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

Back in early 2017, Volvo asked us to “rediscover [our] passion in life” in a then new V90 Cross Country, yet while the Swedish automaker’s overall sales grew impressively thanks to plenty of freshly…

2019 Volvo V90 Cross Country T6 AWD Road Test

2019 Volvo V90 Cross Country T6 AWD
Volvo’s V90 Cross Country is a handsome crossover wagon that might just be ideal for those not wanting to move up to a taller SUV.

Back in early 2017, Volvo asked us to “rediscover [our] passion in life” in a then new V90 Cross Country, yet while the Swedish automaker’s overall sales grew impressively thanks to plenty of freshly redesigned models and some entirely new entries as well, Canadian buyers flocked to its full lineup of SUVs instead of this tall mid-size luxury crossover wagon.

The result is the V90 Cross Country’s cancellation in our market as of 2020, this 2019 model year being its last after just three years. Along with the V90 Cross Country’s demise is the end of the regular V90 wagon too, while the beautiful and highly competent mid-size S90 luxury sedan remains in the lineup for at least another year and hopefully longer.

2019 Volvo V90 Cross Country T6 AWD
The V90 Cross Country has unmistakable Volvo design cues, plus beefier black bumpers, wheel arches and side sills than the regular V90 wagon.

The choice to forgo a crossover wagon for a big flagship luxury sedan flies in the face of convention, with some brands, particularly Volvo’s previous parent Ford (and it’s Lincoln luxury division), eliminating cars almost entirely, but the continuation of the S90 is probably more about maintaining a premium image than adding to the bottom line, because with only 835 combined S90, V90 and V90 Cross Country sales in its peak calendar year of 2018, and merely 295 after a 65-percent plunge in 2019, none of these cars would’ve made much of a difference to Volvo Canada’s profitability.

Standard styling elements include satin-silver bumper garnishes and Volvo’s trademark Thor’s Hammer LED headlamps.

For a bit of background, the V90 Cross Country replaced two generations of XC70 from 2000 through 2016 (it was dubbed V70 XC for the first three years), and by doing so once again brought Volvo’s renowned style, respected quality, sensible pragmatism and turbocharged, supercharged four-cylinder performance to the crossover wagon segment, while upping its luxury quotient to an entirely new level of opulence.

Anyone who’s spent time in a modern-day Volvo knows exactly what I mean, especially when equipped in one of its top R-Design or Inscription trims. The V90 Cross Country doesn’t use the usual trim nomenclatures for the Canadian market, but my tester was nicely outfitted with its Premium package and therefore, together with its generous list of standard features, is quite possibly (or should I say, was quite possibly) the most luxurious crossover wagon available today.

2019 Volvo V90 Cross Country T6 AWD
The 2019 Volvo V90 Cross Country comes standard with this attractive 19-inch alloys.

Then again, Audi may have something to say about that. The German brand now offers Canadian urban adventurers their all-new 2020 A6 Allroad in the same rather uncompetitive class, and while the four-ringed contender from Ingolstadt is impressive, Gothenburg’s outgoing alternative looks and feels richer inside despite costing $12,700 less.

2019 Volvo V90 Cross Country T6 AWD
Sharply angled LED taillights are standard too.

The 2019 V90 Cross Country starts at a very reasonable $62,500 compared to the A6 Allroad’s lofty $75,200 price tag, and while Audi’s brand image is certainly more upscale than Volvo’s, and its turbocharged 3.0-litre V6 makes an additional 19 horsepower and 74 more lb-ft of torque than Volvo’s turbocharged and supercharged 2.0-litre four-cylinder that puts out 316 horsepower and 295 lb-ft of torque, the Swede is slightly more pragmatic from a fuel economy perspective, with a claimed Transport Canada rating of 11.6 L/100km in the city, 8.1 on the highway and 10.0 combined compared to 11.8 city, 9.1 highway and 10.6 combined.

2019 Volvo V90 Cross Country T6 AWD
Nice silver detailing and “CROSS COUNTRY” inscribed into the black bumper are just some of this model’s unique details.

The 250 horsepower V90 Cross Country T5 AWD was discontinued at the end of model year 2018, by the way, this previously the base model at $59,500, while the $84,900 Ocean Race T6 AWD also said goodbye to the market for 2019.  Now for 2019 there’s just one T6 AWD trim level, but the noted $3,900 Premium package does a good job of making it Inscription-like, thanks to features such as heated windshield washer nozzles, auto-dimming and power-folding side mirrors, LED interior lighting, aluminum treadplates, a heated steering wheel rim, front and rear parking sensors with graphical warnings, Park Assist Pilot semi-autonomous self-parking, a 360-degree Surround View camera system, a HomeLink universal garage door opener, four-zone automatic climate control, a cooled glove box, heatable rear outboard seats, power-folding rear seatbacks and outer head restraints, a really innovative semi-automatic cargo cover, an integrated soft safety net to separate cargo from passengers, blind spot monitoring with cross-traffic alert, and more.

2019 Volvo V90 Cross Country T6 AWD
The base V90 Cross Country’s interior is truly upscale, even for a premium luxury car.

The aforementioned $62,500 base price for the 2019 V90 Cross Country T6 AWD doesn’t include $900 for metallic paint, which is included with the Audi incidentally, but the A6 Allroad only provides black and beige leather options inside, and it’s not plush Nappa leather like Volvo’s, which can be had in four no-cost optional hues including Charcoal (black), Amber (dark beige), Maroon Brown (dark reddish brown) and Blond (light grey).

2019 Volvo V90 Cross Country T6 AWD
The dash and controls layout is superb, with everything falling ideally to hand.

It should be noted that despite appearing richly appointed my tester was far from fully loaded, as it was missing the $3,600 Luxury package with its gorgeous tailored instrument panel, sensational upgraded front seats with power-adjustable side bolsters, power-extendable lower cushions, multi-technique massage function, and cooling ventilation, plus manually retractable side window curtains in back. My test model didn’t have the $2,350 optional rear air suspension and Four-C Active Chassis upgrade either, and only had 19-inch alloys instead of $1,000 enhanced 20-inch rims, or for that matter body-colour bumpers, wheel arches and sills, $425 Metal Mesh decor inlays (although the hardwood was lovely), $250 black headliner, $1,500 graphical head-up display, $3,750 Bowers & Wilkins premium audio system (with fabulous aluminum speaker grilles), and $600 dual two-stage child booster seats integrated within the rear outboard positions, with all of the above potentially increasing the 2019 V90 Cross Country’s price by $18,375 to $80,875.

2019 Volvo V90 Cross Country T6 AWD
The V90 Cross Country’s standard digital instrument cluster is very impressive.

While that might sound like a lot for a mid-size luxury crossover wagon, consider for a moment that the 2020 Audi A6 Allroad Technik starts at $83,100 without a massage, and while it includes that brand’s fabulous “Virtual Cockpit” digital gauge package (the V90 gets a digital instrument cluster too, just not quite as configurable as the A6 Allroad’s), getting said massage, along with upgraded Valcona leather will set you back another $4,050, while adding on all of the V90’s advanced driver assistive systems will cost another $2,400. You can also add the $2,500 Dynamic package with Dynamic Steering and Dynamic All-Wheel Steering, $2,500 for Night Vision Assistant, $500 for quieter dual-pane glass, $350 for Audi Phonebox with wireless charging, another $350 for rear side airbags (some impressive stuff), and $1,000 for full body paint (already priced in to the top-tier Volvo), bringing the German model’s total to $102,650, less an expected $1,000 in additional incentives if you choose to sign up for a CarCostCanada account in order to learn everything you can before speaking to an Audi dealer (see CarCostCanada’s 2020 Audi A6 allroad Canada Prices page).

2019 Volvo V90 Cross Country T6 AWD
The tablet-style Sensus infotainment touchscreen is easy to use and full of features.

That’s $1,000 less than a Volvo dealer is prepared to slice off of the V90 Cross Country, or so says CarCostCanada on their 2019 Volvo V90 Cross Country Canada Prices page, but considerable savings aside the Volvo should really impress anyone considering either of these two fine vehicles. They’re both unquestionably handsome from the outside, and come equipped standard with all expected LED lighting tech and brushed metal accents to dazzle owners and onlookers alike. The minimalist Audi cabin is sublime, as is Volvo’s ritzier interior, their materials and build quality never in question, the only differences being a desire to appeal to varying tastes.

2019 Volvo V90 Cross Country T6 AWD
The optional overhead parking monitor is excellent.

Even before sliding into the V90 Cross Country’s enveloping driver’s seat, its high-quality gleaming metal- and leather-wrapped key fob sets the tone. This said its proximity-sensing access means it will most likely remain in your purse or pocket and not be touched at all—such a shame. Once inside, Volvo covers most surfaces with premium soft-touch synthetic or optional contrasting French-stitched leather, plus gorgeous dark oak inlays across the entire instrument panel and all doors. The fancier version gets the previously noted metal inlays instead, but truly there’s enough satin-finish aluminum trim elsewhere that more metal is hardly necessary.   

2019 Volvo V90 Cross Country T6 AWD
Those who want to row their own gears will need to do so via the V90 Cross Country’s shift lever.

Key areas below the waist are soft to the touch, not so with many premium brands such as Lexus (although they sell nothing in this class), while all pillars are nicely wrapped in the same high-quality woven material as the roof liner. The ritzy details spoken of earlier include much of the switchgear that’s downright jewellery-like. Seriously, the exquisite diamond-patterned edging around the main audio knob, plus the twisting ignition controller and scrolling drive mode selector, not to mention the beautifully formed vent knobs, are gorgeous bits of metalwork, while the digital displays are some of the best in the industry.

2019 Volvo V90 Cross Country T6 AWD
The V90 Cross Country’s interior detailing is exquisite.

Before I continue, I must say that most everything I’m talking about is standard in Canada. Volvo even includes an impressive vertical tablet-style touchscreen on the centre stack, which in my opinion is one of the best in the business. Not only is it brilliantly clear and high-definition, with nice deep and rich colours, plus as easy use of a regular smartphone or tablet, with familiar tap, swipe and pinch functions, but it’s filled with loads of capability, making it one of the most versatile infotainment systems around. I also like that it mostly doesn’t change from one Volvo model to the next, so when you’re stepping up from an XC40 to this V90 or an XC90, you’ll enjoy the same impressive infotainment experience.

2019 Volvo V90 Cross Country T6 AWD
These sport seats really hold the torso and behind in place during hard cornering.

The fully configurable digital gauge cluster is standard too, and provides a nice clear display with a slight matte finish so there’s not much glare. While configurable, I wouldn’t go so far to say it’s as versatile as Audi’s aforementioned Virtual Cockpit, being that you can’t maximize infotainment system features to turn the entire cluster into a map, for instance. Audi’s cluster reduces the primary gauges into tiny dials at each corner, whereas Volvo’s dials remain mostly full-size all the time. Still, the V90’s gauge cluster offers excellent usability in other ways, the gauges shrinking slightly when using some features in the centre-mounted multi-info display, and that area quite large and appealing with plenty of attractive graphics and most features from the infotainment system, including a detailed, colourful navigation map.

2019 Volvo V90 Cross Country T6 AWD
This massive panoramic sunroof comes standard.

As impressive as its interior is, one of the V90 Cross Country’s best attributes is the superb drivetrain noted earlier. Its 315 horsepower and 279 pound-feet of torque provide spirited V6-like performance off the line and quick response for passing manoeuvres. It’s mated to a quick-shifting eight-speed automatic with manual mode, but unfortunately no paddles to keep the fingers busy in the more comfort-oriented V90 Cross Country. Rather, those wanting to row through the gears must do so via the shift lever, which is no problem yet not as easy as leaving both hands on the wheel for maximum control. Then again, I almost never bothered to shift the autobox anyway, as it went about its duty with effortlessly quick gear changes needing no prompting.

2019 Volvo V90 Cross Country T6 AWD
The rear seating area is spacious and wholly comfortable, plus refinement is above par.

The Cross Country doesn’t provide the same level of handling sharpness as the regular V90 T6 AWD R-Design tested last year, but it certainly comes within a hair’s width of matching it. It’s 58 millimetres (2.3 inches) taller, causing its centre of gravity to raise upwards somewhat, so naturally it can’t provide the same lateral grip as the more hunkered down sport wagon, but you likely won’t notice much difference unless pushing it extremely hard, and that’s not really what the Cross Country is all about. It’s better at getting you out from within a snow-filled ski resort parking lot, or allowing for greater ease and confidence inspiring control while trekking through a muddy cottage country back road.

2019 Volvo V90 Cross Country T6 AWD
The removable cargo cover automatically lifts out of the way when opening the tailgate.

The V90 Cross Country is equipped with standard all-wheel drive, but no off-road mode, yet it manages slippery conditions well. I’d even be willing to venture into some light off-roading situations, such as overcoming small stumps and rocks on a logging road, for example, or wading through a shallow river bed, because that’s exactly what Volvo has promised is possible with this all-weather, all-season, multi-activity vehicle.

With standard roof rails on top, plus available cross-members, bike racks, overhead storage containers and more, the V90 Cross Country becomes an ideal companion for outdoor activities such as cycling, kayaking, camping, and more. Volvo provides plenty of other accessories too, such a $1,345 trailer hitch package with electronic monitoring and Trailer Stability Assist (TSA), allowing owners to take full advantage of this crossover’s capabilities.

2019 Volvo V90 Cross Country T6 AWD
A cargo divider lifts out from the floor, complete with hooks for grocery bags.

While trekking through the wilderness, or merely overcoming the unkempt lanes in most of Canada’s inner cities, you’ll enjoy a wonderful ride, the V90 Cross Country providing even more comfort than the already impressive V90 wagon. This is a car I could drive all day long and never tire of. Together with its fabulous front seats, which are superbly comfortable and provide excellent support, there’s no real reason to spend more for the fancier massaging buckets unless money is no object.

Even more importantly for me, the driver’s position is ultra-adjustable and therefore should be perfect for the majority of body types. I’m a bit shorter than average at five-feet-eight, but my legs are longer than my torso, which can cause a problem if the steering column doesn’t provide enough reach. No such issues with the V90 Cross Country, however, that provides an ideal setup for both comfort and control.

2019 Volvo V90 Cross Country T6 AWD
A webbed divider protects passengers from loose cargo that could become dangerous in an accident.

There as an incredible amount of room in back, too, with almost 10 inches in front of my knees when the driver’s seat was set up for my long-legged frame, plus five inches remained from my shoulder to the door panel, another four or so next to my hips, and about three and a half above my head. Stretching out my legs was easy, with my shoes placed underneath the driver’s seat, while comfort was increased yet more via my tester’s four-zone auto climate control that provided a useful panel for controlling each rear outboard passenger’s temperature. The heated rear seats would no doubt be appreciated for winter ski trips with the family, as would the massive standard panoramic sunroof overhead, this completely eliminating any feelings of claustrophobia that can happen for some when seated in back, but then again it seems bizarre to imagine someone feeling closed in while seated anywhere in the spacious V90 Cross Country. Aiding the V90’s open, airy experience are HVAC vents on the backside of that centre console, and more at the midpoint of each B-pillar, while LED reading lamps hover overhead. A complex centre armrest flips down between outboard passengers, complete with pop-out dual cupholders, a shallow tray, plus a lidded and lined stowage container.

2019 Volvo V90 Cross Country T6 AWD
Thin items, such as floor mats, can be stowed below the cargo floor.

The V90 Cross Country’s powered liftgate lets you into the spacious cargo area, while the aforementioned retractable cargo cover automatically lifts up and out of the way. The cargo compartment, which measures 560 litres (19.8 cubic feet) behind the rear seatbacks and about 1,530 litres (54 cu ft) when the rear row is lowered, is luxuriously finished with plush carpets all the way up the sidewalls and rear seatbacks, plus of course the floor, while below an accessorized rubber all-weather cargo mat (part of a $355 Protection package that includes floor trays for four seating positions, a centre tunnel cover, and the just-noted cargo tray), my tester’s floor included a flip-up cargo divider featuring integrated grocery bag hooks. The floor can be lifted further, exposing a shallow carpeted compartment for storing very thin items, such as the carpeted floor mats while the all-season ones are in place.

2019 Volvo V90 Cross Country T6 AWD
The centre pass-through is small, but certainly better than nothing.

Aiding versatility, the V90’s 60/40 split-folding rear seatbacks include a small, narrow centre pass-through that’s ideal for a couple of pairs of skis, or alternatively each portion of the seatback can be dropped down flat via powered release buttons attached to the cargo sidewall. These automatically flip the headrests forward too, which incidentally can be lowered from the front to aid rear visibility as well.

2019 Volvo V90 Cross Country T6 AWD
With the rear seats lower there’s plenty of cargo space available.

If you’re currently driving a four-door sedan or wagon and not quite sure if a tall, SUV-like crossover such as Volvo’s XC90 is the right way to go, this V90 Cross Country is a good alternative. All said, I’m not going to recommend it over Audi’s new A6 Allroad mentioned throughout this review, but I will go so far as say that it measures up in all ways other than high-speed performance, and possibly prestige. Then again, Volvo has been reviving its respectability as of late, and has long enjoyed its own diehard following that would consider nothing less. Comfort is arguably better in the Volvo too, and as noted earlier this V90 Cross Country is a bit stingier on fuel. In the end it will come down to personal taste, and the ability of your local Volvo dealer to find a new one still available. If your interest is piqued, I recommend calling now before it’s too late.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

Together with the Mini Countryman being reviewed here, BMW group dominates Canada’s subcompact luxury SUV segment. In fact, with 8,078 collective sales last year, comprising 4,420 examples of the X1,…

2019 Mini Cooper Countryman S E ALL4 Road Test

2019 Mini Cooper Countryman S E ALL4
The cute little Mini Countryman S E ALL4 plug-in hybrid provides equal amounts of efficiency and driving pleasure. (Photo: Trevor Hofmann)

Together with the Mini Countryman being reviewed here, BMW group dominates Canada’s subcompact luxury SUV segment. In fact, with 8,078 collective sales last year, comprising 4,420 examples of the X1, 2,275 of the Countryman and 1,383 of the sporty X2, the thrifty threesome more than doubled everything Audi and Mercedes-Benz individually had to offer.

Audi’s Q3 managed a respectable 3,734 deliveries for a solid second place in the class throughout 2019, and Mercedes’ 3,689 GLA sales made sure it secured third, but BMW still managed to clobber both challengers despite rather poor year-over-year results. Believe it or not, its SUVs’ stellar performance was after the X1 shed 16.7 percent of its 2018–2019 calendar year sales, while the Countryman did likewise by 8.2 percent, and the X2 by a somewhat concerning 25.5 percent.

2019 Mini Cooper Countryman S E ALL4
Classic Mini styling from front to back makes the Countryman stand out from its subcompact luxury SUV peers. (Photo: Trevor Hofmann)

Audi Q3 sales were down just 1.2 percent through 2019, but losing ground at all is strange being that it was an all-new model last year. Instead it should have at least reacted like the GLA’s 3.4-percent growth, this achieved after six-plus years of more or less producing the same SUV. Rounding out the subcompact luxury SUV category is the all-new Lexus UX that actually bumped the Countryman from fourth in the segment thanks to 2,683 deliveries, while the still reasonably new Volvo XC40 took sixth place with 2,132 sales for 70.3 percent growth, albeit its 2018 calendar year numbers were only low because it arrived on the scene partway through the year. Moving on, a redesigned Range Rover Evoque grew by 29.8 percent resulting in 1,788 deliveries, while Jaguar’s E-Pace sales collapsed by 27.1 percent to a scant 417 units. Then again, all looked good next to the 93 QX30s Infiniti said goodbye to, this model cancelled, however, but its best-ever year never managed to surpass four figures.

2019 Mini Cooper Countryman S E ALL4
Evidence of the Countryman’s quality is found in the details, which include LED headlamps and fog lights plus 18-inch alloys as-tested. (Photo: Trevor Hofmann)

The second-generation Countryman arrived for the 2017 model year and therefore has been with us for three years already, or four if we include 2020. Only minor changes improve the 2020 version, or at least this is true for the conventionally powered model. It gets the usual wheel upgrades and other small enhancements, with its standard eight-speed automatic being the most dramatic update. This means the six-speed manual is no longer available due to a new seven-speed dual-clutch gearbox becoming standard for front-wheel drive trims in the U.S. market, and the eight-speed auto now standard with all-wheel drive south of the 49th (plus west of the 123rd longitude in the south, 130–142 longitude or so in the north, and don’t make me figure out Windsor/Detroit and the rest of the east coast).

2019 Mini Cooper Countryman S E ALL4
The S E ALL4’s plug can be found under a stylish garnish on the driver’s side front fender. (Photo: Trevor Hofmann)

This change wouldn’t be a problem for most brands, even BMW, but Mini attracts a more engaged SUV driver than the norm, especially those opting for the Countryman’s sportiest John Cooper Works trim, so I could imagine some complaints coming from JCW performance purists. The Countryman S E ALL4 remains the same with respect to its transmission, soldiering forward with a six-speed Steptronic automatic that, together with its gasoline-fed 136-horsepower (100kW) 1.5-litre three-cylinder Twin Power Turbo internal combustion engine (ICE) drives the front wheels. The rear wheels are powered solely by an 88-horsepower (65kW) synchronous e-motor via electricity stored in a 7.6 kWh Li-Ion battery.

2019 Mini Cooper Countryman S E ALL4
Mini provides the Countryman S E ALL4 with a premium quality interior with wonderfully unique character traits. (Photo: Trevor Hofmann)

Depending on need the front wheels can be employed for most of the work, or torque can be divided as needed for slippery conditions via Mini’s drivetrain management system. The Countryman S E ALL4 can also run on electric power alone, but don’t get too excited, as it’s only good for plus/minus 19 kilometres after a full charge.

This brings up the Countryman S E ALL4’s big change for 2020, more EV range. Again, don’t get excited as Mini has only upped its ability to solely run on electric power by 30 percent, or 29 kilometres total, but that near 30-km of maximum EV range might make it worth the hassle of charging up. After all, it doesn’t take much time to top up a 10-kWh battery, so it’s quite possible to use it for running errands while charging it along the way. The benefit can be more available parking spaces/charge stations closer to the entrances of shopping malls and other destinations. Then again, I’d make sure you have some gas in the tank, because as plug-in electrics have become more popular you can never rely on a charge station being available.

2019 Mini Cooper Countryman S E ALL4
The Countryman’s cockpit is well organized and extremely well made. (Photo: Trevor Hofmann)

Interestingly, the S E ALL4 can manage speeds up to 125 km/h (77 mph) under electric power alone, but this said the little PHEV’s range will likely drop down to a few kilometres at such speeds, meaning that this SUV’s top-EV-speed isn’t a specification worth bragging about. This said, the Countryman S E ALL4 manages a top hybrid speed of 220 km/h (137 mph), which is very impressive and would likely land you in the slammer (or at least cause your car to be impounded) anywhere in Canada and in most U.S. states.

2019 Mini Cooper Countryman S E ALL4
Mini uses plenty of classic touches inside, but it’s mostly the latest up-to-date tech. This in mind, they may have to change up this gauge cluster when introducing digital instruments. (Photo: Trevor Hofmann)

During my weeklong test I made a point of topping up the battery whenever possible, outside of a local McDonalds when grabbing a cappuccino with a friend, at the mall when available, and once at Ikea, plus of course overnight. Still, the novelty quickly wore off as it quickly de-juiced and I was left running on hybrid power. Of course, this is no bad thing, thanks to 8.4 L/100km in the city, 8.8 on the highway and 8.6 combined. If able to plug it in for much of your driving, Transport Canada gives this 2019 version an equivalent rating of 3.6 L/100km combined city/highway.

At least as important for any Mini, the Countryman S E ALL4 is fun to drive. I can’t think of many hybrid SUVs that include a manual mode shifter, let alone a Sport mode (that actually does something), but flick the slider at the base of the gearbox to the left and this plug-in scoots away from standstill with plenty of gusto, taking just over 7 seconds to hit 100km/h thanks to 221 net horsepower and 284 pound-feet of torque (the electric motor good for an immediate 122 lb-ft of torque on its own), and while it can’t quite manage the 301-horsepower JCW Countryman’s levels of get-up-and go, the sportiest Mini SUV doing the deed in just over 6 seconds, this 1,791-kilo (3,948-pound) utility still feels enthusiastic about getting you where you’re going.

2019 Mini Cooper Countryman S E ALL4
The Countryman S E ALL4 provides an excellent infotainment system with plenty of useful functions. (Photo: Trevor Hofmann)

The Countryman S E ALL4 manages curves with the same level of spunk, turning in aggressively and tracking brilliantly. Again, it’s not as rigid as the JCW, but on the positive its ride is more comfortable, which probably matters more to most compact luxury SUV buyers. Likewise, the S E ALL4 is a joy on the highway, providing good stability at high speeds and easily capable of managing unexpected crosswinds, my tester’s thick 225/50R18 rubber maintaining a good contact patch with the pavement below.

2019 Mini Cooper Countryman S E ALL4
Details like this set of toggle switches on the centre stack, the yellow one for starting and shutting off the engine, are fabulous. (Photo: Trevor Hofmann)

A comfortable driver’s seat made longer stints more bearable too, my test model’s sporting excellent inherent support for the lower back and thighs, the former benefiting from four-way lumbar support and the latter from a manually extendable lower cushion. Roominess is good too, whether in front or back, with the rear seats spacious enough for large adults as long as the middle position remains unoccupied. A wide armrest folds down from centre, incorporating the usual dual cupholders, while ventilation is provided from the backside of the front console. A classic 12-volt charger made me wonder when Mini plans to add USB ports as well, while this particularly trim didn’t include rear seat warmers, but the large powered panoramic sunroof overhead made the Countryman’s compact dimensions seem larger, more open and airy.

2019 Mini Cooper Countryman S E ALL4
These seats are superb, complete with four-way lumbar and extendable lower cushions. (Photo: Trevor Hofmann)

The dealmaker for me, and my fairly active outdoor lifestyle, is the Countryman’s cargo compartment. I’ve read/heard some critics complain that the Countryman doesn’t offer enough cargo space, but newsflash friends, it’s a Mini. If you want something roomier (and this is really big for a Mini), buy a BMW X1, X3, X5, X7, or something else. On the positive, the S E ALL4 loses nothing to the conventionally powered Countryman’s cargo capacity thanks to 487 litres (17.2 cubic feet) of available space with the rear seats upright and 1,342 litres (47.4 cu ft) when they’re both lowered.

2019 Mini Cooper Countryman S E ALL4
This is how a sunroof should be done, the Countryman’s panoramic roof capable of being powered open for fresh air too. (Photo: Trevor Hofmann)

Even better, this electrified Mini continues to use the industry’s most practical 40/20/40 split-folding rear seatback configuration, which is especially important for smaller utilities that can’t carry longer items inside, such as ski, watersports or hockey gear, without forcing one of the window seat passengers onto the less comfortable centre bump. The quality of the folding mechanism will impress as well, while the Countryman’s cargo compartment is also finished nicely, helping to make its premium argument clear.

Yes, some don’t consider Mini to be a premium brand, while others automatically relegate it within the ranks of its parent, BMW, as well as the other luxury nameplates noted earlier in this review. While BMW purposely places the Mini brand below its namesake marque, the Countryman’s price range of $31,090 to $44,390, the latter for this top-line S E ALL4, puts it well above mainstream volume branded subcompact SUVs that range in price from about $18,000 to the mid-$30,000s when fully optioned out. Add options to the Countryman S E ALL4, such as the aforementioned sunroof, LED cornering headlamps and fogs, a head-up display, navigation, real-time traffic info, Harman/Kardon audio, a wireless device charger, etcetera, and that price goes even further into premium territory, in fact topping $50k (see pricing for trims, packages and options at CarCostCanada, plus get money saving manufacturer rebate info, deals on financing, and dealer invoice pricing that could save you thousands). 

2019 Mini Cooper Countryman S E ALL4
The Countryman’s rear seating area is spacious and comfortable too. (Photo: Trevor Hofmann)

It’s not like the base S E ALL4 is poorly equipped either, thanks to 18-inch alloys on run-flat tires, puddle lights, keyless toggle switch start/stop, a nice sporty leather-wrapped steering wheel, heavily bolstered sport seats with leatherette upholstery, dynamic cruise control, park distance control, dual-zone auto climate control, a large centre touchscreen with high definition and superb graphics, and much more.

2019 Mini Cooper Countryman S E ALL4
The Countryman provides reasonably good cargo space, but its best feature is a 40/20/40 split-folding rear seatback. (Photo: Trevor Hofmann)

All of these features come in a cabin that’s finished to premium levels too, at least for its compact luxury SUV class, which means that fabric wrapped roof pillars join ample soft-touch synthetic surfaces, while most of the switchgear is high in quality too, not to mention wonderfully retro with respect to the chromed toggle switches on the centre stack and overhead console.

In the end, the Mini Cooper Countryman S E ALL4 is every bit the modern-day Mini the British brand’s ardent followers have grown to love, delivering impressive luxury, plenty of premium features, good space utilization, and oodles of on-road enjoyment, yet it now packs in the ability to drive emissions-free for short durations, access to high occupancy vehicle (HOV) lanes for potentially shorter commutes, and better than average fuel economy whether you plug it in or not. It doesn’t come cheaply, but there’s always a price to pay for leading edge technology, and those that truly want it are willing to pay.

My goodness this thing is insane! The power, the outrageous sound of the supercharged V8’s sport exhaust, and the sensation of 550 horsepower and 502 lb-ft of torque thrusting head and backside into…

2019 Jaguar F-Pace SVR Road Test

2019 Jaguar F-Pace SVR
Jaguar’s F-Pace SVR might just be the best way to get a supercar engine in an SUV body, Lamborghini Urus aside. (Photo: Trevor Hofmann)

My goodness this thing is insane! The power, the outrageous sound of the supercharged V8’s sport exhaust, and the sensation of 550 horsepower and 502 lb-ft of torque thrusting head and backside into the rich red and black diamond-pattern leather-skinned driver’s seat upon takeoff while hands grasp at the leather-clad sport steering wheel, there’s absolutely nothing quite like it in the compact luxury SUV class.

With a flagship SUV like this you’d think the F-Pace would be number one in its ever-burgeoning segment, and while it’s certainly top dog… er cat within Jaguar’s model hierarchy it appears premium brand buyers are more interested in easy comfort than scintillating performance. A shame. The F-Pace and most Jaguar models deserve better than they get.

2019 Jaguar F-Pace SVR
Some tasteful exterior upgrades help to separate the SVR from lesser F-Pace trims. (Photo: Trevor Hofmann)

First off, the F-Pace is inarguably good looking no matter which trim is being discussed, with this SVR downright stunning. I can’t think of a better looking crossover SUV, unless the origami folds of Lamborghini’s Urus are more to your liking, or the Audi Q8 that shares its underpinnings, but the Italian, at least, is in an entirely different price stratosphere, starting at $240,569 in Canada, compared to just $89,900 for the F-Pace SVR.

Certainly a base Q8 can be had for less, but that sporty looking SUV’s $82,350 entry trim merely makes 335 horsepower, and while a wonderfully comfortable city and highway cruiser it’s not even in the same performance league. The equivalent Audi would be the near 600-horsepower RS Q8, but that upcoming super-CUV will set you back at least $110k (pricing hadn’t been announced at the time of writing, and it’s a larger mid-size SUV to boot.

2019 Jaguar F-Pace SVR
The SVR’s styling upgrades also improve performance. (Photo: Trevor Hofmann)

Now that we’re talking competitors, Audi offers its 349-horsepower SQ5 in the compact class the F-Pace truly competes in, and while a true bahn-stormer its 5.4-second run from standstill to 100 km/h doesn’t measure up to the SVR’s 4.3-second blast, and I can knowingly guarantee (by experience) its 3.0-litre turbocharged V6 doesn’t sound anywhere near as menacing as the SVR’s 5.0-litre supercharged V8.

No, the F-Pace SVR’s truest competitor (and no doubt most popular rival due to its three-pointed star) is probably the Mercedes-AMG GLC 63 4Matic+ that makes 503 horsepower and 516 lb-ft of torque from a 4.0-litre twin-turbo V8 resulting in a sprint from zero to 100km/h in just 3.8 seconds. The Mercedes maxes out at 280 km/h (174 mph) compared to the Jaguar’s slightly quicker 283 km/h (176 mph), so they almost evenly share two key bragging rights. All you’ll need to do if you want the Merc is amortize about five percent or $4,000 into your monthly payment, the German ute starting just above $93k, that is unless you end up buying a 2020 F-Pace SVR that’s now priced at $92,000 even (which means there’s only a thousand separating these beasts).

2019 Jaguar F-Pace SVR
Love these optional 22-inch alloys and standard red performance brake calipers. (Photo: Trevor Hofmann)

Speaking of popular German compact CUVs, BMW’s X3 M should be on this list as well, due to 503 horsepower (in its top-tier Competition trim), 442 lb-ft of torque and 4.1 seconds from zilch to 100 km/h, all thanks to a hyper-tuned turbocharged inline-six. Top-line Competition trim will cost you $93,500 plus fees, whereas the lesser 473-hp base X3 M is only $83,200.

Incidentally, you can find pricing for everything just mentioned, including the 2019 and 2020 F-Pace at CarCostCanada, including trims, packages and standalone options, while you can also learn about valuable manufacturer rebate information, like Jaguar’s current factory leasing and financing rates from zero percent (at the time of writing). Additionally, become a member and you can access dealer invoice pricing on the cars you’re interested in buying, which means you could save you thousands when it comes time to negotiate. There’s up to $3,075 in additional incentives on 2020 models right now.

2019 Jaguar F-Pace SVR
There’s no shortage of aerodynamic aids. (Photo: Trevor Hofmann)

As far as those two German super SUVs go, I have yet to drive either, but I’ve tested plenty of BMW M models as well as AMG V8s and, while fabulous on their own, none sounds as malevolent as Jaguar’s supercharged V8. Sure, their acceleration numbers are better and their prices aren’t much higher, but performance enthusiasts can appreciate how important sound is to the overall driving experience. As for deciphering a few milliseconds of sprint time, that’s a lot more difficult from the seat of the pants.

Using the Mercedes-AMG for an example, the sportiest versions of the GLC and F-Pace provide nearly identical wheelbases at 2,874 millimetres (113.1 in) for the Jaguar and 2,873 mm (113.1 in) for the Mercedes, while their tracks are almost the same too, the SVR measuring 1,641 mm (64.6 in) up front and 1,654 mm (65.1 in) in the rear and the AMG spanning 1,660 mm (65.3 in) at both axles, but despite the F-Pace being 52 mm (2.0 in) longer at 4,731 mm (186.3 in), 79 mm (3.1 in) wider to the edges of side mirrors at 2,175 mm (85.6 in), and 42 mm (1.6 in) taller at 1,667 mm (65.6 in), plus having 100 litres (3.5 cubic feet) of extra cargo capacity behind the rear seats at 650 litres (22.9 cu ft), it tips the scales 67 kilograms (148 lbs) lighter at just 1,995 kg (4,398 lbs). That’s the benefit of its mostly aluminum construction over Mercedes’ mixed use of steels and alloys.

2019 Jaguar F-Pace SVR
My tester was upgraded with a devilishly red interior highlights. (Photo: Trevor Hofmann)

Two additional SUVs worthy of contention in this hyper-powerful compact luxury SUV class are Porsche’s Macan Turbo and Alfa Romeo’s Stelvio Quadrifoglio, the former good for 400 or 440 horsepower depending on whether buying the old 2019 or new second-generation 2020, or opting for the old model with its Performance Package (which also makes 440 horsepower), its acceleration similar to the F-Pace SVR when choosing one of the more potent options, yet its price reaching into six figures, whereas the hyperactive Italian makes 505 horsepower out of the box and sprints to 100 km/h in only 4.0 seconds, albeit with a price tag starting at $95k. Both of these SUVs are impressive, but once again their turbocharged V6 engines won’t ignite the senses like the Jag’s big, raspy V8.

2019 Jaguar F-Pace SVR
This is an impressive cockpit, with good comfort and great ergonomics. (Photo: Trevor Hofmann)

You’ve really got to hear it to appreciate it. Think about the sound of a chainsaw cutting through metal, without the high-pitched annoyance of the tiny, little two-stroke screamer, and you can kind of get an idea of what I’m talking about, although it’s thoroughly pleasing whereas the chainsaw through metal experience probably wouldn’t be. Either way it’s a raucous affair, especially when the exhaust button gets pressed, which allows for freer flow and thus less backpressure resulting in more snapping, crackling and popping when letting off the throttle. It’s obnoxious like an impertinent royal, yes the Prince Harry and Meghan Markle of SUVs.

While no doubt worthy of appointment to Her Royal Highness The Duchess of Sussex, Countess of Dumbarton and Baroness Kilkeel, let alone His Royal Highness The Duke of Sussex, Earl of Dumbarton and Baron Kilkeel, as the SVR’s interior is at the level of super-SUVs from the most exotic names in the industry, it’s also capable of hauling around little Prince Archie Harrison Mountbatten-Windsor in back, and a couple of his friends along with a picnic basket or two, plus some folding chairs and no doubt a safari tent stowed in the cargo compartment. In other words, the F-Pace, SVR or otherwise, is a capable family hauler with room for more cargo than a number of its compact luxury competitors.

2019 Jaguar F-Pace SVR
The all-digital 12.3-inch instrument cluster can be configured in multiple ways. (Photo: Trevor Hofmann)

The F-Pace SVR is also capable of light-duty off-roading (with a quick change from its optional 22-inch black-painted rims wrapped in stock 265/40 front and 295/35 rear Pirelli Scorpion Zero all-seasons to something somewhere around 18 inches with a higher sidewall and more tread grip), although it’ll be the serpentine stretches of paved highway on the way to the campground that’ll get the adrenaline flowing.

As you might suspect it’s sensational through curves, its wide track and light weight (for its size, beefy powertrain and luxury accoutrements), plus those just-noted Pirellis (even better performing Jaguar-specific P Zeros are available from tire retailers) and brilliantly tuned (read stiffer) aluminum-intensive front strut and rear multi-link underpinnings get a more buttoned down adaptive suspension setup plus a reworked electric power-steering system, for more of a super sedan feel than anything SUV-like.

2019 Jaguar F-Pace SVR
The updated infotainment touchscreen gets a much more intelligent digital interface made up of easy-to-use tiles. (Photo: Trevor Hofmann)

Ribbons of narrow, undulating two-lane tarmac are exactly where this SUV shines, and ironically when I prefer the extra ride height an SUV like this provides over a sports car like the F-Type SVR. Don’t get me wrong, as the F-Type remains the cat to beat through twisting backroads and racetracks alike, but when the roadway is lined with trees and sharp declines arrive more quickly than an attentive eye can discern, that extra bit of visibility certainly makes for a bit more comfort at speed, as does the more compliant suspension of the larger, heavier SUV. In such conditions, both SVRs work best when their aforementioned Dynamic driving modes are chosen over their more comforting and economical settings, this more aggressive adaptive suspension setup aiding the body against its innate tendency to pitch and roll.

2019 Jaguar F-Pace SVR
This is the infotainment system’s main performance page, a cool way to monitor its power and more. (Photo: Trevor Hofmann)

I didn’t drive it like this all week, of course, the fuel cost of doing so well beyond my full-time journalists’ budget, not to mention the cost of potential points and fines against my driver’s license. While I wouldn’t want to guess the latter, the former has been given a best-case-scenario estimate by Transport Canada’s reasonably accurate five-cycle testing process being 14.5 L/100km in the city, 11.0 on the highway and 12.7 combined, which is actually better than I would’ve guessed for something this powerful and wonderfully sonorous. Alfa’s most potent Stelvio gets a rating of 14.1 L/100km city, 10.4 highway and 12.4 combined, incidentally, and it’s smaller overall with a V6 engine displacing just 2.9 litres, whereas the new 2020 Macan Turbo is rated at 14.2 city, 10.1 highway and 12.0 combined. How about the GLC 63? It’s pretty thirsty at 15.0 in the city, 10.9 on the highway and 13.2 combined, but then again BMW’s X3 M is an absolute glutton at 16.6 city, 12.1 highway and 14.2 combined, that is if anyone buying into this class really cares.

2019 Jaguar F-Pace SVR
The optional carbon-fibre plus standard aluminum and leather in the SVR is finished extremely well. (Photo: Trevor Hofmann)

Along with the Dynamic drive mode noted earlier, which I left engaged most of the week, there’s also a Comfort mode when traversing rougher roadways or just in the mood to relax, plus an Eco mode, which I probably should’ve relied on more for the reasons stated above. The latter two driving modes allow the engine to shut off when it would otherwise be idling, saving yet more fuel while further reducing emissions. I found the large Eco screen estimating how much fuel I supposedly saved while using its greenest drive setting somewhat humourous in this hyper-fast SUV, but fortunately it includes a Performance screen is well, which is much more useful in the SVR.

2019 Jaguar F-Pace SVR
These sport seats are superb, and the upholstery detailing is exquisite. (Photo: Trevor Hofmann)

The SVR’s infotainment touchscreen is more or less the same as with other F-Pace models, and I have to say a big improvement over earlier examples. It’s reasonably large at 10-plus inches across, with an interface divided into three large tiles for navigation, media and phone, or whatever you choose as it can be set up for personal preference. Swipe the display to the left and another panel with nine smaller tiles appears, allowing access to most any function you need to perform. It’s simple, straightforward and therefore easy to use, with the just-noted swipe gesture control accompanied by the usual smartphone/tablet-style tap and pinch gestures, the latter most useful while using the navigation system’s maps. Apple CarPlay and Android Auto smartphone integration is included, as are myriad other features (although you’ll need to pay extra for satellite radio), this system fully up to class standards.

2019 Jaguar F-Pace SVR
A panoramic sunroof comes standard. (Photo: Trevor Hofmann)

Even better is the 12.3-inch digital instrument cluster that Jaguar dubs its “Interactive Driver Display.” If you want it to look like a regular two-dial primary gauge package leave it as is, but if you’d like to transform it to a big map so you can keep tabs on directions as you’re rocketing to your destination, go ahead, or alternatively you can place a single driving dial with a numeric speed readout surrounded by a traditional tachometer in the middle, plus the map to one side and something else on the other. Configure it to your heart’s content, as there’s no shortage of options to make your driving experience as convenient and colourful as possible (you can optionally change the SUV’s ambient interior colour scheme via the centre touchscreen, by the way, or project more info onto the windshield via an available head-up display).

2019 Jaguar F-Pace SVR
The outboard seats are fabulous, with excellent support and comfort. (Photo: Trevor Hofmann)

There’s good connectivity within the tiny centre bin, including two USB-A ports, a Micro SD card slot, and a 12-volt charger. I can’t for the life of me figure out why Jaguar hadn’t made the rubberized pad ahead of the shifter, which was ideally size for my Samsung S9, into a standard wireless charging pad, but unfortunately such was the case. You can’t even get it as an option for this 2019 model or the new 2020, so those wanting their SUV that has everything to actually have everything might want to ask your local car stereo retailer (or Jaguar dealer) if they can install one and how much it’s going to cost.

Digital extremism in mind, super-SUV buyers truly care about over-the-top interior opulence, or so it seems by the five compact luxury crossovers being loosely compared in this review. The one you personally like best will be purely up to you and your individual taste, but all present dramatic cabin designs filled with the best quality materials and state-of-the-art electronics. Having lived with various trims of each of these vehicles for weeks at a time I’ll give the overall quality nod to Porsche quickly followed by BMW and Mercedes, with Jaguar having reluctantly conceded the best interiors of its SUVs to Land Rover (the F-Pace’s fraternal twin being the Range Rover Velar that’s far and away more impressive inside), while my Stelvio tester was the only vehicle in 20 years of testing/reviewing cars that’s ever left its hood release lever in my hand after trying to view the engine (which I never saw or photographed due to this malfunction).

2019 Jaguar F-Pace SVR
The optional four-zone climate control system includes this user interface with switchgear for the heated and cooled rear seats. (Photo: Trevor Hofmann)

The SVR nevertheless ups interior materials quality and its sense of occasion over its lesser trims, thanks to an available black Suedecloth roofliner and pillars, plus contrast stitch premium leather just about everywhere, the bottom half my tester’s dash and centre console, plus its armrests and seat bolsters done out in a deep, rich Pimento red, while Ebony Lozenge hides covered most everything else, including the quilted leather seat inserts that featured a sort of zigzag-diamond, hourglass pattern with a subtle bit of red dye peeking through the leather’s perforated holes. It’s a captivating look, although I’d probably choose something more subdued. I love the carbon-fibre detailing elsewhere, however (an upgrade over standard textured Weave aluminum), while all the piano black lacquered surfaces are a given these days. So are brushed aluminum accents, the SVR filled with very real bits and pieces for its plentiful interior trim accents, with the cutouts in all four seats’ backrests particularly eye-catching.

2019 Jaguar F-Pace SVR
A dealmaker in any vehicle is a rear seat centre pass-through, and the F-Type’s 40/20/40-split rear seatback is even better. (Photo: Trevor Hofmann)

Yes, there’s a fifth seat, but it’s merely a semi-flat space, or rather a hump in between two ideally carved out window seats, simply left in place to carry an additional small adults or child when you’re forced to fit three abreast in back. I’d say the outboard positions of the F-Pace’ back seats are a bit more accommodating than in the average compact luxury SUV, which is why some keep referring to its as a mid-size. Passengers in the rear can be treated to as-tested optional quad-zone automatic climate control featuring its own comprehensive panel on the backside of the front console that’s also replete with three-way heatable or cooled seat switches, which means there’s less need to yell shotgun or sprint to the front passenger’s door, depending on how your family deals with seating hierarchy.

There will be no need to force one of those rear passengers onto the centre bump during trips to the ski hill either (which would be a dreadful waste of those rear seat warmers when they’re needed most), thanks to 40/20/40-split rear seatbacks (that can be folded via optional cargo wall levers). The 20-percent centre section folds down on its own to allow skis, snowboards, a surfboard, a stack of 2x4s or other long items down the middle while your rear passengers continue to enjoy the more comfortable heated (or cooled) window seats, exactly how it should be done in this class or any other.

2019 Jaguar F-Pace SVR
The F-Pace provides more cargo space than most compact luxury SUV competitors. (Photo: Trevor Hofmann)

Yes, next time you’re heading to the hills, or for that matter merely shuttling the kids to school, think about how much more comfortable, let alone quick it would be in a Jaguar F-Pace SVR. Imagine the time saved, and the look of your kids grinning from ear-to-ear as you show off your action hero driving skills. So what if your significant other is glaring with a slightly different expression, taking control of the sport exhaust button as you enter the school drop-off zone.

This is the most fun I’ve ever had in a compact luxury SUV (sorry Porsche), yet it can be highly civilized, reasonably economical and highly practical for everyday use. Those who want an SUV with the heart of a supercar need look no further than the Jaguar F-Pace SVR.

Subaru has just introduced a redesigned 2020 Legacy mid-size sedan with new styling, updated engines, and a revised interior, but outward changes are so subtle you’d be forgiven for mixing up the new…

2019 Subaru Legacy Sport Road Test

2019 Subaru Legacy Sport
It’s difficult to tell this outgoing 2019 Legacy from the new 2020 version, except for the savings. (Photo: Karen Tuggay)

Subaru has just introduced a redesigned 2020 Legacy mid-size sedan with new styling, updated engines, and a revised interior, but outward changes are so subtle you’d be forgiven for mixing up the new 2020 with this 2019 model. So why write about a 2019 Legacy when the 2020 is already on the way? Subaru retailers still have new 2019 models available, and these can be had for very good deals.

According to CarCostCanada at the time of writing, you can save up to $3,000 in additional incentives on a 2019 Legacy, and that’s over and above any further discount you manage to personally procure. A first step would be to visit CarCostCanada where you can learn about pricing details, including trims, packages and individual options, while you can also find out about rebates and dealer invoice pricing that could save you thousands.

2019 Subaru Legacy Sport
The Legacy’s rear view is attractive, especially this Sport trim that includes sill extensions, a rear diffuser and larger alloys. (Photo: Karen Tuggay)

Subaru refreshed its Legacy mid-size sedan for the 2018 model year, and therefore this 2019 version remains unchanged. The model tested for this review was in mid-range $31,695 Sport trim, which sits above the base $24,995 2.5i CVT, $28,295 Touring, and $29,795 Touring with Subaru’s EyeSight package of advanced driver assistive systems, which includes automatic high beams, adaptive cruise control, automatic emergency braking, rear proximity warning with reverse automatic braking, blind spot detection, lane departure warning and lane keeping assist, but Sport trim (that comes standard with EyeSight) is still more affordable than the $33,795 Limited 2.5i and $36,795 Limited 3.6R (also standard with the EyeSight package).

2019 Subaru Legacy Sport
Nice Legacy Sport details include LED headlights, fog lamps, and 18-inch alloys. (Photo: Karen Tuggay)

The “2.5i” and “3.6R” designations refer to standard and optional engines respectively, with the latter having been discontinued for the 2020 Legacy and Outback crossover wagon, incidentally, replaced by the more potent 2.4-litre turbocharged four-cylinder introduced in last year’s Ascent mid-size SUV. Compared to this year’s 3.6-litre horizontally-opposed six-cylinder, which is good for 256 horsepower and 247 lb-ft of torque, the new four makes 260 horsepower and 277 lb-ft of torque, while the base 2.5-litre four-cylinder found in this Legacy Sport and all other Legacy trims, which produces 175 horsepower and 174 lb-ft of torque, gets 90 percent of its components replaced for 2020 resulting in an additional 6 horsepower (for 182) and 2 lb-ft of torque (for 176), a nominal difference off the line yet noticeable at the pump.

2019 Subaru Legacy Sport
The LED headlamps come standard on Sport trim and above. (Photo: Karen Tuggay)

The 2019 Legacy 2.5i achieves a claimed 9.3 L/100km on the highway, 7.0 in the city and 8.2 combined compared to 8.8 city, 6.7 highway and 7.7 combined for the new 2020 base engine. Comparing 2019 Legacy 3.6R fuel economy to the new 2020 2.4i is even more dramatic, with the outgoing engine managing an estimated 11.9 L/100km city, 8.3 highway and 10.3 combined rating and the new version achieving 9.9 city, 7.3 highway and 8.5 combined. The Legacy’s standard all-wheel drive means its base powertrain isn’t quite as thrifty as its mostly front-wheel drive competitors, but the differences are nominal, while both its old 3.6R and new 2.4i are much more efficient than the Camry’s available V6, for example.

2019 Subaru Legacy Sport
Sport trim includes exclusive 18-inch machine-finish alloys with black-painted pockets. (Photo: Karen Tuggay)

Rather than delve too deeply into the differences between the new 2020 Legacy and this current 2019 model, I’ll touch on a few key issues as part of this road test review and keep some of the other details for a future review of the redesigned car. As noted in the beginning of this review, styling updates are so minor I’d hesitate calling it a refresh. In fact, Subaru Canada doesn’t mention anything about styling in its 2020 Legacy press release, an unusual tack, but I imagine this is good news for those who liked the previous design, and should help this current sixth-generation model maintain its resale/residual values. I find both models handsome enough and sportier looking than some rivals, while Subaru clearly isn’t trying to woo would-be buyers with anything too extroverted, like Toyota is with its new Camry XSE.

2019 Subaru Legacy Sport
The Sport gets these stylish satin-silver mirror caps. (Photo: Karen Tuggay)

The Legacy’s wallflower appearance may be one reason its sales are so low, the 1,298 units Subaru sold after Q3 2019 just a hair over 11-percent of the 11,579 Camrys delivered during the same nine months. Still, it’s not last, the Legacy outselling Kia’s Stinger, Mazda’s 6, Honda’s Clarity plug-in, Buick’s Regal, Volkswagen’s Passat, and the same German brand’s new Arteon four-door coupe, while coming very close to Kia’s Optima. This leaves it eighth out of 14 challengers, which really isn’t too shabby. Then again, the Legacy’s numbers pale in comparison to Subaru’s own Outback that sold 7,756 units over the same three quarters, the tall crossover wagon basically the same car under the skin.

2019 Subaru Legacy Sport
The 2020 model gets a slightly revised set of LED taillights. (Photo: Karen Tuggay)

Fortunately, sales success doesn’t necessarily reflect how good or bad a given vehicle is, and other than being slightly smaller than most of its mid-size sedan rivals, it shows no disadvantages. Subaru has an enviable record, achieving “Best Overall” brand status in Consumer Reports’ latest 2019 Annual Report on Car Performance, Reliability, Satisfaction and Safety, not to mention tied in the “Best Road Test Score Mainstream” category with Chrysler. Subaru was above average in J.D. Power’s latest 2019 Vehicle Dependability Study too, albeit below average in the same organization’s 2019 Initial Quality Study. This said the 2019 Legacy was rated best for “Mid-Size” sedan consumers in Vincentric’s latest “Best Value In Canada” awards, as did the Outback in its segment.

2019 Subaru Legacy Sport
Sport trim is finished very nicely for a mid-range model. (Photo: Karen Tuggay)

No doubt interior quality gave the Legacy a leg up with the various third-party analytical firms’ rating programs, its premium-like padded composite dash top and instrument panel stitched across its lower edge with a classic Subaru blue thread, while that blue stitching also trims the inside rim of the leather-clad sport steering wheel, all the armrests, and the leather-like bolsters of the otherwise light grey textured fabric seats. Additionally, some very authentic-looking glossy carbon-fibre inlays accent the instrument panel and door uppers, butting up against some attractive satin-silver metallic trim, while gloss-black and matte-finish black composites join yet more satin-finish and chromed metal accents. Subaru details out both front and rear door uppers in the same luxurious padded composite as the dash, and wraps each A-pillar in fabric for an extra level of pampering and sound deadening.

2019 Subaru Legacy Sport
It might be on its way out, but the 2019 Legacy’s cabin still looks fresh and modern. (Photo: Karen Tuggay)

Despite the new 2020 model providing a fresh new interior highlighted by a massive 11.6-inch vertical display that looks like it’s been pulled right out of a Tesla (other than the new base model that makes do with a 7.0-inch touchscreen), this 2019 version still looks up to date. In fact, its 8.0-inch touchscreen (uprated from the 6.5-inch screen in the 2019 base model) looks pretty state of the art when compared to most competitors thanks to a large glossy black surrounding panel that juts out of the central dash as if it’s one big screen. The display itself provides a rich blue background complete with graphical stars, overlaid by colourful tablet-style tiles for each function. The backup camera is excellent, and includes dynamic guidelines, while on top of standard infotainment features like Apple CarPlay, Android Auto and Subaru’s proprietary StarLink smartphone integration, other features include AM/FM/CD/MP3/WMA plus satellite and Aha radio, a USB and aux port, SiriusXM advanced audio services, SiriusXM Travel Link, Bluetooth with audio streaming, and four-speaker audio, while Touring and above trims include the larger display plus another USB port and two more speakers.

2019 Subaru Legacy Sport
A sporty motorcycle-style gauge cluster bookends a large colour multi-info display. (Photo: Karen Tuggay)

If you want navigation, a better 576-watt, 12-speaker Harmon/Kardon audio system, as well as a heatable steering wheel rim, heated rear seats, leather upholstery, 18-inch alloy wheels and more you’ll need to move up to the aforementioned Limited model, while features pulled up to my Sport tester from lesser trims include a 10-way power-adjustable driver’s seat with two-way powered lumbar support (that did a pretty good job of lining up with the small of my back), cruise control, and heated front seats from the base model, dual-zone automatic climate control, a power glass sunroof, and fog lights from Touring trim, plus proximity-sensing keyless entry with pushbutton ignition and a 5.0-inch LCD multi-information display (within the gauge cluster) from the Touring model with EyeSight.

2019 Subaru Legacy Sport
A leather-wrapped sport steering wheel includes paddle shifters for more hands-on control. (Photo: Karen Tuggay)

Special Legacy Sport features include 18-inch machine-finish alloys with black-painted pockets, steering-responsive LED headlights, a glossy black grille surround, satin-silver side mirror housings, side sill extensions with chrome mouldings, and a diffuser-style rear bumper cap with big chrome-tipped tailpipes at each corner, but take note this value priced Sport model won’t be available with the 2020 redesign. The new car’s sportiest trim pulls its GT designation from the past, and suitably comes standard with the quicker 2.4i engine in a new Premier trim as well as a renewed Limited model.

2019 Subaru Legacy Sport
The 8.0-inch colour touchscreen looks even bigger thanks to a large black surrounding background. (Photo: Karen Tuggay)

Once again Subaru’s renowned symmetrical full-time all-wheel drive with active torque vectoring comes standard, and makes a big difference to how this car drives in slippery and even dry conditions. Let’s not forget Subaru honed its symmetrical AWD system through decades of World Rally Championship contention and still produces the legendary WRX that brought home so many titles. The Legacy was rallied too, by the way, in Group A from 1989 through 1993, although its single race win during its final year was nowhere near as glorious as the Impreza’s three championships, yet how many other mid-size sedan nameplates even have one WRC win to their credit? To save you time looking it up, exactly none.

2019 Subaru Legacy Sport
The large display provides a great view out of the Legacy’s backside. (Photo: Karen Tuggay)

As you might expect, the Legacy Sport is amongst the mid-size sedan segment’s more enjoyable cars to drive, not specifically for its straight-line speed, which would really benefit from the WRX STI’s 310-horsepower mill, but it gets up and goes quickly enough for most peoples’ needs and similarly to other base drivetrains in this class, while its Lineartronic CVT makes for smooth sailing all the way from standstill to highway speeds and beyond. Subaru includes a set of paddle shifters to enhance the process, and while allowing for hands-on engagement via six preset ratios that feel fairly close to the stepped gears in a conventional automatic when not pushing too hard, the transmission doesn’t provide the type of snappy gear changes found in most conventional automatics. I used them more for downshifting, the process giving this CVT a sportier feel and the benefit of engine braking, while upshifting early can save fuel in a regular automatic, but I doubt it makes much if any difference with a continuously variable transmission.

2019 Subaru Legacy Sport
The dual-zone automatic climate control system gets a nice, easy to use interface. (Photo: Karen Tuggay)

A CVT’s design can help smooth out a vehicle’s ride as well, and it may very well do so for the Legacy Sport that provides comfort first and foremost. Its ride quality is truly superb, yet the car holds its own through the corners as well thanks to a well-sorted fully independent MacPherson strut front and unequal length (short/long arm) double wishbone rear suspension setup, not to mention 225/50R18 Goodyear Eagle LS all-seasons connecting car to pavement. It really feels confidence inspiring when pushed through tight, fast-paced curves, while it’s just as adept at darting in and out of congested traffic or widening its gait on an open freeway.

2019 Subaru Legacy Sport
The Legacy’s CVT is highly efficient, but not the sportiest transmission in the class. (Photo: Karen Tuggay)

The comfortable driver’s seat should provide ample adjustability for most body types, my short-torso five-foot-eight frame having no problem reaching the top of steering wheel when its tilt and telescopic column was extended all the way rearward. This means my seat was set farther back than most people my height would, but this didn’t hamper rear seat legroom enough to cause any problem.

Sitting directly behind, I had nearly 12 inches between my knees and the backside of the front seat, plus room enough to completely stretch out my legs when my winter boot-shod feet were positioned underneath. Likewise, I had plenty of space to each side, allowing a comfortably wide armrest with dual integrated cupholders to be folded down in between, while about three inches was left over above my head, which means a six-foot-plus rear passenger should fit quite comfortably in back. As far as rear seat amenities go, two USB charging points are offered, but only the centre dome lamp provided light for those wanting to read a conventional book.

2019 Subaru Legacy Sport
These comfortable sport seats are quite supportive too. (Photo: Karen Tuggay)

The trunk is quite spacious at 425 litres (15 cu ft), and features the usual 60/40-split rear seatbacks that can be released by pull-handles under the bulkhead. I’ll make my usual plea for a centre pass-through or better yet, a three-way 40/20/40 rear seatback split, so skis can be placed down the middle while both (potentially heated) rear window seats can be put into use, because this would make the Legacy an even better snow shuttle than it already is. This said, not many challengers in this class offer the rear-row flexibility I’m looking for, so it will hardly be a deal-breaker, other than causing yet more buyers to look to the mid-size crossover SUV sector for their next ride.

2019 Subaru Legacy Sport
The rear seating area is very accommodating. (Photo: Karen Tuggay)

So there you have it. Even the outgoing 2019 Legacy is well worth your attention, especially for those needing or wanting four-wheel traction as winter approaches, the only other cars in this class to offer standard all-wheel drive being the new Altima, Stinger and Arteon, but the latter two are actually four-door coupes targeting a near-luxury demographic, with the Optima and Passat serving the convention mid-size sedan buyer. Buick’s Regal makes AWD optional, but it’s a much pricier alternative too. There’s a good argument for Subaru’s rally-proven Symmetrical AWD over any others, and many of its additional attributes, including all the industry accolades noted earlier, make the Legacy an intelligent alternative in a Canadian market that’s preparing for a snowier than normal 2019/2020 winter, or so says The Old Farmer’s Almanac. Not being forced to chain up mid-winter is reason enough to choose AWD, and the Legacy is a smart choice.

It seems every time I’ve had opportunity to get behind the wheel of Kia’s new Stinger something has come up. Either the car was damaged by a wayward journo or got decommissioned before I could get…

2019 Kia Stinger GT-Line Road Test

2019 Kia Stinger GT-Line
The Kia Stinger GT-Line makes a dramatic pose, and this is on the base model. (Photo: Trevor Hofmann)

It seems every time I’ve had opportunity to get behind the wheel of Kia’s new Stinger something has come up. Either the car was damaged by a wayward journo or got decommissioned before I could get my hands on it, the latter usually due to me being out of town, but just a few days back from my regular winter sojourn in the tropics has me eyeing up a lovely California Red painted Stinger GT-Line in my driveway. 

As premium as this car looks, complete with standard automatic dual-function LED headlights, LED daytime running lights, LED positioning lights, body-wide bar-type LED taillights, cool dark chrome exterior trim with the same dark chrome used for the side mirror caps, these additionally adorned with LED signal repeaters, not to mention sharp looking 18-inch machine-finished alloy rims on 225/45 rubber, plus chromed dual exhaust and more, it’s hard to believe this GT-Line is actually the model’s most basic of trims. 

2019 Kia Stinger GT-Line
The Stinger’s four-door coupe design is totally different than anything else in the mid-size sedan class. (Photo: Trevor Hofmann)

Of course the Stinger starts at a fairly substantive $39,995 plus freight and fees, but despite its somewhat bargain basement Kia nameplate it borders closer to premium territory than most anything else in the mid-size class. And yes, the Stinger is a mid-size sedan. I’ve seen some refer to it as a compact because it rides on the same underpinnings as the Genesis G70, which is a compact luxury competitor that goes up against the BMW 3 Series, Mercedes-Benz C-Class, Audi A4, etcetera, but despite having similar wheelbase lengths at 2,910 mm (114.4 in) to 2,835 mm (111.6 in), both longer than the Kia Optima’s 2,805-mm (110.4-in) wheelbase, the Stinger’s 4,830 mm (190.2 in) overall length stretches 145 mm (5.7 in) farther than the G70, and only comes in 20 mm (0.8 in) shorter than the Optima. 

2019 Kia Stinger GT-Line
LED headlamps, 18-inch alloys and plenty of sporty design detailing come standard. (Photo: Trevor Hofmann)

Likewise, at 1,870 mm (73.6 in) the Stinger is 20 mm (0.8 in) wider than the G70 and 10 mm (0.4 in) narrower than the Optima, while its height measures 1,400 mm (55.1 in), which is identical to the G70 and 70 mm (2.7 in) lower than the Optima. Those still wanting to call the Stinger a compact will need to take note that it measures a full 190 mm (7.5 in) longer than the Forte sedan (a fairly large compact) with a 210-mm (8.2-in) longer wheelbase, while it’s also 70 mm (2.7 in) wider. In other words, it’s clearly a mid-size model, with a longer wheelbase and more width than the Toyota Camry and Honda Accord too, albeit slightly less overall length and height. 

2019 Kia Stinger GT-Line
The LED headlights offer up plenty of eye-candy inside. (Photo: Trevor Hofmann)

Its long, low and wide dimensions lend to its four-door coupe-like stance, a sporty profile that’s backed up by dramatic styling and a pampering cabin, at least for its mainstream volume brand status. This isn’t Kia’s first foray into premium territory either, nor is it the South Korean brand’s most lavish. Look no further than the Mercedes S-Class/BMW 7 Series-sized K900 for such pretensions, a car that might only be upstaged for all out luxury by the Volkswagen Phaeton amongst non-premium brands, but like that outlandish VeeDub the K900 didn’t gain enough sales traction to merit continued availability in Canada, and therefore is now finished in our market (it’s still available south of the 49th mind you). 

2019 Kia Stinger GT-Line
These hood “vents” aren’t functional, but they look great. (Photo: Trevor Hofmann)

While the K900 was truly impressive, it was nowhere near as viable in Canada as this Stinger, which is considerably more affordable, targets a more popular market segment, and focuses more on performance than luxury. In fact, amongst its mid-size competitors I would’ve previously said it comes closest to targeting the Dodge Charger than anything else available, until the Volkswagen Arteon arrived earlier this year. The Arteon, which is based on the European Passat, has effectively replaced the old CC four-door coupe. Other than being smaller and mostly lighter in weight than the near full-size domestic challenger, the two near identically sized and similarly powered imports are basically going after the same performance-oriented buyer (in the Stinger’s base trim at least), although with a single-trim base price $8k higher than the Stinger the new Arteon is pushing quite a bit further into the premium market. 

2019 Kia Stinger GT-Line
Black chrome mirror caps add a custom look. (Photo: Trevor Hofmann)

Incidentally, the Stinger’s curb weight ranges from 1,729 – 1,782 kilos (3,812 – 3,929 lbs) with its as-tested 2.0-litre turbocharged four-cylinder, or 1,873 – 1,889 kg (4,129 – 4,165 lbs) with its optional V6, while the Arteon weighs in at 1,748 kg (3,854 lbs) and the Charger hits the scales at 1,823–1,980 kg (4,021–4,530 lbs). While lighter than the Dodge, the all-wheel drive Kia and VW models are nevertheless quite a bit heavier than the aforementioned mid-size front-drivers, giving the Stinger, at least (I’ve yet to test the Arteon, which is booked for late August), a more substantive and therefore premium feel. 

2019 Kia Stinger GT-Line
There’s more black chrome throughout the rest of the Stinger design, while these base wheels are stunning. (Photo: Trevor Hofmann)

It really does reach to a higher level inside, with luxury brand details such as fabric-wrapped A, B and C roof pillars, a soft-touch dash with a really nicely finished padded instrument panel, plus soft door uppers front and back. All of the switchgear is nicely fitted with good damping, some even aluminized for an upscale look and impressive feel, while the perforated leather is certainly good for a base model from a volume brand. 

Now that I’m talking features, standard kit includes a heatable leather-wrapped flat-bottom sport steering wheel that’s sized ideally for performance and feels good in the hands, plus a leather and chrome adorned shift knob (ditto), piano black interior trim, comfortable and supportive heated eight-way power-adjustable front seats with four-way powered lumbar, an auto-dimming rearview mirror, power-folding side mirrors, dual-zone automatic climate control, LED interior lighting, ambient mood lighting, and a 7.0-inch touchscreen that’s really my only point of contention, being that it’s a bit small and doesn’t fit flush within its fixed upright mounting and therefore looks outdated. 

2019 Kia Stinger GT-Line
The LED taillights extend across the Stinger’s entire backside. (Photo: Trevor Hofmann)

It incorporates the usual rearview camera, Apple CarPlay and Android Auto smartphone integration, and Kia’s exclusive UVO Intelligence connected car services bundle, while the nine-speaker audio is pretty decent for a base system, even including standard satellite radio, and the wireless phone charger is a mighty impressive standard item too. 

A proximity-sensing key fob gets you inside and a silver metallic button ignites the engine, again all standard kit, while the electromechanical parking brake releases automatically. The aforementioned backup camera joins standard rear parking sensors and rear cross-traffic alert to make sure the Stinger’s glittering paint remains scratch free, the latter item packaged together with standard blindspot detection. Once facing forward, simply choose the most fitting Drive Mode Select setting from Smart, Eco, Comfort, Sport or Custom, leave the eight-speed Sportmatic automatic transmission in Drive or slot the lever into manual mode to make the most of the standard steering wheel paddles, which is the best way to get all 255 horsepower and 260 lb-ft of torque out of the direct-injected turbocharged 2.0-litre four-cylinder. 

2019 Kia Stinger GT-Line
Kia carries the Stinger’s sharp looking exterior design into the interior where build quality and refinement are also very good. (Photo: Trevor Hofmann)

It’s just the base powertrain, but thanks to 100-percent of its torque coming on at just 1,400 rpm, and all four wheels engaging the tarmac simultaneously the base Stinger pulls strongly from standstill right up to highway speeds and beyond. Its dual exhaust makes a nice rorty note, complementing the engine’s sonorous tone, the Stinger providing an enjoyable audio track to go along with its rapid acceleration. Certainly the base engine isn’t as intensely satisfying as the optional twin-turbo 3.3-litre V6, that beast making 365 horsepower and 376 lb-ft of torque (no optional powertrain is offered in the Arteon), but the turbo-four is a compromise I’d be happy to live with, especially when factoring in its much friendlier fuel economy of 11.1 L/100km in the city, 8.1 on the highway and 9.7 combined, compared to 13.6, 9.6 and 11.8 for the V6 respectively, both incidentally aided by auto start/stop technology. 

2019 Kia Stinger GT-Line
Most of the interior’s upper half is soft touch, while all the roof pillars are fabric-wrapped. (Photo: Trevor Hofmann)

The last thing you’ll be thinking about when coursing down a circuitous mountainside road is fuel efficiency, the Stinger’s fully independent MacPherson strut front and multi-link rear suspension setup, with gas shocks and dynamic dampers, tautly sprung for a firm ride that grips like a sports car, yet despite this athleticism it’s hardly punishing, the suspension plenty compliant. 

Braking is strong too, four-cylinder models utilizing 320 mm (12.6 in) vented discs up front and 314 mm (12.4 in) solid rotors in the rear, with the upgraded powerplant receiving a more robust Brembo braking system featuring 350 mm (13.8 in) vented discs in front and 340 mm (13.4 in) vented discs in back. 

2019 Kia Stinger GT-Line
The base model gets a simpler instrument cluster, but it works well. (Photo: Trevor Hofmann)

The Stinger’s long, lean shape not only splits the air easily for maximizing high-speed aerodynamics, it also provides a decent amount of rear headroom (about three inches above my five-foot-eight frame) while lending itself nicely to non-traditional cargo access, at least for the mid-size sedan segment. Where the Optima and most everything else in the class use a conventional lidded trunk, the Stinger follows the raked liftback lead provided by four-door coupe forerunners such as Audi’s A5/A7 Sportback, BMW’s 4 Series, Porsche’s Panamera, Aston Martin’s Rapide, and back down to reality, the Arteon, this Kia’s sizeable opening making the most from 660 litres (23.3 cu ft) of capacity behind the rear seats, or for that matter expanding on the rearmost volume to a total of 1,158 litres (40.9 cu ft) when those 60/40 split seatbacks are folded down. 

2019 Kia Stinger GT-Line
The base 7.0-inch touchscreen was a bit disappointing. (Photo: Trevor Hofmann)

Yes, the Stinger is as practical to live with as it’s great to look at, wonderful to drive, and impressively finished. I’ll need to spend a week with the new Arteon to see if its higher price brings anything more than a German label, but its interior detailing will need to be mighty impressive to upstage this base Stinger GT-Line, and if recent experience with the Passat is anything to go by it may fall a bit short. With all options added the Arteon hits the road at just over $53k, which is more than even the highest priced GT Limited 20th Anniversary Edition of the Stinger that slots in at $51,495 and comes with special 19-inch alloy wheels, carbon-fibre inlays, red Nappa leather upholstery, plus red-stitched “Stinger” floor mats, whereas the mid-range GT starts at $44,995 and the regular GT Limited at $49,995 (check out the prices of all 2019 Stinger trims, packages and options at CarCostCanada, plus find out how you can save hundreds and even thousands through manufacturer rebates as well as dealer invoice pricing). 

2019 Kia Stinger GT-Line
These leather-clad sport seats are comfortable and supportive. (Photo: Trevor Hofmann)

These latter two trims get unique 19-inch wheels, an upgraded suspension with Dynamic Stability Damping Control (DSDC), sound-reducing front side door glass, auto-dimming side mirrors, stainless steel door scuff plates, stainless steel sport pedals, carbon-fibre-like inlays (replacing the piano black interior trim), shift-by-wire transmission control (which replaces the base model’s shift-by-cable system) a powered tilt and telescopic steering column, driver’s side memory, an under-floor storage tray, a large “full-width” sunroof, a gesture-control powered liftgate, and a luggage net. 

2019 Kia Stinger GT-Line
The rear seating area provides plenty of space in all directions. (Photo: Trevor Hofmann)

Lastly, the top-line GT Limited adds exclusive cornering headlamps, rain-sensing wipers, aluminum finish décor trim (in place of the carbon-fibre), a black headliner, a 7.0-inch Supervision LCD/TFT instrument cluster, a head-up display (HUD) unit, a HomeLink universal garage door opener, premium Nappa leather upholstery, ventilated front seats, heatable rear outboard seats, an upgraded driver’s seat with a four-way “air cell” lumbar support system, power-adjustable bolsters, and a powered lower cushion extension, a one-inch larger 8.0-inch centre touchscreen (that should be standard) with a 360-degree surround camera monitoring system and navigation, a 15-speaker Harman Kardon audio upgrade, adaptive cruise control, autonomous emergency braking (that’s normally standard), lane keeping assist, and driver attention alert. 

2019 Kia Stinger GT-Line
The Stinger’s convenient liftback adds to its overall livability. (Photo: Trevor Hofmann)

So there you have it, another great car from a brand that deserves much more respect and success than it gets. Year-over-year sales of the Stinger have dropped off a bit over the first half of 2019, down 14.38 percent with 750 units down Canadian roads, but it’s getting pretty close to the Optima that’s (yikes) down 44.67 percent over the same two quarters at 872 deliveries. In case you’re wondering how it measures up to regular front-drive mid-size models, the Camry kills in this class with 8,586 unit sales over the same period (up 12.87 percent), while the Accord came in second with 5,837 deliveries (down 9.71 percent). As for the Arteon, it only found 184 customers so far this year, but it only went on sale this spring so we’ll have to wait in order to find out how well it does. The Passat, incidentally, only sold 474 units through Q2, which put it down 75.55 percent year-over-year. 

2019 Kia Stinger GT-Line
The Stinger’s load carrying capacity is impressive. (Photo: Trevor Hofmann)

Of the 14 models competing in the mid-size class (Stinger and Arteon included, and Charger considered a full-size/large car), nine have lost ground, one hasn’t been around long enough to quantify, and four have increased sales, while the Stinger’s small drop in popularity is much less worrisome than most peers, and more resultant of the entire segment’s downturn than disinterest in the car itself. I experienced just the opposite during my test week, with plenty of long smiling stares and positive nods as I drove by. The Stinger gets plenty of respect, and over the long haul should do a lot to raise Kia’s overall brand image. If you’re in the market for a great looking, sporty four-door with the practicality of a hatch, you should take a long look and a quick ride in the Kia Stinger.

So what do you think? Can the case be made for a person actually opting for a regular WRX over a WRX STI that isn’t price-related? After spending a week behind the wheel of a 2019 WRX Sport-tech RS…

2019 Subaru WRX Sport-tech RS Road Test

2019 Subaru WRX Sport-tech RS
Subaru updated WRX styling for 2018, and the design continues into 2019 unchanged, including this Sport-tech RS model. (Photo: Karen Tuggay)

So what do you think? Can the case be made for a person actually opting for a regular WRX over a WRX STI that isn’t price-related? After spending a week behind the wheel of a 2019 WRX Sport-tech RS I say absolutely, and my tester wasn’t even fitted with its automatic transmission. 

Availability of the automatic is a key regular WRX differentiator when comparing it to the more potent STI, the latter only useful to those who know how to row through the gears of a manual shifter. This means that anyone using their WRX as daily, who wants a more convenient, relaxed drive when commuting, along with the legendary model’s high level of performance, whether charging up serpentine mountainside roads amid weekend getaways or merely pushing the envelope through cloverleaf-style highway entrances and exits on their way to or home from work, can spend just $1,300 more to do so with all regular WRX trims, excepting this specific WRX Sport-tech RS, which is only available with said six-speed manual transmission. 

2019 Subaru WRX Sport-tech RS
The WRX’ muscular fenders and other go-fast styling details have been mostly the same since its 2015 redesign. (Photo: Karen Tuggay)

To clarify, you can get a 2019 WRX Sport-tech with an automatic, but the RS designation will need to be swapped out for EyeSight. It’s not as if Subaru brands the car with RS or EyeSight anyway, other than via the roof-height all-seeing-eyes behind its windshield, plus on its website and internal order sheet of course, and it also should be noted the Sport-tech EyeSight isn’t identical to the Sport-tech RS, transmission choice aside, but each model’s similarities should be close enough for those who want a compromise between pure performance and ease of daily use. 

Before deep diving into all that makes each trim unique, and by so doing listing RS and EyeSight features in comparison to other WRX trims, I’d like to detail out my particular Sport-tech RS test model. First off, I couldn’t be happier with the Subaru Canada press communication team’s choice of World Rally Blue Pearl as an exterior colour, which while identical to the Sport-tech RS I reviewed last year, at least almost, is still one of my favourites due to an eye-searing blue hue that is based in the Japanese brand’s significant motorsport heritage, being very close to Subaru’s World Rally Championship winning race team’s livery. 

2019 Subaru WRX Sport-tech RS
The regular WRX uses a smaller rear spoiler than the STI for a more subtle look, but its rear diffuser and quad tailpipes still look formidable. (Photo: Karen Tuggay)

All good and well, but why would Subaru give me a seemingly identical WRX test car within a given year? That’s simple: Subaru updated the 2019 model’s centre-mounted infotainment display. A critically important feature in any new vehicle these days, the WRX touchscreen is now the same as in other updated models across the Subaru lineup (new 2020 Legacy and Outback aside), or in other words wholly improved with a totally redesigned graphic interface that’s much better looking. For starters it features a bright, smartphone/tablet-style array of colourful digital buttons hovering within floating 3D tiles, on what I can only describe as a dark blue night sky-like background (complete with stars). I like the design and appreciated how fast the new interface responds to input, and while I no longer use an iPhone and therefore could not enjoy what appears like a much more appealing Apple CarPlay interface, iOS integration now comes standard on all WRX trims, as does Android Auto that worked very well with my Samsung S9, if not quite as graphically stimulating. 

2019 Subaru WRX Sport-tech RS
How’s that for a hood scoop? Of course, this is a WRX so it’s fully functional. (Photo: Karen Tuggay)

Sport-tech trim features a half-inch larger than base 7.0-inch display that once again bookends the screen with rows of touch-sensitive quick access buttons, including Home, Map and Apps on the left side and Info just above two sets of track-seeking arrows to the right side. Near-field communication (NFC) is also incorporated for faster phone connectivity (if your smartphone includes it), while other features include a Micro SD card slot, HD radio, navigation mapping and routing, a rearview camera with active guidelines, and more. I found it easier to use, plus the display’s clarity and depth of colour was superb, matching the best on offer in the mainstream industry, and easily surpassing a number of competitive systems. 

Infotainment system aside, this WRX Sport-tech RS and its non-STI siblings move into 2019 unchanged, meaning they continue to show off last year’s attractive styling enhancements, chassis upgrades, and additional refinements, as well as new safety features. Let me explain. 

2019 Subaru WRX Sport-tech RS
Completely new frontal styling makes a big difference to the WRX design. (Photo: Karen Tuggay)

With respect to its outer design, Subaru refreshed the front grille and bumper of the WRX for 2018, as well as the interior door trim, while a new electroluminescent primary gauge package incorporated a nicely sorted new high-resolution colour TFT display. What’s more, the 5.9-inch colour multi-information display atop the dash received new graphical updates too, which look really attractive. This performance-oriented interface, with placement and functions that hark back to ancillary analogue turbo, temp and oil pressure gauges of the past, is totally unique to the segment too, and adds that bespoke allure to the WRX that can’t be found in competitors’ sports models. 

Additionally, passengers in back received a new flip-down centre armrest with integrated cupholders last year, while all occupants still benefit from lower noise, vibration and harshness levels, aiding audio system enjoyment as well as more easily understood conversations. Lastly, a retuned suspension provided improvements to ride quality, while a stronger battery strengthened the electrical system. 

2019 Subaru WRX Sport-tech RS
The Sport-tech RS’ gunmetal grey alloys look stunning, but the flared fenders with engine vents and chromed garnishes are even more eye-catching. (Photo: Karen Tuggay)

Back to styling, I like what Subaru has done with the grille, particularly its blackened borders and black mesh insert, but the racing-spec-style multi-component lower front fascia with its matte black centre vent looks even better, as do the bigger, squarer, matte black fog light bezels to each side, while the four twinned five-spoke gunmetal grey-painted cast aluminum alloy wheels on 245/40 Dunlop SP Sport Maxx RT performance rubber are stunning, these encircled by sporty red brake calipers that are as racy as this class gets. Of note, base and Sport models come fitted with grey 15-spoke 17-inch alloys on the same tires, albeit sized at 235/45. 

Everything already mentioned, together with all of the other features upgraded for 2018, such as the larger front hood scoop, reworked headlights, and rally car-inspired matte black rear diffuser integrating four chrome tailpipe finishers, as well as all items seemingly pulled up from the 2015-2017 model that preceded, including the coke-bottle fenders with open engine vents trimmed with cool chrome “WRX” garnishes, the subtle rear trunk lid spoiler (which I appreciate more than the STI’s massive wing—the smaller lip spoiler can be had with the STI as well) and more, look sensational. 

2019 Subaru WRX Sport-tech RS
The WRX’ rear diffuser and quad of chromed tailpipes makes a sporty statement. (Photo: Karen Tuggay)

Also continuing forward into 2019, all regular WRX models feature Subaru’s excellent 2.0-litre direct-injection twin-scroll turbocharged boxer four, producing a generous 268-horsepower and 258 lb-ft of torque. While still a fair ways from the STI’s 310 horsepower and 290 lb-ft of torque, the regular WRX mill is still very strong in its class, especially when factoring in that the car starts at just $29,995 plus destination and fees, or $38,995 in as-tested Sport-tech RS trim, which is considerably more affordable than the STI’s $41,995 base price, or that model’s more directly comparable STI Sport-tech that hits the road at $47,295. It’s also important to factor in that the majority of similarly priced competitors don’t provide the same levels of performance, which we should also consider includes Subaru’s standard Symmetrical-AWD, aiding all types of driving in Canada’s ever-cooling, and seemingly much longer winters, so the WRX makes a strong case to Canadian sports car fans, even if it is more of a sport sedan. 

2019 Subaru WRX Sport-tech RS
This is the most refined WRX ever made, getting very close to a premium-level sport sedan. (Photo: Karen Tuggay)

As mentioned above, a six-speed manual comes standard, but take note the optional automatic is actually a CVT (Continuously Variable Transmission), normally nothing to brag about amongst performance enthusiasts. Still, continuously variable transmissions have improved a lot over the years, and the WRX’ Sport Lineartronic version is actually very good thanks to an engaging set of steering wheel paddle shifters that actuate both six- and eight-speed manual modes, plus Subaru Intelligent Drive (SI-DRIVE). I realize that it might be difficult for some to accept the inclusion of a CVT in the WRX, but after experiencing this drivetrain two years ago I was surprised in all the right ways. Of course, I personally wouldn’t choose the autobox route, but then again I wouldn’t cut anyone to the core for doing so either. 

2019 Subaru WRX Sport-tech RS
Sport-tech RS trim provides a lot of sporty upgrades, but this year’s big improvement is the centre touchscreen. (Photo: Karen Tuggay)

With respect to the as-tested manual transmission, it received a redesigned shift lever, improved shifting feel, and refined clutch feel as part of the 2018 redesign, with the result being a shifter that’s still smooth and accurate, and a clutch that’s nicely weighted with ideal take-up, plus is more responsive without any grabby side effects. 

On that note there’s zero change in straight-line performance from the identically powered 2018 car, with the manual model still claiming a 5.4-second sprint from standstill to 100km/h, and the CVT remaining respectable at 5.9 seconds for the same feat. Of course neither will get an STI owner excited, but nevertheless I thoroughly enjoyed my week with the car, happy with its power off the line and rapidity up to highway speeds (and a little beyond). On that note, CVT owners can boast about a higher 240-km/h top-speed over the manually equipped car, which can only manage 232 km/h due to a shorter final gear. 

2019 Subaru WRX Sport-tech RS
The WRX includes easy-to-read analogue gauges with a nice, large multi-info display at centre. (Photo: Karen Tuggay)

As stated in my 2018 WRX Sport-tech RS review, the modifications made were mostly focused on refinements, including better steering feel and a more comfortable, compliant ride that doesn’t compromise at-the-limit road-holding. Truly, I could have cared less about ride quality when I was younger, even driving a raised Jeep CJ-5 on big knobby tires (and massive Alpine speakers hanging off the roll bar) at one point (the fabric roof was rarely attached during the summer), but as I age, like so many WRX owners have, comfort matters more. As it is, the new and improved WRX was a joy during daily jaunts around the city, where I end up driving most of the time, but then again when I took the opportunity to push it to its limits on a few favourite back roads it was every bit the super sedan I’ve enjoyed on multiple occasions over the years. In fact, I’d say it’s even better, because its more compliant suspension, which still remains quite firmly sprung compared to most others in this class, and fully independent, of course, allowed better control over rough patches of pavement that probably would have unsettled the more rigid previous generation. 

2019 Subaru WRX Sport-tech RS
Subaru provides the WRX with a unique dual-display infotainment setup. (Photo: Karen Tuggay)

An area of weakness is fuel economy, which might be surprising to those who choose the WRX for its compact size and supposed four-cylinder efficiency. While an improvement over the STI’s official rating of 14.3 L/100km in the city, 10.7 on the highway and 12.7 combined, the regular WRX is still a bit voracious at 12.6 L/100km city, 9.6 highway and 11.2 combined with its standard manual transmission, or 11.3 city, 8.5 highway and 10.0 combined with the optional CVT. You won’t have to look very hard to find a more formidable competitor with thriftier economy, so Subaru will likely want to address this issue when it updates the 2.0-litre boxer at some point in the future. 

2019 Subaru WRX Sport-tech RS
The top-screen is more of a multi-information display, providing performance functions as well as other important info. (Photo: Karen Tuggay)

I suppose I should ask if you really care about fuel efficiency. I imagine those in Vancouver, who were recently paying upwards of $1.85 per litre for 91-octane unleaded (the recommended fuel) might be more averse, but WRX owners in Edmonton, Alberta, who were only paying $1.30 or so for the same litre of mid-grade gas, might not give a rat’s butt. 

Either way the WRX remains practical, with seating for up to five in relative comfort, plus a sizeable enough trunk, when compared to most sports cars at least, which measures 340 litres (12.0 cubic feet), and benefits from 60/40-split rear seatback expandability. That trunk might also matter more to those who live in more crime-ridden Canadian cities, as it provides better security than a hatchback, which is more often than not the body style of choice in this class. 

Speaking of competitors, the WRX’ cabin quality once again impressed. The instrument panel is mostly comprised of a premium soft-touch synthetic material, even stretching across the entire dash top and downward to the halfway point of the centre stack, while all door uppers are comfortably padded too, front to back. Likewise, Subaru adds nice quilted leatherette door inserts with red stitching, and soft, elbow-friendly armrests with the same rosy thread. 

2019 Subaru WRX Sport-tech RS
The WRX’ new touchscreen interface is really attractive, and ultra-easy to use. (Photo: Karen Tuggay)

The WRX’ contrast stitching brings up an important point about taste. Subaru, in its experience and wisdom in this category, and understanding that its WRX is now targeting a wider spectrum of age groups than ever, kept its splashes of red interior highlights to a tasteful minimum, making for an attractively sporty cabin design that’s not overly garish. This is in sharp contrast to some rivals, such as Honda’s Civic Type R, which is a brilliant performance car, but hard on the eyes. As it is, the red thread in the WRX Sport-tech RS also adorns the door inserts, leather-wrapped steering wheel, shifter boot, and the side bolsters of each seat, which are also trimmed in a thick strip of crimson leather, this nicely contrasting the rest of the seats’ black leather and suede-like microfibre upholstery. Additionally, Subaru adds a great looking horseshoe-shaped ring of red piping around the mid-portion of the seats, which frame white-embroidered “RECARO” logos, the latter perfectly matching yet more red piping on the headrests above. Finishing things off is an instrument panel inlay that does a good job of mimicking carbon fibre. 

2019 Subaru WRX Sport-tech RS
Subaru updated the WRX shifter and linkage last year, and it’s now smoother and more refined. (Photo: Karen Tuggay)

Of course, other than with the STI the interior just outlined is specifically for my tester’s Sport-tech RS (and one special edition) trim, while a variety of additional WRX models are worthy of your investigation too. Together with the aforementioned $29,998 base trim, as well as the $39,095 Sport-tech EyeSight noted earlier, you can also consider Sport trim at $33,195, and this Sport-tech model without the $2,300 RS upgrade for just $36,495. 

What’s more, a new $40,995 雷雨 Raiu Edition joined the fray for 2019, painted in a self proclaimed Cool Grey Khaki hue that I happen to love. It boasts a number of STI-style exterior styling upgrades including a sportier front lip spoiler, wider side skirts, and the gigantic rear deck lid wing spoiler, as well as a sizeable set of 19-inch alloy wheels framing the STI’s yellow-painted Brembo six-pot front and two-pot rear brake calipers over ventilated and cross-drilled discs. The 雷雨 Raiu Edition also includes the Subaru Rear/Side Vehicle Detection System (SRVD) as standard, which features blindspot monitoring with rear cross-traffic alert and lane change assist, while it also comes with a powered glass sunroof, a 10-way power-adjustable driver’s seat with powered lumbar support, and racy red seatbelts adorning the Ultrasuede seats noted a moment ago. 

2019 Subaru WRX Sport-tech RS
The Sport-tech RS powered front seats are fabulous, thanks to leather, ultrasuede, and their inherently good Recaro design. (Photo: Karen Tuggay)

By the way, all the 2019 WRX trim, package and option pricing used in this review was sourced from CarCostCanada, where you’ll also find information about available manufacturer rebates and otherwise difficult to find dealer invoice pricing that could save you thousands. 

Back to the WRX Sport-tech RS, it features stronger Jurid brake pads that bite down on the standard 316 mm front and 286 mm rear discs via those red brake calipers mentioned a moment ago, while inside the cabin you’ll get the ultra-luxe black and red partial-leather and microsuede upholstery also noted. The driver’s seat is just eight-way powered, but as mentioned it’s a much more inherently supportive Recaro sport seat, as is the front passenger’s, so most won’t complain. I certainly didn’t, finding it fabulously comfortable and wholly supportive, especially when pushing the WRX through fast-paced corners. 

2019 Subaru WRX Sport-tech RS
The rear seating area is accommodating enough for three across, and finished to the same high standard as the front. (Photo: Karen Tuggay)

Along with everything already mentioned, Sport-tech trim adds proximity keyless entry with pushbutton start/stop, the bigger 7.0-inch central touchscreen featuring the upgraded interface mentioned earlier, as well as Subaru’s StarLink app, additional apps like Yelp, Best Parking, Glympse, SiriusXM Traffic and Travel Link with weather, sports and stock market information, great sounding 320-watt nine-speaker Harman/Kardon audio, and dual USB inputs. 

Features included with my Sport-tech RS tester that can also be found in Sport trim include wiper-integrated auto on-off LED headlamps with new steering-responsive cornering capability, LED fog lights, LED turn signals within the side mirrors, welcome lighting, the smaller rear deck lid spoiler mentioned before, plus the previously noted powered moonroof and SRVD blindspot safety system. 

2019 Subaru WRX Sport-tech RS
While not the largest trunk in the segment, the WRX offers more secured space than most sports cars, plus 60/40-split rear seatbacks. (Photo: Karen Tuggay)

Finally, 2019 WRX base trim items found with my Sport-tech RS included a high-performance quad-tipped exhaust system, integrated roof rack brackets, a windshield wiper de-icer, a really sporty leather-clad and red-stitched multifunction flat-bottom steering wheel, auto climate control, heated front seats, StarLink smartphone integration (including Aha radio), a reverse camera, an AM/FM/CD/MP3/WMA/satellite radio, Bluetooth phone connectivity with streaming audio, an aux connection, USB ports, voice activation, etcetera. 

Being that the Sport-tech RS model comes standard with a manual, it doesn’t get Subaru’s EyeSight suite of advanced driver assistive systems, but I should still go over everything featured with the EyeSight upgrade, such as auto high beams, adaptive cruise control, lead vehicle start alert, pre-collision braking, pre-collision brake assist, pre-collision throttle management, reverse automatic braking, lane departure warning, lane sway warning, and lane keeping assist. 

2019 Subaru WRX Sport-tech RS
It’s a WRX, so we just have to show you under the hood where its wonderful 2.0-litre turbo-four boxer resides. (Photo: Karen Tuggay)

When equipped with all of the above the WRX achieves a best-possible IIHS Top Safety Pick + rating, and believe me the “+” portion of this commendation is very hard to get in the WRX’ small car class, only shared with three rival mainstream volume brands, none being a direct competitor to this go-fast Subie. I was even more impressed to find out that four Subaru models earn this IIHS Top Safety Pick + rating within the WRX small car category, which is a better result than any other brand. 

Also notable, Subaru has more vehicles receiving the top-most IIHS “+” rating than any competitor, completely topping the mid-size class, and represented in every segment it compete in, BRZ aside (a car it designed and builds with Toyota), resulting in eight total models. Speaking of Toyota, how does it fare? Only two of Toyota’s namesake models are rated as highly, while Honda had just had one, and Nissan didn’t have any models achieving safest IIHS status. This impressive safety claim is therefore as good as it gets, especially when combined with the all-weather safety of Subaru’s standard Symmetrical all-wheel drive. 

I’m not going to end this review by claiming a score of 10-out-of-10 for Subaru’s WRX, particularly due to its fuel economy, but suffice to say it’s impressive in most every other way, and as suitable to daily driving as it is for cleaning up at weekend autocross events or those wonderfully memorable days on the track. Of course, you’ll need to pray a WRX STI doesn’t show up, but for those on more of a budget, or city slicker who’d rather not shift for themselves, the regular WRX is an excellent choice, particularly when dressed up in Sport-tech RS trim.