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New Car Reviews

2021 Honda Passport Touring Road Test

With five-passenger crossovers regularly at the top of the mid-size SUV sales charts in North America, Honda simply had to be in on the game. Therefore, in another attempt to replicate its small utility success in the large SUV categories, the two-row, five-passenger Passport joined up with the three-row Pilot for 2019.

Most automotive industry followers saw the initial news stories along with the usual follow-up pieces about pricing, trims, standard and optional features, etcetera, and then plumb forgot about the new SUV soon after. A smattering of ads that accompanied the SUV when introduced might have initially put it on some consumers’ radars, but it could’ve just as likely flown under yours, as they’re not exactly easy to spot on the road.

Honda delivered just 3,017 Passports in Canada throughout 2020, its first year of availability, and a mere 559 during Q1 of this year, which incidentally makes it the slowest selling mid-size SUV in Canada, other than Toyota’s new Venza that only arrived in September last year, yet still found 1,403 buyers (and at the end of March 2021 another 798 new owners), and Dodge’s 150-year-old Journey (ok, in reality it’s just 13 years old) that’s been discontinued for two years, yet still managed to lure in 420 bargain shoppers. This means by Q1 2021’s close, the Venza was already outselling the Passport by 143 percent, while by May’s end its lead had grown to 175 percent.

The larger Pilot, on the other hand, has enjoyed a fairly steady rise in sales over the past decade, with 2020 being its best year yet thanks to 9,340 new owners. This has allowed it to move up through the ranks, now sitting fifth amongst three-row SUVs, with 11 contenders trailing behind, which once again has me wondering why the Passport hasn’t caught on.

After all, being dead last in any SUV category makes absolutely no sense for a brand that, until recently, had been swapping the lead baton back and forth in the compact SUV segment as if the CR-V and Toyota RAV4 were part of the same relay team. The RAV4 has since rode off into the sunset with 67,977 units down the road last year, much thanks to conventional gasoline, plus hybrid and plug-in Prime variants, but the single-engine-powered CR-V still held an extremely strong second place with 50,135 deliveries in 2020, the next brightest star being Mazda’s CX-5 with 30,583 down the road during the same 12 months. Just why Honda hasn’t been able to graduate a reasonable number of these CR-V owners into its mid-size Passport is hard to fathom, but, amongst other issues, it may come down to the larger SUV targeting an intrinsically different type of buyer.

The CR-V does well because it’s reasonably priced and fuel-efficient, plus nice enough looking, comfortable, amply spacious, technically advanced, historically dependable, capable of holding its resale/residual value, etcetera. I can say much the same about the Passport (the Canadian Black Book shows its larger Pilot sibling tied as runners-up with the Toyota 4Runner in mid-size SUV retained value, so one would think the Passport would fair similarly), although few people have even heard of this newcomer, plus its entry price is higher than the majority of its five-seat rivals, and it’s hardly as fuel-efficient as most of those too.

The CR-V occupies this same position on CCB’s compact SUV retained value list, incidentally, right beside the now defunct Nissan Xterra (a BIG mistake for Nissan to have dropped this model) and just below Jeep’s Wrangler, which makes me feel all the better about the countless times I’ve recommended Honda’s little runabout to new and pre-owned buyers, both here in reviews and personally to friends and colleagues.

The Passport (and its larger Pilot sibling) on the other hand, never came to mind when offering up my sage wisdom (ahem), but considering the CCB’s rating of the latter, I should probably start adding it to my list of large SUV recommendations. I’ll need to see whether or not the Passport catches on before it gets a full thumbs up, however, because a vehicle needs to have garnered a large enough group of waiting pre-owned buyers in order to maintain its value.

As happenstance is, halfway through writing this review I received a call from a friend who was surprisingly considering a lease takeover of a Honda Passport. He’s waiting for the next-generation Toyota 4Runner to launch, which he’ll probably buy far in advance, but until then he needs something to drive, because the lease of his previous 4Runner came due and he chose not to buy it out. Being that he’s already ok with driving a relatively thirsty V6, and that he won’t actually be purchasing, but effectively renting instead, I couldn’t argue against it, but I didn’t get behind the decision like I would’ve done so for a CR-V.

Instead, I recommended he check out LeaseBusters, a service that specializes in lease takeovers (and in full disclosure is affiliated with this site), in order to see what else might be available for $600 per month, the charge being asked for that specific 2019 Passport. It’s not that a Passport wouldn’t work for him, as it probably would, but I’d rather he suss out all available options before making what will probably be a two-year commitment.

To be fair, the Passport is much more fuel-efficient than any V6-powered 4Runner to date. While the next-gen 4Runner will probably ship with a hybrid, the current long-in-tooth model is rated at a dismal 14.8 L/100km city, 12.5 highway and 13.8 combined, compared to a relative 12.5, 9.8 and 11.3 for the Passport. The Pilot, incidentally, is good for a claimed 12.4, 9.3 and 11.0. Yes, you read that right. The larger, heavier three-row Honda gets better fuel economy than the shorter, lighter two-row variant. Go figure. It must come down to aerodynamics on the highway.

How does the Passport fare against immediate competitors? Toyota’s Venza comes standard with a hybrid power unit and therefore walks away with the mid-size two-row efficiency prize, its rating being 5.9 L/100km in the city, 6.4 on the highway and 6.1 combined. Ouch! No wonder it’s selling better. The Toyota’s $38,490 starting sticker doesn’t hurt either, especially next to this Honda’s near premium-level $43,670 entry price. That’s a $5,000-plus deterrent, combined with nearly twice the ongoing fuel costs. I’m not a big fan of the Venza’s styling, and I quite like the Passport’s looks front to back, but it’s hard to argue against such night and day savings.

As a useful comparo, let’s see how the Passport rates against all five-seat competitors when it comes to pricing and fuel economy with AWD (city/highway/combined) in the order of sales numbers:

Jeep Grand Cherokee: $49,565; 12.7/9.6/11.3; 3,073 sold in Q1 2021; 16,967 sold in 2020)
Hyundai Santa Fe: $31,399; 11.0/8.5/9.9 base or 7.1/7.9/7.4 hybrid; 3,103 sold in Q1 2021; 15,721 sold in 2020
Ford Edge: $38,399; 11.5/8.3/10.0; 2,525 in Q1 2021; 13,213 in 2020
Subaru Outback: $31,195; 10.1/7.9/9.1; 2,355 in Q1 2021; 12,556 in 2020
Kia Sorento (no two-row mid-size Kia alternative): $33,995; 11.1/8.4/9.9; 2,030 in Q1 2021; 11,821 in 2020
Volkswagen Atlas and Atlas Cross Sport (VW combines sales of its two- and three-row crossovers): $40,095; 11.7/10.0/10.9; 2,625 in Q1 2021; 9,370 in 2020
Nissan Murano: $34,098; 12.0/8.5/10.4; 1,641 in Q1 2021; 8,091 in 2020
Toyota 4Runner: $48,910; 14.8/12.5/13.8; 2,154 in Q1 2021; 7,821 in 2020
Mazda CX-9 (no two-row mid-size Mazda alternative): $40,000; 11.6/9.1/10.5; 1,296 in Q1 2021; 4,887 in 2020
Chevrolet Blazer: $37,498; 10.6/8.7/9.7; 1,000 in Q1 2021; 3,861 in 2020
GMC Acadia (no mid-size two-row GMC alternative): $37,498; 10.6/8.7/9.7; 1,031 in 2021; 3,109 in 2020
Honda Passport: $43,670; 12.5/9.8/11.3; 559 in Q1 2021; 3,017 in 2020
Toyota Venza: $38,490; 5.9/6.4/6.1; 798 in Q1 2021; 1,403 from Sep-Dec 2020

While price and fuel economy doesn’t seem to affect the sales of cult-like 4x4s, such as Jeep’s Grand Cherokee and the 4Runner, it really does appear to impact car-based family haulers, such as Hyundai’s Santa Fe and Subaru’s Outback, the latter of which enjoys some built-in cult status of its own. Ford’s Edge has long been at or near the top of this pack, so it has earned its fair share of repeat buyers, even if it doesn’t quite measure up empirically, while Kia’s Sorento does well by delivering a whole host of positives including value. Chevy’s new Blazer should be doing well, but its lofty price no doubt causes pause from savvy shoppers, whereas the Passport’s highest starting price amongst car-based crossovers is no doubt pushing it down the pecking order.

Of course, what this interesting data dump doesn’t tell us is how these vehicles drive or how easy they are to live with. That’s where I come in, and while it would be outrageous to try and squeeze a segment-wide comparison into one review, I’ve covered many of these models earlier, or at least have driven most and will review as quickly as possible.

I commented earlier that you may not have even seen a new Passport on the road, but it’s more likely that you have and just didn’t realize you weren’t looking at a Pilot. While the Passport is a bit tougher looking, thanks to a blackened grille that appears bigger due to a deeper mesh insert, plus some additional matte-black lower body cladding, a revised liftgate that doesn’t include the Pilot’s additional blade-shaped taillight reflectors, and gloss-black wheels, it’s basically a shortened Pilot from the outside in. That’s not a bad thing since Honda toughened up the look of the Pilot for 2019, with both models now appearing rugged and SUV-like.

My tester wore a gorgeous Deep Scarlet Pearl paint job, one of four $300 optional colours available in Touring trim, including Obsidian Blue Pearl, Crystal Black Pearl, and Platinum White Pearl, with the only standard colour being Modern Steel Metallic. Once again, I admit to liking the way the Passport looks, especially in this rich colour. Due to its abbreviated length, the Passport appears more upright than its longer sibling too, resulting in even more of a traditional SUV stance, which is not unlike the original Pilot.

Classic SUV in mind, when Honda launched the Passport back in 2019, they made a point of showing photos of it doing some pretty severe off-roading manoeuvres, not to mention hauling camping gear such as canoes, kayaks and even a sizeable trailer, while a complementary video combined some energetic music with clips of it hustling up a mountainside dirt road, plus one close-up of a wheel in the air as part of a staged articulation exercise (check out my previous news story with photos and video). It was all in an effort to give the Passport a more rough and ready image than the Pilot, something its shorter wheelbase would allow for inherently, but there’s more to Honda’s two-row alternative than that.

Most notably, the Passport adds 28 mm (1.1 inches) of ground clearance over its Pilot sibling (with its standard all-wheel drive layout, or 13 mm/0.5 inches with US-exclusive FWD), allowing greater ease over obstacles such as rocks and roots or through deep potholes and ruts that can be found on any ungraded road or trail. What’s more, Honda’s enhanced i-VTM4 all-wheel drive system, which uses active torque vectoring to send up to 70 percent of engine torque to the rear axle and 100 percent to either the left or right rear wheels, provides good traction when things get slippery, whether the surface below is cold and snowy or hot and sandy.

Honda’s Intelligent Traction Management (ITM) system adds another element to the Passport’s off-road capabilities, due to four driving modes that work together with its all-wheel drive system, including normal, snow, mud and sand selections.

Of course, most owners will never venture off pavement, which to be fair is true for ultra-capable 4x4s made by Land Rover and Mercedes too, so the fact that Honda’s AWD system also overdrives the Passport’s outside rear wheels while cornering in order to maintain grip is probably even more important to would-be buyers.

I can’t say that I’d be willing to torture a new Passport in “the world’s harshest environments” such as “the sands of Dubai, muddy country roads of Russia, and snowbound trails in Minnesota,” as Honda claimed was done during the Passport’s development, but I’d certainly be comfortable taking on the types of dirt roads shown in its launch video. I’d also be more than happy to test its mettle on the rougher sections shown in the photos, as long as it was part of a launch event and Honda’s PR team had ok’d it. I’ve done so previously with the brand during such programs, with especially good memories of getting down and dirty with the original Ridgeline.

As for towing, the Passport’s standard 2,268-kg (5,000-lb) rating (1,588 kg or 3,500 lbs for U.S.-spec front-wheel drive models) should be good enough for mid-size camp trailers and average-sized fishing and ski boats, while an “overhead” feature found in the standard multi-view camera makes connecting a hitch and trailer easier than ever before.

One of the reasons it provides such impressive trailering capability is the 3.5-litre V6 that so negatively impacts fuel economy. With 280 horsepower and 262 lb-ft of torque, it’s the most potent base engine in its two-row class, which will either be a boon or a bane depending on your priorities. Honda has equipped it with an i-VTEC valvetrain and Variable Cylinder Management (VCM) in order to enhance power while minimizing consumption, while its nine-speed automatic transmission with standard idle-stop that shuts off the engine when it would otherwise be idling, tries to maintain the fewest revs possible in its normal driving mode. Still, step into the throttle and the Pilot moves off the line quite nicely, while providing strong passing power on the highway.

Thanks to weight savings of 16 to 55 kilograms (35 to 121 lbs) depending on trim, the 1,890- to 1,914-kg (4,167- to 4,219-lb) Passport feels a bit more energetic off the line than the Pilot, with the just-noted transmission providing ultra-smooth, yet positively shifting performance throughout its range, via steering wheel-mounted paddle shifters no less, this needed for manual mode, being that the gear selector is Honda’s array of electronic buttons and pull-tabs on the lower console (it gets easier to use with familiarity).

Likewise, for the suspension, which combines an excellent ride with more engagement through the curves than the larger Pilot, despite using the same fully independent front MacPherson strut and rear multi-link setup, featuring amplitude reactive dampers and Agile Handle Assist.

Combine its better handling and more capable off-road chops, with stronger straight-line acceleration and fractionally worse fuel economy, and the only negative left is cost. Of course, its near $44k starting point (which in fact is pricier than the larger Pilot’s $42,605 MSRP) is a big hurdle to overcome when compared to most rivals. Granted the Passport comes standard with AWD, which compares well to the majority of competitors that make it optional, but adding AWD to the aforementioned Santa Fe will only set you back $2,000 more at $33,399, although doing so with a V6-powered Murano pushes its price up by $6,000 to $40,098, because that model automatically includes mid-grade SV trim, featuring navigation, an overhead 360-degree surround parking monitor, a panoramic glass sunroof, and more.

The Passport comes in three trims, including Sport, EX-L and Touring, the latter two starting at $47,270 and $50,670 respectively. Colours and dealer-added accessories aside, none of the trims offer any options, with the only new feature since its inaugural year being a 2021 upgrade from a rather sad little 5.0-inch infotainment display in its most basic trim, to the much more respectable 8.0-inch display found in second- and third-tier trims last year, which incidentally comes complete with Apple CarPlay and Android Auto smartphone integration, the aforementioned Multi-Angle Rearview Camera with dynamic guidelines, Honda’s LaneWatch blind spot display that provides a rear visual of your blind spot when flicking the turn signal, Siri Eyes Free, wi-fi tethering, control of a six-speaker 115-watt seven-speaker audio with a subwoofer, and more.

Some additional standard Sport features worth noting include 20-inch alloy wheels, LED (low beam) headlights with auto high-beam assist, LED DRLs, LED fog lamps, LED side mirror repeaters, and LED taillights, a front wiper de-icer, proximity-sensing keyless Smart Entry and Smart Start, remote engine start, a configurable 7.0-inch colour TFT multi-information display within the primary instrument cluster that features audio, trip and phone info (plus turn-by-turn route guidance on models with navigation), adaptive cruise control, tri-zone automatic climate control, two USB device connectors, an auto-dimming rearview mirror, a HomeLink universal remote, a powered moonroof, a heatable leather-wrapped steering wheel rim, a 10-way power-adjustable driver’s seat including two-way powered lumbar support (that nicely met up with the small of my back), and more.

On the “more” list is the Honda Sensing suite of advanced driver assistive and safety systems, which include Collision Mitigation Braking System (CMBS) with Forward Collision Warning (FCW), Road Departure Mitigation (RDM) including Lane Departure Warning (LDW), plus Lane Keeping Assistance System (LKAS) and Adaptive Cruise Control (ACC). These are joined by the industry’s usual assortment of active and passive safety items, plus Honda’s proprietary Advanced Compatibility Engineering (ACE) body structure, which unfortunately isn’t enough to even warrant a Top Safety Pick rating from the IIHS, let alone revered Plus status.

The Passport does appear safe, however, thanks to best-possible “G” (for good) ratings in its “Small overlap front: driver-side”, “Moderate overlap front”, “Side”, “Roof strength”, and “Head restraints & seats” crash tests, but only an “A” (acceptable) rating for its important “Small overlap front: passenger-side” and “Headlights” tests, not to mention merely an acceptable rating for the its child seat LATCH system’s “ease of use” test (the latter item having nothing to do with safety).

It’s certainly easy to fold those rear seats down, however, which, by pressing electronic release buttons on the cargo wall, expands the dedicated cargo area behind the second row from 1,166 litres (41.2 cu ft) to 2,206 litres (77.9 cu ft). Interestingly, the first number is only 56 litres (2.0 cu ft) more accommodating than a CR-V, which might be another reason that owners of the smaller and more efficient Honda aren’t moving up.

Just like the CR-V, the Passport’s second-row seats split in the usual 60/40 configuration, which while not optimally divided in my favourite 40/20/40 split, which allows for longer items like skis to be placed down the middle, is the norm in this mainstream volume-branded class, while a reversible cargo floor swaps out carpeting for a washable hard plastic surface when needing to haul dirtier loads. Underfloor storage is segment-leading, by the way, measuring 71 litres (2.5 cu ft).

While cargo capacity might not be enough of a differentiator for CR-V owners to move up to the Passport, the larger SUV’s roomy passenger compartment might cause some to reconsider their allegiance. It gains 368 litres (13.0 cubic feet) over the smaller Honda, thanks to 3,282 litres (115.9 cu ft) ahead of the rear seatbacks for segment-leading spaciousness, while the Passport’s 4,448 litres (157.1 cu ft) of overall interior volume is best-in-class as well.

As importantly, the Passport is finished well inside, or at least my Touring trimmed example was. Before I get ahead of myself, some notable EX-L features include a quieter acoustic windshield to enhance refinement, a memory-linked driver’s seat and side mirrors with reverse gear tilt-down, rear parking sensors, HD and satellite radio, two more USB charging ports, leather upholstery for the seating surfaces, a four-way powered front passenger’s seat, heated rear outboard seats, and a powered liftgate.

Lastly, my Touring model came with some special gloss black bumper skid garnishes, auto-levelling LED (low and high beam) headlamps, auto-dimming power-folding side mirrors, quieter front door acoustic glass, Blind Spot Information (BSI) with Rear Cross Traffic monitoring, additional ambient lighting in the cupholders, door panels and footwells, ventilated front seats, a superb sounding 550-watt 10-speaker audio upgrade, accurate navigation, a navi-based compass, 4G LTE in-vehicle Wi-Fi that can support up to seven devices, wireless device charging, a 115-volt household-style power outlet, and hands-free access for the powered liftgate.

As I mentioned a moment ago, my tester’s cabin was finished nicely, but Honda was careful that it wouldn’t compete with Acura’s MDX. The front door uppers and dash top receive a soft composite surface treatment, the latter down to the midpoint of the instrument panel, around the gauge cluster and surrounding the centre display, while the lower dash and door uppers are hard shell plastic. Likewise, for the glove box lid, while the rear door panels, save for the door inserts and armrests, are entirely made from hard plastic too. Hard plastic rear door uppers are unusually substandard for the mid-size class, with some compact SUVs, like Mazda’s CX-5, offering soft-touch door uppers and even real hardwood trim to go along with supple Nappa-leather upholstery. Like I said, the Passport isn’t trying to be premium in execution.

More impressive is the decently sized high-resolution touchscreen atop the mid-stack, this being one of the more attractive and easier infotainment system interfaces to use in the industry, and I’m not just saying this to leave on a positive note. The nicely coloured tiles are easy to navigate through, the graphics are large and clear, and the parking camera is superb.

So, after this epic, novel-length review is done, what’s the final verdict? I think the most important takeaway is the Passport’s overall goodness as an accommodating mid-size SUV that’s ideal for five adults and plenty of gear. Its on-road handling and off-road prowess should make for a good compromise when comparing it to less well-rounded alternatives, while its good forecasted reliability, and strong expected retained value might make up for its higher initial price.

This said, the Passport’s base price includes a lot of standard goodies, which if tacked onto some rivals would pull their dollar-for-dollar evaluations much closer this Honda. Still, it lacks some options mid-size SUV buyers like, such as the panoramic sunroof included in the much more affordable Murano. In the end, you’ll need to weigh each SUV’s advantages once getting closer to your final choice.

Those opting for the Passport will be happy to learn that Honda is offering up to $1,000 in additional incentives for 2021 models, so be sure to check the 2021 Honda Passport Canada Prices page at CarCostCanada for details, plus learn how members can save even more from accessing important manufacturer rebate information when available, plus info about factory leasing and financing rates, as well as dealer invoice pricing that can save you thousands during negotiation. This all comes as part of a CarCostCanada membership, so be sure to learn how their system works, and also remember to download their free app from the Google Play Store or Apple Store, so you can have all of their money-saving info where and when you need it most.

Review and photos by Trevor Hofmann

What do you get when you combine a Camaro and a Traverse? No, I wasn’t going to say Caverse or Tamaro, as fun as such word games are (not), but if you guessed Blazer (the title might’ve given it away)…

New Car Reviews

2021 Chevrolet Blazer RS Road Test

Of course, any comparisons to the Camaro are relegated to the new Blazer’s outlandish styling, especially in sportiest RS trim, along with the top-line models’ 3.6-litre V6, which combine for one of the hottest looking and fastest crossover SUVs in the mainstream volume sector.

What it’s not is, um, a Blazer, or at least not in the traditional sense. Unlike in other markets where the similarly named Trailblazer is a now non-conventional body-on-frame truck-based SUV that shares its underpinnings and body shell hard points with the Isuzu mu-X, our Blazer is a similarly sized crossover SUV based on Chevy’s new(ish) C1XX platform architecture shared with the GMC Acadia and Cadillac XT5, plus the aforementioned Traverse, Buick Enclave and Caddy XT6 in extended form, and via the car-designated E2XX platform, the Chevy Malibu, various now discontinued Buick Regal models, and Cadillac XT4 (as well as the defunct Chevy Impala and Buick Lacrosse in extended P2XX form). Got that?

While that 2.8-litre turbo-diesel-powered Trailblazer is a go-anywhere rock crawler, river runner, mud-spewer, etcetera capable of negotiating the nether-regions of the Grand Canyon (possible via the Diamond Creek road that departs from the town of Peach Springs, Arizona located on the famed Route 66, incidentally), mated to a solidly built six-speed automatic that drives a part-time 4WD system, the new Blazer RS is more of a canyon carver sporting a detuned version of the aforementioned Camaro V6, a new nine-speed autobox, and standard AWD.

This is where I start grumbling about an opportunity lost, especially egregious now that FoMoCo fanatics are whooping it up over the all-new Bronco lineup, and the Jeep faithful are forever laughing in the faces of disenfranchised bowtie fanboys crying in their herbal tea at the loss of the once great Blazer nameplate.

Sure, the General still makes a body-on-frame SUV, but for many the full-size Chevy Tahoe/GMC Yukon are too big, these Silverado/Sierra related SUVs actually the spiritual successors of the original 1969–1994 Blazer K5/Jimmy. The ‘70s fuel crisis and call to go small that followed, resulted in the compact pickup-based 1983–2005 S-10 Blazer and S-15 Jimmy, which were sized more along the lines of the current Wrangler and Bronco, this now being the 4×4 sweet spot due to off-road manoeuvrability, agility and the ability to drive farther into wilderness on a tank of fuel. But where is the Blazer? It’s taking the kids to school and running mall errands.

It’s not like 4×4-capable SUVs aren’t popular these days. They’re selling well and doing their best to enhance brand images that, trucks aside, are somewhat soft around their edges now that most SUVs are car-based. Like this Blazer, the majority aren’t even attempting to look like traditional sport utilities anymore, let alone claim any off-road territory. Those who read my ramblings regularly know that I’d never normally complain about this soft-ute scenario, because some truly spectacular performance-oriented car-based utilities have been introduced in recent years, but diluting a classic 4×4 name like Blazer to grocery-getter status is almost as bad as slapping the Camaro badge on an electric crossover! Yup, I’m talking to you Mustang Mach-E.

At least the Blazer RS kind of looks like a Camaro, especially in its raciest red colour scheme. Love it or lump it, no one can argue against its ability to pull eyeballs, but don’t expect its squared-off dual exhaust to rumble like a ZL1, let alone an LT1 with the V6 upgrade. The Blazer’s version of Chevy’s 3.6-litre six doesn’t make 335 horsepower and 284 lb-ft of torque either, although in this bread-and-butter class its 308 hp and 270 ft-lb are nothing to sneeze at, resulting in a respectable sprint of about 6.5 seconds from zero to 100 km/h. Sure, that’s still 0.5 seconds shy of Ford’s Edge ST, but you look faster standing still in the Chevy.

That in mind, be grateful we don’t get the U.S.-spec 2.5-litre four as our base engine, that mill only churning out 193 horsepower and 188 lb-ft of torque. Instead, our entry-level Blazer powerplant is more or less the same 2.0-litre turbo-four found in the base Camaro (see a pattern here?), pushing out 227 ponies and 258 lb-ft instead of 275 and 295 respectively in the less muscular version of Chevy’s muscle car. This is where I probably shouldn’t mention that the 2.0-litre turbo in Ford’s base Edge is good for 250 horsepower and 275 lb-ft of torque, but I never was very good at holding back things I shouldn’t say.

The just-noted Ford gets an eight-speed automatic throughout its range, which is impressive, but kudos to Chevy for going one step further by mating both Blazer engines to a fancy new nine-speed autobox. It gets no paddles, mind you, even in its sportiest RS trim, leaving those who want to get frisky a little thumb-actuated rocker switch on the shifter knob that, truth be told, isn’t any more engaging than slapping the entire gear lever back and forth. Fortunately, the transmission shifts effortlessly if not quickly, but even with its racy looks I don’t see most owners rowing through their Blazer RS gears as if this SUV were a Le Mans-spec’d Corvette C7.R.

As noted earlier, all RS trimmed Blazers come standard with all-wheel drive in Canada, and I like that it’s a part-time system that can be driven solely by the front wheels when rear traction is not needed, helping save money at the pump, where V6-powered Blazers get a claimed 13.1 L/100km in the city, 9.4 on the highway and 11.4 combined. When all wheels are required, simply turn a rotating knob on the lower console from “x2” to “x4” and you won’t be slip-sliding away any longer. Another twist of the dial engages sport mode, while mountain and towing modes are also included.

With sport mode engaged, the V6-equipped Blazer really pulls strongly from standstill, almost fully living up to the performance promised by its neck-snapping styling. The transmission’s two-second-plus shift intervals will quickly tame any unbridled enthusiasm, which is likely why no paddles were included, but the gearbox kicks down nicely for passing purposes and very real power is ever-present, this a real bonus through the corners was well.

Yes, the RS, complete with nice meaty 265/45R21 Continental CrossContact all-seasons, did a good job carving up the local country backroads, always remaining planted in its lane even when pushed hard, and not leaning over as much as most in this class. Still, its well-sorted suspension never got too harsh, defaulting to compliance as a vehicle in this family class should.

Comfort is king in the SUV sector, and nowhere is this more obvious than the new Blazer RS’ cabin. Sure, its interior styling does its best to pull off a five-seat Camaro look, but Chevy isn’t fooling anyone, which is a good thing. Let’s face it, as impressive as the Camaro is as a muscle car, it’s not designed for hauling families. That’s the Blazer’s first priority, and it does a better job of this than anything else.

It’s wide and long for a five-seater, with ample cabin space for large folks front to rear, not to mention cargo aplenty in back. It gets the usual 60/40-split rear seatbacks for expanding its gear-toting capacity, so should serve most buyers’ needs to a tee.

It’s also quite luxurious for the class, with no shortage of soft-touch surfacing throughout, Chevy continuing the black on red exterior theme with a red on black motif inside, including the circular dash-mounted HVAC bezels, the perforated leather seats, the piping and contrast stitching on those seats and elsewhere, and even a little “RS” badge on the shift knob. The interior further gets a tasteful assortment of bright and brushed metallic trim too, with its general fit, finish, materials quality up to par with others in this class.

Better than many, however, is the Blazer’s collection of electronic displays, this being a criterion that Chevy deserves high marks. The gauge cluster isn’t fully digital, but the 8.0-inch multi-information display at centre is brilliantly executed with clear, high resolution quality, nice brightly coloured graphics, and a serious assortment of functions. The main infotainment touchscreen at dash-central is even better, mostly because of its simple, straightforward yet highly attractive graphics and all-round ease-of-use. It also comes packed full of features, including Apple CarPlay, Android Auto, an accurate navigation system, a clear rearview camera, and more.

Additional RS features included a large panoramic glass sunroof overhead, a heatable steering wheel and heated front seats, dual-zone auto HVAC, a hands-free power liftgate, a sportier grille, and all the blackened exterior trim noted before.

In the end, the new Blazer RS is either going to rock your world or leave you wondering what Chevy was even thinking, there is no middle ground. I like the brand’s boldness in this regard, and on that note the Blazer name is theirs, and they can do with it what they want, Chevy 4×4 loyalists be damned. You’ve got to respect that kind of bravado, good choice or bad.

Base Blazer LT pricing starts at $37,198 plus freight and fees, with the as-tested RS model available from $46,698. Sales of all trims have been quite strong, so obviously it has targeted the Canadian market well and deserves the success it’s achieving.

Discover up to $1,000 in additional Blazer incentives by visiting CarCostCanada, where you can gain access to the latest manufacturer financing and leasing deal info, find out about any manufacturer rebates, and best off all get dealer invoice pricing that can save you thousands. Also, download the free CarCostCanada app to have all of this key info and more at your fingertips all the time. Make sure to check out how the CarCostCanada system works, so you can save big on this new Blazer or any other new car, truck or SUV sold in Canada.

by Trevor Hofmann

Latest News

Toyota revises Venza nameplate for new mid-size hybrid SUV

2021 Toyota Venza — Toyota will soon bring its Venza back from the dead, and it’s one slick looking mid-size crossover SUV.

Remember the Venza? Toyota was fairly early to the mid-size crossover utility party with its 2009–2015 Venza, a tall five-door wagon-like family hauler that was a lot more like a CUV (Crossover Utility Vehicle) or tall wagon than an SUV. Despite decent sales for its first four years, and Toyota’s need for a mid-size five-passenger crossover SUV, the Japanese brand discontinued it without a replacement after six years on the market.

Fortunately for Toyota and all who appreciate the brand for its excellent reliability and better than average resale values, the Toyota Venza will make its return to the Canadian market for the 2021 model year as a new mid-size utility, with standard all-wheel drive and an even more unexpected standard hybrid drivetrain.

With the Venza, Toyota is following through on its commitment to electrify its entire lineup by 2025, this new hybrid joined by a completely redesigned Sienna for 2021, which will also be available exclusively with a hybrid electric drivetrain. Other Toyota vehicles sold with the brand’s full hybrid drive system include the iconic Prius, now with available with AWD-e four-season control, the Corolla Hybrid, the Camry Hybrid, the RAV4 Hybrid, and the Highlander Hybrid, while the Prius Prime offers plug-in capability and 100-percent electric mobility for short commuting distances at city and highway speeds, plus last but hardly least is the Mirai fuel-cell electric that’s powered by hydrogen.

Look familiar? This is the 2021 Toyota Harrier (check the gallery for more past photos of this model).

Since the original Venza’s departure, Toyota has lacked a two-row crossover SUV in the mid-size segment (the 4Runner is an off-road capable 4×4 that competes more directly against Jeep’s Wrangler Unlimited), which means that it’s been missing out on one of the more lucrative categories in the industry. Arch-rival Ford, for instance, sells its Edge in this class, along with the ultra-popular three-row Explorer that goes up against Toyota’s Highlander. The Edge was number one in Canada’s mid-size SUV class last year with 19,965 deliveries compared to the Highlander’s 13,811 new buyers. Collectively the Edge and Explorer were good for 29,632 sales during 2019, which is an impressive sales lead yet, but this doesn’t factor in that 2019 was a particularly bad year for the larger Ford due to the slow rollout of its redesigned 2020 model. Ford claimed the problem had to do with production issues, but either way the result was a disastrous 47-percent plunge in year-over-year Canadian deliveries.

The 1999 Toyota Harrier was nearly identical to the first-gen Lexus RX.

As it is there are five two-row mid-size SUVs that regularly sell better than the Highlander in Canada’s mid-size segment, with Ford’s Edge joined by the Hyundai Santa Fe (now only available with two rows due to the new Palisade) that sold 18,929 units in 2019, the Jeep Grand Cherokee that pulled in 18,659 new buyers last year, the Kia Sorento (now only sold with two rows due to the new Telluride) that was good for 16,054 sales during the same 12 months, and the entirely new Chevrolet Blazer that found 15,210 Canadian owners in 2019. When Nissan finally redesigns its Murano it’ll probably attract more buyers than the larger Highlander too, being that its 12,000 deliveries aren’t all that far behind the bigger Toyota and five-seat crossover SUVs mostly do better than seven- and eight-seat variants, so the new 2021 Venza will soon fill a sizeable void in the brand’s SUV lineup.

2009 Toyota Venza — The original Venza offered premium-like interior quality when it arrived for 2009.

Choosing to only offer a hybrid drivetrain is a bold move for Toyota, but as long as pricing is competitive it should be well received. After all, Toyota initiated the modern-day hybrid market segment with its original 1998 Prius (2001 in Canada), and its various hybrid-electric drivetrains have garnered bulletproof reputations for reliability along with plenty of praise for their fuel economy.

While official Transport Canada five-cycle fuel economy figures have yet to be announced, the new 2021 Venza has been estimated by Toyota to achieve 5.9 L/100km in combined city and highway driving. Active grille shutters, which automatically open and close electronically to provide system cooling or enhanced aerodynamics as needed, help Toyota achieve this impressive number. All said it should become the most fuel-efficient mid-size SUV in Canada when available, and if pump prices continue to rise across the country, as they have been recently, it could very well be a strong selling point.

For a bit more background, the original Venza shared its underpinnings with the Japanese domestic market Toyota Harrier (amongst other Toyota/Lexus products like the Camry and Highlander), which was even more closely aligned with our Lexus RX (the first-gen Harrier was sold here as the barely disguised 1999–2003 Lexus RX 300). The five-plus years without the Venza in this country, spanning from 2016 until now, saw a third-generation Harrier come and go in Japan, while the fourth-gen Harrier is now nearly identical to the new 2021 Venza.

Those familiar with Toyota’s 2.5-litre Atkinson-cycle four-cylinder hybrid powertrain used in the Camry Hybrid, RAV4 Hybrid and Highlander Hybrid (plus the Avalon Hybrid in the U.S.) will be happy to hear the new Venza hybrid will utilize the same well-proven powertrain, as will the redesigned 2021 Sienna mentioned earlier. In Venza form the powertrain’s combined system output equals 219 horsepower, which makes it identical to the RAV4 Hybrid while more potent than the Camry Hybrid (208 hp) and not quite as formidable as the Highlander Hybrid (240 hp).

The updated Toyota Hybrid System II uses a new lighter lithium-ion battery that also improves performance, while the Venza’s two electric motors deliver strong near-immediate torque as well as advanced Electronic On-Demand All-Wheel Drive, the rear-mounted motor powering the back wheels when slippage occurs during takeoff or on slippery road surfaces. The drive system can divert up to 80 percent of motive force to the rear wheels, in fact, although take note the system is designed to utilize the front wheels most often in order to limit fuel usage.

To this end Toyota includes an Eco mode that “changes the throttle and environmental logic” to maximize efficiencies says Toyota, but both Normal and Sport modes, the former “ideal for everyday driving” and the latter sharpening “throttle response,” are also part of the package, while an EV mode will allow limited use of all-electric battery power at “low speeds for short distances,” just like with other non-plug-in Toyota hybrid models.

Toyota says the Venza’s regenerative brakes, which capture electricity caused by braking friction before rerouting it to the SUV’s electrical system, provide greater control than in previous iterations, and can actually be employed for a “downshifting” effect via the sequential gear lever’s manual mode. Each downward shift increases regenerative braking in steps, which “fosters greater control when driving in hilly areas,” adds Toyota, while the hybrid system also improves ride comfort by “finely controlling the drive torque to suppress pitch under acceleration and deceleration.” This is called differential torque pre-load, and is especially useful when starting off or cornering on normal or slippery roads. The feature also helps enhance steering performance at higher speeds, plus straight-line stability and controllability on rough roads. Toyota is also employing new Active Cornering Assist (ACA) electronic brake vectoring in order to minimize understeer and therefore enhance driving dynamics further.

The new Venza rides on the Toyota New Global Architecture K (TNGA-K) platform architecture that also underpins the 2018–present Camry, 2019–present Avalon, 2019–present RAV4, 2020 Highlander, and new 2021 Sienna, plus the 2019–present Lexus ES and future Lexus NX and RX SUVs, which in a press release is promised to deliver an “intuitive driving experience” with “greater driving refinement” including “comfortable urban and highway performance” plus “predictable handling, and low noise, vibration, and harshness (NVH)” levels. The new platform incorporates extensive high-strength steel for a more rigid construction that improves the front strut and rear multi-link suspension’s ride comfort and handling, not to mention safety overall.

The 2021 Venza LE rolls on 18-inch multi-spoke two-tone alloy wheels, while XLE and Limited come standard with 19-inch multi-spoke super chrome finished alloy wheels.

Take a peek inside a near loaded Venza XLE or top-tier Limited and along with sophisticated touch-sensitive capacitive controls that replace physical buttons on the centre stack you’ll likely first notice the premium-sized 12.3-inch centre infotainment touchscreen, but even the standard 8.0-inch centre display in the base LE is large for an entry-level head unit.

The larger uprated system features a premium 12-channel, 1,200-watt, nine-speaker (with a sub) JBL audio system that Toyota describes as “sonically gorgeous,” as well as embedded navigation with Destination Assist and switchable driver or front passenger operation, while both systems include Android Auto (including Google Assistant) and Apple CarPlay (with Siri) smartphone integration, plus Bluetooth wireless connectivity, and the list goes on.

Speaking of cool tech, a fully digital instrument cluster is optional, as is a 10-inch colour head-up display unit that projects key info (such as vehicle speed, hybrid system details, and TSS 2.0 safety and driver assist functions) onto the windscreen, while an electronic rearview mirror with auto-dimming capability and an integrated HomeLink universal remote provides a more expansive view out the back, especially helpful if rear passengers or cargo is blocking the rearward view. The mirror can be switched between conventional and digital operation by the flick of a switch, while parking can be further enhanced by a move up to Limited trim that also incorporates an overhead camera system dubbed Panoramic View Monitor. The standard camera gets “projected path” active guidelines as well as an available “rear camera cleaning system [that] sprays washer fluid to clear away water droplets, mud, snow, and snow-melting road treatments from the lens,” says Toyota.

Toyota is also leading most competitors by making wireless phone charging available on the majority of its models, so therefore this handy feature will be optional on the Venza, while additional upgrades include ventilated seats, a proximity-sensing Smart Key System that works on all four doors as well as the liftgate, the latter also providing hands-free powered operation, while plenty more features are available.

On the subject of more, an innovative new feature dubbed “Star Gaze” is a fixed electrochromic panoramic glass roof capable of switching between transparent and frosted modes within a single second via a switch on the overhead console. Toyota says the frosted mode “brightens the interior while reducing direct sunlight, giving the cabin an even more open, airy, and inviting feeling.”

All Venza trims come standard with Toyota’s TSS 2.0 suite of advanced safety and driver assistive features including pre-collision system and automatic emergency braking with pedestrian and cyclist detection, blindspot monitoring, lane departure assist, rear cross-traffic alert, lane tracing assist, automatic high beam assist, and full-speed adaptive cruise control.

As far as interior roominess goes, expect a passenger compartment similarly sized to the first two rows in a Highlander, which makes it more accommodating than the RAV4. The Venza’s dedicated cargo compartment measures 1,027 litres (36.2 cubic feet) behind the rear seatbacks, which is in fact 32 litres (1.1 cu ft) less than the RAV4’s 1,059-litre (37.4 cu-ft) capacity behind the second row, and 1,010 litres (35.6 cu ft) less than the Highlander when its third-row is lowered.

The 2021 Venza will arrive in Toyota Canada dealerships this summer with pricing to be announced closer to its on-sale date.

Story credits: Trevor Hofmann

Photo credits: Toyota

New Car Reviews

2019 Hyundai Santa Fe Ultimate Road Test

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD — The totally redesigned 2019 Hyundai Santa Fe has a sharp looking new face. (Photo: Trevor Hofmann)

Now that the upstart Genesis brand is finding its footing in the luxury sector, having initially taken two of Hyundai’s most premium models (the G80 and G90) with it before adding one of its own (the new G70), the namesake South Korean giant is in the midst of a rebranding exercise that not only needs to differentiate itself from Genesis, but also keep it separate from Kia, which is arguably fighting over the same mainstream volume customer base.

I think they’ve done an excellent job so far. Just compare the two brands’ mid-size SUV entries, the third-generation Hyundai Santa Fe and Kia’s current Sorento. They don’t look at all alike from the exterior styling to the interior design and execution, but the two companies benefit from a lot of development and component cost sharing that no doubt boosts the bottom line.

Of note, that third-generation Santa Fe is now history, replaced by this much more dramatically penned fourth-generation model for 2019, complete with the new design language I mentioned at the beginning of this review. Its grille is large, deep and certainly distinctive, and its innovative use of frontal lighting, featuring narrow strips of LEDs up top and tightly grouped clusters of secondary driving lights down below, is starting to permeate the brand, showing up on the new Kona at the lower end, as well as the even newer Palisade at the upper end.

Speaking of sizes, not everyone seems to agree on where the Santa Fe fits into the SUV scheme of things. It started life as more of a compact utility than anything truly mid-size, but like so many other vehicles it’s grown over the generations to the point that now it leans more toward mid-size than compact. Despite coming close to matching the length, width and height of five-passenger mainstays like the Ford Edge, some industry insiders still clump it into the compact SUV segment and therefore muddle the marketplace, so I’m here setting the record straight.

To be specific, at 4,770 millimetres (187.8 inches) long and 1,890 mm (74.4 in) wide the 2019 Santa Fe we’re testing here is a considerable 246 mm (9.7 in) longer than the current Ford Escape compact SUV yet only a fractional 9 mm (0.3 in) shorter than the Edge, while it’s 52 mm (2.0 in) wider than the former and only 38 mm (1.5 in) narrower than the latter. To be fair, the new Santa Fe is actually a full 70 mm (2.7 in) longer and 10 mm (0.4 in) wider than the outgoing model, this improving interior roominess. So while I’ve long considered the Santa Fe a mid-size crossover SUV, now we can all safely categorize it as such.

As for the three-row Santa Fe XL, it currently remains available with last year’s design and a 2019 model year designation, but as you’ve probably already guessed it’s currently being replaced by the much more appealing (to me at least) 2020 Palisade noted a moment ago, which just happens to be in my garage this week. Between the smallest (so far) Kona/Kona EV and this Santa Fe is Hyundai’s Tucson, a model that’s still nice but starting to look a bit dated (expect an update next year for the 2021 model year), while an entirely new city car-sized crossover SUV dubbed Venue will slot in under the Kona for the 2020 model year, arriving this fall.

Lastly, I recently spent a week with the new 2019 Nexo (review forthcoming), a crossover SUV that’s only slightly smaller than the Santa Fe (albeit with a longer wheelbase), and unlike its spiritual predecessor the Tucson FCEV (fuel cell electric vehicle) that shared underpinnings with the second-generation Tucson, the Nexo only exists because of Hyundai’s desire to create a dedicated platform to further its hydrogen fuel cell and electric powertrain program. At $73k it won’t find many buyers, a problem made worse by a lack of hydrogen refueling stations (only three in Canada, one of which is in Ontario and the other two in BC — one being a Shell station luckily located a few kilometres from my home.

Unlike the future-think Nexo, the near two-decade strong Santa Fe has always been a really strong seller for Hyundai, especially here in Canada. In fact, last year it was once again number one in the mid-size SUV segment with 24,040 units sold, well ahead of the second-place Ford Edge that only managed to pull in 19,156 new buyers in 2018. The Santa Fe has actually held first place in this category for more than a decade, an impressive feat considering how fierce the competition is.

One thing you may notice missing from this redesigned 2019 Santa Fe is a “Sport” model designation. The outgoing two-row SUV was named Santa Fe Sport in order to differentiate it from the larger three-row Santa Fe XL, but the brand’s product planners (et al) skipped the Sport nameplate when introducing the ironically sportier 2019 Santa Fe, because at the time they knew what we didn’t, the much grander three-row Palisade was on the way.

I’m not going to go into much detail about the new Santa Fe’s exterior styling, only to say this fourth-gen model had a tough act to follow, and to add that I like the new design. As for the Santa Fe’s interior styling, quality, fit, finish, etcetera, I’m pretty sure it will impress you. It’s one of the most luxurious crossover SUVs in its class, with more soft-touch surfaces than the majority of rivals, the entire middle portion of the dash-top comprised of a stitched and padded composite material that looks like rich leather, this followed up with a similar surfacing on the sides of the lower console, the door panel armrests, and the door inserts.

The door uppers get a nice high-quality pliable treatment front and back too, with the Santa Fe’s only hard plastic being the most forward portion of the dash top, including the instrument shroud below the otherwise soft-touch hood, plus a small portion of each upper door panel, the entire lower section, and the lower half of the instrument panel. These areas don’t get touched a lot anyway, which is why most mainstream automakers follow suit, and being how nice Hyundai finished off the meshed metal-look inlays that wrap around the upper edge of the instrument panel into the doors front to back, plus the lovely variation on that metallic theme lower down on each door panel, which are actually speaker grills for the upgraded Infinity audio system, it’s okay that they didn’t go all the way with the soft-touch composites.

Along with that high-grade metal there’s a lot of nice satin-finish metallic detailing throughout the rest of the cabin too. Hyundai encircled the gauge cluster in metal brightwork, plus tastefully applied it to the steering wheel’s lower spoke switchgear, the tablet-style infotainment touchscreen, the dash vents, the dual-zone automatic climate control interface, the gear selector, the door pulls, the beautifully finished power window switches and side mirror controller, plus more.

While all this impresses, the first thing I noticed when entering my top-line Santa Fe was its luxurious and totally unique headliner. It’s similar to denim, although not blue jeans, but rather a light beige khaki-coloured material with slightly browner flecks within. It looks rich, plus it wraps all the way down each roof pillar front to back, which is unheard of in this class, while it also opens up overhead thanks to a wonderfully large panoramic sunroof. It’s power-actuated by a double-purpose slider button that opens the sunscreen (made from the same beige denim material) with a light tap, and the glass itself after a slightly harder pull rearward. The overhead console surrounding the powered sunroof button also integrates switchgear for four LED reading lamps, plus it houses one of the softest padded sunglass holders I’ve ever felt.

Of note, the redesigned 2019 Santa Fe includes some new trim lines, starting with the base Essential, which can be upgraded to Preferred, Preferred Turbo, Luxury, and finally this as-tested Ultimate trim. Before I get into the details of each, let me once again praise Hyundai for saying goodbye to the “Limited” trim designation, not only because it’s way overused, but also because no one ever limits the sale of anything that wears a Limited trim badge. I’m also personally grateful they didn’t swap it out for “Platinum” instead, as that precious metal is becoming ubiquitous too.

I like the name Essential for a base model, especially one that includes standard heatable front seats plus a standard heated steering wheel, not to mention a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto smartphone integration, a backup camera with active guidelines, dual USB charge ports, Bluetooth, auto on/off projector headlights with LED accents, fog lamps, 17-inch alloys, chrome and body-colour exterior detailing, a leather-wrapped steering wheel and shift knob, two-way powered driver’s lumbar support, 60/40 split folding rear seatbacks with recline, an electromechanical parking brake with auto hold, Drive Mode Select with Comfort, Smart, and Sport modes, and much more for just $28,999 plus freight and fees (make sure to go to CarCostCanada for all the pricing details, plus rebate info and dealer invoice pricing that could save you thousands).

Pay just $30,199 and you’ll get Hyundai’s suite of SmartSense advanced driver assistive systems including auto high beam assist, adaptive cruise control with stop-and-go, forward collision alert and mitigation with pedestrian detection, lane keeping assist, and Driver Attention Warning.

Adding all-wheel drive will set you back another $2,000 in Essential trim, or it comes standard with the $35,099 Preferred model that also makes the just-noted SmartSense package standard, while including even more safety features such as blindspot detection, rear cross-traffic alert with collision avoidance, a rear occupant alert system that remembers if you opened a rear door prior to driving and then reminds you that someone or something may still be in back when exiting, and finally safe exit assist that warns of traffic at your side when opening your door.

Plenty of additional features are included in Preferred trim too, such as 18-inch alloys, turn signals integrated within the side mirror housings, proximity keyless access with pushbutton ignition, an auto-dimming rearview mirror, rear parking sensors, a Homelink garage door opener, dual-zone automatic climate control (with a CleanAir Ionizer, Predictive Logic and auto defog), BlueLink smartphone telematics, satellite radio, an eight-way powered driver’s seat, fore and aft sliding rear seats, plus more. Of note, the Santa Fe’s 2.4-litre base engine is still standard in Preferred trim, but you can now opt for a turbocharged 2.0-litre engine for $2,000 extra.

Heading up to $41,899 Luxury trim adds the turbo engine and AWD as standard equipment, plus dark chrome exterior door handles, door scuff plates, LED interior lighting, a 7.0-inch TFT LCD multi-information display within the primary instrument cluster, the aforementioned powered panoramic sunroof, a 360-degree Surround View parking camera, a deluxe cloth roofliner, leather console moulding, memory, four-way powered lumbar support and an extendable lower cushion for the driver’s seat, an eight-way powered front passenger’s seat, perforated leather upholstery, ventilated front seats, heatable rear outboard seats, rear side window sunshades, a proximity actuated smart liftgate, and more.

Lastly, my $44,999 Ultimate trimmed tester included most everything from Luxury trim plus 19-inch alloys, satin exterior trim and door handles, LED headlights, LED fog lamps, LED taillights, rain-sensing wipers, a head-up display that projects key info onto the windscreen ahead of the driver, a larger 8.0-inch touchscreen infotainment system with navigation and traffic flow info including incident data via HD radio, plus a 12-speaker 630-watt Infinity audio system with QuantumLogic Surround sound and Clari-Fi music restoration technology, a wireless charging pad, and more.

The two engines just mentioned are carryover, although both receive new variable valve timing for quicker response and better fuel economy. The base 2.4-litre four-cylinder continues to make 185 horsepower and 178 lb-ft of torque, while the top-line turbo 2.0-litre four increases power to 235 and torque to 260 lb-ft. Santa Fe fans will immediately notice that the upgraded engine is down 5 horsepower, but I can promise you it’s not at all noticeable. In fact, the new Santa Fe feels quicker than the outgoing one thanks to a much more advanced eight-speed automatic replacing the old six-speed unit, the new one also receiving standard auto start/stop that shuts the engine off when it would otherwise be idling in order to reduce emissions and save fuel.

Fuel economy is therefore improved over the outgoing model, with the 2.4 FWD base model now rated at 10.8 L/100km in the city, 8.0 on the highway and 9.6 combined compared to the old model’s respective 11.1 city, 8.6 highway and 10.0 combined; the same engine with AWD now capable of a claimed 11.2 city, 8.7 highway and 10.1 combined compared to 12.0, 9.1 and 10.7 respectively with last year’s Santa Fe 2.4 AWD; and finally 12.3 city, 9.8 highway and 11.2 combined for the 2.0-litre turbo instead of 12.5, 9.6 and 11.2 when compared to the same engine in the previous generation. Yes, a bit surprising the new eight-speed auto and auto start/stop system resulted in zero combined fuel economy improvement with the turbo, but when factoring in that most mileage is done in the city then it’s a positive.

The Santa Fe’s HTRAC All-Wheel Drive (AWD) system sends most of the powertrain’s torque to the front wheels in order to save fuel unless slippery conditions require additional traction at back, but choosing one of the available driving modes intelligently apportions motive power where it can most effectively improve efficiency or performance, based on need. For instance, Comfort mode splits front/rear torque approximately 70/30 for all-weather stability, while Eco mode pulls more to the front wheels, Sport mode pushes up to 50 percent to the rear wheels, and Smart mode varies all of the above as needed.

Just like the outgoing third-generation Santa Fe, the new model incorporates a fully independent suspension with MacPherson struts in front and a multi-link setup at the rear, plus a stabilizer bar at each end for improved handling. The steering is motor-driven powered rack and pinion, and felt even more responsive than the setup in its regular-wheelbase Sport predecessor, while the suspension setup impressed even more. In fact, I’m not sure how Hyundai made its ride so compliant and easy on the backside, yet didn’t these seemingly soft underpinnings didn’t impact the Santa Fe’s handling one iota. The new Santa Fe manages corners better than the previous one, my tester’s upgraded 19-inch alloys and lower-profile 235/55 all-season tires no doubt assisting in this respect, but then again this should negatively affect ride quality and it certainly didn’t.

As mentioned earlier, the revised turbocharged engine makes a bit less power than the outgoing one, but it certainly doesn’t feel any less energetic off the line. The eight-speed automatic is ultra-smooth and quite quick through the cogs as well, while the Santa Fe’s Drive Mode Integrated Control System can be set up for Sport mode that lets revs go higher between shifts, provides snappier engagement, improves throttle response, stiffens the steering, and as noted earlier apportions up to 50 percent of the AWD system’s torque to the rear, although I mostly left it in Smart mode as it combines the fuel savings of Eco mode, the smoother drivability of Comfort mode, and the driver engagement of Sport mode, depending on the way the it’s being driven.

Of course, family vehicles always compromise performance for comfort, which is as it should be because that’s what most buyers in this category want. The 10-way powered driver’s seat was wonderfully comfortable all week, its powered lumbar adjustment finding the small of my back easily thanks to its optimal four-way design. Forced air can blow through the perforations in the upholstery to keep things cool in summer, a relieving feature, and there’s plenty of space up front to move around in. It’s roomy behind too, made even better by seat recliners that go way back, and the second row’s fore and aft sliding feature that provides more space for luggage when necessary.

The five-seat Santa Fe’s interior volume measures 4,151 litres (146.6 cubic feet), while its maximum cargo capacity is 1,016 litres (35.9 cubic feet) behind the second row and 2,019 litres (71.3 cubic feet) with its 60/40-split rear seatbacks lowered, a process that is made easier via powered release buttons on the cargo wall. Being a skier I would have appreciated 40/20/40 spit-folding rear seatbacks or a centre pass-through, especially considering how much nicer trips to the mountain would be for those in back if they could take advantage of the outboard seat heaters, so maybe Hyundai could consider this for a mid-cycle update in a couple of years.

Just the same, the new 2019 Santa Fe is easily one of the better five-occupant crossover SUVs available, and should be considered if you’re in the market.

News & Reviews- Tag: 5