After three years in the Canadian auto market, the Hyundai Palisade will get a refresh for 2023, featuring a whole host of notable updates worthy of attention. First off, changes to frontal styling include…
After three years in the Canadian auto market, the Hyundai Palisade will get a refresh for 2023, featuring a whole host of notable updates worthy of attention.
First off, changes to frontal styling include a much chunkier chrome grille outline incorporating larger, rectangular chromed insert pieces that Hyundai refers to as “rugged parametric shield elements,” resulting in a bolder overall appearance that should appeal to more masculine tastes. Additionally, an updated lower front fascia mirrors the bolder grille opening above, with air vents in between that the Korean automaker’s namesake brand claims to optimize the front cooling area, as does an unseen extended internal air guide, plus aerodynamic underside panels below the SUV. At the very base of the fascia is a redesigned lower front skid plate featuring new strake detailing that adds ruggedness to the SUV’s visual presence.
Additionally, redesigned LED headlight clusters attach to reworked vertically-connected LED composite daytime running lights to each side, making the Palisade’s entire frontal view appear wider yet more upright than before, not to mention more traditionally SUV-like.
Refreshed styling aids aerodynamics front to back
We’re not quite sure what Hyundai was referring to when claiming the Palisade’s “fast A-pillar angle” as something new, being that the basic hard-points of this SUV haven’t changed at all (perhaps they were highlighting carryover design elements, although it was unclear in the press release), but extremely sharp eagle eyes might detect the new auto-dimming side mirrors from the rear three-quarter view. Most are more likely to initially pick up on the fresh set of “dark-finish, rugged-themed” 20-inch alloy wheels, however, plus Hyundai also points out new rear wheel aero deflectors to minimize drag.
Aero upgrades in mind, a new rear spoiler side garnish aids airflow as well, and while the Palisade’s LED taillights appear identical to those on the outgoing model, Hyundai has cleaned up the rear bumper cap with a broad, narrow strip across its centre portion incorporating light reflectors and reverse lamps; this in place of the rectangular lenses previously found at each side. This removes the L-shaped chrome garnish that currently wrap around the outside of said lenses, before stretching forward to the back edge of the rear fender flare. Again, the new look is cleaner, as is the metallic brush plate-style bumper garnish that now features a straighter line across its top section, plus squared off creases down below.
Improvements made to one of the most refined cabins in the mid-size SUV segment
A new four-spoke steering wheel greets the driver upon entry, while a redesigned instrument panel features updated air vents across an entirely new horizontally-themed centre section, which starts at the ignition switch just below the main touchscreen display, and finishes off to the right of the front passenger before butting up against new door panels.
The fully digital driver’s display has been updated too, not that the outgoing design required revision, as it’s arguably class-leading thanks to integrated monitors that automatically respond to turn signal input by providing clear rearward views down each side of the SUV before changing lanes, plus a segment-exclusive (other than the Kia Telluride that also gets a refresh for 2023) monitor that lets inattentive drivers know if the car in front has accelerated away after waiting at a stoplight.
New digital rearview mirror enhances confidence and safety
The main infotainment touchscreen appears unchanged, although Hyundai speaks of new 12-inch navigation with 720p resolution, while the audio panel below is more obviously modified with simpler matte black buttons and black on metallic dials, instead of the full aluminum-look design previously used.
Up at eye-level, a new digital rearview mirror (a Hyundai first) is also available, making it possible for the driver to see completely past multiple rows of passengers. Conveniently, a conversation mirror lets the driver visually communicate with rear passengers while that digital rearview mirror is in use, a best-of-both-worlds scenario.
Additional tech upgrades include new USB-C ports replacing outdated USB-A ports (you’d better upgrade your USB cords), which allow quicker charging (up to 3 amps), as well as a new 15-watt wireless charging pad that provides faster smartphone charging than the old five-watt pad. Lastly, Hyundai as enhanced the Palisade’s dynamic voice recognition.
More comfortable seats get extra heat and cooling
That driver will enjoy a new “Ergo-motion” seat, as it’s reportedly more comfortable over long hauls, plus new first-class airline-style winged headrests for the second-row outboard positions. All rows get new upholstery too, while a second-row armrest angle adjuster comes as part of the new eight-passenger configuration; eight being the highest occupant capacity of any Hyundai vehicle ever sold in North America.
All passengers will enjoy new ambient lighting themes, while those in the second-row outboard positions get optional heated and ventilated cushions. Those in the very back of upper trims not only benefit from one-touch second-row seats for easier access, but also power-reclining and new heatable third-row seats, while those in the aft cabin of the Calligraphy model might also appreciate the quieter acoustic-laminated rear door glass.
The rear liftgate powers open, of course, while the same powered mechanism that lets the rearmost passengers recline their backrests also allows unoccupied rear seatbacks to be folded down and back up again electrically.
Notable advanced driver assistance and convenience systems include Forward Collision-Avoidance Assist, Navigation-based Smart Cruise Control, Highway Driving Assist, Reverse Parking Collision-Avoidance Assist, and Remote Smart Parking Assist, while the new 2023 Palisade will also features Ultrasonic Rear Occupant Alert and new standard rear side-impact airbags.
Powerful performance remains a Palisade strong suit
The Palisade’s powertrain might be its strongest and weakest link simultaneously. Strong is its 291 horsepower and 262 lb-ft of torque, this resulting from a big, capable 3.8-litre V6, but most competitors, including the updated 2023 version of the entire mid-size SUV segment’s best-selling Toyota Highlander, utilize turbocharged four-cylinder power to achieve similar or better performance with significant fuel economy gains.
The new 2023 Highlander will receive a slightly detuned version of the same 2.4-litre turbo-four as found in the upcoming 2023 Lexus RX 350, making 265 horsepower and 309 lb-ft of torque as a Toyota, which while down 26 horsepower on the Palisade, and even more than in its own 295-hp predecessor, it puts out considerably more torque, a figure that matters most when hauling heavy loads. What’s more, the Highlander has long offered a hybrid model that will continue forward into 2023, while there’s a good chance a plug-in variant will be added, due to the Lexus RX 450h+ PHEV having already being announced. So far, we’ve only heard talk about the impressive new Santa Fe Hybrid PHEV’s plug-in drivetrain being applied to the larger Palisade, but it will likely make the grade sooner than later.
As it is, the 2022 Palisade, which utilizes the same engine, eight-speed automatic transmission and all-wheel drive system found in the new 2023 version, achieves a combined city/highway fuel economy rating of 11.1 L/100km, compared to 10.3 L/100km for the regular 2022 Highlander with its 3.5-litre V6, eight-speed auto and AWD. The 2022 Highlander Hybrid is good for a claimed city/highway rating of 6.7 L/100km, incidentally, while the upcoming 2023 Lexus RX 350 with its new 2.4-litre turbo-four boasts a rating of 9.8 L/100km combined, expected to slightly less when tuned for the future Highlander. Similar scenarios play out with some other segment rivals, meaning Hyundai will want to improve fuel economy in the Palisade to make it more competitive.
Palisade grows Hyundai’s place in the seven-passenger mid-size SUV segment
On the positive, since arriving in June of 2019, the Palisade has played a significant role in Hyundai’s lineup, not to mention Canada’s entire three-row mid-size crossover SUV market segment. Taking over from the elongated Santa Fe XL that bowed out during the same year, the Palisade was a significant step forward in style, refinement and interior roominess, resulting in a sharp uptick in sales volume.
During its most popular calendar year of 2014, the Santa Fe XL sold just 2,332 units, whereas the Palisade hit the road running with 3,845 deliveries in its first half-year, plus Hyundai sold 7,279 Palisades during 2020’s rather tumultuous health crisis response-influenced sales cycle, and 6,739 examples were delivered last year; the slight downturn likely caused by the chip shortage.
Palisade has secured solid mid-pack popularity on the sales charts
All in all, updates made to the 2023 Hyundai Palisade appear to be what’s needed from a design perspective, while all the new features will no doubt be welcomed. Those who love big powerful V6 engines will also be happy nothing has changed behind that bold new grille, but such consumers are getting harder to find as fuel prices rise, so the jury remains out on the Palisade’s future success, at least until it adopts some of its thriftier powertrains from the Santa Fe.
The Redesigned PALISADE | Hyundai (1:02):
2022 NY Auto Show | PALISADE Reveal | Hyundai (16:33):
Story credits: Trevor Hofmann
Photo credits: Hyundai
With regular unleaded soaring over $2.00 per litre in some provinces, and expectations for even higher pump prices in the near future, Canadians are starting to get serious about going electric. This…
With regular unleaded soaring over $2.00 per litre in some provinces, and expectations for even higher pump prices in the near future, Canadians are starting to get serious about going electric. This brings up the question, which EV is most efficient?
While EVs capable of “going the distance” are impressive, an ability to drive 400 to 500 kilometres on a single charge might not be your best choice unless you plan to travel from Toronto to the Muskokas or Vancouver to the Okanagan on a regular basis. Efficiency, on the other hand, is paramount, because it factors in how much you’ll actually be spending. After learning this, you can compare a given EV to the conventional internal combustion engine (ICE) powered vehicle you’re driving now.
This formula would normally require the comparison of an EV’s Le/100km ranking to an ICE vehicle’s L/100km rating, but in this case, we’re borrowing info compiled by the U.S. Environmental Protection Agency (EPA), so you’ll be seeing MPGe. Either way, it gives us a good indication of the top 5 most efficient vehicles available in a market that’s very similar to Canada, plus, as an added bonus, we’ll also list off how the “losers” fared.
1) Tesla Model 3: Canada’s best-selling electric vehicle for good reason
Most popular doesn’t always translate into most practical, but in the world of electric cars, efficiency seems to matter just as much as style, performance, luxury features and premium status. The Model 3 has it all, along with best-selling BEV stats and sales leadership in its compact luxury D-segment, beating such perennial all-stars as BMW’s 3 Series, Mercedes-Benz C-Class and Audi’s A4 (see our Tesla Model 3 sales story here).
At a starting price of $45,099, the all-electric Model 3 is just $109 more expensive than the $44,990 base BMW 330e, which is merely a plug-in hybrid, while last year’s M-B C 300 4Matic Sedan (the redesigned one is not yet available) started at $49,500 with no motive electrification at all. Similarly, the 2022 Audi A4 Komfort 40 TFSI quattro incorporates no electric motivation, but at least its $43,800 window sticker saves $1,299 off the top, but that’s no small comfort when balancing off all of these German challengers’ premium unleaded requirement.
So how do the numbers stack up? As per the EPA, the Model 3 achieves 132 MPGe combined city/highway for a cost of $500 USD per year, or about $635 CAD at the time of writing. After seeing countless social media posts of Canadians filling their tanks well beyond $100 per fill per week, it doesn’t take a genius to figure out how quickly a Model 3 might pay itself off compared to the just-noted ICE vehicles it competes with.
2) Lucid Air: Gorgeous newcomer offers a lot for the luxury sedan crowd
Lucid what? For many, the name Lucid won’t ring any bells, but those keeping an eye on the EV scene will already be well informed of this Tesla Model S sized competitor. Designed to compete with Tesla’s first practical passenger car (which achieves sixth place on this list), the Air is a much more modern take on luxury, plus its $105,000 entry point is much more advantageous than the Model S’ $120,700 base price.
Still, eclipsing the $100k threshold will make Lucid Motors’ initial model out of reach for the majority of Canadians, even when considering its exceptional 131 MPGe rating and second-place ranking on this list, the latter matching the Model 3 at $500 USD per year, incidentally, or $635 CAD.
3) Tesla Model Y: An even more practical Model 3
For those wanting a Model 3 but requiring more space, the Model Y provides a sporty crossover alternative featuring more cargo space, a handy liftback design and a slight increase in ride height for better overall visibility.
Starting at $75,700, the Model Y brings EV ownership a bit more down to earth than the Lucid, albeit nowhere near as affordable as the Model 3. At 129 MPGe, however, its annual running costs are identical to the aforementioned EVs at about $500 USD ($635 CAD).
4) Chevrolet Bolt EV: Affordable from the get-go
General Motors has been building electric cars longer than the majority of its competitors, giving Chevy a competitive edge that’s resulting in strong sales and low running costs.
The Bolt EV achieves a 120 MPGe rating and $550 USD ($700 CAD) per annum running costs, and when including its initial price of just $38,198, becomes one of the more affordable electric vehicles on this list, especially after factoring in any government rebates.
If you’re wondering how Hyundai’s $44,999 Ioniq 5 fits into the picture, which incidentally is identical under the skin to the less dominant Korean brand’s just-mentioned EV6, a ninth-place standing is respectable, plus 114 MPGe rating and $600 USD ($764 CAD) yearly running cost estimate laudable, the two new Korean models making me wonder how Kia will be able to sell any more $44,995 Niro EVs, which sits 10th on this list. That practical crossover manages 112 MPGe, however, for the same annual cost of $600 USD ($764 CAD).
Mustang Mach-E is a strong seller despite being less efficient than many EV peers
Considering its success on the sales charts, Ford’s Mustang Mach-E should seemingly be ranked higher on this list, but its 103 MPGe and $650 USD ($827 CAD) annual running cost estimate won’t allow, although it’s more or less matched to its main competitor, Tesla’s Model X that achieves the same yearly electrical costs, albeit just 102 MPGe. The sharp looking new Volkswagen ID.4 ranks the same for running costs too, but with a 99 MPGe fuel economy estimate.
The mid-size sedan might be a dying breed, especially in Canada where they’ve never been as popular as compact four-doors and hatchbacks, but Hyundai hasn’t given up on it like some others in this class. In fact, the Sonata was given a complete eighth-generation redesign for the 2020 model year, so therefore its seriously menacing new face carried forward unchanged into 2021, and will so once again for 2022.
Menacing yes, but that’s not to say I don’t like the look. As seen on this as-tested Sonata Hybrid Ultimate, which gets more chrome than some other Sonata trims, such as the sporty new N Line variant, and particularly when that grille is surrounded by Hampton Grey paint that comes across as more of a champagne-taupe in some lighting conditions, the snarly look is almost soft and approachable. Whether you find it intensely angry or just purposefully intent, the new Sonata does appear consequential, and when push comes to shove it should be, because it’s doing the serious work of minimizing its eco-footprint while maximizing range and performance.
The Sonata Hybrid’s fuel economy is superb at 5.3 L/100km in the city, 4.6 on the highway and 5.0 even combined. It’s even a smidge better than similarly-equipped Toyota Camry Hybrids that come rated at 5.3 L/100km city, 5.0 highway and 5.1 combined (the Camry Hybrid’s base LE trim does better at 4.9, 4.8 and 4.9 respectively), and considerably more efficient than the Honda Accord Hybrid that gets a 5.3 city, 5.7 highway and 5.5 combined rating.
Even more surprising was the Sonata Hybrid’s acceleration and all-round performance, especially when the net numbers showed just 192 horsepower and 139 lb-ft of torque. It certainly felt more potent off the line than these figures suggest, plus thanks to steering wheel-mounted paddle shifters, its six-speed automatic transmission was quite engaging as well.
The Sonata Hybrid responds eagerly when pushed hard through corners too, plus it tracks confidently at high speeds in any condition, including on wet, slippery roads. It even remained stable when yanked aggressively toward the centre median by a large puddle, something much-needed and often appreciated in my city’s mostly wet winter weather.
Additionally, the button-operated gear selector is one of the best electronic transmission controllers I’ve tested, as it’s laid out intuitively and can all be actuated without moving the hand very far. Unlike some others (I’m speaking to you Honda/Acura), Hyundai’s quickly became second-nature, never leaving me mentally stranded in dumbfounded, panic-stricken overwhelm when coming up short of a turning circle-deprived U-turn with traffic approaching.
Interestingly, the electromechanical parking brake doesn’t automatically release when skipping a step and simply putting the car into Drive ahead of hitting the throttle, which is normally how these things work. I guess Hyundai felt it was best to err on e-brake safety, so be prepared to flick the switch manually each time you set out.
A two-way memory driver’s seat will automatically adjust you or your significant other back into your chosen position at the press of a single button, mind you, and I must say the driver’s positioning was superb overall. It comes complete with plenty of reach from the manually-operated tilt-and-telescopic steering column, while the seat itself was blissfully comfortable, despite only providing two-way lumbar support.
Both front seats get amped up with three-way heating and/or cooling, however, while the heated steering wheel rim put out near finger-scorching warmth—Hyundai may want to consider allowing drivers to tone it down a bit by adding a dual-mode temperature setting. Speaking of warmth, a dual-zone automatic climate control system made it easy to maintain an ideal level of cabin air comfort, while the centre stack-mounted interface was easy to sort out.
Now that I’m on the subject of instrument panel interfaces, there’s no shortage of digital displays inside this top-tier Hyundai. For starters, the only hint to things analogue about the gauge cluster is the nicely designed graphical nod to yesteryear’s circular speedometer and tachometer dials, with the division between both comes filled with a multi-information display-style assortment of functions. The display quality is very high in definition, while its reaction to inputs is instantaneous, and its feature set good for the class.
Being a hybrid, my tester included an animated energy-flow graphic at centre when the car was set to Eco mode, with surrounding colours being a mix of aqua-green and blues when so set, but everything glowed red in Sport mode, not that choosing the fiery hue was a particularly original thing for Hyundai to do (hey designers, how about orange or yellow just to separate your cars from the masses?). This said, Hyundai leaves a version of its Eco metre on the right-side dial no matter which drive mode the car is set to, with the Smart setting a personal favourite, being that it feels ready and waiting to either drive as frugally as possible more often than not, or as quickly as possible when called upon.
Hyundai added rear-facing cameras below the Sonata’s side mirrors last year, which project a live image onto the left- or right-side primary gauge cluster dials when engaging either turn signal. This is an absolutely brilliant feature that more competitors should adopt, but so far Hyundai, plus its Kia and Genesis sibling brands, are the only ones to offer it simultaneously with advanced driver technologies such as blind-spot monitoring, or lane change warning and intervention.
Of note, Honda was actually first with a turn signal-activated rear camera system dubbed LaneWatch, which I raved about when more readily available, but recently the Japanese brand has been phasing it out in favour of blind-spot monitoring. Kudos to Hyundai for created an even better dual-sided camera system (Honda’s was only added to their cars’ passenger-side blind-spot), and then making it available alongside all of its advanced driver assistance and safety features.
A glance to the right shows a centre display that’s as high in definition as the digital gauge cluster, which means it’s impressive as well. It’s about the same size too, and utilizes a touchscreen-controlled scrolling tile system that features three large tiles at startup. These can be organised as per preferences, with the stock setup including a navigation map on the left, audio functions in the middle, and fuel economy readouts to the right. Hyundai also includes some touch-sensitive buttons down each side of the display, plus a volume knob. I would’ve appreciated a tuning/scrolling knob (usually on the right) as well, and considering this car is probably targeting a more mature crowd than most others in Hyundai’s lineup, I’m guessing an analogue dial for tuning in radio stations or changing tracks would be appreciated by more folks than just me.
The navigation system worked faultlessly during my multiple-week test, and the audio system impressed even more, not only filling the car with streaming media and satellite radio, both of which I use all the time, but its sound quality was very good for this class.
I was also happy to see a wireless charging pad at the base of the centre stack, plus USB charge points for the wired crowd, not to mention the availability of Android Auto or Apple CarPlay, the former having become my go-to smartphone connectivity tool as of late. The charging pad wasn’t working when I first got the car, but I was able to set it up easily via the infotainment system’s settings page, where I found countless cool personalization possibilities as well.
Looking upward, there’s an attractive overhead console, but no moonroof. That’s an unusual site in this class, but maybe more fitting in a car that’s partially powered by a motive battery, Hyundai replaced the traditional moonroof with a non-translucent glass solar roof. That’s right, the cool glass section on the front half of the Sonata Hybrid’s outer roof is only visible when outside of the vehicle, and while the lack of a sunroof wasn’t much of an issue for me, it was a very strange omission after 20-plus years of testing cars, and one I can imagine some may be totally put off by. After all, the only cars without sunroofs have long been cheap, base models, which this Sonata Hybrid Ultimate is not.
Along with the aforementioned comfortable front seats that included all the usual adjustments in this class, the cabin provided very impressive finishing. The dash top was mostly softish composite, except for the shroud overtop the instrument cluster and the very front portion of the dash under the windshield (some might call this the back portion), which alternatively gets a textured, soft-painted composite.
Even better, to the left and right of the dash top’s sloping section, plus around the centre display, nicely stitched and padded leatherette added an element of luxury. There’s more of this highfalutin stuff elsewhere too, particularly on the door panels front and back, plus the just-noted soft-painted surfacing gets used for additional touchpoints as well. Lastly, some of the mainstream sector’s usual hard-shell plastic can be found in the interior’s lower regions, but it’s nicely textured and seems well put together, as does everything else in the cabin.
Rear seat legroom is excellent, while the backrests and lower cushions are very comfortable. A large, wide armrest folds down from centre, featuring the usual dual integrated cupholders, plus outboard rear passengers also get two-way heatable seats, with switchgear next to each power window controller on the door armrests. Lastly, a USB-A charging port can be found on the backside of the front centre console, just below a set of heat/air vents.
The Sonata Hybrid’s trunk is identically sized to the regular Sonata’s cargo area too, this not having always been the case with hybrid models due to rear-bulkhead-mounted battery packs (the old Ford Fusion Hybrid’s battery was quite intrusive). It’s therefore quite spacious at 453 litres (16.0 cu ft), while the trunk’s usefulness can be expanded upon with the usual 60/40 split rear seatbacks.
At the time of publishing, Hyundai had yet to update its retail site with 2022 Sonata Hybrid information, which probably means 2021 models are still available. Either way, CarCostCanada had and still has 2022 and 2021 model year details, so suffice to say the 2022 is pretty well identical to its predecessor, other than the addition of new Shimmering Silver optional paint to go along with the same five upgraded hues that were also available last year. All six optional colours add $200 to the bottom line, whereas Hyper White is the only standard shade, and therefore the only way you can get a 2022 Sonata Hybrid for $40,649 (plus freight and fees), before negotiating a discount that is.
When putting pen to paper, so to speak, Hyundai was offering up to $2,000 in additional incentives, although most CarCostCanada members were saving an average of $1,500, thanks to knowledge of these incentives as well as having dealer invoice pricing info on hand when negotiating. All said, the 2022 Sonata Hybrid is $450 pricier than the 2021, the latter still starting at $40,199. Both model years are only available in one Ultimate trim, which means there are no options other than just-noted colours.
So, if you’re looking for a luxuriously appointed mid-size sedan with an impressive balance of efficiency and performance, you should seriously consider Hyundai’s Sonata Hybrid. If you don’t mind being greeted by a menacing frown each morning, I can promise it’ll deliver plenty of smiles throughout the rest of each day.
by Trevor Hofmann
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…
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).
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).
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…
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.
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
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.
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
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.
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
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.
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.
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.
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
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).
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.