It’s been about a year since I got back behind the wheel of Toyota’s completely rethought Venza, and I have to say its styling has grown on me. From seeming to pull inspiration from the previous-generation…

2022 Toyota Venza Limited AWD Road Test

The sleek looking 2022 Toyota Venza Limited AWD splits the air in order to maximize fuel-efficiency.
The new 2022 Toyota Venza Limited AWD is the mid-size crossover SUV class’ fuel-efficiency leader.

It’s been about a year since I got back behind the wheel of Toyota’s completely rethought Venza, and I have to say its styling has grown on me. From seeming to pull inspiration from the previous-generation RAV4, at least to my mind’s eye, I now see it has having a unique, modern, advanced look all of its own. Funny how taste’s change with familiarity, as there are now plenty more on the road than when initially driven.

It should be said that I normally prefer more truck-like crossover SUV designs, such as Toyota’s current RAV4 and Highlander. These pull a number of heritage design cues from Toyota’s storied 4×4 past, as well as styling influences from the Japanese brand’s more rugged, off-road-ready present-day SUV and pickup truck models, with the current RAV4’s overall look paying homage to the fabulous FJ Cruiser that itself was inspired by the brand’s original Willys/Jeep Wrangler-competitive FJ40, while both the RAV4 and Highlander share the basic shape of their grille designs with the current-generation Tacoma, which most truck fans will agree is one of the best-looking mid-size pickups ever.

Smooth, refined, sophisticated shape and execution

The 2022 Toyota Venza Limited AWD has a wind-cheating design, obviously formed in the wind tunnel.
The Venza has a really attractive rear design, particularly its thin, organically shaped taillights.

By comparison, the Venza’s smooth, wind-cheating shape seems designed for an altogether different purpose, even though it targets a similar audience to the Highlander, albeit one that doesn’t need as much passenger and cargo space. To be crystal clear, the Venza seats five comfortably in two rows, while the Highlander is good for seven over three rows; the third-most twosome best dedicated to children.

As for the Venza’s cargo capacity, it’s not only considerably less commodious than the Highlander’s, it’s surprisingly down on the RAV4’s too, by a significant 211 litres (7.4 cu ft) with its second row upright, and 417 litres (14.7 cu ft) when laid flat. Specifically, the Venza measures just 816 litres (28.8 cu ft) behind the rear seats and 1,560 litres (55.1 cu ft) when its 60/40-split back row is tumbled forward (and fractionally less¬–0.2 litres (0.007 cu ft)–when its optional Star Gaze roof is included). And yes, Toyota doesn’t offer a centre pass-through either, so rear row/cargo flexibility is limited.

Stacking up against siblings and competitors

The 2022 Toyota Venza Limited AWD offers some attractive details.
Elegant LED headlights, tiny fog lamps, and large multi-spoke alloy wheels provide a distinctively aerodynamic appearance.

So why move up from a RAV4? Sales will indicate not many Canadians do, with Toyota Canada having sold a whopping 67,977 RAV4s last year (resulting in the number one spot in light vehicle deliveries overall, let alone within its own segment; number-two was Honda’s CR-V with just 50,135 deliveries). This compares to a mere 6,249 Venzas, or less than 10 percent. Of note, 19,885 Highlanders were sold in Canada throughout 2021, making it number-one in the entire mid-size SUV segment. Despite being a new model for 2021, the Venza also had the entire year to make its mark, having been introduced in the latter part of 2020, so while sort of holding its own, it didn’t exactly burn up the sales charts.

Check out the 2022 Toyota Venza Limited AWD model's LED headlamp.
Here’s a closer look at one of the Venza’s LED headlights, complete with some of its unique signature elements.

After all, Nissan’s very long-in-tooth and comparatively gluttonous V6-powered Murano outsold it, as did a few other five-passenger rivals, such as the Subaru Outback, Ford Edge, and the two-row segment’s top-selling Hyundai Santa Fe (not to mention the mid-size class’ second-most popular Jeep Grand Cherokee, if you want to include 4×4-capable offerings). A few models that offer both five- and seven-passenger variants did better than the Venza too, namely Toyota’s own 4Runner (which, of course, is also 4×4-capable), Kia’s Sorento, and Volkswagen’s Atlas (the Atlas Cross Sport is the five-passenger variant, but VW combines the two SUVs’ sales numbers).

On the positive, the Venza outsold the relatively new Chevrolet Blazer and Honda Passport last year, while three-row SUVs that saw the new Toyota crossover’s slim taillights pass them by include the Dodge Durango, Chevrolet Traverse, Mazda CX-9, Kia Telluride, GMC Acadia, Subaru Ascent, Nissan Pathfinder, and the very new Jeep Grand Wagoneer, albeit the Ram truck-based utility didn’t have much time to pull in new customers, whereas the Dodge Journey was already well on its way out (being a 2020 model) and therefore came last in this category. A notable mention is the Ford Mustang Mach-E, which while outsold by the Venza, did well for an all-electric offering.

Pricey, yet affordable for a hybrid

Are you a fan of the Vanza's tail lamps?
The Venza’s LED taillights are as slender as you’ll see anywhere.

It’s not too difficult to figure out why Toyota’s mid-size, two-row crossover SUV entry lags behind many competitors, pricing. A base 2022 Venza LE starts at $39,150, which incidentally is up $660 from last year’s starting point. That makes it more expensive than a $33,699 base 2022 Hyundai Santa Fe Essential AWD, a non-hybrid model that doesn’t manage fuel as thriftily as this miserly Japanese contender, but you can buy a lot of gas for almost $5,500, plus the more affordable Korean simply fits within more peoples’ budgetary and therefore lending restraints.

Take a peek into the 2022 Toyota Venza Limited AWD.
The Venza provides a very upscale interior featuring premium-level materials on most surfaces.

On the positive for Toyota, last year’s Santa Fe to Venza price gap was a whopping $7,091, so the step up to this hybrid is no longer as steep. It should be noted that Hyundai offers a Santa Fe Hybrid in this class too, but it starts $2,549 higher at $41,699 than the base Venza, while those wanting a Santa Fe Plug-in Hybrid (Toyota doesn’t offer one in this class) can ante up $49,699 for a bit more fuel savings and the benefit of traveling in the HOV lane, depending on local regulations.

Of note, additional electrified models in the two-row, mid-size SUV class include the new Jeep Grand Cherokee 4xe Plug-In Hybrid, but at $71,005, and sporting serious off-road credentials it’s really targeting the luxury 4×4 crowd, while the electrified mid-size crossover SUV segment’s most affordable $36,695 Kia Sorento Hybrid, as well as the $44,995 Sorento Plug-in Hybrid, which is priced best as far as plug-ins go, come with seating for six via three-rows including second-row captain’s chairs, but deserve a mention due to their value proposition. If you feel the pull to a full-electric EV you may want to consider the competitively priced $51,495 Ford Mustang Mach-E and potentially Chevy’s even better looking (in this author’s humble opinion) and equally nameplate-offending (to classic 4×4 fans) upcoming 2024 Blazer EV.

Dedicated to aerodynamics and hybrid efficiency

Here's a closer look at the 2022 Toyota Venza Limited AWD model's cockpit.
The driving position is excellent, and overall environment ideal for long stints behind the wheel.

Of course, Toyota has its own long-awaited all-electric model coming out too, the 2023 BZ4X. It’s a largish compact crossover, being 94 mm (3.7 in) longer and 5 mm (0.2 in) wider than a RAV4. While we can expect more EVs to come, nobody offers more hybrids than the originator of the species (as far as practical four-door models go). Toyota currently offers no less than nine hybridized models, which is pretty amazing. And that’s only in North America. Toyota makes other hybrid models in other markets, particularly Japan, where this Venza is sold under the Harrier nameplate.

That last point may be why this new mid-size crossover SUV appears so different from its more rugged-looking stable mates. Rather than give the Harrier a makeover for its new Venza role, it was merely rebadged for our market, and does what it needs to do for the most part. Still, I can only imagine it would appeal to even more buyers if it pulled more of the brand’s North American styling influence onto its front fascia, at least. Sure, the RAV4 is more or less the same in Japan as it is here, but Toyota’s domestic market doesn’t get our Highlander, 4Runner, Sequoia, Tacoma or Tundra. Alternatively, their Fortuner (GR) and Land Cruiser series (including the 4Runner-sized Prado) take care of mid- and full-size SUV duties in Asia, while the Tacoma-sized Hilux oversees all truck responsibilities. These are looking a lot bolder than they did in the past, but still not as aggressive as their North American counterparts (new LC aside).

Refined style and luxe interior appeal to plenty of new buyers

The 2022 Toyota Venza Limited AWD model's details are very impressive.
The dash top is make from a premium-like soft-touch synthetic, while the steering wheel is padded leather and instrument cluster provides a nice balance of analogue and digital, plus plenty of colour.

To this latest Venza’s credit, it had plenty of admirers throughout my test week. Whether viewed from up front, where its wind-cheating design once again reminds me of the old RAV4, or taken in at the rear, which I particularly like thanks to its sliver-thin taillight clusters and connecting centre reflector, the latter giving it a unique character when put side-by-side to its myriad mid-size competitors, the new Venza is an attractive mid-size crossover. If the overall design had sharper edges, those taillights could even be mistaken for Lexus’ latest tail lamp designs, but the Venza’s are more organically shaped like the rest of the SUV, so its rear styling is more visually comparable to luxury utilities from Lincoln, Infiniti and even Porsche, albeit once again it provides enough uniqueness to stand out on its own.

Step inside and that premium-brand cache continues. Yes, this new iteration is much more luxurious than the first-generation Venza, which is important in a segment that’s steadily refining new model after new model. Likewise, for the Highlander, which provides similar levels of luxury as you go up through the trim lines, such as more soft-touch surface areas, fabric-wrapped roof pillars, and the list goes on, resulting in a very pleasing cabin.

Colourful enough for you? The Venza's semi-digital display is very attractive.
The Venza Limited’s primary gauge cluster incorporates two analogue dials and a large 7.0-inch digital display.

Interestingly, there are no simulated or genuine wood inserts, but instead Toyota covers much of the instrument panel in a soft-touch padded leatherette, featuring a thin grey corded strip with attractive metal ends. This can be found to the left of the driver and ahead of the front passenger, plus across the front two-thirds of each door upper. Following this pampering theme, an angled piece of padded leatherette folds down into comfortable armrests just behind, at which point some decorative trim might possibly be mistaken for the just-noted missing wood inlays when glanced at quickly. This trim piece supports the window switches, power locking buttons, and on the driver’s side, power mirror controls.

Easy to navigate digital interfaces set the Venza apart

That's one mighty big main display atop the centre stack.
The centre stack is well laid out for ease-of-use, but take note the ignition button hangs on its own just below the HVAC controls, which might take a bit of getting used to.

Framed by a comfortably padded leather steering wheel is a semi-digital gauge cluster complete with two analogue dials. The left side is for hybrid info, including Eco, Power and Charging gauges, plus one for the engine temperature, while the right side is filled with a speedometer with a fuel gauge. At centre is a large 7.0-inch multi-information display that includes hybrid info as well as most other features found on the infotainment system.

Speaking of that large centre touchscreen, the high-resolution display measures a significant 12.3 inches. In default mode, it’s split into a larger two-thirds section on the left and a smaller one-third section to the right, but you can push a set of double arrows on the far right to reverse the layout if desired. The system comes stock full of features too, with the default main page incorporating climate control, audio functions, and quick calling pre-sets to the left, these divided in half so they look like three separate tiles, while the rightmost third displayed the navigation map as a default. Again, this section can be reconfigured depending on what you need or prefer, with a long list of variables.

Big enough for you? The Venza Limited uses a 12.3-inch main display.
The Venza Limited’s 12.3-inch main touchscreen display is impressive in size and overall functionality.

You can access Home, a menu page, an audio page, or the map with navigation controls via touch-sensitive quick-access buttons just below the screen on a separate section of the centre stack. This interface also incorporates a touch-sensitive audio volume controller and a similar tool for tuning radio stations or tracks. A separate panel is dedicated to the dual-zone automatic climate control system, and was as easy to operate as it was attractive to look at.

Well-organized centre stack and console aid in driving experience

All of the above features hover over a carved-out section of the lower console, which integrates a sideways-mounted wireless phone charger, separate USB-A ports, and an auxiliary port for powering devices. Additionally, Toyota hangs its ignition button just below the upper centre stack. Being this is in a different place than usual, I kept pressing the odometer trip reset button instead, which is where most vehicles have their ignition switch, although it’s completely hidden by the right side of the steering wheel spoke, so it makes sense why Toyota would place the start/stop button within eyesight on the centre stack. I eventually familiarized myself to the new location.

The Venza's transmission is all about refinement and fuel economy.
A nicely sorted transmission is controlled by this gear lever on the lower console.

Moving downward, the lower centre console gets a traditional shift lever with manual mode, but that comes after an electronic parking brake with a hold function, plus an EV mode switch for driving under pure-electric power over short distances at low speeds, and lastly a drive mode selector that can be swapped between Eco, Normal and Sport settings.

I quickly learned that I didn’t need Sport mode to get it off the line quickly. When wanting to accelerate fast out of my local side street, due to a near constant four-lane stream of traffic, the Venza jumped forward with an immediacy I didn’t expect when in set an Eco mode. This said, Sport makes it all that much more energetic when taking off or passing, giving the SUV more zip all-round. More often than not I drive vehicles like the Venza in a calm and relaxed fashion, so I kept it in Eco or Normal mode throughout the week. This still allowed for all the performance I needed when called upon, plus all the fuel-efficiency I could want. Comfort for five aside, that’s really what the Venza is all about.

Hybrids are still the value leaders initially and over the long haul

Check out the Venza Limited's digital rearview mirror!
The Venza Limited gets a digital rearview mirror, which can otherwise be switched off to provide a regular auto-dimming centre mirror.

In fact, at $1.82.9 per litre when needing to fill it up, a busier than average week behind the wheel only cost me $55. This is a great deal less than in any other vehicle I’ve driven recently, even including compact four-cylinder economy cars. Toyota claims a fuel economy rating of 5.9 L/100km in the city, 6.4 on the highway and 6.1 combined, which is mind-blowingly good for the Venza’s size and weight, so this SUV makes sense for those wanting to save money on fuel, even if they’re considering an all-electric SUV like Tesla’s smaller Model Y or similarly sized (to the Venza) Model X.

The 2022 Toyota Venza Limited AWD model features four-way powered lumbar support.
The Venza Limited’s driver’s seat is very comfortable, thanks in part to four-way power lumbar support.

After all, you can drive a long way with savings of about $46k and $117k respectively when compared to the Venza’s base starting price of $39,150 (plus freight and fees). Even fully loaded in Limited trim with a window sticker showing $48,550 like my tester, it’s a relative bargain. Of course, Hyundai and Kia offer similar sized electrics in the $45k to $60k range, while Cadillac’s upcoming Lyriq will provide luxury SUV duds for not much more at a base of less than $67k, but once again the overall frugality price would go to Toyota’s Venza.

Fortunately, along with its forward thrust, which granted, isn’t anywhere near as jaw-dropping as those just-noted all-electric crossovers, the Venza is a commendable handler, but as capable as it is through a curving canyon road, it’s primarily been set up for comfort and ride quality. Smooth is the name of the Venza’s game, to the point that I’m willing to bet that its ride is one of the best in its class.

Venza Limited makes it easy to get comfortable

The Venza Limited includes an opaque dual-pane panoramic sunroof.
Check out the Venza Limited model’s dual-pane panoramic sunroof in opaque mode.

It helps that the driver’s seat is comfortable too, with plenty of adjustment. I found it pleasantly surprising that this top-line Venza Limited provides four-way lumbar support, plus the three-way heatable and cooling seats worked as needed. The single-temperature heated steering wheel didn’t warm all the way around like some others, but it kept hands toasty from the two o’clock to four o’clock positions on the right side, and the eight to 10 o’clock positions on the left, with some heat bleeding off towards the centres to eliminate any early morning icy chill. Good enough.

The just-mentioned seat ventilation gets forced through perforated SofTex pleather centre front seat panels, incidentally, while solid SofTex covers each bolster and headrest. SofTex is Toyota-speak for breathable man-made leatherette, by the way, looking and feeling so much like the real deal that I needed to verify whether or not it was genuine leather on the automaker’s website.

The three rear seating positions are very accommodating as well, especially the two outboard window seats, which also boast heatable cushions. Additional rear passenger equipment includes air vents on the backside of the front console, plus two USB-A ports for connecting devices. A large centre armrest folds down in the middle, revealing two integrated cupholders.

Cargo flexibility isn’t the Venza’s strongest suit

Rear seat roominess anyone? The Venza has plenty!
The Venza provides plenty of rear seat room and comfort.

A powered rear liftgate opens up to a large cargo area, including a sizeable spot to stow items below the cargo floor, next to the compact spare tire. As noted earlier, the rear seatbacks fold down in the usual 60/40 configuration, which once again is my only complaint, being that I prefer a 40/20/40 split so that skis can be laid down the middle and rear passengers more comfortably placed by the window seats, an important issue if you’re a parent and have to coax one less comfortable child into the centre position without heat on the way home from the slopes.

The Venza's only shortcoming is a smallish cargo compartment.
The Venza comes up a bit short on cargo space compared to the Highlander or even the RAV4, plus it only has 60/40-split rear seatbacks.

A good way to deal with any backseat complaints is to crank the excellent JBL audio system, something I did regularly despite mostly driving alone, albeit the interior’s pièce de résistance is the fabulously large, slightly opaque powered panoramic sunroof overhead, which features a nifty powered cloth sunshade. Then again, the digital rearview mirror is pretty trick too. I’m seeing more and more of these handy devices on upscale Toyotas, plus with some other brands. It allows you to see past any heads popping up from the rear seating area, not to mention cargo piled behind, resulting in a much clearer view of the rearward road. Just be careful to also use the regular rearview camera in the infotainment system when backing up, as objects in the digital mirror appear closer than they really are, plus low sports cars can disappear altogether. Also, the digital mirror can get overwhelmed by headlights at night, so I switched back to its conventional auto-dimming function when the sun went down.

As you can probably tell, I couldn’t find much fault with the latest 2022 Venza, and like last year’s version, I highly recommend it for those that prioritize comfort, refinement, reliability and fuel economy. That Toyota’s digital interfaces are well designed and easy to use is just another bonus. The Japanese automaker should truly be selling more of these than they do.

Review and photos by Trevor Hofmann

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…

Hyundai updates three-row Palisade SUV flagship for 2023

The new 2023 Hyundai Palisade parked outdoors.
Hyundai has refreshed its Palisade for 2023, with a much tougher, more traditional SUV-like character.

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

The 2023 Hyundai Palisade parked outdoors.
Revisions to the rear show a subtly updated rear spoiler, and a new rear bumper garnish now integrating the rear reflectors and backup lamps.

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

New 2023 Hyundai Palisade gets an interior refresh as well.
The 2023 Palisade’s updated cabin features a new steering wheel, new gauge cluster, new HVAC vents, new audio control panel, and more.

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

Driver's display in the 2023 Hyundai Palisade.
Hyundai updated the digital gauge cluster, but at first glance it looks much the same as the outgoing one, which is no bad thing.

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

Top line leather upholstery inside the 2023 Hyundai Palisade.
An available new “Ergo-motion” driver’s seat is said to be more comfortable over long distances.

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.

Second-row seats get available cooling.
Rear seat occupants benefit from plenty of upgrades.

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 2023 Hyundai Palisade's third row receives optional heated cushions.
The Palisade’s third row seats can be had with new heated cushions, while second-row occupants can get cooled seats.

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.

The Palisade's generous cargo space carries over into the 2023 model.
The Palisade has never been short on cargo space.

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

The Palisade's powerful V6 has no problem getting up to highway speeds.
The Palisade has always provided strong performance from its 3.8-litre V6.

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

The bold new 2023 Hyundai Palisade treks its way across the California desert.
While not truly a 4×4, the Palisade is capable in light-duty off-road situations.

Either way, the mid-size SUV segment’s (including the Toyota 4Runner) sixth-place (as of 2021) Palisade has passed right on by previous heavy-hitters like the Nissan Pathfinder (13th), Dodge Durango (7th), Chevrolet Traverse (8th), and GMC Acadia (11th), while Mazda’s CX-9 has been making progress (albeit nevertheless finds itself behind the current Palisade in 9th), Subaru’s Ascent continues to languish (12th), and corporate cousin Kia’s internally competitive Telluride has steadily been rising up through the back-marker ranks (10th).

So as not to leave them out of the equation, Jeep’s three-row Wagoneer and Grand Wagoneer were introduced late last year with a nominal take-rate, but these two new offerings, along with the new three-row Grand Cherokee L, should shake things up a bit further in the seven- to eight-occupant class moving forward.

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

Everyone who follows the auto industry knew that Tesla’s Model S would eventually get knocked from its first-place sales pedestal in the mid-size electric luxury sedan segment (which is actually a thing…

Beige doesn’t mean boring when applied to Porsche’s new Taycan GTS Hockenheimring Edition

The new 2022 Porsche Taycan GTS Hockenheimring Edition looks good on the racetrack.
The new Hockenheimring Edition should be as impressive on the track as any Taycan GTS.

Everyone who follows the auto industry knew that Tesla’s Model S would eventually get knocked from its first-place sales pedestal in the mid-size electric luxury sedan segment (which is actually a thing now), but some might’ve expected the upstart EV replacing it at the top to be from some all-new brand like Lucid. As we all now know it was Porsche’s Taycan that took best-selling honours in this category last year, let alone every month since.

To be fair to Tesla, its flagship four-door has been with us mostly unchanged for a decade, which is a surprisingly long stint for any car and certainly testament to how advanced the original was when it came on the market in 2012. Then again, one glance at the Taycan and the Model S looks downright frumpy, which was no doubt part of Porsche’s plan when penning the now three-year old BEV.

Taycan GTS Hockenheimring Edition commemorates 90 years of famed racetrack

The new 2022 Porsche Taycan GTS Hockenheimring Edition looks good from the rear.
Enough beige for you? Oh yah, it’s not beige, but rather Stone Grey with Bronzite highlights.

So, how should Porsche celebrate this monumental occasion? Once again breaking the track record at the legendary Nürburgring Nordschleife might be a good idea, especially since the only car to do so was a preproduction Taycan Turbo back in 2019 that, while achieving a pretty impressive lap time of 7:42.34 minutes and therefore making Tesla’s four-year old 8:50-minute lap of a Model S P85D look as if it was merely cruising along in “chill” mode, got walloped by an updated 2021 Model S that ran the ring in just 7:35.579 last fall, no doubt in Plaid track mode.

Thus far Porsche hasn’t taken the bait, but they’ve nevertheless conjured up a new special edition that pays tribute to 90 years of motorsport on Germany’s second-most famous race course, the Hockenheimring, and while only available in Europe and therefore somewhat useless information for any Canadian that doesn’t also own a hunting cabin in the Black Forest or ski lodge in Chamonix, it’s a worthy racetrack to commemorate and a nicely dressed up Taycan to boot.

Hockenheimring has a long history of notable winners

2022 Porsche Taycan GTS Hockenheimring Edition
Each two-tone painted 21-inch alloy wheel wears Stone Grey and Bronzite.

The Hockenheimring, located in Baden-Württemberg, Germany, hosted Formula 1 as recently as 2019, but was a regular haunt of motorsport’s supreme series from 1977 to 2006, except for 1985 when the German Grand Prix was held at a reconfigured Nürburgring circuit, which had lost F1 in 1976 due to safety concerns.

The great Michael Schumacher achieved four Formula 1 victories at the Hockenheimring, while plenty of other racing greats have competed in DTM (Deutsche Tourenwagen Masters), a.k.a. the German Touring Car championship, World RX (rallycross), EuroNASCAR, and the World Endurance (Sportscar) Championship, in which Porsche has run away with many class victories and championships.

Stunning Stone Grey beige earth-tone joined by beautiful Bronzite highlights

Setting this special model apart are "90th Hockenheimring Edition" badges on the outer B pillars.
Special “90th Hockenheimring Edition” badges are attached to the B pillars, while additional versions of this logo can be found elsewhere.

No doubt the new 2022 Taycan GTS Hockenheimring Edition’s most eye-catching feature is its Stone Grey exterior paint, which we dare you to call beige. As if a car that can sprint from zero to 100 km/h in just 3.7 seconds could ever be considered beige, let alone one that looks as dramatic as any Taycan, but it’s also a bit browner than grey, so we’ll have to accept that Porsche used some creative license when positioning this hue within their “Heritage” colour palette’s nomenclature and leave it there.

It’s part of Porsche’s Paint to Sample program, as is Bronzite that gets used for the five twinned spokes of this unique Taycan’s 21-inch Mission E Design alloy wheels, the rims painted in Stone Grey to match the car’s bodywork. Bronzite also adorns the car’s side skirts, rear diffuser, and Taycan badges.

Island Green highlights combine with Paldao hardwood inside

Special Island Green leather gets used for the steering wheel's centre marker.
Island Green dye highlights the centre marker on the leather-wrapped steering wheel rim.

The Taycan GTS Hockenheimring Edition’s cabin is slightly more subtle in execution than its sheet metal, much due to black leather being used throughout, except for a thin strip of Island Green leather found atop the steering wheel as a centre marking. Island Green stitching gets used in all the right places too, while Paldao hardwood inlays dress up key areas and yet more Bronzite can be found where satin-silver might otherwise be, including the steering wheel spokes, gear lever and surrounding area, HVAC vent slats, and even the rim around each cupholder.

Additionally, the Hockenheimring Edition’s carpeted floor mats get yet more Island Green highlights, while a Hockenheimring track map and special logo get embossed into the leather-clad centre armrest, as does the key fob, illuminated door sills, and projector LEDs that light up the ground below the doors. Capping this special model off, Porsche fixed a special badge with the same logo and track layout to the outer B pillars.

New Hockenheimring Edition built on ultra-quick Taycan GTS underpinnings

The new Taycan GTS Hockenheimring Edition, which is only available as a sedan, makes 590 horsepower and 626 pound-feet of torque, which means that along with its aforementioned 3.7-second run from standstill to 100 km/h, it can manage a terminal velocity of 250 km/h, while GTS trim also provides the longest WLTP-estimated range of any other Taycan trim, at 504 km.

Taycan GTS Hockenheimring Edition. Porsche Exclusive Manufaktur (1:36) (Note: this video is in German):

Story credits: Trevor Hofmann

Photo credits: Porsche

It was only a matter of time before Jeep gave the extended wheelbase “L” treatment first offered for the then-new 2021 Grand Cherokee L to its more luxury-lined Wagoneer and Grand Wagoneer models,…

Jeep gives “L” treatment to Wagoneer and Grand Wagoneer for more cargo carrying capacity

2023 Grand Wagoneer L Series III
The new extended 2023 Grand Wagoneer L adds length to a very classy full-size SUV.

It was only a matter of time before Jeep gave the extended wheelbase “L” treatment first offered for the then-new 2021 Grand Cherokee L to its more luxury-lined Wagoneer and Grand Wagoneer models, so as expected a 305-mm (12-in) longer and more accommodating version of the 4×4 brand’s full-size family hauler showed up at February’s New York International Auto Show (NYIAS).

Overall, the Wagoneer L/Grand Wagoneer L now measures a sizeable 5,758 mm (226.7 in) from bumper to bumper, which makes it even lengthier than the Chevrolet Suburban/GMC Yukon XL twins, albeit not by much. In fact, the ultra-long Jeep is just 25 mm (1-in) longer than the 5,733 mm (225.70 in) Chevy, and an even greater 38 mm (1.5 in) more than the 5,720 mm (225.20 in) GMC, while at least as importantly the new Wagoneer L/Grand Wagoneer L’s wheelbase grows a significant 178 mm (7 in) over the regular-length variant, now measuring 3,302 mm (130 in) from axle to axle.

Jeep’s largest ute provides more space behind the third row than Chevy’s Suburban

2023 Wagoneer L Carbide
It’s hard to consider something so large as being sporty, but Jeep’s new 2023 Wagoneer L in its blacked out Carbide trim does a pretty good job.

While 104 mm (4.1 in) down on the two GM SUV’s wheelbases, which span 3,406 mm (134.10 in) apiece, the Wagoneer L and Grand Wagoneer L offer 1,252 litres (44.2 cu ft) of cargo space behind the third row for a surprising gain of 77 litres (2.7 cu ft) over the Suburban/Yukon XL when measured behind the third row. Unfortunately, the advantage wanes when comparing cargo volume behind the second and first rows, the Wagoneer L and Grand Wagoneer L’s 2,514-litre (88.8 cu-ft) capacity being 142 litres (5.0 cu ft) shy of the big GM haulers with respect to the former, whereas its 3,707 litres (130.9 cu ft) of maximum cargo space is 390 litres (13.8 cu ft) less accommodating.

What will matter more to Jeep fans is the size difference when comparing Jeep to Jeep, or rather Wagoneer and Grand Wagoneer to Wagoneer L and Grand Wagoneer L, with the longer version gaining 447 litres (15.8 cu ft) of additional cargo volume behind the third row than the standard-wheelbase Wagoneer/Grand Wagoneer, which is about 50 percent more, while 510 litres (18.0 cu ft) can be had behind the second row, and lastly 1,039 litres (36.7 cu ft) when both rear rows are folded flat (take note that a large hump interferes with loading floor space in models that incorporate a fixed centre console in the second row). Of note, “Trail Rails” can be added to strap cargo down in back.

Extra curb weight offset by new twin-turbo inline-six with up to 510 hp

2023 Grand Wagoneer L Series III
All Wagoneer and Grand Wagoneer models can tow up to 10,000 lbs (4,536 kg).

The extra length adds about 90 kilograms (200 lbs) to the Wagoneer L/Grand Wagoneer L’s overall mass, which isn’t all that much considering the extra volume, plus it shouldn’t be all that noticeable on the road thanks to a new available 3.0-litre twin-turbocharged inline six-cylinder engine, dubbed internally as “Hurricane”.
This new engine will be standard fare in extended L models, with a total of 420 horsepower in the Wagoneer L and a whopping 510 hp in the Grand Wagoneer L, while torque figures are 468 and 500 lb-ft respectively. The two models share towing capacities of 10,000 lbs (4,536 kg) with the shorter wheelbase variants, much due to their robust body-on-frame Ram 1500 donor chassis, while Jeep claims a 15-percent improvement in fuel economy when comparing the less potent version of the inline-six to Chryco’s current 5.7-litre Hemi V8, the latter putting out a substantive 392 horsepower with its eTorque drivetrain, while it’s rated at 13.8 L/100km combined city/highway in the 2022 Wagoneer.

Of note, the regular-wheelbase Wagoneer will keep the 5.7-litre Hemi as its base engine for 2023, while the shorter Grand Wagoneer will also continue to come standard with the optional 6.4-litre V8, that engine incidentally good for 471 hp and 455 lb-ft of torque.

New inline-six shares 8-speed auto and AWD with lesser variants

2023 Grand Wagoneer L
The new Grand Wagoneer in both regular and L wheelbase variants, ups luxury to entirely new level for Jeep.

According to Jeep, 96 percent of the new twin-turbo six-cylinder engine’s components are interchangeable between 420 and 510 hp versions, which of course reduces costs that can be passed down to consumers. Increased power therefore comes from boost and compression differences, while more power is reportedly available for future upgrades.

What’s more, the new engine can be paired with a plug-in hybrid system, so we can probably expect a more formidable, more fuel-efficient and cleaner electrified version in the near future, while this engine can also be fitted to any current rear-wheel drive model, making it ideal for other models in the Jeep, Dodge, Chrysler or Ram lineup.

All of the above noted engines come mated to Chrysler group’s well-proven eight-speed automatic transmission, while each model and trim benefits from four-wheel drive in Canada.

We can expect a limited supply of new Wagoneer L and Grand Wagoneer L models to arrive in Canada later this year, although serious buyers may want to consider ordering as early as possible, considering expected continuations of supply chain interruptions.

Story credits: Trevor Hofmann

Photo credits: Jeep

Porsche Design, the quintessential sports car brand’s (and performance crossover maker’s) in-house design department, is celebrating 50 years in 2022, so it only makes sense they’d commemorate such…

Limited edition 911 Targa created to commemorate 50 years of Porsche Design

2022 Porsche 911 Edition 50Y Porsche Design
Porsche has made a special limited-edition 911 Targa 4 GTS, plus restored a 1972 911 Targa, to commemorate 50 years of Porsche Design.

Porsche Design, the quintessential sports car brand’s (and performance crossover maker’s) in-house design department, is celebrating 50 years in 2022, so it only makes sense they’d commemorate such an important occasion with a special version of the only model still made that was available back in 1972, the legendary 911.

The new 911 Edition 50Y Porsche Design, based on a 2022 911 Targa 4 GTS, features plenty of stylish upgrades along with a nice package of bundled features, including dark-silver and satin-black exterior accents on the Targa bar, a similar treatment on the centre-lock Turbo S wheels, and a set of “Porsche Design” badges, while four gloss-black painted brake calipers and a “50 Years” plaque atop the engine cover finish off the retro look.

Subtle details enhance posh interior

2022 Porsche 911 Edition 50Y Porsche Design
Both new and renewed 911s would enhance the look of any driveway.

Inside, a dash plaque commemorates the Porsche Design division’s 50th anniversary as well as each car’s placement in the 750-unit limited edition series, while the 911 Edition 50Y Porsche Design cabin also benefits from a special steering wheel badge, and the signature of Ferry Porsche’s son Ferdinand Alexander (the Porsche Design division’s creator), atop the centre console lid.

Of course, the 911 Edition 50Y Porsche Design model just wouldn’t be right without a set of embroidered or embossed headrests, with the latter getting the nod, while this handywork gets added to the model’s top-level 18-way Adaptive Sport Seats Plus, while Slate Grey seat belts can be found to either side. Additionally, Porsche’s much-lauded Sport Chrono Package comes as standard equipment, with a unique Porsche Design chronograph clock placed in the usual centre position on the dash-top.

Watchmaking has long been an important part of Porsche Design’s business

2022 Porsche 911 Edition 50Y Porsche Design
The new 2022 Porsche 911 Edition 50Y Porsche Design model features plenty of styling upgrades over regular 911 Targa 4 GTS models.

Important to understand, this unique chronograph clock face has more significance in this special edition Porsche Design model’s than it would in other 911s, because the in-house styling house has been designing timepieces from its onset. In fact, Porsche Design has now reissued its first wristwatch, the 1972 Chronograph 1, limiting it to a mere 500 units. To be clear, Porsche Design watches are respected much more than the quartz-powered pieces you might find in a dealership’s parts department. The original Porsche Design watch, powered by a Valjoux 7750 automatic chronograph (Valjoux is now owned by Swatch group’s ETA, while now defunct Orfina, once a highly respected Swiss watchmaker, produced watches for Porsche Design as well), was also the watch industry’s first fully black timepiece (other than some of its details), a feature, like the dials in a car’s gauge cluster, designed to minimize glare during racing.

2022 Porsche 911 Edition 50Y Porsche Design
Of course, the Sport Chrono Package comes standard, with a special Porsche Design dial, but take note the purchase also includes a Porsche Design mechanical watch.

At $7,700 USD, the new 1972 Chronograph 1 reissue is hardly inexpensive, although the price is not over-the-top for a high-quality mechanical chronograph with Porsche Design credentials, so it should sell out quickly, while a second Porsche Design chronograph, dubbed Porsche Design Chronograph 1 – 1972 Limited Edition, a more modern take on the original design, will be included with every 911 Edition 50Y Porsche Design purchase.

Each of the 750 timepieces feature an all-black design, like the 1972 Chronograph 1, with bright white used to make the sharply printed indices and sub-dial markers easy to read. Ditto for the white hour and minute hands, although Porsche Design has once again bowed to history by providing a bright red seconds hand and red lettering above the 6 o’clock position. No doubt, each 911 Edition 50Y Porsche Design buyer will cherish this unique timepiece, which will more than likely appreciate over time.

Porsche’s future is all about marrying the past to the present

1972 Porsche 911 Targa
It would be tough to choose which Porsche 911 we’d rather have, new or old?

Along with the special-edition Targa 4 GTS and two Porsche Design watches, Porsche Design chose to commemorate its 50-year celebration by commissioning a completely restored 1972 911 S 2.4 Targa, which can be seen in the photos. Turning to Porsche Classic, the brand’s in-house restoration division, made sure it would receive original and hand-made components, resulting in an almost completely new version of this 50-year-old example of rolling art and celebrated performance.

The fact both new and old Porsche’s share many of the same styling details is no coincidence either, but as much as you might want to put the two 911s in a garage side-by-side, you’ll only be able to see the classic on display at the Porsche Museum in Stuttgart, Germany, alongside one new 911 Edition 50Y Porsche Design, as well as the two Porsche Design watches.

New 911 Edition 50Y Porsche Design available now

The new model is available now, ahead of arriving in Canada this spring, for the tidy sum of $217,200, and while it may already be sold out, it probably wouldn’t hurt to contact your local Porsche retailer to make sure.

50 years of Porsche Design with a special edition 911 #Shorts (best viewed on phone or tablet):
https://www.youtube.com/shorts/qrReywyb3Yw

The 911 Edition 50 Years Porsche Design (1:00):

Porsche Design presents the Sport Chrono Collection (1:31):

Porsche Design Chronograph 911 GT3 with Touring Package (1:14):

The new 1919 Globetimer UTC from Porsche Design (1:48):

Story credits: Trevor Hofmann

Photo credits: Porsche Design

After the Italian-American conglomerate Fiat Chrysler Automobiles and France’s PSA Group morphed into Stellantis last year, all 16 brands were promised enough funding to prove their viability as money-making…

Airflow concept gives us a good look into the future of upcoming Chrysler EV

2022 Chrysler Airflow Concept
Chrysler’s new Airflow Concept is one fine looking mid-size near-luxury crossover, but is it distinctive enough to stand out amongst a plethora of new competitors?

After the Italian-American conglomerate Fiat Chrysler Automobiles and France’s PSA Group morphed into Stellantis last year, all 16 brands were promised enough funding to prove their viability as money-making enterprises. This, at a time when many industry critics were predicting some of the less profitable brands’ demise, such as Lancia in Europe and Chrysler in North America, should allow the creation of some significant contenders.

The sad state of the once glorious Italian marque’s current lineup shows just how far it’s fallen, Lancia currently offering just one single Ypsilon mini hatchback, which bears nothing in common with the legendary Delta HF Integrale rally car of the past. Likewise, the once proud American brand merely offers the soon-to-be-discontinued near-full-size 300 luxury/performance sedan, and three versions of a particularly good minivan, including the kind of new Grand Caravan (basically a rebadged pre-facelift Pacifica), the refreshed (2021) Pacifica, and the innovative Pacifica Hybrid.

Where the second-generation 300 is now almost a dozen years old, making it geriatric in automotive lifecycles (as much as we still like it), the minivan threesome came to market in 2016, and therefore has six years under its collective belt. Therefore, Chrysler’s freshest product is already beyond its due date, while the brand’s overall image is so weak that it felt the need to “reintroduce” itself in the “2022 Chrysler Airflow | Our First Battery-Electric Vehicle” video below.

Airflow concept points Chrysler in a new crossover EV-based direction

2022 Chrysler Airflow Concept
The Airflow Concept’s low roofline and car-like stance separate it from the majority of truck-like crossovers.

All said, Chrysler has a long, storied history worthy of delving into, if not preserving in the modern day. The brand has long been a leader in automotive electrification as well, thanks to the world’s first plug-in hybrid minivan, so segueing into a full EV seems natural for Chrysler, and the realization of something like the new Airflow concept would not only deliver such a clean, green alternative, but also give the winged brand the crossover SUV it’s long needed.

Other than a short three model-year stint with a more upscale version of the Dodge Durango dubbed Aspen (MY 2007–2009), we need to look way back to the original Pacifica (MY 2004–2008) for a Chrysler-badged crossover, that near-luxury model somewhat ahead of its time, albeit short-sightedly short-lived as well. The automaker, which had its once-full coffers run dry by Mercedes during the DaimlerChrysler era, has been limping away on life support over the past decade, possibly making this new Airflow, which is likely close to the production model, a make-it-or-break it scenario.

Airflow concept points Chrysler in a new crossover EV-based direction

2022 Chrysler Airflow Concept
The Airflow Concept’s rear quarters are just as elegantly proportioned as its frontal design.

The Airflow concept was introduced last January at the Consumer Electronic Show (CES) in Las Vegas. It’s sized similarly to Ford’s very popular Mustang Mach-E crossover, which itself was designed to go head-to-head with entry-level versions of Tesla’s mid-size Model X. Whether eventually dubbed Airflow or not, Stellantis has promised a new mid-size Chrysler crossover EV for 2024 as a 2025 model.

Although we know little about the new Airflow concept’s details, Chrysler made clear that its powertrain consists of front and rear electric motors that make 201 horsepower apiece, and while Chrysler has yet to provide specific output numbers, the new prototype boasts all-wheel drive along with a large battery pack mounted below the floor.

Scroll through the press images in the gallery and you’ll see one that suggests a 118.0-kWh battery, plus a range of 400 miles (644 km). During the launch, Chrysler added that the range will be between 350 and 400 miles (217 and 644 km), which could be translated to mean that two or more output levels will be offered, the lesser capability for a base model. This said, being that Stellantis is an Amsterdam, Netherlands-based corporation, we can’t be certain this estimate corresponds to the U.S. EPA cycle or not, but at least the latter number appears to be within acceptable EV market expectations.

Airflow combines Chrysler’s penchant for elegant luxury with loads of new-edge tech

2022 Chrysler Airflow Concept
The spacious Airflow interior includes separate display screens for the driver and front passenger.

Inside, the Airflow appears roomy enough for four adults to stretch out comfortably, the second-row seats divided into individual floating buckets with a large floating console in between (the production model may see a rear bench in lower trims), while the crossover’s overall design layout lends to an even greater air of spaciousness, thanks to a wide, horizontal dash layout that visually extends into dark grey door uppers to encircle the cabin. This is dramatically offset by the concept’s white and bright metal interior colour scheme, enhanced further by an extremely long front windshield and open, airy glass roof overhead.

2022 Chrysler Airflow Concept
The Airflow’s interior looks to be as premium in execution as the best luxury brands, while this steering wheel is ultra high-tech.

The details of that wide dash design are even more notable, being that the entire surface appears to be a combination of inky black glass/composite and touch-sensitive digital interfaces, one even ahead of the front passenger. The large driver’s display is fully digital too, of course, and extends outwards to the left of what is normally the main gauge cluster with controls for interior temperatures plus driver’s seat heating and cooling, whereas the large centre screen is complemented by an additional display further down the centre stack, this showing navigation mapping and seat controls in the supplied images.

Chrysler claims the Airflow’s driver display and infotainment touchscreens incorporate a completely new system dubbed STLA cockpit and STLA Brain respectively, and all feature over-the-air update capability. No doubt the latest backend technology will make these systems quick and responsive, while Chrysler’s older demographic will insist on a user-friendly digital environment, so therefore the choice to mirror a smartphone/tablet experience with simple touchscreens makes more sense than complicated knobs and buttons, or even more complex touchpads.

Elegant Airflow interior appears practical too

2022 Chrysler Airflow Concept
Rear passengers are treated to their own bucket seats, a centre console, and individual infotainment touchscreens.

Rear passengers haven’t been left out of the infotainment loop either, thanks to large horizontal touchscreens filled with entertainment prompts on the backsides of each front seat, while a handy pull-out cargo shelf provides easy loading and unloading of the spacious luggage compartment.

Back up front, Chrysler’s usual rotating gear selector is perched atop the lower centre console. It features a start/stop ignition button on top and beautifully faceted crystal sides, while the fact that it’s connected to an electric powertrain means it only needs to be turned clockwise for Drive or counter-clockwise for Reverse, plus likely pushed in the centre when parked.

Also important for this class of car, the upcoming Chrysler crossover will feature Level 3 autonomous driving capability, the feature named STLA AutoDrive. Such will allow it to compete directly with the Tesla Model X, new Cadillac Lyriq, and others that are touting similarly advanced autonomy.

Styling is key to the Chrysler EV’s success

2022 Chrysler Airflow Concept
The Airflow Concept’s “cross-car” grille and light “blade” features crystal LED lighting for a unique look day or night.

Of course, if buyers don’t like what they see from the outside they probably won’t ever step inside, so getting the upcoming Chrysler crossover’s exterior styling right is critical for success. For this reason, we’ve included every available image of this concept in the photo gallery above, plus included two videos below, so you can judge their efforts for yourself.

While arguably a bit generic from the front end, at least when compared to something as bold as the 300 sedan, the Airflow’s uncluttered, minimalist design represents a clear departure for the Auburn Hills-based brand. It’s obviously not trying to flex any pseudo macho muscle, like so many other wannabe off-roaders that are merely less convenient minivans under the skin, so something along the lines of the Airflow should appeal to those looking for a classy, upscale, near-luxury alternative to pricier crossover EVs like the aforementioned Tesla and Caddy, as well as Jaguar’s I-Pace, the latter sharing a similar roofline.

Pricing in mind, the Airflow will probably need to undercut Ford’s more performance-oriented Mach E in order to lure in new buyers, but such is the effect of relegating the Chrysler brand to “minivan company” status.

Classy crossover features sporty alloy wheels and beautifully complex lighting elements

2022 Chrysler Airflow Concept
Does the Airflow’s styling have what it takes to pull in new buyers?

Back to the Airflow at hand, its twinned six-spoke wheels are massive at 22 inches, and quite aggressively styled when compared to the rest of the vehicle, while the frontal lighting elements include narrow eye-like LEDs up top and triple-stacked sets of LED fogs at each corner down below. At the other end, the single-piece taillight cluster encompasses the entire width of the body, and while infused with attractive LED lighting elements at each corner, houses unique white “AIRFLOW” lettering at centre. Remove that name, however, and the entire SUV might be mistaken for Porsche’s Cayenne Coupe from behind, but at least its design team kept the Airflow in good company.

All said, there’s once again nothing distinctively “Chrysler” about this new crossover, so, while undeniably good looking, the Airflow could easily get lost in a barrage of new crossover EVs slated to hit the market over the next few years.

Entire Chrysler lineup to be fully electric within six years

2022 Chrysler Airflow Concept
Details like this crystal gear selector might help separate Chrysler’s Airflow from the masses.

Looking into the future, Chrysler will most likely continue forward with its various minivans, as this trio fills a market niche only otherwise serviced by handful of Asian brands. The Grand Caravan and Pacifica models remain quite popular too, so EV variants of both will need to surface in order to meet Chrysler’s goal of being fully electric by 2028.

After that, future Chrysler models are only known to Stellantis’ inner circle, and as noted earlier, the success of the new Airflow will determine which market segments, if any, get the nod. Both smaller compact and larger three-row Chrysler crossovers are likely bets, but competing directly in these highly competitive categories is a daunting prospect.

2022 Chrysler Airflow Concept
As important as it is for any brand to break from the mold, buyers still need practical solutions like this extendable cargo floor.

The sheer volume of buyers choosing these segments make them impossible to ignore, but Chrysler may choose to boldly break the mold with something altogether different, just like the brand once did in years past with innovative models the 2005–present 300 sedan and the similarly ground-breaking cab-forward LH-based 300M (and Concorde) that came before, plus the previous Sebring/200 Convertible that filled an open-top niche, the shockingly successful (at least initially) PT Cruiser that completely rewrote the book on affordable compact conveyances, and of course the original 1934–1937 Airflow that helped change the way the world looked at automotive aerodynamics.

Until some more concepts arrive, however, the upcoming Airflow EV is Chrysler’s “Hail Mary pass”, a vehicle that absolutely must succeed for the beleaguered brand to continue. As enthusiasts, we’ve got our fingers crossed.

2022 Chrysler Airflow | Our First Battery-Electric Vehicle (3:16):

2022 CES | Chrysler Airflow Reveal (12:22):

Story credits: Trevor Hofmann

Photo credits: Chrysler

Not everyone’s favourite 911, but nevertheless the 1997 to 2006 996 is now the most affordable iteration available, yet it was one of the more notable for ushering in Porsche’s first water-cooled…

Porsche creates the one-off 911 Classic Club Coupe for Porsche Club of America

2022 Porsche 911 Classic Club Coupe
Tell us you don’t love this 996 restomod. We think it’s brilliant, and might even cause this oddball 911 to go up in value.

Not everyone’s favourite 911, but nevertheless the 1997 to 2006 996 is now the most affordable iteration available, yet it was one of the more notable for ushering in Porsche’s first water-cooled flat-six, riding on the first updated chassis platform since the original 911 came on scene in 1963, improving interior refinement, and completely changing the face of the world’s most iconic sports car.

The latter was almost as traumatic to Porschephiles as reformulating New Coke was to cola fans, hence the quick return from “fried egg” shaped headlights to more classic ovoid lenses, but the notorious L-shaped clusters, initially introduced on the first-generation Boxster that, being codeveloped alongside the 996, also shared much of its frontal underpinnings, have a charm of their own when combined with bespoke bodywork and a cool retro-modern paint scheme.

How to make a 996 look a whole lot better in only 30 months

2022 Porsche 911 Classic Club Coupe
Check out that paint! The Sport Grey Metallic and PCA Club Blue livery really sets this 996 apart.

The 996’ more raked windshield and overall sleeker body reduced wind resistance while aiding downforce and interior quietness, but that didn’t stop the in-house Porsche Classic workshop from tweaking the front spoiler, modifying the side skirts, adding a double-bubble roof, and completely reworking the rear deck lid with an ultra-cool 1972 911 Carrera RS 2.7-inspired ducktail.

Many of those changes paid tribute to a special 911 that came before, albeit not before this 1998 996, which incidentally was found in rough shape on a dealer lot in Colombia, Virginia. Vu Nguyen, executive director of the Porsche Club of America (PCA) spotted it, and then contacted Porsche with his idea of modding it to levels way beyond its original stealth Carrera ways.

The task took the Porsche Classic team 30 months to complete, and we think it was well worth the effort. First off, we doubt anyone has ever seen a better looking 996, GT3 and Turbo trims included. Speaking of GT3, Porsche located an original 3.6-litre engine from a later model 996 GT3, good for 381 tuned horsepower, not to mention suspension and brake components to make sure this lowly Carrera responded similarly to the much-vaunted track racer.

Beautiful 2009 911 Sport Classic was used for design inspiration

2022 Porsche 911 Classic Club Coupe
Gotta love the ’72 911 Carrera RS 2.7-inspired ducktail!

As for the design, much of the aforementioned aerodynamic bodywork was visually inspired by the fabulous 911 Sport Classic (997) of 2009, including the roof bulges, awesome rear wing, which were honed in Porsche’s wind tunnel, and much of the paint scheme. The latter a remix of Porsche’s Sport Grey Metallic, although a lighter Sport Grey was used for the twinned centre stripes, that run the entire length of the car, as well as the rocker stripes down below.

The big differentiator are the Club Blue pinstripes highlighting the outer edges of the lighter Sport Grey stripes, which just happens to be PCA’s official livery. Finishing off the look is a sweet set of 18-inch Fuchs black-painted alloy rims, designed in classic ‘70s Carrera style. The stick fitted rubber no doubt helped keep it locked onto the track at the Porsche Development Centre in Weissach, Germany, where it underwent testing prior to being released to PCA.

Where the 2009 911 Sport Classic benefited from a limited run of 250 units going to Porsche customers, the new Classic Club Coupe is a one-off for one customer only, albeit one very big customer. PCA is Porsche’s oldest and largest ownership club, so while very few members will be able to drive it, all will adore it during club meets.

Porsche Classic updated the interior too

2022 Porsche 911 Classic Club Coupe
No expense was spared for the 911 Classic Club Coupe’s interior. Check out all the photos in the gallery above…

No doubt these members will appreciate the level of detail the Porsche Classic team went into when designing and executing the interior, which also features PCA’s signature Club Blue colouring in key areas, such as the stitching on the leather key fob, and even more noticeable blue thread on the upholstery. The seats even sport embroidered “911 Classic Club Coupe” script on the front headrests, while the centre panels of the front and rear seats, plus each door panel, feature a classic Pepita houndstooth pattern woven from slate grey and black leather. The special car also gets a new steering wheel, an updated Porsche Communication Management (PCM) system, and last but hardly least, a plaque on the dashboard that reads, “911 Classic Club Coupe No. 001/001”.

Will this new one-off cause the prices of 996 models to rise? Porsche might want to consider making some of the new body panels available through its parts division, not to mention a few of the interior upgrades, because we could imagine that owners of this particular model might be eager to make them look prettier. Kits have long been available to convert their headlights from fried eggs to ovals (which are arguably more fried egg-shaped as it is), but we think a kit that actually celebrates the oddity of the 996 would be an even more welcome option.

Presenting the exclusive Porsche 911 Classic Club Coupe (1:13):

Story credits: Trevor Hofmann

Photo credits: Porsche

When growing up in the ‘60s and ‘70s, wagons were everywhere. We always had one in the family, because they were too practical to live without. Flash forward 50-plus years and the auto market has…

2022 Volvo V90 Cross Country B6 AWD Road Test

The new 2022 Volvo V90 Cross Country B6 AWD looks good in this park setting.
The 2022 Volvo V90 Cross Country B6 AWD is a comfortable, capable family cruiser with decent off-road chops.

When growing up in the ‘60s and ‘70s, wagons were everywhere. We always had one in the family, because they were too practical to live without. Flash forward 50-plus years and the auto market has segmented into many more niches, with minivans, SUVs and newer crossover utilities taking over for family hauling duties. Nevertheless, some premium brands still produce performance-oriented sport wagons that have proven to make an ideal base for raised crossovers of their own, with Audi’s Allroad and Volvo’s Cross Country virtually owning this fragment of the market since the late ‘90s.

For a bit of background, Volvo arrived first into the mid-size luxury crossover wagon segment in September of 1997 with its original V70 XC or Cross Country (CC), followed by Audi’s Allroad Quattro in 1999, which was an off-pavement version of the Ingolstadt-brand’s A6 Avant wagon. The latter, along with its adjustable air suspension, took on the name of A6 Allroad Quattro in 2006, while the V70 CC had already undergone a name-change to XC70 partway through its second generation in 2003, before undergoing a third and final iteration in 2007, and eventually morphing into two all-new models. These included the more compact V60 Cross Country that hit the scene in 2015, providing Volvo with a direct challenger to Audi’s A4 Allroad Quattro that had already been on the market for six years, plus the V90 Cross Country, a mid-size model that quickly followed in 2016, and the subject of this review, which once again directly challenges the A6 Allroad.

V90 Cross Country has the styling and interior refinement to take on all challengers

The sharp looking 2022 Volvo V90 Cross Country B6 AWD is ultra-stylish from behind.
The great-looking V90 CC has wholly unique styling from front to back.

As for which of these two can be deemed the best-looking raised luxury crossover wagon on today’s market, the decision is up to you. Volvo should win some sort of award for understated good taste, but now Mercedes’ all-new E 450 4Matic All-Terrain Wagon is vying for your eye as well, and this muscled up Merc isn’t only going head-to-head with the aforementioned segment leaders, but has the ability to scoop up sales on the basis of brand strength alone.

Each of these mid-size luxury crossover wagons carries its trademark design language inside too, with the Merc most dramatic thanks to its double driver display/infotainment touchscreen, bright metal oval vents, and other swoopy curves, while, like it or not, Audi has long since dropped its minimalist perfection for asymmetrical angles all over the place. Similar to its classy exterior, Volvo once again delivers good taste inside, with the instrument panel’s overall design being horizontal, albeit bisected with a vertical centre display and twin vertical vents, plus more upright vents at each corner. Even the grain of the gorgeous open-pore Grey Ash ahead of the front passenger is vertically aligned (alternative hardwoods, metals, leathers, and composite surface colourways are available), this theme continuing over to each door panel as well.

Volvo refinement is amongst the best in class

The closer you look, the more attractive the 2022 Volvo V90 Cross Country B6 AWD is.
All of Volvo’s new design trends are apparent, but the V90 CC adds SUV-like black body cladding for a more rugged appearance.

That wood butts up against generous supplies of satin-finish aluminum, while the centre dash-mounted and front door speaker grilles, proudly stamped with Bowers & Wilkins branding, are especially appealing thanks to their brushed stainless-steel surfaces. Common for any class, piano black lacquered plastic glistens in the light as effectively as this inky surface treatment attracts smudges and dust, but fortunately Volvo has kept the long-term trend to a minimum, mostly around the centre display screen and vents, plus the surface surrounding the lower console controls. The rest of the cabin, mind you, is ensconced in high-grade contrast-stitched leather and soft-touch synthetics.

Of course, each roof pillar is wrapped in the same high-quality woven material as the roof-liner, which frames a well-organized overhead console incorporating LED lighting and controls for the sizeable powered panoramic sunroof, while back down below, the rotating dials amongst those previously mentioned controls appear more like silver jewellery than the ignition switch and audio volume knob they actually are.

New B6 mild-hybrid optimizes fuel economy without sacrificing performance

Check out the 2022 Volvo V90 Cross Country B6 AWD's LED taillights.
Volvo’s signature LED taillights can be seen from a mile away, while the new B6 badge will only be noticed by fans and owners of the brand.

There is no scrolling drive mode selector on this V90 Cross Country B6, unlike the 2019 Volvo V90 Cross Country T6 AWD I tested and reviewed a couple of years ago. And now, with fuel prices up considerably, I don’t mind that Volvo’s general approach to its V90 Cross Country has focused more on fuel economy than performance.

The T6 designation stamped on the back of the car from two years ago meant that it included the Swedish brand’s venerable 2.0-litre four-cylinder engine paired with a turbocharger and a supercharger, which made it capable of 316 horsepower and 295 lb-ft of torque. This allowed for a claimed Transport Canada rating of 11.6 L/100km city, 8.1 highway and 10.0 combined, whereas the new B6 badge denotes that its power unit drops the supercharger and adds a standard mild-hybrid system, resulting in slightly less thrust at 295 horsepower, albeit a bit more twist at 310 lb-ft, with the resulting fuel economy improving to 10.6 L/100km city, 8.1 highway and 9.5 combined. This is also a bit better than the six-cylinder-powered A6 Allroad and E 450 All-Terrain, so kudos to Volvo for that.

If you like the looks of the 2022 Volvo V90 Cross Country B6 AWD, wait until you get inside.
The V90 CC’s interior is just as tastefully designed as its interior, and impressively refined.

Like the previous V90 CC, the new hybrid power unit utilizes an eight-speed Geartronic automatic transmission for shifting duties, which is a wonderfully smooth operator. I’d guess the slight decrease in power, and slight increase in torque is a wash as far as straight-line performance goes, because this sizeable, luxurious wagon pulled off the line with more than enough energy, and performed even stronger during highway passing manoeuvres. It powers through the gears quickly, and while no paddles are offered in this model’s single trim, the leather-clad shift lever works well enough when manual mode is required.

Ample handling prowess with a sublime ride

The V90 CC includes a 12.3-inch digital driver's display and a 9.0-inch vertical infotainment touchscreen.
The V90 CC balances sport and comfort ideally, with some of the finest materials in the industry.

The Cross Country doesn’t provide the same level of handling sharpness as the V90 wagon, especially when compared to the R-Design trim noted earlier, but it’s no slouch through the corners either. With a substantial 204 mm (8.3 inches) of ground clearance, it’s about 30 percent taller than its tarmac-hugging sibling, so therefore its centre of gravity won’t allow the same lateral grip through fast-paced corners, but I doubt you’ll notice unless pushing it really hard on a serpentine two-laner.

Volvo had given my tester’s wheels a $1,000 upgrade too, from 19s to 20s, which were accompanied by a set of 245/45 all-season tires, enhancing its at-the-limit grip from the base 235/45 R19s. It’s also possible to get a different set of 20-inch alloys as well as sharp looking 21s on 245/40s, just in case you plan on spending a lot of time carving up canyon roads.

Check out the V90 CC's 12.3-inch digital driver's display.
This high-definition 12.3-inch primary driver’s display provides attractive graphics and good functionality.

Equipped with the 20s, the V90 CC’s ride is absolutely sublime and wholly controlled all the time, plus that extra ground clearance makes it an ideal companion for outdoing fresh dumps of snow in ski resort parking lots, or for that matter trekking up backcountry roads en route to the cottage for that weekend getaway that was supposed to include sunshine. What’s more, it even tows up to 1,580 kg (3,483 lbs), in case that destination includes a large body of water and you want to bring along watercraft.

Solid construction and standard AWD make the V90 CC one tough competitor

The available Bowers & Wilkins audio system is sensational.
The standard hardwood and stainless-steel speaker grilles from the optional Bowers & Wilkins audio system look fabulous.

If you want to get technical, the Cross Country features an aluminium double wishbone front suspension and an exclusive integral link design in the rear, featuring a transverse leaf spring made from a lightweight composite, while the setup in back benefits further from an air suspension that instantly responds to the road or trail below in order to maintain its optimal height, stability, and comfort. This said, it’s not an adjustable air suspension like that in the A6 Allroad, but the Swede makes use of the same type of high-strength steel and aluminum monocoque body construction as the German, ensuring ultra-tight rigidity for enhancing handling, refinement and safety.

The optional B&W stereo features 19 speakers.
A separate tweeter sits on top of the dash.

All V90s include all-wheel drive too, with the Cross Country’s system also featuring hill decent control and an off-road mode that provides greater ease and confidence-inspiring control during moderate backcountry excursions. To access this feature, you’ll need to first press settings on the centre display, then select driving, and then activate or deactivate the off-road mode (it also cancels automatically when turning off the engine). I’d rather have a quick-access switch on the lower console to perform this task, but this said, going off-pavement is normally a deliberate choice, and not something that needs to be done on the fly like when using sport or eco modes. When optimized for the wild green yonder, the V90 Cross Country is quite capable of light- to medium-duty off-roading, such as overcoming small stumps and rocks on a logging road, or wading through a shallow river bed.

Comfort is always king in a Volvo

Faster and more capable, the new The 2022 Volvo V90 Cross Country B6 AWD's infotainment system is now powered by Google.
Volvo makes one of the best infotainment systems in the class, and it’s even better now that Google powers the back end.

My tester’s driver’s seat was equal in comfort to the V90 CC’s superb ride, which is a Volvo trait, as I’ve learned over the years. It’s truly a car I could drive all day long and never tire of. It helps that the tilt and telescopic steering column provides ample reach for my long-legged, shorter torso body type, and there was no shortage of adjustability options in my upgraded powered Sport driver’s seat.

Before diving into the driver’s seat upgrades, my tester also came with a $1,000 Climate package featuring a heatable steering wheel rim and headlight cleaning system that sprays high-pressure jets onto the front lenses to enhance visibility at night; plus a $2,000 Advanced package was also included, boasting a head-up display system that projects key info onto the windshield ahead of the driver, as well as a special air cleaner for removing fine particulates from the cabin, a 360-degree overhead camera for making parking in tight spaces easier, and high-level interior illumination that includes special courtesy lights for entry/exit, subtle door pocket lamps, mood lights, and more.

Plenty of option packages on offer, but roominess is standard

Check out the 2022 Volvo V90 Cross Country B6 AWD's brilliant overhead camera.
Just how the 360-degree overhead parking camera shows so much area around the car is hard to understand, but it works very well.

Back to that driver’s seat, my tester also featured a $3,850 Lounge package that included the special Nappa leather-covered Sport seats noted earlier, with extra upper bolstering and beautiful contrast stitching. They’re superbly comfortable and provided excellent support, thanks in part to a powered lower cushion extension for the driver, which nicely cups under the knees, plus four-way powered driver’s lumbar support, necessary for applying pressure to the exact spot in anyone’s lower back for alleviating discomfort. This upgrade also benefits the front passenger that gets memory function for their powered seat, while four-way automatic climate control is included as well, complete with a separate rear HVAC interface on the backside of the front centre console, which also incorporates heatable seat switchgear for the rear outboard positions.

Check out some of the V90 CC's nicest switchgear.
Some of the V90 CC’s switchgear is like jewellery.

Those rear seats are impressively comfortable as well, particularly the just-mentioned two next to the windows. As far as rear seat room goes, when the driver’s seat was set up for my aforementioned long-legged, short-torso five-foot-eight frame, I had almost 10 inches of space ahead of my knees, plus five inches from my shoulder to the door panel, another four inches or so next to my hips, and at least three and a half inches above my head. Therefore, stretching out my legs was easy when placing my feet underneath the front seats. You’ll never feel claustrophobic in back of this V90 either, thanks to that previously-noted panoramic sunroof, plus vents on the backside of the front centre console, as well as on the midpoint of each B-pillar, while there are LED reading lights just above.

No shortage of innovative safety gear or technology

The V90 CC's shifter is a thing of beauty.
More Volvo jewellery, the engine start/stop switch is one of a kind in the industry.

If you’ve got smaller children, Volvo can outfit those outboard positions with a couple of two-level integrated child booster seats for just $625, while you can enhance rear seat safety further with the Swedish brand’s $600 steel protective grille found in my test car. When lowered via hinges from its stowage space under the cargo area roof (see the photo gallery), it separates the rear passenger compartment from the load-carrying area, keeping passengers and pets safely away from each other when braking hard, or worse, if involved in a collision. Of course, this also keeps rear passengers safe from flying cargo that hasn’t been strapped down, which is a common cause of injury during accidents.

Both front and rear passengers will also appreciate the aforementioned Bowers & Wilkins audio upgrade. It’ll set you back a cool $3,750, but delivers a level of sound quality few will ever experience in a car. This high-end audio system features 1,400 watts of power and 19 speakers, the odd number referencing the cool-looking stainless steel “Tweeter-on-Top” centre speaker that’s been a feature in top-of-the-line Volvos for years. This system also includes an air-ventilated subwoofer in back, plus special silver speaker cones made from a proprietary Continuum material that can be seen through the grilles.

Base V90 Cross Country should be good enough for most

The V90 CC's optional Sport seats gets an extendable lower cushion on the driver's side.
The V90 CC’s optional Sport seats are some of the best in the industry.

While it might sound like you’ll need to buck up for a lot of options in order to enjoy your V90 CC, nothing could be further from the truth. The standard $65,950 model’s front seats, for instance, are already inherently comfortable, with superb support all-round. This car also comes standard with dual-zone automatic climate control featuring CleanZone filtration, which makes sure the air your family breaths is clean and fresh, no matter the surrounding traffic.

A 12.3-inch digital driver display is also standard, featuring the ability to shrink the primary instruments when utilizing the multi-information system at centre, while all the mirrors get standard auto-dimming as well. Rain-sensing wipers are included with the most basic trim too, as are wiper blades with integrated washers, auto-folding heated and powered side mirrors, aluminum tread plates, powered and heatable front seats, leather upholstery, a leather-wrapped sport steering wheel and shifter (even the key fob is a leather-wrapped, metal-adorned thing of beauty), a wireless phone charger, a 220-watt audio system, power-folding rear head restraints, a powered rear liftgate, a stainless-steel cargo scuff plate, an alarm, a whiplash injury protection system, and all the usual airbags including one for the driver’s knees.

Standard safety has always been one of Volvo’s strong points

If you're sitting in the back seat of the 2022 Volvo V90 Cross Country B6 AWD, you won't be feeling second class.
The rear seating area is spacious and comfortable, plus filled with executive class features.

Additional standard features include road sign information, adaptive cruise control, front and rear parking cameras with visual and audible distance warnings as well as Park Assist semi-autonomous self-parking capability, semi-autonomous Pilot Assist steering control, lane keeping aid, oncoming lane mitigation, the BLIS (Blind Spot Information System) and rear cross-traffic alert with mitigation, post-impact braking, all of which helped the 2022 V90 CC to achieve a best-possible Top Safety Pick + rating from the U.S. Insurance Institute for Highway Safety (IIHS), while Volvo’s brand-wide total of 13 Top Safety Pick + winners makes it the safest automaker in the entire car industry.

Volvo also includes an impressive 9.0-inch vertical tablet-style touchscreen display on the centre stack, which I’ve long found to be one of the best in the business. Not only does it use a brilliantly high-definition display, filled with deep, rich colours and attractive graphics, that’s as easy to use as a regular smartphone or tablet thanks to the ability to tap, swipe, or pinch the screen for the majority of functions, but its full list of features makes it very versatile.

New Google infotainment operating system streamlines smartphone connectivity

The V90 CC comes with a large panoramic sunroof.
All seats have a fabulous view in all directions, especially up.

A recent update means it now processes inputs faster than ever too, thanks to a deal Volvo made with Google to completely integrate Android into the back-end. Now the updated system connects your Android smartphone even more seamlessly than the Android Auto app, but you’ll need to set up a Google account in order to take advantage.

Once done, you’ll have access to built-in Google apps such as voice-activated Google Assistant that lets you call or text friends or business associates, set destinations, modulate the cabin temperature, choose music, inquire about any on-line information, or even control connected home devices just by saying “Hey Google” before your request. The system also integrates Google Maps with real-time traffic info, automatic rerouting, and voice control, while Google Play store is available to download your favourite apps (like CarCostCanada), and more.

As practical as it’s luxurious

The V90 CC provides loads of cargo space.
The V90 CC’s retractable cargo cover moves up and out of the way automatically when the liftgate powers up.

That aforementioned liftgate powers open to reveal an accommodating cargo compartment with a retractable cargo cover that automatically lifts up and out of the way. Altogether it measures 714 litres (25.2 cu ft) with the rear seats upright, and 1,526 litres (53.9 cu-ft) when they’re folded flat, making it similar in size to most two-row mid-size crossover SUVs.

The dedicated luggage area is luxuriously finished with carpets that go all the way up the sidewalls and seatbacks, plus of course the load floor. Making my tester even more convenient was a lift-up floor divider with attached grocery bag hooks, as well as a rubber cargo mat, while under the floor is a shallow carpeted compartment for storing ultra-thin items, such as the carpeted floor mats when the all-season ones are being used.

Excellent alternative to a more traditional luxury crossover SUV

Check out all the space inside the 2022 Volvo V90 Cross Country B6 AWD's cargo compartment.
The centre pass-through comes standard, but you’ll need to pay extra for the rubber cargo mat.

I was a bit disappointed to see 60/40 split-folding rear seatbacks instead of a full 40/20/40 configuration, but Volvo includes a small, narrow centre pass-through that’s ideal for a couple pair of skis, while each side can flip down further via powered release buttons. These automatically dropped the headrests too, using the same release mechanism that allows them to be flipped down from up front. Once lowered they provide a nice, flat load floor for lots of gear.

And that last point really sums up what the Volvo V90 Cross Country is all about. Carrying loads of gear and family to your favourite destinations in absolute comfort and efficiency, while having fun getting there.

In summary, the V90 Cross Country is an excellent alternative to a more traditional-style luxury crossover SUV. I highly recommend you take a closer look.

Review and photos by Trevor Hofmann