttonous with fossil fuels (he first ran for governor in 2003 and was elected in 2006), a photo of Arnold spinning a globe of the world on his finger with the words “Save the Planet — Or Else” on the cover of Newsweek comes to mind. His environmental scorecard wasn’t exactly agent orange, but then again it wasn’t anywhere near as green as predecessor Gray Davis’ agenda, or for Jerry Brown that both preceded and immediately followed, but the True Lies star had to at least look more steward than predator.

Not anymore. Arnold drives an even bigger military grade Hummer H1 now, while relatively cheap gas and even cheaper money has caused a spike in the number of big SUVs leaving domestic and imported brand showrooms. Only Toyota’s Sequoia (What’s that you ask?) has taken a downturn in recent years, with every other full-size mainstream branded SUV having had its best year in a very long time in 2016, if not its best year ever. GM dominates this segment, with 10,681 Chevy Tahoes/Suburbans and GMC Yukons down the road last year, while the next-best Ford Expedition found just 3,729 buyers. Nissan’s new Armada saw considerable growth in 2016 with 716 sales, whereas the aforementioned Sequoia dropped to 697 units.

Here in Canada, GMC regularly outsells Chevrolet in the full-size SUV category, with last year’s totals being 5,446 units compared to 5,235, whereas it’s a much bigger gap in the opposite direction in the U.S. market where Chevy sold a total of 163,388 Tahoes and Suburbans to GMC’s 90,501 Yukons for a much greater per capita total of 253,889 units. Just for fun, can you guess how many plug-in hybrids and full-electric vehicles sold during the same 12 months? Out of 30 unique offerings, U.S. sales totalled a mere 159,139 units, and that’s after baiting customers with mega government handouts. So much for the environmental movement hitting the mainstream.

To GM’s credit its Chevrolet Volt was a major player on that list of 30 plug-in models, while the new Bolt EV is a very real, affordable electric that consumers can buy now—no jab at Tesla intended. These (likely) money-losing bowtie projects are funded by the aforementioned high-profit SUVs, as well as even higher profit pickup trucks, ultra-popular crossover SUVs, and a number of strong selling conventionally powered cars (the new Malibu is superb, by the way), which is just another reason for Arnie and company to embrace the big SUV.

Don’t get me wrong. I fully respect and appreciate Arnold Schwarzenegger; I loved Hummer, especially the final H2 and H2 SUT while rock-crawling around Aztec, New Mexico in 2008; and I adore the Yukon, especially this mammoth Yukon XL, GMC’s version of the 14-inch extended-wheelbase Chevy Suburban, making both 20 inches longer overall and more than doubling cargo capacity behind the third row. The Denali is even better, coming close to the ultimate Cadillac Escalade ESV experience without the, “In yo’ face mutha f…” hip-hop star attitude.

Its massive 420-horsepower 6.2-litre V8 feels like it’s got enough twist on tap to spin the world in the opposite direction when accelerating westward, its standard 275/55R20 or even meatier as-tested 285/45R22 rubber churning asphalt from all four corners via an efficient eight-speed automatic fed by 460 lb-ft of torque. Despite pushing 2,605 kilos (5,743 lbs) of bulk it feels light on its feet, but I best not go into driving dynamics details before the upcoming road test or this wouldn’t be a “Garage” teaser story, now would it?

I will fill you in on some 2017 updates, mind you, a new “Teen Driver” feature allowing some parental guidance when the big ute is out of site with kids at the wheel. Safety issues in mind, low-speed forward automatic braking is now optional on lesser models and standard with the Denali, while all trims get new active front aero shutters to improve highway economy.

I thought you’d never ask. The Yukon XL is five-cycle Transport Canada rated at 15.1 L/100km city and 10.4 highway with the base 5.3-litre V8 and RWD, while that engine with 4WD is good for a claimed 15.2 city and 10.8 highway. The as-tested Yukon XL Denali gets a 16.0 L/100km city and 11.7 highway rating, which is actually pretty good compared to some full-size SUV rivals.

Other than the obvious chromed styling enhancements and larger engine, multi-speedier transmission, standard 4WD configuration, and 20-inch rims, the XL Denali gets a standard magnetic ride control suspension, heavy-duty trailering package with an integrated trailer brake controller, transmission oil cooler, HID headlights with auto high beams, fog lamps, an acoustic laminated windshield, rain-sensing wipers, power-folding side mirrors, chrome-accented assist steps, proximity-sensing access with pushbutton ignition, a unique leather-clad interior, a heated leather-wrapped steering wheel, power-adjustable pedals, heated and ventilated power-adjustable front memory seats, an auto-dimming rearview mirror, a universal garage door remote, tri-zone auto climate control, 8.0-inch customizable colour TFT driver information display, a head-up display that projects key info on the windshield, a rear parking camera, OnStar with 4G LTE and a built-in Wi-Fi hotspot, wireless phone charging, active noise cancellation, 10-speaker Bose Centerpoint Surround audio, HD and satellite radio, front and rear parking sensors, blindspot monitoring with lane change alert and lane keep assist, forward collision alert, a safety alert driver’s seat, power-folding third-row seats, a powered liftgate, and plenty more.

My stunning White Frost Tricoat-painted tester, an $1,195 option, was completely loaded up past the Yukon XL Denali’s reasonable $82,290 asking price, with gorgeous $3,195 22-inch six-spoke chromed “Multi-Feature Design” alloys, plus $1,920 power-retractable assist steps that neatly tuck up within the rockers to look like a nice strip of chromed trim.

Additionally, a $2,900 (including a $795 option credit) Open Road package added a powered glass sunroof up front and a ceiling-mounted flip-down Blu-Ray DVD entertainment system in back, the latter with Wi-Fi wireless projection capability, a remote, four pair of two-channel wireless digital headphones, a cluster of auxiliary HDMI/MHL audio/video inputs, two rear USB ports, plus nine months of SiriusXM radio and NavTraffic service. Not so obvious but appreciated even more was $1,095 worth of adaptive cruise control with the fortunately unsung benefit of Automatic Collision Preparation, which replaced the previously noted standard Low Speed Forward Automatic Braking with full forward collision mitigation. There was more, adding $11,350 in options for a new total of $93,640 before freight and fees, but we’ll leave it there.

Come back soon for experiential details from the driver’s seat, plus the good, the bad, and the… no there’s nothing ugly inside, the pros and cons of its infotainment touchscreen, switchgear quality, overall comfort levels, load-holding, load-hauling and towing specifics, and anything else I can think of adding. Until then, don’t go and buy a Sequoia…

Anyone who follows the car industry wouldn’t have been shocked to see the new 2018 XC60 when Volvo unveiled it at the Geneva auto show on March 7th of this year. It looked much like we all expected…

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Redesigned 2018 XC60 arriving at Canadian Volvo dealers this month

2018 Volvo XC60 R-Design — The new 2018 XC60 promises to be a game-changer for Volvo. (Photo: Volvo)

Anyone who follows the car industry wouldn’t have been shocked to see the new 2018 XC60 when Volvo unveiled it at the Geneva auto show on March 7th of this year. It looked much like we all expected it to, a smaller, sportier variation on the XC90 theme with a little V90 thrown in, a good thing as the former SUV is mostly responsible for returning the Swedish brand to the forefront of the luxury industry.

The XC60 is a critically important model for Volvo, representing 30 percent of its worldwide automotive sales. What’s more, the outgoing first-generation XC60 is now nine years into its lifecycle, resulting in slowing sales despite a growing compact luxury SUV market segment, so this totally new 2018 redesign couldn’t come soon enough.

2018 Volvo XC60 Inscription — Volvo Canada will offer three trims, the base Momentum, sporty R-Design (in white), and this classy Inscription model. (Photo: Volvo)

Fortunately we won’t have to wait much longer, as the new 2018 XC60 will start arriving at Canadian Volvo dealers later this month. Pricing starts at just $45,900 plus freight and fees for the T5 engine, eight-speed automatic transmission, standard AWD, and base Momentum trim.

The T5 engine is Volvo’s direct-injection turbocharged 2.0-litre “Drive-E” four-cylinder, making 250 horsepower and 258 lb-ft of torque. Two optional engines will join the XC60 lineup at launch, including a 316 horsepower (and 295 lb-ft of torque) version of the same four-cylinder in the T6, boosted by a supercharger as well, plus a 400 horsepower T8 variant with 472 lb-ft of torque that includes assistance from the same Twin Power plug-in hybrid technology found in the current XC90 T8. The XC60 T8 is claimed to sprint from zero to 100km/h in just 5.3 seconds.

All powertrains are assisted by automated engine start/stop functionality to reduce emissions and save fuel, the technology helping the new 2018 XC60 achieve a five-cycle Transport Canada claimed rating of 10.6 L/100km city and 7.6 highway for the XC60 T5 AWD powertrain, or 11.4 L/100km city and 8.7 highway for the XC60 T6 AWD, albeit no estimate yet for the XC60 T8 eAWD.

We can guess, however, that the smaller, lighter SUV will be a bit thriftier on fuel than mid-size XC90 T8 eAWD, and that model is rated at 10.1 L/100km in the city, 8.8 on the highway and 9.5 combined. This said, when factoring in regular charging an owner could potentially drive the XC90 T8 eAWD every day without ever needing to fill the gas tank, although its official Le/100km (gasoline litres equivalent per 100 kilometres) rating is more conservatively estimated at 4.7 combined city/highway. A slightly better rating should be achievable with the new XC60 T8 eAWD.

XC60 trims will include Momentum, R-Design and Inscription. Base Momentum trim is also available with the T6 powertrain for $52,200, whereas the T6 in R-Design and Inscription trims will be priced at $55,450 and $57,050 respectively. Lastly, the top-tier XC60 T8 will only be available in R-Design and Inscription trims, with MSRPs of $69,550 and $71,150 respectively.

Standard Momentum features include 18-inch 5-Y-Spoke silver alloys on 235/60 all-season tires, LED headlights with integrated “Thor’s Hammer” DRLs, LED taillights, bright metal for the side window surrounds and roof rails, dual chromed tailpipes, metal doorsills with “Volvo” branding, a three-spoke leather-wrapped multifunction steering wheel, a leather-wrapped gear knob, powered and heated front seats with four-way powered lumbar support and driver’s memory, Charcoal black leather upholstery, Iron Ore aluminum inlays, and dual-zone auto climate control with CleanZone that monitors incoming air and closes the intakes if harmful substances are detected, incorporates a multi-ﬁlter to reduce dust, pollen, particles and chemical odours, and automatically ventilates the cabin upon unlocking.

Tech fans will appreciate the new standard 8.0-inch colour TFT instrument cluster, while additional standard features include rain-sensing wipers, an auto-dimming rearview mirror, voice activation, Bluetooth phone and audio streaming, Sensus touchscreen infotainment with Apple CarPlay and Android Auto smartphone integration, a rear parking camera, 224-watt audio, satellite radio, one auxiliary and two USB connections, Volvo On-Call, illuminated vanity mirrors, a powered panoramic sunroof, a powered tailgate, a cargo cover, a metal scuff plate on the cargo sill, and much more.

Volvos are renowned for the highest standards of safety, and the XC60 appears to be no different from models’ past with its standard safety equipment including front collision mitigation support (between 60 and 140 km/h), lane keeping assist (between 65 km/h and 200 km/h), front seat whiplash protection, seatbelt pretensioners on all positions, all the usual airbags including one for the driver’s knees, hill start assist, hill descent control, tire pressure monitoring, and more.

Building on base Momentum models is a multitude of option groups including the $3,100 Momentum Plus package that adds full-LED headlights with auto high beams, dynamic corning ability and high-pressure cleaning, proximity-sensing keyless entry with hands-free tailgate opening, “High-Level” cabin illumination, a 12.3-inch configurable TFT gauge cluster, and four-zone auto HVAC with a cooled glove box; a $1,400 Sport package featuring a performance-tuned suspension, a sport steering wheel with paddle shifters, sport seats with manual cushion extensions, and a black roofliner; $1,350 Climate package with heatable wiper blades, windshield, steering wheel and rear outboard seats; a $2,300 Climate package with HUD, that includes everything from the just noted Climate package plus a head-up display; an $1,800 Vision package with power-folding and auto-dimming side mirrors, a 360-degree Surround View parking camera, blindspot monitoring with rear cross-traffic alert, plus Park Assist Pilot with front and rear parking sensors; and a $2,200 Convenience package with Volvo’s Pilot Assist semi-autonomous Drive System that has the ability to steer, accelerate and brake on well-marked roads up to 130 km/h, adaptive cruise control, a HomeLink universal garage door opener, an integrated compass in the rearview mirror, power-folding rear headrests, and power-folding rear seatbacks.

Standalone Momentum options include $900 for metallic paint, $1,000 for 19-inch twinned spoke diamond cut alloys on 235/55 all-season tires (which are standard if opting for the T6 drivetrain), 20-inch twinned five-spoke diamond cut alloys on 255/45 tires (with T6 trim only), no-cost Charcoal black, Amber tan, or Blonde interior colour schemes including upholstery (or Charcoal and Blonde with the Sport package in T6 guise), $1,150 for the aforementioned head-up display (without the package), $3,250 for a 1,100-watt 15-speaker Bowers & Wilkins premium audio system, and exclusively for T6 models a $2,350 4-Corner Air Suspension with a Four-C Active Chassis to improve comfort, handling and off-road capability.

R-Design trim includes unique exterior details such as a horizontal mesh patterned grille insert, brushed aluminum-like silk metal trim around that grille and the side windows, matte silver side mirror housings, sportier looking front and rear lower fascias, and 19-inch twinned five-spoke diamond cut alloys with matte black pockets on 235/55 tires, while the interior gets R-Design doorsill plates, R-Design floor mats, a special perforated leather-wrapped R-Design sport steering wheel with paddle shifters, perforated leather on the shift knob, metal pedals, unique Metal Mesh inlays, a black headliner, Nubuck R-Design Charcoal black leather upholstery with contrast stitching, special sport seats with manual front cushion extensions, and more.

Additional standard R-Design kit includes everything from the previous Momentum package plus fog lamps, illuminated door handles with puddle lights, proximity-sensing keyless entry with hands-free tailgate opening, road sign info, personal steering settings with low, medium or high assistance, four-zone auto HVAC with a cooled glove box, Sensus Navigation with real time traffic info, rear parking assist, netted pockets on the transmission tunnel, active noise control with engine/exhaust sound enhancement, and more.

Due to the R-Design model’s increased standard content, available option groups are limited to the Climate package, Climate package with HUD, Vision package, Convenience package, plus a new $1,500 Tailored Dashboard package featuring a full leather covered instrument panel with contrast stitching and a 12-volt charger in the cargo area, while standalone options include the same $900 for metallic paint, $1,000 for unique 21-inch triple-spoke diamond cut alloys with black painted pockets on 255/40 performance tires, and the previously noted 4-Corner Air Suspension.

2018 Volvo XC60 — Inscription trim adds a two-tone leather-wrapped steering wheel and a fully configurable TFT gauge cluster. (Photo: Volvo)

Lastly, Inscription trim takes a more traditional luxury approach to the XC60’s look and feel and therefore does away with the R-Design’s sportier styling and performance enhancements, but it keeps all the other upgrades while adding a unique grille insert with bright metal vertical slats, 20-inch eight-spoke diamond cut alloys with black painted pockets on 255/45 tires, driver-selectable Comfort, Eco, Dynamic, Off-Road and Individual “Drive-Mode” settings for adjusting powertrain and steering characteristics, perforated Nappa Leather upholstery in all the colours noted previously as well as Maroon Brown, powered front seat bolsters and extensions, ventilated front seats, front passenger seat memory, Driftwood grey hardwood inlays, the Tailored Dashboard instrument panel upgrade, and more.

Inscription trim gets the same four packages and three standalone options as the R-Design, while adding available $425 Linear Lime hardwood inlays to the latter list.

The new XC60 appears to incorporate the same elevated attention to detail and excellent materials quality inside as the XC90, its two-tone leather-wrapped steering wheel, metal and open pore hardwood inlays, finely crafted metal-adorned switchgear, and superb digital interfaces of particular note. The XC90 won almost every award it possibly could have in its first two years, which certainly bodes well for the new 2018 XC60.

Expect Canadian XC60 sales to improve dramatically starting this fall, likely on a similar trajectory to the XC90 that only found 427 buyers in 2014, the final full year of its old body style, yet improved to 957 customers during 2015 when the new XC90 was introduced partway through the year, and finally 2,951 after its first full year of 2016. In comparison, Volvo Canada sold 1,526 XC60s last year, which is more than three times the XC90’s pre-makeover unit sales, so therefore deliveries could potentially grow to the 4,000–5,000 unit range, which would still find it below its Audi Q5, Acura RDX, BMW X3 and Mercedes-Benz GLC competitors, but result in a massive turnaround for the previously embattled Swedish brand.

If the new 2017 Envision looks like a Buick that might have been envisioned a few years ago, complete with a chromed waterfall grille and “ventiports” atop the hood, there’s a good reason. It was…

In Our Garage

2017 Buick Envision Premium II

If the new 2017 Envision looks like a Buick that might have been envisioned a few years ago, complete with a chromed waterfall grille and “ventiports” atop the hood, there’s a good reason. It was actually a two-year old model when it arrived here late last year, having initially only been available in Buick’s largest market, China.

It hails from GM’s very successful SAIC General Motors Corp., which manufactures and sells Buick, Chevrolet, and Cadillac brand vehicles in Mainland China, a Shanghai-based venture that first produced the Buick Regal in 1999 and has since resulted in one of the most formidable U.S.-Chinese corporate partnerships. Those paying attention to all things Buick have likely heard stories about nicer, more opulently trimmed models available in China that couldn’t be had here in North America, so it’s nice to see some of the fruit from this relationship finally heading our way in the form of this very impressive new compact SUV.

Yes, the Envision is produced in SAIC-GM’s Shanghai facility and then shipped here, which only makes me wonder why it took so long. Certainly they could’ve picked a better year to do it, with President Trump’s anti-offshoring rhetoric and all, but the U.S.’ bombastic new commander in chief seems more twitterpated with “unfair” Canadian trade practices than anything the Chinese might be doing. Of course, I digress as usual, but in the case of anything Buick related, a “Made in China” stamp makes perfect sense.

After all, if it weren’t for the Chinese market there wouldn’t be a Buick today, which means our friends across the Pacific deserve all the jobs this once solely domestic brand can allow for. If it were up to the North American market, we’d be wandering through show ‘n shine shows on Sundays telling our kids about this great tri-shield brand that made now legendary nameplates like the GNX/Grand National, Riviera (how I love anything from 1963–1965), Roadmaster (especially the Skylark), or the Model 40, but now this history is still part of a brand that teases us with new dream cars like the fabulous Avista and Avenir concepts, just like the Y-Job did to our forefathers. Yes, if it weren’t for the Chinese market Buick would likely be history along with Pontiac and Oldsmobile.

To be completely clear, global Buick deliveries were 1,432,679 units last year, beating its previous best year ever (2015) by 200,698 for a 16.3 percent increase. Can you guess how many of those sales were from the U.S. and Canada? The world’s largest vehicle market accounted for just 229,631 Buick deliveries during the 12 months of 2016, whereas Canadians purchased just 19,053, no doubt many sold to new Canadians of Chinese descent (or at least that’s what my local dealer tells me). So on behalf of all classic automobile brand lovers, thank you China for saving another storied American brand from elimination. Now, can you please do something about Chrysler before it’s too late?

While the 2017 Envision might not be the newest looking SUV on the block, or within Buick’s ranks for that matter, it is ideally positioned in the market to push Buick’s North American sales up considerably. The compact luxury SUV segment is Canada’s third largest category amongst premium brands, just behind D-segment cars (sedans, coupes and convertibles) and mid-size SUVs, but it’s one of the fastest growing and therefore represents the greatest opportunity. This is especially true for Buick that’s a virtual no-show in the D-segment with Regal at 841 units in 2016 compared to BMW 3 and 4 Series at 12,217 or Mercedes’ C-Class at 9,954. It did better in the mid-size SUV class last year with 3,632 sales compared to the bestselling Lexus RX’ 8,147, and to its credit owns the subcompact premium SUV category with 4,765 sales, but its Encore is priced nearly $10k lower than its closest competitor so it’s not really a true premium player there.

The Envision is, however, in both its pricing that starts at $40,295 plus freight and fees, which is square in the middle of the premium pack (and a lot lower than GM Canada initially targeted), and its standard and available feature set. As for build quality you’ll need to come back and read my review for the pros and cons, and believe me I won’t hold back.

My tester is equipped in full load Premium II trim, which means its equipped with almost everything Buick can throw at it, except some obvious options that should have been added to optimize the experience. That’s no fault of the vehicle, the Envision an SUV worthy of mixing it up in the premium crowd, but I can only imagine the folks in Oshawa didn’t want any of us journos to gripe about a price tag that rubs up against $60k when optioned out (its fully equipped MSRP is $56,825 before freight or dealer fees). Still, do so with most of the Envision’s competitors and you’ll face similar sticker shock, or considerably more if it’s European-sourced, which makes this Buick a more value-oriented premium compact SUV, and reason enough for strong early sales.

A total of 1,208 Envisions left GM dealer lots over the first five months of 2017. That’s pretty good for a newcomer, the compact Buick already outpacing Jaguar’s 1,118 F-Pace sales during the same period, or for that matter the Land Rover Discovery Sport’s 979 units, Lincoln MKC’s 975, Infiniti QX50’s 777, or Volvo XC60’s 559—although these last two long-in-tooth models will soon be replaced. Onward and upward for Buick, the Envision already seventh out of 12 competitors, and it’s only getting started.

Come back for my full review when I’ll cover all the detailed, including performance from its optional 2.0-litre turbocharged four-cylinder that puts out 252 horsepower and 260 lb-ft of torque. All Envisions get a six-speed automatic with manual mode, but this more potent powerplant benefits from a torque vectoring rear differential and 19-inch alloys to aid handling, while the rest of the Premium II upgrade list is long and plentiful. Stay tuned…

Since arriving on the subcompact crossover scene halfway through 2015, Mazda’s CX-3 has been a class favourite. It’s good looking, sporty, fairly upscale, nicely equipped and plenty practical, all…

In Our Garage

2017 Mazda CX-3 GT AWD

Since arriving on the subcompact crossover scene halfway through 2015, Mazda’s CX-3 has been a class favourite. It’s good looking, sporty, fairly upscale, nicely equipped and plenty practical, all good reasons for its rise in popularity.

Still, I can’t help but wonder if the folks at Mazda Canada’s Richmond Hill headquarters are starting to look over their shoulders at new competition now that Toyota’s equally sporty CH-R has shown up, just like Honda is hoping its HR-V’s lead doesn’t get consumed by the new Nissan Qashqai, a mini-Roque that looks like it’ll put up a good fight in this once fringe segment.

In total, the subcompact SUV category has 11 entrants, including the bestselling HR-V with 12,371 sales last year, runner up CX-3 with 9,354 deliveries, third-place Chevrolet Trax with 9,072, Mitsubishi RVR with 6,196, Buick Encore with 5,533, Nissan Juke with 4,442, Jeep Renegade with 3,962, Fiat 500X with 766, and Mini Countryman with 694. I can’t decide if the Mini and Buick should be counted in the subcompact luxury SUV segment because they’re priced higher, but in reality they’re somewhere in the middle. Neither has much effect on the CX-3, however, so it’s a moot point.

The new CH-R is relevant, however, having sold 690 units in its first month of May. This won’t cause too much concern at Honda where the HR-V found 1,687 new buyers, and I suppose the CX-3’s 1,089 May deliveries were strong too, in fact that was the model’s best monthly sales results ever, but it’s just the beginning for the Toyota subcompact and this initial jump out of the gate (a time in a vehicle’s lifecycle when availability is compromised and therefore real sales may have been better) is better than two of the CX-3’s poorer months this year, and stronger than many others it’s competing against, like the Trax that only found 464 buyers, plus the Juke and Renegade that attracted just 270 apiece. Even Fiat’s 500X did better than these two thanks to a best-ever tally of 305 sales, while I believe we’ll see a lot more than May’s 191 units from the new Qashqai.

Other than mention of the upcoming Ford EcoSport (due to arrive later this year) and just announced Hyundai Kona (a Kia version can’t be too far away), that’s the state of the subcompact SUV segment, and the CX-3 remains near the very top for all the reasons just stated as well as Canada’s adoration of its independent Japanese parent.

I won’t go into U.S. numbers, but suffice to say they’re not pretty with respect to anything Mazda sells, save the MX-5 “Miata”. Their number one seller in this class is the Renegade, a model far down the pecking order here. With all due respect, every one of the above noted SUVs is worthy of your attention and would likely provide an enjoyable ownership experience, some of my favourites being lower on the popularity poll, but in the case of the CX-3 I can wholly agree with its success.

I’ve read others knock its styling on social media, but I love every inch of the little Mazda sport ute, especially in as-tested top-line GT trim. Moving up from the $20,695 base GX model or $22,695 mid-range GS to the $28,995 GT allows for more sophisticated looking and much brighter LED headlights with stylish signature detailing, plus the world’s tiniest LED fog lamps inserted within the upgraded metallic bezels of its sporty front fascia, not to mention stunning twinned V-spoke 18-inch gunmetal-finish alloys around each side. Move inside and its well laid out cabin gets leather and Lux Suede upholstery, plus loads of exclusive features.

I’ll go on in more detail in my upcoming review, plus relate how the CX-3’s sole Skyactiv-G 2.0-litre direct-injection four-cylinder responds to aggressive input, its 146 horsepower and identical 146 lb-ft of torque plenty for an SUV that weighs just 1,339 kilos. This said Mazda joins many other manufacturers in unforgivably making their normally standard six-speed manual transmission unavailable in the CX-3’s sportiest trim, but at least the six-speed automatic has manual mode with an engaging set of steering wheel-mounted paddle shifters, and best of all it’s not a CVT.

If you want AWD you’ll need to accept the autobox anyway, so therefore the CX-3 GT drives all four wheels, which aids traction and doesn’t detract much from efficiencies thanks to a five-cycle rating of 8.8 L/100km in the city and 7.5 on the highway compared to 8.2 city and 6.9 highway in the manual-equipped front-drive model.

I don’t think I’m going to worry too much about fuel economy this week, because the CX-3 GT is way too much fun to let such concerns ruin the moment. Come back soon and check out my road test review to get all the details…

Two years ago Honda hadn’t even staked their claim in the burgeoning subcompact SUV category, but after its first seven months of availability the HR-V shot right up to the top of its class in the Canadian…

In Our Garage

2017 Honda HR-V EX-L Navi

Two years ago Honda hadn’t even staked their claim in the burgeoning subcompact SUV category, but after its first seven months of availability the HR-V shot right up to the top of its class in the Canadian market with 8,959 sales compared to the next-best Chevy Trax that had 12 months to achieve its 8,156-unit final tally.

What about 2016? With a full year under its belt the little Honda SUV became the only segment challenger to break five figures with final sales of 12,371 units compared to 9,354 deliveries from the the next-bestselling Mazda CX-3.

The subcompact SUV segment almost doubled in 2015, thanks to two additional models added alongside the HR-V and CX-3. The all-American Jeep Renegade and its Italian Fiat 500X cousin haven’t fared as well as the two Japanese entries in Canada at least, ranking seventh and eighth respectively last year with sales of 3,962 and 766 units apiece, the third through sixth positions filled with the Trax (9,072), Mitsubishi RVR (6,196), Buick Encore (5,533), and Nissan Juke (4,442), with the final ninth spot in the category filled by Mini’s (arguably premium-level) Countryman (694).

Interestingly, things are very different in the U.S. where the Renegade was number one last year with 106,606 deliveries, the HR-V number two with 82,041, Trax a close third with 79,016, Encore an even closer fourth with 78,565, Outlander Sport (RVR) a distant fifth with 33,067, Juke even further away with 19,577, CX-3 unfairly relegated to the lower ranks with just 18,557 (for some reason Mazda sells poorly in the States), the Countryman with 12,706, and the 500X still getting no respect with a mere 11,712 sales. The common denominator? The HR-V rocks both sales charts.

So how is it doing now? With five months of 2017 down the road, the HR-V is so far ahead in Canada it could get quite embarrassing for the others, thanks to 6,627 sales compared to 3,867 for the CX-3, 3,379 for the Encore (a mid-cycle update is boosting its sales), 2,787 for the Trax, 2,687 for the RVR (it’s update wasn’t so well received), 1,645 for the Renegade (up one position), 1,103 for the Juke, 773 for the 500X, 690 for the new Toyota CH-R (after just one month no less), 411 for the Countryman, and 191 for the new Nissan Qashqai (also after its first month).

The two new entries make the subcompact SUV class 11 competitors deep, with the Ford EcoSport yet to make its North American debut. Consider for a moment that calendar year 2014 only found five in this category, while there were just three competing in 2011 and only two going head-to-head in 2010 (the Juke and RVR in case you were wondering). That a newcomer arrived on the scene and managed to steal most of the thunder is shocking, but it will all make sense to anyone who’s lived with the amazingly practical little runabout.

We Canadians are particularly practical when it comes to buying small vehicles, which we do more often than our friends to the south. Next to big Ford Series trucks (that derive much of their sales from the commercial market), our bestselling car is Honda’s Civic, which sold 64,552 units in 2016 and already found 30,450 buyers this year. The Honda CR-V fares well in the compact SUV segment too, in a constant battle with Toyota’s RAV4 that sees one ahead of the other depending on the month (the RAV4 took top sales honours last year and is slightly ahead again now), while the subcompact Honda Fit hatchback was second-most popular in its class last year, although has experienced an uncharacteristic plunge to sixth over the first five months of 2017.

This must have something to do with its availability at the dealer level, because the current third-generation Fit (second in our market) is three years younger than the segment’s long-in-tooth albeit bestselling Hyundai Accent, and by my experience remains one of the best in the class. On that note a mild refresh is expected later this year as a 2018 model, so it could be that Honda is slowly phasing out this 2017 version so that its dealers don’t end up with too many in stock when the new one arrives.

Then again it could be this very HR-V that’s cannibalizing the Fit’s sales. As you may already know, the HR-V is based on the Fit and is therefore similarly sized and equally efficient in its packaging. It’s quite a bit pricier with a base of $21,050 compared to $15,050, which puts it out of reach of price-sensitive first-time car buyers that normally shop in the subcompact car class, but some that come shopping for a Fit might very well be upsold to the HR-V. We’ll just have to see how the Fit story pans out as the year unfolds, but either way the really big story will be the HR-V and how it continues to dominate its class.

The HR-V rightly gets no significant changes for 2017, with only two items on the list. The first is the cancellation of the lovely Misty Green Pearl hue (a dark forest green) that coated the exterior of the 2016 HR-V AWD EX-L Navi I tested and reviewed last year (I reviewed the 2016 HR-V EX-2WD as well). Therefore, the only difference between this 2017 HR-V AWD EX-L Navi is its stealthy Modern Steel Metallic grey.

This means Honda now provides six exterior HR-V colours to choose from including this nice shade of grey, Crystal Black Pearl, White Orchid Pearl, Deep Ocean Pearl (a dark blue), Milano Red, and Mulberry Metallic (a dark aubergine purple).

The second change is another subtraction, the elimination of the six-speed manual on mid-grade EX trim. This might cause a small handful of HR-V fans to grimace, but if there were going to be a major outcry they wouldn’t have done it. As it is, only the base LX model gets the wonderful DIY gearbox for 2017, all other trims making do with Honda’s efficient continuously variable transmission (CVT).

From the outside it’s difficult to figure out exactly which trim level you’re driving, mostly because the HR-V is so nicely featured in base trim. All come with the same sizeable 17-inch five-spoke alloys on 215/55 all-seasons, body-coloured side mirrors, and body-coloured rear rooftop spoiler, while the headlights are multi-reflector halogens and taillights filled with LEDs. Lastly, matte-finish black plastic cladding trims out the lower front fascia, wheel arch edges, side skirts, and the bottom half of the rear bumper in typical SUV fashion. The move up to EX adds circular fog lamps up front and LED turn signals within the side mirror housings, while the top-line EX-L Navi gets a set of silver roof rails to make it stand out.

I could see would-be buyers loving or loathing the HR-V’s styling, a theme that I’ve witnessed firsthand while living with Honda’s latest designs. People are either enamoured with the modern, edgy, origami look or they won’t be caught dead in one, which is certainly a different strategy than the mainstream volume brand has played for most of its existence. I’ve always loved Honda’s engineering, but been lulled to sleep by its styling, so I can hardly complain after they’ve spiced things up. I can’t say I’m in the enamoured camp, but I’m hardly frothing at the mouth in rabid rage either.

For me the optimal looker in the segment is Mazda’s CX-3. It’s one of the best to drive too, but if forced to decide between styling and performance or overall practicality, I’d probably lean towards the latter.

I’ll get into what makes the HR-V best in class in my upcoming road test review, at which point I’ll run over more of its standard and optional features, performance, fuel economy, etcetera. As good as it is the HR-V is not perfect, so I’ll dissect these issues at length as well. Make sure to come back for all the sordid details soon…

The RAV4 is number one! At the close of 2016, Toyota’s fourth-generation RAV4 became the bestselling compact SUV in Canada, and by a significant margin. What’s more, its 49,103 total sales surpassed…

In Our Garage

2017 Toyota RAV4 Limited Platinum AWD

The RAV4 is number one! At the close of 2016, Toyota’s fourth-generation RAV4 became the bestselling compact SUV in Canada, and by a significant margin. What’s more, its 49,103 total sales surpassed the mighty Corolla (by 908 units) for the first time ever, yet another sign of shifting consumer tastes from cars to crossover sport utilities. This also means the RAV4 is now the most popular Toyota in Canada.

Helping boost sales was a significant mid-cycle update for the 2016 model year, which dramatically changed frontal styling and added a new hybrid version. This said the 2017 model is mostly unchanged, albeit for some new standard features and a totally new top-line trim level.

As part of the Japanese brand’s plan to outfit every new model with the latest active safety features, all new 2017 RAV4s come with the Toyota Safety Sense (TSS) P package. The “P” references “person”, which means its autonomous braking tech will stop for pedestrians as well as other vehicles, while TSS-C (“C” being for “cars”) is the simpler of the two systems.

TSS-C, which comes standard with the Yaris Hatchback, Prius C, and the Corolla iM five-door hatchback (previously Scion iM), includes auto high beams for dimming your headlights when surrounding vehicles come into your line of sight, a Pre-Collision System that immediately slows/stops your car if it detects an imminent crash, and Lane Departure Alert that notifies you if a car is just behind you in the adjacent lane.

TSS-P, which gets fitted to the Corolla sedan, the Prius, this RAV4, the RAV4 Hybrid, Highlander, Highlander Hybrid, and Avalon, incorporates all of the above while adding Pedestrian detection for the Pre-Collision System, active steering assist that will turn your front wheels back towards your current lane if it detects a car in the adjacent lane when you attempt to change lanes, and dynamic cruise control that maintains a safe distance behind a given vehicle even if that vehicle slows.

The inclusion of TSS-P results in a best possible IIHS Top Safety Pick Plus rating, the RAV4 being the only SUV in its compact class to achieve such a high standard safety rating.

While these features improve safety, it’s also important to note that making them standard across its entire lineup as old models get replaced with new ones will make Toyota one of the best-prepared brands for full autonomous driving capability, something many industry players are betting is in the cards for the not-too-distant future.

The other big news item for the 2017 RAV4 is on the other side of the pricing spectrum, a new top-tier Platinum package added on top of Limited trim. Features include fully painted bumpers, wheel arches and rocker panels, plus proximity keyless access for all four doors as well as the liftgate, with hands-free access to the latter, ambient footwell lighting, more upscale interior detailing, Platinum-embossed metal scuff plates, and special Platinum-branded floor mats.

To be clear, the Platinum model isn’t a separate trim, but rather a $1,460 package that can be added to $38,205 Limited trim, the latter already filled with a bevy of high-grade features such as unique 18-inch alloy wheels, a less comprehensive smart key system, pushbutton ignition, driver’s seat and mirror memory, a 360-degree surround parking camera, an 11-speaker JBL Synthesis Audio System, a powered glass sunroof, a cargo net, plus front and rear parking sensors.

The RAV4 is available in four trims, including the $27,445 LE (with standard FWD and $2,265 optional AWD), $30,800 XLE (also with optional AWD), $36,270 SE (the sportiest version with standard AWD), and Limited (with standard AWD), all of which are motivated by a 176 horsepower 2.5-litre four-cylinder engine mated to a six-speed automatic transmission with manual mode.

Other notable Limited features that get pulled up from lesser SE trim include LED headlights, LED DLRs, LED taillights, a heatable steering wheel, a leather-wrapped shift knob, an auto-dimming rearview mirror, a Homelink universal garage door opener, a 7.0-inch infotainment touchscreen, navigation, SMS- and email-to-speech capability, advanced voice recognition, soft-touch instrument panel surfacing with stitching, pleather door trim, SofTex leatherette upholstery, and a sliding front centre console.

XLE features that get added to Limited Platinum trim include a leather-wrapped steering wheel, dual-zone auto climate control, front sport seats, an eight-way powered driver’s seat, and blindspot monitoring with rear cross-traffic alert, while items pulled up from the base LE include auto on/off headlamps, power-adjustable heated side mirrors with integrated turn signals, variable intermittent wipers, a windshield wiper de-icer, a 4.2-inch TFT multi-information display, sunglasses storage in the overhead console, Bluetooth phone connectivity with streaming audio, SIRI Eyes Free, heatable front seats, a retractable and removable cargo cover, plus all the usual active and passive safety features including an airbag for the driver’s knees.

I’ve said too much already, so come back for all my experiential thoughts in an upcoming review where you’ll find out how well everything is put together, what the infotainment system is like to use, how all the premium-level features work, what it’s like to drive, and generally how is it to live with…

News & Reviews- Tag: sport utility

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2017 Honda HR-V EX-L Navi

2017 Toyota RAV4 Limited Platinum AWD

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