Regarding compact SUVs, it’s often difficult to find that sweet spot between utility and style, fuel economy and performance. Yet, the 2024 Volkswagen Tiguan seems to have found a comfortable niche in the market. As the SUV market in Canada continues to grow, consumers are spoiled for choice. But where does the Tiguan fit in?
The Tiguan rests under VW’s larger Atlas model, boasting European elegance, agile handling, and a thoughtful design. While it may not be a speed demon, the turbocharged 2.0-litre four-cylinder engine, eight-speed automatic transmission and 4Motion All Wheel Drive ensure an efficient and confidence-inspiring ride. The interior balances function with understated style, and for those who need extra seating, a third row is available, albeit with limited legroom.
Interior and Cargo
The Tiguan is one of the few compact SUVs that offers an optional third row of seating. Note this feature is best reserved for people with smaller bodies. With the third row folded, expect about 33 cubic feet (roughly 935 litres) of cargo space, placing it in the middle of the pack against competitors.
The Tiguan’s Place in the Market
With its performance, feature set, and balanced demeanour, the Tiguan makes a compelling case for its strong position among compact SUVs in Canada. It maintains a highly competitive position when compared to the Honda CR-V, Nissan Rogue and Mazda CX-50, with a starting price of $34,495 CAD MSRP.
Here is some more context on where the Tiguan fits into the overall Compact SUV Market
Under the hood, a 2.0-litre turbocharged engine offers 184 horsepower and 221 pound-feet of torque. This power is sent through an eight-speed automatic transmission with standard 4Motion All-Wheel drive. Although the 0-100 km/h time is a modest 9.1 seconds, the vehicle excels in everyday drivability, particularly in city and winter driving conditions.
Regarding fuel efficiency, the Tiguan delivers 24 mpg (around 9.8 litres per 100 km) in city driving and 31 mpg (roughly 7.6 litres per 100 km) on the highway. The combined Transport Canada rating is 8 litres per 100 kilometers. When you consider the standard all-wheel-drive system, these fuel consumption numbers are good.
Infotainment and Connectivity
While its infotainment system may not be universally praised, standard features include Apple CarPlay and Android Auto. The base S trim gets a 6.5-inch screen, whereas higher trims have an 8.0-inch display. An 8.0- or 10.3-inch digital gauge display is standard on all trims.
What’s New for 2024?
New this year is VW’s IQ.DRIVE driver-assistance suite, which is standard even on the base S trim. Enhancements include lane-centering and adaptive cruise control, along with rain-sensing wipers, a faux-leather steering wheel, wireless charging, and an infotainment upgrade.
Safety gets a boost in 2024 with the standard inclusion of the IQ.DRIVE adaptive cruise control system. This comes on top of pre-existing features like a forward-collision alert with automatic braking and a blind-spot warning system. Four-wheel disc brakes, with anti-locking technology, are also standard equipment.
The 2024 Volkswagen Tiguan makes a compelling case for Canadian consumers searching for a balanced compact SUV. Although it doesn’t dominate in any area, its synthesis of features, comfort, and driving dynamics place it as a worthy contender. If you seek versatility and refinement, consider putting the Tiguan on your shortlist.
With an estimated 200,000-plus F-150 Lightning orders in the books, Ford has clearly shown the market is ripe for full-size electric pickup trucks. In fact, the books are likely full for 2022. Added to…
With an estimated 200,000-plus F-150 Lightning orders in the books, Ford has clearly shown the market is ripe for full-size electric pickup trucks. In fact, the books are likely full for 2022. Added to that, microchip shortages and recent talk about a coming battery shortage means the Dearborn-based automaker’s ability to fully deliver on these orders is suspect, but nonetheless, if a history of BEV customer patience is anything to go by, particularly with respect to Tesla, the blue-oval brand may garner a lot of market share and win out in the end.
This scenario would see Chevrolet, a leader in battery-electric vehicles, come up short by being late to the electrified truck party. If the bowtie brand had been quicker to the draw, they could have capitalized on Ford’s temporary weakness, but instead the new Silverado EV pickup, introduced at the 2022 Consumer Electronics Show (CES) in Las Vegas last week, won’t be available until 2023 as a 2024 model. Just the same, fleet buyers and eco-minded consumers may want to wait for the General’s new model, because its unique features really set it apart.
First off, and possibly most critical, the Silverado EV is based on General Motors’ new Ultium platform, an electric-specific truck and SUV chassis. The Lightning rides on Ford’s conventional F-150 chassis architecture, which is likely why it was quicker to market. Most electric vehicle fans will give a nod of approval to GM for going the extra mile of taking this pure-EV route, but the optimal choice is not yet clear. The F-150’s body-on-frame layout is a very well-known entity, whereas the Silverado EV’s design is mostly uncharted territory. It’s a mix between a traditional truck frame and unibody, which will hopefully end up being a best-of-both-world’s scenario.
Two trims will be available at launch, including a WT (Work Truck) version designed specifically for the aforementioned fleet market and individual contractors, plus another that’s dubbed RST, focused on personal use. Initially, the latter will get the moniker RST First Edition, although to be clear it will show up in the fall of 2023, after the WT arrives that spring.
The RST First Edition will be good for a range of 640 km between charges, albeit probably not while towing up to 10,000 lbs (4,536 kg) of trailer, or for that matter a full payload of passengers and cargo, or 1,300 lbs (590 kg). While towing capacity is very strong, the electric model doesn’t compare all that well against a conventionally-powered Silverado 1500, which is good for a payload range of 1,870 to 2,280 lbs (848- 1,034 kg).
Still, the Silverado EV should be mighty quick off the line when its WOW (Wide Open Watts) maximum power mode is engaged, thanks to 660 horsepower and 780 lb-ft of torque. Smart, Chevy. Not as brilliantly silly as Tesla’s Ludicrous mode, referencing the 1987 space parody film Spaceballs (Mel Brooks, Bill Pullman, John Candy and Rick Moranis), but clever just the same.
It should be noted that a WT model capable of towing up to 20,000 lbs (9,072 kg) will be made available sometime after lesser trims are introduced, while no matter the trim level a Tow/Haul mode will be included, while trailer hitch provisions, an integrated trailer brake controller, and a Hitch Guidance system as part of Chevrolet’s Advanced Trailering System, will be available. It should be mentioned that base WT trucks only be able to haul 8,000 lbs (3,629 kg), plus a payload of just 1,200 lbs (544 kg) due a performance downgrade of 510 horsepower and 615 lb-ft of torque. Notably, this model will be upgradable to 640 km of range.
As standard, at least initially, both trims will receive a DC fast charging system with up to 350 kilowatts of capability, while both models will be available with up to 10.2 kW of offboard power delivery, meaning contractors and tradespeople will be able to plug in their tools while using the lowered tailgate as a workbench, plus campers will be able to light up and even heat their tents and trailers with an extension cord. And speaking of cords, the electrified Chevy truck will be capable of charging another EV via its optional accessory charge cord.
The Silverado EV, which is set to be assembled at GM’s Detroit and Hamtramck, Michigan-based Factory ZERO, comes with an adaptive air suspension that can be raised or lowered by up to 50 mm (2.0 in). Additionally, four directional wheels should make it capable of rotating on the proverbial dime. GM will also provide its Super Cruise semi-autonomous drive system as an option, which will even be functional when towing.
While the above features are strongpoints, the truck’s Multi-Flex Tailgate (similar to what’s already available from today’s Silverado) and Chevy Avalanche-style Midgate bed expansion system, provide much greater cargo functionality than anything currently on the market. Where the just=noted 2001-2013 Avalanche (and the 2002-2013 Cadillac Escalade EXT) featured a single-piece Midgate, the Silverado EV’s is split in a 60/40 configuration, which allows longer items to be loaded while a third occupant sits in back. Those items can be up to 10 feet, 10 inches long when the tailgate is closed, by the way, which almost doubles the Silverado EV’s five-foot, 11-inch bed-length. This creative cargo solution could become a key reason for BEV truck buyers to wait for the Silverado EV over a Lightning, Rivian R1T, or any other electric pickup.
The wait certainly won’t be for its compact dimensions. In fact, the new Silverado EV, which will only be available in one Crew Cab body style, measures 5,918 mm (233 in) from nose to tail, making it slightly longer than today’s 5,885 mm (231.7-in) 2022 Silverado Crew Cab, although the two models’ heights are approximately the same.
Like its size, few should complain about the Silverado EV’s styling, as it builds on the conventional model’s current design theme, albeit with more modern lines and details. It should appeal more to those who prefer smooth, flowing, wind tunnel-formed designs than folks with a greater focus on tradition than aerodynamics.
To the latter point’s end there’s no conventional grille. The bowtie badge is merely placed at the centre of a Tesla-like body-colour panel, all of which sits below an elegant strip of LED lighting that spans the entire width of the vehicle before melding into the headlight clusters. These are slim LEDs, while just underneath is a complex set of driving/fog lamps divided by a knife-like chrome bezel. A rugged matte black and silver bumper cap finishes off the frontal look before it rounds each corner and joins up with the truck sector’s usual swollen fender flares, which are finished in gloss black for a classier appearance than the usual matte application. Lastly, the rear design is appropriately more conventional with an upright box and traditional tailgate that’s bookended by a stylish set of LED taillights.
What appears to a premium-level interior will come standard with a panoramic glass roof in First Edition trim, as will a glossy infotainment display above the centre stack, measuring 17 inches from corner to corner. Lesser Silverado EV trims, including the WT, will feature a reasonably sized 11-inch touchscreen, which should be more than suitable for most peoples’ needs. Similarly, the top-line model’s 8.0-inch configurable driver’s display shrinks down to 7.0 inches in lower trims.
Like Ford’s Lightning, interested parties only need a $100 deposit to reserve their Silverado EV, so as long as buyers don’t mind waiting until 2023 to take delivery, and can afford the RST First Edition’s $119,948 base price, it will likely steal sales from the blue-oval truck. Then again, Chevy won’t have anything to compete against the Lightning XLT’s $68,000 initial base price, which is expected to go down once lower-end trims become available.
To deal with this issue, General Motors promises more affordable consumer variants, although buyers will likely have to wait another 12 months for delivery, pushing these less expensive Silverado EVs into the 2025 model year. On the other side of the pricing spectrum, GM president Mary Barra alluded to a potential Trail Boss edition during the live model launch program, which would certainly garner some attention in both EV and off-road camps.
And now for the ultimate electric pickup truck question: is there a frunk? Yes, a front-trunk (frunk) is included, but Chevy calls it an eTrunk. It’s lockable and weatherproof, of course, plus large enough to stow a big hard-shell suitcase along with a few smaller items.
Story credits: Trevor Hofmann
Photo credits: Chevrolet
It was fewer than six months ago that General Motors revealed its upcoming Hummer EV pickup truck to much fanfare, a move that simultaneously reintroduced the US military’s SUV brand into the civilian…
It was fewer than six months ago that General Motors revealed its upcoming Hummer EV pickup truck to much fanfare, a move that simultaneously reintroduced the US military’s SUV brand into the civilian market, and gave GMC its first electric vehicle. Now the General’s truck and SUV division has followed their EV Supertruck up with an electrified SUV that will do its part in repairing the once-maligned Hummer name.
Yes, Hummer, which was previously stigmatized as a gas-guzzling, anti-environmental brand, will no longer be a standalone marque within the General’s ranks. This makes a great deal of sense from a retail distribution perspective, being that GM needs to maintain its simpler four-brand stance in order to reduce marketing costs, compared to the high price of promoting the multitude of brands it once oversaw.
The new GMC-controlled sub-brand will take advantage of Hummer’s strong name recognition within the 4×4 overland community, and the emissions-free EV powertrain means that its brand image will no longer be plagued by its supposedly polluting predecessors.
To be fair to the Hummer brand’s original four models, the flagship H1 was mostly turbo-diesel powered and therefore fairly efficient for a military-spec off-roader, while the H2 (and H2T pickup) was based on the full-size Chevrolet/GMC Tahoe/Yukon, which were actually friendlier on fuel than some other full-size 4x4s of the era. The fact they remain popular models within GM’s SUV lineup shows GM may have made a mistake in letting the Hummer brand go as part of their restructuring.
Likewise, the mid-size H3 and H3T (pickup truck) were based on the previous-generation Chevrolet/GMC Colorado/Canyon trucks, so therefore the brand didn’t suffer as much from gasoline gluttony as it did from being targeted by environmental activists using it as a sacrificial mechanical scapegoat.
Now, however, GMC’s upcoming Hummer sub-brand could very well become an icon of zero-emissions righteousness. Then again, with zero-to-100 km/h taking just over 3.5 seconds, putting it neck-to-neck with Jeep’s outrageously potent 707-horsepower Grand Cherokee Trackhawk, not to mention dwarfing Land Rover’s new wilderness-conquering Defender (that it’s not stylistically dissimilar to) when it comes to exterior width, the new Hummer SUV wasn’t exactly designed to go up against Nissan’s Leaf for kilowatt cost per kilometer.
Tesla has proven that it’s ok to produce ridiculously fast cars, as long as the power unit is electric. Hummer will ride on Tesla’s bandwagon, the latter brand already making a couple of crossover SUVs and soon adding a pickup truck, so far dubbed Cybertruck and about as whacky looking as automotive designs get (we expect the production model to appear a bit more mainstream).
The Tesla and Hummer trucks will be joined by rival electric pickup truck (and SUV) makers including upstarts Alpha, Bollinger, Canoo, Fisker, Hercules, Lordstown, Nikola, and Rivian, while the upcoming Ford F-150 EV should eventually do epic battle against GM’s own Chevrolet BET (Battery Electric Truck—we hope they come up with a more engaging name), leaving Nissan’s Titan Electric Truck to pick up the scraps. Who knows how many of these will ever see the light of day, but some certainly will.
Barring an economic meltdown, GMC’s new Hummer pickup will be one of the survivors, as will the just-released SUV. The two models’ performance won’t be detuned in production form either, with the truck’s top-line “3X” powertrain making a mind-blowing 1,000 horsepower that results in sprints from standstill to 100 km/h of just over 3 seconds. That’s Corvette territory performance from a truck that probably carries twice the curb weight, the speedy acceleration partially due to 11,500 lb-ft of instantaneous torque from its three electric motors.
You heard that right, both Hummer models’ top-line “3X” powertrain option are three times more fun than electric vehicles with just one motor. The SUV is “only” good for up to 830 horsepower, albeit the same 11,500 lb-ft of torque. The mid-range “2X” engine utilizes two electric motors for up to 625 horsepower and 740 lb-ft of torque, resulting in a zero to 100 km/h sprint time of roughly 5 seconds, incidentally, which will no doubt be enough for most buyers. Lastly, a base model merely dubbed EV2, featuring 400 volts of charging capability compared to the 2X and 3X models’ 800-volt/300kW charging systems, will be the entry-level gatekeeper.
“GMC’s HUMMER EV SUV offers an exceptional balance of on-road performance and off-road capability, enhanced by a unique structure that allows for our signature open-air experience,” said Al Oppenheiser, Hummer EV chief engineer. “New features debuting on the SUV reinforce its role as a tactical tool in almost any situation.”
When the truck arrives in the fall of 2022 as a 2023 model, it will come in special “Edition 1” trim with its strongest performance setup, as will the SUV when it shows up in early 2023. Base SUV trims will arrive in the spring of 2024, probably for the 2025 model year, with other trims spaced out in between.
Range, the all-important question most EV buyers ask of their new ride, is 482 km for the SUV and 560 km for the truck, the difference due to four additional Ultium battery modules (24 compared to 20) fitting within the span of the latter vehicle’s 3,444-mm wheelbase—the SUV’s wheelbase is 226 mm shorter at 3,218 mm. A less potent base SUV, stocked with just 16 modules, should be good for more than 400 km of range in optimal circumstances. All trims feature GM’s new double-stacked battery pack, which comes as part of an interdependent body/battery structure to enhance the vehicles’ rigidity.
“The HUMMER EV’s body protects the battery, while the battery supports the structure,” added Oppenheiser. “That means the battery pack itself is a structural element, which enables a truly open-air experience and a rare combination of extreme off-road capability and smooth on-road performance in a body-frame integral platform.”
GM Canada is promising a base price of $88,898 (plus freight and fees) for that 16-module base EV2 model, but it’ll be the only Hummer SUV to slip below the six-figure price threshold. The 2X, alternatively, will be priced at $104,898 and 3X from a minimum of $119,398, with the Edition 1 setting early adaptors back $125,898.
Once near flagship Range Rover price levels, however, why not go for the gusto by opting for an Edition 1 with its Extreme Off-Road package, a mere $131,898 being the price of entry for underbelly skid plates that GMC actually calls “armour”, plus rock sliders, front eLocker and rear virtual locking differentials, HD ball-spline half-shafts, and 22-inch alloys wrapped in 35-inch-OD Goodyear Wrangler Territory MT rubber, not to mention front- and rear-facing UltraVision underbody cameras (with a wash system) to help you skirt over untoward obstacles.
Such extras should work wonders with the SUV’s already standard Crab Walk technology, which adjusts the standard four-wheel steering system so that all wheels are pointing in the same direction for diagonal mobility, while its air suspension with Extract Mode actually increases ground clearance to a maximum of 406 mm (16.0 inches) on the fly, helping the Hummer walk up and over tall rocks, roots, mud holes, etcetera.
For those willing to potentially scratch up their Hummer EV, it should at least be equal to its diesel and gasoline predecessors when off-road. The e4WD system’s ability to power a single wheel at a time should prove very helpful in slippery conditions, as should its 330 mm (13 inches) of suspension travel, ability to climb 60-percent grades while going forward or reversing, capability of scaling 457 mm (18-inch) vertical obstacles, and skills at fording more than 600 mm (two feet) of water.
Some noteworthy options will include a “multisensory, interactive experience” called Watts To Freedom, which provides special audio from the Bose sound system, plus kinesthetic sensations via the haptic driver’s seat, and visuals through custom displays that show the SUV’s performance mode as “armed and ready.” It’s all customizable in GMC’s My Mode, which lets drivers personalize driving features such as steering and suspension settings, as well as the SUV’s acceleration response and even the sound the motors make.
An Infinity Roof, along with modular Sky Panels come standard, creating the open-air experience chief engineer Oppenheiser described earlier. This will be ideal when trekking through the wild on a sunny day, whether actually enjoying the wilderness or navigating the urban jungle.
The five-occupant SUV should be plenty practical, with its spare tire hanging on a powered side-swinging tailgate that opens up “wider than the vehicle itself.” GMC promises “an unimpeded 48-inch opening” and up to 2,316 litres (81.8 cubic feet) of cargo space when the rear seats are lowered. Additionally, more storage space can be found below the load floor, plus another compartment is integrated within the cargo area’s sidewall.
Speaking of wide, a large 12.3-inch digital gauge cluster gets joined by an even bigger 13.4-inch infotainment touchscreen at centre. Integrated within, the “In-vehicle Energy App” both monitors energy usage and can be used to set up charging schedules, condition the battery temperature, and more.
Tech in mind, a Digital Key lets owners use their smartphone as the key fob, while the SUV’s HD Surround Vision parking camera provides up to 14 camera views. The previously noted UltraVision underbody camera system offers up to 176 camera views, incidentally, plus a bevy of Off-Road Widgets provide performance readouts for off-road driving scenarios such as “ride height and eLocker engagement, compass headings, pitch/roll status,” and more.
All Hummer EV models can also be had with an updated version of Super Cruise, GM’s much-lauded semi-autonomous driver assistance technology that allows for hands-free driving on compatible highways. The updated system even includes new automatic lane changing.
If that wasn’t techie enough, DIY folks and campers will love the new optional Power Station generator that provides 19.2 kW of AC charging/generator functionality for accessories (120V/25A/3kW) and the ability to charge other EVs (240V/25A/6kW).
More detailed option pricing will be available closer to launch, as will the ability to configure the new Hummer EV models online. The SUV’s special Moonshot Green Matte paint will no doubt be on offer, as will a diverse palette of standard and optional metallic colours.
GMC HUMMER EV SUV | EXTRACT MODE | GMC (0:15):
GMC HUMMER EV SUV | “Another Revolution” | GMC (3:30):
GMC HUMMER EV SUV | THE NEXT ALL-ELECTRIC SUPERTRUCK | GMC (1:31):
GMC HUMMER EV SUV | WHAT TWO CAN DO: TEASER SIX | GMC (0:30):
GMC HUMMER EV SUV | ARRIVAL: TEASER FIVE | GMC (0:15):
GMC HUMMER EV SUV | ANTICIPATION: TEASER FOUR | GMC (0:15):
GMC HUMMER EV SUV | WITNESS: TEASER THREE | GMC (0:30):
GMC HUMMER EV SUV | IMAGINE: TEASER TWO | GMC (0:15):
GMC HUMMER EV SUV | COUNTDOWN: TEASER ONE | GMC (0:15):