September | 2021 | The Car Magazine

In the automotive industry, especially the premium sector, there’s no set formula a brand can simply follow in order to find success. Lexus and Infiniti both arrived on the North American luxury scene…

New Car Reviews

2021 Lexus UX 250h AWD Road Test

In the automotive industry, especially the premium sector, there’s no set formula a brand can simply follow in order to find success. Lexus and Infiniti both arrived on the North American luxury scene around the same time in 1989, about three years after Acura, but Lexus has achieved far greater overall sales success than the other two Japanese marques.

Last year, Lexus sold 23,793 new vehicles into the Canadian market and 275,042 units in the U.S., while Acura sold 16,712 and 136,982 cars and crossovers respectively, but Infiniti found just 5,786 and 79,503 buyers. Where Lexus placed fourth in both markets, and Acura a respectable fifth and seventh, Infiniti only managed 12th out of 17 luxury brands (including Buick and Mini, but not Maserati, Bentley, etcetera).

The same scenario has played out in separate segments, where Lexus’ RX has dominated in the two-row mid-size SUV arena and Acura’s MDX amongst three-row mid-size utilities, whereas the latter brand’s RDX has mostly topped the Canadian sales charts in the compact luxury SUV class, although in the US it’s dropped down the podium thanks to Lexus’ NX that sat in second place as of the close of 2020.

Infiniti should be given a shout out for helping to initiate the subcompact luxury SUV category along with Mercedes-Benz, the two brand’s codeveloping the GLA and QX30, but alas the latter left the market after 2019, just when Lexus swooped in to sweep up the spoils with its tiny UX. That ultra-angled utility now sits third in the Canadian subcompact luxury SUV segment and sixth in the U.S., behind Buick’s Encore and Audi’ Q3 in the northern jurisdiction, plus the just-noted GLA, Volvo’s XC40, and Mercedes’ slightly larger GLB in the mostly southern nation.

Acura has yet to offer anything in this class, which is odd considering Mini and Jaguar, two of the slower selling brands in the premium sector, do. Even Alfa Romeo will enter the fray with their Tonale next year, so we may eventually see a CDX, as the rumour-mill has been calling it, at some point in the future. As it is, the Encore, Q3 and UX are followed by the BMW X1, XC40, GLB, Mini Countryman, GLA, Range Rover Evoque, the coupe-like BMW X2, and the Jaguar E-Pace. As for others that might come down the pipeline, Cadillac is enjoying a reasonable take-rate for its larger compact XT4, so an XT3 could potentially be based on Buick’s slightly larger new Encore GX, and we’ve got to expect that Hyundai’s upstart Genesis brand will want in on some of this action too.

2021 Lexus UX 250h AWD F Sport — A lighter shade, like Ultra White, makes a big difference to how this little SUV looks, truly defining its many angled elements.

This is becoming the entry-level gateway for many luxury brands, after all. Lexus gave up on its smallest CT 200h hatchback back in 2017, only leaving the Germans (including Mini) and Acura’s beleaguered ILX to fight over the remaining scraps, so it’s either join the subcompact luxury SUV party or hope you’ll manage to snag up-and-coming premium customers that bypass the subcompact sector altogether. That’s a choice most are finding too risky to take, hence the quick buildup of new offerings in this relatively new category, despite significantly lower sales than larger compact SUVs.

At first glance, it’s difficult to tell the UX shares underpinnings with Toyota’s CH-R, but of course a lot of cars and SUVs utilize the Japanese automaker’s TNGA-C platform architecture, including the Corolla and Prius. Where the CH-R is swoopy and curvaceous, the UX is all angles and sharp creases, plus its big spindle grille could never be mistaken for anything but a Lexus. A menacing set of LED headlamps, complete with Lexus’ checkmark signatures, hover above vertical corner vents for some sportiness, while at the rear, even more angular taillights appear as if they’re being stretched apart by a narrowing strip of LEDs at centre.

This seems as good a point as any to point out that I tested two different UX trims, both featuring Lexus’ electrified 250h AWD running gear, the Nebula Grey Pearl (more of a taupe) example featuring the regular body style and the Ultra White version dressed up with Lexus’ more performance-oriented F Sport design details. Rather than thinking that one is lesser than the other, I found the regular one classier and the F Sport, well, sportier, so your choice will come down to personal taste.

If you just want the sportier styling, Lexus makes a basic $2,000 F Sport Series 1 package available that adds a larger, more aggressive F SPORT front grille, LED fog lights and cornering lamps, as well as 18-inch F SPORT alloy wheels to the outside, and on the inside a digital primary gauge cluster, a three-spoke F SPORT steering wheel with paddle shifters, an F SPORT shift knob, active sound control that mimics shifts to make it feel like the continuously variable transmission is changing gears, special Nuluxe (breathable leatherette) F Sport seat upholstery (mine done out in two-tone Circuit Red), plus eight-way power-adjustable driver and front passenger sport seats.

If you want the same look with more goodies, the $8,800 F Sport Series 2 package includes all of the above before adding triple-beam LED adaptive headlamps, driver’s seat and side mirror memory with reverse auto-tilt, a full TFT instrument cluster, a head-up display that projects key info onto the windshield ahead of the driver, an auto-dimming rearview mirror, navigation with Destination Assist embedded within a larger 10.3-inch infotainment display that also includes Enform Remote, Enform Safety Connect, and Enform Service Connect, as well as a wireless device charging pad, an eight-speaker audio upgrade, a remote garage door opener, and a gesture-controlled (kick motion) powered rear liftgate.

The white UX 250h in the photos came with the latter package, while the taupe-coloured one included a $5,300 Luxury package that added many of the same features, such as the seat and mirror memory, head-up display, wireless charging, auto-dimming centre mirror, garage door opener, upgraded display with navigation and Enform functions, improved stereo, and gesture/powered rear hatch, plus on top of these it also came with a special Washi instrument panel design, a wallet-sized smart key, and Lexus’ Intuitive Parking Assist with Auto Braking, a.k.a. self-parking. My tester’s fabulous looking “Glazed Caramel” seat, dash bolster and door armrest upholstery is only available with the Luxury package too, an upgrade that really makes the interior look rich compared to the regular all-black colourway.

Speaking of all-black, the only other package Lexus is offering UX customers for 2021 is an $1,100 upgrade dubbed Black Line Special Edition, which rides the current wave of blackened trim replacing otherwise chrome accents (or in this case, mostly black, as there’s still some metal brightwork blinging up the side mirrors, side window surrounds, and branding/badging), with glossy black being added to the grille surround, wheels, and roof rails, plus the mirror caps that remain black even if choosing a non-black (or Caviar, as Lexus calls it) exterior colour, while inside it gets blue stitching around the inside of the black leather-wrapped steering wheel, and yet more blue accents elsewhere, while Lexus includes LED headlights with auto high beams for this package as well.

Attested by the sales numbers noted earlier, I’m not alone in liking the way this little SUV looks, either on the outside or from inside the cabin. The protruding instrument hood is bookended by the same types of control pods first used in Lexus’ now legendary LFA supercar, the one of the left for turning off the traction/stability control, and the right-side knob for switching between Normal, Sport, and Eco driving modes (the EV mode is a separate button found on the lower centre console). The instruments under the hood are digital, as noted above, so only similar to the LFA, from a design perspective, while the widescreen display atop the dash is a real feast for the eyes, thanks to the organic way Lexus laid it out, to the beautifully detailed colour graphics on the high-definition monitor itself.

It’s not a touchscreen, as it would be a bit too far to reach for most drivers, but Lexus has upgraded the old lower centre console-mounted joystick-style Remote Touch Interface with the newer RTI 2.0 touchpad that I prefer more, if only because it looks more up-to-date and takes up less space. It works well enough too, but then again, I’d rather have the option of a touchscreen, because, like most people, that’s what I’m used to.

The backup camera is excellent, thanks to the big, high-definition display and active guidelines, while the array of quick-access buttons and dials around the front portion of the centre armrest, just behind the trackpad, is an innovative way to search through and select infotainment features, of which there are plenty. Navigation is included in upper trims, of course, although I prefer using Android Auto via my smartphone, which is included with the UX, as is Apple CarPlay. A colourful array of climate controls show up on the centre display too, and while you can modulate them there, I appreciate the narrow strip of quick-access buttons just below on the centre stack, while a second row of switches incorporates buttons for the three-way heatable front seats and two-way heated steering wheel rim.

Overall, the UX is an enjoyable place to spend time, from the interior’s aesthetics to its overall comfort and roominess. The driver’s seat is generously adjustable and the powered steering column provides ample reach and rake that should allow for a good seating position no matter your body type, which isn’t always the case for my long-legged, short-torso frame. The seatback provided decent lower support too, the same for both cars, other than the two-way powered lumbar support that didn’t quite meet up to the small of my back. The F Sport’s front seats were certainly bolstered more effectively up by the shoulders, however, yet they’re designed to fit a wider backside than mine, so they’d probably do more to keep a larger person in place during fast cornering than me.

Despite the F Sport’s steering wheel looking sportier and receiving textured leather for its lower two-thirds, both rims felt equally thick and padded and therefore good in my hands, with identically comfortable thumb to optimize control. Of course, I preferred the paddles attached to the F Sport’s wheel more than merely shifting via the console-mounted gear lever on more luxuriously appointed UX, but honestly, I drove these little SUVs conservatively throughout each two-week stint, other than for testing purposes, so I doubt I would end up missing the paddles all that often if this were my regular daily driver.

Instead of taking advantage of this perfect segue into the UX’ driving dynamics, I best finish off my tour of the cabin, particularly how the rear seating area measured up to my average-sized (for a teenager) five-foot-eight stature. For starters, I wouldn’t try stuffing three adults into the second row, unless they’re smaller folk, but there should be plenty of space for two in all directions, no matter their shape or size. They shouldn’t be thrown around if you decide to get enthusiastic behind the wheel either, thanks to good bolstering in the outboard positions. They’re comfortable too, with decent lower back support, plus a wide armrest filled with cupholders folds down at centre to improve things more. Two USB charging ports can be found on the backside of the front console, just below a set of HVAC vents, but that’s it for rear seat luxuries.

As far as touchy-feely surfaces go, the entire dash-top is made from a pliable composite and includes a wonderfully upscale stitched and leather-wrapped section that visually flows all the way from the left side of the gauge cluster, under the centre display, to right side of the dash. This is joined by a padded section just below, ahead of the front passenger, which perfectly matches the back half of the door uppers and inserts. The front portion of those door uppers are finished in the same premium composite as the front dash section, which Lexus also finished the edges of the centre console in a really soft, plush leatherette to protect the inside knees of larger occupants from chafing. Other niceties include cloth-wrapped A pillars and touch-sensitive LED overhead lamps, while all of the switchgear was made from a high-grade dense plastic, with tight fitment and good damping. I was surprised, however, to learn that the rear door uppers were finished in hard plastic, which just isn’t good enough for this class, plus rear seat heaters aren’t available either.

The cargo compartment is luxurious enough too, with a nice quality of carpeting in all the expected places, plus chromed tie-down hooks at each corner, but Lexus didn’t go so far to add stainless steel sill plates. They did upgrade the 2021 UX 250h’s cargo floor with an adjustable section, however, which adds 141 litres (5 cu ft) to its dedicated volume, increasing from 481 (17) to 623 litres (22 cu ft). When folding the 60/40-split rear seats down, available stowage space increases to 1,231 litres (43.5 cu ft), but this brings up one of my lone complaints, the lack of a centre pass-through or even better 40/20/40 rear seat configuration.

I should also mention that all UX trims now come standard with blind-spot monitoring and rear cross-traffic alert as part of the Lexus Safety System 2.0 for 2021, which also includes the brand’s Pre-Collision System with Pedestrian Detection and Bicycle Detection, Lane Departure Alert with Steering Assist and Road Edge Detection, Lane Tracing Assist (LTA), All-Speed Range Dynamic Radar Cruise Control, and Automatic High Beam assisted headlamps.

Even before being upgraded, the 2020 UX received a five-star rating from the U.S. NHTSA (there was no info for the 2021 model), but the IIHS gave it Top Safety Pick status, with best-possible “G” (for good) ratings in all categories except for the headlights that received a worst-possible “P” (for poor) result due to excessive glare when using the low beams around sharp corners, plus only fair nighttime visibility scores in both sharp and gradual corners. I certainly didn’t notice any negatives after dark, but I’m not about to argue with America’s Insurance Institute for Highway Safety. The only utility in this class to earn higher Top Safety Pick Plus status was Volvo’s XC40, while Buick’s Encore GX was the only competitor to match the UX, albeit with a mixture of “A” (for acceptable) and “M” (for Moderate) headlight and child seat LATCH results. All others didn’t receive either Top Safety Pick honour, so kudos to Lexus for being much better than average.

Straight-line performance and at-the-limit handling aren’t better than average, however, but ride quality, quietness and other types of refinements are near the top, which means Lexus has managed to give its smallest, entry-level model a level of driving comfort and poise that comes near to matching the larger compact NX. The 250h is the UX you’ll want to own if the traction benefits of all-wheel drive are important to you, incidentally, thanks to an electric motor driving the rear wheels that automatically adjusts the torque-split between both front and rear axles. This improves handling when accelerating and cornering, especially when driving on slippery roads, plus it makes the UX easier to get off the line. The base UX 200 utilizes a front-wheel drivetrain, by the way, so the hybrid is really the way to go for both performance and fuel economy.

Regarding the former, the base UX 200 slots a 169-horsepower 2.0-litre four-cylinder engine behind its gaping grille, while the 250h gets a net horsepower rating of 181. As noted earlier, a CVT transmits torque to the front axle, resulting in power delivery that’s smooth and linear, rather than aggressive. Then again, the aforementioned active sound control made the F Sport version sound more exciting, and Sport mode (standard across the line) elevated performance parameters, improving shift response, but all said, this is probably the type of SUV best left in Eco mode more often than not, because that’s how you’ll eke out its impressive 5.7 L/100 city, 6.2 highway and 6.0 combined fuel economy rating, which gives the hybrid a significant edge over the base UX’ 8.0 city, 6.3 highway and 7.2 combined results.

This efficiency makes the UX 250h easy to live with, but the little luxury SUV’s resale value might pad your wallet even more when it comes time to trade-in or sell. It was deemed best-in-class in the “Premium Subcompact Utility Vehicle” category of J.D. Power’s 2021 Canada ALG Residual Value Awards, while it also came out on top in the “Luxury Compact SUV/Crossover” segment of Vincentric’s Best Value in Canada Awards.

Also notable, the UX was the highest ranked “Small Premium SUV” in J.D. Power’s 2021 Initial Quality Study, and tied for runner-up in the same third-party analytical firm’s 2021 U.S. Automotive Performance, Execution and Layout (APEAL) Study, while Lexus topped J.D. Power’s 2021 Vehicle Dependability Study, and is also the most reliable luxury brand according to Consumer Reports.

If that’s not enough to interest you in a new UX, consider that Lexus least expensive model starts below the $40k threshold, at $38,450 (plus freight and fees), which is the mid-point in this class, once again if we include Buick and Mini as luxury brands. The Encore starts at just $24,998, which really doesn’t qualify it for premium status in base form, but the price rises to more than $35k when loaded up, while the Encore GX can easily be optioned past $40k. The Countryman, on the other hand, starts at $32,990 and can be upgraded to almost $60k, so it definitely qualifies as a luxury contender. In fact, a fully loaded UX 250h, which starts at $40,250, doesn’t even break $50k, at $40,090 (plus freight and fees), while Lexus was throwing in up to $1,000 in additional incentives at the time of writing, as per CarCostCanada’s 2021 Lexus UX Canada Prices page.

Important for 2022, Lexus will eliminate the base UX 200 trim, causing the base price to rise to $40,700, so we’ll need to see how this impacts sales. I’m guessing not too much, because it this FWD variant wouldn’t be getting the axe if it sold well. If you’d rather have the initial savings of the less expensive UX, however, you’ll need to act quickly, if any are still available.

Whether you go for a 2021 UX or a 2022, you’ll be getting a very comfortable, well-appointed and efficient subcompact luxury SUV. It’s got to be one of the easiest vehicles to drive in any class, and thanks to its diminutive dimensions it’s even easier to park. If you, your partner, or child is learning to drive, or if they simply feel uncomfortable wielding a big, heavy utility around the city, yet appreciate the outward visibility gained from a small SUV’s ride height, this little Lexus is a very good choice. Of course, the UX can be seen as a smart decision for all the other reasons outlined in this review too, therefore it’s easy to recommend.

Review and photos by Trevor Hofmann

It’s been a strong year for Porsche’s new Taycan so far, and the German performance brand isn’t about to let the all-electric model’s momentum ebb anytime soon thanks to new updates for the 2022…

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Porsche enhances connectivity and personalization options in updated 2022 Taycan

2022 Porsche Taycan Cross Turismo — Porsche’s Taycan receives some important updates for 2022.

It’s been a strong year for Porsche’s new Taycan so far, and the German performance brand isn’t about to let the all-electric model’s momentum ebb anytime soon thanks to new updates for the 2022 version of both its regular four-door coupe body style and the new sport-wagon-like Taycan Cross Turismo.

Number one of the update list is a revision of the sixth-generation Porsche Communications Management (PCM 6.0) infotainment system within the centre stack, which now adds Android Auto to a smartphone integration package that already included Apple CarPlay.

Android Auto permits users of Google Android-based smartphones to completely connect to the centre display for greater ease of use. A 2022 Taycan owner can now simply plug their Android handheld device into the assigned USB-C port and follow the necessary prompts, at which time a modified version of their phone’s features, apps and personal info is displayed within the in-car touchscreen.

Porsche has updated the new PCM 6.0 operating system’s graphic design as well, with five menu options on the left side of the display rather than merely three, while each icon can now be organized separately.

2022 Porsche Taycan — Some not new colours really spice up the Taycan palette.

What’s more, the 2022 Taycan’s Voice Pilot auditory assistant is now capable of better understanding instructions in everyday language, plus the PCM 6.0 satellite navigation system is quicker to respond to inputs, and also displays info with more clarity thanks to the just-noted graphics refresh.

Better yet, owners of 2022 Taycans will also be capable parking and retrieving their car remotely via their smartphones, by downloading Remote Park Assist. Remote Park Assist, which can remotely park perpendicularly and parallelly, will automatically detect a given parking space by first measuring it with ultrasonic sensors and cameras, and if ample space is available will park the Taycan by using the Porsche Connect app’s smartphone prompts.

Also important for this higher end premium class, new 2022 Taycan owners can now utilize more personalization options, such as Paint to Sample and Paint to Sample Plus. Along with the 17 standard paint colours already offered, Porsche will provide the choice of 65 Porsche Exclusive Manufaktur colours (so far) when opting for Paint to Sample, the palette including a number of past favourites like Acid Green, Moonlight Blue Metallic, Riviera Blue, Rubystar, and Viola Metallic.

The Paint to Sample Plus option, on the other hand, lets customers provide a unique sample of any colour, after which their Taycan will be doused in a coat of colour-matched paint from the factory.

To learn more about the 2022 Taycan, check out CarCostCanada’s 2022 Porsche Taycan Canada Prices page, which is currently showing factory leasing and financing rates from zero percent. CarCostCanada members benefit from plenty of money-saving car-buying help, with everybody’s favourite being dealer invoice pricing that lets you know exactly what the retailer is paying for the vehicle, before you go into negotiate your best deal. Find out how the CarCostCanada system works now, and remember to download their free app from the Apple Store or Google Play Store now.

Story credits: Trevor Hofmann

Photo credits: Porsche

About a decade into my automotive journalism career, and a bit more than 10 years ago, in 2010, there were a grand total of nine competitors in the compact-to-mid-size pickup truck segment. Jeep’s new…

New Car Reviews

2021 Jeep Gladiator Rubicon Road and Trail Test

About a decade into my automotive journalism career, and a bit more than 10 years ago, in 2010, there were a grand total of nine competitors in the compact-to-mid-size pickup truck segment. Jeep’s new Gladiator wasn’t part of the picture back then, but Chrysler Group LLC’s Dodge Dakota was, although due to a misguided DaimlerChrysler redesign that took it from one of the best-looking pickups in the class to one of the least appealing trucks ever, combined with a cheap, plasticky interior, it was struggling near the bottom of its category in sales and was phased out soon after.

Fast-forward to 2021 and there’s just six rivals competing in this category, including one from the newly-minted Dutch-formed Stellantis N.V. that, via its Jeep division, is once again back to making great looking trucks. Without purposely trying to tick off Toyota Tacoma fans, I think the new Gladiator is the most alluring pickup in the mid-size segment, but I can understand why this serious off-roader only finds a narrow niche of hardcore enthusiast buyers.

It’s priced much higher than most of its rivals, after all, with a 2021 window sticker starting at $49,315 (plus freight and fees) before growing to $64,405 in top-line High Altitude trim. Incidentally, when configuring the same trim at CarCostCanada, which shows the starting price at $53,315, it comes out to an identical $64,405 when adding the requisite $9,295 CPOS PKG and $1,795 Customer Preferred Package 24N, while combining all of the most expensive options on either configurator will push the fully-loaded price well past $80k.

Some of these extras include the $7,395 3.0-litre EcoDiesel V6, or $345 to $445 in exterior paint options, as well as thousands more in additional equipment if you so choose, such as $1,520 for dual tops including a black Sunrider soft top and body-colour Freedom Top 3-piece modular hardtop; $1,450 for an Advanced Safety package featuring Advanced Brake Assist, Forward Collision Warning Plus with Active Braking, and automatic high beams; a $995 Cargo Management Group with a Trail Rail system, including a 240-amp alternator (up front 220 amps), a 400-watt inverter, an 115-volt auxiliary power outlet on the outside, and lockable rear under-seat storage, a $525 Trailer Tow package with a class IV receiver, heavy-duty engine cooling, and trailer hitch zoom for the backup camera, plus more.

My $56,315 Rubicon trimmed tester sits in the middle from a pricing standpoint, and like the High Altitude can be had with the upgraded EcoDiesel, albeit adding this feature automatically ups the ante by $1,795 for an eight-speed TorqueFlite automatic transmission that comes standard with the top-tier Gladiator. It’s the same price if replacing the standard six-speed manual attached to the as-tested gasoline-fed base 3.6-litre V6, while Jeep will also be happy to provide you with $995 worth of 17-inch polished black alloys, plus $295 for a set of 285/70 BSW M/T tires (although the standard All-Terrains should be just fine for most), not to mention $1,495 for Black or Dark Saddle/Black leather seat upholstery (with unique Rubicon and Utility Grid designs), etcetera.

Of course, this premium price level puts the Gladiator out of reach for many pickup buyers, which up until recently (2019) could purchase a Nissan Frontier for just $24,598 (it’s no longer available in its current form, nor as a redesigned 2022 model, at least not yet) and only reached $39,498 in its priciest trim (before additional options), while the Chevrolet Colorado’s 2022 model-year pricing ranges from $27,948 to $48,348 before options, the 2022 GMC Canyon’s from $28,648 to $49,748, the 2021 Toyota Tacoma’s from $38,350 to $52,490, and finally the 2022 Honda Ridgeline’s from $45,535 to $54,235, which is probably a good reason why this unibody truck’s sales are at the lower end of the spectrum too.

There’s still no sign of a forthcoming Dakota (or 1000) from Dodge, er, Ram (the latter thanks to a separate Ram Truck Division spin-off in 2010), so the glory days of Chrysler group (or Ram) selling 12,000-plus units per year in this class, like the Dakota did in 2004, might be some ways off. As it is, Ram’s most affordable 1500 Classic starts at just over $37k in base Regular Cab two-door, 4×2 Tradesman trim (plus you can get more than $10,000 off of that price in discounts at the time of writing), which is about the same as a base Tacoma, and while it’s filling the same void Ford tried to with its F-150 and GM temporarily did with its Chevy Silverado and GMC Sierra, both rivals came scurrying back to the smaller, more affordable mid-size truck market so as not to lose out. Ford is even re-entering a re-emerging compact truck segment, it’s new Maverick soon going up against Hyundai’s Santa Cruz, so time will tell whether competitive brands take the bait, as clearly one size does not fit all.

Back to sales, the Tacoma reigned supreme at the top of this segment with a grand total of 16,946 deliveries in 2020, which despite all the hardship last year was its best year ever. The combination of General Motors trucks came second with an 11,678-unit tally, the Colorado earning 6,648 new buyers and the Canyon totalng 5,030, although the Ranger is really the second-place brand at 10,840 units. The Gladiator’s respectable 4,481 sales total puts it fifth on the 2020 calendar year list, just ahead of the Ridgeline’s 3,369 deliveries, leaving the market dregs to the outgoing Frontier that only managed 1,355 sales.

While last place is never good, at least Nissan had some mid-size pickup sales in 2020. As of Q2 this year, the Frontier found zero buyers, or more likely the Japanese brand’s dealers managed to sell the last remaining examples before the new year started. The new 2022 model should remedy this problem quickly when it arrives later this year, but it will nevertheless be attempting to win back once-loyal fans that have long given up on the brand due to the previous Frontier’s seemingly never-ending lifecycle.

At least the Tacoma looks to be on track with 7,349 deliveries over the first two quarters of 2021, while the two GM trucks are doing fairly well too, resulting in 6,239 sales over the same half-year period (split up into 3,295 for the Chevy Colorado and 2,944 for the GMC Canyon). As for Jeep, it sent a reasonable 2,075 Gladiators down Canadian roads (and trails) during Q1 and Q2 of this year, while the almost as pricey Ridgeline only managed 1,582 deliveries during the same six months, despite what appears to be shaping up to be a very strong year in the Canadian mid-size pickup truck sector, shown by 23,467 total sales so far (excluding any Q3 figures).

It’ll need to be strong to surpass last year, however. The mid-size pickup segment sold a total of 48,669 units throughout 2020, which was not only surprising considering the tumultuous year we all experienced, but also when factoring in that the last time we saw numbers this high was back in the late aughts and early teens when Ford was blasting $15-20k-something Rangers out into the market by the bucketful (the retail on a base Ranger was $13,999 back in 2011, plus they offered zero-percent financing), and we had so many other players trying to keep up, Mazda even selling its B-Series variant, and Suzuki trying to purvey an equatorial version of GM’s trucks (I actually went to the U.S.-only launch of the 2006–2009 Mitsubishi Raider too, a Dakota based truck that never made sense to bring here… or there for that matter, evidenced by its scant four-year run).

The Gladiator is all Jeep, however, and not just in name, which in fact came from the 1962-1971 Gladiator that was made famous (to us older folks) in the TV series Daktari. Even more so than that original Gladiator, and therefore more similar to the 1986–1992 Comanche that was obviously derived from the 1984-1990 Cherokee, few will make the mistake of judging Jeep’s latest truck for evolving from anything other than a JL-series Wrangler. It’s an assumption that’s true of its powertrains, drivetrains, chassis and most everything else, despite plenty of body panels that differ.

Obviously, the box is unique, and suits the classic Jeep’s look perfectly, but some might not notice that the brand widened the front grille slats to better cool the engine when towing, the mid-size pickup capable of 3,469 kilos (7,650 lbs) on the hitch and 771 kg (1,700 lbs) on the bed, compared to the Wrangler Unlimited’s max trailer weight of 1,587 kg (3,500 lbs) and total payload of 453 kg (1,000 lbs). Throw a short-bed truck camper on the back of that, or even better, a carbon-fibre C-Class RV-style setup from GEO-Cab or EarthRoamer, not to mention a specially equipped off-road trailer from any number of suppliers, and the Gladiator will happily take you to your new home-away-from-home off the grid.

Any of the Gladiator’s trims would do well for such purposes, as all are capable of getting you and your family just about anywhere. Of course, the aforementioned top trims, which also include the Mojave, are most suitable, my Rubicon-equipped version ideal for tackling all types of wilderness treks thanks to front- and rear-axle electric lockers (the wide heavy-duty axle up front from Dana) and an electronic disconnecting front sway-bar, not to mention Jeep’s Command-Trac part-time, shift-on-the-fly 4×4 system, a 43.4-degree approach angle, 20.3-degree breakover angle, and 26-degree departure angle, the only one (that I could find specs for) mostly better being the Mojave that’s good for 44.7, 20.9, and 25.5 degrees respectively.

Both Gladiator trims compare well against the four-door Wrangler Unlimited Rubicon, by the way, with the latter achieving a slightly better 43.9-degree approach angle and 22.6-degree breakover angle, but then again, the SUV’s 37-degree departure angle is massively better, while the two-door Wrangler Rubicon manages a 44-degree approach angle, 27.8-degree breakover angle, and (once again) a 37-degree departure angle.

Of course, I went mud wrestling to find out how the Gladiator performed in its element first-hand, and it was easily up to the task in a local 4×4 hotspot (that’s sadly been closed off since). Of all the 4×4 pickups I’ve taken through this course, the Gladiator Rubicon was at least on par with Chevy’s Colorado ZR2 and felt easier to negotiate through the rougher sections than every stock Tacoma, while it’s much more capable than all others listed above. It climbed up and crawled down steep rock-strewn embankments without breaking a sweat, managed deep sand without a moment’s notice, and casually waded through deep puddles that actually came up over the hood (just like the ZR2), as if it was on a lazy Sunday stroll, finding grip everywhere, while the suspension actually remained comfortable.

An available front camera system, dubbed TrailCam, allows visibility of obstacles in front and to the sides when off the beaten path, plus Jeep also provides an “Off-Road Pages” section within the Apps menu of the Gladiator’s Uconnect infotainment system that monitors vehicle status, such as ride height, pitch and roll (if equipped), transfer case settings, and the Selec-Terrain traction management mode. Both are really useful features, and wholly unique to Jeep.

The Gladiator’s 3,487-mm (137.3-in) wheelbase, which is 479 mm (18.8 in) longer than the Wrangler Unlimited’s and spans 1,027 additional mm (40.4 in) over the base Wrangler, didn’t pose a problem, at least where I was travelling, but probably would around some of the rock abutments I experienced when coaxing a Wrangler Unlimited down the Rubicon Trail, or winding that longer SUV through some of the massively treed forests I’ve negotiated locally on the West Coast, these even making the Unlimited more challenging to operate than the regular-wheelbase Wrangler. Still, as far as pickup trucks with useful beds go, the Gladiator is absolutely brilliant off-road.

Stuffed under its classic latched hood, Chryco’s 3.6-litre Pentastar V6 is plenty potent for everything I asked it to do, thanks to 285 horsepower and 260 lb-ft of torque, but I’d sooner have the 3.0-litre EcoDiesel V6 for the sake of four-wheel twist, fuel economy, and therefore, the ability to go further into the bush without worrying about bringing along as many extra Gerry cans of fuel. Still, that decision might only make sense to diehard off-roaders, because the chance of paying off more than $7k worth of engine upgrades for savings of about 10 cents per litre at the pump and maybe 10 percent more range, will take many years of ownership and an odometer spinning well into six figures.

I’ve tested the diesel in an absolutely wonderful near-full-load Wrangler Unlimited Sahara that I’ll be reviewing soon, and I must say I was impressed with its similar thrust of 260 horsepower, and much stronger 442 lb-ft of torque. The Gladiator is not available with the Wrangler’s base 2.0-litre turbo-four, however, which might make a suitable companion for those not needing to haul heavy loads, and could potentially get the price down to commoner levels. The engine makes more torque than the base V6 at 295 lb-ft, while its power is a bit stronger than the diesel at 270, but Jeep obviously felt the four-banger’s expected take-rate wouldn’t make for a good business case, so the Gladiator’s fuel economy option can’t truly be considered an economical choice from a financial perspective.

Jeep appears to be preparing a plug-in hybrid alternative for Gladiator’s engine bay, however, based on the Wrangler Unlimited’s new 4xe model, which will also make a difference at the pump thanks to an estimated 4.8 Le/100km combined city/highway in the SUV. That model represents a $6,900 bump over the equivalently-equipped V6-powered Wrangler Unlimited Sahara, mind you, which probably makes it a better long-term financial bet when compared to the diesel variant, if most of your driving occurs over short distances. This said, its non-electrified fuel economy, which is how you’d be driving it on a road trip due to full-EV range that’s merely 40 km, is 11.7 L/100km combined, which is only slightly better than the regular Wrangler Unlimited Sahara’s 12.2 L/100km combined rating.

While we’re on the theme of fuel economy, the Gladiator’s base V6 is rated at 14.3 L/100km in the city, 10.4 on the highway and 12.6 combined when hooked up to its six-speed manual, or 13.7 city, 10.7 highway and 12.3 combined with its eight-speed automatic, while the diesel is good for a claimed 10.8 L/100 city, 8.5 highway and 9.8 combined.

The Gladiator’s smooth off-road suspension translates into decent on-pavement comfort too, at least for this class, but while its longer wheelbase means that it tracks better than a Wrangler on the highway, it needs more small steering adjustments than one of its less 4×4-oriented competitors when doing so. I suppose this is a small price to pay for its amazing off-road capability. Still, I found it enjoyable and relaxing at freeway speeds, stable and safe feeling through tighter curves, plus it’s a good size for city traffic.

Its cabin is an enjoyable place to while away the time as well, especially if you already like the Wrangler’s classic, retrospective take on interior design. It features body-colour surfaces in key areas, such as the inside door surrounds and above the head as part of the roll bar structure, while my Rubicon’s dash facing was covered in a metallic red composite, also used for the differential bias switch. Matching red stitching can be found throughout the cabin for a sporty look, the front seats even getting embroidered “RUBICON” branding on their backrests, albeit black was my tester’s dominant shade, with both rows covered in optional leather as noted earlier (base Rubicons receive premium cloth).

The Gladiator features all the same improvements in materials quality and design as the current Wrangler, which was last fully updated in 2018. This means my tester boasted a stitched leatherette dash-top, soft-touch, padded door uppers that continue right down to the tops of the even plusher armrests in one single piece, plus a comfortable centre armrest in leather.

All of the Gladiator’s switchgear is excellent, much of it rubberized with nice big, notchy rims that could easily be used with winter gloves, while Jeep even includes a flip-up lid on the centre stack exposing an auxiliary plug, a USB-A charging/connectivity port, as well as a more up-to-date USB-C port. The front seats and steering wheel rim are three-way heatable, to therapeutic levels no less, plus a large interface for the dual-zone automatic climate control system makes maintaining chosen temperatures easy.

In-car electronics include a 7.0-inch infotainment touchscreen between the two middle vents on the top of the centre stack, and while it’s slightly smaller than average (you’ll need to move up to top-line High Altitude trim to get the 8.4-inch display) the fully-featured Uconnect system comes with most everything an owner could want. Along with the aforementioned Off-Road Pages, my Rubicon’s featured an accurate, easy to use navigation system, fully redundant climate controls that provide nice, big pictographs for selecting ventilation preferences and even let you set the heatable steering wheel and seat warmers, while the audio page includes the usual AM/FM radio selections, plus satellite radio and Bluetooth streaming, all played through an eight-speaker stereo with good sound. You can adjust the backup and forward camera angles from the centre display too, plus the mirror dimmer, which is connected to one of the industry’s new higher-end classic-style frameless mirrors that runs flush to the edges.

Ahead of the driver is a clean, nicely organized primary instrument cluster with analogue gauges to each side of a large 7.0-inch, customizable, full-colour multi-information display, this doubling for the temperature and fuel gauges as well. It’s as close as it gets to a fully digital gauge cluster while remaining mostly analogue, something I don’t think the Gladiator (or Wrangler) needs, nor many of the two models’ fans probably want.

I have to say the driver’s seat was comfortable, necessary for a vehicle that will more than likely be used for overcoming big, bumpy obstacles, but adjustment is purely manual. Again, this wasn’t an issue for me, and makes sense for this type of truck, with even the loftily priced High Altitude receiving the same six-way manually adjustable driver’s seat (featuring seat height) with two-way manual lumbar support, plus just four-way adjustability for the front passenger.

The rear seats are well designed for good comfort and support too, even for the lower back, plus plenty of leg, foot, elbow, shoulder, and headroom comes standard. A large, wide centre armrest can be folded down in the middle, incorporating the usual dual cupholders, although the bigger bottle holders on the backside of the front console do an even better job of holding drinks. Just above these is a three-prong household-style 115-volt power source, plus overtop this is a compact interface housing two USB-A and two USB-C charging ports. The side window switches hover just above, while two big air vents keep rear passengers warm or cool depending on the season. Additionally, an intricate pattern of webbing can be found on the backside of each front seat.

The rear seats fold down to make a large, wide carpeted cargo shelf, and also flip upwards for taller items, the latter position revealing a handy storage box system with integrated dividers underneath.

Speaking of boxes, my tester had a covered bed, but it was easy to unlatch and roll forward out of the way. The inner tailgate, sidewalls and floor were nicely finished with a spray-in liner, which looked durable and therefore capable of lasting the test of time. The tailgate folds down easily, by the way, while I found the bed wasn’t too difficult to jump onto thanks to exposed bumpers with grippy surfaces. Of course, corner steps like those found on GM’s trucks would’ve been even more helpful, but that has more to do with my aging body than anything you may need to worry about (for now).

As for problem areas, the proximity-sensing locks were a bit frustrating, and this wasn’t the first time I’ve had similar challenges with Chrysler group vehicles. It simply wouldn’t lock with the exterior door handle button every time I tried, and therefore needed multiple pressings before locking. I’m guessing this isn’t a common issue with others, or the Gladiator wouldn’t be getting such major praise from owners in J.D. Power’s most recent 2021 Initial Quality Study (IQS), which ranked it number one in their “Midsize Pickup” category. The entire Jeep division managed to finish seventh amongst mainstream volume brands in that study too, which is a significant improvement over previous years, but get this, the Ram truck brand was number one overall, while Dodge was second. The folks at Auburn Hills (and Windsor) have obviously been working hard to address past problems, so kudos to them for this impressive result.

There’s so much more I could say about the Gladiator, but I’ve got to leave something for you to discover. It really is an impressive mid-size pickup truck, and like all Jeeps, a very capable 4×4, plus it’s hardly short on style, features and refinement, from the outside in. As noted earlier, it won’t be as easy on your pocketbook as some of its rivals, both initially at purchase and at the pump, but this should pay off when it comes time to sell, or at least that’s the case with the Wrangler that currently sits on top of its “Compact SUV” category in the latest Canadian Black Book 2020 Best Retained Value Awards, as well as the Vincentric Best Value in Canada Awards for 2021.

As far as getting a deal goes, CarCostCanada is reporting up to $2,684 in additional incentives on new 2021 Gladiator models, while their average member savings were $2,000 at the time of writing. That’s the most aggressive incentives program available to mid-size truck buyers right now, so well worth checking out. Be sure to learn exactly how CarCostCanada’s affordable membership works as well, including how dealer invoice pricing can help you save thousands when purchasing any new vehicle, plus remember to download their free app from the Google Play Store or Apple Store, so you can have all of their valuable information with you exactly when you need it.

Review and photos by Trevor Hofmann

Although some automotive brands struggled last year for reasons I shouldn’t need to explain, Porsche’s Taycan EV was on a mega roll. In fact, the upstart electric nearly demoted Tesla’s Model S…

Latest News

Porsche Taycan EV outselling Tesla Model S in Canadian market

Although some automotive brands struggled last year for reasons I shouldn’t need to explain, Porsche’s Taycan EV was on a mega roll. In fact, the upstart electric nearly demoted Tesla’s Model S from the top step of the podium, but when the checkered flag finally waved at the end of 2020, the champ was still in the lead with 960 deliveries, although the new contender was uncomfortably close with 824 sales of its own.

This said, six months into 2021 the story completely changed, with Porsche having sold 445 new Taycan models, and Tesla only able to push 300 examples of its Model S out of company store doors over the same two quarters.

To be fair to Tesla, or maybe more accurately to question the company’s priorities, the Model S, at nearly a decade old, is downright antiquated compared to the fresh, new Taycan. Good on them for making the most of a very well executed initial design that’s managed to last the test of time, the flagship model still arguably more attractive than anything else in the California-cum-Texan tech company’s four-model lineup, but even Tesla’s most ardent fans must be hoping for something new in this class.

2021 Porsche Taycan — The Taycan not only sells fast, but it’s brilliantly quick too.

The Taycan, on the other hand, is that “something new” that EV fans have been waiting for, a two-bodied, four-door coupe and five-door crossover-style sport wagon capable of duking it out with the best electrics in the business, and coming up on top.

You’d be hard pressed to find someone who doesn’t like the way it looks, while its levels of luxury, refinement, electronics, and features are all as good as it gets, but Porsche might need to return to Germany’s legendarily demanding 20.8-km Nürburgring Nordschleife racetrack in order to claim its production car single-lap title back, where the geriatric Model S just laid waste to its EV-powered record.

2021 Tesla Model S Plaid — Tesla’s Model S, shown here in fabulously funny Plaid trim, is once again king of Germany’s Nurburgring, something Porsche will want to remedy soon.

A stock Taycan Turbo (funny name for an EV, we know) easily smacked down the old 2015 Model S P85’s single-lap record of eight minutes and 50 seconds flat (8:50) in August of 2019, with a superb seven-minute and 42-second lap time of its own (7:42.34, to be exact), but Tesla’s brilliantly named Model S Plaid (you’ve got to love Elon Musk’s hilarious “Spaceballs” reference—as if the 1987 sci-fi comedy’s Ludicrous speed wasn’t fast enough) just managed a new record-setting lap of seven minutes and 35 seconds (7:35.579) on September 9, so Porsche will want to “run the ‘Ring” in its new Taycan Turbo S in order to maintain bragging rights.

Fortunately for Porsche, more buyers are interested in how the Taycan performs on city streets, winding backroads and highways than racetracks, not to mention styling and everything else it does well, evidenced by its recent sales gain. As for its ability to hold onto this top spot, only time will tell, but upcoming Q3 sales results will shed new light on this exciting new rivalry, allowing a better idea of which EV will outshine the other over the entire year.

The just-noted Taycan Turbo S is capable of sprinting from zero to 100km/h in a mere 2.8 seconds, by the way, before attaining a top track speed of 260 km/h, or when driven more conservatively can achieve a total range of 340 km between charges. That model starts at a cool $215,000 (plus freight and fees), while the more accommodating Taycan Turbo S Cross Turismo can be had for $218,000.

The most affordable Taycan, at $119,900, is also from the Cross Turismo line, and given the 4 designation for its standard all-wheel drivetrain, while the least expensive regular four-door coupe, dubbed Taycan 4S, will set you back at least $121,700. Additionally, a Cross Turismo in 4S trim can be had for $128,000, while bridging the gap between 4S and Turbo S is the Turbo model that ran the ‘Ring, starting at $175,000 for the four-door coupe and $178,000 for the Cross Turismo.

To find out more about the latest Taycan, check out CarCostCanada’s 2022 Porsche Taycan Canada Prices page, where you’ll be able to learn how to take advantage of factory leasing and financing rates from zero percent, not to mention the ability to obtain valuable dealer invoice pricing information that could save you thousands upon purchase. Likewise, CarCostCanada’s 2021 Tesla Model S Canada Prices page will show you the same zero-percent leasing and financing rate, which you can also access by downloading CarCostCanada’s free app from the Google Play Store or Apple Store.

Story credits: Trevor Hofmann

Photo credits: Porsche

If you want to know where the future lies in the automotive industry, just look where automakers are putting their money. Obviously, major investment is going into electric and other alternative fuels…

New Car Reviews

2021 Hyundai Venue Ultimate Road Test

If you want to know where the future lies in the automotive industry, just look where automakers are putting their money. Obviously, major investment is going into electric and other alternative fuels with minimal returns so far, but amongst more conventionally-powered segments, the subcompact crossover SUV category is growing faster than any other.

In fact, the subcompact SUV segment has more than tripled from just eight competitors in 2010 to a shocking 25 this year, while the subcompact car category has simultaneously contracted from nine rivals in 2010, and an even more significant total of 18 in 2014 (mostly due to boat loads of fuel-friendly imported city cars taking a stab at our market before mostly saying sayonara, auf wiedersehen, and arrivederci, not to mention annyeong for the South Korean-sourced Chevy Spark EV), to just six now, one of which (Chevy’s Bolt EV) is purely electric. The result is this affordable SUV class becoming the majority of brands’ market entry point; hence the importance automakers are placing on these smallest of small SUVs.

Speaking of size, the segment has not only grown in numbers, but also in diversity. So far, eight brands offer two or more models within this category, with Kia providing three. Even Buick, General Motors’ near-luxury division, which only has four models to its name, includes two in this segment alone, a tally that grows 2.5 times under GM’s umbrella when factoring in Chevy’s threesome (they added the all-electric Bolt EUV this year).

Similar to how the mid-size SUV segment is divided into two- and three-row alternatives, subcompact SUVs can be had as micro-sized city car replacements or slightly larger alternatives to yesteryear’s subcompact hatchbacks. A good example of the latter is Honda’s HR-V, which was formed off the back of the now defunct Fit. Similarly, Hyundai’s class-leading Kona (which gets updated for 2022) rides on an all-new B-SUV platform only shared with Kia’s Seltos, but the Venue being reviewed here was built on the back of the old Accent and current Rio 5 (kind of… keep reading).

In an attempt to add some clarity to this vast market segment, the current crop of SUVs bridging the gap between “micro-utes” (as I like to call them) and conventional compacts, like Toyota’s RAV4, Honda’s CR-V and Hyundai’s Tucson, include (sorted by popularity) the just-noted Kona, Seltos, and HR-V, plus the Subaru Crosstrek, Nissan Qashqai, Mazda CX-30, Jeep Compass, Buick Encore GX, Mitsubishi RVR, Kia Soul, Soul EV, Niro, Niro Plug-in Hybrid, and Niro EV, Chevrolet Trailblazer, Chevrolet Bolt EUV, VW Taos, and upcoming Toyota Corolla Cross.

The Venue, on the other hand, which is one of the smaller micro-utes available, is based on the Hyundai-Kia K2 platform that, in regular “K” instead of “K2” form, previously underpinned Accent as noted a moment ago. Yes, I know the Accent was a full subcompact and not a city car, but it’s related to the K1 platform used for smaller hatchbacks not sold here. Either way, it’s tiny for an SUV, and follows a trend initiated by the aforementioned Encore and Trax, which have done very well over the past decade, not to mention others that have long departed, such as Nissan’s Juke and Cube, and the Scion xB (a slightly larger and much more conventional looking second-gen Juke remains available in other markets).

In today’s entry-level crossover SUV segment, the Venue is joined by the Nissan Kicks, Toyota C-HR, Mazda CX-3, Ford EcoSport, Mini Countryman, Jeep Renegade, and Fiat 500X, plus the Encore and Trax, although Mazda will buck the downsizing trend by dropping its CX-3 after the 2021 model year, and therefore solely rely on its larger CX-30 for pulling in new buyers.

To be fair to Mazda, they’re a smaller independent automaker with nowhere near the deep pockets of Hyundai, so a complete redesign of the smaller utility may not have been in the cards due to budgetary constraints. Hyundai is therefore more capable of gaining market share in a sub-segment that probably won’t achieve the same level of sales as its larger subcompact, the Kona, which is currently the overall subcompact sales leader.

Its lead is so significant, in fact, that it’s hard to imagine any rival catching up. Maybe a redesigned Qashqai could close the gap, being that Nissan’s oddly named utility previously owned top-spot in the subcompact category, but now the Kona outsells the Qashqai by almost three to one, with 31,733 deliveries in 2020 compared to just 11,074. The difference has shrunk to about 2.5 to one over the first six months of 2021, however, with 15,715 Konas down Canadian roads compared to 6,384 Qashqais, but it’s still a massive lead.

The Venue is newer to the market than its key Kicks rival, so it still has some catching up to do. Last year it found 10,740 entry-level SUV buyers compared to 14,149 for the Kicks, the latter being number one in the smaller micro-ute group, yet the Venue’s success was still impressive for its first full year on the job, not to mention the fact that Hyundai didn’t have anything to sell into the subcompact SUV class before the Kona that arrived partway through 2018, compared to Nissan that’s been selling Cubes and Jukes in Canada since 2009 and 2010 respectively, many of these models’ customers naturally gravitating to the Qashqai and Kicks.

In case you’re wondering where the Venue stacks up in sales compared to all the others it directly competes against, its near 11k 2020 tally landed it in second place behind the Kicks, followed by the C-HR with 7,135 deliveries last year, the Encore with 6,650, CX-3 with 6,445, Trax with 3,887, Countryman with 1,637, Renegade with 362, and 500X with 35 (that’s not a typo).

As of Q2 2021’s close, the Venue was still in second, although the refreshed Kicks’ numbers grew to 9,628 units compared to just 2,021 for the littlest Hyundai (that’s not a typo either), with the C-HR only managing 1,553 deliveries, the Encore a mere 534, which therefore caused it to be jumped by the CX-3’s 1,510 unit-sales and Trax’ 891, while Mini’s SUV found just 310 new owners (it is more of a luxury ute, however, and therefore much higher in price), the smallest Jeep coaxed in an insignificant 15, and the spicy Italian an infinitesimal 6.

So why is the Venue so successful in a market segment it only just entered in the latter months of 2019? It’s cute, well-appointed, comfortable, roomy for its outward dimensions, drives well, and is easy on fuel, while, based on Hyundai’s overall brand reliability, it should also be dependable. Hyundai ranked third (or fourth) amongst mainstream volume brands in the latest J.D. Power and Associates 2021 Vehicle Dependability Study (whether or not we choose to include Buick in the mainstream sector or premium), while its sister company, Kia, placed first.

Toyota, incidentally, was second, while Hyundai’s Tucson tied for runner-up in the same study’s “Small SUV” category, beaten by Kia’s Sportage, which was basically the same vehicle under the skin before its recent redesign (and will be once again after Kia updates the Sportage for 2023). Now that these two utilities have grown in size to match the RAV4, CR-V and Nissan Rogue, I expect them to compete in the “Compact SUV” class, leaving room for the Venue, Kicks and others to vie for the Small SUV award.

Kudos in mind, the Kona Electric was top of its “Electric/Plug-In Hybrid SUV/Crossover” class in the consumer section of Vincentric’s 2021 Best Value in Canada Awards, while the most recent J.D. Power 2021 Canada ALG Residual Value Awards placed the conventionally-powered Kona highest in its “Micro Utility Vehicle” category. Hyundai won other awards in different categories, but for the sake of relevance I thought it best to leave such reporting to its small SUV sector.

It will be interesting to see how the Venue will fare, or for that matter if those at the helm of the various third-party analytical firms choose to further divide their SUV categories in order to allow a more even playing field for this new class of smaller, less expensive utility. Let’s see what happens.

If I were on one of these organizations’ panels, I’m pretty sure of how I’d vote after spending a week with the Venue. Or at least I was sure after a week behind its wheel, when I made it clear in my notes by saying, “Hyundai has created another hit! The Venue is my new favourite sub-subcompact SUV!” Just the same, while writing this review now, I’ve been driving a refreshed 2021 Kicks SR for the better part of a week, which has been very impressive as well, so I should probably temper my enthusiasm for the Venue, just a bit.

From a styling perspective, the Venue can only be described as cute. Much the same could’ve been said about the Kicks before its update, but Nissan gave the refreshed 2021 model a larger, bolder new grille and sleeker headlamps, resulting in a micro-SUV that just may now appeal to more everyday guys. Despite having a fairly large grille of its own, the Venue presents a softer, kinder look, complete with a tiny set of narrow driving lights/turn signals up on top of the front fenders (à la Jeep Cherokee in its current fifth-generation, albeit pre-mid-cycle makeover), plus larger headlamps underneath, which are surrounded by cool circular LED signature lighting, and finally a classy light satin-grey apron underscoring everything.

The latter stays the same across the Venue’s four-trim range, but the otherwise halogen driving lights and automatic on/off headlamps become LEDs when adding the Urban Edition Package to Trend trim, or when upgrading to top-line as-tested Ultimate trim; the headlights being bifunctional and even including adaptive cornering capability. My tester also had its normally blackened grille insert swapped out for a bright metal one, standard with Ultimate trim, while its sharp looking 17-inch alloys, shod with 205/55R17 all-season tires, are shared with the just-noted Trend.

The $500 Urban Edition Package will be a must-have for artistic types that want splashes of exclusive two-tone colour decorating key exterior components, such as the unique lower front and rear fascias, mirror caps, rocker panel garnish, and roof, some of these colours adding a bit more to the bottom line, but well worth it for those who want it. This said, Ultimate trim targets a more conservative crowd that clearly want to keep things classy, my tester finished in $200 Fiery Red exterior paint, which is clearly the most eye-catching colour from a somewhat more subdued palette of blues and shades.

Despite the Urban Edition Package making the Venue look sportier, it’s devoid of the Ultimate’s rear disc brakes, utilizing the base model’s rear drums instead. Both upper trims receive great looking premium cloth upholstery with leatherette bolsters inside, however, with the Ultimate also getting an exclusive driver’s sliding armrest with a hidden storage box below.

The gauges are analogue, expected in this class, with a large monochromatic display at centre. While black and white displays might’ve been ok a number of years ago, I found this multi-information display a bit disappointing, considering I was driving a top-line model. Ultimate trim also gets a clearer high-definition 8.0-inch centre touchscreen, which looked fabulous, but unusually, this upgrade includes a downgrade from wireless Android Auto and Apple CarPlay smartphone integration to a less convenient wired system.

It’s the only trim to get navigation, however, not that it’s as necessary after integrating your smartphone, but HD and satellite radio upgrades are always a big bonus to this music buff, and while it sounds quite good for the class, it doesn’t include the cool driver’s seat headrest-mounted speakers found in the top-tier Kicks. Many will appreciate Hyundai’s Bluelink smartphone connectivity service, mind you, which is available in Ultimate trim, while I would never complain about the extra front USB-A port found in Trend trims and above either.

I should mention the centre infotainment system’s processor is extremely fast when reacting to inputs. For instance, you can move the map around with your finger in real-time without any delay or image degradation. I even flicked it around extremely fast for testing purposes, and it never missed a beat.

What is missing? Most 2021 Nissan Kicks trims swap out one of the USB-A ports for a USB-C, not available in the Venue, while my top-tier Kicks SR Premium tester included a split-screen backup/overhead parking camera within its 8.0-inch display, instead of a simpler rear-view only setup. On the Venue’s side, the base Kicks only comes with a 7.0-inch centre display, one inch smaller than Hyundai’s entry-level monitor. This said, neither offer a wireless charging pad, which is something that would benefit all owners no matter the trim level.

Both top-level micro-SUVs include single-zone automatic climate control, the Venue’s laid out in an attractive and space-efficient three-dial design including buttons and digital readouts integrated within, although the Venue provides three-way heatable front seats in all trims, which heat up to near therapeutic levels, while the Kicks makes buyers move up to its second-rung SV trim for warmers that don’t get quite as hot. Heated steering wheels that warm up all the way around the rim are also on the menu for both micro-crossovers, with each requiring a buyer to move up one notch in their respective trim hierarchies.

Trims in mind, the Venue is available in four, including Essential, Preferred, Trend and Ultimate, priced at $17,599, $21,599, $22,699, and $24,999 (plus freight and fees) respectively. Hyundai is currently offering the 2021 model with up to $1,500 in additional incentives according to CarCostCanada, while CarCostCanada members were saving an average of $1,250 at the time of writing. Find out how the CarCostCanada system works, and be sure to download their free app from the Google Play Store or the Apple Store, so you can access all of their important info when you need it most, some of which includes factory financing/leasing rates, rebates, and dealer invoice pricing that can save thousands upon purchasing any new vehicle.

The only model available with a six-speed manual is base Essential trim, with all others making Hyundai’s Smartstream iVT standard. iVT stands for Intelligent Variable Transmission, incidentally, which when translated into simple English means it’s a chain belt-based continuously variable transmission that’s been designed to reproduce the shift pattern of a manual transmission in order to provide a more natural feel, plus respond quicker to driver input, while still delivering better efficiency than a regular automatic gearbox. What’s more, the iVT’s chain belt utilizes the belt’s tension in order to adjust the pulley’s diameter, therefore eliminating belt slippage and reducing drag. The chain belt is also maintenance-free, thus adding to transmission lifespan, which should improve long-term reliability.

It certainly doesn’t feel like a regular continuously variable transmission (CVT), which is what you’d be getting in the Kicks (not that I felt particularly put out by Nissan’s gearless box), with the Venue’s providing snappier shifts via eight “steps” that make it worthy of steering wheel-mounted paddles, let alone its gear lever-actuated manual mode.

Additionally, the Venue’s Sport mode really made a difference when pushing hard, impacting engine response and allowing slightly higher revs between shifts, plus it affects shift speed as well, with the result being a more entertaining Sport mode than found in the Kicks, but then again, it’s not as dramatic as the Mazda CX-3’s (an SUV that’s being discontinued in North America, by the way).

So set, the Venue sprinted away from standstill at a fairly quick pace, or at least quicker than expected from a 1.6-litre four-cylinder that only makes 121 horsepower and 113 lb-ft of torque. That efficient autobox, which needs to take some credit for the Venue’s impressive 7.9 L/100km city, 7.0 highway and 7.5 combined fuel economy with the iVT autobox or 8.6, 6.8 and 7.8 respectively with the manual (the CVT-only Kicks is rated slightly better at 7.7 L/100km city, 6.6 highway and 7.2 combined), has something to do with the engine’s power delivery, no doubt, but take note that despite its SUV styling the Venue is not available with all-wheel drive.

Just like the Kicks the Venue is front-drive only, notable from the initial front-wheel spin experienced at full throttle from a standing start, which I might add was quickly followed by traction control intervention and the just-noted straight-line performance. It therefore had no trouble getting ahead of most stop light dawdlers, and was acceptably fast for those moments when I wanted to dart in and out of congested city traffic.

Steering is direct enough, and it’s turning circle very small, allowing dreamy manoeuvrability in parking lots and laneways. Get it on a winding back road and the Venue performs quite well too, albeit within reason. It’s no Mini Countryman after all, and at about half the price when loaded with features, we shouldn’t expect it to be.

On the highway, however, it was a complete joy. I bet you didn’t expect me to say that, because top-speed isn’t anything to write home about. It maintains illegal highway speeds easily, however, so no issue there (unless you’re not paying attention and get caught), but more importantly, the little Hyundai offers great tracking ability and a wonderfully smooth ride for such a short wheelbase.

As noted earlier, the Venue is one of the truest of micro-SUVs, with its 2,520-millimetre span from front to rear axles even short for the subcompact class. It’s actually second smallest, behind Ford’s EcoSport, with a wheelbase of 2,519 mm, while even the rather small interior of Toyota’s C-HR rides on a much lengthier wheelbase measuring 2,640 mm.

Fortunately, the comparatively upright Venue feels larger inside than its external dimensions suggest. To clarify, it measures 4,040 mm from nose to tail, 1,770 mm from side-to-side, and 1,565 mm tall (or 1,590 mm with roof rails), while its front and rear track stretches 1,555 and 1565 mm respectively, which once again makes it shorter than anything else in the class save the EcoSport, but its 1,770-mm of width makes it exactly the same as the H-RV from side-to-side, while wider than the CX-3, the base Trax, and once again the EcoSport. Vertically, however, its 1,590-mm height makes it nowhere near as tall as the 1,650-mm high EcoSport or many of its other rivals, but it’s still taller than the CX-3, C-HR, and Kona, making its headroom quite expansive.

The Venue’s cargo capacity is good at 902 litres when the 60/40-split rear seatbacks are folded flat, while dedicated luggage space is 528 litres, just 16 litres short of the Kona’s 544 litres behind the rear seats. The Kicks offers 915 litres of maximum cargo space, incidentally, but the gain is so nominal it’s more or less a wash, yet its dedicated storage volume measures 716 litres, which is a significant bonus in this tiny SUV class.

Back up front, the driving position is excellent, with the tilt and telescopic steering column’s rake and reach capable of being moved far enough rearward to provide my long-legged, short-torso frame ample comfort and control over the lovely leather-clad steering wheel, which allowed for a relaxed seatback while a wrist could easily hang over the top of the steering wheel rim; the ideal check for driver seat positioning. I also found plenty of space from side-to-side, although folks used to a larger utility might find themselves sitting a bit closer to their front passenger than in compact or mid-size SUVs.

The rear passenger compartment is spacious and the seats comfortable too, plus despite being a bit tight for three adults there’s a seatbelt in the middle for a third passenger, better left for smaller folk or children. There’s no foldable centre armrest, which is common for this class, but it would’ve been a nice addition. Likewise, there aren’t a lot of rear-seat creature comforts, unusual for a top-line Hyundai, but once again very normal for an entry-level vehicle. This means there are no rear seat warmers, no rear air vents, and not even a port to plug in and charge a personal device. The Kicks, on the other hand, provides two USB-A chargers on the backside of the front centre console.

It’s a nicely finished, relatively refined cabin too, but don’t expect a lot of soft-touch surfaces. The dash-top is made from a nicely textured composite, but it’s hard, and each door upper is hard-shell plastic as well. Even the door inserts offer no cushioning, the only area to get some slightly padded leatherette, stitched with contrasting thread no less, are the door armrests.

This, unfortunately for Hyundai, is a big downgrade from the latest Kicks SR Premium that pampers with pliable, padded, premium-level pleather, also with contrast-stitching, from the very left to the very right of the dash facing, plus the centre armrest, instead of being a firm yet pliable rubber in the case of the Venue, is just as comfortable as the cushy door armrests that flow down in one single piece from the equally comforting door inserts. What’s more, Nissan even wraps each side of the lower front console in stitched, padded leatherette, protecting the inside knees from chafing while looking downright sensational at the same time, so Hyundai might want to give its ultimate Venue a bit more luxe when it comes up for a refresh.

The Venue’s aforementioned leather-wrapped steering wheel is very nice, however, but once again I think you’ll be more impressed by the top-line Kick’s more padded and sportier shaped flat-bottom leather-clad rim, while both models’ leather-enhanced shift knobs will probably be more of a personal taste issue—although the leatherette boot shrouding the Venue’s gear lever wears a more pronounced contrast stitching that adds a bit more style.

The Venue’s fabric seats are really attractive, and finished in leatherette with light grey stitching and similarly coloured piping on the bolsters. The textured inserts feature a swoopy light grey “J” pattern (or reverse-J on the driver’s side) that matches a similar black-stitched pattern on the lower cushions, which I have to say is not only really nice, but totally unique and much more creative than most automakers offer. Hyundai even repeats the pattern on the back seats, something not always seen in the lower classes.

Some other details include metallic white trim around the vent bezels and under the tablet-style infotainment touchscreen, although the latter looks more like a free Alcatel giveaway tablet from five years ago than anything from Samsung or Apple. The shifter surround gets the same metallic white treatment, while the door handles are in a dark grey metallic finish. All of the switchgear is impressive for the class too, featuring nice dense composites, extremely tight fitment, and high-quality damping. I have to say, whoever came up with this interior design should get some sort of award, at least from Hyundai, because it’s really well done.

Not surprisingly these days, but still a treat in such a small, inexpensive vehicle, my Venue came well-stocked with advanced driver assistive systems in a suite dubbed Hyundai SmartSense. Of course, this list includes Forward Collision-Avoidance Assist with Pedestrian Detection (a.k.a. automatic emergency braking), plus Blind-Spot Collision Warning, Lane Keeping Assist (that’s so good it can nearly drive itself on the highway, and even on city streets, almost like the Hyundai Driving Assist semi-autonomous feature), Lane Change Assist, Rear Cross-Traffic Collision Warning, and Driver Attention Warning, while automatic High Beam Assist adds convenience.

A feature I really like is a subtle audible notification that lets you know when the car in front leaves after being stationary at a stoplight. This is useful if you happen to be looking down to change the radio station, setting some other function in the infotainment system, or operating the HVAC system, or for that matter talking to someone in the car.

It’s these types of thoughtful features that raise Hyundai above most peers, and have made it a success story in Canada. The Venue is now the most affordable way to get into the Korean brand when buying new (albeit only a few hundred less than the base Elantra), and the least expensive crossover SUV in the country, by a long shot. Factor in their five-year or 100,000 km comprehensive warranty, and this cute little utility becomes difficult to argue against.

Review and photos by Trevor Hofmann

There’s no hotter segment in today’s car market than the compact crossover SUV. Having started in 1994 with the Toyota RAV4, a model that was joined by Honda’s CR-V the following year, and Subaru’s…

New Car Comparisons

These 5 Compact Crossover SUVs sell better than all of the others combined

2021 Toyota RAV4 — It’s easy to see why Toyota’s latest RAV4 has become so popular, but its rugged, truck-like styling is only part of the story.

There’s no hotter segment in today’s car market than the compact crossover SUV. Having started in 1994 with the Toyota RAV4, a model that was joined by Honda’s CR-V the following year, and Subaru’s Forester in 1997, this category has been bulging at the seams ever since.

To be clear, in this top-five overview we’re focusing on the best-selling compact crossovers, not including off-road-oriented 4x4s such as Jeep’s Wrangler or Ford’s new Bronco (the smaller Bronco Sport, which is based on the Escape, does qualify however), and also excluding smaller subcompact SUVs like Hyundai’s Kona and Subaru’s Crosstrek.

Toyota RAV4 dominated with 67,977 sales in 2020

2021 Honda CR-V Hybrid — The 2021 Honda CR-V, shown here in Hybrid trim that’s not offered in Canada, is the next-best-selling compact crossover SUV.

Not long ago, Honda’s CR-V owned this segment, but Toyota’s RAV4 has ruled supreme since introducing its hybrid variant in 2015 as a 2016 model. This allowed Toyota to stay just ahead of the popular Honda, although introduction of the latest fifth-generation RAV4 in 2018, which now even comes in an ultra-quick plug-in RAV4 Prime variant, has helped to push the roomy RAV4 right over the top.

With deliveries of 67,977 examples in 2020, the RAV4’s sales dwarfed those of the next-best-selling CR-V by 17,842 units, plus it more than doubled the rest of the top-five contenders’ tallies last year.

Interesting as well, Toyota was one of only three models out of 14 compact crossover SUV competitors to post positive gains in 2020, with total deliveries up 4.18 percent compared to those in 2019.

Without doubt, the new RAV4’s tough, rugged, Tacoma-inspired styling is playing a big role in its success, not to mention duo-tone paint schemes that cue memories of the dearly departed FJ Cruiser. Likewise, beefier new off-road trims play their part too, as well as plenty of advanced electronics inside, a particularly spacious cabin, class-leading non-hybrid AWD fuel economy of 8.0 L/100km combined when upgrading to idle start/stop technology (the regular AWD model is good for a claimed 8.4 L/100km combined), and nearly the best fuel economy amongst available hybrids in this segment at 6.0 L/100km combined (not including PHEVs).

Another feather in the RAV4’s cap is top spot in J.D. Power’s 2021 Canada ALG Residual Value Awards for the “Compact Utility Vehicle” category, meaning you’ll hold on to more of your money if you choose a RAV4 than any other SUV on this list.

This feat is backed up by a 2020 Best Retained Value Award from the Canadian Black Book (CBB) too, although to clarify the Jeep Wrangler actually won the title in CBB’s “Compact SUV” category, with the runners up being the Subaru Crosstrek and RAV4. The fact that these three SUVs don’t actually compete in the real world gives the RAV4 title to CBB’s Best Retained Value in the compact crossover SUV category, if the third-party analytical firm actually had one.

The RAV4 was also runner-up in the latest 2021 J.D. Power Vehicle Dependability Study (VDS) in the “Compact SUV” class, while the RAV4 Hybrid earned the highest podium in Vincentric’s most recent Best Value in Canada Awards, in the Consumer section of its “Hybrid SUV/Crossover” category, plus the same award program gave the RAV4 Prime plug-in a best-in-class ranking in the Fleet section of its “Electric/Plug-In Hybrid SUV/Crossover” segment.

The 2021 Toyota RAV4 starts at $28,590 (plus freight and fees) in LE FWD trim, while the most affordable RAV4 Hybrid can be had for $32,950 in LE AWD trim. Lastly, the top-tier RAV4 Prime plug-in hybrid starts at $44,990 in SE AWD trim. To learn about other trims, features, options and pricing, plus available manufacturer financing/leasing rates and other available rebates and/or dealer invoice pricing, check out the CarCostCanada 2021 Toyota RAV4 Canada Prices page and the 2021 Toyota RAV4 Prime Canada Prices page.

Honda claims a solid second-place with its recently refreshed CR-V

Lagging behind arch-rival Toyota in this important segment no doubt irks those in Honda Canada’s Markham, Ontario headquarters, but 50,135 units in what can only be considered a tumultuous year is impressive just the same.

This said, experiencing erosion of 10.42 percent over the first full year after receiving a mid-cycle upgrade can’t be all that confidence boosting for those overseeing the CR-V’s success.

Too little, too late? You’ll need to be the judge of that, but the CR-V’s design changes were subtle to say the least, albeit modifications to the front fascia effectively toughened up its look in a market segment that, as mentioned a moment ago, has started to look more traditionally SUV-like in recent years.

Of note, the CR-V took top honours in AutoPacific’s 2020 Ideal Vehicle Awards in the “Mid-Size Crossover SUV” category, not that it actually falls into this class. Still, it’s a win that Honda deserves.

The CR-V is also second-most fuel-efficient in this class when comparing AWD trims at 8.1 L/100km combined, although the Japanese automaker has chosen not to bring the model’s hybrid variant to Canada due to a price point it believes would be too high. Hopefully Honda will figure out a way to make its hybrid models more competitor north of the 49th, as an electrified CR-V would likely help it find more buyers.

The 2021 Honda CR-V starts at $29,970 in base LX 2WD trim, while the top-line Black Edition AWD model can be had for $43,570 (plus freight and fees). To find out about all the other trims, features, options and more in between, not to mention manufacturer rebates/discounts and dealer invoice pricing, go to the 2021 Honda CR-V Canada Prices page at CarCostCanada.

Mazda and its CX-5 continue to hang onto third in the segment

2021.5 Mazda CX-5 — Mazda’s CX-5 comes closer to premium refinement than any SUV in this class when upgraded to Signature trim.

With 30,583 sales to its credit in 2020, Mazda’s CX-5 remains one of the most popular SUVs in Canada. What’s more, it was one of the three SUV’s in the class to post positive growth in 2020, with an upsurge of 10.42 percent.

Additionally, these gains occurred despite this second-generation CX-5 having been available without a major update for nearly five years (the already available 2021.5 model sees a new infotainment system). This said, Mazda has refined its best-selling model over the years, with top-line Signature trim (and this year’s 100th Anniversary model) receiving plush Nappa leather, genuine rosewood trim, and yet more luxury touches.

2021 Mazda CX-5 Signature — The CX-5 Signature provides soft Nappa leather upholstery and real rosewood trim for a truly luxurious experience.

Its Top Safety Pick Plus ranking from the U.S. National Highway Traffic Safety Administration (NHTSA) probably helped keep it near the top, an award that gives the CX-5 a leg up on the RAV4 and CR-V that only qualify for Top Safety Pick (without the Plus) status.

At 9.3 L/100km combined in its most basic AWD trim, fuel economy is not the CX-5’s strongest suit, but Mazda offers cylinder-deactivation that drops its city/highway rating to 9.0 flat.

The CX-5’s sleek, car-like lines buck the just-noted new trend toward truck-like ruggedness, while, as noted, its interior is arguably one of the most upscale in the segment, and overall performance very strong, especially with its top-tier 227 horsepower turbocharged engine that makes a commendable 310 lb-ft of torque.

The 2021 Mazda CX-5 is available from $28,600 in base GX FWD trim, whereas top-level 2021 100th Anniversary AWD trim starts at $43,550 (plus freight and fees), and the just-released top-line 2021.5 Signature AWD trim can be had for $42,750. To learn more about all the trims, features, options and prices in between, plus available no-haggle discounts and average member discounts thanks to their ability to access dealer invoice pricing before negotiating their best price, check out the CarCostCanada 2021 Mazda CX-5 Canada Prices page.

Hyundai holds onto fourth place despite slight downturn

2022 Hyundai Tucson — Hyundai completely overhauled the Tucson for 2022, making it one of the more appealing SUVs in the compact class.

With 28,444 units sold during the 12 months of 2020, Hyundai is so close behind Mazda in this category that its Tucson might as well be tailgating, and that’s despite losing 5.42 percent from last years near all-time-high of 30,075 deliveries.

Sales of the totally redesigned 2022 Tucson have only just started, however, so we’ll need to wait and see how well it catches on. Fortunately for Hyundai fans, and anyone else who appreciates things electrified, a Tucson Hybrid joins the fray in order to duel it out with Toyota’s mid-range RAV4 Hybrid.

This last point is important, as the conventionally-powered 2022 Tucson AWD is only capable of 9.0 L/100km combined, making the Tucson Hybrid the go-to model for those who want to save at the pump thanks to 6.4 L/100km. Of note, a new 2022 Tucson Plug-in Hybrid is now the fourth PHEV in this segment.

Another positive shows the new 2022 Tucson receiving a Top Safety Pick Plus award from the NHTSA, as does the fifth-place 2021 Nissan Rogue, incidentally, plus Subaru’s Forester, and Ford’s new Bronco Sport. Now that we’re on the subject, lesser Top Safety Pick winners that have not yet been mentioned include the Chevrolet Equinox, Ford Escape, the outgoing 2021 Tucson, and Kia’s Sportage.

The 2022 Hyundai Tucson starts at $27,799 in its most basic Essential FWD trim, while the conventionally powered model’s top-level N Line AWD trim is available from $37,099. Moving up to the 2022 Tucson Hybrid will set you back a minimum of $38,899 (plus freight and fees, before discount), while this model is substitutes the conventionally-powered N Line option for Ultimate trim, starting at $41,599. The model’s actual ultimate 2022 Tucson Plug-in Hybrid trim starts at $43,499 in Luxury AWD trim, while that SUV’s top-level Ultimate trim costs $46,199. To find out about all the trims, features, options, prices, discounts/rebates, dealer invoice pricing, etcetera for each of these models go to CarCostCanada’s 2022 Hyundai Tucson Canada Prices page, 2022 Hyundai Tucson Hybrid Canada Prices page, and 2022 Hyundai Tucson Plug-In Hybrid Canada Prices page.

Nissan Rogue sees one of the biggest sales losses in the segment for 2020

2021 Nissan Rogue — Nissan hit the new 2021 Rogue’s design right out of the park, with recent sales numbers showing that buyers like what they see.

While top-five placement from 25,998 sales in 2020 is nothing to sneeze at, Nissan’s Rogue is a regular top-three finisher in the U.S., and used to do just as well up here as well.

The last full calendar year of a longer-than-average six-year run saw the second-generation Rogue’s sales peter out in 2020, resulting in a year-over-year plunge of 30.73 percent. In fact, the only rival to fare worse was the Mitsubishi Eclipse Cross that lost 40.66 percent from the year prior, and that sportier model isn’t exactly a direct competitor due to its coupe-crossover-like profile. On the positive, that unique Japanese crossover earned best in its Compact XSUV class in AutoPacific’s 2021 Vehicle Satisfaction Awards, which is something Mitsubishi should be celebrating from the rooftops.

Fortunately, an all-new 2021 Rogue is already upon us, and was doing extremely well over the first half of this year, with Q2 sales placing it in third. That model provides compact SUV buyers a massive jump in competitiveness over its predecessor, especially styling, interior refinement, ride and handling, electronics, plus ride and handling, while its fuel economy is now rated at 8.1 L/100km with AWD.

The new Rogue’s overall goodness was recently recognized by the Automobile Journalist’s Association of Canada (AJAC) that just named it “Best Mid-Size Utility Vehicle in Canada for 2021”, even though it falls within the compact camp.

The 2021 Nissan Rogue is available from $28,798 (plus freight and fees) in base S FWD trim, while both 2021 and 2021.5 Platinum AWD trims start at $40,798. To learn more about all trims, features, options, prices, discounts/rebates, dealer invoice pricing, and more, check out the CarCostCanada 2021 Nissan Rogue Canada Prices page, plus make sure to find out how the CarCostCanada system helps Canadians save thousands off their new vehicle purchases, and remember to download their free app from the Apple Store or Google Play Store so you can have all of their valuable information at your fingertips when you need it most.

How the rest fared during a challenging 2020

2021 Ford Escape — Ford’s latest Escape hasn’t found as much purchase as previous iterations, despite being offered in conventional, hybrid and plug-in hybrid forms.

For those who just need to know, sixth in this compact crossover SUV segment is Ford’s Escape at 23,747 unit-sales, although deliveries crashed by a staggering 39.89 percent from 2019 to 2020, and that’s after a 9.37-percent loss from the year before, and another 9.0 percent tumble from the 12 months prior. Back in calendar year 2017, the Escape was third in the segment, but for reasons that are clearly not related to the Escape Hybrid’s best-in-class fuel economy of 5.9 L/100km combined, the Escape Plug-in Hybrid’s even more miserly functionality, or for that matter the industry’s recent lack of microchips that seem to have crippled Ford more than most other automakers, the blue-oval brand is losing fans in this class at a shocking rate.

2022 Volkswagen Tiguan — Volkswagen adds a sporty “R” trim to its Tiguan line for 2022, which it hopes will increase compact SUV buyer interest.

And yes, that last point needs to be underlined, there can be many reasons for a given model’s slow-down in sales, from the just-noted chip shortage, as well as the health crisis that hampered much of 2020, to reliability issues and the age of a given model’s lifecycle, while styling is always a key factor in purchasing decisions.

All said, Volkswagen’s Tiguan sits seventh in the compact SUV category with 14,240 units sold in 2020, representing a 26.02-percent drop in year-over-year deliveries, while the aforementioned Forester was eighth with 13,134 deliveries over the same 12-month period. Chevrolet’s Equinox was ninth with 12,502 sales after plummeting 32.43 percent in popularity, whereas Kia’s Sportage capped off 2020’s top 10 list with 11,789 units down Canadian roads after a 6.71-percent downturn.

2021 Jeep Cherokee Limited — Jeep’s Cherokee is one of the only off-road capable SUVs in this compact class, but sales have been slipping despite its many attributes.

Continuing on, GMC’s Terrain was 11th with 9,848 deliveries and an 18.09-percent loss, Jeep’s Cherokee was 12th with 9,544 sales and a 30.27-percent dive, Mitsubishi’s Outlander (which also comes in PHEV form) was 13th with 7,444 units sold due to a 30.43-percent decline, and finally the same Japanese brand’s Eclipse Cross was 14th and last in the segment with 3,027 units sold and, as mentioned earlier, a sizeable 40.66-percent thrashing by Canadian compact SUV buyers.

Ford’s Bronco Sport newcomer already making big gains

2021 Ford Bronco Sport — Ford’s Bronco Sport is the new darling of the compact SUV class, not to mention the Cherokee’s new arch-nemesis.

The Rogue wasn’t the only SUV to shake up the compact SUV class during the first six months of 2021, incidentally, with the second honour going to the Bronco Sport that’s already outselling Jeep’s Cherokee at 2,772 units to 2,072, the Cherokee being the SUV the smaller Bronco most specifically targets thanks to both models’ serious off-road capability.

The Bronco Sport was actually ranking eighth overall when this year’s Q2 closed, beating out the Sportage (which will soon arrive in dramatically redesigned form) despite its two-position move up the charts, this displacing the Forester (which dropped a couple of pegs) and the Equinox (that’s currently ahead of the Forester).

2022 GMC Terrain — General Motors does reasonably well in this class when both Chevrolet and GMC sales are combined, managing a collective eighth place.

The Cherokee, in fact, moves up a place due to sluggish GMC Terrain sales, but to be fair to General Motors, both its Chevy and GMC models (which are actually the same under the skin) would be positioned in eighth place overall if we were to count them as one SUV, while the Hyundai–Kia pairing (also the same below the surface) would rank third overall.

Make sure to check out the gallery for multiple photos of each and every compact crossover SUV mentioned in this Top 5 overview, plus use the linked model names of each SUV above to find out about available trims, features, options, pricing, discounts (when available), rebates (when available), financing and leasing rates (when available), plus dealer invoice pricing (always available) that could save you thousands on your next new vehicle purchase.

Story credits: Trevor Hofmann

Photo credits: Manufacturer supplied photos

News & Reviews- Month: September 2021